MIM WinGD-X92DF

Marine Installation Manual
X92DF
Issue 2019-05
© 2019 Winterthur Gas & Diesel Ltd. — All rights reserved
No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photo-
copying, recording, taping or other information retrieval systems) without the prior written permission of the copyright holder.
Winterthur Gas & Diesel Ltd. makes no representation, warranty (express or implied) in this publication and assumes no re-
sponsibility for the correctness, errors or omissions of information contained herein. Information in this publication is subject
to change without notice.
NO LIABILITY, WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH

RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS INTENDED FOR INFORMATION
PURPOSES ONLY.
X92DF List of Changes
List of Changes
The following tables reflect the changes and updates to the contents of this document.
Minor changes in layout or language are not taken into consideration.
Revision: 03 Date of issue: 2019-05
Location of change Subject

1.2 Primary engine data Table 1-1 updated
1.5.3 Methane number calculation Link to EUROMOT webpage updated
2.2.6 Power range limits with main-engine driven generator Table 2-3: coefficient ‘C0’ for range 0.96-1.00 corrected
4.1 Twin-engine installation New section added
4.2.2 High-temperature circuit

High-temperature circuit components Description of buffer unit revised
4.6.3 Gas specifications Table 4-11: information about gas temperature at engine inlet updated
4.12 PTO, PTI, PTH and primary generator applications Whole section updated
5.4 Propulsion Control Systems Table 5-1 updated
5.4.2 Recommended manoeuvring characteristics 2nd paragraph reworded for clarification
6.1.2 Balancing second order moments Table ‘Suppliers of electrically driven compensators’ removed
6.7 Countermeasures for dynamic effects Tables 6-1, 6-2, 6-3 added
7.2 Engine noise Introduction updated
9.2 List of acronyms Updated

Preface
Introduction WinGD MDO/MGO definition clarified; fuel specification updated to ISO 8217:2017
1.2 Primary engine data Table 1-1: guide feed rate of cylinder oil stated more precisely
1.4 Fuel operating modes Section rewritten; figure 1-3 added
1.5.1 Torque/power meter requirement Paragraph and table 1-4 updated
1.6 Operation in diesel mode 1st paragraph rewritten

2nd paragraph: term ‘MDO’ changed to ‘MDO/MGO’
2.1 Pressure and temperature ranges Paragraph rewritten and link to external document changed
2.2 Engine rating field and power range Whole section updated and restructured
2.5 Electrical power requirement Table 2-4 updated
3.1 Dimensions and masses Table 3-1: footnote ‘f)’ removed

New paragraph replaces former tables 3-2 and 3-3
3.1.1 Dismantling heights for piston and cylinder liner Links to external documents added
3.2 Engine outline views Links to external documents added
Marine Installation Manual 2019-05 1


3.3.1 Drawings Paragraph rewritten
3.10 Fire protection Table 3-3: table head rewritten for clarification
4.1 Cooling water system Whole section updated and restructured
4.2.1 Lubricating oil requirements Link to external document: document name and link name updated
4.2.5 Cylinder lubricating oil system Section structure changed

Alternatives to finished cylinder oils Link to external document: document name and link name updated
Changeover between cylinder lubricating oils Information on iCAT updated
Electrical trace heating for system side cylinder LO piping Whole section updated with more detailed information
4.2.7 Drain tank

Inclination angles Tables 4-3, 4-4, 4-5 updated
4.3.1 Fuel oil system components

Mixing unit Term ‘MDO’ changed to ‘MDO/MGO’
Diesel oil cooler Table: formula corrected
4.3.4 Fuel oil treatment

Centrifugal fuel oil separators Example for throughput capacity calculation updated
4.3.6 Fuel oil specification Paragraph updated
4.4 Pilot fuel oil system

Functionality WinGD MDO/MGO definition clarified
Sulphur content New paragraph added
4.5.3 Gas specifications Table 4-10 updated
4.5.5 Fuel gas system on engine

Integrated gas pressure regulation unit Figure 4-23 updated
4.9.2 Air intake Operating temperatures clarified
4.10.1 Pipe connections Links to external documents added
4.11.4 Service conditions Fig. 4-33 corrected
5.4.2 Recommended manoeuvring characteristics

FPP manoeuvring steps and warm-up times Paragraph reworded for clarification
Table 5-2: table caption changed
5.6.2 Signal processing Section rewritten and link to external document changed
6.2 Lateral vibration (rocking)

Reduction of lateral vibration by means of hydraulic stays Section rewritten
6.3 Longitudinal vibration (pitching) Note reworded for clarification
6.7 Countermeasures for dynamic effects New link to external document replaces former tables 6-1 & 6-2
7.1.2 Selective catalytic reduction

Low-pressure SCR Figure 7-2 changed
7.2.1 Air-borne noise Figure 7-3 added
7.2.2 Exhaust noise Figure 7-5 added
7.2.3 Structure-borne noise Figure 7-6 added
9 Appendix Restructured
9.2 List of acronyms Updated


1.2 Primary engine data Table 1-1 updated
1.3 Components and sizes of the engine Table 1-2 updated

Design features Item 4 corrected
1.5.4 Dynamic Combustion Control Note added
2.1 Pressure and temperature ranges New link to MIDS replaces former table 2-1
3.1 Dimensions and masses Table 3-1 updated
4.1 Cooling water system

Separate HT circuit with own cooler Text corrected
4.3.1 Fuel oil system components Fuel oil feed pump specification corrected
4.3.4 Fuel oil treatment Example for throughput capacity of oil separator updated
4.5 Gas fuel system Whole section revised: more detailed information added
4.5.3 Gas specifications Table 4-10 updated
4.5.4 Gas supply pressure Figure 4-19 updated
4.5.8 Purging by inert gas Table 4-11: dew point corrected; max. oxygen content increased
4.7 Leakage collection system and washing devices

Sludge oil trap Text added
6.4 Torsional vibration

High-energy vibrations Update of energy dissipation and flow rate values
7.2.2 Exhaust noise

Silencer in exhaust line Information changed
Revision: -- Date of issue: 2017-12

--- First edition

X92DF Table of Contents
Table of Contents
List of Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
0 Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
Marine Installation Drawing Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Explanation of symbols used in this manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
1 Engine Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 Power/speed range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.2 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.3 Components and sizes of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Design features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.4 Fuel operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.5 Operation in gas mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.5.1 Torque/power meter requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.5.2 Methane number dependent engine output . . . . . . . . . . . . . . . . . . . . . 1-8
1.5.3 Methane number calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.5.4 Dynamic Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.6 Operation in diesel mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1.7 Operation in fuel sharing mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1.8 Changeover between operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
1.9 The Flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
2 General Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.1 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Engine rating field and power range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.2 Engine rating field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Rating points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.2.3 Propeller diameter and influence of propeller revolutions . . . . . . . . . . 2-3
2.2.4 Power range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Propeller curves and operational points. . . . . . . . . . . . . . . . . . . . . . . . 2-4
Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Sea margin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Light running margin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Continuous service rating (CSR = NOR = NCR) . . . . . . . . . . . . . . . . . 2-6
Engine margin (EM) / operational margin . . . . . . . . . . . . . . . . . . . . . . 2-6
Contracted maximum continuous rating (CMCR = Rx = SMCR) . . . . . 2-6
2.2.5 Power range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.2.6 Power range limits with main-engine driven generator . . . . . . . . . . . . 2-10
2.3 Operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.3.1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.3.2 Design conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.4 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.5 Electrical power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2.6 GTD - General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
3 Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Marine Installation Manual 2019-05 i

3.1.1 Dismantling heights for piston and cylinder liner . . . . . . . . . . . . . . . . . 3-2

3.1.2 Crane requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.1.3 Thermal expansion at turbocharger expansion joints . . . . . . . . . . . . . 3-3
3.1.4 Content of fluids in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.2 Engine outline views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3.3 Platform arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.3.1 Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.3.2 Minimum requirements for escape routes . . . . . . . . . . . . . . . . . . . . . . 3-6
3.4 Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.5.1 Assembly of subassemblies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.5.2 Installation of a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.5.3 Installation of an engine from assembled subassemblies . . . . . . . . . . 3-9
3.5.4 Installation of an engine in ship on slipway . . . . . . . . . . . . . . . . . . . . . 3-9
3.6 Engine and shaft alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.6.1 Instructions and limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.6.2 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.7 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.1 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.2 Machining and fitting of coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.3 Tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.4 Installation drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.8 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.9 Propulsion shaft earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.9.1 Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.9.2 Earthing device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.10 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
4 Ancillary Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.1 Twin-engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.2 Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.1 Low-temperature circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Arrangement 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Arrangement 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Arrangement 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Low-temperature circuit components. . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4.2.2 High-temperature circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
High-temperature circuit components . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
4.2.3 Cooling water treatment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.2.4 General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.2.5 Freshwater generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4.2.6 Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Pre-heating from cooling water systems . . . . . . . . . . . . . . . . . . . . . . . 4-15
Pre-heating by direct water circulation. . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4.3 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4.3.1 Lubricating oil requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4.3.2 Main lubricating oil system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4.3.3 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.3.4 Lubrication for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.3.5 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Changeover between cylinder lubricating oils . . . . . . . . . . . . . . . . . . . 4-21
Service tank and storage tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Marine Installation Manual 2019-05 ii

Electrical trace heating for system side cylinder lubricating oil piping . 4-22
4.3.6 Maintenance and treatment of lubricating oil . . . . . . . . . . . . . . . . . . . . 4-24
4.3.7 Drain tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4.4 Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4.4.1 Fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
Fuel oil feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
Pressure regulating valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Fuel oil booster pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
End heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
Diesel oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
Fuel oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4.4.2 Fuel oil system components for installations without HFO . . . . . . . . . 4-40
4.4.3 Flushing the fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4.4.4 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Service tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Centrifugal fuel oil separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
4.4.5 Pressurised fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.4.6 Fuel oil specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.4.7 Fuel oil viscosity-temperature dependency . . . . . . . . . . . . . . . . . . . . . 4-44
4.5 Pilot fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4.6 Gas fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.6.1 Safety considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.6.2 Operating principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
The lean-burn concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.6.3 Gas specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4.6.4 Gas supply pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.6.5 Fuel gas system on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
Integrated gas pressure regulation unit . . . . . . . . . . . . . . . . . . . . . . . . 4-55
4.6.6 Fuel gas supply system (FGSS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
Master gas fuel valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
Gas storage and fuel gas handling system . . . . . . . . . . . . . . . . . . . . . 4-57
4.6.7 Fuel gas venting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
Ventilation of double-wall gas piping . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4.6.8 Purging by inert gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59
4.6.9 Gas leak test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
4.7 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.7.1 Capacities of air compressor and receiver. . . . . . . . . . . . . . . . . . . . . . 4-62
4.7.2 System specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
Starting air compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
Starting air receivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
4.7.3 Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
4.7.4 Service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
4.8 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . 4-64
4.8.1 Draining of exhaust uptakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
4.8.2 Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
4.9 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
4.10 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-67
4.10.1 Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-67
4.10.2 Air intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68
Operating temperatures between 45 and 5°C . . . . . . . . . . . . . . . . . . . 4-68
Marine Installation Manual 2019-05 iii

Operating temperatures between 5°C and GTD limits . . . . . . . . . . . . 4-68

Operating temperatures below GTD limits. . . . . . . . . . . . . . . . . . . . . . 4-68
4.10.3 Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69
4.11 Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72
4.11.1 Pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72
4.11.2 Flow rates and velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72
4.12 PTO, PTI, PTH and primary generator applications . . . . . . . . . . . . . . . . . 4-73
4.12.1 Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-73
4.12.2 Arrangements for PTO, PTI, PTH and primary generator . . . . . . . . . . 4-73
4.12.3 Application constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
4.12.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-77
5 Engine Automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1 DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2 Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.1 Interface definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.2 Approved Propulsion Control Systems . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.3 DENIS Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.3.1 DENIS Interface Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.3.2 DENIS Propulsion Control Specification . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.4 Propulsion Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.4.1 PCS functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Remote Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Telegraph System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Local manual control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
ECR manual control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Options. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.4.2 Recommended manoeuvring characteristics. . . . . . . . . . . . . . . . . . . . 5-8
5.5 Alarm and Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.5.1 Integrated solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.5.2 Split solution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.6 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.6.1 Scope of delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.6.2 Signal processing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.6.3 Requirements of classification societies . . . . . . . . . . . . . . . . . . . . . . . 5-12
6 Engine Dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1 External mass forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1.1 Balancing first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.2 Balancing second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.3 Power related unbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6.2 Lateral vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Reduction of lateral vibration by means of hydraulic stays . . . . . . . . . . . . 6-5
6.3 Longitudinal vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.4 Torsional vibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Reduction of torsional vibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.5 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.6 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.7 Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6.8 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Marine Installation Manual 2019-05 iv

6.9 Order forms for vibration calculation & simulation. . . . . . . . . . . . . . . . . . . 6-10
7 Engine Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.1 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.1.1 Regulation regarding NOx emissions . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.1.2 Selective catalytic reduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Low-pressure SCR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.2.1 Air-borne noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.2.2 Exhaust noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7.2.3 Structure-borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
8 Engine Dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1 Engines to be transported as part assemblies . . . . . . . . . . . . . . . . . . . . . 8-1
8.2 Protection of disassembled engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.3 Removal of rust preventing oils after transport . . . . . . . . . . . . . . . . . . . . . 8-1
8.3.1 Internal parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.3.2 External parts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
9 Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.1 Classification societies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.2 List of acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . 9-4
9.4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Marine Installation Manual 2019-05 v

X92DF List of Tables
List of Tables
1-1 Rating points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-2 Overall sizes and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-3 Operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-4 Overview of torque/power meter parameters . . . . . . . . . . . . . . . . . . . . . . . 1-7
2-1 Line 5 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-2 Line 6 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-3 Line 10 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-4 Electrical power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
3-1 Engine dimensions and masses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2 Fluid quantities in the engine (preliminary). . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-3 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . 3-16
4-1 Common and independent systems in twin-engine installations . . . . . . . 4-2
4-2 Recommended parameters for raw water . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4-3 Heating cable specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4-4 Minimum inclination angles for full operability of the engine (1) . . . . . . . 4-27
4-7 Specification of duplex filter in booster system . . . . . . . . . . . . . . . . . . . . . 4-36
4-8 Specification of automatic filter in feed system . . . . . . . . . . . . . . . . . . . . . 4-38
4-9 Specification of automatic filter in booster system . . . . . . . . . . . . . . . . . . 4-39
4-10 Specification of pilot fuel oil filter on system side . . . . . . . . . . . . . . . . . . . 4-47
4-11 Gas specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4-12 Purity of inert gas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59
4-13 Control air flow capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
4-14 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-71
4-15 PTO/PTI/PTH arrangements for X92DF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
4-16 Possible options for X92DF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
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X92DF List of Tables
4-17 Influence of options on engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-76
5-1 Suppliers of Remote Control Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5-2 Recommended manoeuvring steps and warm-up times for FPP . . . . . . . 5-9
5-3 Legend to Alarm and safety functions table . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5-4 Alarm and safety functions: Class and WinGD requirements . . . . . . . . . . 5-12
6-1 Countermeasures for external mass moments. . . . . . . . . . . . . . . . . . . . . . 6-9
6-2 Countermeasures for lateral and longitudinal vibrations . . . . . . . . . . . . . 6-9
6-3 Countermeasures for torsional and axial vibrations of the shafting . . . . 6-9
9-1 List of classification societies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9-2 List of acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9-3 SI dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9-4 Conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Marine Installation Manual 2019-05 vii

X92DF List of Figures
List of Figures
1-1 Power/speed range of WinGD engines complying with IMO regulations 1-2
1-2 Cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-3 Availability of operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-4 Gas mode operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-5 Maximum achievable power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-6 Fuel sharing operation — available operating window . . . . . . . . . . . . . . . 1-9
1-7 Fuel sharing operation — energy amount of different fuel shares . . . . . . 1-10
1-8 Overview of fuel transfers and gas trip . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-9 Flex system parts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
2-1 Engine rating field for X92DF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-2 Propeller curves and operational points . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-3 Power range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-4 Power range limits for PTO operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2-5 Power range diagram of an engine with main-engine driven generator. . 2-11
3-1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2 Thermal expansion, dim. X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3-3 Minimum requirements for headroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3-4 Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3-5 Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . 3-15
4-1 LT cooling water system layout for twin-engine installation. . . . . . . . . . . 4-3
4-2 Cylinder LO system with iCAT for variable sulphur content in fuel . . . . . 4-4
4-3 Cylinder LO system for fuel with ultra low sulphur content (max. 0.1%) . 4-4
4-4 Separate HT cooling water circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4-5 LT cooling water circuit — single set-point temperature . . . . . . . . . . . . . . 4-7
4-6 LT cooling water circuit — dual set-point temperatures . . . . . . . . . . . . . . 4-7
4-7 Separate SAC and LT cooling circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4-8 Scheme of HT cooling water circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Marine Installation Manual 2019-05 viii

4-9 Pre-heating power requirement per cylinder. . . . . . . . . . . . . . . . . . . . . . . . 4-16
4-10 Scheme of lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4-11 iCAT changeover unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4-12 Trace heating cable arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4-13 Dimensioning and filling process of lubricating oil drain tank . . . . . . . . . 4-25
4-14 Arrangement of vertical lubricating oil drains for 6-cylinder engines . . . 4-26
4-15 Scheme of fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-16 Mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4-17 Fuel oil filter arrangement ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
4-18 Fuel oil filter arrangement ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4-19 Fuel oil viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
4-20 Scheme of pilot fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4-21 Pilot fuel high-pressure system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4-22 Lean burn with pilot ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
4-23 Lean-burn operation window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
4-24 Design gas feed pressure requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4-25 Fuel gas pressure control at engine inlet . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4-26 Gas system layout with iGPR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55
4-27 Gas leak test sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
4-28 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4-29 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64
4-30 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
4-31 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
4-32 Direct suction of combustion air — main and auxiliary engine . . . . . . . . 4-67
4-33 Direct suction of combustion air (detail) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69
4-34 Air filter size (example for 8-cyl. engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-70
4-35 Arrangements for PTO, PTI, PTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74
4-36 FPP with mandatory frequency converter . . . . . . . . . . . . . . . . . . . . . . . . . . 4-77
Marine Installation Manual 2019-05 ix

5-1 ECS layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-2 Engine management and automation concept . . . . . . . . . . . . . . . . . . . . . . 5-2
5-3 Remote Control System layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5-4 Propulsion Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5-5 Manoeuvring speed/power settings for FPP installation. . . . . . . . . . . . . . 5-9
6-1 External forces and moments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6-2 Locating an electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . 6-2
6-3 Lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
6-4 General arrangement of hydraulic stays for one-side installation . . . . . . 6-5
6-5 General arrangement of hydraulic stays for both-side installation . . . . . 6-5
6-6 Vibration dampers (spring type and viscous type). . . . . . . . . . . . . . . . . . . 6-7
6-7 Example of axial vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
7-1 Speed dependent maximum allowable average of NOx emissions . . . . . 7-1
7-2 Low-pressure SCR — arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7-3 Sound pressure level at 1m distance from engine . . . . . . . . . . . . . . . . . . . 7-4
7-4 Exhaust noise reference point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7-5 Sound pressure level at funnel top of exhaust gas system. . . . . . . . . . . . 7-6
7-6 Structure-borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . 7-7
Marine Installation Manual 2019-05 x

X92DF 0 Preface
0 Preface
Introduction
The present Marine Installation Manual (MIM) is for use by project and design
personnel. Each chapter contains detailed information for design engineers and
naval architects, enabling them to optimise plant items and machinery space,
and to carry out installation design work.
The manual is not to be considered as a specification. The build specification is

subject to the laws of the legislative body of the country of registration and the
rules of the classification society selected by the owners.
Furthermore, system components are not the responsibility of WinGD. Guide-
lines for installation and operation from the makers’ side must be observed. Ad-
ditionally, the engine requirements and any third-party maker requirements must
be fulfilled.
The content of this document is subject to the understanding that we have pre-
pared the data and information herein with care and to the best of our knowl-
edge.
However, these data and information are subject to revision without notice. We
do not assume any liability with regard to unforeseen variations in accuracy
thereof or for any consequences arising therefrom.
The MIM is only designed for persons dealing with this engine.
Attention is drawn to the — All data are related to engines compliant with the regulations of:
following: • Revised MARPOL Annex VI
• NOx Technical code 2008
— Engine performance data (rating R1) refer to General Technical Data (GTD).
— You can obtain the engine performance data (BSEC, BSEF and tEaT) and
other data from the GTD application, which can be downloaded from the
WinGD Customer Portal or from the corporate webpage.
Special characteristics of WinGD X-DF engines are usually installed for dual-fuel operation, meaning the
dual-fuel engines engine can perform either in gas or in diesel operating mode. The operating
mode can be changed while the engine is running without changing of power.
Gas mode: certified In gas mode the main fuel is natural gas, which is injected into the engine at low
Tier III pressure. The gas is ignited by injecting a small amount of pilot diesel fuel (0.5 to
1.5 % of the total energy consumption). Gas injection is hydraulically actuated
and electronically controlled. The pilot fuel is MDO or MGO, injected by inde-
pendent micro-injectors and fuel system.
Diesel mode: certified In diesel mode the main fuel (HFO, MDO or MGO) is injected by the main fuel
Tier II injectors. To avoid clogging of the nozzles, the pilot-fuel micro-injectors stay in
operation at a reduced injection rate (about 0.5 % of the total fuel consumption).
The DF engine operates in diesel mode with heavy fuel oil (HFO) that has a vis-
cosity of up to 700 cSt, or with distillate fuels MDO (DMB, DFB) and MGO
(DMA, DFA, DMZ, DFZ) in accordance with the ISO 8217:2017 specification.
Marine Installation Manual 2019-05 0-1

X92DF 0 Preface
Marine Installation Drawing Set
The Marine Installation Drawing Set (MIDS) is part of the documentation for li-
censees, shipyards and operators.
It includes drawings and guidelines for engine installation and operation, pro-
viding:
— engine-ship interface specifications
— general installation / system proposals
Engine design groups The MIDS covers design groups (DG) 97xx:
9707 Engine Alignment Record Sheets

9709 Engine Alignment
9710 Engine Seating / Foundation
9710-01 Tool Engine Alignment
9715 Engine Stays
9721 Cooling Water Systems
9722 Lubricating Oil Systems
9723 Fuel Oil System
9724 Leakage Collection
9725 Starting and Control Air System
9726 Exhaust System
9727 Gas Fuel System
9730 Various Installation Items
The drawings which are part of the MIDS have to be delivered to the shipyard by
the engine builder (licensee).
Links to complete The latest versions of drawing packages relevant for the present MIM are pro-
drawing packages vided on the WinGD corporate webpage under the following links:
— Marine installation drawings:

MIDS - Complete package
— Shipyard installation instructions and system concept guidance:

Concept guidance and instructions - Complete package

X92DF 0 Preface
Explanation of symbols used in this manual
Cross references Cross references are written in blue. They lead to another section or a table or
figure in this manual and can be activated by mouseclick.
They consist of the number of the respective figure or table, or the section title,
followed by the page symbol introducing the page number.
Example: Table 4-5,  4-28
Notes They give additional information considered important, or they draw your atten-
tion to special facts.
Example:
NOTE The illustration does not necessarily represent the actual configuration
or the stage of development of your engine.
Weblinks Weblinks are written in blue italics. They are preceded by the following symbols
and refer to:
— Drawings of the Marine Installation Drawing Set MIDS, which is provided

on the WinGD corporate webpage.
Example: MIDS
— Documents like concept guidance, instructions, which are provided on the

WinGD corporate webpage.
Example: Fuel oil treatment
— General Technical Data GTD. This is an application provided on the

WinGD corporate webpage.
Link: GTD

X92DF 1 Engine Description
1 Engine Description
The WinGD X92DF engine is a camshaftless low-speed, reversible and rigidly
direct-coupled two-stroke engine, featuring common-rail injection and low-pres-
sure gas operation.
Bore: 920 mm
Stroke: 3,468 mm
Number of cylinders: 6 to 12
Power (MCR): 5,320 kW/cyl
Speed (MCR): 70-80 rpm
Mean effective pressure: 17.3 bar
Stroke/bore ratio: 3.77
This engine type is designed for running on low-pressure gas fuel (LNG) as well
as on a wide range of liquid fuels, from marine gas oil (MGO) to heavy fuel oils
(HFO) of different qualities.
WinGD Engine Electronic control of the key engine functions such as gas admission, exhaust
Control System valve drives, engine starting and cylinder lubrication are managed by the
WinGD Engine Control System, which also ensures volumetric control of the
fuel injection.
Compliance with The WinGD X92DF has to comply with the following international codes:
international codes
• IGC International Code for the Construction and Equipment of Ships Car-
rying Liquefied Gases in Bulk
• IGF International Code of Safety for Ships using Gases or other Low Flash-
point Fuels

1.1 Power/speed range
1.1 Power / speed range
Output [kW]
80 000
X92
70 000
X92-B
60 000
X82-D
50 000
X82-B
40 000
X92DF X72-B
X72 X62-B
30 000
X62
RT-flex58T-E
20 000
X52
RT-flex50-E
X82DF RT-flex50-D
10 000
X72DF
X40-B
8000
X62DF
6000
X52DF
4000
RT-flex50DF
3000
X40DF
X35-B
2000
50 60 70 80 90 100 120 140 160 180
SM-0016 Engine speed [rpm]
Figure 1-1 Power / speed range of WinGD engines complying with IMO regulations

1.2 Primary engine data
1.2 Primary engine data
Table 1-1 Rating points

Bore x stroke: 920 x 3,468 [mm]
No. of R1 R2 R3 R4
cyl. Power [kW]
6 31,920 26,580 27,930 23,250
7 37,240 31,010 32,585 27,125
8 42,560 35,440 37,240 31,000
9 47,880 39,870 41,895 34,875
10 53,200 44,300 46,550 38,750
11 58,520 48,730 51,205 42,625
12 63,840 53,160 55,860 46,500
Speed [rpm]
All cyl. 80 80 70 70
Brake specific gas consumption (BSGC) [g/kWh] 100 % power, gas mode
All cyl. 141.2 136.2 143.2 138.2
Brake specific pilot fuel consumption (BSPC) [g/kWh] 100 % power, gas mode
All cyl. 0.7 0.8 0.7 0.8
Brake specific energy consumption (BSEC) [kJ/kWh] 100 % power, gas mode
All cyl. 7,089 6,846 7,192 6,944
Brake specific diesel fuel consumption (BSFC) [g/kWh] 100 % power, diesel mode
All cyl. 181.1 179.1 181.1 179.1
Mean effective pressure (MEP) [bar]
All cyl. 17.3 14.4 17.3 14.4
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil approx. 9 kg/cyl per day
Cylinder oil guide feed rate 0.6 g/kWh (for low sulphur content only)
BSGC data are quoted for gas of lower calorific value (LHVLNG) 50 MJ/kg
BSPC data are quoted for fuel of lower calorific value (LHVMDO) 42.7 MJ/kg
BSEC is calculated as BSGC x LHVLNG + BSPC x LHVMDO
BSFC data are quoted for fuel of lower calorific value 42.7 MJ/kg
All other reference conditions refer to ISO standard (ISO 3046-1)
For BSFC and BSEC the following tolerances are to be taken into account:
+ 5 % for 100-85 % engine power

1.3 Components and sizes of the engine
7 10
12
14
11
9
1 Bedplate
2 5 2 Column
3 Crankshaft
4 Bottom-end bearings
6 5 Crosshead
6 Connecting rod
13
7 Cylinder cover
8 Cylinder liner
9 Piston
4 * 10 Turbocharging system
11 Scavenging system
12 Puls lubricating system
3
13 Supply unit
14 Rail unit
1
* Direction of rotation:
clockwise as standard
SM-0001 This cross section is considered as general information only.
Figure 1-2 Cross section

Table 1-2 Overall sizes and masses

No. of Piston dismantling height F1 a)
Length [mm] Dry weight [t]
cyl. (crank centre - crane hook) [mm]
6 11,570 1,120
7 13,160 1,260
8 14,750 1,380
9 17,780 15,520 1,630
10 19,370 1,790
11 21,030 1,960
12 22,700 2,140
a) For F2 and F3 (piston removal with double-jib crane) see Table 3-1,  3-1.
Design features
• Low-pressure gas admission via cylinder liners
• Low-load engine operation in gas operation mode
• Engine integrated gas pressure handling (iGPR)
• Welded bedplate with integrated thrust bearing and main bearings designed
as thin-shell white-metal bearings
• Sturdy engine structure with stiff thin-wall box type columns and cast iron
cylinder blocks attached to the bedplate by pre-tensioned vertical tie rods
• Semi-built crankshaft
• Thin-shell aluminium bottom-end bearings
• Crosshead with crosshead pin and single-piece large white-metal surface
bearings
• Rigid cast iron cylinder monoblock
• Special grey-cast iron cylinder liners, water cooled
• Pulse Jet Lubricating System for high-efficiency cylinder lubrication
• Engine integrated high and low BN cylinder lubricating oil changeover unit
(iCAT)
• Cylinder cover of high-grade material with a bolted exhaust valve cage con-
taining a Nimonic 80A exhaust valve
• Piston with crown, cooled by combined jetshaker oil cooling
• Constant-pressure turbocharging system comprising high-efficiency turbo-
chargers and auxiliary blowers for low-load operation
• Latest piston running concept for excellent piston running and extended
TBO up to 5 years
• Supply unit: high-efficiency fuel pumps feeding the 1,000 bar fuel rail
• Rail unit (common rail): common rail injection and exhaust valve actuation
controlled by quick-acting solenoid valves

1.4 Fuel operating modes
1.4 Fuel operating modes

The WinGD X92DF engine is designed for continuous service on natural gas
with fuel oil as back-up fuel. Different operating modes are available as described
in Table 1-3 and illustrated in Figure 1-3.
Table 1-3 Operating modes

Gas mode operation: with ≤ 1 % nominal MGO/MDO pilot fuel and ≥ 99 % gas
(both by energy)
Diesel mode operation: with 100 % MGO/MDO/HFO
Fuel sharing mode operation: with 5-50 % MGO/MDO/HFO and 50-95 % gas
(if contracted) (both by energy)
Detailed descriptions of each operating mode are given in the following sections.
DEAD SLOW
SEA SPEED
SLOW
HALF
FULL
STOP
Diesel operation Overload
Changeover (diesel to gas)
*2) *1) Gas operation
Fuel sharing mode operation
0 10 20 30 40 50 60 70 80 90 100 110
Power [%]
*1) recommended range
*2) additional countermeasures to reduce torsional vibrations might be needed SM-0304
Figure 1-3 Availability of operating modes
NOTE Gas operation can be stopped immediately at any time by releasing a

gas trip.

1.5 Operation in gas mode

The engine operates in gas mode according to the Otto cycle with a pre-mixed
lean air-gas mixture, which is ignited by a small amount of pilot fuel (about 1 %
of total energy consumption).
Figure 1-4 shows the energy amount of different fuel shares. The graph is sym-
bolised and not scaled, i.e. for visibility reasons the pilot fuel consumption is
shown increased.
Total fuel amount
Pilot fuel (enlarged for visibility reasons, not scaled)

Gas
0 50 100
SM-0183 Engine power [%]
Figure 1-4 Gas mode operation
1.5.1 Torque/power meter requirement

The X-DF engines require the installation of a shaft torque/power meter.
The torque/power meter must be able to provide a load measurement every 1.0 s
(U) with an accuracy (A) of ± 0.5 %. The maximum acceptable delay (D) is 0.5 s,
the minimum required sensor accuracy is ± 0.5 %. The sampling rate (S) must not
be less than 10 Hz.
Table 1-4 Overview of torque/power meter parameters

Abbr. Value Parameter
A ± 0.5 % Sensor accuracy
U ≤ 1.0 s Update rate
D ≤ 0.5 s Delay
S ≥ 10 Hz Sampling rate
ES 4-20 mA Electrical signal

1.5.2 Methane number dependent engine output

The methane number (MN) has an influence on the maximum available power
output.
105
100
95
90
85
Engine power [%]
80
75
70
65
maximum engine power
60
55
50
60 65 70 75 80 85 90 95 100
SM-0036 MN
Figure 1-5 Maximum achievable power
1.5.3 Methane number calculation

An application provided by the European Association of Internal Combustion
Engine Manufacturers EUROMOT allows calculating the methane number of
natural gas mixtures. The application is free software and can be accessed with
the following link:
https://www.euromot.eu/wp-content/uploads/2018/04/MWM-MN-Code-for-distri-
bution-2016-04-22.zip
1.5.4 Dynamic Combustion Control

Dynamic Combustion Control (DCC) allows full power output for gas mixtures
with a methane number of 65 and higher, independent of ambient condition and
engine rating.
While DCC is active in combustion stabilising mode, a small amount of liquid
fuel is injected by the main injectors, boosting the turbocharger to provide suffi-
cient combustion air, maintaining the intended air-gas mixture (lambda).
NOTE While DCC is active the engine remains Tier III compliant.

1.6 Operation in diesel mode
1.6 Operation in diesel mode

Diesel mode is available at any time as long as sufficient fuel pressure is avail-
able. This mode provides operational flexibility and redundancy, if for any
reason the gas system fails or the engine output in gas operation might not be suf-
ficient, i.e. for any emergency operation.
The main fuel is injected by the main fuel injectors, while the pilot fuel micro-in-
jectors stay in operation at a reduced injection rate to avoid clogging of the noz-
zles (about 0.5 % of total fuel consumption). In diesel mode the main fuel can be
changed over from diesel oil (MDO/MGO) to heavy fuel oil (HFO). Before
changing back from HFO operation to gas mode, the main fuel needs to be
changed back to diesel oil.
For engine operation on distillate fuels refer to the relevant Concept Guidance
(DG 9723), which is provided on the WinGD corporate webpage under the fol-
lowing link:
Operation on distillate fuels
1.7 Operation in fuel sharing mode

Fuel sharing with an adjustable ratio of gas to liquid fuel (HFO/MDO/MGO)
can be used for reaching a balance between an LNG carrier’s available boil-off
and the desired ship speed. It is Tier II compliant and also possible for other ship
types.
Fuel sharing operation is available in a defined working window as shown in
Figure 1-6. The minimum amount of liquid fuel is equivalent to 5 % of energy
input.
100
Diesel ratio [% energy]
50
Operating window
for
fuel sharing
0 50 100
Figure 1-6 Fuel sharing operation — available operating window

1.7 Operation in fuel sharing mode
NOTE Fuel sharing will be made available if contracted.
The following graph is symbolised and not scaled, i.e. for visibility reasons the
pilot fuel consumption is shown increased.
Total fuel amount
Pilot fuel (enlarged for visibility reasons, not scaled)

um
nim
mi
Liquid
imum
max
Gas
0 50 100
Figure 1-7 Fuel sharing operation — energy amount of different fuel shares
The liquid-gas ratio can be selected via the RCS. Automatic control of the fuel
share ratio based on the LNGC’s tank pressure is also possible if applied by the
PCS supplier.
Depending on the liquid fuel’s sulphur content, the Base Number of the cylinder
lubricating oil might need to be changed. For that purpose the main engine is
equipped with an integrated automatic cylinder LO changeover unit (iCAT), en-
suring optimum cylinder lubrication under any fuel sharing condition (see
4.3.5 Cylinder lubricating oil system,  4-20).

1.8 Changeover between operating modes

The changeover between gas and back-up fuel operating modes can be performed
at any load within one engine revolution. Conversely, the changeover from back-
up fuel to gas operation can only be performed in the range of 10 to 80 % of rated
power.
The changeover process takes one or two minutes, after the iGPR pressure test
has been carried out successfully.
Gas mode: no overload is available in gas mode, as the maximum continuous

output is 100 % of rated power
Diesel mode: an overload to 110 % is permitted in emergency conditions

(SOLAS Regulations II-1/3.6)
Manual and automatic The change in operating mode can be initiated manually by the operator. In di-
changeovers rection to diesel mode, the changeover can be initiated automatically by the DF
Engine Control System or automatically by request from an external system (e.g.
safety system).
Transfer to diesel mode Changes in operating modes initiated by the operator are called ‘transfers’.
Transfer to diesel mode is an instant change of operating mode at any engine
load.
Transfer to gas mode Transfer from diesel mode to gas or fuel sharing mode is a gradual change of fuel
operating modes. It is started only after a successful iGPR pressure test.
Transfer to gas mode is interlocked when the engine is running on HFO. Prior to
changing from HFO to gas mode, the engine must be operated with LFO until
the fuel system is flushed. This prevents clogging of HFO in the main fuel oil
system.
Liquid fuel changeover The fuel transfer from HFO to LFO and vice versa can be done at any time
without interruption of engine operation, as on any WinGD 2-stroke engine. The
fuel oil transfers (LFO HFO) are managed by external systems, as on regular
diesel engines.
Transfer to Transfer to the optional fuel sharing mode is possible when no gas interlock is ac-
fuel sharing mode tive and the engine is running above 50 % CMCR power. When the engine load
is reduced below the mode’s operating range, an alarm message is released. If the
engine power is not increased above 50 % within a defined time period, a gas trip
is released, unless manual transfer is performed in time.
Gas trip Gas trip is an automatic change from gas or fuel sharing mode to diesel mode in-
itiated by an unacceptable operating condition, a detected failure or a command
received from an external system. Gas trip is performed by the Engine Control
System.
Failures causing gas trip are described in:

2-S Dual-Fuel Engine Safety Concept

NOTE • Before the operator can request a transfer back to gas or fuel sharing
mode, the reason for gas trip must be investigated, the problem re-
solved and alarm reset.
• Any failure and condition which would initiate a gas trip interlocks the
transfer from diesel mode to gas and fuel sharing modes.
LFO/HFO LFO GAS GAS
If no Gas Interlock
and LFO in use
Diesel Transfer Transfer Gas
Mode preparations Mode Mode
Gas Trip
If no Gas Interlock
preparations
Transfer
If LFO in use
Transfer Fuel
Mode Sharing
Mode
LFO/HFO GAS LFO/HFO GAS SM-0185
Figure 1-8 Overview of fuel transfers and gas trip

1.9 The Flex system
1.9 The Flex system

The X92DF engine is equipped with WinGD’s common rail fuel injection tech-
nology, allowing flexible fuel injection. The flexibility provided by this tech-
nology is reflected in the naming Flex system.
Engine control system

ECS
Cylinder No. 1 - n
2 3 4 5 6
Rail unit (common rail)

Fuel
Supply unit
SM-0277
Figure 1-9 Flex system parts
Major benefits • Adaptation to different operating modes

• Adaptation to different fuels
• Optimised part-load operation
• Optimised fuel consumption
• Precise speed regulation, in particular at very slow steaming
• Smokeless operation at all engine loads
• Benefits in terms of operating costs, maintenance requirement and compli-
ance with emissions regulations

X92DF 2 General Engine Data
2.1 Pressure and temperature ranges
2 General Engine Data

Selecting a suitable main engine to meet the power demands of a given project in-
volves proper tuning in respect of load range and influence of operating condi-
tions which are likely to prevail throughout the entire life of the ship.
This chapter explains the main principles in selecting a WinGD 2-stroke marine
diesel and gas engine.
2.1 Pressure and temperature ranges
Please refer to the document ‘Usual values and safeguard settings’, which is
provided by WinGD under the following link:
Usual values and safeguard settings
For signal processing see also 5.6.2 Signal processing,  5-11.

2.2 Engine rating field and power range
2.2.1 Introduction
It is critical that a ship’s propulsion system is correctly matching the main engine
characteristics to ensure reliable operation in a variety of conditions including
design and off design situations. The below sections outline the specifics to aid in
this process.
2.2.2 Engine rating field

The rating field shown in Figure 2-1 is the area of selectable engine design power
and engine design speed. In this area, the contracted maximum continuous
rating (CMCR) of an engine can be positioned individually to give the desired
combination of propulsive power and rotational speed. Engines within this
layout field are tuned for maximum firing pressure and best efficiency.
Engine power
[%]
100 R1
90 Rating line
R3 fulfilling a ship’s
power requirement
Rx2 Rx1
for a constant speed
R2
80
70 R4
60
Nominal propeller characteristic (1)
Nominal propeller characteristic (2)
Engine speed
50 [%]
60 70 80 90 100
The contracted maximum continuous rating (Rx) may be
freely positioned within the rating field for that engine SM-0175
Figure 2-1 Engine rating field for X92DF
The rating field serves to determine the specific fuel and fuel gas consumption,
exhaust gas flow and temperature, fuel injection parameters, turbocharger and
scavenge air cooler specifications at the selected rating.
Percentage values The engine speed is given on the horizontal axis and the engine power on the ver-
tical axis of the rating field. Both are expressed as a percentage [%] of the respec-
tive engine’s nominal R1 parameters. Percentage values are being used so that
the same diagram can be applied to various engine arrangements.

Rating points
The rating points (R1, R2, R3, R4) for WinGD engines are the corner points of
the engine rating field (Figure 2-1,  2-2). The rating field is limited by two con-
stant MEP (mean effective pressure) lines R1 — R3 and R2 — R4 and by two
constant engine speed lines R1 — R2 and R3 — R4.
The point R1 represents the nominal maximum continuous rating (MCR). It is

the maximum power/speed combination which is available for a particular en-
gine.
Any rating point (Rx) can be selected within the entire rating field to meet the re-
quirements of each particular project. Such rating points require specific engine
adaptations.
2.2.3 Propeller diameter and influence of propeller revolutions

Influence of propeller At constant ship speed and for a given propeller type, a lower propeller speed
revolutions on the power combined with a larger propeller diameter increases the total propulsive effi-
requirement
ciency. Less power is needed to propel the vessel at a given speed.
The relative change of required power in function of the propeller revolutions

can be approximated by the following relation:
a
PX 2 æ n ÷ö
= ççç 2 ÷÷
PX 1 èç n1 ÷÷ø
Formula 2-1
where:
PXj ............ = propulsive power at propeller revolution nj

nj ............... = propeller speed corresponding with propulsive power PXj
α ............... = 0.15 for tankers and general cargo ships up to 10,000 dwt, or
= 0.20 for tankers and bulk carriers from 10,000 to 30,000 dwt, or
= 0.25 for tankers and bulk carriers larger than 30,000 dwt, or
= 0.17 for reefers and container ships up to 3,000 TEU, or
= 0.22 for container ships larger than 3,000 TEU
This relation is used in the engine selection procedure to compare different en-
gine alternatives and to select an optimum propeller speed within the selected en-
gine rating field. Usually, the number of revolutions depends on the maximum
permissible propeller diameter.
Maximum propeller The maximum propeller diameter is often determined by operational require-
diameter ments, such as:
• Design draught and ballast draught limitations
• Class recommendations concerning propeller/hull clearance (pressure im-
pulse induced on the hull by the propeller)

The selection of a main engine in combination with the optimum propeller (effi-
ciency) is an iterative procedure where also commercial considerations (engine
and propeller prices) are playing an important role.
According to the above approximation, when a required power/speed combina-

tion is known — for example point Rx1 in Figure 2-1,  2-2 — a CMCR line can
be drawn which fulfils the ship’s power requirement for a constant speed. The
slope of this line depends on the ship’s characteristics (coefficient α). Any other
point on this line represents a new power/speed combination, for example Rx2,
and requires a specific propeller adaptation.
2.2.4 Power range

Propeller curves and operational points
To establish the proper propeller curves, it is necessary to know the ship’s speed
to power response.
Determining power/pro- Normally, the curves can be determined by using full-scale trial results from sim-
peller speed relationships ilar ships, algorithms developed by maritime research institutes, or model tank
results. With this information and by applying propeller series, the power/speed
relationships can be established and characteristics developed.
The relation between absorbed power and propeller speed for a fixed pitch pro-
peller (FPP) can be approximated by the following cubic relation:
3
P æ n ö÷
= ççç ÷÷
PCMCR èç nCMCR ÷÷ø
Formula 2-2
where:
P .............. = propeller power

n .............. = propeller speed

LR
Maximum continuous power Contracted maximum CMCR (Rx)
100 100
continuous rating
Engine power [% CMCR power]
EM
Continuous service power B C Continuous service rating B C
SM
Sea trial power A Sea trial power A 3 4
Sea trial speed

Service speed
Sea trial rpm

Service rpm
CMCR rpm
7 8 5 7 8
100 100
Ship speed [% service speed] Engine speed [% CMCR rpm]
A Point of contractual power and ship speed during sea-trials

B Hydrodynamic design point / Continuous service rating (CSR)
C Recommended point for adaptation of propeller pitch under sea-trial condition
EM Engine margin
LR Light running margin
SM Sea margin
Line 3 Maximum engine speed limit for continuous operation
Line 4 Maximum engine overspeed limit during sea-trials
Line 5 Admissible torque limit
Line 7 Nominal propeller characteristic curve
Line 8 Propeller curve with a light running margin SM-0026
Figure 2-2 Propeller curves and operational points
Figure 2-2 outlines the various engine limits, propeller curves and margins re-
quired for engine optimisation. By incorporating the margins listed below, the
various operational points and subsequently the CMCR point can be deter-
mined. For detailed descriptions of the various line limits refer to section 2.2.5,
 2-7.
Sea trial power

The sea trial power must be specified. Figure 2-2 shows the sea trial power to be
the power required for reaching service speed, marked as point A, on the pro-
peller curve with a light running margin (Line 8).
Sea margin
The increase in power to maintain a given ship’s speed achieved in calm weather
(point A in Figure 2-2) under average service condition (point B) is defined as ‘sea
margin’ (SM). This margin can vary depending on owner’s and charterer’s ex-
pectations, routes, season and schedules of the ship.
The location of reference point A and the magnitude of the sea margin are part of
the new building contract and are determined between shipbuilder and owner.
Typically, the sea margin is specified in the range of 10 to 25 % of the sea trial
power.

Light running margin

The light running margin (LR in Figure 2-2,  2-5) is the margin in propeller rev-
olutions with a new ship (i.e. under sea-trial condition) to attain or maintain any
power up to 100 % in future continuous service. An additional power/engine
speed allowance must be provided for shaft generator/PTO installations (see sec-
tion 2.2.6,  2-10).
The magnitude of the margin is generally determined by the engine builder

and/or the shipbuilder and varies with specific ship designs, speeds, dry-docking
intervals and trade routes. Typically, the light running margin is specified in the
range of 4 to 7 %.
NOTE It is the shipbuilder’s responsibility to determine a light running margin

large enough so that the power range limits on the left side of the nom-
inal propeller characteristic (Line 7) are not reached in any service con-
dition (see Figure 2-3,  2-7).
Continuous service rating (CSR = NOR = NCR)

Point A represents the power and propeller speed of a ship operating at contrac-
tual service speed in calm seas with a new clean hull and propeller. On the other
hand, the same ship at same speed under service condition with aged hull and
under average weather conditions requires a power/speed combination ac-
cording to point B. In that case, B is the CSR point.
Engine margin (EM) / operational margin

Most owners specify the contractual ship’s loaded service speed at 85 to 90 %
power of the contracted maximum continuous rating. Different selections are
possible. The remaining e.g. 10 to 15 % power can then be used to catch up with
delays in schedule.
This margin is deducted from the CMCR. Therefore, the 100 % power line is
found by dividing the power at point B by the selected CSR power percentage,
e.g. 85 to 90 %. The graphic approach to find the level of CMCR is illustrated in
Figure 2-2,  2-5.
Contracted maximum continuous rating (CMCR = Rx = SMCR)

The contracted maximum continuous rating is the point obtained by applying
the margins (SM and EM) to the propeller curves. The calculated CMCR point
can be selected freely within the entire engine rating field.

2.2.5 Power range limits

Once an engine is optimised at CMCR (Rx), the working range of the engine is
limited by the following border lines (refer to Figure 2-3).
13
P08
110 P09
Breakpoints
Engine Engine 1 P07 2 9
100 Speed [%Rx] Power [%Rx]
P01 40 20
P03
90 P02 60 36
P03 96 96
80 P04
P04 (CMCR) 100 100
Engine power [% Rx]
70 P05 40 24
P06 60 40
60 P07 96 102.3 5
P08 103.2 110 6 8 4
50
P09 108 110 7 3a
P06
40 3
3b
P02
30
P05
20
P01
10
0
0 10 20 30 40 50 60 70 80 90 100 110
SM-0323 Engine speed [% Rx]
Figure 2-3 Power range limits
Line 1: Constant mean effective pressure (MEP) or torque line through CMCR from
100 % Torque Limit 100 % speed and power down to 96 % speed and power.
Line 2: Available in diesel mode for testbed operation and emergency operation ac-
Overload Limit cording to SOLAS Regulation II-1/3.6. It is a constant MEP line, reaching from
102.3 % power and 96 % speed (point P07) to 110 % power and 103.2 % speed
(point P08). P08 is the point of intersection between Line 7 and 110 % power.
Line 3: Maximum engine speed limit where an engine can run continuously. In diesel
Speed Limit mode it is 104 % of CMCR speed. For Rx with reduced speed (nCMCR ≤
0.98 nMCR) this limit can be extended to 106 % (Line 3a), while the specified tor-
sional vibration limits must not be exceeded. In gas mode it is 102 % of CMCR
speed (Line 3b).
Line 4: The overspeed range between 104 % (106 %) and 108 % speed is only permissible
Overspeed Limit during sea trials if needed to demonstrate, in the presence of authorised repre-
sentatives of the engine builder, the ship’s speed at CMCR power with a light
running propeller. However, the specified torsional vibration limits must not be
exceeded.

Line 5: Admissible power limit for continuous operation. The line is separated by the
Continuous Operation breakpoints listed in Figure 2-3,  2-7.
Power Limit
Line 5 is a curve defined by Formula 2-3 and is separated into five components to
form the entire curve. Each component is governed by different coefficients.
Refer to Table 2-1 for the individual coefficients.
2
P æ n ö÷ æ ö
= C 2 ççç ÷÷ + C 1çç n ÷÷÷ + C 0
çç n
PCMCR èç nCMCR ÷ø÷ è CMCR ø÷÷
Formula 2-3
where:
P ............... = selected engine power [kW]

PCMCR ....... = CMCR engine power [kW]
n ............... = selected engine speed [rpm]
nCMCR ....... = CMCR engine speed [rpm]
C2/C1/C0 .. = coefficients / constants
Table 2-1 Line 5 coefficients

Line no. Range (n / nCMCR) C2 C1 C0
Line 5 0.00 - 0.40 0.000 0.500 0.000
0.40 - 0.60 0.500 0.300 0.000
0.60 - 0.96 1.111 - 0.067 0.000
0.96 - 1.00 0.000 1.000 0.000
1.00 - 1.08 0.000 0.000 1.000
The area formed by Lines 1, 3, 5 and 9 is the range within which the engine
should be operated.
The area limited by Line 7, Line 9 and Line 3 is recommended for continuous op-
eration.
The area between Line 7 and Line 5 is reserved for acceleration, shallow water
and normal operational flexibility. If a main-engine driven generator (PTO) is in-
stalled, then the operating characteristics of the engine will differ. Refer to sec-
tion 2.2.6,  2-10 for further details regarding PTO characteristics.
Line 6: Maximum power limit in transient conditions, available in diesel mode only.
Transient Condition The line is separated by the breakpoints listed in Figure 2-3,  2-7.
Power Limit
Line 6 is a curve defined by Formula 2-3 and is separated into five components to
form the entire curve. Each component is governed by different coefficients.
Refer to Table 2-2,  2-9 for the individual coefficients.


Line 6 0.00 - 0.40 0.000 0.600 0.000
0.40 - 0.60 0.330 0.468 0.000
0.60 - 0.96 1.110 0.000 0.000
0.96 - 1.032 0.000 1.066 0.000
1.032 - 1.08 0.000 0.000 1.100
The area above Lines 1 and 9 is the overload range. It is only allowed to operate
engines in that range for a maximum duration of one hour in diesel mode, during
sea trials in the presence of authorised representatives of the engine builder.
The area between Lines 1, 5 and 6 (Figure 2-3,  2-7), called ‘service range with
operational time limit’, is only applicable to transient conditions in diesel mode,
i.e. sea trial or during emergency fast acceleration. The engine can only be oper-
ated in this area for limited periods of time, in particular 1 hour per 24 hours.
Line 7: Nominal propeller characteristic curve that passes through the CMCR point.
Nominal Propeller The curve is defined by the 100 % propeller law:
Characteristic
3
P æ n ö÷
= ççç ÷÷
PCMCR çè nCMCR ÷÷ø
Formula 2-4
Line 8: Propeller curve with a light running margin (typically between 4 % and 7 %).
Light Running The curve is defined by the propeller law with a constant, governed by the se-
Propeller Curve
lected light running margin (Formula 2-5).
3
PL R æ n ö÷
= C ´ççç ÷÷
PCMCR èç nCMCR ÷÷ø
( )
3
1
C =
1 + LR
Formula 2-5
where:
PLR ........... = propeller power at selected light running margin [kW]

PCMCR ....... = CMCR engine power [kW]
n ............... = selected engine speed [rpm]
nCMCR ....... = CMCR engine speed [rpm]
C .............. = constant
LR ............ = light running margin [%]

Line 9: Maximum power for continuous operation.

CMCR power
Line 13: Constant power overload limit, available in diesel mode for testbed operation
110 % CMCR power and emergency operation according to SOLAS Regulation II-1/3.6.
2.2.6 Power range limits with main-engine driven generator

The addition of a main-engine driven generator (PTO) alters the working range
and operating characteristics of the engine. To generate the relevant curves, mul-
tiple approaches can be used to incorporate the PTO limits. One such approach
is outlined in the following.
Line 10: The PTO layout limit line (Line 10 in Figure 2-5,  2-11) defines the layout limit
PTO Layout Limit for the power demanded by the propeller and PTO.
Considering Line 10 as PTO layout limit provides the margin for normal power
load fluctuation and acceleration.
110
Engine Engine 1 2 9
Breakpoints
100 Speed [%Rx] Power [%Rx]
P04 (CMCR) 100 100
90 P10 40 13.2
P11 60 28.8
80 P04
P12 96 92.2
Engine power [% Rx]
70
P12
60 5
6 8 4
50
3a
40 3
7 3b
30 P11
20 10
P10
10
0
0 10 20 30 40 50 60 70 80 90 100 110
SM-0351 Engine speed [% Rx]
Figure 2-4 Power range limits for PTO operation
The breakpoints of Line 10 are listed in Figure 2-4. Line 10 is a curve defined by
Formula 2-3,  2-8. It is separated into three components to form the entire
curve. Each component is governed by different coefficients. Refer to Table 2-3,
 2-11 for the individual coefficients.


Line 10 0.40 - 0.60 0.750 0.030 0.000
0.60 - 0.96 1.336 - 0.321 0.000
0.96 - 1.00 0.000 1.941 - 0.941
1.00 - 1.08 0.000 0.000 1.000
120
110
CMCR (Rx)
100
EM/OM
6
B
Engine power [% Rx]
90
PTO
5
B’ C
80
SM
A
70
3 4
(3a)
60
(2a) 4-7% LR
(1a)
50 8
40
80 90 100 110
Engine speed [% Rx]
(1a) Nominal engine operation characteristic with PTO
(2a) Nominal engine characteristic
(3a) Nominal propeller characteristic without PTO SM-0029
Figure 2-5 Power range diagram of an engine with main-engine driven generator
Curve 1a in Figure 2-5 shows the power range with main-engine driven generator
(PTO) 1). The latter can be a shaft generator (SG) which is either directly
mounted on the intermediate shaft, or driven by a power take-off gear (PTO–G)
mounted on the intermediate shaft or on engine free end side.
Due to the addition of constant nominal generator power over the major range of
engine load, the curve does not directly relate to a propeller characteristic.
1) without specification of installation type

2.3 Operating conditions
In the example of Figure 2-5,  2-11, the main-engine driven generator is as-
sumed to absorb 5 % of nominal engine power. The CMCR point is selected on a
propeller curve which includes the PTO power demand at the CSR point. This
curve defines the nominal engine characteristic.
This approach allows a practically unlimited flexible PTO operation, just limited
in the lower engine speed range by the PTO required minimum speed (as defined
by the PTO device supplier) and the PTO layout limit Line 10, which is only rel-
evant if a significant percentage of the installed engine power is utilised for PTO.
2.3 Operating conditions

The engine can be operated without any restrictions in the ambient condition
range ‘winter’, as permissible by GTD, up to design conditions. Operation out-
side these limits is possible, but further measures might need to be taken and the
power output might be limited. For project-specific support please contact
WinGD.
2.3.1 Reference conditions

Engine performance data — like BSEC, BSEF, tEaT and others — are based on
reference conditions. These conditions are specified in ISO standard 15550 (core
standard) and, for marine application, in ISO standard 3046 (satellite standard)
as follows:
Air temperature before blower: 25 °C

Engine room ambient air temperature: 25 °C
Coolant temperature before SAC: 25 °C
Barometric pressure: 1,000 mbar
Relative humidity: 30 %
2.3.2 Design conditions

The capacities of ancillaries are specified according to ISO standard 3046-1
(clause 11.4) following the International Association of Classification Societies
(IACS) and are defined as design conditions:
Air temperature before blower: 45 °C

Engine room ambient air temperature: 45 °C
Coolant temperature before SAC: 36 °C
Barometric pressure: 1,000 mbar
Relative humidity: 60 %

2.4 Ancillary system design parameters
2.4 Ancillary system design parameters

The layout of the engine’s ancillary systems is based on the rated performance
(rating point Rx, CMCR). The given design parameters must be considered in
the plant design to ensure a proper function of the engine and its ancillary sys-
tems:
Cylinder cooling water outlet temperature: 90 °C

Oil temperature before engine: 45 °C
Exhaust gas back pressure at rated power (Rx): 30 mbar
Gas mode output can depend on ambient conditions and gas quality. The cyl-
inder water outlet temperature and the oil temperature before engine are
system-internally controlled and have to remain at the specified level.

2.5 Electrical power requirement

Table 2-4 Electrical power requirement
No.
Power requirement [kW] Power supply
cyl.
Auxiliary blowers a)
6 2 x 113
7 2 x 142
8 2 x 181
9 2 x 181 460V / 60Hz
10 2 x 229
11 2 x 229
12 2 x 229
Turning gear
6 11
7 11
8 11
9 15 440 V / 60 Hz
10 15
11 15
12 15
Engine Control System
6 1.4
7 1.6
8 1.8
9 2.0 230V / 60Hz
10 2.2
11 2.5
12 2.7
Pilot fuel pump
all 25.5
Cylinder cooling recirculation pump
all approx. 20
Propulsion Control System
all acc. to maker’s specifications 24 VDC UPS
Additional monitoring devices (e.g. oil mist detector, etc.)
all acc. to maker’s specifications

a) Minimal electric motor power (shaft) is indicated. Actual electric power requirement de-
pends on size, type and voltage / frequency of installed electric motor. Direct starting or
Star-Delta starting to be specified when ordering.

2.6 GTD - General Technical Data
2.6 GTD - General Technical Data

GTD is an application for the calculation and output of general technical data
which are relevant for planning a marine propulsion plant. All data in this appli-
cation are relating to the entire 2-stroke engine portfolio.
Engine performance data The GTD application allows calculation of the performance data (BSEC, BSEF,
tEaT, etc.) for any engine power.
SM-0274
GTD output Beside the output of characteristic parameters in the whole rating field of an en-
gine, the GTD application delivers data on the capacities of coolers, pumps,
starting air bottles and air compressors. It also provides information on engine
radiation, on the power requirement for ancillary systems, and outputs data suit-
able for estimating the size of ancillary equipment.
Furthermore, data about the available components and options depending on
specification and engine rating can be output. In addition to the standard output
for ISO reference and design conditions, further operating conditions for which
information is required can be defined.
The GTD application is accessible on Internet at Winterthur Gas & Diesel Cus-
tomer Portal or from the WinGD corporate webpage using the following link:
https://www.wingd.com/en/media/general-technical-data

X92DF 3 Engine Installation
3.1 Dimensions and masses
3 Engine Installation
The purpose of this chapter is to provide information to assist in the installation
of the engine. It is for guidance only and does not supersede current instructions.
F2 / F3
F1
D
C
G
A B
SM-0110
Figure 3-1 Engine dimensions
Table 3-1 Engine dimensions and masses

Net eng.
No. Dimension in mm with a tolerance of approx. ±10 mm
mass a)
cyl.
A B C D E F1 b) F2 c) F3 d) G [tonnes]
6 11,570 1,120
7 13,160 1,260
Dim. depending
8 14,750 1,380
on TC type
9 17,780 5,550 1,900 13,140 15,520 15,530 14,260 2,970 1,630

10 19,370 1,790
11 21,030 1,960
12 22,700 2,140
Min. crane capacity: 15,000 kg
a) Without oil / water; net engine mass estimated according to nominal dimensions given in drawings, including turbocharger and SAC, piping
and platforms
b) Min. height for vertical removal of piston
c) Min. height for vertical piston removal with double-jib crane
d) Min. height for tilted piston removal with double-jib crane

NOTE The dimensions given in above table are not binding. For prevailing
data refer to the relevant drawings, which are updated on a regular
basis.
Project-specific dimensions and masses for main components to be requested

from engine builder.
3.1.1 Dismantling heights for piston and cylinder liner

Dimensions F1, F2, F3 in Figure 3-1,  3-1 and the corresponding table are for
guidance only and may vary depending on crane dimension, handling tools and
dismantling tolerances.
However, please contact WinGD or any of its representatives if these values
cannot be maintained or if more detailed information is required.
For details see also drawings ‘Dismantling Dimensions’ (DG 0812) provided on
the WinGD corporate webpage under the following links:
6-cyl. engine
7-cyl. engine
8-cyl. engine
9-cyl. engine
10-cyl. engine
11-cyl. engine
12-cyl. engine
3.1.2 Crane requirements

• An overhead travelling crane is to be provided for normal engine mainte-
nance. (Crane capacity see Table 3-1,  3-1.)
• The crane is to conform to the requirements of the classification society.
NOTE As a general guidance WinGD recommends a two-speed hoist with

pendent control, which allows selecting either high or low speed, i.e.
high speed 6.0 m/minute, low speed 0.6-1.5 m/minute.

3.1.3 Thermal expansion at turbocharger expansion joints

Before making expansion pieces, enabling connections between the engine and
external engine services, the thermal expansion of the engine has to be taken into
account. The expansions are defined (from ambient temperature 20 °C to service
temperature 55 °C) as follows (see also Figure 3-2):
Expansion Distance from ...

Transverse expansion (X) ... crankshaft centreline to centre of gas outlet flange
Vertical expansion (Y) ... bottom edge of bedplate to centre of gas outlet flange
Longitudinal expansion (Z) ... engine bedplate aft edge to centre of gas outlet flange
X
a)
a)
Z
Dimensions X, Y, Z a) Gas outlet flange SM-0054
Figure 3-2 Thermal expansion, dim. X, Y, Z
Calculating thermal Δx (Δy, Δz) = X (Y, Z) ⋅ α ⋅ ΔT

expansion
where:
Δx, Δy, Δz .. = thermal expansion

X, Y, Z ...... = distance as per relevant pipe connection plan and outline drawing
α .............. = 1.15 ⋅ 10-5 (coefficient of thermal expansion)
ΔT ............ = difference between service temp. and ambient temp. [°C]

3.1.4 Content of fluids in the engine
Table 3-2 Fluid quantities in the engine (preliminary)

Cylinder Freshwater in
Number of Lubricating oil Fuel oil
cooling water SAC a)
cylinders
[kg] [kg] [kg] [kg]
6 5,850 104 4,550 2,200
7 6,500 104 5,300 2,550
8 6,500 104 b) / 105 c) 6,100 2,700 d)
9 7,150 105 6,850 3,300 e)
10 8,100 120 7,600 3,900
11 8,800 120 8,350 3,900
12 9,500 120 9,150 4,050
a) The given water content is approximate.
b) Value for execution with single-piece crankshaft.
c) Value for execution with 2-piece crankshaft.
d) Value for execution with 2 scavenge air coolers.
e) Value for execution with 3 scavenge air coolers.

3.2 Engine outline views
3.2 Engine outline views

The latest versions of the Engine Outline Drawings (DG 0812) are provided on
the WinGD corporate webpage under the following links:
6-cyl. engine
7-cyl. engine
8-cyl. engine
9-cyl. engine
10-cyl. engine
11-cyl. engine
12-cyl. engine

3.3 Platform arrangement
3.3 Platform arrangement
3.3.1 Drawings
For platform arrangement see the links given in section 3.2,  3-5.
3.3.2 Minimum requirements for escape routes

The platforms shown in the relevant drawings are arranged in such a way as to
ensure safe escape routes for the crew. The minimum sizes required by the clas-
sification societies are met.
Lower platform 600 mm
2000 mm
h = min. 2000 mm
Ship’s platform
Reference frame
SM-0115
Figure 3-3 Minimum requirements for headroom
Important! • The minimum sizes are to be taken into account when installing the engine.
Special attention is to be given to the minimum distance between the ship’s
platform and the lower engine platform, to ensure sufficient headroom (see
Figure 3-3).
• No dead ends may be created on the platforms by shipboard installations. If
a dead end cannot be avoided, then a passage leading to the ship’s platform
has to be cleared before the dead end (distance from dead end: max.
2,000 mm).
See also the links to drawings in section 3.2,  3-5.

3.4 Seating
3.4 Seating
Engine seating is integral with the double-bottom structure and has to be of suf-
ficient strength to support the weight of the engine, transmit the propeller thrust
and withstand external couples and stresses related to propeller and engine reso-
nance.
• Before any seating work can be performed, make sure the engine is aligned
with the intermediate propeller shaft.
• The longitudinal beams situated under the engine are to protrude from the
engine room bulkhead by at least half the length of the engine, and aft as far
as possible.
• The maximum allowable rake is 3 ° to the horizontal.
More details about engine seating can be found in the relevant Fitting Instruc-
tion (DG 9710) on the WinGD corporate webpage under the following link:
Fitting instruction - Engine seating and foundation
The latest version of the Marine Installation Drawing Set relevant for engine
seating and foundation (DG 9710) is provided on the WinGD corporate web-
page under the following link:
MIDS

3.5 Assembly
3.5 Assembly
Engines may be installed as complete units or assembled from subassemblies in
the vessel, which may be afloat, in dry dock, or on the slipway.
3.5.1 Assembly of subassemblies

When the engine seating has been approved, the bedplate is lowered onto blocks
placed between the chocking points. The thickness of the blocks depends on the
final alignment of the engine. Engine bedplates comprise fabricated sections with
tapped holes for the jacking screws for engine alignment, and drilled holes to
allow the passing of the holding-down bolts.
For checking the • Proceed with the preliminary alignment of the bedplate using wedges or
dimensions optical jacking screws.
devices or lasers
may be used • Position the engine coupling flange to the intermediate shaft coupling
flange.
• Ensure that the gap between both flanges is close to the calculated figures
and that both flanges are exactly parallel on the horizontal plane (max. de-
viation 0.05 mm).
• In the vertical plane, set the engine coupling flange 0.4-0.6 mm higher than
the calculated figures.
• Place the bearing caps in position and install the turning gear.
• Ensure that the crankshaft deflections are as recorded in the ‘Engine As-
sembly Records’.
• Check the bedplate level in longitudinal and diagonal directions with a taut-
wire measuring device provided by the engine builder.
• Compare the readings with those recorded at works.
All final dimensions are to be witnessed by the representatives of the engine

builder and the classification society, and recorded on appropriate log sheets.
Crankshaft deflections at this stage are to correspond with the values recorded at
works.
• Temporarily secure the bedplate against unexpected movement.

• Continue engine assembly by mounting the columns, cylinder blocks, run-
ning gear and scavenge air receiver.
• Ensure that the bearing caps are loose before tensioning the tie rods.
• Make periodic checks of the crankshaft deflections to observe and correct
any possible engine distortions.
• Carry out careful adjustments of the wedges or the jacking screws to re-es-
tablish the preliminary alignment setting.
Once the engine assembly is completed, the final alignment and chocking is car-
ried out with the vessel afloat.

3.5 Assembly
3.5.2 Installation of a complete engine

In the event that the engine is shipped in part deliveries and assembled at the
shipyard before installation in the vessel, the shipyard is to undertake assembly
work in accordance with the demands of a representative of the engine builder
and the classification society.
NOTE • Strict attention is to be paid to the removal of anti-corrosion coatings

and the subsequent application of rust preventing oil where required.
• The alignment tools are to be clean and ready for use.
Please observe: • Engine mounting is to be carried out systematically.

• The measurement readings have to be recorded on appropriate log sheets
and compared for correctness with the data in the ‘Engine Assembly Re-
cords’ completed after test run in the manufacturer’s works.
• The engine is to be lowered onto blocks placed between the chocking
points.
• The blocks are to be set in such a manner that the engine is slightly higher
than the final position, because less effort is required to lower the engine
than to raise it for alignment.
• For movements in the horizontal plane, both in lateral or longitudinal di-
rections, the shipyard is to construct appropriate anchor points for the use
of hydraulic jacks. Such movements have to be carried out with great care
to avoid stresses and distortions to the bedplate.
• Regular crankshaft deflection readings have to be taken to observe the ef-
fects, and any noticed deviation has to be rectified immediately.
3.5.3 Installation of an engine from assembled subassemblies

Subassemblies of the engine may be assembled ashore before installation in the
ship. One such assembly may comprise the following components:
• Bedplate
• Main and thrust bearings
• Crankshaft
• Turning gear
• Flywheel
The placing on blocks and alignment to shafting is analogue to that described in

section 3.5.1,  3-8.
3.5.4 Installation of an engine in ship on slipway

Installing a complete or partially assembled engine in a ship under construction
on an inclined slipway is possible when careful attention is paid to the following:
• Large components suspended to take account of the incline
• Tie rods centred and exactly perpendicular to the bedplate before tight-
ening.
• Side, fore and aft arresters temporarily fitted to prevent the engine from
moving during launching of the ship
• Additional temporary stays attached at upper platform level to steady the
engine during launching

3.6 Engine and shaft alignment
3.6 Engine and shaft alignment

Alignment and chocking of the engine should be carried out in accordance with
our recommendations and is subject to test and inspection by the relevant classi-
fication society.
Each stage of engine mounting is to be checked by qualified personnel and the

measurements cross-checked with the design figures. In the event of discrepan-
cies the responsible parties (e.g. shipyard) are to advise the representative of the
engine builder or WinGD directly.
3.6.1 Instructions and limits

Alignment can be done with either jacking screws or wedges.
For detailed alignment procedures refer to the latest version of Engine Align-
ment Documents (DG 9709) provided on the WinGD corporate webpage under
the following link:
Engine alignment
3.6.2 Tools
For Engine Alignment Tools (DG 9710-01) refer to the latest version of the re-
spective drawings, which are provided on the WinGD corporate webpage under
the following link:
Tool engine alignment

3.7 Engine coupling
3.7 Engine coupling
3.7.1 Design
The design of coupling bolts and holes for the flange connection of crankshaft /
propulsion shafts as provided by design group 3114 is included in the engine de-
sign approval by all major classification societies.
3.7.2 Machining and fitting of coupling bolts

• Before fitting the coupling bolts ensure that the mating flanges are concen-
tric. Close the gap between the flanges completely by means of min. 4 tem-
porary (non-fitted) bolts evenly distributed over the pitch hole diameter.
• Carry out drilling and reaming of engine and shaft couplings by means of a
computer controlled drilling machine or an accurately centred jig.
• In the case of non-matching holes or damaged holes apply joint cylindrical
reaming to an oversize hole and then fit an individually machined bolt.
• The bolts have to be available for inserting in the holes on completion of
reaming. Each bolt is to be stamped with its position in the coupling, with
the same mark stamped adjacent to the hole. The following tolerances have
to be met:
— bolt hole tolerance: H7
— bolt tolerance: g6 (clearance fit)
• If there is any doubt that a fitted bolt is too slack or too tight, refer to the
classification society surveyor and a representative of the engine builder.
3.7.3 Tightening
• When tightening the coupling bolts it is essential to work methodically. Per-
form crosswise tightening, taking up the threads on opposite bolts to hand-
tight, followed by sequential torque tightening. Finally ensure the same
proper tightening for all bolts.
• Mark each bolt head in turn (1, 2, 3, etc.) and tighten opposite nuts in turn
to an angle of 75° (according to Tightening Instructions in DG 0352),
making sure that the bolt head is securely held and unable to rotate with the
nut.
• Lock castellated nuts according to Class requirements with either locking
wires or split pins. Use feeler gauges during the tightening process to ensure
that the coupling faces are properly mated with no clearance.
3.7.4 Installation drawing

The latest version of the drawing relevant for the Connection Crank / Propeller
Shaft (DG 3114) is provided on the WinGD corporate webpage under the fol-
lowing link:
Connection crank/propeller shaft

3.8 Engine stays
3.8 Engine stays

Ship vibrations and engine rocking caused by the engine behaviour (see chapter
6 Engine Dynamics,  6-1) are reduced by fitting lateral stays (see 6.2,  6-4).
The latest version of the Marine Installation Drawing Set relevant for engine
stays (DG 9715) is provided on the WinGD corporate webpage under the fol-
lowing link:
MIDS

3.9 Propulsion shaft earthing

Electric current flows when a potential difference exists between two materials.
The creation of a potential difference is associated with thermoelectric by the ap-
plication of heat, tribo-electric between interactive surfaces, electrochemical when
an electrolytic solution exists, and electromagnetic induction when a conducting
material passes through a magnetic field.
Tracking or leakage currents are created in machinery by any of the above means
and — if they are not adequately directed to earth — can lead to component fail-
ures, or in some cases result in fires and interference with control and monitoring
instrumentation.
3.9.1 Preventive action

Using earthing brushes in contact with slip rings and bonding the chassis by
braided copper wire are common ways of protecting electric machines. Where
operating loads and voltages are comparatively low, the supply is isolated from
the machine by an ‘isolating transformer’, often with handheld power tools. The
build specification dictates the earthing procedure to be followed and the classi-
fication society is to approve the final installation.
On vessels with star-wound alternators the neutral is considered to be earth, and
electrical devices are protected by automatic fuses.
Isolation of Ensure that instrument wiring meets the building and classification society spec-
instrument wiring ifications and that it is shielded and isolated to prevent induced signal errors and
short circuits.
In certain cases large items of machinery are isolated from their foundations, and
couplings are isolated to prevent current flow, for instance when electric motors
are connected to a common gear box.
Retrospective fitting of earthing devices is not uncommon, but due consideration

is to be given at design stage to adequate shielding of control equipment and
earthing protection where tracking and leakage currents are expected. Magnetic
induction and polarisation are to be avoided and degaussing equipment incorpo-
rated if there is likely to be a problem.
3.9.2 Earthing device

Figure 3-4,  3-14 shows a typical shaft earthing device.
The slip ring (1) is supplied as matched halves to suit the shaft, and secured by
two tension bands (2) using clamps (12). The slip ring mating faces are finished
flush and butt jointed with solder. The brushes (4) are housed in the twin holder
(3) clamped to a stainless steel spindle (6), and there is a monitoring brush (11) in
a single holder (10) clamped to an insulated spindle (9). Both spindles are at-
tached to the mounting bracket (8).
Conducting material Different combinations of conducting material are available for the construction
for slip rings of slip rings. However, alloys with a high silver content are found to be efficient
and hard wearing.

Section A-A
7
8
5 6 9
A A 4
10
11
3
12
2
Typical arrangement for the propeller shaft

8
6 2
View on ‘A’ (brush gear omitted)
1 Slip ring
2 Tension bands
3 Twin holder
4 Brushes
5 Connection to the ship’s hull
6 Steel spindle
7 Connection to the voltmeter
8 Mounting bracket
9 Insulated spindle
10 Single holder
11 Monitoring brush 12 9
1
12 Clamps
SM-0058
Figure 3-4 Shaft earthing arrangement
Position of earthing The earthing device has to be arranged as close as possible to the engine. In case
device on shaft a shaft generator / motor is installed, the earthing device has to be arranged on
the front side of the generator / motor, as close a possible to the engine.
Connecting The electric cables are connected as shown in Figure 3-5,  3-15 with the op-
electric cables tional voltmeter. This instrument is at the discretion of the owner, but it is useful
to observe that the potential to earth does not rise above 100 mV.

Slip ring condition voltmeter
50 0
25
0
0
50 mV 250 mV
PM PH
+ -
Shaft earth (hull)

Shaft monitoring Additional terminals are provided
as necessary for multi-shaft vessels.
2.5 mm2
2.5 mm2
35 mm2
Insulated spindle
Propeller shaft
Hull/structure earths
SM-0056 to be separately connected
Figure 3-5 Shaft earthing with condition monitoring facility

3.10 Fire protection
3.10 Fire protection

Fires may develop in areas such as scavenge air receiver / piston underside. The
engine is fitted with a piping system which leads the fire extinguishing agent into
the critical areas.
Where fire protection is required, the final arrangement of the fire extinguishing
system is to be submitted for approval to the relevant classification society.
Extinguishing agents Various extinguishing agents can be considered for fire fighting purposes. They
are selected either by the shipbuilder or the shipowner in compliance with the
rules of the classification society involved.
Steam as an alternative fire extinguishing medium is permissible for the scavenge

air spaces of the piston underside, but may cause corrosion if countermeasures
are not taken immediately after its use.
These countermeasures comprise:
— Opening scavenge spaces and removing oil and carbon deposits
— Drying all unpainted surfaces and applying rust protection (i.e. LO)
NOTE If steam is used for the scavenge spaces, a water trap is recommended
to be installed at each entry to the engine and assurance obtained that
steam shut-off valves are tight when not in use.
Table 3-3 Recommended quantities of fire extinguishing medium
Piston underside and Number of cylinders

Bottle
scavenge air receiver 6 7 8 9 10 11 12
Volume Mass Size
Extinguishing medium Quantity of fire extinguishing bottles
[m3/cyl] [kg/cyl] [kg]
11 40 45 Carbon dioxide (CO2) 6 7 8 8 9 10 11

X92DF 4 Ancillary Systems
4 Ancillary Systems
Sizing the ancillary systems of the engine, i.e. for freshwater cooling, lubricating
oil, fuel oil, etc., depends on the contracted maximum engine power. If the ex-
pected system design is out of the scope of this manual, then contact our repre-
sentative or WinGD directly.
The GTD application provides data for estimating the size of ancillary equipment
and enables all engine and system data at any Rx rating within the engine rating
field to be obtained. However, for convenience or final confirmation when opti-
mising the plant, WinGD provides a computerised calculation service.
All pipework systems All pipework systems and fittings are to conform to the requirements laid down
to be flushed and by the legislative council of the vessel’s country of registration and the classifica-
proved clean before
commissioning! tion society selected by the owners. They are to be designed and installed to ac-
commodate the quantities, velocities, flow rates and contents identified in this
manual, set to work in accordance with the build specification as approved by
the classification society and protected at all times from ingress of foreign bodies.

4.1 Twin-engine installation

A vessel equipped with two separate main propulsion engines is considered a
twin-engine installation. The installation of two WinGD 2-stroke engines allows
combining individual engine auxiliary systems.
In Table 4-1 WinGD provides information based on engines’ requirements.

Class and other binding rules might overrule.
Table 4-1 Common and independent systems in twin-engine installations

System Independent Common Remarks
system for each system possible
engine required
Please note: Parallel independent LT cooling water
X supply per engine to the scavenge air coolers from
LT cooling water system common LT cooling water circuit
(see Figure 4-1,  4-3) Please note: Parallel independent LT cooling water
X supply per engine to the LO cooler and HT cooling
water cooler from common LT cooling water circuit
HT cooling water system X
Main LO system X
X Day tanks for high- resp. low BN lubricating oil
Cylinder LO system
(see Figure 4-2,  4-4 and X Rising pipe
Figure 4-3,  4-4)
X Separate distribution to each engine
X a) X b) Feed system
Fuel oil system
X Booster circuit systems
Starting air system X
Control air X Supply system
Leakage collection system
X
and washing devices
Exhaust gas system X
Engine venting pipes X
a) Independent systems required if a fuel flexibility for both engines is specified, meaning that the engines can independently operate in gas
mode, fuel sharing mode or diesel mode. Main injector fuel can be MGO, MDO or HFO in fuel sharing mode and diesel mode.
b) Common system possible if no fuel flexibility is specified, meaning that both engines can only run with the same main injector fuel, i.e. if
one engine operates in gas mode, the other engine cannot operate with HFO as main injector fuel.

SAC
2 4
6 7
Main
Engine 1
3 5
8 (set-point: 25 °C)
1
9
SAC
1 Scavenge air cooler (SAC)

2 HT cooling water cooler (engine 1)
3 Lubricating oil cooler (engine 1)
4 HT cooling water cooler (engine 2)
5 Lubricating oil cooler (engine 2)
Main 6 Ancillary plants
Engine 2
7 Central seawater cooler
8 Temperature control valve
9 Pumps SM-0191
Figure 4-1 LT cooling water system layout for twin-engine installation

HIGH BN LOW BN
SERVICE SERVICE
TANK TANK
specification in MIDS
M
Min. static height

according to the
M M
M
M M
iCAT iCAT
TRACE
HEATING
ME1 ME2
ME – Main engine
iCAT – Integrated cylinder lubricant auto transfer system SM-0192
Figure 4-2 Cylinder LO system with iCAT for variable sulphur content in fuel
LOW BN
SERVICE
TANK
specification in MIDS
M
Min. static height

according to the
M M
TRACE
HEATING
ME1 ME2
ME – Main engine
SM-0411
Figure 4-3 Cylinder LO system for fuel with ultra low sulphur content (max. 0.1 %)


The latest version of the Marine Installation Drawing Set relevant for the
cooling water system (DG 9721) is provided on the WinGD corporate webpage
under the following link:
MIDS
Freshwater cooling The main engine high-temperature (HT) and low-temperature (LT) cooling cir-
system cuits use freshwater as their cooling medium. As such, the HT and LT circuits
are integrated in the ship’s central freshwater cooling system.
Advantage of freshwater Freshwater cooling systems reduce the amount of seawater pipework and its at-
over seawater tendant problems like scaling and corrosion. They provide for more efficient
cooling as they allow a higher heat load than seawater, i.e. freshwater can be
heated up to a higher temperature level and, along with a lower flow rate, allows
the same cooling effect to be obtained. Thereby the overall running costs are re-
duced.
Separate HT circuit The high-temperature circuit must be completely separate from the low-temper-
with own cooler ature circuit. A dedicated HT water cooler is applied for heat exchange between
HT and LT circuit without flow medium mixing.
Figure 4-4 shows the general installation principle.
HT circuit LT circuit
Cylinder cooling
water cooler
freshwater
SM-0106
Figure 4-4 Separate HT cooling water circuit
To obtain the necessary data for this arrangement please refer to the GTD appli-
cation.

4.2.1 Low-temperature circuit

The LT cooling water circuit for the main engine provides cooling for SAC, LO
cooler and MDO/MGO cooler.
NOTE The SAC cooling water temperature controller must be set to 25 °C

(see Arrangement 1,  4-7).
If ancillary machinery requires a different temperature set-point, then a
separate cooling water loop must be installed as shown in Arrangement
2,  4-7 and Arrangement 3,  4-8.
Setting of cooling water For the main engine SAC, the cooling water temperature controller must be set
temperature controller to 25 °C (set-point). When seawater temperatures are higher than 21 °C — as-
suming a maximum seawater temperature of 32 °C — the cooling water temper-
ature for the SAC may increase to maximum 36 °C. The higher the LT cooling
water temperature, the earlier DCC might be activated. Consequently, it is rec-
ommended to keep the temperature of the LT circuit as low as possible.
Warm seawater conditions may result in higher BSFC and respectively BSEC
than in ISO standard design condition as well as in earlier DCC activation. A
scavenge air temperature increase by 1 degree Celsius results in a reduction of the
DCC activation trigger level by 1.5 % of CMCR power. Therefore, high focus
shall be laid on achieving a low scavenge air temperature.
Three arrangements of Consequently, depending on the ancillary equipment and the temperature
LT cooling water circuit set-point selection, the LT circuit can be typically installed in the following ar-
rangements:
• Arrangement 1 — Single set-point temperature 25 °C (see Figure 4-5,  4-7)
• Arrangement 2 — Dual set-point temperatures (see Figure 4-6,  4-7)
• Arrangement 3 — Separate SAC cooling circuit (see Figure 4-7,  4-8)

Arrangement 1
To maintain the required SAC inlet temperature, the temperature controller of
the central freshwater cooling system is set to 25 °C (WinGD specification). In
this arrangement, the ancillary plant and other cooler temperatures are con-
trolled and maintained by this single temperature set-point.
8
6 (set-point: 25°C)
1 2 6
5
SAC 4
9
3
12
Main
Engine 7
10 11
1 Scavenge air cooler (SAC) 5 Ancillary plants 9 Seawater circulating pump

2 HT cooling water cooler 6 Automatic temp. control valve 10 Low sea chest
3 Lubricating oil cooler 7 LT Cooling water pump 11 High sea chest
SM-0319 4 MGO/MDO cooler 8 Central seawater cooler 12 Seawater strainer
Figure 4-5 LT cooling water circuit — single set-point temperature
Arrangement 2
The central freshwater cooling system is separated into different cooling streams
to provide temperature set-points which are different for the ME SAC than for
the ancillary equipment. To maintain the required SAC inlet temperature, the
temperature controller of the central freshwater cooling system must be set to
25 °C (WinGD specification). The ancillary plant temperature controller can be
set differently as the specific project requires, for example between 25 and 36 °C.
6 (set-point:
customised by S/Y)
2 6 9
6 (set-point: 25°C)
1
4 5
SAC 10
13
Main
8
Engine 7
11 12
1 Scavenge air cooler (SAC) 6 Automatic temp. control valve 10 Seawater circulating pump
2 HT cooling water cooler 7 LT Cooling water pump 11 Low sea chest
3 Lubricating oil cooler 8 CW pumps for ancillary plant 12 High sea chest
4 MGO/MDO cooler 9 Central seawater cooler 13 Seawater strainer
SM-0320 5 Ancillary plants
Figure 4-6 LT cooling water circuit — dual set-point temperatures

Arrangement 3
The central freshwater cooling system is separated into two dedicated cooling
circuits to better manage the varying temperature set-points. This includes:
• Circuit 1:
The ME SAC is cooled with freshwater with a temperature set-point of
25 °C (WinGD specification). With this arrangement, only the ME SAC re-
quires maximum design seawater flow for cooling.
• Circuit 2:
All other ME and ancillary plant coolers are cooled with conventional
freshwater with a set-point customised by the shipyard or ship designer.
Figure 4-7 is a proposal only and the seawater pump and other equipment layout
might be different. As such, the shipyard is free to design their own seawater
system. However, the set-point temperature for the ME SAC must be 25 °C as per
WinGD specifications.
3
9
4 (set-point 25°C)
1
2
SAC
7
3
4 (set-point: 10
customised by S/Y)
5
Main
Engine 6
1 Scavenge air cooler (SAC) 6 Lubricating oil cooler (LOC)

2 CW pumps for SAC 7 HT Cylinder cooling water cooler (CCWC)
3 Central seawater cooler 8 CW pumps for ancillary plants, LOC and CCWC
4 Automatic temp. control valves 9 Seawater circulating pump
SM-0303 5 Ancillary plants 10 Seawater circulating pump with freq. controller
Figure 4-7 Separate SAC and LT cooling circuits

Low-temperature circuit components
Seawater The seawater circulating pump delivers seawater from the high and low sea
circulating pump chests to the central seawater cooler.
Pump type Centrifugal
Capacity According to GTD: The seawater flow capacity covers the

need of the engine only and is to be within a tolerance of
0 to + 10 % of the GTD value
Delivery pressure Determined by system layout
Working temperature According to ship specification
Seawater strainer Simplex or duplex strainers to be fitted at each sea chest and arranged to enable
manual cleaning without interrupting the flow. The strainer perforations are to
be sized (no more than 6 mm) such that the passage of large particles and debris
damaging the pumps and impairing heat transfer across the coolers is prevented.
Central seawater cooler
Cooler type Plate or tubular
Cooling medium Seawater
Cooled medium Freshwater
Design criterion Keeping max. 36 °C LT while seawater temp. is 32 °C
Margin for fouling 10-15 % to be added
Heat dissipation
Freshwater flow
Refer to GTD
Seawater flow
Temperatures

Temperature control As stated above, the temperature controller for the cooling water to the SAC
must be set to 25 °C (WinGD specification). Temperature control to other ancil-
lary plant is to be determined by the shipyards.
Valve type Electrically or electro-pneumatically actuated three-way type

(butterfly valves are not adequate) having a linear characteristic
Design pressure 5 bar
Test pressure Refer to specification laid down by classification society
Press. drop across valve Max. 0.5 bar
Controller Proportional plus integral (PI)
Temperature sensor According to control valve manufacturer's specification; fitted in

engine outlet pipe
Freshwater pumps
Pump type Centrifugal
Capacity According to GTD: The freshwater flow capacity covers the

need of the engine only and is to be within a tolerance of
0 to + 10 % of the GTD value
Delivery head The final delivery head is determined by the layout of the
system and must ensure that the inlet pressure to the scav-
enge air coolers is within the range of summarised data
Working temperature According to ship specification

4.2.2 High-temperature circuit

The X92DF engine applies a unique engine internal cooling system with a recir-
culation pump, a thermostatic valve and their control systems. By this, the cyl-
inder liner cooling water temperature is adjusted depending on gas or diesel
mode operation. However, the system side cooling arrangement is similar to
other engine types with single cooling water inlet. Figure 4-8 shows the basic
cooling water circuit arrangement.
6
7
4
3 2
Main
8
Engine 5
6 1
10
9
1 HT Pumps 6 Throttling disc

2 Pre-heater pump (optional) 7 Fresh water generator
3 Heater for ME 8 HT Circuit buffer unit
4 HT Cooler (HTC) 9 Buffer unit supply pump
SM-0321 5 Automatic temp. control valve 10 CW feed & drain tank
Figure 4-8 Scheme of HT cooling water circuit

High-temperature circuit components
Cooling water pump
Pump type Centrifugal, preferably with a steep head curve a)
Pump capacity According to GTD: The flow capacity is to be within a tolerance

of - 10 to + 20 % of the GTD value
Delivery head b) To be determined according to the total pressure losses (resist-

ance) of the actual piping installation arrangement
Working temperature 85 °C
a) As a guide, the minimum advisable curve steepness can be defined as follows:
For a pressure increase from 100 to 107 %, the pump capacity should not decrease by more than
10 %.
b) The pump delivery head (pp) will be:

h
p p = p ei - p st + Dp + [bar]
10.2
where:
pei = pressure at engine inlet [bar]
pst = static pressure at pump inlet [bar]
Δp = pressure losses between pump outlet and engine inlet [bar]
h = height difference between pump outlet and engine inlet [m]
The pressure (pei) at engine inlet must be 3.0-4.0 bar.
Automatic
temperature control valve
Valve type Electrically or electro-pneumatically actuated three-way type
(butterfly valves are not adequate) having a linear characteristic
Design pressure 5 bar
Test pressure Refer to specification laid down by classification society
Press. drop across valve Max. 0.5 bar
Controller Proportional plus integral (PI); also known as proportional plus

reset for steady state error of max. ± 2 °C and transient condi-
tion error of max. ± 4 °C
Temperature sensor According to control valve manufacturer's specification; fitted in

engine outlet pipe

Buffer unit Main components and functionalities:
• Control air shut-off valve (DN15), solenoid type, controlled by the signal
from level switch low (LSL). This valve is normally open but to be shut off
when the signal from LSL is triggered and water feeding is started.
• Control air pressure regulating valve (DN15), with pressure reduction and
air release function. This valve reduces the control air pressure to the de-
sired buffer unit pressure. It also enables air to be released to maintain the
pressure when the buffer unit water volume is increasing (refill or water ex-
pansion). The pressure setting of the buffer unit is targeted to ensure that the
cooling water pressure at ME fulfils the WinGD specification requirement.
• Safety valve (DN32), to be set at approximately 0.5 bar above the buffer
unit set pressure.
• LSH and LSL, high-level switch and low-level switch:

º The LSL is set at approximately 35 % of the total volume of the buffer
unit. When the LSL is triggered, a signal is emitted simultaneously to
the control air shut-off valve and the buffer unit supply pump to start.
º The LSH is set at approximately 65 % of the total volume of the buffer
unit. When the LSH is triggered, a signal is emitted to stop the buffer
unit supply pump.
º The volume difference between the LSH and the LSL should be approx-
imately 150 litres.
• LAH and LAL, high-level alarm and low-level alarm:

º The LAH shall be set at approximately 70 % of the total volume of the
buffer unit.
º The LAL shall be set at approximately 30 % of the total volume of the
buffer unit.
Buffer unit supply pump The buffer unit supply pump compensates losses in the cylinder cooling water
system. This pump is automatically controlled by the water level in the buffer
unit.
It is also advisable to monitor the running period of the supply pump. Moni-
toring of the pump running period will warn when the running period exceeds a
preset value, indicating unusual water losses in the system. Spare parts for the
supply pump must be available according to classification societies' require-
ments.
Pump type Centrifugal or positive displacement
Capacity 0.5 m3/h
Delivery head 4 bar

4.2.3 Cooling water treatment

Correct treatment of the cooling freshwater is essential for safe engine operation.
Only demineralised water or condensate according to the following specification
must be used as raw water. In the event of an emergency, tap water may be used
for a limited period, but afterwards the entire cylinder cooling water system is to
be drained off, flushed, and recharged with demineralised water.
Table 4-2 Recommended parameters for raw water

Parameter Value
Min. pH 6.5
Max. dH 10° (corresponds to 180 mg/l CaCO3) a)
Max. chloride 80 mg/l
Max. sulphates 150 mg/l
a) In the case of higher values the water must be softened.
Corrosion inhibitors In addition, the water used must be treated with a suitable corrosion inhibitor to
prevent corrosive attack, sludge formation and scale deposits. (For details refer
to the chemical supply companies.) Monitoring the level of the corrosion inhib-
itor and water softness is essential to prevent down-times due to component fail-
ures resulting from corrosion or impaired heat transfer.
NOTE No internally galvanised steel pipes should be used in connection with

treated freshwater, since most corrosion inhibitors have a nitrite base.
Nitrites attack the zinc lining of galvanised piping and create sludge.
For further information about permissible cooling water additives please refer to
the document Cooling water and additives, which is provided on the WinGD
corporate webpage under the following link:
Cooling water and additives
4.2.4 General recommendations for design

• The number of valves in the system must be kept to a minimum to reduce
the risk of incorrect setting.
• Valves are to be locked in the set position and labelled to eliminate incorrect
handling.
• After the system commissioning is completed, it is prohibited to manually
interfere with the cooling water flow in different branches of the ME
cooling water system by adjusting the valves or the orifice.
• Under normal operation of the cylinder cooling water system, the pump de-
livery head and the total flow rate are to remain constant, even when the
freshwater generator is started up or shut down.
• The cylinder cooling water system is to be totally separated from steam sys-
tems. Under no circumstances must there be any possibility of steam en-
tering the cylinder cooling water system, e.g. via a freshwater generator.

• The installation of equipment affecting the controlled temperature of cyl-

inder cooling water (CCW) is to be examined carefully before being added.
Uncontrolled increases or decreases in CCW temperature may lead to
thermal shock of engine components and scuffing of pistons. Thermal
shock is to be avoided, and the temperature gradient of the cooling water
when starting and shutting down additional equipment is not to exceed two
degrees per minute (2 °C/min) at engine inlet.
• The design pressure and temperature of all the component parts such as
pipes, valves, expansion tank, fittings, etc. are to meet the requirements of
the classification society.
4.2.5 Freshwater generator

A freshwater generator, using heat from the cylinder cooling system to distil sea-
water, can be used to meet the demand for washing and potable water. The ca-
pacity of the freshwater generator is limited by the amount of heat available,
which in turn is dependent on the service power rating of the engine.
NOTE It is crucial in the design stage to ensure that there are sufficient safe-
guards to protect the main engine from thermal shock when the fresh-
water generator is started.
To reduce such risk, it will be of advantage to use valves (for instance
butterfly valves), which are linked and actuated with a large reduction
ratio, at the freshwater generator inlet and in the bypass line.
The latest version of the Concept Guidance for freshwater generator installation
(DG 9721) is provided on the WinGD corporate webpage under the following
link:
Freshwater generator installation
4.2.6 Pre-heating
To prevent corrosive liner wear when not in service or during short stays in port,
it is important that the ME is kept warm. Warming-through can be provided by
a dedicated heater, using boiler raised steam or hot water from the diesel auxilia-
ries, or by direct circulation from the diesel auxiliaries.
Pre-heating from cooling water systems

If the requirement for warming-up is from the cooling water systems of the diesel
auxiliaries, it is essential that the amount of heat available at normal load is suf-
ficient to warm the main engine.
Pre-heating by direct water circulation

Use of main cylinder If the main CCW pump is used to circulate water through the engine during
cooling water pump pre-heating, then the heater is to be arranged parallel with the CCW system, and
on/off control is to be provided by a dedicated temperature sensor at the CCW
outlet of the engine. The flow through the heater is set by throttling discs, but not
by valves.

Use of separate If the requirement is for a separate pre-heating pump, a small unit with 10 % of
pre-heating pump the main pump capacity and an additional non-return valve between CCW pump
and heater are to be installed. In addition, the pumps are to be electrically inter-
locked to prevent two pumps running at the same time.
Recommended The recommended temperature to start and operate the engine is 60 °C at CCW
temperature outlet. If the engine is started below the recommended temperature, engine
power must not exceed 80 % of CMCR until the water temperature has reached
60 °C.
The ambient engine room temperature and warm-up time are key parameters to
estimate the heater power capacity required to achieve the target temperature of
60 °C. The shipyard or ship designer should determine the ambient engine room
temperature and the warm-up time (which may also be specified by the ship-
owner) on the basis of their own experience.
260
recommended
240 pre-heating time range
220 Pre-heating and heat losses 0°C E/R temp.
Approx. engine heating demand [kW/cyl]
200 of piping system to be added 5°C E/R temp.

10°C E/R temp.
180
(recommended for layout)
160 20°C E/R temp.
140 30°C E/R temp.
120
100
80
60
40
20
0
0 6 12 18 24 30 36 42 48
SM-0052 Heating-up time [h]
Figure 4-9 Pre-heating power requirement per cylinder
Warm-up time The graph in Figure 4-9 shows the warm-up time needed in relation to the am-
bient engine room temperature to arrive at the heat amount required per cyl-
inder. The graph covers the warming-up of engine components per cylinder,
taking also the radiation heat into account.
The readable figure is then multiplied by the number of cylinders to show the
heater capacity required for the engine.
All figures are related to requirements of the engine and should only be used for
a first concept layout of the heater capacity. However, during pre-heater selec-
tion the shipyard or ship designer must also consider further aspects such as heat
losses in the external piping system, water volume inside the system, pipe
lengths, volume of ancillary equipment, etc.

4.3 Lubricating oil systems

The latest version of the Marine Installation Drawing Set relevant for the lubri-
cating oil system (DG 9722) is provided on the WinGD corporate webpage
MIDS
4.3.1 Lubricating oil requirements

The validated lubricating oils were selected in co-operation with the oil suppliers.
In their respective product lines the products are considered as appropriate lubri-
cants for the application indicated.
WinGD does not accept any liability for the quality of the supplied lubricating
oil or its performance in actual service.
The validated cylinder and system oils are published in the document Lubricants
provided on the WinGD corporate webpage under the following link:
Lubricants
4.3.2 Main lubricating oil system

Lubrication of the main bearings, thrust bearings, bottom-end bearings, cross-
head bearings, together with piston cooling, is carried out by the main lubricating
oil system. The main bearing oil is also used to cool the piston crown and to lu-
bricate and cool the torsional and axial vibration dampers.
5
6
Main
Engine
4
(Set-point: 45 °C)
1 Lubricating oil drain tank

2 Lubricating oil pump
3 Lubricating oil cooler
2 4 Automatic temperature control valve
5 Automatic lubricating oil filter, with
5 sludge checker
SM-0205 6 Crosshead lubricating oil pump
Figure 4-10 Scheme of lubricating oil system

Lubricating oil pump Positive displacement screw pumps with built-in overpressure relief valves, or
centrifugal pumps (for pump capacities refer to GTD):
Type: Positive displacement The flow rate is to be within a tolerance of 0 to + 10 % of

screw pump the GTD value, plus:
- back-flushing flow of automatic filter, if any
- torsional vibration damper, if any
Type: Centrifugal pump The flow rate is to be within a tolerance of - 10 to + 10 % of

the GTD value, plus:
- back-flushing flow of automatic filter, if any
- torsional vibration damper, if any
Delivery head The final delivery head to be determined is subject to the

actual piping layout.
Working temperature 60 °C
Oil type SAE30, 50 cSt at working temperature; when sizing the

pump motor the maximum viscosity to be allowed for is
400 cSt.
Lubricating oil cooler
Type Plate or tubular
Cooling medium Freshwater
Cooling water flow Refer to GTD.
Cooling water temperature 36 °C
Heat dissipation Refer to GTD.
Margin for fouling 10-15 % to be added
Oil flow Refer to GTD.
Oil viscosity at cooler inlet 50 cSt at 60°C
Oil temperature at inlet Approx. 60 °C
Oil temperature at outlet 45 °C
Working pressure oil side 6 bar
Working pressure water side Approx. 3 bar

Full-flow filter The drain from the filter is to be sized and fitted to allow free flow into the lubri-
cating oil drain tank.
The output required for the main lubricating oil pump to ‘back-flush’ the filter
without interrupting the flow is to be taken into account when estimating the
pump capacity (see Lubricating oil pump,  4-18).
Type a) Automatic back-flushing filter with differential pressure

gauge and high-differential pressure alarm contacts.
Designed to clean itself automatically using reverse flow
or compressed air techniques.
Back-flushing oil treatment by sludge checker.
Oil flow Refer to GTD.
Working viscosity 95 cSt, at working temperature
Working pressure 6 bar
Test pressure Specified by classification society
Diff. pressure, clean filter Max. 0.2 bar
Diff. pressure, dirty filter Max. 0.6 bar
Diff. pressure, alarm Max. 0.8 bar

Note: real operational settings could be less according to
filter maker’s recommendation.
Mesh size Sphere passing max. 0.035 mm
Filter material Stainless steel mesh
Filter inserts bursting press. Max. 3 bar differential across filter

a) Optional: change-over duplex filter designed for in-service cleaning, with differential pressure gauge
and high-differential pressure alarm contacts
Booster pump for

crosshead lubrication
Type Positive displacement screw or gear types with built-in overpres-
sure relief valves
Capacity According to GTD: The flow rate is to be within a tolerance of 0 to

10 % of the GTD value.
Delivery head Refer to GTD.
Working temperature Approx. 45 °C
Oil type SAE 30, 95 cSt at working temperature; when sizing the pump
motor the maximum viscosity to be allowed for is 400 cSt.

System oil For WinGD X92DF engines designed with oil-cooled pistons, the crankcase oils
used as system oil are specified as follows:
• SAE 30
• Minimum BN of 5.0 mg KOH/g and detergent properties
• Load carrying performance in FZG gear machine test method A/8, 3/90
according to ISO 14635-1, failure load stage 11 as a minimum 1)
• Good thermal stability
• Antifoam properties
• Good demulsifying performance
The consumption of system oil is given in Table 1-1,  1-3.
4.3.3 Flushing the lubricating oil system

For flushing of the lubricating oil system refer to the latest version of the relevant
Instruction (DG 9722), which is provided on the WinGD corporate webpage
Instruction for flushing - Lubricating oil system
4.3.4 Lubrication for turbochargers

For lubricating oil for turbochargers equipped with separate lubricating oil sys-
tems the recommendations given by the supplier must be observed.
4.3.5 Cylinder lubricating oil system

Cylinder lubrication is carried out by a separate system, working with the
once-through principle. A hydraulically actuated dosage pump feeds cylinder lu-
bricating oil to the surface of the cylinder liner through quills in the liner. The oil
supply rate is adjustable and metered to suit the age and running condition of
piston rings and liners.
For cylinder lubricating oil consumption refer to Table 1-1,  1-3.
Cylinder oil For normal operating conditions, a high-alkaline marine cylinder oil of SAE 50
viscosity grade with a minimum kinematic viscosity of 18.5 cSt (mm2/s) at
100 °C is recommended. The alkalinity of the oil is indicated by its Base Number
(BN) 2).
Cylinder lubricants of intermediate BN (50 < BN < 60 mg/KOH/g) may be used

if the performance is regularly monitored and the lubricating oil feed rate is ad-
justed to avoid a low piston underside BN. Residual BN which is too low can
lead to excessive corrosive wear and scuffing.
1) The FZG gear machines located at the FZG Institute, Munich/Germany shall be the
reference test apparatus and will be used in the event of any uncertainty about test re-
peatability and reproducibility.
2) The Base Number is expressed in mg KOH/g as determined by test method ASTMD
2896.

Recommended The following values are recommended when operating on fuel with a sulphur
residual BN content in the range of 0.5 to 3.5 % m/m:
• The safe piston underside residual BN to avoid piston ring and liner corro-
sion is higher than 25 mg KOH/g but lower than 50 mg KOH/g
• The alert limit for piston underside residual BN to avoid excessive corro-
sion is between 10 and 25 mg KOH/g
• The danger limit is less than 10 mg KOH/g piston underside residual BN
and is likely to lead to excessive corrosion and early piston ring and liner
wear if not corrected. It often leads to scuffing, premature failure of piston
rings and excessive corrosive liner wear.
Base number of The base number (BN) of the cylinder lubricating oil must be selected depending
cylinder lubricating oil on the total sulphur content of the fuel burnt. The higher the sulphur content in
the fuel, the higher BN for cylinder lubricating oil is required.
Consequently, for gas operation and low sulphur diesel operation, low BN cyl-
inder lubricating oil needs to be supplied, whereas high BN cylinder lubricating
oil is required when the engine is running on HFO.
In fuel sharing mode with HFO as liquid fuel the total sulphur content depends
on the fuel share ratio (see 1.7 Operation in fuel sharing mode,  1-9).
Alternatives to finished The cylinder lubricating oil can also be blended/mixed on board. Multiple con-
cylinder oils cepts for blending/mixing cylinder oil on board are available.
The validated additives and oils which can be used for this purpose can be found
in the document Lubricants, which is provided on the WinGD corporate web-
Lubricants
For additional information please contact the oil supplier.
Another solution to have the needed BN value available is to mix lubricating oils
of different BN values.
Changeover between cylinder lubricating oils

iCAT changeover unit: In case the engine is specified for operation on liquid fuel with variable sulphur
see Figure 4-11,  4-22 content, the engine will be equipped with an automatic changeover unit named
iCAT (integrated Cylinder lubricant Auto Transfer). The iCAT automatically se-
lects the appropriate low- or high BN cylinder lubricating oil, matching with the
sulphur content of the gas and/or liquid fuel supplied.
In case the engine is specified for operation on liquid fuel with a sulphur content
of up to 0.1 % (ultra low sulphur), then it is sufficient to install a single low BN
cylinder lubricating oil tank.
Service tank and storage tank

The arrangement of service tank and storage tank can be changed by locating the
storage tank in place of the service tank. If this arrangement is preferred, the
storage tank must be placed at the same height as the service tank to provide the
necessary head. Furthermore, the storage tank must be of similar design, with a
sloping floor.

cyl. #1 cyl. #2 cyl. #3
low BN
high BN
SM-0188
Figure 4-11 iCAT changeover unit
Electrical trace heating for system side cylinder lubricating oil piping
To ensure the correct cylinder lubricating oil temperature at engine inlet
(40 +10/-5 °C), electrical trace heating shall be applied. The ME provides cabinet
control box E86 for heating cable connection and power supply. The heating
cable together with the plug can be directly ordered from the engine maker. The
guided heating cable length is determined by the cylinder LO pipe length and the
engine type (see Table 4-3,  4-23).
NOTE On engine side, electrical trace heating is applied in the rail unit to keep
the cylinder lubricating oil within the required temperature range, even
during gas operation in cold areas.
Cylinder LO trace WinGD specifies the 100TVR2-CT self-regulating heating cable for engine in-
heating cable ternal and external cylinder LO piping. Detailed technical information about this
cable can be found in MIDS.
To reach the required LO temperature of 40 +10/-5 °C, the proper length of
heating cable shall be selected for the engine and traced along the system side
piping spirally or in parallel, depending on the cable/pipe ratio (see Figure 4-12,
 4-23).

Double parallel Multiple parallel Multiple spiral heating cable

heating cable heating cable
Pipe
N=2 N = 3 or more N = 3 or more
Straight line pipe heating cable installation Spiral wrap pipe heating cable installation
SM-0412
Figure 4-12 Trace heating cable arrangement
Considering the ME power, LO feed rate and environment condition, WinGD

specifies a minimum heating cable length ‘Lc’ as listed in the following table:
Table 4-3 Heating cable specification

No. of Min. heating cable length
cyl. ‘Lc’ [m]
6 32
7 37
8 42
9 47
10 53
11 58
12 63
Considering the system side cylinder LO pipe length ‘Lp’, the heating cable shall
be longer than the lubricating oil pipe, i.e. ‘Lc’ > ‘Lp’.
Insulation of trace heated To maintain the desired temperature, the system side cylinder LO pipe must be
cylinder LO pipe well insulated. The following requirements must be considered:
• Material shall be mineral wool, glass fibre, or other material of Class ap-
proved type.
• WinGD recommends an insulation thickness of min. 25 mm.

4.3.6 Maintenance and treatment of lubricating oil

It is essential that engine lubricating oil is kept as clean as possible. Water and
solid contaminants held in suspension are to be removed using centrifugal sep-
arators which operate in bypass to the engine lubricating system.
Great care has to be taken of the separators and filters to ensure that they work
correctly. The separators are to be set up as purifiers and completely isolated
from the fuel oil treatment systems; there must be no possibility of cross-contam-
ination.
Oil separator
Type Self-cleaning centrifugal separator
Min. throughput capacity [l/h] Refer to GTD.
Rated separator capacity The rated or nominal capacity of the separator is to be ac-
cording to the separator manufacturer’s recommendations.
Separation temperature 90-95 °C; refer to manufacturer’s instructions.
Oil samples To ensure that representative samples of lubricating oil can be taken, dedicated
sampling points (cocks) are provided on engine side. Such cocks need also to be
installed on system side according to the relevant system proposal drawing in
MIDS.

4.3.7 Drain tank

The engine is designed to operate with a dry sump: the oil returns from the bear-
ings, flows to the bottom of the crankcase and through strainers into the lubri-
cating oil drain tank. The drain connections from the crankcase to the drain tank
are arranged vertically.
The drain tank is to be located beneath the engine and equipped with the fol-
lowing:
• Depth sounding pipe
• Pipe connections for lubricating oil purifiers
• Heating coil adjacent to pump suction
• Air vents with flame protection
NOTE The classification societies require that all drain pipes from the crank-
case to the drain tank are taken as low as possible below the free sur-
face of the oil to prevent aeration and foaming; they have to remain
below the oil surface at all times.
Strict attention has to be paid to this specification.
There is to maintain adequate drainage under sea conditions resulting in pitching

and rolling. The amount of lubricating oil required for an initial charge of the
drain tank is indicated in Figure 4-13. The total tank size is normally 5-10 %
greater than the amount of lubricating oil required for an initial filling.
DN
h1
h2
h
Suction area Distance between suction pipe and bottom of tank

After system
First filling commissioning Second filling Engine in operation
operating level
h1
h1
hx *1)
h2
h2
h2
h2
LO pump stopped LO pump stopped LO pump stopped LO pump in operation

*1) Level after filling of external system.
Volume and level in the lub. oil drain tank depend on capacity of pipes, coolers, filters, etc.
The oil volume in tank contains part of the oil quantity which drains back when the pumps
SM-0037 are stopped.
Figure 4-13 Dimensioning and filling process of lubricating oil drain tank

Arrangement of vertical
lubricating oil drains
1 2 3 4 5
Driving end
6
Free end
*2)
*1) *1)
*1) Proposal to determine final position in accordance with shipyard

*2) Alternatively the oil drains may also be arranged symmetrically on
SM-0038 port/fuel pump side.
Figure 4-14 Arrangement of vertical lubricating oil drains for 6-cylinder engines
NOTE The illustration above does not necessarily represent the actual config-
uration or the stage of development, nor the type of your engine.
For all relevant and prevailing information see MIDS drawings,  4-17.
Inclination angles
Heel (static)
Trim (static) and pitching (dynamic)

Rolling (dynamic)
SM-0065 Athwartships and fore-and-aft inclinations may occur simultaneously.

NOTE The data in the following tables represent the state of data as of the
year 2019 and earlier. If you want to obtain the latest data please ad-
dress yourself to the relevant classification society.
Table 4-4 Minimum inclination angles for full operability of the engine (1)
Classification societies (overview see Appendix, 9.1,  9-1)
ABS BV CCS CRS
Year of latest update by Class 2019 2018 2018 2018
Main and auxiliary engine
Abbreviation 4/1/1/7.9 C/1/1/2.4 3/1/1/1.2.1 7/1/1.6/1.6.2
Heel to each side 15° 15° 15° 15°
Rolling to each side 22.5° 22.5° 22.5° 22.5°
a)
Trim by the head 5° 5° 5° 5°
Trim by the stern a) 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Abbreviation 4/1/1/7.9 C/1/1/2.4 3/1/1/1.2.1 7/1/1.6/1.6.2
Heel to each side 22.5° c) 22.5° 22.5° c) 22.5° c)
Rolling to each side 22.5° c) 22.5° 22.5° c) 22.5° c)
Trim 10° 10° 10° 10°
Pitching ±10° ±10° ±10° ±10°
Electrical installation
Abbreviation 4/1/1/7.9 C/1/1/2.4 4/1/2/1.2.1 7/1/1.6/1.6.2
Heel to each side 22.5° b) 22.5° b) c) 15° c) 22.5° b)
Rolling to each side 22.5° b) 22.5° b) c) 22.5° c) 22.5° b)
Trim 10° 10° b) 5° 10° b)
Pitching ±10° ±10° b) ±7.5° ±10° b)
a)
Where the ship’s length exceeds 100 m, the fore-and-aft static angle of inclination may be taken as
500/L degrees. (where L = length of ship in metres)
b)
Up to an inclination angle of 45 degrees, switches and controls are to remain in their last set position as
no undesired switching operations or operational changes may occur.
c)
For ships carrying liquefied gases or chemicals the arrangement is to be such that the emergency power
supply also remains operable with the ship flooded to a final athwartships inclination up to 30 degrees.

DNV DNV-GL GL IRS KR
Year of latest update by Class 2016 2018 2016 2018 2018
Abbreviation 4/1/3/B 200 4/1/3/2.2/2.2.1 I-1-2/1/C/C.1.1 4/1/1/1.7/1.7.1 5/1/103./1.
Heel to each side 15° 15° 15° 15° 15°
Rolling to each side 22.5° 22.5° 22.5° 22.5° 22.5°
Trim by the head a) 5° 5° 5° 5° 5°
a)
Trim by the stern 5° 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Heel to each side 22.5° c) 22.5° c) 22.5° c) 22.5° c) 22.5° c)
Rolling to each side 22.5° c) 22.5° c) 22.5° c) 22.5° c) 22.5° c)
Trim 10° a) 10° a) 10° 10° 10°
Pitching ±10° ±10° ±10° ±10° ±10°
Heel to each side 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c)
Rolling to each side 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c)
Trim 10° a) b) 10° a) b) 10° b) 10° b) 10° b)
Pitching ±10° b) ±10° b) ±10° b) ±10° b) ±10° b)
a)
Where the ship’s length exceeds 100 m, the fore-and-aft static angle of inclination may be taken as 500/L degrees.
(where L = length of ship in metres)
b)
Up to an inclination angle of 45 degrees, switches and controls are to remain in their last set position as no undesired
switching operations or operational changes may occur.
c)
For ships carrying liquefied gases or chemicals the arrangement is to be such that the emergency power supply also remains
operable with the ship flooded to a final athwartships inclination up to 30 degrees.

LR NK PRS RINA RS
Year of latest update by Class 2018 2018 2019 2018 2019
Abbreviation 5/1/3/3.7 D/1.3.1/6 VI/1/1.6.1 C/1/1/2.4 VII/2/2.3
Heel to each side 15° 15° 15° 15° 15°
Rolling to each side 22.5° 22.5° 22.5° 22.5° 22.5°
Trim by the head a) 5° 5° 5° 5° 5°
a)
Trim by the stern 5° 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Abbreviation 5/1/3/3.7 D/1.3.1/6 VI/1/1.6.1 C/1/1/2.4 VII/2/2.3
Heel to each side 22.5° c) 22.5° b) c) 22.5° c) 22.5° c) 22.5° c)
Rolling to each side 22.5° c) 22.5° b) c) 22.5° c) 22.5° c) 22.5° c)
Trim 10° 10° b) 10° 10° 10°
Pitching ±10° ±10° b) ±10° ±10° ±10°
Abbreviation 6/2/1/1.10 H/1/1.1.7 VIII/2/2.1.2.2 C/2/2/1.6 XI/2/2.1.2.2
Heel to each side 15° 15° c) 15° 22.5° b) 15° c)
Rolling to each side 22.5° 22.5° c) 22.5° 22.5° b) 22.5° c)
Trim 5° a) 5° a) 5° 10° b) 5° c)
Pitching ±7.5° ±7.5° ±10° ±10° b) ±10° c)
a)
Where the ship’s length exceeds 100 m, the fore-and-aft static angle of inclination may be taken as 500/L degrees.
(where L = length of ship in metres)
b)
Up to an inclination angle of 45 degrees, switches and controls are to remain in their last set position as no undesired
switching operations or operational changes may occur.
c)
For ships carrying liquefied gases or chemicals the arrangement is to be such that the emergency power supply also remains
operable with the ship flooded to a final athwartships inclination up to 30 degrees.

4.4 Fuel oil system
4.4 Fuel oil system

The latest version of the Marine Installation Drawing Set relevant for the fuel
oil system (DG 9723) is provided on the WinGD corporate webpage under the
following link:
MIDS
HFO LFO
1 2 3
PRV
LT Cooling 10
5
water system
7
9 6
11 PLFURQV
5 8 FM
Main PLFURQV PLFURQV

Engine
1 HFO settling, storage and separation system 7 Fuel oil mixing unit HFO piping
2 LFO settling, storage and separation system 8 High pressure booster pump LFO piping
3 Automatic fuel change over unit 9 Fuel oil endheater
Common piping
4 Low pressure feed pump 10 FW Fuel oil cooler
5 Automatic self cleaning filter 11 Duplex filter
6 Flow meter SM-0300
Figure 4-15 Scheme of fuel oil system

4.4 Fuel oil system
4.4.1 Fuel oil system components

Fuel oil feed pump
Type Positive displacement screw pump with built-in overpressure relief

valve
Capacity According to GTD: The capacity is to be within a tolerance of 0 to

+ 20 % of the GTD value, plus back-flushing flow of automatic filter,
if any.
Delivery pressure The delivery pressure is to take into account the system pressure
drop and prevent entrained water from flashing off into steam by en-
suring that the pressure in the mixing unit is at least 1 bar above the
water vapour pressure, and no lower than 3 bar. The water vapour
pressure is a result of the system temperature and pressure for a
given fuel type. Heavier oils need more heat and higher tempera-
tures to maintain them at the correct viscosity than lighter oils.
(Refer to the formula and example below.)
Electric motor The electric motor driving the fuel oil feed pump shall be sized large
enough for the power absorbed by the pump at maximum pressure
head (difference between inlet and outlet pressure), maximum fuel
oil viscosity (700 cSt), and the required flow.
Working temp. Up to 90 °C
Fuel type Marine diesel oil and heavy fuel oil, up to 700 cSt at 50 °C
Formula for delivery pv + 1 + Δp1 + Δp2 [bar]

gauge pressure
where:
pv .............. = water vapour gauge pressure at the required system temp. [bar]
(see viscosity-temperature diagram in section 4.4.7,  4-44)
Δp1 ........... = max. pressure losses between feed pumps and mixing unit [bar]
Δp2 ........... = max. pressure change difference across the pressure regulating
valve of the feed system between min. and max. flow
(see Pressure regulating valve,  4-32)
Example HFO of 700 cSt at 50 °C, required system temperature 145 °C:
pv .............. = 3.2 bar

Δp1 ........... = 0.5 bar
Δp2 ........... = 0.6 bar
Delivery gauge pressure = 3.2 + 1 + 0.5 + 0.6 = 5.3 bar

4.4 Fuel oil system
Pressure regulating valve

To prevent entrained water from flashing off into steam, the pressure regulating
valve controls the delivery of the low-pressure feed pump by returning excessive
supply back to the pump’s suction side, ensuring that the discharge pressure is
1 bar above the evaporation pressure of water. To avoid heating-up of the fuel by
recirculation, the return pipe is designed with cooling ribs.
The pressure regulating valve should have a flat steady-state characteristic across
the fuel oil recirculation flow range.
Type Self- or pilot-operated which senses the upstream pressure

to be maintained through an external line. It is to be pneu-
matically or direct hydraulically actuated with an additional
manual control for emergency operation.
When using a pneumatic type, use a combined spring type to
close the valve in case of air supply failure.
Maximum capacity According to GTD: Refer to feed pump capacity.
Minimum capacity Approx. 20 % of that of the fuel oil feed pump
Service pressure Max. 10 bar
Pressure setting range 2-6 bar
Inlet pressure change The inlet pressure may vary by up to 0.8 bar depending on
the flow in the range of 20 % to 100 %.
Working temperature Up to 90 °C
Fuel oil viscosity 100 cSt, at working temperature (HFO 700 cSt at 50 °C)
Mixing unit
The mixing unit equalises the temperature between the hotter fuel oil returning
from the engine and the colder fuel oil from the service tank, particularly when
changing over from HFO to MDO/MGO and vice versa.
Due to the small amount of fuel consumed, especially in part-load operation,

only a small mixing unit is required. It is recommended that the tank contains no
more than approx. 100 litres. This is to avoid the changeover from HFO to
MDO/MGO or vice versa taking too long.
For changing over between heavy fuel oil and marine diesel oil (MDO/MGO)
and vice versa, as well as for operation on distillate fuel, refer to the separate
Concept Guidance (DG 9723), which is provided on the WinGD corporate web-
Operation on distillate fuels

4.4 Fuel oil system
Type Cylindrical steel fabricated pressure vessel as shown in

Figure 4-16
Capacity Refer to GTD.
Dimensions See MIDS.
Service pressure 10 bar
Test pressure According to classification society
2 4
3 1 Outlet
2 Inlet, return pipe
3 Inlet from feed pump
4 Vent
5 Drain
6 Heating coil
1 7 Insulation
8 Mounting brackets
SM-0068
Figure 4-16 Mixing unit

4.4 Fuel oil system
Fuel oil booster pump

The fuel oil booster pump delivers the fuel to the engine via a fuel oil end heater
for HFO operation.
Type Positive displacement screw pump with built-in overpressure

relief valve
According to GTD: The flow rate is to be within a tolerance of

Capacity 0 to + 20 % of the GTD value, plus back-flushing flow of auto-
matic filter, if any.
Inlet pressure Up to 6 bar
Final delivery pressure according to actual piping layout.

Delivery head
Refer to GTD.
Electric motor The electric motor driving the HP booster pump shall be
sized large enough for the power absorbed by the pump at
maximum pressure head (difference between inlet and outlet
pressure), maximum fuel oil viscosity (600 cSt), and the re-
quired flow.
End heater
Operates either temperature- or fuel oil viscosity controlled (default mode).
The viscosity is measured by the viscosimeter.
Type Tubular- or plate type heat exchanger, suitable for heavy oils
up to 700 cSt at 50 °C
Heating source Steam, electricity, or thermal oil
Consumption of saturated At 7 bar gauge pressure [kg/h]:

steam 1.32 ⋅ 10-6 ⋅ CMCR ⋅ BSFC ⋅ (T1 - T2)
where:
— BSFC = brake specific fuel consumption at contracted
maximum continuous rating (CMCR)
— T1 = temperature of fuel oil at viscosimeter a)
— T2 = temperature of fuel oil from service tank
Heating capacity [kW] 0.75 ⋅ 10-6 ⋅ CMCR ⋅ BSFC ⋅ (T1 - T2)
Working pressure Max. 12 bar, pulsating on fuel oil side
Working temperature Up to 150 °C, outlet temperature on fuel oil side

a) The viscosity is maintained by regulating the fuel temperature after the end heater in that the visco-
simeter monitors the fuel viscosity before the supply unit and transmits the signals to the heater con-
trols.

4.4 Fuel oil system
Diesel oil cooler

For diesel oil operation the fuel might need to be cooled to keep a minimum vis-
cosity of 2 cSt at engine inlet. A chiller unit is not required if the fuel properties
are in line with the latest ISO 8217 specification; such a unit would only be
needed for off-spec fuels that are not supported by WinGD.
Type Tubular- or plate type heat exchanger, suitable for diesel oils
Cooling medium LT cooling water
Alternatively: glycol-water mixture delivered from chiller unit
Cooling capacity [kW]
0.34 ⋅ BSFC ⋅ P ⋅ (T 1 - T 2 + 25.65 )
Q=
10 6
where:
Q [kW] = cooler heat dissipation at 100 % engine load
BSFC [g/kWh] = specific fuel consumption at design conditions
and 100 % engine load
P [kW] = engine power at 100 % CMCR
T1 [°C] = temp. of distillate fuel supplied to engine
T2 [°C] = temp. of distillate fuel required at engine inlet
Working pressure Max. 12 bar, pulsating on fuel oil side
From the engine
To the engine T2 T1 Distillate fuel supply

Cooler
SM-0187

4.4 Fuel oil system
Fuel oil filter

Two arrangements for the fuel oil filters can be applied in the fuel oil system, in-
cluding:
• Arrangement ‘A’: (see Figure 4-17,  4-37)
º a maximum 10 micron fine filter installed in either the feed ‘cold’ system
or booster ‘hot’ system
º a second, manually cleaned duplex filter of recommended maximum 25
micron installed upstream of the engine inlet booster system
• Arrangement ‘B’: (see Figure 4-18,  4-40)
º a maximum 10 micron fine filter installed in the booster ‘hot’ system
NOTE WinGD recommends arrangement ‘A’.
Arrangement ‘A’ A manually cleaned 25 micron (absolute sphere passing mesh size) duplex filter
(recommended) is installed in the booster system close to engine inlet. This arrangement is a best
practice recommendation. However, a coarser filter is acceptable (arrangement
‘B’ does not include secondary duplex filtration and lacks the indication of fuel
oil treatment system overall performance).
A duplex filter is sufficient, as most particles are already removed by the fine
filter outlined in option 1 or option 2 below.
Table 4-7 Specification of duplex filter in booster system

Working viscosity 10-20 cSt required for HFO (13-17 cSt recommended)
Flow rate According to GTD. The capacities cover the needs of the
engine only. If a filter of automatic back-flushing type is in-
stalled, the feed and booster pump capacities must be in-
creased by the quantity needed for back-flushing of the filter.
Service pressure Max. 12 bar at filter inlet
Permitted differential press. — clean filter: max. 0.2 bar

at 17 and 20 cSt — dirty filter: max. 0.6 bar
— alarm setting: max. 0.8 bar
Minimum bursting press. Max. 3 bar differential across filter

of filter insert
Mesh size Recommended max. 25 micron

(absolute sphere passing mesh)
Filter insert material Stainless steel mesh (CrNiMo)

4.4 Fuel oil system
The maximum 10 micron fine filter can be installed in two locations:

• Option 1:feed system
• Option 2:booster system
The filter is used to protect the engine against serious damage. It captures the cat-
alytic fines which were not removed by the fuel oil separator. In addition, the
filter provides a good indication of the separator’s efficiency.
HFO LFO Note 1: Only 1 automatic self cleaning filter to be installed:

either before the engine inlet (hot side), or
after the low pressure feed pump (cold side)
3
1 2
PRV
10
LT Cooling 5 (Note 1)
water system 7
6
11 9 8
5 (Note 1) PLFURQV
FM
Main PLFURQV PLFURQV

Engine
1 HFO settling, storage and separation system 7 Fuel oil mixing unit HFO piping
2 LFO settling, storage and separation system 8 High pressure booster pump LFO piping
3 Automatic fuel change over unit 9 Fuel oil endheater
Common piping
4 Low pressure feed pump 10 FW Fuel oil cooler
5 Automatic self cleaning filter 11 Duplex filter
6 Flow meter SM-0206
Figure 4-17 Fuel oil filter arrangement ‘A’
NOTE Under consideration of the filter fineness an automatic filter with good
self-cleaning performance must be selected.

4.4 Fuel oil system
Option 1 10 micron fine filter in feed line:

The maximum 10 micron (absolute sphere passing mesh size) fine filter is in-
stalled in the ‘cold’ feed system. In this position the filter can be designed for a
lower flow rate compared to the booster system. However, higher resistance due
to higher fuel viscosity needs to be considered.
This filter position has the following advantage and disadvantage:
Advantage Booster pump is protected against abrasive catfines

Disadvantage Engine is not optimally protected against booster pump wear particles
Table 4-8 Specification of automatic filter in feed system

Working viscosity 100 cSt, for HFO of 700 cSt at 50 °C
Flow rate According to GTD. The capacities cover the needs of the en-
gine only. The feed pump capacity must be increased by the
quantity needed for back-flushing of the filter.
Service pressure after feed 10 bar at filter inlet

pumps

at 100 cSt — dirty filter: max. 0.6 bar

of filter insert
Mesh size Max. 10 micron absolute (sphere passing mesh)
Mesh size bypass filter Max. 25 micron absolute (sphere passing mesh)

4.4 Fuel oil system
Option 2 10 micron fine filter in the booster circuit:

The maximum 10 micron (absolute sphere passing mesh size) fine filter is in-
stalled in the booster circuit close to engine inlet. The filter needs to be laid out
for a maximum working temperature of 150 °C.
This filter position has the following advantage and disadvantage:
Advantage Optimum engine protection from fuel oil catfines and other abrasive
particles from system wear
Disadvantage Booster pump is not ideally protected against catfines
Table 4-9 Specification of automatic filter in booster system

Working viscosity 10-20 cSt required for HFO (13-17 cSt recommended)

at 17 and 20 cSt — dirty filter: max. 0.6 bar

of filter insert
Mesh size Max. 10 micron absolute (sphere passing mesh)
Mesh size bypass filter Max. 25 micron absolute (sphere passing mesh)
Arrangement ‘B’ The 10 micron (absolute sphere passing mesh size) fine filter is installed in the
booster circuit close to engine inlet. The filter needs to be laid out for a maximum
working temperature of 150 °C. With this arrangement, no indication is available
if the automatic filter fails.
NOTE Under consideration of the filter fineness an automatic filter with good
self-cleaning performance must be selected.
Same filter specification as provided by Table 4-9.

4.4 Fuel oil system
HFO LFO HFO piping

LFO piping
Common
3
1 2
PRV
LT Cooling 10
water system 7
6
9 8
5
FM
Main PLFURQV
Engine
1 HFO settling, storage and separation system 6 Flow meter
2 LFO settling, storage and separation system 7 Fuel oil mixing unit
3 Automatic fuel change over unit 8 High pressure booster pump
4 Low pressure feed pump 9 Fuel oil endheater
SM-0214 5 Automatic self cleaning filter 10 FW Fuel oil cooler
Figure 4-18 Fuel oil filter arrangement ‘B’
4.4.2 Fuel oil system components for installations without HFO

The layout of the system without HFO is defined project-specifically. Significant
system simplifications are possible. Please consult WinGD via its licensee.
4.4.3 Flushing the fuel oil system

For flushing of the fuel oil system refer to the latest version of the relevant In-
struction (DG 9723), which is provided on the WinGD corporate webpage
Instruction for flushing - Fuel oil system

4.4 Fuel oil system
4.4.4 Fuel oil treatment

The latest version of the Concept Guidance for fuel oil treatment (DG 9723) is
provided on the WinGD corporate webpage under the following link:
Fuel oil treatment
Settling tanks
Gravitational settling of water and sediment from modern heavy fuel oils is an
extremely slow process due to the small difference in densities. The settling pro-
cess is a function of the fuel surface area of the tank to the viscosity, temperature
and density difference. Heated large-surface area tanks enable better separation
than heated small-surface area tanks.
Service tanks
Diesel oil service tanks are similar to heavy oil service tanks, with the possible
exception of tank heating, although this may be incorporated for vessels con-
stantly trading in cold climates.
Most of the service tank design features are similar to those of settling tanks,
comprising a self-closing sludge cock, level monitoring device and remote
closing discharge valves to the separator(s) and engine systems. The service tank
is to be equipped with a drain valve arrangement at its lowest point, an overflow
to the overflow tank, and recirculating pipework to the settling tank.
Water in fuel Due to condensation or coil leakage, water may be present in the fuel after the
separators. The recirculation pipe, which reaches to the lower part of the service
tank, leads the water into the settling tank. A pipe to the separators should be
provided to re-clean the fuel in the case of dirty water contamination. This line
should be connected just above the drain valve at the service tank bottom.
Cleaning of fuel The fuel is cleaned either from the settling tank to the service tank or recircu-
lating the service tank. Ideally, when the main engine is operating at CMCR, the
fuel oil separator(s) should be able to maintain a flow from the settling tank to the
service tank with a continual overflow back to the settling tank. The sludge cock
is to be operated at regular intervals to observe the presence of water, a signifi-
cant indication for the condition of the separator(s) and heating coils.
Centrifugal fuel oil separators

There are two types of oil separators:
• Type 1 — Separators with gravity discs
• Type 2 — Separators without gravity discs
NOTE Separators with gravity discs represent outdated technology and are
therefore not supported by WinGD.

4.4 Fuel oil system
Separators without These separators are self-adjusting to the fuel properties and self-cleaning. Sep-
gravity discs arators without gravity discs operate as combined purifiers-clarifiers; thus water
and sediment separation is integrated in one unit. The manufacturers claim ex-
tended periods between overhaul. Compared to the outdated separators with
gravity discs the reliability is greatly improved, enabling unattended onboard op-
eration. As it is usual to install a standby separator as a back-up, it is of advan-
tage to use both units in parallel to improve the separation result.
For further details and information regarding the separators please refer to the
manufacturer’s instructions.
Separation efficiency The separation efficiency is a measure of the separator's capability to remove
specified test particles. The separation efficiency is defined as follows:
æ C ö÷
n = 100 ⋅ ççç1 - out ÷÷
çè C in ø÷
where:
n ............... = separation efficiency [%]

Cout ........... = number of test particles in cleaned test oil
Cin ............ = number of test particles in test oil before separator
Certified Flow Rate To express the performance of separators according to a common standard, the
term Certified Flow Rate (CFR) has been introduced. CFR is defined as the flow
rate in litres/hour, 30 minutes after sludge discharge, at which the separation ef-
ficiency is 85 % when using defined test oils and test particles. CFR is defined for
equivalent fuel oil viscosities of 380 and 700 cSt at 50 °C.
More information can be found in the CEN document CWA 15375:2005 (E) of
the European Committee for Standardization.
Throughput capacity The required minimum effective throughput capacity (litres/hour) of the separa-
tors is determined by the formula 1.2 ⋅ CMCR ⋅ BSFC ⋅ 10-3 [litres/hour] as shown
in the following example. The nominal separator capacity and the installation
are to comply with the recommendations of the separator manufacturer.
(The MDO separator capacity can be estimated using the same formula.)
Example • 12-cyl. engine

• CMCR / R1: 63,840 kW
• BSFC / R1: 181.1 g/kWh
• Throughput: 1.2 ⋅ 63,840 ⋅ 181.1 ⋅ 10-3 = 13,874 litres/hour
Oil samples To ensure that representative samples of fuel oil can be taken, dedicated sam-
pling points (cocks) are provided on engine side. Such cocks need also to be in-
stalled on system side according to the relevant system proposal drawing in
MIDS.

4.4 Fuel oil system
4.4.5 Pressurised fuel oil system

The fuel is supplied from the heated heavy fuel oil service tank or the unheated
diesel oil service tank to the low-pressure feed system.
Fuel changeover For changing over from one fuel type to the other it was common to have a
simple, manually operated three-way valve. This arrangement is not recom-
mended any longer, as with the introduction of different Emission Control Areas
(ECA), fuel changeover is quite frequently required, even at high engine load.
(In the past it was needed in rare cases only, for instance due to maintenance or
before stopping the engine, i.e. at relatively low loads.)
Automatic Consequently, a well proven automatic changeover unit is nowadays recom-

changeover unit mended, which ensures:
• A maximum temperature gradient of 2 K/min during changeover
• A maximum viscosity of 20 cSt
• A minimum viscosity of 2 cSt; this minimum limit is most challenging
during changeover from HFO to distillate fuel.
Attention: not all changeover units guarantee keeping the minimum vis-
cosity limit, as viscosity is not controlled.
• A best-practice automatic control of diesel oil cooler activation
4.4.6 Fuel oil specification

The validated fuel oil qualities are published in the document Diesel engine
fuels provided on the WinGD Corporate Webpage under the following link:
Fuel qualities

4.4 Fuel oil system
4.4.7 Fuel oil viscosity-temperature dependency

The fuel oil viscosity depends on its temperature. This dependency is shown as
graph in Figure 4-19.
Kinematic viscosity
Seconds Redwood
Seconds Saybolt
[mm2/s (cSt)]
Universal
No.1
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
400 000 400 000 100 000

200 000 200 000 50 000
100 000 100 000

20 000
50 000 50 000
10 000
20 000 20 000 5 000
10 000
10 000 2 000 Oils can be pumped only with difficulty
5 000 5 000 or not at all
4 000 1 000
3 000 Bunker Fuel Oil
3 000
2 000 2 000 500
1 500 400
1 500
300
1 000
1 000
800 200
800
600
600 500
400 100
400
300
300
70
200 50 60 0 m
200 38 0 m2
150 40 0 /s
150 at
18 50
30 0 °C
1100
100 00
100 20 60
80
17
80 70 30
70 60 13
Ma
rin
60 10 e
50 9 (t y Die
8 pic sel
50 45 al) Oi
7 l
45 40 6 Ma
rin
5
(t y e Ga
pic s O
40 al) il
4
35
36 33 3
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Fuel oil temperature [°C]
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 220 240 260 280 300 320 340
[°F]
Recommended viscosity range for HFO before fuel injection pumps
Required viscosity range for HFO before fuel injection pumps
Example To obtain the recommended viscosity before fuel injection pumps

a fuel oil of 380 mm2/s (cSt) at 50 °C must be heated up to 130 °C to 140 °C. SM-0215
Figure 4-19 Fuel oil viscosity-temperature diagram


Relevant installation information for the pilot fuel system is included in the fuel
oil system Marine Installation Drawing Set (DG 9723), which is provided on
the WinGD corporate webpage under the following link:
MIDS
Flushing the pilot fuel oil The requirements for flushing the pilot fuel oil system and for the treatment of
system and treatment pilot fuel oil are similar to those described in the fuel oil system sections
of pilot fuel oil
4.4.3 Flushing the fuel oil system,  4-40 and 4.4.4 Fuel oil treatment,  4-41.
Functionality The pilot fuel system operates during all engine operating modes (gas, diesel and
fuel sharing operation) as outlined in 1.4 Fuel operating modes,  1-6. Pilot fuel
is injected into the combustion chamber to ignite the gas charge.
The pilot fuel system is designed for operation on MDO (DMB, DFB grades) and
MGO (DMA, DFA, DMZ, DFZ grades).
The diesel oil is delivered by a fuel oil supply pump via a diesel oil cooler and a
filter to the engine as shown in Figure 4-20.
Sulphur content In general, the pilot fuel sulphur content must comply with the limits of the ap-
plicable emission regulations. Project-specific exceptions might be granted in
some areas on certain conditions, e.g. continuous sulphur emission measure-
ments.
From storage tank
LT cooling
water system
2
4
Main Engine
1 MGO service tank 3 MGO cooler
2 MGO pump 4 Fuel oil filter
SM-0207
Figure 4-20 Scheme of pilot fuel oil system
On-engine The on-engine pilot fuel pump unit raises the pilot diesel oil pressure to the re-
pilot fuel oil system quired level. The unit consists of an electrically driven radial piston pump (with
built-in overpressure bypass valve), fuel filters, and a pressure control valve.

Main components of The main components of the pilot fuel oil system are the pump unit, common rail
pilot fuel oil system pipe, feed pipes, and injection valves.
Pressurised pilot fuel is delivered from the pump unit into a common rail pipe.
The high-pressure piping from pump to injectors is of double-wall type. Any
leakage is collected from the annular space of the double-wall pipe and led to a
collector fitted with a leakage sensor. The common rail piping delivers pilot fuel
to each injection valve and in addition acts as a pressure accumulator against
pressure pulses.
Pilot injection valves The DF-engine uses pilot injectors with built-in solenoid valves. The injectors are
and pre-chambers electronically controlled by the WinGD Engine Control System, which allows
exact timing and duration of the injection. To have the best ignition and combus-
tion stability, the pilot injection valves are combined with pre-chambers. These
pre-chambers are directly cooled by the HT cooling water from the cylinder
cover. Furthermore the injectors are cooled by system oil.
Pilot fuel injection is also activated in diesel mode operation to prevent excessive
deposit formation on the injector tips and in the pre-chambers.
Pilot fuel injectors
Double wall high pressure pipes
Pilot fuel pump

SM-0078
Figure 4-21 Pilot fuel high-pressure system

Pilot fuel oil filter A 10 micron fine filter is provided in the engine’s pilot fuel unit.
On system side a 10 micron (absolute sphere passing mesh size) duplex filter as
specified in Table 4-10 is to be installed. For the installation position see MIDS.
Table 4-10 Specification of pilot fuel oil filter on system side

Type Duplex filter
Working viscosity 2-17 cSt required for MDO / MGO
Permitted differential — clean filter: max. 0.2 bar

pressure at 14 cSt — dirty filter: max. 0.6 bar
Minimum bursting Max. 3 bar differential across filter

pressure of filter insert
Filter insert mesh size Specified max. 10 micron

(absolute sphere passing mesh)

4.6 Gas fuel system
4.6 Gas fuel system

The latest version of the Marine Installation Drawing Set relevant for the gas
fuel system (DG 9727) is provided on the WinGD corporate webpage under the
following link:
MIDS
The document Flushing Instruction for Gas Fuel System Piping is accessible
with the following link:
Flushing instruction - Gas fuel system piping
4.6.1 Safety considerations

The engine room arrangement, design and location of equipment and the type of
systems installed vary depending on the ship installation. However, the main
principles of gas safety and redundancy must meet the minimum requirements as
defined in WinGD’s Safety Concept and in the relevant codes and regulations,
like IGF and IGC codes.
WinGD’s Safety Concept is provided on the WinGD corporate webpage under

the following link:
2-S Dual-Fuel Engine Safety Concept
NOTE Carefully read, understand and follow the instructions given in the
above-mentioned Safety Concept. This concept is an imperative and
indispensable prerequisite for safe operation of DF-engine applica-
tions.
4.6.2 Operating principles

WinGD X-DF engines are usually installed for dual-fuel operation, meaning the
engine can perform either in gas or in diesel operating mode. The operating
mode can be changed while the engine is running, within certain limits, without
interruption of power generation. If the gas supply fails, then the engine will au-
tomatically trip to diesel mode operation.
The lean-burn concept

In gas operating mode the DF engine runs as a lean-burn engine utilising natural
gas as the main source of fuel. The fuel gas is supplied to the engine at low pres-
sure. Gas ignition is initiated by injecting a small amount of pilot diesel oil
(MDO / MGO), giving a high-energy ignition source for the main fuel charge
(gas-air mixture) in the cylinder (see Figure 4-22,  4-49). Gas injection is hy-
draulically actuated and electronically controlled.
With the lean fuel mixture it is possible to achieve good engine characteristics re-
garding output, efficiency and emissions. A lean air-fuel mixture is also utilised
to avoid knocking. However, at high loads the misfiring limit is getting closer to
the knocking limit, which means that the useful operating window is decreasing
(see Figure 4-23,  4-49). Thanks to continuous combustion monitoring, engine
operation will remain in the correct operating window.

4.6 Gas fuel system
SM-0112
Figure 4-22 Lean burn with pilot ignition
SM-0111
Figure 4-23 Lean-burn operation window

4.6 Gas fuel system
Combustion control One of the key measures is to control the combustion process separately in each
for each cylinder cylinder to stay within the operating window and have optimal performance in
all conditions for each cylinder regarding safety, efficiency and emissions. The
DF-engine facilitates individual cylinder combustion control, which makes it
possible to obtain optimal operating performance at conditions where gas
quality, ambient temperature, etc. vary.
4.6.3 Gas specifications

As a dual-fuel engine, the WinGD X-DF engine is designed for continuous ser-
vice in gas or in diesel operating mode. For continuous operation without reduc-
tion in rated output, the gas used as main fuel in gas operating mode must fulfil
the quality requirements mentioned in Table 4-11. The properties of gas are de-
fined at engine inlet.
Table 4-11 Gas specifications

Value
Property
(values given in Nm3 are at 0 °C and 101.3 kPa)
Lower heating value (LHV) ≥ 28 MJ/Nm3
Influence of MN on max. eng. output See graph in 1.5 Operation in gas mode,  1-7.
Methane content ≥ 70 % volume
Hydrogen sulphide (H2S) ≤ 0.05 % volume
Hydrogen (H2) a) ≤ 3 % volume
Ammonia ≤ 25 mg/Nm3
Chlorine and fluorine ≤ 50 mg/Nm3
Dew-point of water ≤ -20 °C
Oil (aerosol liquid and vapour) ≤ 1 mg/Nm3
Gas cleanliness Gas is considered as sufficiently clean. b)
Gas temperature at engine inlet 0-60 °C. Note that no condensate is allowed in the
annular space of the ME gas piping. c)
Gas feed pressure d) According to GTD
Permissible gas pressure fluctuation ± 0.6 bar (across all frequencies)
a) Hydrogen content higher than 3 % volume must be considered on a project-specific basis.
b) Contamination from gas system has to be avoided, e.g. by correct pipe flushing, ensuring cleanli-
ness of bunkering connections, etc.
c) If the gas temperature falls below the ambient air temperature (or the ambient air dew point, if de-
termined), a dedicated dry air supply must be used from one of the following methods:
— from control air supply (ISO 8573-1, class x-4-x to be fulfilled, i.e. dew point ≤ 3 °C)
— from air dryer (ISO 8573-1, class x-4-x to be fulfilled, i.e. dew point ≤ 3 °C)
— from working air supply (as long as gas temperature is > 20 °C)
d) The required gas feed pressure depends on the LHV as well as on the specific engine rating and ac-
tual engine load (specified in GTD). Details regarding feed pressure layout can be found in section
4.6.4,  4-51.

4.6 Gas fuel system
4.6.4 Gas supply pressure

Layout of The engine and the gas supply system are laid out such that unrestricted engine
gas supply system power output is ensured for all gas qualities down to a lower heating value (LHV)
of 28 MJ/Nm3. This is typically the lowest value of LNG’s natural boil-off com-
position with high nitrogen content (approximately 22 %), as it can be found on
LNG carriers at the beginning of laden voyages.
The design limit of gas pressure regulating equipment (iGPR, see Integrated gas
pressure regulation unit,  4-55) as installed on the engine is 16 bar(g).
For the specific project, the gas piping class can be defined according to the de-
sign gas pressure specified in the following paragraphs with the consideration of
pressure fluctuation and safety margin for pressure losses.
Design gas supply The graph in Figure 4-24 indicates the required minimum design gas pressure at
pressure selection engine inlet for R1-R3 and R2-R4 rated engines as a function of the gas’ LHV
and the actual engine output.
NOTE The ship owner and the shipyard have the right and responsibility to de-
fine the ME rating (CMCR) and the LHV for 100 % CMCR output in the
ship building specification.
The gas supply design pressure is to be selected according to the 100 % CMCR
engine output and the selected LHV in consideration of the maximum pressure
drop between engine inlet and gas supply outlet.
A gas fuel with lower LHV than the specified LHV can be used at the specified
design gas pressure. However, the ME may have power limitations at certain
rating levels. Refer to Case 1 (Option 2) for more information.
110
100
LHV [MJ/Nm3] 36 32 28
90
36 32 28
80
70
Power [%]
60
50
40
30
20
Rating on R1 ... R3 line
Rating on R2 ... R4 line
10
0
5.5
5.3
5.7
11.2
11.8
12.4
13.5
14.2
5 6 7 8 9 10 11 12 13 14 15 16
SM-0186 Minimum gas pressure at iGPR inlet [barg]
Figure 4-24 Design gas feed pressure requirements

4.6 Gas fuel system
Rating-specific information is available from WinGD’s engine layout applica-

tion GTD.
Case 1 — Example of gas Assumptions:

supply pressure selection • Engine with R4 rating is selected.
for an LNG fuelled vessel
• No significant amount of natural boil-off gas is considered, e.g. just up to
10 %. Typically, the LNG in the tank has an LHV of approximately
36 MJ/Nm3 or higher. Therefore, a gas fuel with LHV of approximately
36 MJ/Nm3 is available under normal conditions. In the unlikely case of
significantly less LHV, sufficient engine power output for normal service
operation is available, e.g. more than 90 % CMCR power if LHV is just as
low as 32 MJ/Nm3.
• Pressure drop of 0.5 bar across the gas supply system to ME inlet is consid-
ered. The real pressure drop needs to be calculated by the shipyard or the
provider of the fuel gas supply system (FGSS, see section 4.6.6,  4-56).
Results:
In this case, the shipowner and shipyard have two options to define gas supply
pressure.
• Option 1:
º The shipowner and the shipyard consider the worst case as design crite-
rion, i.e. an LHV of 32 MJ/Nm3, to select the gas pressure.
º Based on the R4 rating and the LHV of 32 MJ/Nm3, gas supply pressure
at ME inlet is selected at 11.8 bar(g) following the GTD data.
º Considering the 0.5 bar pressure drop, the gas supply design pressure
from FGSS is defined at 12.3 bar(g).
• Option 2 (recommended by WinGD):

º The shipowner and the shipyard consider the LHV of 36 MJ/Nm3 as de-
sign criterion and accept the ME power limitation up to 92 % of the
CMCR in case the LHV drops to 32 MJ/Nm3.
º Based on the R4 rating and the LHV of 36 MJ/Nm3, gas supply design
pressure at ME inlet is selected at 11.2 bar(g) following the GTD data.
º Considering the 0.5 bar pressure drop, the gas supply pressure from
FGSS is defined at 11.7 bar(g).
Case 2 — Example of gas Assumptions:

supply pressure selection • Engine with R4 rating is selected.
for an LNG carrier
• A combination of low LHV (28 MJ/Nm3) and full-load operation of the en-
gine is unlikely. Typically, compressed boil-off gas is used as main gas fuel,
supplemented by forced boil-off, if needed. As such, a layout with LHV of
28 MJ/Nm3 would only lead to a situation where compressors are running
far from their design point in operation of the vessel, with a resulting reduc-
tion in efficiency.
• WinGD recommends selecting an LHV of 32 MJ/Nm3 for normal condi-
tion. Even if designed for this LHV, the engine can still operate with quite
high output if gas with LHV 28 MJ/Nm3 is supplied, e.g. more than 90 %
power output, if designed for LHV 32 MJ/Nm3.
• Pressure drop of 0.5 bar across the gas supply system to the engine inlet is
considered. The real pressure drop needs to be calculated by the shipyard or
the FGSS provider.

4.6 Gas fuel system
Results
• A gas pressure of 11.8 bar(g) at engine inlet is sufficient for CMCR opera-
tion.
• Considering the assumed maximum pressure drop of 0.5 bar, the design gas
supply pressure is 12.3 bar(g).
NOTE • It is recommended to consider the different gas temperatures for the

different gas compositions, e.g. cold gas with low LHV at the begin-
ning of laden voyage and warm gas with high LHV during ballast
voyage.
• It is recommended to consider the varying nitrogen content in relation
to the LHV. For example, approximately 22 % nitrogen for LHV
28 MJ/Nm3 and 11 % for LHV 32 MJ/Nm3 in the natural boil-off gas
mixture with mainly methane.
• The natural boil-off rate defines the compressor capacity if the gas to
the combustion unit (GCU) is supplied via the compressor, i.e. the in-
stallation must be able to handle all boil-off gas
Fuel sharing operation If the ME is operating in fuel sharing mode, the required minimum gas pressure
is according to the engine power, as indicated in Figure 4-24,  4-51. However,
the fuel gas flow rate will vary depending on the mixture ratio of fuel gas and fuel
oil.
Advantage of variable WinGD recommends energy-saving variable gas pressure supply to the engine
gas supply pressure inlet.
If the gas is supplied via a compressor, the saving can be significant, while for
supply via an LNG pump, the saving is minor. For LNG pump operation, the
pressure adaptation has the additional advantage of creating less heat input into
the LNG tank by reducing the pump’s mechanical work. Finally, variable gas
pressure supports stable engine operation down to minimum power.
However, constant gas pressure supply is possible but not recommended, due to
before mentioned reasons.
Pressure control of FGSS The Engine Control System (ECS) determines the fuel gas pressure set-point and
transmits the data to the Propulsion Control System (PCS) and the engine in-
ternal iGPR. The PCS then transmits the set-point to the FGSS. The data trans-
mitted to the FGSS has an additional pressure offset to accommodate for
pressure losses and dynamic load changes in the system. The pressure offset is a
project-specific input that is calculated and set in the PCS. See Figure 4-25,
 4-54 for the basic interface of the control systems.

4.6 Gas fuel system
PSP + Poffset
Fuel Gas Propulsion
Supply System Control System
(FGSS) (PCS)
PSP
PSP Engine
iGPR Control System
(ECS)
PSP - Fuel gas pressure set point at engine inlet

Poffset - Fuel gas pressure offset at the PCS
SM-0210
Figure 4-25 Fuel gas pressure control at engine inlet
Remark During fuel sharing operation, the gas supply pressure is adjusted according to
the engine load as provided by Figure 4-24,  4-51, while the gas supply amount
is reduced according to the fuel sharing ratio.
Operational engine The operational gas pressure at the engine internal gas admission valves (GAV)
internal gas is controlled by the iGPR, which is connected to the PCS. Preferably the iGPR
pressure control
just provides fine adjustments of the gas pressure to compensate for fluctuating
pressure demands caused by load fluctuations, while the FGSS provides the gas
pressure as requested by the PCS. However, the iGPR is able to handle any
supply pressure up to the maximum design pressure of 16 bar(g).
4.6.5 Fuel gas system on engine

When operating the engine in gas mode, the gas is supplied through gas admis-
sion valves into the cylinders, where it is mixed immediately with air.
Double-wall pipes are used for internal gas piping. The annular space in
double-wall piping installations is ventilated with air by suction pressure. The air
inlet to the annular space is located on the engine. Air is taken from a safe area
through dedicated piping.

4.6 Gas fuel system
Integrated gas pressure regulation unit

The WinGD X-DF engine requires precise regulation of gas pressure with a
timely response to changing load conditions. WinGD has developed the inte-
grated gas pressure regulation (iGPR), which encompasses all performance and
safety requirements associated with 2-stroke DF engine applications (see Figure
4-26).
Nഺ Vent
Vent supply
Engine room
ventilation fan
Vent
Extraction
fan
Air
supply
Air
N ഺ suction
supply
Fuel side Vent Three-way valve Vent

valve valve Adjustable
Non-return valve orifice
Vent Shut-off Inert valve
valve valve
1 n F
Gas
Gas/Inert Inert supply
Vent Shut-off
gas valve
valve valve Pressure Shut-off Gas
release
regulating valve filter
Flow Master Manual
valve
Exhaust side meter gas fuel shut-off
engine valve valve
Engine room ventilation Annular space Gas detector
Gas supply/pressure release Gas pipe Flanges system side
Air suction/release Engine Flanges engine side

Inert gas supply/release Engine room SM-0197
Figure 4-26 Gas system layout with iGPR
The main functions of iGPR include:

• Gas pressure regulation
• Gas flow measurement
• Gas filtration
• Leak test sequence
• Purging with inert gas and venting
• Fuel gas temperature monitoring
The iGPR is mounted on the engine and has the same installation principles that
are applied to other gas systems located in the engine room.

4.6 Gas fuel system
The iGPR consists of the following main components:
Pressure regulating valve The fuel gas feed pressure to the engine must be adjusted within a narrow, load
dependent pressure range to ensure at all times an accurate fuel gas pressure to
the engine’s common rail piping. This adjustment is done by means of a pressure
regulating valve, which is controlled by the Engine Control System.
Fuel gas shut-off valve The fuel gas shut-off valve for the iGPR is a normally closed type that is open in
normal operation. It is used to shut off the gas supply to the pressure regulating
valve and engine while also providing piping isolation for on-engine purging.
Purging and The iGPR is installed with multiple valves that isolate inert gas and vent lines
venting valves from the main fuel gas piping. In the event that a gas trip is initiated by the safety
system, these valves are automatically opened. Inert gas is then supplied to the
iGPR, and the fuel gas system is purged of gas. Manual activation of the valves
is available for fuel gas system maintenance.
Flow meter Fuel gas consumption is measured by a Coriolis flow meter.
Gas filter Fuel gas supply to the iGPR is filtered using an integrated gas filter.
Control system The control system is based on the same hardware and reliable components as
used on the WinGD DF engines themselves. The complete iGPR control is allo-
cated in the iGPR control box. Based on signals from the control system logic,
the solenoids control the pneumatically actuated valves. A control panel is
mounted on the iGPR control cabinet, where the status of all valves and readings
from sensors are displayed.
4.6.6 Fuel gas supply system (FGSS)

The fuel gas can typically be stored as LNG at atmospheric pressure, or pressur-
ised. The design of the external FGSS may vary, but it should provide natural gas
with the correct temperature and pressure to the engine. The gas piping can be of
either single- or double-wall type according to its installation position in compli-
ance with the relevant rules. Any gas pipe in the engine room must be of
double-wall type.
Master gas fuel valve

For dual-fuel engines, the IMO IGC and IGF Codes require a master fuel gas
shut-off valve to be installed in the fuel gas feed system, outside the engine room
(Pos. 003 in drawing ‘Gas Fuel System’; see MIDS,  4-48). To enable inde-
pendent operation, it is recommended that an additional shut-off valve is applied
to each fuel gas consumer (Pos. 006 in drawing ‘Gas Fuel System’; see MIDS,
 4-48). At least one of these shut-off valves (Pos. 003 or Pos. 006) must be of
quick-closing type (closing in maximum 1 second).

4.6 Gas fuel system
Gas storage and fuel gas handling system

The design philosophy of the gas storage and fuel gas handling system is based
on safety and simplicity. A complete system approach has been targeted from the
very beginning with seamless interface to other systems.
The gas storage system is based on either pressurised tanks or atmospheric tanks:
Pressurised tanks In the case of pressurised tanks, either double-wall vacuum insulated or
single-wall PUR insulated LNG tanks of IMO type C can be selected. The LNG
tank insulation is sufficient to keep the gas in liquid state for extended periods,
even without any gas consumption.
Atmospheric tanks For atmospheric tanks, IMO type A or B or membrane tanks can be applied.
Usually atmospheric tanks are selected for extended operating endurance.
Boil-off gas handling needs to be considered, e.g. either by supplying the gas via
a compressor to the main and/or auxiliary engines, or by applying a small reliq-
uefaction unit. If supplying the boil-off gas to a consumer, the remaining LNG
will reduce its relative methane content. Subsequently, the methane number of
the LNG will be reduced. This effect is also known as aging. Reliquefaction of
boil-off gas helps to avoid this effect.
LNG process control The LNG is processed inside the tank room. The tank room is designed as natu-
rally ventilated enclosure or with dedicated ventilation if required by the classifi-
cation society.
Bunkering of LNG LNG shall be bunkered through one or more bunkering stations via a single-wall
piping in either a ventilated or inert duct. Connection to shore bunkering facili-
ties is made with a flexible hose or a fixed loading arm.
4.6.7 Fuel gas venting

In certain situations, during normal operation of a DF-engine there is a need to
safely depressurise the fuel gas piping. During a stop sequence in gas operation
mode, the iGPR and DF-engine gas venting valves will open automatically and
quickly reduce the gas pipe pressure to atmospheric pressure. Additionally, in
case of an emergency stop, a pressure release valve will relieve pressure from the
gas piping upstream from the iGPR.
Release of gas This small amount of gas can be released outward to a place carrying no risk of
ignition.
Alternatively, to ventilating into the atmosphere, other means of disposal (e.g. a
suitable furnace) can be considered. However, this kind of arrangement must be
accepted by the classification society on a case-by-case basis.
NOTE • All ventilation pipes that may contain fuel gas must be designed to
avoid accumulation of fuel gas inside the piping.
• The pressure drop in the venting lines is to be kept to a minimum.
Interconnection To prevent gas ventilation to another engine during maintenance, vent lines from
of vent lines gas supply or iGPR of different engines cannot be interconnected. However, vent
lines from the same engine can be interconnected to a common header.

4.6 Gas fuel system
Ventilation of double-wall gas piping

All gas piping on the engine, including the iGPR, is of double-wall-type. The
same safety concept as for the other gas components on the engine applies to the
iGPR.
The annular space in double-wall piping is ventilated by suction pressure created
by a ventilation fan, which is to be installed in a safe area outside the engine
room. Its suction side is connected to the annular space on plant side, just before
the engine inlet.
Location of One ventilation air inlet to the annular space is located on the engine. The venti-
ventilation air inlets lation air is to be taken from a safe area through dedicated piping.
The second ventilation air inlet is located at the other end of the gas supply
double-wall pipe, in a safe area outside the engine room.
With this arrangement, the ventilation air is taken from both inlets and flows
through the double-wall pipe annular space. The correct flow distribution be-
tween both venting paths must be set by adjusting the orifice 004 in drawing ‘Gas
Fuel System’ (detail); see MIDS,  4-48.
Extraction fan capacity The extraction fan capacity is calculated for a flow rate of no less than 30 times
of air exchange per hour. The volume of extraction air depends on the annular
space volume of the ME internal double-wall piping, including iGPR, and gas
supply double-wall piping.
For twin ME installation or gas fuelled GE and boiler in the engine room,
WinGD recommends arranging independent ventilation air systems, including
the extraction fan for each branch of the gas supply piping. This minimises the
risk that a gas leakage from one gas consumer causes an alarm / shut-down of an-
other gas consumer.
According to requirements of classification societies, spare parts should be avail-

able for each type of fan, except if a second fan is mounted as redundancy.
Annular space dry If the fuel gas temperature is below the dew point of the annular space venting
venting air supply air, dry air needs to be supplied for the engine’s annular space venting to avoid
condensation. This can be achieved by supplying compressed air (working air at
7-8 bar(g) is sufficient). For further detail refer to system proposal drawing ‘Gas
Fuel System’ in MIDS,  4-48. The compressed air capacity must be designed
such that the annular space volume can be vented a minimum of 30 times per
hour. In addition, some design margin is to be included because the actual ex-
change rate requirements may be higher and to account for air loss via the flow
indicator (Pos. 009).
Hazardous area According to IGC/IGF Code a 1.5 metre hazardous area around both ventila-
tion air inlet and outlet has to be taken into consideration when designing the
ventilation piping.

4.6 Gas fuel system
4.6.8 Purging by inert gas

Purging and flushing of the gas fuel system is performed in case of gas leakage de-
tection, fire alarm or other emergency, and before maintenance on the ME
and/or the iGPR. The fuel gas piping system must be depressurised and any re-
maining natural gas removed by an inert gas, for example nitrogen. For this pur-
pose, the piping of the WinGD ME and the iGPR are equipped with inert gas
connections.
Purging gas properties For purging WinGD requires an inert gas, typically nitrogen, with the following
properties:
Table 4-12 Purity of inert gas

Requirement Property Value
IGF requirements Content of mixture out of N2, CO2, Ar ≥ 95.0 %
Oxygen content ≤ 5.0 %
WinGD requirements Dew point (atmospheric pressure) ≤ - 40 °C
Inert gas pressure before purging valve Set-point ± 10 %
Set-point selection range 3-15 bar(g)
Purging gas pressure The purging gas pressure can be selected within a wide range to allow the best
match with the available purging gas system. Once the purging gas pressure has
been selected (defined as set-point), the actual purging gas pressure may deviate
± 10 % from the set-point. As the time controlled purging procedure is set during
commissioning, the pressure set-point must be defined before commissioning.
Purging gas The inert gas consumption for one purging cycle shall be a minimum of 3 times
consumption volume the gas pipe volume. The inert gas volume can be calculated with the following
equation:
Vi = 3 ⋅ Va [Nm3]
where:
Vi .............. = minimum required inert gas volume [Nm3]

Va ............. = total volume of the space to be purged, including ME internal gas
piping, external gas supply piping and relevant fittings [m3]
The ME internal gas piping volume to be purged can be found in the drawing
‘Gas Fuel System’ in MIDS,  4-48. The volume of external ship side gas supply
piping must be calculated by the shipyard and shall be based on the on-board
piping layout.
The ME control system has a pre-set inert gas purging cycle of 25 seconds. This
value can be adjusted during commissioning, if required. The inert gas consump-
tion volume Vi is defined by the selection of the inert gas release valve, consid-
ering:
• Inert gas design pressure (pi)

• Set purging duration

4.6 Gas fuel system
The design principles of an inert gas release valve are similar to that of a safety
valve. The valve opening section is designed based on the desired flow velocity
and the pressure differential before and after the valve. The valve supplier shall
provide a suitable valve for the calculated Vi, pi and purging duration time. Ship-
yards can consult the vendor of the inert gas release valve for more detail.
Inert gas supply for ME is one part of the inert gas supply on the vessel. There-
fore, the inert gas consumption of ME shall be added to the ship inert gas system
during the design phase.
4.6.9 Gas leak test

After first-time system assembly or maintenance work on the gas piping, a leak
test of the fuel gas pipe on engine side and plant side is required to ensure that the
gas pipe is tight and the components in the gas piping are working properly. The
gas leak test shall be done with compressed air from the starting air system with
a pressure reduced to the gas supply pressure as defined in section 4.6.4,  4-51.
A temporary connection shall be arranged at the branch of the inert gas supply
pipe (please refer to the MIDS drawing,  4-48).
NOTE If the inert gas pressure is equal to or higher than the design gas fuel
supply pressure, then the inert gas can be used via pressure control
valve for gas leak testing instead of compressed air from the starting air
system. In this case, a branch connection from the starting air system
to the gas fuel piping is not necessary.
The leak test can be started from the engine’s LDU and is automatically done se-
quentially for the three sections of the gas pipe, as shown in Figure 4-27.
I
P Gas feed
Vent system
iGPR
From starting
air system
(temporary)
Inert gas
I
supply
P
Section 1 - From gas supply to shut-off valves on the engine

Section 2 - Gas manifolds and GAV’s on fuel side
Section 3 - Gas manifolds and GAV’s on exhaust side SM-0249
Figure 4-27 Gas leak test sequence

4.7 Starting and control air system

starting air system (DG 9725) is provided on the WinGD corporate webpage
MIDS
Compressed air is required for engine starting and control, exhaust valve air
springs, the washing plant for scavenge air coolers, and general services.
The starting and control air system shown in Figure 4-28 comprises two air com-
pressors, two air receivers, and systems of pipework and valves connected to the
engine starting air manifold.
Distribution pipe
with automatic starting air shut-off valve
Starting air inlet
Clean and dry instrument air,

7...9 bar, supplied from board Drain
Control air inlet

for control system and air spring
Main engine
Starting air receiver
PI PI
Drain Drain Starting air compressor
Starting air feed pipes

Control air pipes
Automatic Ancillary equipment pipes
drain Pipes on engine
Pipe connections
PI Pressure indicator
SM-0034
Figure 4-28 Starting and control air system

4.7.1 Capacities of air compressor and receiver

The capacity of the air compressor and receiver depends on the total inertia (Jtot)
of the propulsion system’s rotating parts.
• Total inertia = engine inertia + shafting and propeller inertia 1):

J tot = J eng + J S +P
• Engine inertia (Jeng): refer to GTD 2)
• Relative inertia:
J
J rel = tot
J eng
4.7.2 System specification

Starting air compressors
Delivery gauge pressure 30 bar
The discharge air temperature must not exceed 90 °C and the air supply to the
compressors is to be as clean as possible without oil vapour.
Starting air receivers
Type Fabricated steel pressure vessels with domed ends and inte-
grated pipe fittings for isolating valves, automatic drain valves,
pressure reading instruments and pressure relief valves
Working gauge pressure 30 bar
1) Propeller inertia includes the part of entrained water.

2) The GTD application enables the capacities of compressors and air receivers to be op-
timised for the inertia of the engine and shaft line.

4.7.3 Control air
Control air system supply Control air is supplied from the board instrument air supply system (see Figure
4-28,  4-61) providing air at 8 bar gauge pressure (within a range of 7.0-9.0 bar).
The air quality should comply with the compressed air purity class 2-4-2 ac-
cording to ISO 8573-1 (2010-04-15).
Control air consumption With the development of engine technology the WinGD RT-flex and X/X-DF
engines consume much less control air than conventional engines. The required
control air flow capacities are shown in Table 4-13. These data can be used for
sizing the relevant engine external piping and facilities.
Table 4-13 Control air flow capacities

No. of Control air
cyl. flow capacity [Nm3/h]
6 14.4
7 16.8
8 19.2
9 21.6
10 24.0
11 26.4
12 28.8
4.7.4 Service and working air

Service and working air for driving air powered tools and assisting in the
cleaning of the scavenge air coolers is also provided by the board instrument air
supply system.


leakage collection and washing system (DG 9724) is provided on the WinGD
corporate webpage under the following link:
MIDS
Sludge oil trap Dirty oil collected from the piston underside is led under a pressure of approx.
2.8 bar to the sludge oil trap and then to the sludge oil tank.
The purpose of the sludge oil trap (see Figure 4-29) is to retain the large amount
of solid parts contained in dirty oil and to reduce the pressure by means of an or-
ifice or throttling disc fitted at its outlet, so that the sludge oil tank is under at-
mospheric pressure.
Design and dimensions of the sludge oil trap are given in the MIDS.
A B
A Test valve sludge oil level

B Test valve air flow A B
To sludge oil tank
Insulation
External
heating coil
Drain to
sludge oil tank
SM-0035
Figure 4-29 Sludge oil trap

From the piston rod stuffing box, dirty oil consisting of waste system oil, cylinder
oil, metallic particles and small amounts of combustion products is led directly to
the sludge oil tank.
Condensate from scavenge air is formed when the vessel is operating in a humid
climate. To avoid excessive piston ring and liner wear, the condensate is to be
continually drained from the scavenge air receiver.
4.8.1 Draining of exhaust uptakes

Engine exhaust uptakes can be drained automatically using a system as shown in
Figure 4-30.
Sectional detail for view A

Ø108 x 5
2
530
A
1130
1 Filling funnel
100
2 Pipe bracket
wl 3 Test cock
1700
4 Cleaning door
3
wl Minimum water level
4
Proposal for
Ø3 design and dimensions
68
x8
SM-0081
Figure 4-30 Arrangement of automatic water drain
4.8.2 Air vents

The air vent pipes of the ancillary systems have to be fully functional at all incli-
nation angles of the ship at which the engine must be operational. This is nor-
mally achieved if the vent pipes have an uninterrupted inclination of min. 5 %.
Such arrangement enables the vapour to separate into its air and fluid compo-
nents, discharging the air to atmosphere and returning the fluid to its source.

4.9 Exhaust gas system
4.9 Exhaust gas system

For an optimised exhaust gas system the following velocities are recommended
for pipes A, B and C shown in Figure 4-31:
Pipe A ....... = 40 m/s

Pipe B ....... = 25 m/s
Pipe C ....... = 35 m/s
For the pipe diameters please refer to the GTD application.
dA
dC
dB
*1) d
dA dA
*2)
dA dA
*1) The purpose for this by-pass is to allow Approx. 10 mm thick

engine operation after a turbocharger failure.
During normal operation it is blinded off. 7RVXLWSLSHÀDQJH
The by-pass can be omitted if agreed with
WKHFODVVL¿FDWLRQVRFLHW\DQGWKHRZQHU
Open port
*2) 7KHÀDQJHFRQQHFWLRQRIWKHFRPSHQVDWRU
SM-0109 can be designed as shown. Blinded port
Figure 4-31 Determination of exhaust pipe diameter

4.10 Engine room ventilation
4.10.1 Requirements
Engine room ventilation is to conform to the requirements specified by the legis-
lative council of the vessel’s country of registration and the classification society
selected by the shipowners.
Calculation methods for the air flows required for combustion and keeping the
machinery spaces cool are given in the international standard ISO 8861 ‘Ship-
building — Engine-room ventilation in diesel engined ships; Design require-
ments and basis of calculations’.
Based on ISO 8861, the radiated heat, required air flow and power for the layout
of engine room ventilation can be obtained from the GTD application.
The final layout of the engine room ventilation is, however, at the discretion of
the shipyard.
Detail A
SM-0101
Figure 4-32 Direct suction of combustion air — main and auxiliary engine

4.10.2 Air intake

If the combustion air is drawn directly from outside, the engine may operate over
a wide range of ambient air temperatures as described in the following.
Operating temperatures between 45 and 5 °C

The WinGD X92DF engine does not require any special measures, such as
pre-heating the air at low temperatures, even when operating on heavy fuel oil at
part load, idling and starting up. The only condition which must be fulfilled is
that the water inlet temperature to the scavenge air coolers is no lower than
25 °C.
This means:
• When combustion air is drawn directly from the engine room, no
pre-heating of the combustion air is necessary.
• When combustion air is ducted in from outside the engine room and the air
suction temperature does not fall below 5 °C, no measures need to be taken.
The central freshwater cooling system allows recovering the heat dissipated from
the engine and maintains the required scavenge air temperature after the scav-
enge air cooler by recirculating part of the warm water through the low-temper-
ature system.
NOTE The scavenge air cooling water inlet temperature is to be maintained at

min. + 25 °C. In the case of low-power operation this means that the
scavenge air cooling water will have to be pre-heated. For that pur-
pose, heat dissipation from other ancillary equipment, including lubri-
cating oil and cylinder cooling water cooler, is utilised. Consequently no
additional heater is required.
Operating temperatures between 5 °C and GTD limits

No further requirements are needed, as the engine integrated exhaust gas bypass
adjusts the scavenge air flow to the engine.
Operating temperatures below GTD limits

Please contact WinGD.

Main engine, diesel generator and

engine room air inlet with heavy
weather spray deflectors, spray
Detail - A eliminators and filter banks.
Air fans
Main engine
exhaust uptake
Diesel generator Protective grill

exhaust uptake
Diesel generator
Main engine
SM-0102
Figure 4-33 Direct suction of combustion air (detail)
4.10.3 Air filtration

The necessity for installing a dust filter and the choice of filter type depends
mainly on the concentration and composition of dust in the suction air (see Table
4-14,  4-71). Where suction air is expected to have a dust content of 0.5 mg/m3
or higher — for instance on coastal vessels or vessels frequenting ports where the
air has a high atmospheric dust or sand content — the air must be filtered before
it enters the engine.

Wear on piston rings In the event that the air supply to machinery spaces has a dust content exceeding
and cylinder liners 0.5 mg/m3, which can be the case for ships trading in coastal waters, desert areas
or transporting dust creating cargoes, there is a risk of increased wear to piston
rings and cylinder liners. The normal air filters fitted to the turbochargers are in-
tended mainly as silencers but not to protect the engine against dust.
Filter surface [m2]

100
90
8X92DF: MCR = 42.56 MW
80
70
65
60
Required filtration area for pressure drop < 20 mbar
55
50
45
40
35
30
25 nd s
e r a rie
t
fil se
d in
20 tt e ter
e
w fil or r
il l er filte
18 O ane i l t
p lf d
16 a ne ette
r
P il w te
fil
o
n
14
ee
cr
rs
12
le
ol
R
10
9
8
or
7
at
ar
ep
ls
6
tia
er
In
5
5 6 7 8 9 10 12 14 16 18 20 25 30 35 40 45 50 60 70
SM-0171 Engine power [MW]
Figure 4-34 Air filter size (example for 8-cyl. engine)
NOTE WinGD advises to install a filtration unit for the air supplies to main en-
gines and general machinery space on vessels regularly transporting
dust creating cargoes, such as iron ore and bauxite.

Table 4-14 Guidance for air filtration

Dust concentration in ambient air
Normal Normal shipboard requirement Alternatives necessary in very special circumstances
Most frequent Short period < 5 % of running time, Frequently to permanently Permanently > 0.5 mg/m3
particle sizes < 0.5 mg/m3 ≥ 0.5 mg/m3
Oil wetted or Inertial separator and
> 5 μm Standard TC filter sufficient
roller screen filter oil wetted filter
Oil wetted or Inertial separator and
< 5 μm Standard TC filter sufficient
panel filter oil wetted filter
These alternatives apply most likely to only very few extreme
Normal requirement for the vast
--- cases, e.g. ships carrying bauxite or similar dusty cargoes, or
majority of installations
ships routinely trading along desert coasts.

4.11 Piping
4.11 Piping
4.11.1 Pipe connections

The latest versions of the Pipe Connection Plans (DG 8020) are provided on the
WinGD corporate webpage under the following links:
6-cyl. engine
7-cyl. engine
8-cyl. engine
9-cyl. engine
10-cyl. engine
11-cyl. engine
12-cyl. engine
4.11.2 Flow rates and velocities

For the different media in piping, WinGD recommends flow rates and velocities
as stated in the document ‘Fluid velocities and flow rates’.
Note that the given values are guidances figures only and that national standards
may also be applied.
The latest version of the document ‘Fluid Velocities and Flow Rates’ (DG 9730)
is provided on the WinGD corporate webpage under the following link:
Recommended fluid flow rates and velocities

4.12 PTO, PTI, PTH and primary generator applications

WinGD proposes various power take-off (PTO) and power take-in (PTI) ar-
rangements that improve the efficiency and usability of the vessel’s propulsion
chain. Some of the proposals are even suitable as power take-home devices
(PTH), which enable the vessel to immobilise the main engine while staying ca-
pable to move. Furthermore, the primary generator enables the vessel to generate
electric power by the main engine without running the propeller.
Depending on engine design the PTO solution can be applied either in the shaft
line or at engine’s free end.
NOTE All given alternatives are subject to a detailed project-specific study

and definition. Please consult WinGD via their licensee.
4.12.1 Requirements
After selecting the engine:
1) Define the shaft power and the shaft speed.
2) Estimate the electric power demand for propulsion purpose.
3) Evaluate which of the PTO / PTI systems is the most suitable.
4) Select suitable electrical components like frequency converter, etc.
NOTE The type of the PTO / PTI system has an influence on the execution of
the main engine. Thus, changing from one system type to another is
possible in the project stage but not after having ordered the engine.
4.12.2 Arrangements for PTO, PTI, PTH and primary generator

Figure 4-35,  4-74 illustrates the different arrangements for PTO, PTI, PTH and
primary generator.

AC AC
[1] AC [9] AC
AC AC
[2] AC [10] AC
1
AC AC
[3] 2 AC [11] AC
1
AC AC
[4] 2 AC [12] AC
AC AC
[5] AC [13] AC
AC AC
[6] AC [14] AC
AC
AC
[7] AC
[15] AC
AC AC
[8] AC [16] AC
Gear Tunnel 2-speed Torsional

FPP CPP 1 tunnel Clutch elastic
box gear box
2 gear box coupling
Torsional/
bending Generator AC Frequency converter Clutch,
elastic Machine AC grey:depending on thrust transmitting
coupling combinator or in open condition
constant speed mode
SM-0200
Figure 4-35 Arrangements for PTO, PTI, PTH

The following table itemises the arrangements corresponding to the numbers in

Figure 4-35,  4-74.
Table 4-15 PTO / PTI / PTH arrangements for X92DF

[1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16]
O O O O X O (X) O (X) O O O X O (X) O
X = the arrangement is possible
(X) = the arrangement may not be possible (too high nominal generator / el. motor torque due to too
low nominal engine speed and/or high generator / el. motor power)
O = the arrangement is not possible or plausible
NOTE In any case please check the application of arrangements for the
selected engine with WinGD via their licensee.
Project dependent options can also be considered.
4.12.3 Application constraints

The feasibility of project-specific PTO / PTI / PTH and primary generator needs
to be studied in any case. An overview about impacts is given in Table 4-17,
 4-76.
Table 4-16 Possible options for X92DF

Arrangements (see Figure 4-35,  4-74)
Option [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16]
PTO -- -- -- -- X -- X -- X -- -- -- X -- X --
PTI -- -- -- -- X -- X -- X -- -- -- X -- X --
PTH -- -- -- -- O -- X -- O -- -- -- O -- O --
Primary generator -- -- -- -- O -- O -- (X) -- -- -- O -- (X) --
a) a)
Remarks
X = the option is possible
(X) = the option is possible, however uncommon
O = the option is not possible
-- = the arrangement is not possible for X92DF
a) With de-clutched propeller and pure generator operation, the minimum engine load requirement has to be obeyed.

Table 4-17 Influence of options on engineering

Arrangements (see Figure 4-35,  4-74)
Engineering [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16]
Extended TVC
-- -- -- -- X -- X -- X -- -- -- X -- X --
Misfiring detection
-- -- -- -- O -- O -- O -- -- -- (X) -- (X) --
Impact on ECS
-- -- -- -- (X) -- (X) -- (X) -- -- -- (X) -- (X) --
Shaft alignment
-- -- -- -- X -- X -- X -- -- -- (X) -- X --
study
Bearing load
-- -- -- -- X -- X -- X -- -- -- X -- X --
due to external load
Dynamic condition
-- -- -- -- O -- O -- O -- -- -- X -- X --
due to external load
X = the arrangement has an influence on this engineering aspect
(X) = the arrangement might have an influence on this engineering aspect
O = the arrangement has no influence on this engineering aspect
-- = the arrangement is not possible for X92DF
Extended TVC The added components have a considerable influence on the related project-spe-
cific torsional vibration calculation. Proper case dependent countermeasures
need to be taken depending on the results of the detailed TVC.
Misfiring detection Depending on the results of the TVC, a misfiring detecting device (MFD) might
be needed to protect the elastic coupling and the gear-train (if present) from inad-
missible torsional vibrations in case of misfiring.
Impact on ECS The PTO / PTI / PTH application has to be analysed via the licensee with the
Propulsion Control System supplier and with WinGD for the Engine Control
System.
Shaft alignment study The added components can have an influence on the alignment layout. The shaft
bearing layout has to be properly selected and adjusted to comply with the given
alignment rules.
Bearing load The added components increase the bending moment and the related bearing
due to external load loads. The bearing loads have to be checked for compliance with the given rules.
Dynamic conditions The components attached to the free end have to be checked for any influence on
due to external load the axial and radial movements of the extension shaft caused by the dynamics of
the engine.

4.12.4 Service conditions

The service condition depends on the selected PTO/PTI/PTH option. De-
pending on engine type there are one or several cases, which are illustrated
below.
Operation area The following illustration indicates how the engine generator unit can be oper-
and prohibited area ated. The prohibited operation area is defined in section 2.2 Engine rating field
and power range,  2-2.
power
power
curve
100%
Valid for FPP with a

frequency converter
(mandatory).
Applicable to options:
1, 5, 7, 9, 11, 13
0% speed
0% 100%
prohibited operation area operation area

SM-0201
Figure 4-36 FPP with mandatory frequency converter

X92DF 5 Engine Automation
5.1 DENIS
5 Engine Automation
The Engine Control System (ECS) provides data bus connection to the Propul-
sion Control System (PCS) and the Alarm and Monitoring System (AMS). The
AMS is usually provided by the shipyard.
The leading suppliers of Propulsion Control Systems approved by WinGD en-

sure complete adaption to engine requirements.
Propulsion Control System
Engine Safety Remote Control Alarm and Monitoring

System System System
DENIS
specification

(ECS)
iGPR FGSS
SM-0280
Figure 5-1 ECS layout
5.1 DENIS
WinGD’s standard electrical interface is DENIS, which is in line with approved
Propulsion Control Systems.
DENIS The DENIS (Diesel Engine CoNtrol and optImizing Specification)

interface contains specifications for the engine management of all
WinGD two-stroke marine diesel engines.
ECS WinGD provides a fully integrated Engine Control System, which
takes care of all Flex system-specific control functions, e.g. fuel in-
jection, exhaust valve control, cylinder lubrication, crank angle
measurement, and speed/load control. The system uses modern
bus technologies for safe transmission of sensor- and other signals.

5.2 Concept
Spares &
Remote Alarm Safety Engine Engine
Maintenance
Control System System Control Operation
Management
Support
Support &Tools
Operation Engine
Manual Parts
Engine Dataset
Service
DENIS Control CBM
Bulletin
System
Maintenance Service
Video Agreement
SM-0281
Figure 5-2 Engine management and automation concept
5.2 Concept
The concept of DENIS offers the following features to shipowners, shipyards
and engine builders:
5.2.1 Interface definition

The WinGD interface defines the division of responsibilities between engine
builder and PCS and AMS supplier, enabling the authorised suppliers to adapt
their systems to the common rail system engines. The data bus connection pro-
vides clear signal exchange.
5.2.2 Approved Propulsion Control Systems

Propulsion Control Systems including Remote Control, Safety and Telegraph
Systems are available from suppliers approved by WinGD (see Table 5-1,  5-4).
This cooperation ensures that the systems fully comply with the specifications of
the engine designer.

5.3 DENIS Specification
5.3 DENIS Specification

The DENIS Specification describes the signal interface between the Engine Con-
trol System and the PCS and AMS. It does not include any hardware, but sum-
marises all data exchanged and defines the control functions required by the
engine.
The DENIS Specification consists of two sets of documents:
5.3.1 DENIS Interface Specification

This signal interface specification is made available to engine builders and ship-
yards. Besides the description of engine-built components for control, alarm and
indication, the specification contains the following:
• List of alarm and display functions to be realised in the vessel’s AMS
• Control diagram of the engine
• Signal list including a minimum of functional requirements
• Information related to the electrical wiring on the engine
5.3.2 DENIS Propulsion Control Specification

This document contains a detailed functional specification of the Propulsion
Control System.
The intellectual property rights of this specification remain with WinGD. Hence
the document is licensed only to the partner companies of WinGD developing
Propulsion Control Systems. These companies offer systems which are built ex-
actly according to the engine designer’s specifications and are finally tested and
approved by WinGD.

5.4 Propulsion Control Systems

Approved Propulsion Control Systems comprise the following independent
sub-systems:
• Remote Control System (RCS)
• Safety System
• Telegraph System
The Safety and the Telegraph Systems work independently and are fully opera-
tive even with the RCS out of order.
WinGD has an agreement with the marine automation suppliers listed in Table
5-1 concerning development, production, sale and servicing of the RCS and the
Safety System. All approved control systems listed in this table comprise the
same functionality specified by WinGD.
Table 5-1 Suppliers of Remote Control Systems

Supplier RCS
Kongsberg Maritime
Kongsberg Maritime AS km.sales@kongsberg.com
P.O. Box 1009 Phone +47 81 57 37 00 AutoChief 600
N-3194 Horten / Norway www.km.kongsberg.com
NABTESCO Corporation
NABTESCO corp., newbuilding@nabtesco.com
Marine Control Systems Company Phone +81 78 967 5361
M-800-V
1617-1, Fukuyoshi-dai 1-chome www.nabtesco.com
Nishi-ku Kobe, 651-22413 / Japan
Wärtsilä Lyngsø Marine A/S
Wärtsilä SAM Electronics GmbH www.sam-electronics.de
Behringstrasse 120
D-22763 Hamburg / Germany Wärtsilä NACOS
Wärtsilä Lyngsø Marine A/S jan.overgaard@wartsila.com PCS Platinum
2, Lyngsø Allé Phone +45 45 16 62 00
DK-2970 Hørsholm / Denmark www.wartsila.com/lyngsoe
Modern Remote Control Systems consist of electronic modules and operator

panels for display and order input in the Engine Control Room (ECR) and on the
bridge (see Figure 5-3,  5-5). The different items normally communicate via se-
rial bus connections. The engine signals described in the DENIS Specification
are usually connected via terminal boxes on the engine with the electronic mod-
ules placed in the ECR.

Remote Control System
Bridge wing (option) Bridge Bridge wing (option)
Control room
Remote Control
WinGD
& Safety Control
Ship Alarm
System
Engine room

Local panel
SM-0282
Figure 5-3 Remote Control System layout
The electronic modules are in most cases built to be placed either inside the ECR
console, or in a separate cabinet to be located in the ECR. The operator panels
are to be inserted in the ECR console’s surface

5.4.1 PCS functions

Remote Control System
Main functions • Start, stop, reversing
• Speed setting
• Automatic speed program
Indications • The RCS is delivered with control panels for local, ECR and bridge control,
including all necessary order input elements and indications, e.g. push
buttons / switches and indication lamps or alternatively a respective dis-
play.
• The following conditions in the engine are specified by the DENIS standard
to be indicated as a minimum:
º In the control room:
- Starting air pressure
- Engine speed
- Revolutions
- Operating hours
- Load
- Turbocharger speed
- Scavenge air pressure in air receiver
º On the bridge:
- Starting air pressure
- Engine speed
º In addition to these indications, the RCS applied to the common rail
system engine includes displaying the primary values from the ECS, like
fuel pressure, servo oil pressure, etc.
Safety System
Main functions • Emergency stop
• Overspeed protection
• Automatic shut-down
• Automatic slow-down
Telegraph System
• Order communication between the different control locations
Local manual control

• Local manual control of the engine is performed from a control panel lo-
cated on the engine. The panel includes elements for manual order input
and indication for the Safety System, Telegraph System and ECS.
• The local control box with the local manual control panel is included in the
package delivered by approved RCS suppliers.
ECR manual control panel

• A manual control panel delivered together with the PCS and fitted in the
ECR console allows operating the engine manually and independently of
the Remote Control System.
• The functions of the ECR manual control are identical to the control func-
tions on the engine’s local control panel.

Options
• Bridge wing control
• Command recorder

5.4.2 Recommended manoeuvring characteristics

The vessel speed is adjusted by the engine telegraph. Manoeuvring, e.g. for
leaving a port, is available from full astern to full ahead. For regular full sea op-
eration, the engine power can be further increased up to 100 % CMCR power.
To protect the engine, any increase or decrease in power is limited by a rate of

change, considering the warm-up respectively cool-down times. Therefore, de-
pending on the magnitude of any change in power, it takes time to reach the re-
quired engine output; see Table 5-2,  5-9.
FULL
A
HALF H
E
SLOW
A
D
DEAD
SLOW
STOP
DEAD
SLOW
A
S
SLOW T
E
R
HALF
N
FULL
SM-0099
Figure 5-4 Propulsion Control

FPP manoeuvring steps The recommended manoeuvring steps and warm-up times for engine speed in-
and warm-up times crease are indicated in Table 5-2. The engine speed-up/down program is included
in the ECS.
Table 5-2 Recommended manoeuvring steps and warm-up times for FPP
Manoeuvring Point Recommended Corresponding Recommended Min. warm-up
position CMCR speed [%] power [%] warm-up time [min] time [min]
DEAD SLOW 1 25 - 35 1.5 - 4.5 0 0
SLOW 2 35 - 45 4-9 0 0
HALF 3 45 - 55 9 - 17 0.1 0.1
FULL 4 60 - 70 22 - 34 0.5 0.5
FULL SEA 1 5 92 78 60 45
FULL SEA 2 6 100 100 60 45
Load reduction is possible in half time of values mentioned in Table 5-2.
Recommended values for

the manoeuvring positions
in percentage of CMCR speed
60 - 70 FULL
AHEAD
45 - 55 HALF
35 - 45 SLOW
25 - 35
DEAD
SLOW
STOP
25 - 35
DEAD
SLOW
ASTERN
35 - 45 SLOW
45 - 55 HALF
60 - 70 FULL
SM-0212
Figure 5-5 Manoeuvring speed / power settings for FPP installation

5.5 Alarm and Monitoring System
5.5 Alarm and Monitoring System

To monitor common rail system-specific circuits of the engine, sensors with
hardwired connections are fitted. In addition to that, the Engine Control System
provides alarm values and analogue indications via data bus connection to the
ship’s Alarm and Monitoring System.
5.5.1 Integrated solution

PCS and AMS • PCS and AMS are connected to the ECS through one redundant bus line
from same supplier (CANopen or Modbus, depending on automation maker).
• The integrated solution allows an extended presentation of relevant param-
eters and easy access to alterable user parameters backed by the graphical
user interface functions available in the AMS.
• With the AutoChief 600 Alarm and Monitoring System by Kongsberg Mar-
itime even the conventional sensors and additional Flex system-specific
sensors can be connected via data bus lines, and the data acquisition units
can be mounted on the engine in the same boxes used as terminal boxes for
any other AMS. These boxes are usually provided by the shipyard and have
to be delivered to the engine builder for mounting on the engine and con-
necting to the sensors.
• The integrated solution facilitates commissioning and testing of the alarm
signals set on the engine maker’s testbed and limits the wiring at the ship-
yard to a few power cables and bus communication.
5.5.2 Split solution

PCS and AMS • The PCS is connected to the ECS through two redundant bus lines (CAN-
from different suppliers open or Modbus, depending on automation maker).
• For the separate AMS an additional redundant Modbus connection is avail-
able.
Requirements for any AMS to be fulfilled in a split solution:
º Possibility to read values from a redundant Modbus line according to
standard Modbus RTU protocol
º Ability to display analogue Flex system values (typically 20 values) and
add alarm values provided by the ECS to the standard alarm list
(300-800 alarms depending on engine type and number of cylinders)
With this solution the HMI is split as well:
• The Remote Control System includes the following functions:

º Changing of parameters accessible to the operator
º Displaying the parameters relevant for engine operation
• The Alarm and Monitoring System includes the display of:
º Flex system parameters, like fuel pressure, servo oil pressure, etc.
º Flex system alarms provided by the ECS
• WinGD provides Modbus lists specifying the display values and alarm con-
ditions as part of the DENIS Specification.

5.6 Alarm sensors and safety functions

To ensure safe operation the engine is provided with alarm sensors and safety
functions.
5.6.1 Scope of delivery

The scope of delivery of alarm and safety sensors has to cover the requirements
of the respective classification society, WinGD, the shipyard and the owner.
WinGD requires a minimum of safety sensors for attended machinery space
(AMS) and the addition of respective sensors in case the option of unattended
machinery space (UMS) was chosen.
There are also some additional sensors defined for monitoring the Flex
system-specific engine circuits.
The sensors are delivered with the engine and basically connected to terminal
boxes mounted on the engine.
5.6.2 Signal processing

Signal processing has to be performed in the AMS. WinGD provides a separate
document named ‘Usual values and safeguard settings’, which lists the signal in-
dication values. This includes the alarm function and alarm level with corre-
sponding setting and response time.
The document Usual values and safeguard settings for X92DF can be found
Usual values and safeguard settings
Please note that the signalling time delays given in this document are maximum
values. They may be reduced at any time according to operational requirements.
When decreasing the values for slow-down times, the delay times for the respec-
tive shut-down functions are to be adjusted accordingly.
The delay values are not to be increased without the written consent of WinGD.

5.6.3 Requirements of classification societies

The different alarm and safety functions required by the classification societies
depend on the class of the vessel and the degree of automation.
(List of classification societies see Appendix, section 9.1,  9-1.)
Table 5-3 Legend to Alarm and safety functions table

Referring to Table 5-4
Requirements of classification societies for unattended machinery space (UMS)
Required: Recommended: Required alternatively:
● ○ - either A or B
- either C or D
- either E or F
- either G or H
- either I or K
Special requirement for attended machinery space (AMS)
Required for AMS only: Additional requirement to UMS for AMS:
▲ ■
Table 5-4 Alarm and safety functions: Class and WinGD requirements
An update of this table is under preparation.

X92DF 6 Engine Dynamics
6.1 External mass forces and moments
6 Engine Dynamics
As a leading designer and licensor we are concerned that vibrations are mini-
mised in our engine installations. The assessment and reduction of vibration is
subject to continuing research. To deal with this subject we have developed ex-
tensive computer software, analytical procedures and measuring techniques.
For successful design, the vibration behaviour needs to be calculated over the
whole operating range of the engine and the propulsion system. The following vi-
bration types and their causes are to be considered:
• External mass forces and moments
• Lateral engine vibration
• Longitudinal engine vibration
• Torsional vibration of the shafting
• Axial vibration of the shafting

In the design of the engine, free mass forces are eliminated and unbalanced ex-
ternal moments of first, second and fourth order are minimised.
However, 6-cylinder engines generate unbalanced second order vertical mo-

ments of a magnitude greater than those encountered with higher numbers of cyl-
inders. Depending on the ship’s design, the moments of fourth order have to be
considered, too.
Under unfavourable conditions, depending on hull structure, type, distribution

of cargo and location of the main engine, the unbalanced moments of first,
second and fourth order may cause unacceptable vibrations throughout the ship
and thus call for countermeasures. Figure 6-1 shows the external forces and mo-
ments acting on the engine.
F1V, F2V, F4V

F1V Resulting first order vertical mass force
F1H Resulting first order horizontal mass force
F1H F2V Resulting second order vertical mass force
F4V Resulting fourth order vertical mass force
M1V, M2V, M4V M1V First order vertical mass moment
M1H First order horizontal mass moment
M1H
+ + M2V Second order vertical mass moment
- M4V Fourth order vertical mass moment
SM-0030
Figure 6-1 External forces and moments

Dynamic characteristics
The latest version of the Dynamic Characteristics Data is provided on the

WinGD corporate webpage under the following link:
External mass forces and moments
6.1.1 Balancing first order moments

Standard counterweights fitted to the ends of the crankshaft reduce the first order
mass moments to acceptable limits. However, in special cases non-standard
counterweights can be used to reduce either M1V or M1H.
6.1.2 Balancing second order moments

The second order vertical moment (M2V) is higher on 6-cylinder engines com-
pared with 7- to 12-cylinder engines, the second order vertical moment being
negligible for 7- to 12-cylinder engines.
To reduce the effects of second order moments to acceptable values, WinGD rec-
ommends one of the following countermeasures for 6-cylinder engines:
• Install engine-fitted second order balancers (iELBA) at free end and driving
end.
• Install an electrically driven compensator on the ship’s structure (Figure
6-2). If no experience is available from a sister ship, it is advisable to estab-
lish in the design stage of what kind the ship’s vibration will be.
External compensator However, when the ship’s vibration pattern is not known at an early stage, an ex-
ternal electrically driven compensator can be installed later, should disturbing vi-
brations occur. Such a compensator is usually installed in the steering compart-
ment. It is tuned to the engine operating speed and controlled accordingly.
M2V = F2V × L
Electrically driven
2nd order
compensator
F2V
M2V
SM-0031 L
Figure 6-2 Locating an electrically driven compensator

6.1.3 Power related unbalance

The so-called power related unbalance (PRU) values can be used to evaluate if
there is a risk that free external mass moments of first and second order cause un-
acceptable hull vibrations. See the graph on page 3 of the linked document:
External mass forces and moments
The external mass moments M1 and M2 given in the table ‘External forces and
moments’ (see Dynamic characteristics,  6-2) are related to R1 speed. For other
engine speeds, the corresponding external mass moments are calculated with the
following formula:
2
æ n ÷ö
M Rx = M R1 ⋅ççç Rx ÷÷
çè n R1 ÷÷ø


Depending on the number of cylinders and firing order, the lateral components
of the forces acting on the crosshead induce lateral rocking. These forces may be
transmitted to the engine room bottom structure. From there, hull resonance or
local vibrations in the engine room may be excited.
There are two different modes of lateral engine vibration, the so-called ‘H-type’
and ‘X-type’ vibration; refer to Figure 6-3.
H-type vibration H-type lateral vibrations are characterised by a deformation where the driving
and free end sides of the engine top vibrate in phase as a result of the lateral guide
force FL and the lateral H-type moment. The torque variation (∆M) is the reac-
tion moment to MLH.
X-type vibration X-type lateral vibrations are caused by the resulting lateral guide force moment
MLX. The driving and free end sides of the engine top vibrate in counterphase.
MLX
FL
FL
MLH ǻ0
FL Resulting guide force MLX Resulting lateral X-type moment

MLH Resulting lateral H-type moment SM-0032
Figure 6-3 Lateral vibration
The table ‘External forces and moments’ (see Dynamic characteristics,  6-2)
gives the values of resulting lateral guide forces and moments of the relevant or-
ders.
Amplitudes of vibrations The amplitudes of the vibrations transmitted to the hull depend on the design of
engine seating, frame stiffness and exhaust pipe connections. As the amplitude of
the vibrations cannot be predicted with absolute accuracy, the support to the
ship’s structure and space for installation of lateral stays should be considered in
the early design stages of the engine room structure.

Reduction of lateral vibration by means of hydraulic stays

Hydraulic stays of third Lateral stays fitted between the upper platform level and the hull reduce vibra-
party maker design tion and rocking. Such stays must be of hydraulic type and are installed on either
one side or both sides of the engine; see Figure 6-4 and Figure 6-5.
on exhaust side OR on fuel side

stays amount acc. stays amount acc.
to the requirements to the requirements
SM-0098
Figure 6-4 General arrangement of hydraulic stays for one-side installation
NOTE The shipyard must have confirmation from the hydraulic stay maker
acknowledging its suitability for one-side installation on the engine.
two stays and two stays

on fuel side on exhaust side
SM-0097
Figure 6-5 General arrangement of hydraulic stays for both-side installation
Hydraulic stays of WinGD provides instructions for both-side installation when using WinGD type
WinGD design stays. Please refer to the Assembly Instruction (DG 9715), which can be found
on the WinGD corporate webpage under the following link:
Assembly instruction - Hydraulic lateral device
Electrically driven If for some reason it is not possible to fit lateral stays, an electrically driven com-
compensator pensator can be installed, which reduces the lateral engine vibration and its effect
on the ship’s superstructure.
It has to be noted that only one harmonic excitation at a time can be compen-
sated, and in the case of an ‘X-type’ vibration, two compensators — one fitted at
each end of the engine top — are necessary.

6.3 Longitudinal vibration (pitching)
6.3 Longitudinal vibration (pitching)
NOTE As longitudinal vibration is insignificant for this type of engine, no coun-

termeasures are needed.
6.4 Torsional vibration

Torsional vibrations are generated by gas and inertia forces as well as by the ir-
regularity of the propeller torque. It does not cause hull vibration (except in very
rare cases) and is not perceptible in service, but produces additional dynamic
stresses in the shafting.
The shafting system comprising crankshaft, propulsion shafting, propeller, en-

gine running gear, flexible couplings and power take-off (PTO) has resonant fre-
quencies, as any system capable of vibrating.
Dangerous resonances If any source generates excitation at resonant frequencies, the torsional loads in
the system reach maximum values. These torsional loads have to be limited, if
possible by design, for example by optimising shaft diameters and flywheel in-
ertia. If the resonance still remains dangerous, its frequency range (critical speed)
has to be passed through rapidly (barred speed range), provided that the corre-
sponding limits for this transient condition are not exceeded, otherwise other ap-
propriate countermeasures have to be taken.
Torsional vibration The amplitudes and frequencies of torsional vibration must be calculated in the
calculation (TVC) design stage for every engine installation. The calculation normally requires ap-
proval by the relevant classification society and may require verification by
measurement on board ship during sea trials. All data required for torsional vi-
bration calculations should be made available to the engine supplier in an early
design stage (see section 6.9,  6-10).
Reduction of torsional vibration

Excessive torsional vibration can be reduced, shifted or even avoided by in-
stalling a heavy flywheel at the driving end and/or a tuning wheel at the free end,
or a torsional vibration damper at the free end of the crankshaft. Such dampers
reduce the level of torsional stresses by absorbing part of the energy.
Low-energy vibrations Where low-energy torsional vibrations have to be reduced, a viscous damper can
be installed; refer to Figure 6-6,  6-7. In some cases the torsional vibration cal-
culation shows that an additional oil-spray cooling for the viscous damper is
needed. In such cases the layout has to be in accordance with the recommenda-
tions of the damper manufacturer and our design department.
High-energy vibrations For high-energy vibrations — e.g. for higher additional torque levels that may
occur with 6-cylinder engines — a spring damper with its higher damping effect
may have to be considered; refer to Figure 6-6,  6-7.
The spring damper has to be supplied with oil from the engine’s lubricating oil
system. Depending on the torsional vibration energy to be absorbed, it can dissi-
pate up to 80 kW energy (depends on number of cylinders).

6.5 Axial vibration
The oil flow to the damper should be approx. 40 m3/h. An accurate value will be
given after the results of the torsional vibration calculation are known.
Spring type Viscous type

Lub oil supply
Inertia ring
Springs
Intermediate parts
Casing
Silicone fluid
Cover
SM-0095
Figure 6-6 Vibration dampers (spring type and viscous type)
6.5 Axial vibration

The shafting system, formed by the crankshaft and propulsion shafting, can vi-
brate in axial direction, the basic principle being the same as described in section
6.4,  6-6. The system, made up of masses and elasticities, will feature several
resonant frequencies. If no counter-measures are taken, these frequencies will re-
sult in axial vibration causing excessive stresses in the crankshaft. Strong axial vi-
bration of the shafting can also lead to excessive axial (or longitudinal) vibration
of the engine, particularly in its upper part.
Coupling effect The axial vibrations of installations mainly depend on the dynamical axial
system of the crankshaft, the mass of the torsional vibration damper, free-end
gear (if any) and flywheel fitted to the crankshaft. Additionally, axial vibrations
can be considerably influenced by torsional vibrations. This influence is called
coupling effect of torsional vibrations.
It is recommended that axial vibration calculations are carried out at the same
time as torsional vibration calculations. To consider the coupling effect of tor-
sional vibrations on axial vibrations, it is necessary to apply a suitable coupled
axial vibration calculation method.

6.6 Hull vibration
Reduction of axial vibration

To limit the influence of axial excitations and reduce the level of vibration, the
standard WinGD X92DF engine is equipped with an integrated axial vibration
damper mounted at the free end of the crankshaft.
Axial vibration damper The axial vibration damper reduces the axial vibrations in the crankshaft to ac-
ceptable values. No excessive axial vibrations should then occur, neither in the
crankshaft, nor in the upper part of the engine.
The effect of the axial vibration damper can be adjusted by an adjusting throttle.
However, the throttle is pre-set by the engine builder, and there is normally no
need to change the setting.
The integrated axial vibration damper does not affect the external dimensions of
the engine. It is connected to the main lubricating oil circuit.
An integrated monitoring system continuously checks the correct operation of
the axial vibration damper.
Crankshaft flange
Main bearing
Axial vibration damper
SM-0096
Figure 6-7 Example of axial vibration damper
6.6 Hull vibration

The hull and accommodation area are susceptible to vibration caused by the pro-
peller, machinery and sea conditions. Controlling hull vibration is achieved by a
number of different means and may require the fitting of mass moment compen-
sators, lateral stays, torsional vibration dampers and axial vibration dampers.

6.7 Countermeasures for dynamic effects
Avoiding disturbing hull vibration requires a close cooperation between the pro-
peller manufacturer, naval architect, shipyard, and engine builder.
To enable WinGD to provide the most accurate information and advice on pro-
tecting the installation and vessel from the effects of plant vibration, please com-
plete the order forms as given in section 6.9,  6-10 and send it to the address
stated.
6.7 Countermeasures for dynamic effects

The following tables indicate where special attention is to be given to dynamic ef-
fects and the countermeasures required to reduce them.
Where installations incorporate PTO arrangements (see Figure 4-35,  4-74),

further investigation is required and WinGD should be contacted.
Table 6-1 Countermeasures for external mass moments

No. of cyl. Second order compensator
6 Balancing countermeasure is likely to be needed a)
7-12 Balancing countermeasure is not relevant
a) No engine fitted second order balancer available. If reduction in M2V is needed, then an external
second order compensator has to be applied.
Table 6-2 Countermeasures for lateral and longitudinal vibrations

No. of cyl. Lateral stays Longitudinal stays
6-7 B a) / A b) C
8-12 A C
A = The countermeasure indicated is needed.
B = The countermeasure indicated may be needed and provision for the corresponding
countermeasure is recommended.
C = The countermeasure indicated is usually not needed.
a) ‘B’ for ncmcr ≤ 76 rpm
b) ‘A’ for ncmcr > 76 rpm
Table 6-3 Countermeasures for torsional and axial vibrations of the shafting
No. of cyl. Torsional vibration Axial vibration
6-12 Detailed calculations have to be An integrated axial vibration damper
carried out for every installation; is fitted as standard to reduce the
countermeasures to be selected axial vibration in the crankshaft.
accordingly (shaft diameters, cri- However, the effect of the coupled
tical or barred speed range, flywheel, axial vibration on the propulsion
tuning wheel, torsional vibration shafting components should be
damper). checked by calculation.

6.8 System dynamics
6.8 System dynamics

A modern propulsion plant may include a main-engine driven generator. This el-
ement is connected by clutches, gears, shafts and elastic couplings. Under tran-
sient conditions, heavy perturbations — due to changing the operating point,
loading or unloading generators, engaging or disengaging a clutch — cause in-
stantaneous dynamic behaviour, which weakens after a certain time (or is tran-
sient). Usually the transfer from one operating point to another is monitored by
a control system to allow the plant to adapt safely and rapidly to the new oper-
ating point (engine speed control and propeller speed control).
Analysis of dynamic Simulation is an opportune method for analysing the dynamic behaviour of a
behaviour system subject to heavy perturbations or transient conditions. Mathematical
models of several system components such as clutches and couplings have been
determined and programmed as library blocks to be used with a simulation pro-
gram. Such program allows to check, for example, if an elastic coupling will be
overloaded during engine start, or to optimise a clutch coupling characteristic
(engine speed before clutching, slipping time, etc.), or to adjust the speed control
parameters.
This kind of study should be requested at an early stage of the project if some spe-
cial specification regarding speed deviation and recovery time, or any special
speed and load setting programs have to be fulfilled.
WinGD would like to assist if you have any questions or problems relating to the
dynamics of the engine. Please describe the situation and send or fax the com-
pleted relevant order form listed in the table in section 6.9. We will provide an
answer as soon as possible.
6.9 Order forms for vibration calculation & simulation

The following forms for system dynamics and vibration analysis are available on
the Licensee Portal. (PDF format available on request.) They can be filled in and
submitted directly to WinGD.
Marine installation Testbed installation

Torsional Vibration Calculation Torsional Vibration Calculation
Coupled Axial Vibration Calculation
Whirling/Bending Vibration Calculation
If you have no access to the Licensee Portal, you can order the forms from
WinGD and e-mail a PDF of the completed relevant forms to the following ad-
dress: dynamics.ch@wingd.com.
Winterthur Gas & Diesel Ltd.

Dept. 21336 Engine Dynamics & Structural Analysis
Schützenstrasse 1-3
PO Box 414
CH-8401 Winterthur

X92DF 7 Engine Emissions
7.1 Exhaust gas emissions
7 Engine Emissions
In 1973 an agreement on the International Convention for the Prevention of Pol-
lution from Ships was reached. It was modified in 1978 and is now known as
MARPOL 73/78.
Annex VI to MARPOL 73/78, entered into force in 2005, contains regulations

limiting or prohibiting certain types of emissions from ships, including limita-
tions with respect to air pollution. Following the entry into force of the annex, a
review process was started, resulting in an amended Annex IV, which was
adopted by the International Maritime Organization (IMO) in October 2008 and
entered into force in July 2010.
This amended Annex IV includes provisions for the further development of emis-
sions regulations until 2020.
7.1.1 Regulation regarding NOx emissions

Regulation 13 of Annex IV specifies a limit for the nitrogen oxides (NOx) emis-
sions of engines installed on ships, which has a direct implication on the design
of propulsion engines.
Depending on the rated speed of the engine and the date of keel-laying of the
vessel, the weighted average NOx emission of that engine must not exceed the
maximum allowable value as indicated by the respective curves in the following
diagram.
20
18
16
A
14
NOX emission [g/kWh]
12 B
10
4
C
2
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Engine speed [rpm]
A Tier I: 1st January 2000 global
B Tier II: 1st January 2011 global. After 2016 outside emission control areas
C Tier III: 2016 in emission control areas SM-0084
Figure 7-1 Speed dependent maximum allowable average of NOx emissions
NOx Technical Code The rules and procedures for demonstrating and verifying compliance with this
regulation are laid down in the NOx Technical Code, which is part of Annex VI
and is largely based on the latest revision of ISO 8178.

7.1.2 Selective catalytic reduction

Selective catalytic reduction systems (SCR) are used on board ships to ensure
that the exhaust gas emissions comply with the Tier III NOx regulations stipu-
lated by the International Maritime Organization (IMO).
SCR technology is based on the reduction of nitrogen oxides (NOx) by means of

a reductant (typically ammonia, generated from urea) at the surface of a catalyst
situated in a reactor.
The drawings relevant for the SCR system (DG 9726) are provided on the
WinGD corporate webpage under the following link:
Exhaust system
Low-pressure SCR
The SCR reactor is located on the low-pressure side, after the turbine.
For low-pressure SCR applications WinGD has developed a 2-stroke engine in-
terface specification that complies with the known low-pressure SCR system pro-
viders. Low-pressure SCR is typically larger in volume than high-pressure SCR,
but more flexible in installation position, as any after-turbocharger position is ac-
ceptable.
9
Exhaust receiver
8 7
1
13
10 11
SCR
2 12
5
1 Exhaust receiver 8 Decomposition unit
3
2 Turbocharger 9 Urea dosing unit
4 3 SAC 10 Reactor inlet valve
4 Scavenge air receiver 11 Reactor outlet valve
Scavenge air receiver 5 Auxiliary blower 12 SCR bypass valve
6 SCR 13 Turbine bypass valve
7 Burner
SM-0253
Figure 7-2 Low-pressure SCR — arrangement

7.2 Engine noise
7.2 Engine noise

As the ship’s crew / passengers must be protected from the effects of machinery
space noise, the maximum acceptable noise levels are defined by rules. In gen-
eral, for new building projects, the latest IMO Resolution MSC.337 ‘Code of
Noise Levels Onboard Ships’ is applied.
The main change introduced by the new IMO MSC.337, compared to the pre-
vious Resolution A468(XII), is that in large rooms with many measurement po-
sitions, the individual positions must be compared to the maximum admissible
limit.
NOTE The noise level graphs in Figure 7-3,  7-4, Figure 7-5,  7-6 and
Figure 7-6,  7-7 show typical values for MCR. As the rating depend-
ency is marginal, the values can be used for all ratings.
7.2.1 Air-borne noise

Figure 7-3,  7-4 shows the average surface sound pressure level. The data in the
graph are related to:
• Distance of 1 m from engine
• Average values Lp in dB, in comparison with ISO NR-Curves
• Overall average values LpA in dB(A) and expected maximal overall single
point values
• Free field conditions
Near the turbocharger (air intake), the maximum measured noise level will nor-
mally be 3-5 dB(A) higher than the average noise level of the engine.
Standard noise reduction The present document includes the expected maximum overall value for a single
& additional point. Figure 7-3,  7-4 distinguishes between standard noise reduction and ad-
noise reduction
ditional noise reduction on turbocharger air side. The turbocharger suppliers are
currently developing different silencer solutions to comply with the new noise
limit regulation of 110 dB(A) for single point.
NOTE The single point noise limit of 110 dB(A) for machinery spaces may be
exceeded if standard silencers are applied.

7.2 Engine noise
Lp [dB] LpA in dB(A)

Airborne sound pressure levels
120 with standard noise reduction 120 1) 2)
110
1)
110 2)
100 1)
100 2)
Overall Max. overall
90 average single point
90
80
NR80
30 40 50 60 NR70
70
31.5 63 125 250 500 1k 2k 4k 8k
1) 12X92DF
Octave band centre frequency in [Hz] 2) 6X92DF
Lp [dB] Airborne sound pressure levels LpA in dB(A)

120 with additional noise reduction
120
1) 2)
110
110 1)
2)
100
1)
2) Overall Max. overall
90 average single point
90
80
NR80
30 40 50 60 NR70
70
31.5 63 125 250 500 1k 2k 4k 8k 1) 12X92DF
Octave band centre frequency in [Hz] 2) 6X92DF
SM-0431
Figure 7-3 Sound pressure level at 1 m distance from engine

7.2 Engine noise
7.2.2 Exhaust noise

In the engine exhaust gas system, the sound pressure level at funnel top (see
Figure 7-5,  7-6) is related to:
• Distance of 1 m from edge of exhaust gas pipe opening (uptake)
• Angle of 30° to gas flow direction (see Figure 7-4)
• Average values Lp in dB, in comparison with ISO NR-Curves
• Overall average values LpA in dB(A)
• Without boiler, silencer, exhaust gas bypass
Each doubling of the distances from the centre of the duct reduces the noise level
by about 6 dB.
reference 2r: -6 dB
position
r
1m
30°
Funnel
d: duct diameter
r: distance point to
d sound source
SM-0239
Figure 7-4 Exhaust noise reference point
Silencer after Depending on the actual noise level allowed on the bridge wing — which is nor-
exhaust gas boiler mally between 60 and 70 dB(A) — a simple flow silencer of the absorption type
may be placed after the exhaust gas boiler, if the noise reduction of the boiler is
not sufficient.
Silencer in exhaust line A silencer in the main engine exhaust line may be considered, as on DF engines
an exhaust gas bypass is installed by default.
Dimensioning The silencers are to be dimensioned for a gas velocity of approx. 35 m/s with a
pressure loss of approx. 2 mbar at specified CMCR.

7.2 Engine noise
Lp [dB] Overall
average LpA in dB(A)
140
130
130
12X92DF
120
120
6X92DF
110
110
100
100
90 12X92DF
6X92DF
80
80
70
70
60
NR60
20 30 40 50
50
31.5 63 125 250 500 1k 2k 4k 8k
SM-0432 Octave band centre frequency in [Hz]
Figure 7-5 Sound pressure level at funnel top of exhaust gas system

7.2 Engine noise
7.2.3 Structure-borne noise

The vibrational energy is propagated via engine structure, bedplate flanges and
engine foundation to the ship’s structure, which starts to vibrate and thus emits
noise.
The sound pressure levels in the accommodations can be estimated with the aid
of standard empirical formulas and the vibration velocity levels.
Lv, re 5E-8 m/s [d/B]

100
90
80
70
60
12X92DF
6X92DF
50
40
30
31.5 63 125 250 500 1k 2k 4k 8k 16k
SM-0433 Octave band centre frequency in [Hz]
Figure 7-6 Structure-borne noise level at engine feet vertical

X92DF 8 Engine Dispatch
8.1 Engines to be transported as part assemblies
8 Engine Dispatch
This chapter describes the provisions to be made for transporting the engine from
the engine builder to the shipyard or final destination.
Engines are transported complete or as part assemblies, depending on the terms

of contract.
8.1 Engines to be transported as part assemblies

• Engines to be transported as part assemblies have to be systematically dis-
assembled and cleaned using dry cloths.
• Each item is to be clearly identified with ‘paint ball’ pen, similar indelible
marker ink, or figure and letter stamps.
• To ensure correct reassembly and eliminate the risk of parts from one cyl-
inder unit being fitted to another by mistake, it is indispensable that bear-
ings and running gear are clearly marked cylinder by cylinder.
8.2 Protection of disassembled engines

All parts have to be protected against damage by careful crating and from corro-
sion by applying rust preventing oils or paper.
For further details refer to the latest version of the relevant Guideline (DG 0345),
which is provided on the WinGD corporate webpage under the following link:
Guideline for engine protection
8.3 Removal of rust preventing oils after transport
8.3.1 Internal parts

The rust preventing oils applied to the internal parts of an assembled engine have
properties similar to lubricating oils. As they do not contain thickening agents of
wax type they will wash off easily and mix without causing harm to the engine or
its systems.
8.3.2 External parts

Wax type rust preventing oils applied to exposed surfaces of engine components
contain thickening agents of wax, forming an anti-corrosion coating when ap-
plied. This coating has to be washed off with gas oil, kerosene or white spirit.

X92DF 9 Appendix
9.1 Classification societies
9 Appendix
The Appendix gives an overview of the relevant classification societies and lists
acronyms mentioned throughout this document in alphabetical order. Tables of
SI dimensions and conversion factors can also be found here.
9.1 Classification societies
Table 9-1 List of classification societies

IACS International Association of Classification Societies
ABS American Bureau of Shipping KR Korean Register
BV Bureau Veritas LR Lloyd’s Register
CCS Chinese Classification Society NK Nippon Kaiji Kyokai
CRS Croatian Register of Shipping PRS Polski Rejestr Statkow
DNV-GL DNV-GLa) RINA Registro Italiano Navale
IRS Indian Register of Shipping RS Russian Maritime Register of Shipping
a) The rule books of Det Norske Veritas and Germanischer Lloyd are still valid until further notice.

X92DF 9 Appendix
9.2 List of acronyms

Table 9-2 List of acronyms
ALM Alarm ECS Engine Control System
AMS Alarm and Monitoring System EEDI Energy efficiency design index
Attended machinery space
BFO Bunker fuel oil EIAPP Engine International Air Pollution Prevention
BN Base number EM Engine margin
BSEC Brake specific energy consumption EMA Engine management & automation
BSEF Brake specific exhaust gas flow FCM Flex control module
BSFC Brake specific fuel consumption FGSS Fuel gas supply system
BSGC Brake specific gas consumption FIA Fuel ignition analysis
BSPC Brake specific pilot fuel consumption FPP Fixed pitch propeller
CCAI Calculated carbon aromaticity index FQS Fuel quality setting
CCR Conradson carbon FW Freshwater
CCW Cylinder cooling water GCU Gas combustion unit
CCWC Cylinder cooling water cooler GTD General Technical Data (application)
CEN European Committee for Standardization GVU Gas valve unit
www.cen.eu
CFR Certified flow rate HFO Heavy fuel oil
CMCR Contracted maximum continuous rating (Rx) HMI Human-machine interface
CPP Controllable pitch propeller HP High pressure
CSR Continuous service rating HT High temperature
(also designated NOR or NCR)
DAH Differential pressure alarm, high IACS Int. Association of Classification Societies
www.iacs.org.uk
DCC Dynamic Combustion Control iCAT Integrated cylinder lubricant auto transfer
DENIS Diesel engine control and optimising specifica- iELBA Integrated electrical balancer
tion
DF Dual-fuel IGC Int. Code for the Construction and Equipment
of Ships Carrying Liquefied Gases in Bulk
DFO Diesel fuel oil, covering MDO (DMB, DFB) IGF International Code of Safety for Ships using
and MGO (DMA, DFA, DMZ, DFZ) Gases or other Low Flashpoint Fuels
DG Design group iGPR Integrated gas pressure regulation unit
DMB, DFB / Diesel oil quality grades as per ISO 8217 IMO International Maritime Organization
DMA, DFA, www.imo.org
DMZ, DFZ
ECA Emission control area IPDLC Integrated power-dependent liner cooling
ECR Engine Control Room ISO International Organization for Standardization
www.iso.org

X92DF 9 Appendix
LAH Level alarm, high PTH Power take-home

LAL Level alarm, low PTI Power take-in
LCV Lower calorific value PTO Power take-off
LDU Local display unit PTO-G Power take-off gear
LFO Light fuel oil PUR Rigid polyurethane
LHV Lower heating value RCS Remote Control System
LNG Liquefied natural gas SAC Scavenge air cooler
LO Lubricating oil SAE Society of Automotive Engineers
www.sae.org
LOC Lubricating oil cooler SCR Selective catalytic reduction
LP Low pressure SG Shaft generator
LR Light running margin SHD Shut-down
LSL Level switch, low SIB Shipyard interface box
LT Low temperature SLD Slow-down
MARPOL International Convention for the Prevention of SM Sea margin
Pollution from Ships
MCR Maximum continuous rating (R1) SMCR Specified maximum continuous rating
MDO Marine diesel oil (DMB, DFB) SOLAS Int. Convention for the Safety of Life at Sea
MEP Mean effective pressure SPP Steam production power
MFD Misfiring detecting device SSU Saybolt seconds, universal
MGO Marine gas oil (DMA, DFA, DMZ, DFZ) SW Seawater
MIDS Marine Installation Drawing Set TBO Time between overhauls
MIM Marine Installation Manual TC Turbocharger
MN Methane number tEaT Temperature exhaust gas after turbocharger
NAS National Aerospace Standard tEbE Temperature exhaust gas before economiser
NCR Nominal continuous rating TVC Torsional vibration calculation
NOR Nominal operation rating ULO Used lubricating oil
NOx Nitrogen oxides UMS Unattended machinery space
NR-Curve ISO noise rating curve UNIC Unified Controls
OM Operational margin VEC Variable exhaust closing
PAL Pressure alarm, low VI Viscosity index
PCS Propulsion Control System VIT Variable injection timing
PI Proportional plus integral WECS WinGD Engine Control System
PLS Pulse Lubricating System (cylinder liner) WHR Waste heat recovery
PRU Power related unbalance WinGD Winterthur Gas & Diesel Ltd.

X92DF 9 Appendix
9.3 SI dimensions for internal combustion engines
9.3 SI dimensions for internal combustion engines
Table 9-3 SI dimensions

Symbol Definition SI-Units Other units
a Acceleration m/s2
A Area m2, cm2, mm2
BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh)
c Specific heat capacity J/(kgK)
C, S Heat capacity, entropy J/K
e Net calorific value J/kg, J/m3
E Modulus of elasticity N/m2, N/mm2
F Force N, MN, kN
f, v Frequency Hz, 1/s
I Current A
I, J Moment of inertia (radius) kgm2
l, L Length m, cm, mm
la, lp Second moment of area m4
K Coefficient of heat transfer W/(m2K)
L Angular momentum Nsm
L(A)TOT Total A noise pressure level dB
L(LIN)TOT Total LIN noise pressure level dB
Average spatial noise level over
LOKT dB
octave band
m Mass t, kg, g
M, T Torque moment of force Nm
N, n Rotational frequency 1/min, 1/s rpm
p Momentum Nm
1 bar = 100 kPa
p Pressure N/m2, bar, mbar, kPa
100 mmWG = 1 kPa
P Power W, kW, MW
qm Mass flow rate kg/s
qv Volume flow rate m3/s
t Time s, min, h, d
T, Θ, t, θ Temperature K, °C
U Voltage V
V Volume m3, dm3, l, cm3
v, c, w, u Velocity m/s, km/h Kn

X92DF 9 Appendix
9.4 Approximate conversion factors
Symbol Definition SI-Units Other units

W, E, A, Q Energy, work, quantity of heat J, kJ, MJ, kWh
Z, W Section modulus m3
ΔT, ΔΘ, ... Temperature interval K, °C
α Angular acceleration rad/s2
α Linear expansion coefficient 1/K
α, β, γ, δ, φ Angle rad, °
γ, σ Surface tension N/m
η Dynamic viscosity Ns/m2
λ Thermal conductivity W/(mK)
ν Kinematic viscosity m2/s cSt, RW1
ρ Density kg/m3, kg/dm3, g/cm3
σ, τ Stress N/m2, N/mm2
ω Angular velocity rad/s

Table 9-4 Conversion factors
1 in = 25.4 mm
1 ft = 12 in = 304.8 mm
Length 1 yd = 3 feet = 914.4 mm
1 statute mile = 1760 yds = 1609.3 m
1 nautical mile = 6080 feet = 1853 m
1 oz = 0.0283 kg
1 lb = 16 oz = 0.4536 kg
Mass 1 long ton = 1016.1 kg
1 short ton = 907.2 kg
1 tonne = 1000 kg
1 Imp. pint = 0.568 l
1 U.S. pint = 0.473 l
1 Imp. quart = 1.136 l
1 U.S. quart = 0.946 l
Volume (fluids)
1 Imp. gal = 4.546 l
1 U.S. gal = 3.785 l
1 Imp. barrel = 36 Imp. gal = 163.66 l
1 barrel petroleum = 42 U.S. gal = 158.98 l

X92DF 9 Appendix
Force 1 lbf (pound force) = 4.45 N

Pressure 1 psi (lb/sq in) = 6.899 kPa (0.0689
bar)
1 mph = 1.609 km/h
Velocity
1 knot = 1.853 km/h
Acceleration 1 mphps = 0.447 m/s2
Temperature 1 °C = 0.55 x (°F -32)
1 BTU = 1.06 kJ
Energy
1 kcal = 4.186 kJ
1 kW = 1.36 bhp
Power
1 kW = 860 kcal/h
1 in3 = 16.4 cm3
Volume 1 ft3 = 0.0283 m3
1 yd3 = 0.7645 m3
1 in2 = 6.45 cm2
1 ft2 = 929 cm2
Area 1 yd2 = 0.836 m2
1 acre = 4047 m2
1 sq mile (of land) = 640 acres = 2.59 km2

Winterthur Gas & Diesel in brief
Winterthur Gas & Diesel Ltd. (WinGD) is a leading developer of two-stroke low-speed gas and diesel engines used
for propulsion power in merchant shipping. WinGD’s target is to set the industry standard for reliability, efficiency
and environmental friendliness. WinGD provides designs, licences and technical support to manufacturers,
shipbuilders and ship operators worldwide. The engines are manufactured under licence in four shipbuilding
countries. WinGD has its headquarters in Winterthur, Switzerland, where its activities were founded in 1898.
www.wingd.com

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Marine Installation Manual

NO LIABILITY, WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH

Revision: 03 Date of issue: 2019-05

Location of change Subject

1.5.3 Methane number calculation Link to EUROMOT webpage updated

4.1 Twin-engine installation New section added

4.2.2 High-temperature circuit

5.4 Propulsion Control Systems Table 5-1 updated

5.4.2 Recommended manoeuvring characteristics 2nd paragraph reworded for clarification

7.2 Engine noise Introduction updated

9.2 List of acronyms Updated

Revision: 02 Date of issue: 2018-12

Location of change Subject

1.4 Fuel operating modes Section rewritten; figure 1-3 added

1.5.1 Torque/power meter requirement Paragraph and table 1-4 updated

1.6 Operation in diesel mode 1st paragraph rewritten

2.5 Electrical power requirement Table 2-4 updated

3.1 Dimensions and masses Table 3-1: footnote ‘f)’ removed

3.2 Engine outline views Links to external documents added

Marine Installation Manual 2019-05 1

Revision: 02 Date of issue: 2018-12

Location of change Subject

4.1 Cooling water system Whole section updated and restructured

4.2.5 Cylinder lubricating oil system Section structure changed

4.2.7 Drain tank

4.3.1 Fuel oil system components

4.3.4 Fuel oil treatment

4.3.6 Fuel oil specification Paragraph updated

4.4 Pilot fuel oil system

4.5.3 Gas specifications Table 4-10 updated

4.5.5 Fuel gas system on engine

4.9.2 Air intake Operating temperatures clarified

4.10.1 Pipe connections Links to external documents added

4.11.4 Service conditions Fig. 4-33 corrected

5.4.2 Recommended manoeuvring characteristics

6.2 Lateral vibration (rocking)

6.3 Longitudinal vibration (pitching) Note reworded for clarification

7.1.2 Selective catalytic reduction

7.2.1 Air-borne noise Figure 7-3 added

7.2.2 Exhaust noise Figure 7-5 added

7.2.3 Structure-borne noise Figure 7-6 added

Marine Installation Manual 2019-05 2

Revision: 01 Date of issue: 2018-03

Location of change Subject

1.3 Components and sizes of the engine Table 1-2 updated

1.5.4 Dynamic Combustion Control Note added

3.1 Dimensions and masses Table 3-1 updated

4.1 Cooling water system

4.5.3 Gas specifications Table 4-10 updated

4.5.4 Gas supply pressure Figure 4-19 updated

4.7 Leakage collection system and washing devices

6.4 Torsional vibration

7.2.2 Exhaust noise

Revision: -- Date of issue: 2017-12

Location of change Subject