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Operation Manual: Issue 001 2019-10
Operation Manual: Issue 001 2019-10
X35-B
Issue 001 2019-10
Winterthur Gas & Diesel Ltd. Schützenstrasse 3 Tel. +41 (0)52 264 8844
Winterthur Gas & Diesel AG P.O. Box 414, 8401 Fax +41 (0)52 264 8866
Winterthur Gas & Diesel S.A. Winterthur, Switzerland www.wingd.com
© 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, photocopying, 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 responsibility
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.
www.wingd.com
X35-B
Operation Manual
Table of contents
1 Introduction
1.1 Operation Manual - change record. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.2 Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.3 Technical documentation set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
1.4 Data module codes (descriptive data). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
1.5 Data module codes (procedural data). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.6 About this book. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
1.7 About the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
1.8 List of abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2 Safety
2.1 Safety precautions and safety rules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
2.2 Contamination and fire in the scavenge air spaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2.3 Fire-fighting in the scavenge air space. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.4 Explosions in the crankcase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
2.5 Prevent explosions in the crankcase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.6 Access to engine spaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Operation Manual
Operation Manual
6 Control system
6.1 Engine control system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
6.2 Intelligent combustion control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
6.3 Local display unit (LDU-20) - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
6.4 Local display unit (LDU-20) - pages
6.4.1 LDU-20 pages - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
6.4.2 LDU-20 page - MAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
6.4.3 LDU-20 page - CONTROL LOCATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
6.4.4 LDU-20 page - CA SENSOR STATUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236
6.4.5 LDU-20 page - FUEL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
6.4.6 LDU-20 page - CYLINDER BALANCING DIESEL. . . . . . . . . . . . . . . . . . . . . . . .240
6.4.7 LDU-20 page - MAIN FUEL INJECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
6.4.8 LDU-20 page - PAGE INDEX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
6.4.9 LDU-20 page - EXHAUST VALVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
6.4.10 LDU-20 page - FAILURE LIST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
6.4.11 LDU-20 page - CYLINDER LUBRICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
6.4.12 LDU-20 page - USER PARAMETERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
6.4.13 LDU-20 page - PERFORMANCE DATA DIESEL. . . . . . . . . . . . . . . . . . . . . . . . . 254
6.4.14 LDU-20 page - TEMPERATURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
6.4.15 LDU-20 page - SOFTWARE INFO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
6.4.16 LDU-20 page - LOG MESSAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
6.4.17 LDU-20 page - LOG ENTRY DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
6.4.18 LDU-20 page - SYSTEM STATUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
6.4.19 LDU-20 page - SOFTWARE TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
6.4.20 LDU-20 page - SYSTEM SETTINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
6.4.21 LDU-20 page - ETHERNET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
6.4.22 LDU-20 page - DATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
6.4.23 LDU-20 page - SCAVENGE AIR - EWG (optional). . . . . . . . . . . . . . . . . . . . . . . 274
6.4.24 LDU-20 page - SCREENSHOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
6.5 Operate the local display unit (LDU-20). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
7 Installation
7.1 Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
8 Operation
Operation Manual
10 Troubleshooting
10.1 Troubleshooting - general data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
10.2 Malfunctions of systems and components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
10.3 Failures and defects of UNIC-flex components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
10.4 Examine the supply unit for servo oil leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
10.5 Examine the supply unit for fuel leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
10.6 Examine the rail unit for leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
10.7 Examine the FLV or fuel pipes for fuel leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
10.8 Temporary cut out a defective injection valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
10.9 Temporary cut out a defective exhaust valve drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
10.10 Temporary isolate a cylinder with cooling water leakage. . . . . . . . . . . . . . . . . . . . . . . 406
10.11 Temporary isolate a defective turbocharger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410
Operation Manual
11 Technical data
11.1 Engine data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
11.2 List of usual values and safeguard settings - general. . . . . . . . . . . . . . . . . . . . . . . . . 430
11.3 List of usual values and safeguard settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
11.4 Section views. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
12 Operating media
12.1 General for operating media. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
12.2 Compressed air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452
12.3 Scavenge air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
13 Schematic diagrams
13.1 Schematic diagrams - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
13.2 List of diagrams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .462
Operation Manual
Operation Manual
List of tables
1 Introduction
1-1 Change record ............................................................................................. 18
1-2 Data module codes (descriptive data) ......................................................... 24
1-3 Data module codes (procedural data) ......................................................... 26
1-4 List of abbreviations and acronyms ............................................................. 36
6 Control system
6-1 MAIN ........................................................................................................... 231
6-2 CONTROL LOCATIONS ............................................................................. 235
6-3 CA SENSOR STATUS ................................................................................. 237
6-4 FUEL SYSTEM ........................................................................................... 239
6-5 CYLINDER BALANCING DIESEL ............................................................... 241
6-6 MAIN FUEL INJECTION ............................................................................. 243
6-7 PAGE INDEX ............................................................................................... 245
6-8 EXHAUST VALVES ..................................................................................... 247
6-9 FAILURE LIST ............................................................................................. 249
6-10 CYLINDER LUBRICATION ......................................................................... 251
6-11 USER PARAMETERS ................................................................................. 253
6-12 PERFORMANCE DATA DIESEL ................................................................. 255
6-13 TEMPERATURES ....................................................................................... 257
6-14 SOFTWARE INFO ....................................................................................... 259
6-15 LOG MESSAGES ........................................................................................ 261
6-16 LOG ENTRY DATA ...................................................................................... 263
6-17 SYSTEM STATUS ....................................................................................... 265
6-18 SOFTWARE TOOLS ................................................................................... 267
6-19 SYSTEM SETTINGS ................................................................................... 269
6-20 ETHERNET ................................................................................................. 271
6-21 DATE ........................................................................................................... 273
Operation Manual
10 Troubleshooting
10-1 Supply pressure of the cylinder cooling water is too low ............................. 369
10-2 Supply temperature of the cylinder cooling water is too low ....................... 369
10-3 Cylinder cooling water temperature downstream of a cylinder is too high .. 369
10-4 Supply pressure of the cooling water to the SAC is too low ........................ 369
10-5 Supply temperature of the cooling water to the SAC is too low .................. 370
10-6 Temperature of the cooling water downstream of the SAC is too high ........ 370
10-7 Lubricating oil supply pressure at the engine inlet is too low ...................... 371
10-8 Lubricating oil supply pressure upstream of the injectors is too low ........... 371
10-9 Lubricating oil supply temperature at the engine inlet is too high ................ 371
10-10 Lubricating oil supply pressure upstream of the crossheads is too low ...... 371
10-11 Servo oil pressure in the distributor pipe (mini rail) is not in the permitted
range ........................................................................................................... 371
10-12 Servo oil leakage flow from the servo oil supply unit is too high ................. 372
10-13 Servo oil flow at a servo oil pump inlet is too low ........................................ 372
10-14 Bearing oil temperature at a bearing outlet is too high ................................ 372
10-15 Oil mist concentration is too high ................................................................ 372
10-16 Piston cooling oil temperature downstream of a piston is too high ............. 373
10-17 Piston cooling oil flow to a piston is not in the permitted range ................... 373
10-18 TC bearing oil temperature at a turbocharger outlet is too high .................. 373
10-19 TC bearing oil supply pressure upstream of a turbocharger is too low ....... 373
10-20 TC bearing oil temperature at a turbocharger inlet is too high (external oil
supply) ......................................................................................................... 373
10-21 Damper oil supply pressure upstream of the torsional vibration damper is
too low ......................................................................................................... 374
10-22 Damper oil supply pressure upstream of the axial vibration damper is too
low ............................................................................................................... 374
10-23 Cylinder oil supply pressure is too low ........................................................ 374
10-24 Cylinder oil flow is too low ........................................................................... 374
10-25 Fuel supply temperature is not in the permitted range ................................ 375
10-26 Fuel supply pressure at the engine inlet is too low ...................................... 375
10-27 Fuel leakage flow from the fuel supply unit is too high ................................ 375
10-28 Temperature difference of the fuel outlet of the two fuel pumps is too high
(for X35 or X40 engine) ............................................................................... 375
10-29 Leakage flow from the rail unit is too high ................................................... 375
10-30 Fuel leakage flow from fuel rail items is too high (engine with FLV) ............ 375
10-31 Fuel leakage flow from fuel rail items is too high (engine with ICU) ............ 376
10-32 Fuel pressure in the fuel rail is too high (for X35 or X40 engine) ................ 376
10-33 Fuel pressure in the fuel rail is too low (for X35 or X40 engine) .................. 376
10-34 Gas concentration in piston underside is too high ....................................... 377
10-35 Difference pressure of pilot fuel filter is too high ......................................... 377
10-36 Gas supply pressure is too low ................................................................... 377
10-37 Exhaust gas temperature downstream of a cylinder is too high .................. 378
10-38 Exhaust gas temperature difference downstream of all cylinders is too
high .............................................................................................................. 378
10-39 Exhaust gas temperature upstream of a turbocharger is too high .............. 378
Operation Manual
10-40 Exhaust gas temperature downstream of a turbocharger is too high .......... 379
10-41 Exhaust valve does not operate, unwanted noise ....................................... 379
10-42 Smoke is too dark ........................................................................................ 379
10-43 Scavenge air temperature in the receiver is too high .................................. 380
10-44 Scavenge air temperature in the receiver is too low ................................... 380
10-45 Scavenge air pressure is too high ............................................................... 380
10-46 Scavenge air pressure is too low ................................................................ 380
10-47 Condensation flow at a water separator is too high .................................... 381
10-48 Condensation flow upstream of a water separator is too high .................... 381
10-49 Scavenge air temperature in the piston underside is too high .................... 381
10-50 Starting air supply pressure is too low ......................................................... 381
10-51 Pressure of the air spring air supply is too high .......................................... 381
10-52 Pressure of the air spring air supply is too low ............................................ 382
10-53 Oil leakage flow in the collector for leakage oil from the air spring is too
high .............................................................................................................. 382
10-54 Control air supply pressure is too low (usual supply) .................................. 382
10-55 Control air supply pressure is too low (stand-by supply) ............................. 382
10-56 Control air supply pressure is too low (safety supply) ................................. 382
10-57 Temperature of a thrust bearing pad is too high .......................................... 383
10-58 Cylinder liner wall temperature is too high .................................................. 383
10-59 A fuel pump actuator has a failure ............................................................... 383
10-60 Power supply to the power supply box E85 has a failure ............................ 384
10-61 Unwanted engine speed decrease .............................................................. 384
10-62 Unwanted engine stop ................................................................................. 384
10-63 Examples of failure messages .................................................................... 386
10-64 Special failures ............................................................................................ 387
11 Technical data
11-1 General data ................................................................................................ 428
11-2 Rated power ................................................................................................ 429
11-3 Function code .............................................................................................. 432
11-4 Function group ............................................................................................ 433
11-5 Applied system ............................................................................................ 433
11-6 Cooling water systems (XX10NN to XX19NN) ............................................ 435
11-7 Oil systems (XX2NNN, part 1) ..................................................................... 436
11-8 Oil systems (XX2NNN, part 2) ..................................................................... 437
11-9 Oil systems (XX2NNN, part 3 (turbocharger bearing oil)) ........................... 438
11-10 Oil systems (XX2NNN, part 4) ..................................................................... 439
11-11 Fuel system (XX34NN) ................................................................................ 440
11-12 Exhaust gas system (XX37NN) ................................................................... 441
11-13 Air systems (XX40NN to XX44NN) ............................................................. 442
11-14 Miscellaneous items (XX45NN to XX52NN) ................................................ 443
11-15 Failure messages ........................................................................................ 444
13 Schematic diagrams
13-1 Function code .............................................................................................. 458
13-2 Function group ............................................................................................ 459
13-3 Applied system ............................................................................................ 459
Operation Manual
Operation Manual
List of illustrations
1 Introduction
1-1 Side view (generic) ...................................................................................... 31
1-2 End view (generic, seen from the driving end) ............................................ 32
1-3 Standard and LEFT engine (generic, seen from the driving end) ............... 33
1-4 Engine numbering (generic) ........................................................................ 34
Operation Manual
Operation Manual
6 Control system
6-1 ECS modules .............................................................................................. 217
6-2 Signal flow diagram ..................................................................................... 220
6-3 ICC - pressure diagram ............................................................................... 223
6-4 ICC - control schematic ............................................................................... 224
6-5 LDU-20 - overview ....................................................................................... 226
6-6 LDU-20 color display - general items .......................................................... 227
6-7 MAIN ........................................................................................................... 230
6-8 CONTROL LOCATIONS ............................................................................. 234
6-9 CA SENSOR STATUS ................................................................................. 236
6-10 FUEL SYSTEM ........................................................................................... 238
6-11 CYLINDER BALANCING DIESEL ............................................................... 240
6-12 MAIN FUEL INJECTION ............................................................................. 242
6-13 PAGE INDEX ............................................................................................... 244
6-14 EXHAUST VALVES ..................................................................................... 246
6-15 FAILURE LIST ............................................................................................. 248
6-16 CYLINDER LUBRICATION ......................................................................... 250
6-17 USER PARAMETERS ................................................................................. 252
6-18 PERFORMANCE DATA DIESEL ................................................................. 254
6-19 TEMPERATURES ....................................................................................... 256
6-20 SOFTWARE INFO ....................................................................................... 258
6-21 LOG MESSAGES ........................................................................................ 260
6-22 LOG ENTRY DATA ...................................................................................... 262
6-23 SYSTEM STATUS ....................................................................................... 264
6-24 SOFTWARE TOOLS ................................................................................... 266
6-25 SYSTEM SETTINGS ................................................................................... 268
6-26 ETHERNET ................................................................................................. 270
6-27 DATE ........................................................................................................... 272
6-28 SCAVENGE AIR - EWG (optional) .............................................................. 274
6-29 LDU-20 - navigation menu .......................................................................... 279
8 Operation
Operation Manual
10 Troubleshooting
10-1 Example of inspection point ........................................................................ 389
10-2 Supply unit (example) and example of inspection point .............................. 393
10-3 Leakage on FLV and pipes (example) ......................................................... 399
10-4 Exhaust valve with pressure element .......................................................... 407
10-5 Not all turbochargers are defective (example) ............................................ 411
10-6 All turbochargers are defective (example) ................................................... 412
10-7 Exhaust waste gate (example) .................................................................... 415
10-8 SCR system - covers (example for 1 turbocharger) .................................... 421
10-9 SCR system - covers (example for 2 turbocharger) .................................... 422
10-10 SCR system - covers (example for 1 turbocharger) .................................... 425
10-11 SCR system - covers (example for 2 turbocharger) .................................... 426
11 Technical data
11-1 Operating range .......................................................................................... 429
11-2 Signal codes ................................................................................................ 432
11-3 Engine cross section ................................................................................... 446
11-4 Engine longitudinal section .......................................................................... 447
13 Schematic diagrams
13-1 Line codes ................................................................................................... 456
13-2 Process codes ............................................................................................. 457
13-3 Signal codes ................................................................................................ 458
13-4 Color codes and symbols - electric connection diagram ............................. 460
Operation Manual
1 Introduction
1.1 Operation Manual - change record. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.2 Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.3 Technical documentation set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
1.4 Data module codes (descriptive data). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
1.5 Data module codes (procedural data). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1.6 About this book. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
1.7 About the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
1.8 List of abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
1.2 Preface
This manual is for use only for the related type of engine (the engine described in this manual).
Make sure that you know the inspection and overhaul intervals before you operate the engine.
Important data and changes are given directly to the customer in the service bulletins.
• Special equipment
The technical documentation set for this engine includes the publications that follow.
The Operation Manual (OM) contains data about engine operation, the necessary operating
media (oil, water, fuel etc) and descriptions of the components and systems. The manual also
gives troubleshooting procedures.
The manual gives data about the standard engine with all cylinder numbers, alternative designs
and special equipment.
In this manual the engine connections (refer to the pipe connection plan) are the interface of the
description. For a description of the plant supply systems refer to the Marine Installation
Manual.
The Maintenance Manual (MM) contains data about disassembly / assembly procedures that
are necessary for the engine maintenance. The manual includes the maintenance schedule,
data about the masses (weights) of components, a clearance table, tightening values for
important screw connections and a tool list.
In the Spare Parts Catalogue (SPC, or code book) all spare parts of the engine are marked with
a unique code number. You can order spare parts only with the code number from the Spare
Parts Catalogue. Order spare parts from one of the suppliers that follow:
• CSSC Marine Service Co., Ltd.
• Engine supplier.
The documentation from external suppliers gives data about the parts of the engine that are not
supplied by WinGD, such as turbocharger, automatic filter or damper. Most of this
documentation also contains data about spare parts.
The setting tables, shop trial documents, schematic diagrams and survey certificates of the
related engine are given with the first supply of the documentation.
The Marine Installation Manual (MIM) contains data for design engineers and naval architects,
enabling them to optimize plant items and machinery space, and to do installation design work.
• AA00-5551-00AAA-043A-A (example).
### 2 Shipdex information code, eg 043 = de- 3 numeric char- Shipdex specif- 043
scription of function attributed to the acters [0-9] ic
crew (functional breakdown)
NOTE: For the full list of available Shipdex information codes and more data about the
Shipdex specification, refer to www.shipdex.org.
• AA00-5556-00AAA-520A-A (example).
NOTE: For the full list of available Shipdex information codes and more data about the
Shipdex specification, refer to www.shipdex.org.
For general text in this book the definitions that follow are applicable:
• ASD Simplified Technical English
The text in this book obeys the rules for ASD Simplified Technical English.
• Illustrations
The items in an illustration are shown, if possible, in clockwise direction, for example 001,
002, 003.
NOTE: Illustrations are usually generic or are shown as example. Thus some items can
be different on the current engine.
• Cross references
A cross reference to a different section of this book has the number and the title of the
section, for example “refer to section 1.2 Preface”. In the electronic version, a mouse click
on the blue text shows the related section.
NOTE: The text “[section not applicable for this engine]” shows, that this cross
reference and the related section are not applicable for this book.
• Instructions
Instructions in the procedures are given as steps, for example 1, 2, 3. These steps can be
divided into sub-steps, for example 1.1, 1.2, 1.3 or also sub-sub-steps, for example 1.1.1,
1.1.2, 1.1.3.
• Notes
Notes give more data to help you do a task, or they give data about the related item.
Notes come immediately before or after the related paragraph.
• Decimal separator
In this book a full stop (.) is used as decimal separator, for example 3.21 bar.
1.6.2 Warnings
• Hazard
The hazard data gives the dangerous situation.
• Procedure
The procedure gives data of how to prevent the dangerous situation.
The signal words have the different hazard levels that follow:
• WARNING
The signal word WARNING gives a dangerous situation at which death or large injury are
possible. Do the related procedure to prevent this.
• CAUTION
The signal word CAUTION gives a dangerous situation at which moderate or small injury
to personnel or damage to equipment are possible. Do the related procedure to prevent
this.
Each component of the engine has a four-digit material number. WinGD has divided these
components related to the first digit of the number into 9 groups:
• Group 1 - Engine frame and bearings
• Group 2 - Cylinder
• Group 8 - Pipes
The sides and ends of the engine have the names and abbreviations that follow (refer to Figure
1-1 and Figure 1-2):
• DE - Driving End (end that has a flange to attach the propeller shaft)
• FS - Fuel Side (side that has the equipment for the supply of fuel and other operating
media)
• FE - Free End (end that is closed with a cover)
• ES - Exhaust Side (side that has the equipment for the discard of the exhaust gas and for
the supply of scavenge air).
DE FE
001
005
002
004
1 2 n-1 n
003
Legend
Fig 1-2 End view (generic, seen from the driving end)
FS ES
005 001
002
004
003
Legend
Fig 1-3 Standard and LEFT engine (generic, seen from the driving end)
FS ES FS
003
001 002
Legend
NOTE: In the Spare Parts Catalogue parts that have the mark (LEFT) are only applicable for a
LEFT engine. Parts that are applicable for the two engines types (Standard and LEFT)
have no mark.
WinGD uses the definitions for the numbering of items as follows (refer to Figure 1-4):
• In axial direction the numbering starts from the flywheel.
• In radial direction the numbering starts from the center of the flywheel.
DE FE
1 2 n-1 n
004 001
003
1 2 3 4 n-1 n
002
Legend
AHD ahead
ALM alarm
A/R as required
AST astern
BN Base Number
CCW counterclockwise
CS crankshaft
CW clockwise
Cyl. cylinder
DE Driving End
DF Dual Fuel
ES Exhaust Side
FE Free End
FS Fuel Side
HP High Pressure
HT High Temperature
Ind. Indenture
LP Low Pressure
LT Low Temperature
MARPOL International Convention for the Prevention of Pollution from Ships (MARine POLlution)
MM Maintenance Manual
No. number
OM Operation Manual
Pos. position
PU Piston Underside
REF Reference
SHD shutdown
SLD slowdown
TC TurboCharger
Operation Manual
2 Safety
2.1 Safety precautions and safety rules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
2.2 Contamination and fire in the scavenge air spaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2.3 Fire-fighting in the scavenge air space. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.4 Explosions in the crankcase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
2.5 Prevent explosions in the crankcase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.6 Access to engine spaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
If you do work at or near the engine, obey the rules that follow to prevent risks of harm or
damage to personal, to equipment, or to environment.
• Rules for personnel
Wear the correct safety and protective equipment.
Make sure that you know the fire-fighting procedures.
Make sure that you know the health and general safety data and the environment
protection data.
Avoid direct contact with operating media or with hot parts.
Climb only on facilities as intended for this.
Never stand on pipes, valves or fittings.
Keep away from the running engine.
Keep ignition sources away from the engine.
Carry out all work carefully.
• Rules for operation
Start the engine only if the engine is in good condition.
Keep the safety signs on the engine clean.
Keep unauthorized persons away from the engine.
Clean walk ways and stays regularly.
Open valves and shut-off devices carefully to prevent injury from released media.
Do not use water or cleaning fluid to clean the electronic components and control boxes.
• Rules for service and maintenance
Keep the tools serviceable, for example calibrate gauges regularly.
Use the correct tools in a correct way, for example lifting devices and ropes.
Protect lifted parts with applicable materials.
Do work inside the engine with a safety person on the outside.
Put covers or protection on opened openings or on removed sealing faces.
Attach removed parts in the engine room to prevent movement of the parts.
Replace O-rings during an overhaul of components.
Make sure that after installation all pipes and items are fixed correctly.
Use lock wires, tab washers, and lock plates one time only.
Before you assemble screws and studs in very hot areas, apply on the threads a lubricant
that is resistant to high temperatures.
The primary cause of contamination is when combustion materials are blown between the
piston and cylinder into the scavenge air spaces (blow-by). The contamination will be more if
the fuel is not fully burned, which causes exhaust smoke.
• Operation with a temporarily low air supply during large differences in engine load and the
scavenge air pressure fuel-limiter set too high.
• Too much load.
• Low air supply because the ventilation in the engine room is not sufficient.
• The silencer and diffuser on the air side of the turbocharger has contamination.
• The wire mesh and nozzle ring upstream of the turbocharger has contamination.
• The exhaust gas boiler, the air cooler and water separator, the air flaps in the scavenge
air receiver and the scavenge ports have contamination.
2.2.1.2 Blow-by
If there are one or more of these conditions, the remaining particles will collect at the areas that
follow:
• Between the piston ring and piston ring groove.
You must do regular checks of the bottom of the cylinder block and scavenge air receiver to
keep clean the cylinder block and scavenge air receiver, refer to section 8.5 Do checks during
operation - general.
• A large increase in the exhaust gas temperature of the related cylinder and an increase in
piston underside temperature.
For the fire-fighting procedures, refer to section 2.3 Fire-fighting in the scavenge air space.
Personnel
Description Specialization QTY
Engine crew Intermediate 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• Refer to section 2.2 Contamination and fire in the scavenge air spaces
PROCEDURE
WARNING
Injury Hazard. Where CO2 is used to extinguish a fire in the engine, there is a risk of
suffocation. Make sure that all related spaces have good airflow to remove all CO2 gas
before you go into the engine.
CAUTION
Damage Hazard. Steam can cause corrosion. If steam is used to extinguish a fire you
must do procedures to prevent corrosion.
CLOSE UP
• None
The cause of crankcase explosions is oil mist. Oil mist comes from components that have
become unusually hot.
The engine has oil mist detectors, refer to section 5.9.2 Oil mist detector.
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
WARNING
Danger: If an oil mist alarm is activated, keep away from the engine. There is a risk of
explosion.
WARNING
Danger: Do not open the crankcase doors or the covers for a minimum of 20 minutes
after engine stop. If air goes into the crankcase, an explosion can occur.
WARNING
Injury hazard: The crankcase doors have relief valves. To prevent accidents no person
must be in the areas of gases that can come out of these relief valves. Injury to personnel
can occur.
PRELIMINARY OPERATIONS
• None
PROCEDURE
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• The engine must be stopped and prepared for maintenance, refer to section 8.18 Prepare
the engine after stop - general
PROCEDURE
1 Make sure that there is always a safety person on the outer side of the engine.
2 Wear the correct safety equipment.
3 For a DF engine, obey the safety rules for natural gas, refer to section [section not
applicable for this engine].
4 Release the pressure in the air spring air pipe to open the exhaust valves.
5 Make sure that the starting air supply pipe has no pressure (ie starting air shut-off valve
30-4325_E0_1 is closed, ball valves 30-8605_E0_6 and 30-8605_E0_7 are open).
6 Engage the turning gear and lock the lever in this position.
NOTE: Other ships in the water cause currents, which cause the movement of the
propeller and the engine. The engine and propeller cannot move when the
turning gear is engaged.
7 If applicable, open the indicator valves or the relief valves on the cylinder cover.
8 Make sure that there is sufficient air in the engine spaces, eg use a ventilator.
9 Go into the engine spaces and do the work very carefully.
10 When you go out of the engine spaces, move all the equipment out of the engine.
CLOSE UP
• None
Operation Manual
The sequences of a two-stroke diesel engine are as follows (refer to Figure 3-1):
• Sequence 1 - 2
The piston moves up and thus compresses the scavenge air. This increases the
temperature of the air above the self-ignition temperature of the fuel.
• Sequence 2 - 3
At almost TDC fuel at very high pressure is injected into the hot air in the combustion
chamber. The fuel ignites and combustion starts.
• Sequence 3 - 4
The gases expand and push the piston down. The pressure in the combustion chamber
decreases.
• Sequence 4 - 1
The scavenge air replaces the exhaust gas as follows:
○ At (4) the exhaust valve opens.
○ At (a) the scavenge ports get uncovered. Scavenge air enters the cylinder and
pushes the exhaust gas into the exhaust gas manifold.
○ At (b) the scavenge ports get covered.
○ At (1) the exhaust valve closes.
Fig 3-1 Pressure - volume diagram and schematic of the two-stroke diesel cycle
p 2 3
2 3
4
1 4
1 b a
V 00120
The engine is intended to drive a propeller of a vessel. The engine changes the chemical
energy of the fuel to mechanical energy.
The engine must only be used in the operating range as given in the data sheets, refer to
chapter 11.
Related to the contract the Contract Maximum Continuous Rating (CMCR) is specified in the
range of Figure 3-2. The points R1+ and R2+ are only applicable, if the engine has an extended
range.
P
R1 R1+
R3
R4
R2 R2+
R4
S
Legend
The intended use of the engine includes the items that follow:
• Obey this Operation Manual.
Incorrect use of the engine can result in personal injury and in damage to physical properties.
Personal injury or damage to physical properties caused by incorrect use will be the
responsibility of the operating company.
3.2.3 Tuning
Related to the contract the engine has one of the tuning options that follow (refer to Figure 3-3):
• Standard tuning
The standard tuning gives a good fuel consumption over the full engine power range.
• Delta tuning
The delta tuning decreases the fuel consumption below 90% engine power compared to
standard tuning. But it increases the fuel consumption between 90% and 100% of engine
power.
• Delta bypass tuning
The delta bypass tuning decreases the fuel consumption below 50% engine power
compared to delta tuning. For more than 50% of engine power the fuel consumption is
the same as delta tuning, but the steam production is increased.
• Low-load tuning
The low-load tuning decreases the fuel consumption below 75% engine power compared
to delta tuning or delta bypass tuning. But it increases the fuel consumption between 90%
and 100% of engine power compared to delta tuning.
The engine can be operated in a vessel with twin engine propulsion. Figure 3-4 shows an
example of the related installation.
In this configuration the installation must have been done related to the specified rules of the
classification societies and of WinGD.
You can operate the two engines in different modes, for example port engine (001) is in diesel
mode and, if gas mode is applicable, starboard engine (002) is in gas mode.
Legend
3.3.1 General
There is a specified relation between the propeller speed and the absorbed power in ships that
have fixed pitch propellers. The relation is between the propeller and the speed at which it turns.
The formula that follows (where P = power and n = speed) gives an approximate result, which is
sufficient for conventional vessels:
If the engine is in good condition, correctly supplied with air (ie turbochargers in good condition
and the resistance of the air and exhaust pipes is in the specifications) and the fuel injection
quantity is correctly adjusted (see the shop test protocol), then the mean effective pressure
(MEP) developed during service conditions (in accordance with the specified load indication), is
related to the approximate MEP for this position on the test bed.
In the diagram (see Figure 3-5), the propeller property line through the CMCR point (100%
power at 100% engine speed) is known as the nominal propeller property. Engines that are
used for the propulsion of vessels with fixed propellers have a load applied on the test bed in
accordance with this propeller property. But, during sea trial of a new ship with a smooth and
clean hull, the applicable power is lower and the operation point is below the nominal propeller
property.
During operation, a higher torque is necessary for the propeller to keep its speed than at the
time of the sea trial (sea margin) because:
• There are changes in wake flow conditions because of marine growth on the hull
• The cargo load has an effect on the depth of the vessel in the water
• The vessel operates in shallow water. The MEP of the engine (and thus the fuel injection
quantity) will increase. In such a condition, the operation point will then be at the left of
the initial propeller curve which was calculated during sea trials.
A hull that was cleaned and painted will help to decrease the resistance as the vessel moves
through the water. It is not possible to get the hull back to its initial condition.
Because the thermal load of the engine is related to the MEP, the position of the operation point
is also important. The air supply to the engine and the operation conditions will become
unsatisfactory if the operation point is far above the propeller curve.
To get the best conditions, the operation point of the engine for service range must be on or
below the nominal propeller property.
Point A (Figure 3-6) shows the power and speed of a ship that operates at contractual speed in
calm seas with a new clean hull and propeller. A power / speed combination at point D is
necessary for the same ship at the same speed during service conditions with aged hull and
average weather. Point D is then the CSR point.
Most owners specify the contractual loaded service speed of the ship at 85% to 90% of the
contract maximum continuous rating (CMCR). The remaining 10% to 15% of power can be used
to catch up with changes in schedules or for the timing of dry-dock intervals. This margin is
usually subtracted from the CMCR. Thus, to get the 100% power line, you divide the power at
point D by between 0.85 to 0.90.
Engine power
[% Rx] CMCR (Rx)
110
Engine load range 2
100
1
95 EM/OM
90
D B
Constant torque
SM
80
A
4
70 LR
ic
rist
3
cte
60
ara
6
r ch
elle
rop
50
al p
5
min
No
Propeller curve
without SM
Engine speed
40 [% Rx]
65 70 80 90 95 100 104 108 00117
When the engine has the best values at CMCR (RX), the limits that follow give the load range of
the engine:
• Line 1 is a constant MEP or torque line through CMCR from 100% speed and power
down to 95% speed and power.
• Line 2 is the overload limit. This is a constant MEP line from 100% power and 93.8%
speed to 110% power and 103.2% speed. 103.2% speed is the intersection point
between the nominal propeller property and 110% power.
• Line 3 is the 104% speed limit where an engine can operate continuously. For RX with
decreased speed (NCMCR ≤0.98 NMCR) this limit can be extended to 106%, but, the torsional
vibration must not be more than the specified limits.
• Line 4 is the overspeed limit. The overspeed range between 104% (106%) and 108%
speed is only permitted during sea trials if necessary. This is to demonstrate the speed of
the ship at CMCR power with a light running propeller in the presence of authorized
representatives of the engine builder. The torsional vibration must not be more than the
specified limits.
• Line 5 is the permitted torque limit from 95% power and speed to 45% power and 70%
speed. This shows a curve defined by the equation: P2 ÷ P1 = (N2 ÷ N1)2.45. When the
engine speed and power is near the data in Line 5 there will be a decrease in scavenge
air, which has an effect on the engine. The area between Lines 1, 3 and 5 show the range
in which the engine must be operated. The area in the nominal propeller property, 100%
power and Line 3 is recommended for continuous operation. The area between the
nominal propeller property and Line 5 must be reserved for acceleration, shallow water
and usual flexibility of operation.
• Line 6 gives the equation: P2 ÷ P1 = (N2 ÷ N1)2.45 through 100% power and 93.8% speed
and the maximum torque limit in transient conditions. The area above Line 1 is the
overload range. You must only operate the engine in this range for a maximum of one
hour during sea trails in the presence of authorized representatives of the engine builder.
The area between Lines 5 and 6 and the constant torque line (shown as a dark area)
must only be used for transient conditions, ie during fast acceleration. This range is
known as the service range with operational time limit.
After engine start, the engine operates at an idle speed of up to 70% of the rated engine speed
with zero pitch. From idle speed, the propeller pitch must be increased with constant engine
speed to the minimum at point E, the intersection with Line 9 (see Figure 3-5).
60
5 7
50
40
8
c i
ist
r
cte
30
a ra
ch
r
lle
pe
ro
lp
na
20
mi
no
17
tic
ris
15
te
st) ac
ru ar
th ch
ro ller
Field A
(ze ope
pr
ch
10
pit
ro
ze
prohibited
operation area
6
5
50 55 60 65 70 80 90 100
Engine speed [% Rx] 00116
• Line 9 is the bottom load limit between 70% and 100% speed, with a pitch position that at
100% speed, is the minimum power at point F is 37%. The formula shown in paragraph 1
is used for this calculation.
• Along Line 8, the power increase from 37% (point F) to 100% power (CMCR) at 100%
speed is the constant speed mode for the shaft generator operation.
• Line 5 is the top load limit and relates to the permitted torque limit.
• The area between 70% and 100% speed and between Line 5 and Line 9 shows the area
that an engine with a CPP must be operated.
• Line 7 shows a typical combinator curve for variable speed mode.
Maneuvering at maximum speed with low or zero pitch is not permitted. Thus, installations with
main engine-driven generators must have a frequency converter when electrical power is to be
supplied (eg to thrusters) at constant frequency during maneuvering. As an alternative, power
from auxiliary engines can be used for this purpose.
For test purposes, the engine can be operated at rated speed and low load during a one-time
period of 15 minutes on the testbed (eg NOx measurements) and 30 minutes during dock trials
(eg shaft generator adjustment) when there are an authorized representatives of the engine
builder on board. More requests must be agreed from WinGD.
The CPP control functions are usually part of the engine control system and include the
functions in the paragraphs that follow.
• Combinator Mode 1
Combinator mode for operation without a shaft generator. A combinator curve that
includes an applicable light running margin can be set in the permitted operation area,
Line 7 (see Figure 3-5).
• Combinator Mode 2
An optional mode used in connection with shaft generators. During maneuvering, the
combinator curve follows the Line 9. At sea the engine is operated between point F and
100% power (Line 8) at constant speed.
For manual and/or emergency operation, different setpoints for speed and pitch are
usually supplied.
An alarm is also usually given in the main engine safety system, or the alarm and
monitoring system when the engine operates for more than three minutes in the operation
area that is not permitted. If the engine operates for more than five minutes in the
operation area that is not permitted, the engine speed must be decreased to idle speed
(less than 70%).
Operation Manual
You can find an overview of the used line codes in Figure 4-1.
001 006
002 007
003 008
004 009
005
Legend
• Cylinder cover
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The cooling water system has the engine connections as interface to the plant as follows (in
Figure 4-2 marked with a circle):
• Connection 01 (cylinder cooling water inlet)
• Connection 02 (cylinder liner cooling water inlet (bypass cooling water system)) (optional)
If the supply at the engine connection 02 is installed, the cylinder liner is supplied with cooling
water at a higher temperature than the cylinder cover.
001
010
ENGINE
PLANT
03
002
009
008
007
003
Cyl. 1 Cyl. n
004
006
005
05
01
02
Legend
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The wash-water system has the engine connections as interface to the plant as follows (in
Figure 4-3 marked with a circle):
• Connection 06 (SAC drain outlet) (for X35 and X40)
Condensation and wash-water flow through the cyclone separator and back to the plant at the
connection 16.
11 12
005 001
002
002
003 003
13
18
06 06
16
17
ENGINE
ENGINE
PLANT
PLANT
004
Legend
• Gear wheels
• Vibration dampers
• Pistons
• Crosshead assemblies
• iELBA (optional)
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The system oil system has the engine connections as interface to the plant as follows (in Figure
4-4 marked with a circle):
• Connection 22 (oil drain bedplate horizontal)
System oil from the bearings and gear wheels drops into the crankcase.
27
001 001
26
012
002
011
002
30
37
25
010
009
007
008
23 22 23 22
006 005 004 003
Legend
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The system oil system supplies the servo oil through the supply pipe.
The servo oil system has the engine connections as interface to the plant as follows (in Figure
4-5 marked with a circle):
• Connection 25 (main oil inlet)
Servo oil from the pumps and valves collects in the square collector pipe (003). The oil then
flows to the connections 34 and 35.
001
007
002
ENGINE
PLANT
ENGINE
PLANT
34 35
003
006
005
25
38
004
Legend
001 Injection control unit (ICU) for X82 and X92 006 Oil pipe to exhaust valve
002 Exhaust valve control unit (VCU) 007 Servo oil rail
003 Square collector pipe 008 Rail unit
004 Servo oil pump 009 Pressure reducing valve
005 Servo oil service pump 010 Distributor pipe (mini-rail)
The engine has an automatic pre-lubrication sequence. At each engine start the ECS
automatically starts this sequence to make sure, that the cylinders are sufficiently lubricated.
The sequence includes a specified number of lubrication pulses. For the specified number refer
to chapter 11 Technical data.
NOTE: You also can start the pre-lubrication sequence manually.
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The cylinder oil system has the engine connections as interface to the plant as follows (in Figure
4-6 marked with a circle):
• Connection 32 (cylinder oil inlet (high BN)), only applicable on an engine with iCAT
Fig 4-6 Cylinder oil system (generic and simplified, with and without iCAT)
001
iCAT
36
Cyl. 1 Cyl. n
002
003
008
007 32
33
004
006 005
ENGINE
PLANT
Legend
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The starting air system has the engine connections as interface to the plant as follows (in Figure
4-7 marked with a circle):
• Connection point 40 (starting air pipe inlet)
010
001
009
008
Cyl. 1 Cyl. n 002
40 E
003
ENGINE
PLANT
004
007
41
A2 A1
45
A3
A6
A
ENGINE
PLANT
006 005
Legend
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The scavenge air comes in from the outside through a duct or from the engine room. The
scavenge air enters at the silencer of the turbocharger.
001
015 002
003
004
005
014
013
012 006
011
007
010 008
009
00148
Legend
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The plant supply systems supply compressed air with the specified properties at the two engine
connections (in Figure 4-9 marked with a circle) that follow:
• Connection 45 (control air supply inlet) for usual supply
007
005
006
Cyl. 1 Cyl. n
40 E
ENGINE
PLANT
A2 A1
45
A3
A6
A
ENGINE
PLANT
Legend
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The exhaust gas system has as interface to the plant the engine connection 71 (exhaust gas
turbocharger outlet, in Figure 4-10 marked with a circle).
T
001 002
AN
E
PL
IN
G
EN
71
003 004
Legend
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
The fuel system has the engine connections as interface to the plant as follows (in Figure 4-11
and Figure 4-12 marked with a circle):
• Connection 49 (fuel inlet)
The constant flow of fuel through the fuel system keeps the fuel warm.
At low load the ECS automatically cuts out injection valves in each cylinder as follows:
• For an engine with two injection valves - one of the two injection valves
• For an engine with three injection valves - one or two of the three injection valves.
This makes sure that the engine has the best fuel and combustion properties, which decreases
smoke and fuel consumption. The ECS cuts out a different injection valve at regular intervals to
get an equal thermal load in the combustion chamber. There is no time limit to operate the
engine at low load.
009 008
ENGINE
006
PLANT
50 51
Cyl. 1 Cyl. n 59
67
49
52
60
57
ENGINE
PLANT
007
Legend
ENGINE
ENGINE
PLANT
PLANT
67
006
57
52
60 50 49 009 008 007
Legend
Nitrogen oxides are dangerous and are made in secondary reactions in the engine during fuel
combustion.
The HP SCR system is installed between the exhaust gas manifold and the turbocharger. The
system design and the supply of components is divided between the HP SCR system supplier,
the shipyard and WinGD/engine builder.
The HP SCR system adds an urea water solution as reducing agent to the exhaust gas flow.
Chemical reactions change nitrogen oxides to molecular nitrogen and water, which are not
dangerous.
NOTE: For a DF engine - the HP SCR system can only be used in diesel mode.
The HP SCR system has the parts that follow (refer to Figure 4-13):
• Urea solution supply unit
The urea solution supply unit has the two parts that follow:
○ The urea solution pump unit supplies the urea solution from the tank to the urea
solution dosing unit and keeps the applicable pressure in the related pipes.
○ The urea solution dosing unit controls the supply of urea solution to the mixing
duct.
• Mixing duct
The mixing duct has an injection lance, which is a double wall pipe. In the inner part, the
urea solution is supplied. In the outer part, compressed air is supplied. In the injection
nozzle at the end of the lance the two components are mixed and injected through holes
into the exhaust gas flow.
After the injection of the urea solution the heat of the exhaust gas changes the water into
steam. The high temperature also changes the urea ((NH2)2CO) into ammonia (NH3) and
carbon dioxide (CO2). Installations in the mixing duct make the gases to equally mix.
Then the gases flow to the reactor.
• Reactor
The reactor has a steel wall and has an inlet and an outlet cone. A steel structure holds
the catalyst layers. At the catalytic surface of the catalyst layers the nitrogen oxides (NO
and NO2) react with the ammonia into molecular nitrogen (N2) and water (H2O). These
gases are part of the ambient air and are not dangerous.
Manholes in the reactor walls are used to examine and, if necessary, to clean or replace
the catalyst elements.
• Venting/sealing unit
The venting/sealing unit supplies compressed air into the exhaust gas pipes for the
functions that follow:
○ Blow out the exhaust gas from the reactor and the pipes after stop of the HP SCR
system
○ Seal the reactor during HP SCR bypass operation.
The turbine bypass valve (V4) is also used for other functions of the ECS, E.g. for low-
load tuning (LLT) or for steam production control (SPC).
For more data about the function of the valves, refer to the chapters that follow.
001 002
007
006
V7
005
V1 V2
004
V3
V4
003
Legend
The HP SCR system can be operated, if the exhaust gas temperature after the exhaust gas
manifold is in the permitted limits shown in Table 4-1 - Operation limits of exhaust gas
temperature after exhaust gas manifold. A temperature that is less than the given limit can
cause the catalyst elements to clog. A temperature that is more than the given limit can cause
the catalyst elements to age faster.
Tab 4-1 Operation limits of exhaust gas temperature after exhaust gas manifold
Use of low sulphur fuel (≤ 0.5% S) (urea injection ON) 310°C 470°C
Use of high sulphur fuel (> 0.5% S) (urea injection ON) 1 325 to 340°C 2 470°C
1 Refer to the HP SCR system documentation if the operation of the HP SCR system with
high sulphur fuel is permitted.
2 The engine control system (ECS) calculates this value related to the engine load and to
the exhaust gas pressure.
NOTE: WinGD recommends to do a test of the valves regularly during engine stop, refer to
Figure 4-27.
In this operation mode, the HP SCR system is bypassed. The HP SCR control system opens
the valve V3 quickly. The engine operates in Tier II mode.
If necessary, you can start this operation mode manually. You use the related switch on one of
the control boxes, refer to Para 4.12.3.
The HP SCR control system changes to emergency bypass mode automatically, if a condition
for correct operation of the HP SCR system is not given, eg if a bus connection is defective.
• V2 - Closed
• V3 - Open
001 002
007
006
V7
005
V1 V2
004
V3
V4
003
Legend
In this operation mode, the HP SCR system is bypassed. The engine operates in Tier II mode.
Urea solution is not injected.
If you change from Tier III mode to bypass mode, the HP SCR control system changes the
valve conditions and starts the preservation sequence. If a condition for correct operation for
Tier III mode is not given, the HP SCR control system automatically changes to bypass mode.
• First the valves have the conditions that follow (refer to Figure 4-15):
○ V1 - Slowly changes from open to closed
○ V2 - Slowly changes from open to closed
○ V3 - Open
○ V4 - Controlled by the ECS, can be more opened to decrease the scavenge air
flow and thus to increase the exhaust gas temperature
○ V7 - Closed, can be opened to decrease the pressure in the reactor
• Then the preservation sequence starts as follows to prevent corrosion of the reactor and
of the pipes (refer to Figure 4-16):
○ The purging sequence uses compressed air to remove the remaining urea solution
from the injection equipment, from the pipes and from the reactor.
○ The venting/sealing unit starts and the valve V7 opens for some minutes. Thus the
compressed air removes the exhaust gas to the exhaust gas system of the plant.
• If the venting/sealing unit is unserviceable, decrease the pressure in the reactor and drain
the condensation.
001 002
007
006
V7
005
V1 V2
004
V3
V4
003
00525
Legend
001 002
007
006
V7
005
V1 V2
004
V3
V4
003
Legend
After that procedure, or directly, the venting/sealing unit supplies compressed air to keep a
pressure in the reactor and in the pipes. This makes a seal against the exhaust gas to prevent
damage of the reactor. Make sure that the pressure in the reactor is more than the exhaust gas
pressure.
• V2 - Closed
• V3 - Open
001 002
007
006
V7
005
V1 V2
004
V3
V4
003
Legend
In this operation mode, exhaust gas causes the temperature of the HP SCR reactor to slowly
increase. The engine operates in Tier II mode. Urea solution is not injected.
• V7 - Closed
If necessary, you can operate the engine in this mode for longer periods, eg to be ready for a
fast change to Tier III mode.
001 002
007
006
V7
005
V1 V2
004
V3
V4
003
Legend
In this operation mode, the HP SCR system is set to ON. The engine operates in Tier III mode.
Urea solution is injected.
• V2 - Open
• V3 - Closed
• V4 - Controlled by the ECS, can be more opened to decrease the scavenge air flow and
thus to increase the exhaust gas temperature
• V7 - Closed, can be opened to decrease the pressure in the reactor
001 002
007
006
V7
005
V1 V2
004
V3
V4
003
Legend
If you stop the engine in Tier III mode, the HP SCR system changes to bypass mode after some
time. Related to the condition the venting/sealing unit starts for some minutes, refer to Para
4.12.2.2.
If necessary you can cut out the HP SCR system. When the engine is stopped, you can install
covers to the valves V1 and V2 to make a safe stop of the exhaust gas through the HP SCR
system, refer to section 10.14 Temporary isolate the HP SCR system.
The HP SCR control system has the three control boxes that follow:
• Control box E48
Each control box is connected through bus connections or hard-wired connections. The control
box E48 is connected to the engine control system (ECS) and to the external HP SCR system
control through bus connections or hard-wired connections, refer to Figure 4-20.
PCS
ECS Signals
AMS
External main
E49 E50 E48 control panel
The control box E48 is installed in the engine room and has switches and visual indicators.
001
012
011 002
010
009 003
008 004
007 005
006
00561
Legend
001 SCR bypass switch 007 Option SPC - Indication - SPC running
002 Option SPC - SPC bypass switch 008 Indication - urea injection
003 Indication - minor failure 009 Indication - major failure
004 Indication - SCR pre-heating on 010 Hour meter
005 Option SPC - Indication - SPC failure 011 Indication - power on
006 Option SPC - Indication - SPC bypass 012 Power switch
The control box E49 is installed in the engine control room and has switches below the LDU-20.
001
002
003
00562
Legend
The control box E50 is installed on the engine and has switches below the LDU-20.
001
003 002
00563
Legend
The HP SCR control system gives three messages to the alarm and monitoring system (AMS).
The messages are as follows:
• SCR ON
This message shows that the HP SCR system is set to ON.
• SCR minor failure
This message shows a failure that does not have an effect on HP SCR system operation.
• SCR major failure
This message shows a failure that has an effect on HP SCR system operation. The HP
SCR control system stops the HP SCR system operation and changes to Tier II mode.
008
009
012
010
011
007
006 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
010 Button and indication Starts and indicates the related SCR operation mode
011 Button and indication Stops and indicates the external heating system
NOTE: After boot-up of the LDU-20, the main page will be displayed. If you change to a
different page, press the HOME button of the LDU-20 to go back to the main page.
012 007
011
010 008
009
006
005 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
006 Status indication Shows the SCR status (failure and mode)
009 Status indication Shows the V4 setpoint if E48 has control (in Tier II mode the
ECS controls V4)
011 Status indication Shows the current value and the valve setpoint value in per-
cent (0% to 100%)
012 Status indication Shows the current value and the setpoint value of the urea sol-
ution injection in dl/h
007
012
008
011 009
010
006
005 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
006 Status indication Shows the SCR status (failure and mode)
008 Status indication Shows the auxiliary blower status (in preparation mode and
Tier III mode E48 controls the auxiliary blowers)
011 007
008
010
006
009
005 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
006 Status indication Shows the SCR status (failure and mode)
008 Button and indication Starts and stops the set automatic valve movement as test se-
quence (serviceable only if the manual mode is permitted)
The indication shows the status of the test sequence.
NOTE: If necessary you can stop the test sequence manual-
ly before it stops automatically.
009 Indication and input field First value shows the valve value in percent (%). Second val-
ue shows the valve setpoint value in percent. Third value
shows the valve setpoint value in percent from the operator
010 Button and indication Gives manual control of the related valve and shows the sta-
tus (serviceable only if the manual mode is permitted)
004
005
006
007
008
009
003 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
004 Application type Shows the software number given from IMO
005 Software version Shows the software version number, (major) (middle) (minor),
eg 1.2.0
006 Application CRC (Cyclic Redun- Shows the check-sum of the application (binary)
dancy Check)
004
003 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
Nitrogen oxides are dangerous and are made in secondary reactions in the engine during fuel
combustion.
The LP SCR system is installed after the turbocharger. The system design and the supply of
components is divided between the LP SCR system supplier, the shipyard and WinGD/engine
builder.
The LP SCR system adds a urea water solution to the exhaust gas flow. Chemical reactions
change nitrogen oxides to molecular nitrogen and water, which are not dangerous.
Because of the low exhaust gas temperature after the turbocharger ammonia bisulfates are
formed in the LP SCR reactor. You must regularly change to bypass operation and do a
regeneration procedure to remove these deposits, refer to the related documentation of the
manufacturer. During this procedure the LP SCR system cannot operate.
NOTE: For a DF engine: The LP SCR system can only be used in diesel mode.
The LP SCR system has the parts shown in the paragraphs that follow (see Figure 4-30 and
Figure 4-31):
• Urea pump unit
This unit supplies the urea solution from the tank to the urea solution dosing unit. This
keeps the applicable pressure in the related pipes.
• Urea dosing unit
The urea dosing unit controls the supply of urea solution to the decomposition unit.
• Burner
The burner heats up the exhaust gas flow that is used to inject the urea.
• Decomposition unit
In the decomposition unit the exhaust gas and the urea is mixed to form ammonia.
• LP SCR reactor
The LP SCR reactor has a steel wall and has an inlet and an outlet cone. A steel
structure holds the catalyst layers. At the catalytic surface of the catalyst layers the
nitrogen oxides (NO and NO2) react with the ammonia into molecular nitrogen (N2) and
water (H2O). These gases are part of the ambient air and are not dangerous.
Manholes in the reactor walls are used to examine and, if necessary, to clean or replace
the catalyst elements.
• Valves
The valves in the LP SCR system are used for the different operation modes. The LP
SCR system has the valves that follow:
○ V1 - reactor inlet valve
○ V2 - reactor outlet valve
○ V3 - reactor bypass valve
○ V4 - turbine bypass valve
The turbine bypass valve (V4) is also used for other functions of the ECS, eg for low-load
tuning (LLT) or for steam production control (SPC).
4.13.1.2 Layout
The LP SCR system can be designed in different layouts related to the project. Two examples
are shown in Figure 4-30 and Figure 4-31.
V4
006
V1 V2
V3
Legend
V4
006
V1 V2
V3
Legend
The LP SCR system can be operated if the exhaust gas temperature is in the permitted limits.
These limits are adjusted during commissioning. A temperature that is less than the permitted
limit can cause the catalyst elements to clog. A temperature that is more than the permitted limit
can cause the catalyst elements to become worn quickly.
In this operation mode, the LP SCR system is bypassed. The engine operates in Tier II mode.
Urea solution is not injected.
• V2 - closed
• V3 - open
In this operation mode, exhaust gas causes the temperature of the LP SCR reactor to slowly
increase. Urea solution is not injected.
When the temperature of the LP SCR reactor has the value for operation in Tier III mode, a
timer starts. As long as the timer runs, the operator must change to Tier III mode. If the operator
does not change to Tier III and the timer stops, the ECS changes back to bypass mode (Tier II).
In this operation mode, the LP SCR system is set to ON. The engine operates in Tier III mode.
Urea solution is injected.
• V2 - open
• V3 - closed
• V4 - the control systems control this valve to keep the temperature of the exhaust gas in
the correct range.
If you stop the engine in Tier III mode, the LP SCR system changes to bypass mode
immediately and urea solution injection stops.
The main tasks of the WinGD control system for the LP SCR system are as follows:
• Calculate the setpoint position for the turbine bypass valve (V4) to control the exhaust
gas temperature.
• Control the operation of the auxiliary blowers.
Related to the input signals the LP SCR control system gives the related signals to the LP SCR
system, refer to Figure 4-32.
Legend
The principal control configuration of the LP SCR system is shown in Figure 4-33.
PCS
ECS Signals
AMS
The LP SCR control system gives three messages to the alarm and monitoring system (AMS).
The messages are as follows:
• LP SCR ON - This message shows that the LP SCR system is set to ON and thus urea is
injected.
• LP SCR minor failure - This message shows a failure that does not have an effect on LP
SCR system operation.
• LP SCR major failure - This message shows a failure that has an effect on LP SCR
system operation. The LP SCR control system stops the LP SCR system operation and
changes to Tier II mode.
The control box E70 is installed on the engine and has switches and visual indicators.
010
009 001
002
008
007 003
004
005
006
Legend
The control box E71 is installed on the engine or in the engine room and has switches below the
LDU-20.
001
003 002
Legend
The control box E72 (without SPC) or E73 (with SPC) is installed in the engine control room and
has switches below the LDU-20.
001
002
003
004
Legend
007
008
010
009
006
005 RCS CTRL OFF button Gets control from the remote control system (if button is ac-
tive)
009 Button and indication Starts and indicates the related SCR operation mode
006
009
007
008
005
004 RCS CTRL OFF button Gets control from the remote control system (if button is ac-
tive)
009 Status indication Shows the current value and the valve setpoint value in per-
cent (0% to 100%)
006
008
007
005
004 RCS CTRL OFF button Gets control from the remote control system (if button is ac-
tive)
004
005
006
007
008
009
003 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
004 Application type Shows the software number given from IMO
005 Software version Shows the software version number, (major) (middle) (minor),
eg 1.2.0
006 Application CRC (Cyclic Redun- Shows the check-sum of the application (binary)
dancy Check)
004
003 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
007
Legend
4.14.1 Function
The SPC controls the exhaust waste gate valve (002, Figure 4-42). If the exhaust waste gate
valve (EWG) opens, a part of the exhaust gas bypasses the turbocharger (007). As a result the
temperature of the exhaust gas increases, which is supplied to the steam production (005).
The supply of the turbocharger comes first, before the supply of the steam production.
The supply of the steam production is only permitted in the range between the minimum engine
load and the maximum bypass rate. These limits are related on the ambient conditions and are
project specific.
If an SCR system is installed, the control for SPC is part of the SCR system.
If no SCR system is installed, the control for SPC has separate control boxes.
007 006
008
009
010
011
012
013
005
014
015
004 RCS CTRL ON button Gets control from the remote control system (if button is ac-
tive)
006 SPC/EXT. CONTROL button Changes to the external control of the SPC
007 MinEWGPos mode button Sets the minimum permitted EWG position
Other SPC modes than the initial mode MinEWGPos are only
possible, if the signal Engine ready for SPC from ECS is active
(green).
008 MaxEWGPos mode button Sets the maximum permitted EWG position
009 ManEWGSetp mode button Sets the EWG setpoint, if the specific LDU-20 is in control
You can set a value of 0 to 100%, but the SPC uses only a
value in the permitted range.
012 Steam Pressure Setpoint Shows the actual setpoint of the steam pressure
You can manually set the setpoint, if the PressCtrl mode 1 or 2
is active.
It is only possible to set the setpoint if the specific LDU-20 is in
control.
014 EWG Limitation Shows the current EWG setpoint together with the actual mini-
mum and maximum limitations
Too wide EWG opening decreases the scavenge air pressure.
This will start the auxiliary blowers.
The limit of the EWG opening prevents the scavenge air pres-
sure to decrease below the switching-On point of the auxiliary
blowers.
Operation Manual
Operation Manual
Operation Manual
The bottom part of the bedplate is the crankcase and collects lubricating oil. This oil flows back
to the oil supply system through oil drains (002).
001
002
Legend
The bottom bearing shell (006) is installed in the bearing girder (008) of the bedplate and the
top bearing shell (004) in the bearing cover (003). The screws (005) engage and hold the top
bearing shell and bottom bearing shell in position. The spring dowel pin (009) helps to get the
bearing cover (003) in position.
The elastic studs (001) have a non-hardening locking compound applied to the threads.
Hydraulic tension is applied to the elastic studs during the install procedure. The round nuts
(002) keep the bearing cover (003) against the bearing girder.
Oil flows from the bedplate through the oil inlet (011) to the main bearings. The oil flows through
the grooves (012) and bores to the running surface of the main bearing.
001
013 010
002
012
003
004
009
014
005
Legend
• The thrust pads on the driving end adapt the propeller thrust of the astern direction.
The thrust pads adapt to the clockwise or counterclockwise rotation of the engine.
The arbor supports (004) prevent circular movement of the thrust pads.
Bearing oil flows through the oil pipe (002) to the two nozzles (003). The oil flows out of the two
nozzles as a spray, which becomes an oil layer between the thrust bearing flange (014) and the
thrust pads (006, 013).
001
002
003
007
004
006
005
008
015
007
014
009
013
006
012
010
011
Legend
On the exhaust side (ES) the monoblock column has one relief valve (001, Figure 5-4) per
cylinder. The relief valves open, if the pressure in the monoblock increases too much.
On the fuel side (FS) the monoblock column has one door (002) per cylinder. During normal
operation the doors are closed and locked. For maintenance or inspection work the doors can
be opened. Obey the safety rules before you open the doors.
FS ES
001
002
Legend
001
002
003
004
005
001
Legend
If a tie rod breaks in the bottom area, a special device makes sure that the nut of the tie rod
does not fall into the crankcase.
The surfaces of the cylinder liner (004) and the cylinder jacket (006) make a metallic seal (005).
A non-hardening compound is applied around the surface of the metallic seal to prevent
leakage.
The antipolishing ring (001) is installed in the top part of the cylinder liner (004). The
antipolishing ring removes coke contamination at the piston crown during operation.
Legend
Legend
Cooling water flows from the bottom water guide jacket to the top water guide jacket. Then the
cooling water flows into the cylinder cover (002, Figure 5-7) and the exhaust valve cage (001).
The cooling water flows back through the cooling water outlet (003) to the cooling water system
of the plant.
To prevent unwanted tension in the top part of the cylinder liner (004, Figure 5-6), the
temperature of the cooling water must stay in the permitted range:
• ±2°C at constant load
The cylinder lubricating pump supplies a specified quantity of cylinder oil at high pressure
through the cylinder oil inlet (006, Figure 5-8) into the lubricating quills. The non-return
valve (009) opens and the cylinder oil flows out of the nozzle tip (003) and the lubricating point
(004) as a spray. Some of the cylinder oil flows into the grooves of the cylinder liner wall. The
non-return valve (009) prevents the exhaust gas to flow back into the oil pipe.
009
008
001
007
002
006 003
004
005
Legend
Use the sample valve to get system oil samples regularly. The analysis of this oil gives data
about the quality of the cylinder lubrication.
Do regular checks of the leakage oil drain to make sure that oil flows freely. This prevents the
risk of fire.
001
011
010 002
003
009
004
008
005
006
007
Legend
During operation, the two scraper rings (001, Figure 5-9) remove dirty oil from the piston rod.
The dirty oil flows through oil bores and collects in the bottom of the scavenge space. The dirty
oil flows out through the leakage oil drain on the fuel side.
The two gaskets (010) prevent the release of scavenge air into the crankcase.
The oil that flows through the relief openings (003) into the neutral space (004) flows into the oil
drain.
The ring supports (008) hold the scraper rings (009) in position. The scraper rings (009) remove
bearing oil from the piston rod. This bearing oil flows through the oil drain (007) to the
crankcase.
The tension springs (011) push the scraper rings (009) and (012) against the piston rod.
When the pilot valve opens, the high pressure of the supplied fuel opens the needle in the
nozzle body (005, Figure 5-10). This lets the fuel flow through the holes in the nozzle tip (006)
into the combustion chamber as a spray. When the pilot valve closes, the fuel pressure closes
the needle again.
A small quantity of control fuel flows from the pressurized annular groove (004) through the
return pipe to the plant fuel system.
Fuel leakage with a small quantity of lubricating oil flows from the depressurized annular groove
(003) through drain pipes to the plant overflow tank.
Oil from the main oil supply lubricates the control element in the injection valves. If for the
engine it is necessary to stop the oil flow after engine stop, a solenoid valve is installed in the oil
supply pipe. Thus this solenoid valve closes, when the engine has stopped. This prevents that
the temperature of the remaining fuel in the injection valves decreases too much.
Legend
The ECS and the cylinder control modules (CCM-20) control and monitor the starting valves.
Each starting valve opens and closes at the correct crank angle of the related cylinder. This
makes the piston move down (for engine start) or makes the piston speed decrease (for engine
speed decrease).
001
002
003
004
005
006
009
007
008
Legend
014
001
013 002
012 003
004
011
010 005
009 006
007
008
Legend
• Air spring
When the exhaust valve is closed, compressed air flows through an air inlet connection
into the air spring (011). When the exhaust valve opens, this air is compressed to a higher
value. When the hydraulic oil pressure releases, the compressed air expands and thus
closes the exhaust valve.
• Thrust piece
The thrust piece on the valve spindle (005) prevents damage to the inside piston (002)
and to the top of the valve spindle (005) when the exhaust valve operates.
• Valve stroke sensor
The valve stroke sensor monitors and transmits the open and closed positions of the
valve spindle (005) to the ECS.
• Cup spring
The cup spring (010) absorbs vibration and shock to prevent damage to the exhaust
valve.
Main bearings on the two sides of each crank (002, Figure 5-13) hold the crankshaft in position.
On the driving end of the crankshaft there is a flywheel (004). This flywheel decreases the
pulsation from the cylinders.
005 001
004 002
003
Legend
If a torsional vibration damper is necessary for the engine, one of the two damper types that
follow can be used.
A steel spring damper (Figure 5-14) is a tuned torsional vibration damper. It consists of two
main parts:
• The inner part (inner star (005) and spring pack (004)) is attached to the crankshaft
flange at the free end.
• The outer part (side plates (001), clamping ring (002) and intermediate pieces (003)) is
connected with spring packs (004) to the inner part.
The damper is supplied with pressurized system oil that fills the chambers between the inner
and outer part. The usual setting value for the oil supply pressure is 2.8 bar. But the setting
value can be different, refer to the specification of the damper manufacturer.
If torsional vibrations move the steel springs, oil is pressurized on one side of the oil chambers
and pushed through small clearances to the other side of the chambers. This small oil flow
creates the damping effect of the damper. The combined effect of spring stiffness and damping
decreases the torsional vibrations in the shafting system. The damping work causes heat which
is dissipated by the oil flow. The oil drains into the crankcase.
The optional damper monitoring system monitors the dynamic twist in the damper and the oil
supply pressure.
001 001
005
006
005
Legend
A viscous damper (Figure 5-15) is a tuned torsional vibration damper. It consists of two main
parts:
• The housing (002) is fully sealed and is attached to the crankshaft flange at the free end.
• The inertia ring (004) is in the housing. The bearing (005) holds the inertia ring in the
housing.
Between the housing and the inertia ring there is a layer of silicone oil (006) of a specified
viscosity. If no torsional vibrations occur during engine operation, the housing and the inertia
ring turn with the same speed, as the silicone oil transfers the torque. If torsional vibrations
occur during engine operation, the housing and the inertia ring dynamically turn at different
speeds. This difference shears the silicone oil and thus decreases the vibration.
The damping work causes heat. This heat increases the temperature of the outer side of the
damper. The heat dissipates to the ambient air in the crankcase. If installed, system oil is
sprayed on the damper to dissipate more heat. The oil drains into the crankcase.
If the viscous damper gets too much dynamic torque and thus causes too much heat, the
viscosity of the silicone oil can change. Then the damping effect can change. Thus do regularly
a check of the viscosity of the silicone oil, refer to the Maintenance Manual.
004
001
005
006
Legend
The axial vibration damper includes a top cylinder half (002, Figure 5-16) and a bottom cylinder
half (006).
Legend
5.3.3.1 Function
Oil flows from the oil inlet (012) through the top cylinder half (002) into the two annular spaces
(003). When the crankshaft (004) moves in an axial direction, the pressure of the oil in the
compressed annular space (003) increases. This makes the oil slowly flow through the small
holes in the control plate (001) into the other annular space (003). This slow oil flow decreases
the axial vibrations. When the pressure is equal again in the two annular spaces (003), the oil
flow stops.
The constant oil flow through the vent bore in the top cylinder half (002) keeps air away from the
annular spaces (003).
The small oil leakage through the gap of the large sealing rings (005) drains into the crankcase.
The axial vibration damper monitor monitors the oil pressure in the two annular spaces (003,
Figure 5-16) of the axial vibration damper. The needle valve (004, Figure 5-17) and the throttle
(003) prevent fast movement of the pointer in the pressure gauges (001).
001
002
003
004
Legend
003
002
001
Legend
The bearing shells are installed on the connecting rod for the bottom end bearing and the top
end bearing. The top bearing cover is lined with white metal.
Crosshead lubricating oil flows through the guide shoe into the crosshead pin. A hole in the
crosshead pin lets lubricating oil flow into the bearing shells.
Legend
The piston rod (009) is attached to the compression shim (007) and the crosshead pin (006)
with screws. The bearing oil necessary to keep the piston cool, flows through the space (002) to
the piston. The oil from the piston flows back through the oil pipe (001) to the crosshead pin
(006). Then the oil flows into the crankcase.
The guide shoes (004) are attached to the crosshead pin (006) and move up and down on the
guide ways of the column. The guide rails (008) hold the guide shoes (004) and thus the
crosshead in the horizontal position.
010
001
009
002
008 003
007 004
006
005
Legend
5.3.7 Piston
The piston moves in each cylinder. The piston rings seal the combustion chamber. The piston
transmits the force from the gas that expands in the cylinder to the crankshaft through the
connecting rod.
Elastic bolts (008, Figure 5-21) and round nuts (009) attach the piston crown (001) to the piston
rod (004). The piston skirt (003) is attached to the piston rod with screws. The piston rod (004)
is attached to the crosshead pin in a specified position. The compression shims are installed
between the piston rod and the crosshead pin. The thickness of the compression shims is
related to the specified compression ratio.
System oil is used to keep cool the piston crown (001). This oil flows from the crosshead pin
into the space (005) between the oil pipe (007) and the piston rod (004). The oil then flows to
the spray plate (010). The oil comes out as a spray from the nozzles (011) into the cooling bores
of the piston crown (001). The oil then flows through the oil pipe (007) into the crosshead pin
and out through the oil bores to the crankcase.
001
011
002
010
003
009
008
007 004
005
006
Legend
The crankshaft gear wheel (003, Figure 5-22) moves the intermediate wheel (001). The
intermediate wheel (001) moves the intermediate wheel (006).
The gear wheel (005) operates the gear wheels (004) for the servo oil pumps. The camshaft of
the gear wheel (005) also operates the fuel pumps.
Oil flows through an oil inlet to lubricate the bearings of the gear wheels (004). Oil also flows
through the nozzles in the bearing housing to lubricate the teeth of the gear wheels (004) and
the gear wheel (005).
If you hear unusual noises from the area of the supply unit drive, you must find the cause and
repair the fault immediately.
I
001
006
001
003
007
003 002
006
005 001
003
004
002
Legend
• AUTO
• OPEN.
012
001
I
002
003
004
005
Legend
With the lever (018, Figure 5-23) you can lock the valve in the selected position. During usual
operation the starting air shut-off valve is in position AUTO.
Starting air flows through the starting air inlet (008) into the inlet chamber (012), then through
the balance bore (009) into the valve space (002). The spring (006) and the pressure in the
valve space (002) keep the valve (007) closed.
During the start sequence the MCM-20 / IOM-20 module operates the solenoid valves (014) and
(016). The control air from the control air inlet (017) opens the control valve (001) through the
solenoid valve CV7014C (014) and releases the pressure in the valve space (002). The valve
(007) opens and starting air from the inlet chamber (012) flows through the non-return valve
(010) to the starting air outlet (011).
When the control valve (001) closes, starting air flows through the balance bores (009) and fills
the inlet chamber (012) again. The valve (007) closes.
The starting air shut-off valve has a test valve. You can use this test valve for a function check
of the starting air shut-off valve.
The pressure reducing valves (008, Figure 5-24) and (009) decrease the pressure of the
compressed air to the set values. If the plant supply system for control air becomes defective,
the supply changes over to stand-by supply. The non-return valves (007) and (010) control the
automatic change over of the compressed air supply.
001
012 002
003
004
005
For data about maneuvering instructions, refer to section 8.8 Maneuver the ship - general.
Legend
The local control panel (001) has the electronic components that follow:
• Local display unit (LDU-20)
There are two LDU-20 (002, Figure 5-25). One LDU-20 is installed in the local control
panel (001). The other LDU-20 is installed in the engine control room. The two LDU-20
operate independently from the remote control system. For more data about the LDU-20,
refer to section 6.3 Local display unit (LDU-20) - general.
• ME tachometer
The ME tachometer (003) shows the engine speed in the ahead or astern directions.
• Emergency stop button
NOTE: Not all local control panels have an emergency stop button installed.
When you operate the emergency stop button (not shown), the engine stops immediately.
The fuel pressure control valve (PCV) releases the pressure in the fuel rail. At the same
time, the fuel pump supply decreases to 0 (zero).
○ For data about the PCV, refer to section 5.5.4 Pressure control valve.
○ For data about engine stop, refer to section 8.15 Stop the engine.
• Telegraph receiver
The telegraph system is part of the propulsion control system, refer to section 6.1 Engine
control system.
For safety, there are three electrically isolated proximity sensor groups as follows:
• Speed identification in the remote control system (RCS)
The proximity sensors measure the speed of the flywheel (003, Figure 5-26). When the flywheel
turns, the proximity sensors (002) sense the movement of the teeth. The engine control system
sends signals to the RCS to monitor the load and speed related functions. Data are also sent to
the speed indication instruments.
001
002
003
004
Legend
The pressure value is related to the engine load. The electrically controlled system adjusts the
system pressure for the full load range, ie high pressure (approximately 300 bar) at high engine
load, and decreased pressure at low engine load.
Flow sensors monitor the oil supply in each inlet pipe of the servo oil pumps. A malfunction of a
servo oil pump will show in the alarm and monitoring system.
If a servo oil pump cannot turn, for safety the waisted shaft (003) will break. This will prevent too
much damage to the supply unit drive.
Also if one servo oil pump becomes defective, the engine can continue to operate at full load.
NOTE: Do not operate the engine with a defective servo oil pump for too long. You must
replace a defective servo oil pump as soon as possible.
004
001
002
003
Legend
Legend
007
001
002
006
003
005 004
Legend
5.5.3.1 Function
The gear wheel of the supply unit drives the pinion (005, Figure 5-29) and thus the camshaft of
the fuel pump. The four plungers in the fuel pump compress the fuel. The flow control valve
(003) controls the flow related to the signal of the engine control system. This controls the
pressure to the fuel rail.
5.5.3.2 Lubrication
The oil filter in the lubricating oil inlet pipe prevents contamination of the fuel pump with large
particles. The oil then flows through the lubricating oil inlet (004) into the bottom housing and
thus lubricates the fuel pump. The lubricating oil then flows back to the housing of the supply
unit.
It is possible to operate the engine with only one fuel pump. In this operation mode there can be
limits of engine power related to the number of cylinders of the engine.
Operation with only one fuel pump occurs, if you have closed the 3/2-way valve
10-8752_E0_3-4 in the HP fuel pipe of the related fuel pump. Then the fuel flows back to the
fuel leakage tank of the plant. You temporary have to close the related 3/2-way valve in the
conditions that follow:
• If the HP fuel pipe between a fuel pump and the fuel rail is broken and you cannot repair
the fault immediately.
• If a fuel pump is unserviceable (for example the fuel pump makes loud noise or the fuel
pump is defective) and you cannot repair the fault immediately.
Attached to the PCV are the solenoid valve (001), the relief valve (003) and the fuel return
pipes (004, 005). The relief valve opens, if the fuel pressure is more than the specified pressure.
001
002
003
004
005
006
007
008
Legend
The position of the piston (003, Figure 5-31) gives the quantity of fuel for the injection. When the
injection valves open, the piston (003) moves to the right until the injection stops. When the
injection valves are closed, the piston (003) moves back to the start position.
If the injection time is too long (for example if an injection valve is stuck open), the piston (003)
closes the supply.
If an injection valve is damaged, the flow limiting valve sets the maximum limit of fuel that can
be injected into the cylinder.
Legend
When the solenoid valve operates, servo oil is released to the slide rod (001, Figure 5-32). This
releases servo oil to the piston (003). Thus servo oil from the servo oil outlet (004) opens the
exhaust valve.
004
001
003
002
Legend
The scavenge air receiver is a welded assembly attached to the cylinder block on the exhaust
side.
The relief valve, installed on the scavenge air receiver, opens when the air pressure increases
to more than the permitted value in the air space (001, Figure 5-34).
For more data about the scavenge air system, refer to section 4.8 Scavenge air system.
001
005
002
003
004
Legend
The longitudinal wall (002, Figure 5-34) divides the scavenge air receiver into the receiver
space (003) and the air space (001). The flaps (005) are attached to the longitudinal wall (002).
The flaps (005) prevent the scavenge air to flow back into the air space (001).
005
001
004 002
003
Legend
5.6.2 Turbocharger
The compressor (001, Figure 5-35) of the turbocharger compresses the scavenge air to the
applicable pressure. The compressor is directly attached to the shaft of the turbine (005). The
remaining energy of the exhaust gas drives the turbine and thus the compressor.
The number and the size of the turbochargers is accurately tuned to the engine and the number
of cylinders.
Legend
If a turbocharger becomes defective, you must stop the engine as quickly as possible to prevent
damage.
If repair or replacement of a turbocharger is not immediately possible, you can cut out the
defective turbocharger, refer to section 10.11 Temporary isolate a defective turbocharger. Then
the engine can operate at decreased load, refer to the limits in section 8.3 Start the engine -
general.
WinGD recommends to regularly clean the turbochargers and the silencers, refer to section 9.4
Clean the turbocharger during operation. This prevents or decreases contamination of the
turbochargers and thus increases the time between overhauls.
The electric motor (004, Figure 5-36) operates the blower (003).
The auxiliary blowers are installed on the scavenge air receiver, refer to section 5.6.1 Scavenge
air receiver.
001
004 002
003
Legend
During the engine start procedure, the first auxiliary blower starts immediately. After
approximately two to three seconds, the other auxiliary blower starts.
If one of the auxiliary blowers becomes defective, you also can start and operate the engine. At
less than full load, there will be more exhaust smoke.
If the two auxiliary blowers become defective, you cannot start the engine.
When the turbochargers give sufficient pressure in the scavenge air receiver, the auxiliary
blowers stop.
If the scavenge air pressure decreases below the minimum pressure necessary, the auxiliary
blowers operate as given above.
The auxiliary blower switch box (refer to section 5.6.4 Auxiliary blower switch box) controls and
gives data about the condition of the auxiliary blowers.
014
001
013
012 002
011 003
010
004
009
005
008
007
006
Legend
001 Indicator (auxiliary blower No. 2 running) 008 Restart push button
002 Indicator (auxiliary blower No. 2 overload) 009 Ampere meter (auxiliary blower No. 1)
003 Hour counter (auxiliary blower No. 2) 010 Hour counter (auxiliary blower No. 1)
004 Ampere meter (auxiliary blower No. 2) 011 Supply fault indicator
005 Main switch (auxiliary blower No. 2) 012 Indicator (auxiliary blower No. 1 running)
006 Emergency push button 013 Indicator (auxiliary blower No. 1 overload)
007 Main switch (auxiliary blower No. 1) 014 Control voltage indicator
The cooling water flows constantly through the tubes of the SAC and flows back to the cooling
water system of the plant.
The SAC has a cover (004, Figure 5-38). For maintenance you can remove the cover.
001
002
004
003
Legend
WinGD recommends to regularly clean the scavenge air coolers, refer to section 9.5 Clean the
scavenge air cooler during operation. This prevents or decreases contamination of the
scavenge air coolers and thus increases the time between overhauls.
The profiles (002, Figure 5-39) hold back the water in the air flow. This water collects at the
bottom of the frame (003) and then flows back to the drain system.
001
003
002
Legend
Each cylinder has a cylinder lubricating pump. The cylinder lubricating pumps are connected to
the distributor pipe (mini-rail) in the rail unit.
Servo oil from the distributor pipe (mini-rail) operates the cylinder lubricating pumps when the
related control signals are released from the ECS.
When the ECS sends a signal to the related solenoid valve (004, Figure 5-40) of the cylinder
lubricating pump, the solenoid valve (004) operates. Then a specified quantity of cylinder oil
flows through the oil outlets (001) to the related lubricating quills.
Each cylinder lubricating pump has two bushes for different feed rates:
• The low feed rate (LFR) bush is installed on the adjustment screw.
• The high feed rate (HFR) bush is installed in the storage position.
004
003 001
002
Legend
Cylinder oil is injected on to the cylinder liner wall through the lubricating quills installed on the
circumference of the support ring.
The nozzle tip in the lubricating quill has holes in specified positions. The cylinder oil flows out
of these holes at high pressure. This gives equal lubrication on to the cylinder liner wall.
The ECS parameters adjust the timing, which gives the position and percentage of cylinder oil
on the cylinder liner wall and between the piston rings (Figure 5-41).
The ECS parameters also adjust the timing (with its percentage supply of the feed rate) during
the first commissioning.
During usual operation the valve (007) is closed and thus all the exhaust gas flows through the
turbines (006).
001
008
007 002
006
005 003
004
Legend
If the turbochargers deliver too much scavenge air pressure, the ECS opens the valve (007). If
the valve (007) is controllable, the ECS opens it as much as necessary. This decreases the
performance of the turbochargers and thus the pressure of the scavenge air.
If the valve (007) is blocked in the open position, you have to close the exhaust waste gate,
refer to section 10.12 Temporary isolate the exhaust waste gate.
There are two crank angle systems that monitor the teeth on the intermediate wheel. The two
sets of proximity sensors (003, Figure 5-43) operate independently to sense the teeth on the
intermediate wheel (002).
Legend
Two more proximity sensors (002, Figure 5-44) are used to find the crank angle marks (004) for
TDC and BDC on the flywheel (003).
Legend
The system includes the sensors (002, Figure 5-45) and the control unit (003) on the engine.
001
002
004
003
Legend
Each sensor monitors the concentration of oil mist. Each sensor has a self-test function to make
sure that there are no internal faults.
001
009
008
002
Legend
Data communication is between the control unit (006, Figure 5-46) and the control panel (001).
The adjustments can be programmed in the display unit (001). The menu-driven software has
three user levels:
• User - Read-only of data
• Service - Password-protected level for authorized staff of the manufacturer and service
personnel.
NOTE: Instructions that relate to adjustments, commissioning, troubleshooting, and
maintenance are given in the related documentation of the manufacturer.
Operation Manual
6 Control system
6.1 Engine control system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
6.2 Intelligent combustion control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
6.3 Local display unit (LDU-20) - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
6.4 Local display unit (LDU-20) - pages
6.4.1 LDU-20 pages - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
6.4.2 LDU-20 page - MAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
6.4.3 LDU-20 page - CONTROL LOCATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
6.4.4 LDU-20 page - CA SENSOR STATUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236
6.4.5 LDU-20 page - FUEL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
6.4.6 LDU-20 page - CYLINDER BALANCING DIESEL. . . . . . . . . . . . . . . . . . . . . . . .240
6.4.7 LDU-20 page - MAIN FUEL INJECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
6.4.8 LDU-20 page - PAGE INDEX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
6.4.9 LDU-20 page - EXHAUST VALVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
6.4.10 LDU-20 page - FAILURE LIST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
6.4.11 LDU-20 page - CYLINDER LUBRICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
6.4.12 LDU-20 page - USER PARAMETERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
6.4.13 LDU-20 page - PERFORMANCE DATA DIESEL. . . . . . . . . . . . . . . . . . . . . . . . . 254
6.4.14 LDU-20 page - TEMPERATURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
6.4.15 LDU-20 page - SOFTWARE INFO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
6.4.16 LDU-20 page - LOG MESSAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
6.4.17 LDU-20 page - LOG ENTRY DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
6.4.18 LDU-20 page - SYSTEM STATUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
6.4.19 LDU-20 page - SOFTWARE TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
6.4.20 LDU-20 page - SYSTEM SETTINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
6.4.21 LDU-20 page - ETHERNET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
6.4.22 LDU-20 page - DATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
6.4.23 LDU-20 page - SCAVENGE AIR - EWG (optional). . . . . . . . . . . . . . . . . . . . . . . 274
6.4.24 LDU-20 page - SCREENSHOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
6.5 Operate the local display unit (LDU-20). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
The engine control system (ECS) is an embedded system that has a modular design. Some
parts and functions in the ECS system configuration are optional and are related to the
application.
The name of the WinGD engine control system is UNIfied Controls Flex (UNIC-flex). It has the
items that follow:
• Main control module (MCM-11)
The main control module (MCM-11) is installed at the local maneuvering stand in the
terminal box E25. The MCM-11 has functions for speed control, engine control and
common engine functions (eg starting air shut-off valve). External control systems
transmit data to the MCM-11.
• Local display unit (LDU-20)
One local display unit (LDU-20) is installed at the local maneuvering stand at the free
end. The other LDU-20 is installed in the engine control room (ECR). External control
systems transmit data to the LDU-20. The LDU-20 gives the operator a graphical user
interface for access to data and system adjustments.
• Input/output module (IOM-10)
The input/output module (IOM-10) is installed at the rail unit in the terminal box E90. The
IOM-10 has the engine control functions (eg exhaust waste gate control) and redundant
sensor and actuator signals of the MCM-11.
• Cylinder control module (CCM-20)
The cylinder control modules (CCM-20) for each cylinder are installed on the rail unit in
the terminal box E95. The CCM-20 have different cylinder-related and engine-related
control functions. The CCM-20 also have redundant global functions for the engine
control.
Two 230 VAC supplies from the ship installation, supply electrical power to E85.1 to E85.n. The
two 230 VAC supplies are isolated from each other.
The power supplies have redundancy. If it is necessary to isolate the ECS, make sure that each
of the two 230 VAC power supplies are set to off. This will prevent injury to personnel.
Each control function that is important for engine operation has redundancy in the ECS.
004 001
002
003
00214
Legend
001 Input output module (IOM-10) 003 Cylinder control module (CCM-20)
002 Main control module (MCM-11) 004 Local display unit (LDU-20)
The Diesel Engine CoNtrol and OptImizing Specification (DENIS) and the engine control system
(ECS) are designed so that different remote controls can be used. All nodes are fully specified.
The terminal boxes are installed on the engine, to which the cable ends from the control room or
from the bridge can be connected.
The engine control has all the parts necessary to operate and monitor the engine, and for the
safety of the engine.
The standard version of ECS includes the external communications that follow:
• Two redundant CANBus lines to the PCS (one CANBus connection to MCM-11 and one
connection to the LDU-20 in the terminal box E25)
• Two redundant Modbus lines to the AMS (one Modbus connection to MCM−11 and one
connection to the LDU−20 in the terminal box E25).
For the schematic diagrams, refer to section 13.1 Schematic diagrams - general.
NOTE: The communications between the systems can be different. See the related
documentation from the approved propulsion control system manufacturer.
The propulsion control system (PCS) has the subsystems that follow:
• Remote control system
The remote control system (RCS) has the primary functions that follow:
○ Start, stop and reverse
○ Automatic slow turning
Data about the ECS status is available in the RCS. This includes measured values of
sensors, defects and other indications (refer to the documentation of the remote control
manufacturer).
All commands to operate the engine (eg AHEAD or ASTERN) come from the RCS.
• Engine safety system
The engine safety system (ESS) has the primary functions that follow:
○ Emergency stop
○ Overspeed protection
○ Automatic shutdown
○ Automatic slowdown
• Telegraph system
The telegraph system transmits maneuvering signals from the bridge to the ECR and
local control panel.
NOTE: The ESS and telegraph system operate independently and are also fully serviceable if
the RCS is defective.
The alarm and monitoring system (AMS) is an external system and monitors the engine. The
AMS gives the operator alarms and status data of the engine to make sure of safe and
satisfactory engine operation.
The functions of the AMS are specified in the diesel engine control and optimizing specification
(DENIS). The AMS sends signals to the engine safety system to slow down or shut down the
engine.
DENIS-UNIC Remote
Control Specification
Alarm signals
Slowdowns
- 220 -
Indications
Signals for Alarm
CAN to LCP
E10, E15, E20, E28 E25 E90 E110, E120, E130 Electric Motor
GVU / iGPR* Control Terminal Boxes Local Control UNIC Shipyard Interface Box Alarm Terminal Boxes Starter Units
Sensors and Actuators Panel Alarm Sensors
The ICC is part of the engine control system (ECS). All ICC modifications of the engine control
parameters obey the IMO regulations and are related to the IMO certificate of the vessel.
The ICC system adjusts the injection time to make sure that the maximum firing pressure of the
engine is related to the shop test results.
The ICC calculates the best engine control parameters for operation, which balances the
compression and firing pressures in the engine (eg injection time offsets and exhaust valve
closing time for each cylinder).
• This decreases the excessive wear of engine components.
In the ECS you can set to OFF or ON each individual function of the ICC system. When all ICC
functions are set to OFF, the engine operates in a conventional open-loop control mode.
NOTE: Large differences in the values (eg injection time or exhaust valve operation) for a
cylinder is an indication of possible wear or damage of the cylinder. If necessary,
replace the defective parts.
In the ICC system, the compression pressure of each cycle is calculated with the polynomial
formula and the data of the piston position.
The peak firing pressure (002, Figure 6-3) is the highest measured pressure value in the crank
angle range between the start of the injection and approximately 20°CA after TDC.
The pressure increase is the difference between the firing pressure and the compression
pressure. The ICC sets the pressure increase limit eg to 40 bar to prevent mechanical overload
to the engine.
002
001
Cylinder pressure (bar)
Legend
A pressure transmitter is installed on each cylinder cover. The cylinder pressure data of each
cylinder is taken as an analogue input signal from the pressure transmitter into the ECS.
The ECS filters the signals from the sensors and then transmits these signals to a controller.
The measured value is adjusted to the correct setpoint value and is related to the engine load.
This real-time site correction and comparison is done for each engine cycle (refer to Figure 6-4).
Measured values
Target values
The LDU-20 (Figure 6-5) is a multi-purpose module that has an LCD color display (009), ten
multi-function buttons (004 to 008) and a rotary button (003).
The number of LDU-20 installed on the engine is related to the engine control system (ECS)
and to other optional systems.
001
POWER 002
STATUS
009 003
004
PUSH SELECT
005
Legend
001 Power LED 006 CHECK button (used to accept the action or
enter data)
002 Status LED 007 HOME button (push to show the main page)
003 Rotary button (16 steps in one turn, push to 008 Multi-function buttons (function is shown on the
select) display)
004 BACK button (used to cancel the action or 009 Color display
delete data)
005 Failure LIST button (push to show the failure
list)
The color display (009) of the LDU-20 shows different pages for each application. After boot-up,
or when you push the HOME button, the MAIN page is shown.
• Below the system time, Local or ECR is shown. If the LDU-20 is the active control
location, the indication In Control is shown.
• The bottom of the color display has some space to show the function of the multi-function
buttons.
The color display has the general items that follow, refer to Figure 6-6:
• An orange arrow (001) shows the active item.
• A black dotted frame (004) around an item shows the position of the cursor.
• A white background (005) shows a parameter, which the operator can adjust.
• A grey background (006) shows a parameter, which the operator cannot adjust.
002
001
Legend
For the procedures how to use the LDU-20, eg change a LDU-20 page, refer to section 6.5
Operate the local display unit (LDU-20).
013
009
008
014
007 007
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
007 Different sensor indications Indications that are necessary to operate the engine locally
008 Load Shows the value of the estimated engine power or the engine
load in percent (%)
011 Engine speed gauge Shows engine rpm in ahead (AHD) or astern (AST) direction
012 Indication of this LDU-20 Shows if Local has control, or does not have control
013 Control transfer request indication Text flashes to show a transfer request if one control location
requests a control transfer
016 Manual speed setpoint Manually adjust the rpm between zero and maximum. The
maximum value is related to the installation specifications (rat-
ing etc)
017 External speed setpoint Shows the setpoint sent to the ECS from the remote control
system
018 Auxiliary Blower status Shows by indication bulb if one or the two auxiliary blowers
are running
Shows: Running or Stopped
019 Indication of shutdown Shows the shutdown status. When a shutdown is active, the
red indicator is on.
Press the Reset button to enable a restart of the engine.
021 External fuel command setpoint Shows the fuel command setpoint that the ECS calculates re-
lated to the speed set point from the remote control system
022 Manual fuel command setpoint Manually adjust the fuel command setpoint between 0% and
150%
010
009
008 011
012
007
00153
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
007 PCS Communication Line 1 / 2 Shows the status of the two redundant PCS Communication
status lines between the ECS and the remote control system. Shows
OK, or ERROR
008 Local button Requests or accepts a control transfer to or from the LDU-20
on the engine
009 ECR manual button Requests or accepts a control transfer to or from the LDU-20
in the ECR
010 ECR remote button Requests or accepts a control transfer to or from the remote
control system in the ECR
011 Bridge button Requests or accepts a control transfer to or from the remote
control system on the bridge
012 ACTIVE frame Indicates which of the four possible locations is in control of
the engine
008
007
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
007 Status indication Shows the status of the crank angle sensors:
• Green - status OK
• Red - status not OK
008 Reset Status button Resets the status of the crank angle sensors
NOTE: Some indications on this LDU-20 page are only applicable for a DF engine.
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
008
009
007
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
008
007
009
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
007 Inj. Begin Offset Manually adjust the injection begin offset (-1.5 to +1.5 de-
grees)
008 Inj. Quant. Corr. Manually adjust the injection quantity (80% to 110%) if there
are operation problems in the related cylinder
009 Inj. Cutoff select button Manually select the operation mode:
• Auto - automatic operation
• Cutoff - no injection
005
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
007
008
009
010
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
007 Operation mode selection button Selects the operation mode of the related exhaust valve
• On - manual operation mode (valve opens, if conditions
are OK)
• Off - automatic operation mode (valve closes)
008 Closing Offset Manually adjust the closing offset of the exhaust valve
009 Open Dead Times Shows the time between the open command to the solenoid
valve of the VCU and the exhaust valve stroke start
010 Close Dead Times Shows the time between the close command to the solenoid
valve of the VCU and the exhaust valve stroke start
008
007
009
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
007 Filter button Manually select the applicable type filter for the related failure
008 Filter button Manually select the applicable category filter for the related
failure
012
016
011
010
009
008
007
NOTE: Some indications on this LDU-20 page are only applicable for a DF engine.
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 Low BN button Changes between low BN and high BN cylinder oil, if button is
enabled
006 LFO button Changes between LFO (Light Fuel Oil) and HFO (Heavy Fuel
Oil), if button is enabled
007 Feed rate of cylinder oil Shows the nominal cylinder oil feed rate at CMCR
008 Feed rate of cylinder oil Shows the actual cylinder oil feed rate. The value is calculated
related to the engine load.
009 Oper. Mode Shows the active operation mode of the cylinder lubrication
with the green indicator
010 On/Off button Sets to ON and OFF the auxiliary electric servo oil pump (ser-
vo oil service pump)
NOTE: If necessary, start this pump only in engine stop
mode.
011 Num. of Inj. Manually set the number of injections for lubrication at engine
stop mode (range 0 to 255)
012 Man. Lub. Cyl.# Manually select the cylinder for manual lubrication:
• Set 100 for all cylinders
• Set 1 to n for the related cylinder
013 Man. Lub. button Starts the manual cylinder lubrication procedure related to the
set values
015 Print button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
016 Feed rate increase Manually adjust the increase of the cylinder oil feed rate for
dynamic load operation
011
010 012
009
013
014
008 015
007
00159
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
006 AIR RUN button Starts the air run mode of the engine
NOTE: The engine is in air run mode as long as you press
the AIR RUN button.
007 Slow turning / Slow turning failure Shows the slow turning status. When the slow turning mode is
indications active, the related indicator is on. When there is a slow turning
failure, the related indicator is on.
008 Angle determination / Angle deter- Shows the angle determination status. When the crank angle
mination failure indication determination algorithm (ADA) mode is active, the related indi-
cator is on. When there is a crank angle determination failure,
the related indicator is on.
009 FQS Manually adjust the parameter for the fuel quality setting
(FQS) from -5° to +5°
• A negative correction angle makes an earlier injection
start and thus increases the maximum firing pressure.
• A positive correction angle makes a later injection start
and thus decreases the maximum firing pressure.
010 VIT button Sets to ON and OFF the variable injection timing (VIT)
012 Heavy Sea Mode button Sets to ON and OFF the heavy sea mode
NOTE: This function sets the fuel rail pressure to a constant
value to make the pressure control more stable. All
injection valves are in operation.
013 EWG Open button Opens and closes the exhaust waste gate
NOTE: This button is only applicable for a binary exhaust
waste gate.
014 Manual fuel pump cut off button Sets the related fuel pump operation mode:
• Auto - automatic mode (usual operation)
• On - fuel pump is manually set to ON
• Off - fuel pump is manually set to OFF
015 Reset button Resets a failure for angle determination or slow turning
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
007
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
007 IMO CRC INFO PAGE button Opens the IMO CRC INFO page
009
008
010
007
00164
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to 6.4.24
LDU-20 page - SCREENSHOT
007 Selected log message Shows the selected log message with a blue background
008 List of log messages Shows the messages with the latest message at the bottom
009 Filter button Manually select the applicable filter for the log messages
007 008
009
010
006
00165
NOTE: Some data on this screen are only applicable to WinGD SW developers, eg the ID and
status flag numbers.
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
007 Module identifier Shows the source module that sent this log entry
008 Message type Shows the message type. Shows Info, Error, Event, Safety
010 Recommended action Shows recommended action that the operator can do to solve
the problem
007
006 008
00166
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
009
008
007
006
00167
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
007 Export button Exports all log messages to a file on a USB drive (if connec-
ted)
009
010
008 011
012
013
014
007
015
016
00169
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
006 Cancel button Cancels the changes and goes back to the last saved settings
007 Enable/Disable dimmer Enables or disables the dimmer to decrease the display bright-
ness after a specified period of inactivity
009 Display luminance setting Adjusts the brightness of the display from 1% to 100%
010 Turn off display Adjusts the time period to turn off the display after inactivity
Set to between 1 min and 100 min
Set to 0 to never turn off the display
011 Test screensaver button Starts and stops the screensaver mode
013 Timeout Adjusts the time period to turn off the display after inactivity.
Set to between 1 min and 100 min
014 Screensaver luminance Adjusts the display brightness for the screensaver mode from
1% to 100%
015 Timeout Adjusts the time period to dim the display after inactivity. Set to
between 1min and 100 min
016 Dimmer luminance Adjusts the display brightness for the dimmer mode from 1%
to 100%
018 Cancel button Cancels the changes and goes back to the last saved settings
008
009
010
011
012
013
007
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
006 Cancel button Cancels the changes and goes back to the last saved settings
009 Address field Manually configure the TCP/IP address for each ethernet port:
• LDU-20 Local
• LDU-20 ECR
008
009
010
007 011
012
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
006 Cancel button Cancels the changes and goes back to the last saved settings
007 Time Synchronization Mode but- Selects a Network Time Protocol (NTP). Not used
ton
010 Timezone button Opens a list with all available time zones
010
009
008
007
This LDU-20 page is only applicable, if the engine has a controllable exhaust waste gate.
001 START AST button Starts the engine in astern direction (for reversible engine)
004 CTRL. TR. button Sends a signal for a control transfer to this LDU-20
005 PRINT button Makes a screenshot of the current screen, refer to section
6.4.24 LDU-20 page - SCREENSHOT
007 Activate Manual Command button Activates the manual exhaust waste gate command. For a
controllable exhaust waste gate valve manually adjust the
opening of the valve from 0% (closed) to 100% (open).
008 Manual Open/Close Cmd. button Sends a signal for a manual command to open / close the ex-
haust waste gate
009 Manual Control Mode button Sends a signal for a mode change
NOTE: You only can start the mode change, if the conditions
that follow are OK:
• Engine at standstill
• No shutdown signal active
010 Deposit Cleaning Command but- Starts the deposit cleaning procedure for the EWG, if button
ton shows Available
NOTE: For the cleaning procedure the exhaust waste gate
valve opens 5% during 60 seconds.
NOTE: You only can start the deposit cleaning, if the condi-
tions that follow are OK:
• Engine operates in diesel mode
• Engine load is less than 70%
When you save a screenshot, the pop-up text Screenshot saved shows on the bottom right-
hand corner of the display. If no USB drive is connected, or if there was an error during the save
procedure to the USB drive, the pop-up message shows USB Mounting failed.
NOTE: When the export is done, disconnect the USB drive from the LDU-20. This prevents an
unwanted LDU-20 shutdown because of a too high power consumption.
Personnel
Description Specialization QTY
Engine crew Intermediate 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
PROCEDURE
001
00210
3 To operate the engine from the MAIN page, do the steps that follow:
NOTE: The changes have an immediate effect on the engine.
3.1 Make sure that the LDU-20 is the active control location. If necessary, select the
CTRL.TR button to transfer control.
3.2 To change modes, move the cursor on the related button then push the rotary
button.
NOTE: The indicator (orange triangle) shows the control mode of the LDU-20
(speed mode or fuel command mode).
NOTE: If the MCM-11 becomes defective, a fuel command mode is selected
automatically.
NOTE: While in edit mode, the text field has an orange frame. Turn the rotary
button to adjust the set point (turn clockwise to increase,
counterclockwise to decrease).
3.3 To adjust the speed or fuel command setpoint, move the cursor to the related
field then push the rotary button to enter the edit mode.
3.4 To go out of the editing mode, push the rotary button again.
4 To change the LDU-20 control location from the CONTROL LOC. page, do the steps
that follow:
4.1 Push the CTRL. TR. button to accept control to the LDU-20 at your location.
4.2 To get / accept control to / from a different location, select the related on-screen
button, then push the CHECK button.
5 To adjust the fuel injection parameters from the FUEL INJECTION page, do the steps
that follow:
5.1 Turn the rotary button to move the cursor to the related text field.
5.2 Push the rotary button to enter the edit mode.
5.3 Turn the rotary button to adjust the value (turn clockwise to increase, or
counterclockwise to decrease).
5.4 Push the rotary button again to go out of the edit mode.
WARNING
After an air run, the crankshaft can turn suddenly when the pressurized air in the cylinder
releases. There is a risk of death, serious injury or damage to components. Before you
do maintenance on the engine, engage the turning gear, or start the Crank Angle
Determination Algorithm (ADA) a second time:
• Make sure that there is no pressurized air in the cylinder and the starting air pipes
• Make sure that you open the relief valves on all cylinder covers to release the pressure
6 To do an ADA Start from the CRANK ANGLE page, do the steps that follow:
NOTE: It is possible to do the ADA procedure with open or closed indicator valves.
6.1 In the LDU-20, get the USER PARAMETERS page.
6.2 Push the AIR RUN button until the engine status changes from ADA to AIR
RUN.
NOTE: It is also satisfactory if each cylinder was activated and has moved
automatically at the ADA procedure (independently from the direction
in which the engine turns).
NOTE: If the ADA procedure has activated each cylinder but the engine stays
in its initial position, release the AIR RUN button. Do Step 6.4 to Step
6.7.
6.3 If the ADA procedure is not successful (ie the absolute crank angle position
could not be found), do the steps that follow:
6.4 Open the indicator valves on all cylinders to release the compressed air.
6.5 Make sure that the starting air pressure is sufficient.
6.6 If necessary, use the turning gear to turn the engine to another initial position.
6.7 Do Step 6.1 to Step 6.2 again.
7 To open the exhaust valve for inspections from the EXHAUST VALVE page, do the
steps that follow:
7.1 Set to ON the servo oil service pump to get some pressure in the servo oil rail.
7.2 Make sure that the air spring air pressure is sufficient.
7.3 Move the cursor to the related text field.
7.4 Push the rotary button to enter the edit mode.
7.5 Turn the rotary button to adjust the value to ON to open the exhaust valve.
Adjust the value to OFF to go back to automatic mode. Push the rotary button
again to go out of the edit mode.
7.6 Use the manual exhaust valve operation to manually open and close an exhaust
valve after the engine has stopped (This can be used for tests and bleed
procedures, eg after maintenance).
7.7 Set to OFF the servo oil service pump.
8 To change the filter settings on the LOG MESSAGES page, do the steps that follow:
8.1 Push the BACK button to put the cursor on the Filters field, then push the rotary
button to display the list of available filters, eg All/Safety/Event/Info/Error.
8.2 Use the rotary button to move the cursor up or down in the list of available filters.
8.3 Push the rotary button to select or deselect the filters.
8.4 Push the BACK button two times to move the cursor back to the list of log
messages.
8.5 Use the rotary button to scroll the list up or down.
8.6 When the cursor (a blue highlight in the list) is on a selected log message, push
the rotary button. This shows a different screen, which has more data about this
log entry.
9 To export a screenshot from the LOG ENTRY page, do the steps that follow:
9.1 Connect a USB drive to the USB port on the rear of the LDU-20. Make sure that
the USB drive has a compatible data format (FAT32).
9.2 Wait until the USB menu window is displayed on the screen.
9.3 Use the rotary button to move the cursor to the SCREENSHOT button.
9.4 Push the rotary button to take a screenshot of the page.
NOTE: The screenshot will be automatically saved to the USB drive.
9.5 If necessary, send the saved xx.png file to WinGD.
10 To download backup files from the SYSTEM STATUS page, do the steps that follow:
NOTE: The dialog box that is shown gives an option to download, or not to download
the backup files to the selected modules.
10.1 Use the rotary button (turn and then push) to select the DOWNLOAD button.
10.2 Select Yes to start the download backup files procedure.
NOTE: Select NO if you want to cancel the procedure.
11 To export all log messages from the SOFTWARE TOOLS page, do the steps that follow:
NOTE: Connect a USB drive to the USB port on the rear of the LDU-20 before you
select the EXPORT button.
11.1 Use the rotary button to put the cursor on the Export button.
NOTE: The file name EDL Export YYYYMMDD_hhmmss.wxml will be saved
to the USB drive. The timestamp display YYYYMMDD_hhmmss is
shown as year/month/day_hours/minutes/seconds. This file has the full
system log and can be sent to WinGD for troubleshooting.
11.2 Push the rotary button to select Export.
11.3 When the export is done, disconnect the USB drive from the LDU-20. This
prevents an unwanted LDU-20 shutdown because of a too high power
consumption.
12 To use the partial upgrade wizard from the SOFTWARE TOOLS page, do the steps that
follow:
NOTE: You use the partial upgrade wizard to adjust software parameters, which the
user does not usually have access. A file from WinGD stored on a USB drive
is necessary.
NOTE: Connect the USB drive to the USB port on the back of the LDU-20.
12.1 Use the rotary button to put the cursor on the Start Wizard button.
12.2 Push the rotary button to select Start Wizard.
CLOSE UP
• None
Operation Manual
7 Installation
7.1 Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
7.1 Installation
The Marine Installation Manual (MIM) gives data about the installation of the engine on the ship.
The general installation topics in the MIM are as follows:
• Engine dimensions and masses
• Outline views
• Platform arrangement
• Engine seating
• Engine coupling
• Engine stays
• Extinguishing system
• Auxiliary systems.
NOTE: The latest version of the Marine Installation Manual and the installation drawings are
available on the WinGD website.
https://www.wingd.com/
Operation Manual
8 Operation
8.1 Prepare the engine before start - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
8.2 Prepare the engine before start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
8.3 Start the engine - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
8.4 Start the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .298
8.5 Do checks during operation - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
8.6 Do checks during operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
8.7 Do regular safety checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306
8.8 Maneuver the ship - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
8.9 Maneuver the ship. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
8.10 Change-over the diesel fuel - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
8.11 Change-over the diesel fuel automatically. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
8.12 Change-over from HFO to MDO manually. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
8.13 Change-over from MDO to HFO manually. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
8.14 Stop the engine - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
8.15 Stop the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
8.16 Emergency stop the engine - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
8.17 Emergency stop the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
8.18 Prepare the engine after stop - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
8.19 Prepare the engine for a short service break. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334
8.20 Prepare the engine for a long shutdown period. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336
Do checks on the systems that follow to make sure that the engine is ready for engine start.
NOTE: For the specifications of the operating media refer to section 12.1 General for
operating media.
For a DF engine, also the systems that follow must be prepared for operation:
• Gas system
Make sure that the quality of the gas obeys the related specifications in section [section
not applicable for this engine].
Make sure that gas is available at the engine connection 78 (gas supply inlet).
• Pilot fuel system
Make sure that the quality of the pilot fuel obeys the related specifications.
Make sure that pilot fuel is available at the engine connection 76 (supply unit fuel pilot
valve inlet).
Make sure that the pilot fuel system is full and the pilot fuel can flow.
NOTE: You can start a DF engine only in diesel mode.
You also can operate the engine, if components of the engine are defective and you cannot
repair the fault immediately. You have to do more preparations related to the defective
component, refer to chapter 10 Troubleshooting.
Obey the limits of operation, if components of the engine are not in operation, refer to section
8.3 Start the engine - general.
Personnel
Description Specialization QTY
Engine crew Intermediate 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
PROCEDURE
1 Make sure that all values for operation are in the correct range, refer to section 11.2 List
of usual values and safeguard settings - general.
2 Prepare the control system for operation.
2.1 Set to ON the engine control system (ECS) and the remote control system
(RCS).
2.2 Set to ON all circuit breakers in the power supply box E85.
2.3 Set to ON the control box for the cylinder oil filter (refer to the documentation of
the manufacturer).
001
002
01
003
05
02
Legend
3.1.1 Close all shut-off valves (002) in the cylinder cover supply pipes (engine
connection 01).
NOTE: This increases the pressure and thus the flow rate at the
engine connection 02.
3.1.2 Let the cooling water flow through the cylinder liners for approximately
ten minutes.
3.1.3 Close the shut-off valves (003) in the cylinder liner supply pipes of the
first half of cylinders (for example cylinder 1 to 3 for a 5 or 6 cylinder
engine).
NOTE: This increases again the pressure and thus the flow rate to the
other cylinders.
3.1.4 Let the cooling water flow through the other cylinder liners for
approximately ten minutes.
3.1.5 Open the shut-off valves (003) in the cylinder liner supply pipes of the
first half of cylinders.
3.1.6 Do Step 3.1.3 to Step 3.1.5 again for the second half of cylinders (for
example for cylinder 4 and 5 or for cylinder 4 to 6).
3.1.7 Open all shut-off valves (002) in the cylinder cover supply pipes.
3.1.8 If there is unwanted air in the cooling water and the optional vent valve
(001) is installed, do as follows:
3.1.8.1 Put an applicable container under the vent valve (001).
3.1.8.2 Carefully open the vent valve (001) until only cooling water flows
out of the vent valve (001).
3.1.8.3 Close the vent valve (001).
3.1.8.4 Discard the hot cooling water correctly.
3.2 For an engine without a bypass cooling water system (refer to Figure 8-2), and
when the liner wall temperature is between 60°C and 90°C (for example when
the engine is pre-heated or after engine full stop for a sufficient period), release
the unwanted air with a high flow rate as follows:
02
001
05
Legend
3.2.1 Close the shut-off valves (001) in the cylinder liner supply pipes of the
first half of cylinders (for example cylinder 1 to 3 for a 5 or 6 cylinder
engine).
NOTE: This increases the pressure and thus the flow rate to the other
cylinders.
3.2.2 Let the cooling water flow through the other cylinder liners for
approximately ten minutes.
3.2.3 Open the shut-off valves (001) in the cylinder liner supply pipes of the
first half of cylinders.
3.2.4 Do Step 3.2.1 to Step 3.2.3 again for the second half of cylinders (for
example for cylinder 4 and 5 or for cylinder 4 to 6).
3.3 For an engine with an internal circulation cooling water system (with circulation
pump and temperature control valve, refer to Figure 8-3), and when the liner wall
temperature is between 60°C and 90°C (for example when the engine is pre-
heated or after engine full stop for a sufficient period), release the unwanted air
with a high flow rate as follows:
02
001
002
003
05
Legend
3.3.1 Close the shut-off valves (003) in the cylinder liner supply pipes of the
first half of cylinders (for example cylinder 1 to 6 for a 12 cylinder
engine).
NOTE: This increases the pressure and thus the flow rate to the other
cylinders.
3.3.2 Let the cooling water flow through the other cylinder liners for
approximately ten minutes.
3.3.3 Open the shut-off valves (003) in the cylinder liner supply pipes of the
first half of cylinders.
3.3.4 Do Step 3.3.1 to Step 3.3.3 again for the second half of cylinders (for
example cylinder 7 to 12 for a 12 cylinder engine).
3.4 Set all valves to their correct positions for operation.
3.5 Release the unwanted air in the cooling water pipes and the scavenge air
coolers at the related vent valves.
3.5.1 Carefully open the first vent valve.
3.5.2 After water that has no air flows out, close the vent valve.
3.5.3 Do Step 3.5.1 and Step 3.5.2 again with the other vent valves.
3.6 Make sure that the values that follow are in the permitted range:
• Pressure in the supply pipe of the cylinder cooling water
• Temperature in the supply pipe of the cylinder cooling water
• Pressure in the cooling water supply pipe of the scavenge air cooler
(SAC)
• Temperature in the cooling water supply pipe of the SAC.
WARNING
Injury hazard: Before you operate the turning gear, make sure that no personnel are near
the flywheel, or in the engine.
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All the auxiliary systems must be in correct operation related to section 8.2 Prepare the engine
before start.
You can start the engine from the locations that follow:
• At the bridge or engine control room (ECR) with remote control
• If you change the speed, go through the barred speed range as quickly as possible.
NOTE: It is possible that the engine has more than one barred speed range (for example if
the axial vibration damper becomes defective, or one or more cylinders are not in
operation). You can find data about the barred speed ranges near the telegraph on the
bridge, near the local control panel, and in the related documentation of vibration
calculations.
With some limits you also can start the engine, if parts of the engine are not prepared for
operation, for example:
• One or more turbochargers are defective.
To prevent damage to the engine, make sure that you know the limits that follow:
• For an engine with two turbochargers and one turbocharger is defective:
- Make sure that the exhaust gas temperature at the serviceable turbocharger inlet is
less than the maximum permitted temperature.
- The maximum power output of the engine is approximately 50% related to the
power of the serviceable turbocharger.
• For an engine with three turbochargers and one or two turbochargers are defective:
- Make sure that the exhaust gas temperature at the serviceable turbochargers inlet
is less than the maximum permitted temperature.
- If one turbocharger is defective, the maximum power output of the engine is
approximately 66% related to the power of the serviceable turbochargers.
- If two turbochargers are defective, the maximum power output of the engine is
approximately 33% related to the power of the serviceable turbocharger.
- For a DF engine, the engine can operate in diesel mode, gas mode, or fuel sharing
mode.
• If all turbochargers of the engine are defective:
- The maximum power output of the engine is between 10% (as a minimum) to
approximately 15% related to the power of the auxiliary blowers.
Obey the rules for operation, if one or more cylinders are unserviceable:
• Operate the engine only at decreased load.
• It is possible that the turbochargers surge. This makes a loud sound and causes large
differences in the scavenge air pressure. In this condition decrease the load of the engine
sufficiently.
• It is possible that the engine had stopped in a position from which it cannot start. In this
condition start the engine momentarily in the opposite direction to get the crankshaft to a
different position.
If the cooling water flow is decreased, operate the engine only at decreased load.
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PRELIMINARY OPERATIONS
PROCEDURE
1 If there is a clutch coupling between engine and propeller, do the steps that follow:
1.1 Engage the clutch coupling.
1.2 Keep the clutch coupling engaged during operation to prevent damage to the
engine.
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Compare the values with those given in the acceptance records. This gives a good indication of
the engine performance. If there are unusual differences in the values, find the causes and
repair the faults.
Do not open the covers of the rail unit during engine operation.
NOTE: For data about regular maintenance work refer to the Maintenance Manual.
When the engine is at standstill, do also regular checks of the alarm and safety system, refer to
section 8.7 Do regular safety checks. This prevents damage to the engine if settings have
changed or malfunctions occur.
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PRELIMINARY OPERATIONS
PROCEDURE
1 Refer to section 11.2 List of usual values and safeguard settings - general for the usual
values for operation.
2 In the control system, do a check of the data that follow:
• Make sure that the values are in the permitted range
• Make sure that there are no alarm signals.
3 If there are unusual values or alarm signals, find the cause and repair the fault.
4 Listen to the engine for unusual noise. If you hear unusual noise, find the cause and
repair the fault.
5 If you cannot find the cause of the unusual noise, stop the engine as soon as possible.
Find the cause and repair the fault.
6 Do daily the checks and the servicing that follow:
6.1 Do a check of the condensation collectors through the sight glasses of the SAC
and the water separator for free flow. If there is a blockage, clean the
condensation collector.
6.2 Release the unwanted air from the cooling water system.
7 Do a check of the exhaust gas for dark smoke. If there is dark smoke, find the cause
and repair the fault.
8 Do regular checks of the items that follow:
• Levels of fuel, oil and water tanks
• Temperatures of oil, cooling water, bearings and exhaust gas
• Pressures of oil, cooling water and control air
• Pressure difference of the oil filter
• For a DF engine, also pressure of gas.
9 If there are unusual operating values, find the cause and repair the fault.
10 Do regular checks of pipes for leaks. If there are leaks, find the cause and repair them.
11 Do a careful check of the dirty oil drain pipes for differences in temperature.
NOTE: Different temperatures show a blockage in the pipes.
12 If there is an unusual temperature difference, remove the blockage of the pipe as soon
as possible.
13 Do weekly the checks and the servicing that follow:
13.1 Do a check of the quality of the cooling water, refer to the instructions of the
inhibitor manufacturer.
13.2 Do a careful check of the temperature of the pipe upstream of the starting air
valves. If a pipe is too hot, repair the related starting air valve.
13.3 Do a check of the fuel pump cover for oil leaks. If necessary, replace the O-ring.
13.4 Drain the bottle of the filter in the control air supply.
13.5 Do a check of the electrical installations, connectors and modules.
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SAFETY PRECAUTIONS
CAUTION
Equipment Hazard: Leaks can cause faults in the engine control systems and damage to
engine components. Leaks that are found during the engine control system checks must
be repaired to prevent damage to equipment.
PRELIMINARY OPERATIONS
• The engine must be prepared for operation, refer to section 8.1 Prepare the engine
before start - general
PROCEDURE
1 Make sure that the remote control system (RCS), the engine safety system (ESS), and
the alarm and monitoring system (AMS) are set to ON.
2 Do a check of the EMERGENCY STOP buttons:
2.1 On the control panel in the engine control room (ECR), push the EMERGENCY
STOP button.
2.2 Make sure that the pressure control and safety valve 10-5562_E0_5 is
electrically operated (ie the coil is energized).
NOTE: This causes an alarm (M/E Emergency Stop) in the AMS.
2.3 Make sure that the EMERGENCY STOP button is deactivated again.
2.4 Do Step 2.1 to Step 2.3 again with the EMERGENCY STOP buttons on the local
control panel and on the bridge.
5 For a DF engine, do a calibration and a function check of the gas detectors, refer to the
related documentation of the manufacturer.
7 Do a check of the auxiliary blowers from the control panel in the engine control room
(ECR):
7.1 On the MCM-11, disconnect terminal X33.
7.2 Start the auxiliary blowers.
7.3 Make sure that the command and feedback of auxiliary blowers continue to
operate.
NOTE: If the auxiliary blowers do not operate, do a check of the wiring to the
starter box.
7.4 Stop the auxiliary blowers.
7.5 On the MCM-11, connect terminal X33.
7.6 On the IOM-10, disconnect terminal X11.
7.7 Start the auxiliary blowers. Command and feedback of auxiliary blowers must
continue to operate.
7.8 If the auxiliary blowers do not operate, do a check of the wiring to the starter
box.
7.9 Stop the auxiliary blowers.
7.10 On the IOM-10, connect terminal X11.
7.11 Get control at the local control panel.
7.12 Do Step 7.1 to Step 7.10 again from the local control panel.
9 If there is a malfunction, find the cause and repair the fault, before you start the engine.
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The governor increases the fuel quantity to keep the speed of the ship constant. The increase in
the fuel injection quantity shows on the control panel.
The maneuvering range is the speed range between FULL AHEAD and FULL ASTERN. This
range is usually divided into four maneuvering steps with related given speeds in each direction.
Load changes must be done slowly to let the piston rings adapt the new conditions. This also
prevents increased wear and contamination of the piston rings and the cylinder liners.
The total time to increase the engine load from leaving port to sea speed must not be less than
30 minutes.
The total time to decrease the engine load from sea speed to port approach must not be less
then 15 minutes.
Usual time for these two maneuvering operations is between 40 and 45 minutes.
The engine should only be operated at overload (110% of CMCR power) during sea trials and
when there is an authorized representative of the engine builder on board the ship. The limit for
operation of the engine at overload is a maximum of one hour each day (refer also to section
3.3 The relation between engine and propeller).
During operation at overload, you must carefully monitor the engine. If there are unusual
indications, you must decrease the load (power).
The load indication (fuel injection quantity) and the exhaust gas temperature upstream of the
turbocharger show the engine load.
The maximum permitted position of the load indication (fuel injection quantity) is given in the
acceptance records. The adjustments are only permitted to show the CMCR power during sea
trials with an overspeed of 104% to 108% of CMCR power.
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PRELIMINARY OPERATIONS
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PROCEDURE
3 To operate the engine in the opposite direction, do the steps that follow:
3.1 Use the rotary button to select the fuel command button.
3.2 Turn the rotary button to set the fuel injection quantity to approximately 30%.
3.3 Push the related button START AHD or START AST.
NOTE: After some minutes the engine operates in the opposite direction.
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During the change-over procedure the temperature of the fuel must not change more than 2°C
each minute. This prevents damage to the system, specially when you do the procedure
frequently. The small change rate is also because of the large difference of viscosity between
HFO and MDO/MGO.
You can do a change-over of the fuel only when the engine is running. While the engine has
stopped, there is no fuel flow through the fuel rail. In this situation a change-over is not possible.
WinGD recommends the installation and use of an automatic fuel change-over system to
prevent problems during the change-over procedure.
• This system decreases the thermal load of the related fuel components (for example fuel
pump plungers).
• The safety functions decrease the risk of damage because of thermal loads.
• The time period for automatic change-over is less than that of a manual change-over.
When you do a manual change-over of the fuel, you must make sure that the change-over is
safe. Refer to the related procedures.
Make sure that during the procedures HFO never can flow into the MDO tank and pipe system.
NOTE: WinGD recommends to do a manual change-over only, if an automatic change-over
system is not installed or if the automatic change-over system is unserviceable.
For the temperature necessary to make sure that the fuel upstream of the inlet to the fuel
pumps is at the correct viscosity, refer to the Viscosity / Temperature Diagram in the related
specification, refer to section 12.1 General for operating media. The viscosity for MDO must not
be less than 2 cSt.
A viscosimeter measures the viscosity and thus controls the temperature of the fuel.
Make sure that you monitor the viscosity and the temperature of the fuel.
When you do a change-over of the fuel, you must make sure that you change to the correct
cylinder oil at the same time. This prevents damage of the piston running system because of an
incorrect BN. For more data refer to the related procedures.
If the engine has an iCAT system (integrated Cylinder lubricant Auto Transfer system), WinGD
recommends as follows, when you change-over the fuel:
• If the iCAT system is in auto mode, the iCAT system automatically changes-over the
cylinder oil at the correct time.
• If the iCAT system is in manual control (no iCAT functionality mode), you have to
manually change-over the cylinder oil at the same time as the diesel fuel change-over.
If the engine has no iCAT system (integrated Cylinder lubricant Auto Transfer system), WinGD
recommends to monitor the change-over of the cylinder oil. Do a calculation of the cylinder
lubricant quantity and make sure that you know the cylinder lubricating feed rate, refer to Figure
8-4.
1 Make sure that you know the cylinder lubricant quantity that is between the change-over
valve and the lubricating quills including the measurement tube.
2 Calculate the related lead time that the cylinder oil has to get to the lubricating quills.
3 Use this lead time to have the correct timing for the change-over of the cylinder oil.
NOTE: When you change from MDO to HFO, WinGD recommends to start the change-over of
the cylinder oil from low BN to high BN already inside the ECA zone. This prevents
operation with high sulphur fuel and low BN cylinder oil.
2 ∗ 3
Volume piping: ∑ = ∑ 4
∗ [ ]= [ ]= []=
3
Mass: = ∗ [ ]= [ ]= 3
[ ]=
The density of the cylinder lubricant can be found in the technical data sheet. If not
available, an average value of 920 3 is suitable for this purpose.
∗
=
1000
= [ ]= ℎ [ ]=
[ ]= [ ]= [ ]=
ℎ ℎ
00595
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SAFETY PRECAUTIONS
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PRELIMINARY OPERATIONS
PROCEDURE
1 Start the automatic change-over procedure, refer to the instructions of the manufacturer.
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SAFETY PRECAUTIONS
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PRELIMINARY OPERATIONS
PROCEDURE
1 Make a full time schedule for the change-over to obey the ECA rules.
2 If you operate the engine with MDO for a long period, you must change the cylinder oil
to the applicable BN at the related time, refer to section 8.10 Change-over the diesel
fuel - general.
3 Set to OFF the trace heating of the fuel pipes and fuel rail approximately one hour
before the change-over. The correct time is related to the pipe diameter and the waste
heat in the system.
4 Set the viscosimeter to 17 cSt to decrease the temperature of the fuel.
5 Set to OFF all heating sources in the system (for example fuel heaters) some minutes
before the change-over.
6 Decrease the load of the engine to max. 50% CMCR. The decrease of the engine power
is related to the total quantity of fuel that flows in the system (for example the larger the
mixing tank, the less decrease in load is necessary).
7 Follow the instructions of the plant to slowly change-over the fuel supply from HFO to
MDO. Make sure that you decrease the fuel temperature a maximum of 2°C each
minute.
8 If the temperature changes too much, wait until the fuel temperature is stable. Then you
can continue the procedure. Try to decrease the temperature as linearly as possible.
9 When the temperature of the fuel is near the applicable value, you can start the cooler
slowly to give a linear and smooth temperature change at minimum viscosity.
NOTE: The viscosity of the fuel must not be less than 2 cSt.
10 Do a check of the temperature, viscosity and pressure of the supplied fuel.
11 If the temperature, viscosity, or pressure is not correct, find the cause and repair the
fault.
12 If you have to collect the MDO from the leakage and return pipes, do as follows:
12.1 Wait until the system is completely flushed with MDO.
NOTE: This prevents contamination of the MDO with HFO.
12.2 If also a MDO leakage tank is installed, move the 3-way valve in the pipe from
the outlet of the fuel leakage fuel pump and injection control to the MDO leakage
tank.
12.3 If the fuel return of the pressure control valve goes into the HFO service tank,
set the valve positions to have the fuel return go into the MDO service tank.
13 If you have to stop the engine, wait until the change-over procedure is fully completed.
NOTE: This prevents problems during the subsequent engine start because of a
mixture of HFO and MDO in the system.
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SAFETY PRECAUTIONS
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PRELIMINARY OPERATIONS
PROCEDURE
1 Make a full time schedule for the change-over to obey the ECA rules.
2 Make sure that you have changed the cylinder oil to the applicable BN, refer to section
8.10 Change-over the diesel fuel - general.
3 Set to ON the trace heating of the fuel pipes and fuel rail.
4 If the engine room is cold, after a minimum of one hour make sure to get correct
heating.
5 Make sure that HFO cannot flow into the MDO system.
5.1 If also a MDO leakage tank is installed, move the 3-way valve in the pipe from
the outlet of the fuel leakage fuel pump and injection control to the HFO leakage
tank.
5.2 If the fuel return of the pressure control valve goes into the MDO service tank,
set the valve positions to have the fuel return go into the HFO service tank.
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For a diesel engine WinGD recommends to operate the engine with marine diesel oil (MDO) for
some time before you stop the engine, refer to section 8.12 Change-over from HFO to MDO
manually.
For a DF engine that operates in gas mode are the procedures related to the conditions as
follows:
• The operator pushes the STOP button
When the operator pushes the STOP button, the ECS starts the procedures that follow:
○ The ECS changes to stop mode, thus the related control system stops the gas
supply and releases the pressure in the gas inlet pipes.
○ The ECS de-energizes the solenoid valve on the gas admission valves (GAV), thus
the gas flow to the cylinders stops.
○ The ECS stops the operation of the pilot fuel valves after the crankshaft has turned
360°, thus makes sure that all gas in the combustion chambers burns.
NOTE: If the crankshaft cannot turn 360°, the ECS sends a signal for an exhaust
ventilation request.
• The ESS or ECS sends a cancelable shutdown signal
The engine safety system (ESS) or the ECS sends a cancelable shutdown signal, when a
related failure or defect occurs. The procedures are as follows:
○ The ECS changes to diesel mode, thus the related control system stops the gas
supply and releases the pressure in the gas inlet pipes.
○ The engine continues to operate in diesel mode until the shutdown signal becomes
active.
○ If the operator cancels the shutdown signal within the specified period, the engine
continues to operate in diesel mode.
• The ESS or ECS sends a non-cancelable shutdown signal
The ESS or the ECS sends a non-cancelable shutdown signal, when a related failure or
defect occurs. The procedures are as follows:
○ The ECS changes to diesel mode, thus the related control system stops the gas
supply and releases the pressure in the gas inlet pipes.
○ The ECS de-energizes the solenoid valve on the gas admission valves (GAV), thus
the gas flow to the cylinders stops.
○ The ECS stops the engine.
○ The ECS sends a signal for an exhaust ventilation request.
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PRELIMINARY OPERATIONS
PROCEDURE
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SAFETY PRECAUTIONS
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PRELIMINARY OPERATIONS
PROCEDURE
1 In the control room (control console), or on the local control panel, push the
EMERGENCY STOP button.
NOTE: The ECS stops the engine immediately.
2 For a DF engine, start the exhaust ventilation sequence, if there is a ventilation request.
3 To make the engine ready for restart after an emergency stop, you must reset the
EMERGENCY STOP button.
CAUTION
Damage Hazard. Do this step only as a last alternative selection, if the EMERGENCY
STOP button is not working. Damage to the engine can occur.
4 In the power supply boxes E85.1 to E85.#, set to OFF the electrical power to the ECS.
5 Find the cause of the emergency stop and repair the fault.
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For a short period after an engine stop of one week or less, usually you keep the auxiliary
systems in operation, refer to section 8.19 Prepare the engine for a short service break.
For a long period after an engine stop of more than one week or for maintenance of the engine,
you do the work in section 8.20 Prepare the engine for a long shutdown period.
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SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• The engine must be stopped. Refer to section 8.18 Prepare the engine after stop -
general
PROCEDURE
WARNING
Injury hazard. Before you operate the turning gear, make sure that no personnel are near
the flywheel, or in the engine.
5 Operate the turning gear for a short period at the intervals that follow:
• Daily in damp climate
• Weekly in usual climate.
6 Stop the turning gear so, that the pistons stop in different positions each time.
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SAFETY PRECAUTIONS
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PRELIMINARY OPERATIONS
• The engine must be stopped. Refer to section 8.18 Prepare the engine after stop -
general
PROCEDURE
4 Drain the exhaust gas manifold and the exhaust gas pipe.
5 Stop the air supply to the engine as follows:
5.1 Stop the air supply systems from the plant.
5.2 Close the shut-off valves at engine connection 40 (starting air pipe inlet).
5.3 Turn the hand-wheel of the starting air shut-off valve to the position CLOSED.
5.4 Drain the air systems of the engine.
5.5 Release the pressure in the air pipes.
13 If the engine must have preservation for a long period, speak to or send a message to
WinGD for the applicable preservation procedures.
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Operation Manual
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SAFETY PRECAUTIONS
CAUTION
Injury Hazard: The system oil is hot. Put on gloves and safety goggles to prevent injuries.
Do the work carefully.
PRELIMINARY OPERATIONS
• The periodicity of 3000 working hours applies for regular oil analysis.
• The periodicity of 6000 working hours applies for FZG and particle count analysis.
PROCEDURE
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SAFETY PRECAUTIONS
CAUTION
Injury Hazard: The cylinder oil is hot. Put on gloves and safety goggles to prevent injury.
Do the work carefully.
PRELIMINARY OPERATIONS
PROCEDURE
001
Closed
003
002
Closed
002
00010
1 Do this procedure at a minimum of one time each week, and do it also in the conditions
that follow:
• After a fuel change
• After a cylinder oil change
• After a feed rate change.
2 Flush the sample pipe of the related cylinder.
2.1 Close the ball valve (002, Figure 9-1) for approximately 30 minutes to 60
minutes.
NOTE: Some parts can look different.
2.2 Put an applicable container under the oil sample valve (001).
2.3 Slowly open the oil sample valve (001) to flush out oil and possible dirt.
2.4 Close the oil sample valve (001).
2.5 Open the ball valve (002) to drain the remaining oil from the dirty oil pipe (003).
2.6 Close the ball valve (002).
9 Compare the oil analysis from the laboratory with the oil analysis from on-board.
10 If the oil analyses are different, do the applicable recommended procedures related to
the oil analysis from the laboratory, refer to section [section not applicable for this
engine] or to the document “Lubricants” on the WinGD website (https://
www.wingd.com/).
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Filter element HA1-59-9613-01 -002 pc 1
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• None
PROCEDURE
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Cleaning fluid A/R
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SAFETY PRECAUTIONS
CAUTION
Damage Hazard: For an engine with LP SCR system, do not do this procedure, if there is
gas flow through the LP SCR reactor. This could cause damage to the components of the
SCR system.
PRELIMINARY OPERATIONS
• None
PROCEDURE
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PRELIMINARY OPERATIONS
• None
PROCEDURE
08 PLANT
11 12 07 ENGINE
009
001 002
008
TE TE
1381A 1371A
PT
Turbocharger
007 1361A
PI
1361L
Washing
006 Plant SAC
004 005
003
TI TI
1381L 1371L
Scavenge
Air Cooler
18
Aux Aux
Blower Blower
LS LS
4075A 4071A
16
13
ENGINE
PLANT
00520
4 Open the shut-off valve (001) in the compressed air supply pipe to pressurize the
tank (006).
5 Clean the scavenge air cooler (005) as follows:
5.1 Open the shut-off valve (003).
5.2 After no more cleaning water comes out, close the shut-off valve (003).
6 Close the shut-off valve (001) in the compressed air supply pipe.
7 Open the vent valve (002) to release the pressure in the tank (006).
8 After 10 minutes, do Step 2 to Step 7 again with fresh water (no cleaning fluid).
9 Do a check of the water separator for dirt.
10 If the water separator is dirty, clean the water separator (refer to the Maintenance
Manual).
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• This procedure is only applicable, if the engine has operated for a long period at low load
with the exhaust waste valve closed.
• The engine load must be less than 70%, or the engine can be stopped.
PROCEDURE
1 On the related control panel manually open the exhaust waste valve.
2 Make sure that the exhaust waste gate is open.
3 Close the exhaust waste valve.
4 If the check is incorrect, find the cause and repair the fault.
CLOSE UP
• None
WinGD recommends an inspection of the cylinder liners and of the piston rings after 24
operation hours and after 72 operation hours (001, Figure 9-3). For this running-in procedure it
is not necessary to have a special loading up apart from vessel specific loading up protocols.
001
001
Personnel
Description Specialization QTY
Engine crew Intermediate 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
PROCEDURE
1 Set the cylinder lubricating feed rate for the applicable cylinders in the control system to
1.2 g/kWh.
2 Operate the engine for 24 hours.
3 Inspect the components for damage.
4 If damage occurs, find the cause and repair the fault.
5 If it is necessary to replace parts of the piston running system, do Step 2 and Step 3
again.
6 Set the feed rate to 1.1 g/kWh.
7 Operate the engine for 24 hours.
8 Set the feed rate to 1.0 g/kWh.
9 Operate the engine for 24 hours.
10 Inspect the components for damage.
11 If damage occurs, find the cause and repair the fault.
12 If it is necessary to replace parts of the piston running system, start with Step 1 again.
13 Set the feed rate to 0.9 g/kWh.
CLOSE UP
• After 72 hours set the feed rate to the usual settings. Refer to the document “Lubricants”
on the WinGD website (https://www.wingd.com/) or to section [section not applicable for
this engine]
Operation Manual
10 Troubleshooting
10.1 Troubleshooting - general data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
10.2 Malfunctions of systems and components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
10.3 Failures and defects of UNIC-flex components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
10.4 Examine the supply unit for servo oil leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
10.5 Examine the supply unit for fuel leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
10.6 Examine the rail unit for leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
10.7 Examine the FLV or fuel pipes for fuel leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
10.8 Temporary cut out a defective injection valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
10.9 Temporary cut out a defective exhaust valve drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
10.10 Temporary isolate a cylinder with cooling water leakage. . . . . . . . . . . . . . . . . . . . . . . 406
10.11 Temporary isolate a defective turbocharger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410
10.12 Temporary isolate the exhaust waste gate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
10.13 Isolate a defective engine at twin engine installation. . . . . . . . . . . . . . . . . . . . . . . . . . 418
10.14 Temporary isolate the HP SCR system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420
10.15 Connect the HP SCR system after isolation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
• Make sure that all shut-off valves are in the correct operation position.
• Make sure that the cables are connected correctly to the instruments.
Before you look for other causes repair defects immediately. For the procedures to replace
defective components, refer to the Maintenance Manual.
The tables in section 10.2 Malfunctions of systems and components show how to repair
malfunctions on the engine. The tables give the data that follow:
• Title of the table
The title of the table gives the description of the malfunction.
• Indication
This list specifies the number of the signal related to the value. The list can also contain
text or be empty.
• Possible cause
This list gives possible causes that have activated the alarm, or have started the
malfunction. Refer to the specified sequence to find faults.
• Procedure
This list gives data about the related malfunction. Refer to the specified sequence during
troubleshooting. For repair work refer to the related section of the Maintenance Manual. If
you cannot repair the malfunction, speak to or send a message to WinGD.
• Table 10-2 - Supply temperature of the cylinder cooling water is too low
• Table 10-3 - Cylinder cooling water temperature downstream of a cylinder is too high
• Table 10-4 - Supply pressure of the cooling water to the SAC is too low
• Table 10-5 - Supply temperature of the cooling water to the SAC is too low
• Table 10-6 - Temperature of the cooling water downstream of the SAC is too high
• Table 10-8 - Lubricating oil supply pressure upstream of the injectors is too low
• Table 10-9 - Lubricating oil supply temperature at the engine inlet is too high
• Table 10-10 - Lubricating oil supply pressure upstream of the crossheads is too low
• Table 10-11 - Servo oil pressure in the distributor pipe (mini rail) is not in the permitted
range
• Table 10-12 - Servo oil leakage flow from the servo oil supply unit is too high
• Table 10-13 - Servo oil flow at a servo oil pump inlet is too low
• Table 10-16 - Piston cooling oil temperature downstream of a piston is too high
• Table 10-17 - Piston cooling oil flow to a piston is not in the permitted range
• Table 10-19 - TC bearing oil supply pressure upstream of a turbocharger is too low
• Table 10-20 - TC bearing oil temperature at a turbocharger inlet is too high (external oil
supply)
• Table 10-21 - Damper oil supply pressure upstream of the torsional vibration damper is
too low
• Table 10-22 - Damper oil supply pressure upstream of the axial vibration damper is too
low
• Table 10-23 - Cylinder oil supply pressure is too low
• Table 10-26 - Fuel supply pressure at the engine inlet is too low
• Table 10-27 - Fuel leakage flow from the fuel supply unit is too high
• Table 10-28 - Temperature difference of the fuel outlet of the two fuel pumps is too high
(for X35 or X40 engine)
• Table 10-29 - Leakage flow from the rail unit is too high
• Table 10-30 - Fuel leakage flow from fuel rail items is too high (engine with FLV)
• Table 10-31 - Fuel leakage flow from fuel rail items is too high (engine with ICU)
• Table 10-32 - Fuel pressure in the fuel rail is too high (for X35 or X40 engine)
• Table 10-33 - Fuel pressure in the fuel rail is too low (for X35 or X40 engine)
• Table 10-38 - Exhaust gas temperature difference downstream of all cylinders is too high
• Table 10-49 - Scavenge air temperature in the piston underside is too high
• Table 10-51 - Pressure of the air spring air supply is too high
• Table 10-52 - Pressure of the air spring air supply is too low
• Table 10-53 - Oil leakage flow in the collector for leakage oil from the air spring is too high
• Table 10-54 - Control air supply pressure is too low (usual supply)
• Table 10-55 - Control air supply pressure is too low (stand-by supply)
• Table 10-56 - Control air supply pressure is too low (safety supply)
• Table 10-60 - Power supply to the power supply box E85 has a failure
Tab 10-1 Supply pressure of the cylinder cooling water is too low
PT1101A The cooling water supply system • Find the cause and repair the fault.
is defective
There are leaks in the cooling wa- • Find the cause and repair the fault.
ter system (for example cracks in
a cylinder liner)
Tab 10-2 Supply temperature of the cylinder cooling water is too low
TE1111A The cooling water supply system • Find the cause and repair the fault. Adjust
is defective the cooling water temperature slowly. This
prevents damage caused by sudden tem-
perature change.
Tab 10-3 Cylinder cooling water temperature downstream of a cylinder is too high
The cooling water supply temper- • Find the cause and repair the fault.
ature is too high
A cylinder liner, cylinder cover or • Find the cause and repair the fault.
exhaust valve cage is defective
Tab 10-4 Supply pressure of the cooling water to the SAC is too low
PT1361A The cooling water supply system • Find the cause and repair the fault.
is defective
Tab 10-5 Supply temperature of the cooling water to the SAC is too low
TE1371A The cooling water supply system • Find the cause and repair the fault.
is defective
Tab 10-6 Temperature of the cooling water downstream of the SAC is too high
Tab 10-7 Lubricating oil supply pressure at the engine inlet is too low
PT2001A The oil supply system is defective • Find the cause and repair the fault.
PT2012A (if appli-
cable)
Tab 10-8 Lubricating oil supply pressure upstream of the injectors is too low
PT2003A If applicable: the injector oil valve • Open the shut-off valve 8423_E0_2.
8423_E0_1 is defective
• Repair the injector oil valve.
An injection valve is defective or a • Find the cause and repair the fault.
pipe is clogged
Tab 10-9 Lubricating oil supply temperature at the engine inlet is too high
TE2011A The oil supply system is defective • Find the cause and repair the fault.
TE2012A (if appli-
cable)
Tab 10-10 Lubricating oil supply pressure upstream of the crossheads is too low
PT2021A The crosshead oil supply system • Decrease the engine load.
is defective
• Find the cause and repair the fault.
Tab 10-11 Servo oil pressure in the distributor pipe (mini rail) is not in the permitted range
PT2041A There is an incorrect setting of the • Set the pressure reducing valve to the cor-
pressure reducing valve rect value.
There is an incorrect setting of the • Set the safety valve to the correct value.
safety valve
The filter or the opening in the ex- • Clean the filter or the exhaust valve control
haust valve control unit is clogged unit.
A servo oil pump or the servo oil • Repair the defective pumps.
service pump is defective
Tab 10-12 Servo oil leakage flow from the servo oil supply unit is too high
LS2055A The servo oil unit or a servo oil • Find the cause and repair the fault, refer to
pipe is defective section 10.4 Examine the supply unit for
servo oil leakage.
Tab 10-13 Servo oil flow at a servo oil pump inlet is too low
FS2061-nnA The related servo oil pump is de- • Replace the defective servo oil pump as
fective soon as possible.
The oil does not have the speci- • Use correct oil.
fied properties
AE2401-nnA The oil supply system is defective • Find the cause and repair the fault.
(crankcase)
AE2415A (gear-
Parts that move have become too • As a temporary procedure, decrease the
hot engine load.
case)
• Stop the engine.
AE2421-nnA (fuel
supply unit) • Wait a minimum of 20 minutes to let the
engine temperature decrease.
• Find the cause and repair the fault.
Tab 10-16 Piston cooling oil temperature downstream of a piston is too high
Tab 10-17 Piston cooling oil flow to a piston is not in the permitted range
Tab 10-19 TC bearing oil supply pressure upstream of a turbocharger is too low
There is an incorrect setting of the • Set the adjustable orifice to the correct val-
adjustable orifice ue.
Tab 10-20 TC bearing oil temperature at a turbocharger inlet is too high (external oil supply)
TE2621A The external oil supply system is • Find the cause and repair the fault.
defective
Tab 10-21 Damper oil supply pressure upstream of the torsional vibration damper is too low
PT2711A There is an incorrect setting of the • Set the throttle valve to the correct value.
throttle valve
Tab 10-22 Damper oil supply pressure upstream of the axial vibration damper is too low
PT3124A A filter element is clogged • Change over to the other filter chamber.
• Replace or clean the clogged filter ele-
ment.
The cylinder oil tank is empty • Fill the cylinder oil tank.
There is air in the cylinder oil sys- • Release the unwanted air from the cylinder
tem oil system.
TE3411A The fuel supply system is defec- • Find the cause and repair the fault.
tive
Tab 10-26 Fuel supply pressure at the engine inlet is too low
PT3421A The fuel supply system is defec- • Find the cause and repair the fault.
tive
The fuel does not have the speci- • Use correct fuel.
fied properties
Tab 10-27 Fuel leakage flow from the fuel supply unit is too high
LS3426-27A An HP fuel pipe or a fuel pump is • Find the cause and repair the defective
defective item, refer to section 10.5 Examine the
supply unit for fuel leakage.
Tab 10-28 Temperature difference of the fuel outlet of the two fuel pumps is too high (for X35 or X40
engine)
TE3431-nnA Flow control valve of a fuel pump • Clean or replace the defective flow control
is defective valve.
One of the two fuel pumps is de- • Replace the defective fuel pump.
fective
• As a temporary procedure, close the 3/2-
way valve 10-8752_E0_3-4 in the HP fuel
pipe of the defective fuel pump.
Tab 10-29 Leakage flow from the rail unit is too high
LS3444-45A An item of the rail unit is defective • Find the cause and repair the defective
item, refer to section 10.6 Examine the rail
unit for leakage.
Tab 10-30 Fuel leakage flow from fuel rail items is too high (engine with FLV)
LS3446A A flow limiting valve (FLV) or a • Find the cause and repair the defective
pipe is defective item, refer to section 10.7 Examine the
FLV or fuel pipes for fuel leakage.
Tab 10-31 Fuel leakage flow from fuel rail items is too high (engine with ICU)
LS3446-47A An injection control unit (ICU) or a • Find the cause and repair the defective
pipe or a connecting pipe (if appli- item, refer to section [section not applica-
cable) is defective ble for this engine].
Tab 10-32 Fuel pressure in the fuel rail is too high (for X35 or X40 engine)
PT3461-62C Control signal is missing or wrong • Find out the applicable flow control valve.
• Related to the necessary engine power
close the 3/2-way valve 10-8752_E0_3-4
in the HP fuel pipe of the related fuel
pump.
Flow control valve of a fuel pump • Clean or replace the defective flow control
is defective valve.
Tab 10-33 Fuel pressure in the fuel rail is too low (for X35 or X40 engine)
PT3461-62C Control signal is missing or wrong • Find out the applicable flow control valve.
• Disconnect the cable of the applicable flow
control valve (The related fuel pump sup-
plies the maximum fuel quantity. The pres-
sure control valve of the fuel rail or the oth-
er fuel pump then controls the fuel pres-
sure).
Flow control valve of a fuel pump • Clean or replace the defective flow control
is defective valve.
AE3315C There is a leakage in the gas sys- • Find the cause and repair the defective
tem item.
PS3464A The pilot fuel filter is clogged • Replace the filter element.
PT3901C The gas supply is defective • Find the cause and repair the fault.
The gas filter is clogged • Clean or replace the gas filter. For the filter
of the iGPR refer to [section not applicable
for this engine].
TE3701-nnA The scavenge air flow is too low • Clean the turbocharger.
• Clean the air flaps in the scavenge air re-
ceiver.
• Clean the scavenge ports.
There is air in the cooling water • Open the vent valves of the cooling water
system system.
The injection time is too long • Find the cause and repair the fault.
There are leaks in the cooling wa- • Find the cause and repair the fault.
ter system (for example cracks in
a cylinder liner)
There is a fire in the piston under- • Do the procedure in section 2.3 Fire-fight-
side ing in the scavenge air space.
Tab 10-38 Exhaust gas temperature difference downstream of all cylinders is too high
The fuel supply system is defec- • Find the cause and repair the fault.
tive
Refer to the display The air spring air pressure is too • Find the cause and repair the fault.
of a control panel low
The opening oil pressure is too • Find the cause and repair the fault.
low
The engine has too much load • Decrease the fuel injection quantity.
There is unwanted material in the • Find the cause and remove the unwanted
scavenge air material.
The fuel does not have the speci- • Use fuel with the specified properties.
fied properties
There is air in the cooling water • Release the unwanted air from the cooling
system water system.
The SAC is dirty • Clean the SAC on the air side, refer to sec-
tion 9.5 Clean the scavenge air cooler dur-
ing operation.
PT4043-nnC The silencer, SAC or water sepa- • Remove the blockage and clean the item.
rator is clogged
The auxiliary blowers do not oper- • Start or repair the auxiliary blowers.
ate at low load
LS4071-nnA The filter in the return pipe is clog- • Clean the filter.
ged
There are leaks in the SAC • Find the cause and repair the fault.
LS4075-nnA The filter in the return pipe is clog- • Clean the filter.
ged
There are leaks in the SAC • Find the cause and repair the fault.
Tab 10-49 Scavenge air temperature in the piston underside is too high
TE4081-nnA There is fire in the piston under- • Refer to section 2.3 Fire-fighting in the
side scavenge air space.
The engine has too much load • Decrease the fuel injection quantity.
PT4301-nnC The starting air supply system is • Find the cause and repair the fault.
defective
Tab 10-51 Pressure of the air spring air supply is too high
PT4341A There is an incorrect setting of the • Set the control air supply to the correct val-
control air supply ue.
Tab 10-52 Pressure of the air spring air supply is too low
PT4341A There is an incorrect setting of the • Set the control air supply to the correct val-
control air supply ue.
There is an incorrect setting of the • Set the safety valve to the correct value.
safety valve
The control air supply is defective • Repair or replace the defective item of the
control air supply.
Tab 10-53 Oil leakage flow in the collector for leakage oil from the air spring is too high
LS4351-52A The collector for leakage oil from • Clean the collector for leakage oil from the
the air spring is clogged air spring.
Tab 10-54 Control air supply pressure is too low (usual supply)
PT4401A The control air supply system is • Find the cause and repair the fault.
defective
There is an incorrect setting of the • Set the control air supply to the correct val-
control air supply ue.
Tab 10-55 Control air supply pressure is too low (stand-by supply)
PT4411A The starting air supply system is • Find the cause and repair the fault.
defective
There is an incorrect setting of the • Set the control air supply to the correct val-
control air supply ue.
Tab 10-56 Control air supply pressure is too low (safety supply)
PT4421A This is a result of the malfunction • As a temporary procedure, stop the en-
in Table 10-54 - Control air supply gine.
pressure is too low (usual supply) • Do the repair shown there.
and in Table 10-55 - Control air
supply pressure is too low (stand-
by supply)
The drain valve of the air tank is • Close the drain valve of the air tank.
open
The thrust bearing is defective • Find the cause and repair the fault.
The oil does not have the speci- • Use correct oil.
fied properties
TE4801-nnC The cylinder oil system is defec- • Find the cause and repair the fault.
tive
TE4841-nnC
There is air in the cooling water • Release the unwanted air from the cooling
system water system, for an engine with bypass
cooling water system refer to section [sec-
tion not applicable for this engine].
There are exhaust gas leaks into • Find the cause and repair the fault.
the cooling water system (for ex-
ample valve seat area)
XS5046A The fuel does not have the speci- • Use correct fuel.
fied properties
Tab 10-60 Power supply to the power supply box E85 has a failure
XS5056A The power supply is set to OFF • Set to ON the power supply.
The power supply system is de- • Repair the power supply system.
fective
The speed setting from the speed • Do a check of the speed control system.
control system is decreased or is
not in the specified limits
The fuel injection quantity from • A procedure is not necessary because the
the speed control system is de- control system prevents too much load in
creased heavy sea.
The fuel injection system is defec- • Find the cause and repair the fault.
tive
The fuel injection system is defec- • Find the cause and repair the fault.
tive
The UNIC-flex engine control system (ECS) constantly does internal integrity checks and
monitors the connected sensors. UNIC-flex records each unusual condition and makes an
event.
• The system software level does the checks for basic sensor failures.
• The software application level gives the level of the created event.
Related to the severity of the event there are three levels of messages:
• Minor failures
This category contains failures that will not cause to decrease the engine load
(slowdown) or to stop the engine (shutdown). But you have to do a check of the
message. If necessary correct the fault as soon as possible.
• Major failures
This category contains failures that will cause to decrease the engine load (slowdown)
and/or to stop the engine (shutdown). Major failures are divided in the two sub-groups
SLD (slowdown) and SHD (shutdown):
○ The SLD sub-group contains failures that cause one cylinder to cut off. The AMS
sends a slowdown signal to the ECS.
○ The SHD sub-group contains failures that prevent an engine operation. The engine
safety system (ESS) sends a shutdown signal to the ECS. UNIC-flex stops the fuel
injection.
These two sub-groups are not shown in internal or external interfaces. Thus they are only
used on the application level.
If a major failure occurs, the AMS sends a signal to the ECS for a slowdown or shutdown
command. Usually the ECS automatically sets the related setpoint for a slowdown or
shutdown of the engine, refer also to Para 10.3.2.
• Info logs
This category contains messages which describe engine operation conditions or give
more data to other failures. Related to the functional description only the most important
messages are sent to the AMS.
250 Remote Start Interlock - Main Start Air Valve Manually Closed Info
For the complete list of failure messages refer to the document - Modbus to AMS signal list - of
the engine.
WinGD has specified a few special failures (refer to Table 10-64 - Special failures) that makes it
necessary to start other steps.
If one of these special failures occur, the ECS automatically does the steps that follow:
• The ECS changes the active control location to “ECR manual”.
In this condition the ECS cannot set a setpoint for a command. Thus obey the rules that follow:
• If failure 45 occurs the operator must set the fuel command setpoint for slowdown
manually.
• If failure 47 or 96 occurs the operator can set the fuel command setpoint if necessary.
If there is an indication of a UNIC-flex failure, use the data that follows to find the failure and to
repair it:
• Use the failure ID to find the related system or item.
• If applicable, compare the indicated values with the values on the local instruments.
• Make sure that the related items are mounted correctly and can operate correctly.
• Make sure that the related shut-off valves are in the correct operation positions.
• Repair the faults, or temporarily repair defective cables with insulation tape.
Operation Manual Examine the supply unit for servo oil leakage
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
PRELIMINARY OPERATIONS
• None
Operation Manual Examine the supply unit for servo oil leakage
PROCEDURE
1 Do a check of the level switch LS2055A for free flow. If necessary, clean the bore of the
pipe of the level switch.
2 Carefully do a check of the temperature of the oil leakage pipe of each servo oil pipe to
find the leakage pipe that has an oil flow.
NOTE: There is an oil flow in the leakage pipe that has a higher temperature than the
other leakage pipes.
3 Do a check of the related servo oil pipe at the highest inspection point for oil flow.
3.1 Carefully loosen the screw plug (003, Figure 10-1) a maximum of two turns and
look for oil flow.
3.2 If there is an oil flow, repair the cause of the leaks as soon as possible. Refer to
the Maintenance Manual.
3.3 Tighten the screw plug (003).
001
002
003
Legend
Operation Manual Examine the supply unit for servo oil leakage
8 If there is no oil flow from none of the leakage pipes, find (if applicable) the connecting
pipe that has a leakage as follows:
8.1 Carefully loosen the screw plug of the inspection point of the first connecting
pipe a maximum of two turns.
8.2 Do a check for oil flow.
8.3 If there is an oil flow, shut-off the related connecting pipe an repair it at the next
occasion, refer to the Maintenance Manual.
8.4 Tighten the screw plug.
8.5 Do Step 8.1 to Step 8.4 again for the other connecting pipe.
CLOSE UP
• None
Operation Manual Examine the supply unit for servo oil leakage
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
CAUTION
Injury Hazard: Always put on gloves and safety goggles when you do work on hot or
pressurized components. When you open the screw plugs, fuel can come out as a spray
and cause injury.
PRELIMINARY OPERATIONS
• None
PROCEDURE
1 Do a check of the level switch LS3426A (if applicable also LS3427A) for free flow. If
necessary, clean the bore of the pipe of the level switch.
2 Carefully do a check of the temperature of the fuel leakage pipe (002, Figure 10-2) of
each fuel pump (001) to find the leakage pipe that has a fuel flow.
NOTE: There is a fuel flow in the leakage pipe that has a higher temperature than the
other leakage pipes.
3 Continue with Step 4 to find the location of the leakage at the related fuel pump and its
HP fuel pipes.
4 Do a check of the HP fuel pipe (005) at the highest inspection point (004) for leaks.
4.1 Carefully loosen the screw plug a maximum of two turns.
4.2 Do a check for fuel flow.
4.3 If there is fuel flow, repair the cause of the fuel flow as soon as possible, refer to
the Maintenance Manual 8752‑1.
NOTE: The fuel system has high pressure. Replace a defective HP fuel pipe
only when the engine has stopped and the pressure in the system is
released.
4.4 Tighten the screw plug.
001
002
003
005 004
Legend
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
CAUTION
Injury Hazard: Always put on gloves and safety goggles when you do work on hot or
pressurized components. Fuel can come out as a spray and cause injury.
PRELIMINARY OPERATIONS
• None
PROCEDURE
1 Do a check of the level switch LS3444A (if applicable also LS3445A) for free flow. If
necessary, clean the bore of the pipe of the level switch.
2 Carefully look into the rail unit to find the cause of the leakage.
NOTE: Possible causes can be a defective pipe to the exhaust valve, a defective
flange or an other defective item.
3 Repair the defective item.
CLOSE UP
• None
Operation Manual Examine the FLV or fuel pipes for fuel leakage
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
CAUTION
Injury Hazard: Always put on gloves and safety goggles when you do work on hot or
pressurized components. When you open the screw plugs, fuel can come out as a spray
and cause injury.
PRELIMINARY OPERATIONS
• None
Operation Manual Examine the FLV or fuel pipes for fuel leakage
PROCEDURE
001
002
008
003
004
007
006 005
Legend
1 Do a check of the level switch LS3446A for free flow. If necessary, clean the bore of the
pipe of the level switch.
2 Carefully do a check of the temperature of the fuel leakage pipe (004, Figure 10-3) of
each flow limiting valve (FLV) (008) to find the leakage pipe that has a fuel flow.
NOTE: There is a fuel flow in the leakage pipe that has a higher temperature than the
other leakage pipes.
NOTE: As an alternative you can carefully open and close the screw-in union (003) of
each FLV a maximum of two turns to find the leakage pipe that has a fuel flow.
3 If there is a leakage pipe (004) that has a fuel flow, do as follows:
3.1 Make sure that the screws (002) are tightened correctly, refer to the
Maintenance Manual 8733-1.
3.2 On the fuel leakage pipe (004), carefully loosen the screw-in union (003) a
maximum of two turns.
3.3 Do a check for fuel flow.
3.4 If fuel continues to flow from the screw-in union (003), do as follows (an HP fuel
pipe (001) is defective):
3.4.1 Stop the engine.
3.4.2 Remove each of the HP fuel pipes (001) until you find the defective HP
fuel pipe (refer to the Maintenance Manual 8733-1).
3.4.3 Do a check for damage on the sealing face of the defective HP fuel pipe
(001). If you find damage, grind the sealing face (refer to the
Maintenance Manual 8733-1).
3.4.4 If the HP fuel pipe is defective, cut out the injection of the related cylinder
and replace the defective HP fuel pipe, refer to the Maintenance Manual.
3.4.5 Tighten the screw-in union (003).
3.4.6 Start the engine.
3.5 If no fuel flows from the screw-in union (003), tighten the screw-in union (003).
Operation Manual Examine the FLV or fuel pipes for fuel leakage
4 If none of the leakage pipes (004) have a leakage, find the FLV that has a fuel flow more
than usual (compared to the amount of leakage from the other FLV) as follows:
4.1 Put an oil tray under the screw-in union (007, Figure 10-3) of the fuel leakage
pipe (006) to collect the usual fuel flow.
4.2 Carefully loosen the screw-in union (007) a maximum of two turns.
4.3 Do a check of the fuel flow.
4.4 If fuel flows from the screw-in union (007) more than usual (compared to the
amount of leakage from the other FLV), the piston rod is defective. Replace the
defective piston rod (refer to the Maintenance Manual 5564‑1).
4.5 Tighten the screw-in union (007).
4.6 Do Step 4.1 to Step 4.5 again for the other FLV.
CLOSE UP
• None
Operation Manual Examine the FLV or fuel pipes for fuel leakage
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• None
PROCEDURE
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• The engine must be stopped and prepared for maintenance, refer to section 8.18 Prepare
the engine after stop - general
PROCEDURE
1 Cut out the defective cylinder from the injection, refer to section 10.8 Temporary cut out
a defective injection valve.
2 Disconnect the electrical connection to the related exhaust valve control unit (VCU).
3 Repair the fault as soon as possible, refer to the Maintenance Manual.
CLOSE UP
• The engine can be started and operated at decreased load, refer to section 8.3 Start the
engine - general
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
Pressure element 94259 A/R
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• The engine must be stopped and prepared for maintenance, refer to section 8.18 Prepare
the engine after stop - general
PROCEDURE
002 003
001
004
Legend
4 Cut out the defective cylinder from the injection, refer to section 10.8 Temporary cut out
a defective injection valve.
5 Disconnect the electrical connection to the related exhaust valve control unit (VCU).
6 Disconnect the control signal connection from the related starting air valve.
7 Repair the fault as soon as possible, refer to the Maintenance Manual.
CLOSE UP
• The engine can be started and operated at decreased load, refer to section 8.3 Start the
engine - general
Personnel
Description Specialization QTY
Engine crew Intermediate 1
Support equipment
Description Part No. CSN QTY
Cover 94653A A/R
Cover 94653B A/R
Cover 94653C A/R
Cover 94653D A/R
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• None
PROCEDURE
Legend
3 If all turbochargers are defective, isolate the defective turbochargers from the scavenge
air system.
NOTE: This step is applicable for an engine with one, two, or three turbochargers, and
none of the turbochargers are serviceable.
3.1 Lock the rotor of the defective turbochargers (refer to the turbocharger manual).
3.2 Remove the expansion joint (005, Figure 10-6) between the defective
turbochargers air outlet and the diffusor.
3.3 Install the covers 94653C (001).
NOTE: You only have to install the covers (001), if the turbochargers are
connected to a suction duct.
3.4 Open the covers (003 and 004) on the scavenge air receiver.
3.5 Set to ON the auxiliary blowers.
Legend
4 Make sure that the air supply to the engine room is satisfactory.
5 Make sure that the oil supply pressure to the serviceable turbochargers is satisfactory.
6 Start the engine with the given limits, refer to section 8.3 Start the engine - general.
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• None
PROCEDURE
Legend
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Basic 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
• None
PRELIMINARY OPERATIONS
• None
PROCEDURE
1 Engage the shaft locking device of the defective engine. Refer to the related
documentation of the manufacturer.
NOTE: This prevents the windmilling effect on the propeller of the defective engine
(shaft movement), when you operate the other engine.
2 If installed, disengage the shaft clutch of the defective engine. Refer to the related
documentation of the manufacturer.
3 If the shaft locking device and the shaft clutch are unserviceable, make sure that you
operate the auxiliary systems.
4 If installed, change the pitch of the controllable propeller (CPP) to the lowest resistance.
WARNING
Injury Hazard: Do not go near movable parts of the engine unless you are sure, that in
each condition, no part can move.
5 Obey the procedure to get access to the engine spaces, refer to section 2.6 Access to
engine spaces.
6 If possible, find the cause and repair the fault.
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Intermediate 1
Support equipment
Description Part No. CSN QTY
Cover 94820 2
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
PRELIMINARY OPERATIONS
• The engine must be stopped and prepared for maintenance, refer to section 8.18 Prepare
the engine after stop - general
PROCEDURE
V1
001
V2
001
Legend
V2 001
V1
001
Legend
1 Remove the pipe to the SCR system from the flange downstream of the valve V1.
2 Install the Cover (001, Figure 10-8 or Figure 10-9) to the flange.
3 Remove the pipe to the SCR system from the flange upstream of the valve V2.
4 Install the cover (001) to the flange.
CLOSE UP
• None
Personnel
Description Specialization QTY
Engine crew Intermediate 1
Support equipment
Description Part No. CSN QTY
None
Supplies
Description QTY
None
Spare Parts
Description Part No. CSN QTY
None
SAFETY PRECAUTIONS
PRELIMINARY OPERATIONS
• The engine must be stopped and prepared for maintenance, refer to section 8.18 Prepare
the engine after stop - general
PROCEDURE
V1
001
V2
001
Legend
V2 001
V1
001
Legend
1 Remove the cover (001, Figure 10-10 or Figure 10-11) from the flange downstream of
the valve V1.
2 Install the pipe to the SCR system to the flange.
3 Remove the cover (001) from the flange upstream of the valve V2.
4 Install the pipe to the SCR system to the flange.
CLOSE UP
• None
Operation Manual
11 Technical data
11.1 Engine data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
11.2 List of usual values and safeguard settings - general. . . . . . . . . . . . . . . . . . . . . . . . . 430
11.3 List of usual values and safeguard settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
11.4 Section views. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
• BSFC
This list gives the Brake Specific Fuel Consumption (BSFC) for fuel of lower heating value
42.7 MJ/kg (10 200 kcal/kg) and standard tuning.
• Mean piston speed
This list gives the mean piston speed in m/s.
• MEP
This list gives the Mean Effective Pressure (MEP) in the combustion chamber in bar.
• Firing pressure
This list gives a guide value for the firing pressure in the combustion chamber in bar. The
firing pressure can be lower than the guide values in the table.
Rating point Speed Power BSFC Mean pis- MEP Firing pres-
ton speed sure
P
R1
R3
R2
R4
S
Legend
• Function
This list gives one of the functions that follow:
○ ALM - Alarm
○ GTrip - Gas Trip (the ECS changes to diesel mode)
○ SLD - Slowdown
○ SHD - Shutdown
• Level
This list gives one of the levels that follow:
○ D - Deviation
○ H - High
○ L - Low
• Trigger value
This list gives the value at which the related safeguard function starts.
For the analysis elements (AE) of concentration:
○ max - maximum concentration
• Delay
This list gives the delay of the action (in seconds) after the trigger value occurs.
PT 1012 C
00207
Legend
A Analysis n/a
C Control Control
E n/a Element
F Flow n/a
G Gauge n/a
H Hand n/a
I n/a Indication
J Power n/a
L Level n/a
P Pressure n/a
S Speed Switch
T Temperature Transmitter
V n/a Valve
X Unclassified Unclassified
Y Vibration Relay
Code Description
C Control system
L Local
S Safety system
X Miscellaneous
SAC LT cooling water / pressure [bar] / en- 2.5 to 4 PT1361A ALM L ≤ 2.0 0
gine inlet connection 07
4 The trigger value should be 21°C if you use the recommended setpoint value of 25°C.
Main lubricating oil / pressure [bar] / engine 4.2 to 5 PT2001A ALM L ≤ 3.8 0
inlet connection 25
SLD L ≤ 3.6 60
Injector lubricating oil / pressure [bar] / inlet 4.2 to 5 PT2003A ALM L ≤ 2.6 6 0
injectors
Bearing oil
3 These data are applicable, if the CMCR speed is in the range between 118 rpm and 136 rpm.
5 These data are applicable, if the CMCR speed is in the range between more than 136 rpm and
154 rpm. If the CMCR is more than 154 rpm, a crosshead oil supply is optional.
6 The trigger value is not applicable when the engine has stopped.
Servo oil
Servo oil / flow / inlet each servo oil pump 2 - FS2061-nnA ALM L min 0
ALM H max 0
Servo oil leakage / flow / servo oil supply - LS2055A ALM H max 10
unit
Oil mist
Piston cooling oil / flow [l/min] / outlet each - FS2521-nnS SHD H max 15
cylinder
SHD L min 15
1 The trigger values are not applicable when the engine has stopped.
2 The trigger values are only applicable above 30% engine load.
TC bearing oil / pressure [bar] / inlet each 1.5 to 5.0 PT2611-nnA ALM L ≤ 1.0 5
turbocharger
SLD L ≤ 0.8 60
TC bearing oil / pressure [bar] / inlet each 1.5 to 5.0 PT2611-nnA ALM L ≤ 1.3 5
turbocharger
SLD L ≤ 1.1 60
TC bearing oil / pressure [bar] / inlet each 1.0 to 5.0 PT2611-nnA ALM L ≤ 0.7 5
turbocharger
SLD L ≤ 0.6 60
TC bearing oil / pressure [bar] / inlet each 1.0 to 5.0 PT2611-nnA ALM L ≤ 0.7 5
turbocharger
SLD L ≤ 0.6 60
Damper oil
Damper oil / pressure [bar] / inlet torsional 2.8 to 5.0 PT2711A ALM L ≤ 2.2 0
vibration damper 1
Damper oil / pressure [bar] / axial vibration 1.8 to 5.0 PT2721A ALM L ≤ 1.7 60
damper space aft side
Damper oil / pressure [bar] / axial vibration 1.8 to 5.0 PT2722A ALM L ≤ 1.7 60
damper space fore side
Cylinder oil
Cylinder oil / pressure [bar] / cylinder oil rail ≥ 0.3 PT3124A ALM L ≤ 0.1 30
1 The setpoint and trigger values can be different. For the applicable values, refer to the specification
of the damper manufacturer.
Fuel / pressure [bar] / inlet fuel supply unit 7.5 to 10 2 PT3421A ALM L ≤7 0
Fuel / temperature [°C] / inlet fuel supply 20 to 150 TE3411A ALM H ≥ 50 to 160 0
unit 3
ALM L ≤ 20 to 130 0
Fuel leakage / flow / outlet fuel supply unit - LS3426A ALM H max 10
Fuel leakage / flow / outlet fuel rail items - LS3446A ALM H max 10
Rail unit
1 This measurement is not included in the standard engine supply (the viscometer is a yard supply
item).
2 When the engine has stopped, the setpoint is 10 bar. The value decreases when the engine load in-
creases.
SLD H ≥ 530 60
SLD D ≥ 70 60
SLD H ≥ 70 60
Control air / pressure [bar] / outlet usual 6.5 PT4401A ALM L ≤ 6.0 0
supply
Control air / pressure [bar] / outlet stand-by 6.0 PT4411A ALM L ≤ 5.5 0
supply
Control air / pressure [bar] / air tank for 6.5 / 6.0 PT4421A ALM L ≤ 5.0 15
safety supply
Air spring
Air spring air / pressure [bar] / supply to air 6.5 / 6.0 PT4341A ALM H ≥ 7.5 0
spring
ALM L ≤ 5.5 0
SLD L ≤ 5.0 60
Oil leakage / flow / air spring at driving end - LS4351A ALM H max 5
Oil leakage / flow / air spring at free end - LS4352A ALM H max 5
Thrust bearing
- TS4521S SHD H ≥ 90 60
Cylinder liner
Wall / temperature [°C] / each cylinder liner ≤ 230 TE4801-nnC ALM H ≥ 250 0
aft side
SLD H ≥ 270 60
Wall / temperature [°C] / each cylinder liner ≤ 230 TE4841-nnC ALM H ≥ 250 0
fore side
SLD H ≥ 270 60
Powertrain
Tachometer turbocharger
1 For ABB TC the alarm value is 0.97 x nMax on rating plate (nMax usually referred to as nMmax in
1/s).
2 For MHI TC the alarm value is 0.95 x nMax on rating plate (nMax usually referred to as overspeed in
rpm).
Some items are continuously monitored for correct function. If an item becomes defective, the
AMS sends a message to the ship alarm system, refer to Table 11-15 - Failure messages.
Operation Manual
12 Operating media
12.1 General for operating media. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
12.2 Compressed air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452
12.3 Scavenge air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
On the WinGD website (https://www.wingd.com/) the latest versions of the specifications are
available for the operating media that follow:
• Fuel
• Lubricants
• Water
NOTE: On the WinGD website go to your engine type, then to “OPERATION &
MAINTENANCE”, then to “FUEL LUBRICANTS WATER”.
On the pages that follow the specifications are available for the operating media that follow:
• Compressed air
• Scavenge air
• Compressed air is used as control air for the control air system.
The compressed air must have the basic properties that follow:
• Clean and dry
• Regularly clean the starting air pipes to remove oil that can come from the air
compressors.
• Regularly do the maintenance work for the air compressors to keep the compressed air
as clean as possible.
The air must be as clean as possible to keep the wear of cylinder liner, piston rings,
turbocharger compressor etc to a minimum. Silencers are installed to the suction part. The
silencers have filter mats in them, which help to keep the air clean.
The filter mats must be serviced and/or cleaned regularly. For this data, refer to the
turbocharger manual.
Operation Manual
13 Schematic diagrams
13.1 Schematic diagrams - general. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
13.2 List of diagrams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .462
The engine control diagram shows data about the control items of the engine and its systems.
In the sub-sections that follow you find general data about the engine control diagram.
• B - Fuel supply
The line codes in the engine control diagram are shown in Figure 13-1.
001
002
003
004
005
006
007
00208
Legend
The component codes in the engine control diagram are shown as example in Figure 13-2.
10-5553_E0_1
00206
Legend
The signal codes in the engine control diagram are shown as example in Figure 13-3.
PT 1012 C
00207
Legend
A Analysis n/a
C Control Control
E n/a Element
F Flow n/a
G Gauge n/a
H Hand n/a
I n/a Indication
J Power n/a
L Level n/a
P Pressure n/a
S Speed Switch
T Temperature Transmitter
V n/a Valve
X Unclassified Unclassified
Y Vibration Relay
Code Description
C Control system
L Local
S Safety system
X Miscellaneous
The electric connection diagram shows data about the bus routing connections (without cylinder
related signals).
You can find an overview of the used color codes and symbols in Figure 13-4.
Color codes:
CCM-20 A1
Power
Cylinder #1
Bus
Speed
Diesel
Option ECR component
00221
The piping and instrumentation diagrams show data about the piping and instrumentation of the
auxiliary systems of the engine.
Item Title
Modbus
To AMS Modbus
XS3411C HFO Supply
CAN
PT4301C Starting Air Press #1 Before Shutoff Vlv
ZS5018C Main Start Vlv Man. Closed
LDU-20 ZS5016C Turn. Gear diseng #1 CV7013C Common Start Vlv #1
Ethernet LDU-20 PT4421C Ctrl. Air Press Inl.
MCM-11
(ECR)
JS5031C Aux Blow #1 running
PT4043C Scav Air Press #1 in Air Rec. #1 CY7031C Aux Blow #1 Start
Ethernet
ST5201C TC Speed #1
B
System Bus 1 + 2
C
Rail Unit
ST5131/32C Gear Wheel Sens. A+B
ST5133/34C
System Bus 1 + 2
Gear Sens. C+D
ST5131/32C
PT3461C Fuel Press #1
0 1 2 3 4 5 6 7 8 9
W-X35-B Electric Connection Diagram
1/3
W-X40-B System Layout
Winterthur Gas & Diesel Ltd. retains all rights to this drawing. By taking possession of the drawing, the recipient recognizes and honors these rights. Neither the
Mod. whole nor any part of this drawing may be used in any way for construction, fabrication or marketing or any other purpose nor copied in any way nor made
accessible to third parties without the previous written consent of Winterthur Gas & Diesel Ltd. In case of violation, the recipient will be liable to damages.
+ 230 VAC
Batt. -
24VDC
DC DC
E.g.
X21
DC #1 DC #2 PULS CD5.241 PSS1
A
LDU-20
24VDC 24VDC
2x2,5mm2
X22
PSS2
2x4mm2
2x4mm2
Engine Control Room
Engine
Mains #1
Mains #2 To E85.1
AC AC AC AC AC AC AC AC AC AC
C
U1 U2 U1 U2 U1 U2 U1 U2 U1 U2
24VDC 24VDC 24VDC 24VDC 24VDC 24VDC 24VDC 24VDC 24VDC 24VDC
X21
PSS2
IOM-10
X11
PSS1
X34
PSS2
MCM-11
D
X24
PSS1
X22
PSS2
LDU-20
X21
PSS1
X35 X34
X35 X34
X35 X34
X35 X34
X35 X34
X35 X34
X35 X34
E
CCM-20
CCM-20
CCM-20
CCM-20
CCM-20
CCM-20
CCM-20
A8
A7
A6
A5
A4
A3
A2
A1
X32 X31
X32 X31
X32 X31
X32 X31
X32 X31
X32 X31
X32 X31
X32 X31
PSS1 PSS1 PSS1 PSS1 PSS1 PSS1 PSS1 PSS1
0 1 2 3 4 5 6 7 8 9
W-X35-B Electric Connection Diagram
2/3
W-X40-B System Layout
AI DIF -
9
X15 1 2 3 4 5 6 7 8
AI DIF +
TC_IN15 -
TC_IN15 +
TC_IN14 -
TC_IN14 +
TC_IN13 -
TC_IN13 +
8
TC_IN4 -
X12 1 2 3 4 5 6 7 8
TC_IN4 +
TC_IN3 -
TC_IN3 +
TC_IN2 -
TC_IN2 +
3/3
TC_IN1 -
TC_IN1 +
7
SAI_2_C (-)
X25 1 2 3 4 5 6 7 8
SAI_2_S
SAI_2_E +
SAI_1_C (-)
SAI_1_S
SAI_1_E +
Link
Link
6
SAI_4_C (-)
X24 1 2 3 4 5 6 7 8
5
FAI_2_Ref -
X23 1 2 3 4 5 6 7 8
4
DI/O_4
X22 1 2 3 4 5 6 7 8
DI/O_3
DI/O_2
DI/O_1
FAI_3_Ref -
PT360nC Cylinder Press Cyl #n FAI_3_mA
FAI_3_Piezo
FAI_3_E +
Winterthur Gas & Diesel Ltd. retains all rights to this drawing. By taking possession of the drawing, the recipient recognizes and honors these rights. Neither the
3
ID_Ref PWM_3 -
X21 1 2 3 4 5 6 7 8
X35 1 2 3 4 5 6 7 8
ID_1 PWM_3 +
ID_2 PWM_2 -
Fuel Inj. SV2 Cyl #n CV746nC
ID_3 PWM_2 +
System Layout
Driver Supply A
DI/O_E + PSD_1 +
2
Phase_1 - PWM_6 -
X32 1 2 3 4 5 6 7 8
X34 1 2 3 4 5 6 7 8
ZS5123C Engine TDC signal Cyl. Lub. Vlv Cyl #n CV713nC
Phase_1 + PWM_6 +
Speed_1 - PWM_5 -
ST5131/33C Gear Wheel sens A/C
Speed_1 + PWM_5 +
CAN_1_L PWM_4 -
System Bus 1 Exhv. Ctrl Vlv Cyl #1 CV740nC
CAN_1_H PWM_4 +
PSS_1 - PSD_2 -
Controller Supply A Driver Supply B
PSS_1 + PSD_2 +
1
Phase_2 - DR_GND
X31 1 2 3 4 5 6 7 8
X33 1 2 3 4 5 6 7 8
ZS5124C Engine BDC signal
Phase_2 + DR_GND
Speed_2 - LSD_2
ST5132/34C Gear Wheel Sens B/D
Speed_2 + LSD_1
CAN_2_L HSD_2 -
System Bus 2
CAN_2_H HSD_2 +
PSS_2 - HSD_1 -
Controller Supply B Start Pilot Valve CV724nC
PSS_2 + HSD_1 +
W-X35-B
W-X40-B
0
A B C D E F
Mod.
1 2 3 4 5 6 7 8 9 10
40
925-B001
930-V03
930-V04
CV
ZT
A 7441-48C A
5421-28C 33
3/2-WAY VALVE
CV CV
30.2728_CX_1
7241-48C I PT 7461-68C
25-8475_E0_1
P 4302C
35-2751_CX_1
10-2710_CX_Y
30-8650_E0_1
AUTOMAT
OPENED
CLOSED
930-B001 930-B002 35-2751_CX_2 30-4325_E0_1
30-8605_E0_7
30-8605_E0_6
35-8353_E0_2
30.8605_CX_1
7131-38C 3131-38C
10-8744_E0_5
ZS
5018C
STARTING AIR
I
25-8475_E0_7
25-8475_E0_6
10-5562_C8_2
10-5562_C7_2
10-5562_C6_2
10-5562_C5_2
10-5562_C4_2
10-5562_C3_2
10-5562_C2_2
10-5562_C1_2
50-2751_CX_1
B P 10-5562_E0_6 B
25-7206_C1_1
25-7206_C2_1
25-7206_C3_1
25-7206_C4_1
25-7206_C5_1
25-7206_C6_1
25-7206_C7_1
25-7206_C8_1
PT
35.4325_E0_5
2/2-WAY VALVE
10-8744_E0_4
4301C
PS PT PT
CONTROL AIR
4341S 4341A 4341C
BOARD SUPPLY
7-9 BAR I
10.5562_E0_5
P
10-5562_E0_7
PRESSURE CONTROL VALVE
10-5562_E0_3 1000 bar
45
I I 20-5614_E0_4 50 bar
P P PT
10-5562_E0_2 10-5562_E0_1 10-5562_E0_8
3124A
PROCESS CODE DESCRIPTION PATH
P P
PT 10-2710_CX_Y FUEL INJECTION VALVE (6-A)
I I I 10-5556_E0_1 FUEL PUMP 1 (9-F)
2041A P
3/2-WAY VALVE
E
35.4325_E0_3
LS
3/2-WAY VALVE
20-5614_E0_6
7014C 7013C 10-5562_C2_2 FLOW LIMITING VALVE CYL. 2 (8-B)
20-5614_E0_1
4351A 10-5562_C3_2 FLOW LIMITING VALVE CYL. 3 (8-B)
C 10-5562_C4_2 FLOW LIMITING VALVE CYL. 4 (8-B) C
02.5612_CX_2
SOLENOID VALVE
10-5562_C5_2 FLOW LIMITING VALVE CYL. 5 (7-B)
I PT 20.8423_E0_1 10-5562_C6_2 FLOW LIMITING VALVE CYL. 6 (7-B)
P 5017C INJECTOR OIL SUPPLY VALVE 10-5562_C7_2 FLOW LIMITING VALVE CYL. 7 (7-B)
35-8606_E0_4
20-8423_E0_2
35-115HA 10-5562_C8_2 FLOW LIMITING VALVE CYL. 8 (7-B)
CV P PT 10-5562_E0_1 NON RETURN VALVE (8-C)
7003C I 2003A 10-5562_E0_2 NON RETURN VALVE (8-C)
E6 10-5562_E0_3 SINGLE WALL FUEL OIL RAIL (6-B)
20-5612_CX_3
35-8606_E0_3 10-5562_E0_5 PRESSURE CONTROL VALVE (6-B)
10-5562_E0_6 PRESSURE RELIEF VALVE (6-B)
ZS 20-5614_E0_5 10-5562_E0_7 FILLING FUEL RAIL (9-B)
5016C 35.31HA 10-5562_E0_8 DRAIN VALVE FUEL RAIL (9-C)
3/2-WAY VALVE 10-8704_E0_2 ADJUSTABLE PRESSURE RETAINING VALVE (8-H)
20.5612_CX_1 10-8744_E0_4 NON RETURN VALVE (9-C)
CONTROL AIR A 10-8744_E0_5 INJECTOR LEAKAGE BYPASS NORMALLY CLOSED (9-B)
SUPPLY I PT 10-8752_E0_1 FILTER (8-F)
10-8752_E0_2 FILTER (8-F)
P 4401A
PI 20-5610_E0_7 10-8752_E0_3 3-WAY VALVE (8-E)
4401L 10-8752_E0_4 3-WAY VALVE (8-E)
35-4605_E0_5 20-5610_E0_6 300 bar 20-5551_E0_1 SERVO OIL PUMP 1 (6-F)
D 20-5551_E0_2 SERVO OIL PUMP 2 (6-G) D
20-5610_E0_2
20-5610_E0_1
35-4605_E0_6 20-5610_E0_3 20-5610_E0_1 NON RETURN VALVE (6-D)
TURNING GEAR PT I PT I
A1 20-5610_E0_2 NON RETURN VALVE (6-D)
A6
2071C P 2072C P 20-5610_E0_3 PRESSURE SAFETY VALVE (4-D)
20-5610_E0_4
35.36HB 35.36HA 20-5610_E0_4 DRAIN VALVE (4-D)
35-23HA 35-342HA 20-5610_E0_6 SINGLE WALL SERVO OIL RAIL (4-D)
3/2-WAY VALVE 3/2-WAY VALVE
20-5612_CX_2 SOLENOID VALVE (4-C)
I PT
CONTROL AIR 20-5612_CX_3 RESTRICTOR (4-C)
STAND-BY SUPPLY P 4411A PT PT 20-5614_E0_1 PRESSURE REDUCING VALVE (5-C)
4421A 4421C 20-5614_E0_5 RESTRICTOR (5-C)
PI
20-5614_E0_6 PRESSURE SAFETY VALVE (5-C)
4411L 35-4605_E0_7 20-8406_E0_5 BALL VALVE (4-G)
35-351HA I I
P P 20-8423_E0_1 INJECTOR OIL SUPPLY VALVE (7-C)
35-4605_E0_8 20-8423_E0_2 BALL VALVE (7-C)
35-274HA
20-8423_E0_3 QUICK COUPLING (7-G)
A2
20-8423_E0_7 QUICK COUPLING (7-G)
A3 15 l
35.36HC 35-287HA 20-8423_E0_8 FILTER FUEL PUMP 1 (8-F)
LS
3/2-WAY VALVE 35-19HA 35-342HB 35-4605_E0_9 20-8423_E0_9 FILTERFUEL PUMP 2 (8-F)
3444A 20-8445_E0_1 SERVO OIL SERVICE PUMP (7-E)
20-8445_E0_3 NON RETURN VALVE (6-F)
35-4606_E0_3 20-8445_E0_5 QUICK COUPLING (7-E)
E 35-4606_E0_2 E
20-9484_E0_2 PRESSURE RELIEF VALVE (7-F)
TE
25-8475_E0_1 BALL VALVE (4-A)
35-4606_E0_4 AE ST 10-8744_E0_1
2501-08A 25-8475_E0_2 3/3-WAY VALVE (4-B)
2415A 5111-12S 25-8475_E0_6 FILTER (4-B)
LDU 20 DISPLAY UNIT K SERVICE PUMP
25-8475_E0_7 FILTER (4-B)
30-2728_CX_1 3/2-WAY VALVE (2-A)
10-8752_E0_3
TI TS TE ST ZS ZS
30-4325_E0_1 SHUT-OFF VALVE STARTING AIR (3-B)
10-8752_E0_4
PT2021C PT1101C PT3421C PT2002C PT4043C PT3462C 4521L 4521S 4521A 5101-04C 5123C 5124C 30-8605_E0_6 BALL VALVE (2-B)
30-8605_E0_7 BALL VALVE (2-B)
20-8445_E0_5 30-8650_E0_1 PRESSURE SAFETY VALVE (2-A)
30.8605_CX_1 FLAME ARRESTER (2-B)
10-8752_E0_1
10-8752_E0_2
PT4301C PT4341C PT2071C PT4421C SI5101M
35-115HA DOUBLE CHECK VALVE (2-C)
CRANKSHAFT 20-8445_E0_3 35-19HA PRESSURE REDUCING VALVE (1-E)
35-23HA PRESSURE REDUCING VALVE (1-D)
35-274HA PRESSURE SAVETY VALVE (2-E)
20.9484_E0_2
35-274HD PRESSURE SAVETY VALVE (1-C)
D B 35-2751_CX_1 NON RETURN VAVLE (1-A)
CV 10-8744_E0_2 35-2751_CX_2 RESTRICTOR (1-A)
7076C 20-8447_E0_3 35-287HA CONTROL AIR BOTTLE (2-E)
50.8135_E0_2 FS
ZS 35-31HA 3/2-WAY VALVE (3-D)
3/2-WAY VALVE
F 2521-28S 20-5551_E0_1 TE 35-342HA NON RETURN VALVE (2-D) F
5372C 20-8445_E0_1
3431A 35-342HB NON RETURN VALVE (2-E)
G
35-351HA AIR FILTER (1-E)
CV 35-36HA 3/2-WAY VALVE (2-D)
AE
20-8455_E0_2 7231C 35-36HB 3/2-WAY VALVE (1-D)
50.8135_E0_1 2401-08A 35-36HC 3/2-WAY VALVE (1-E)
2/2-WAY VALVE FS 10-5556_E0_2 35-4325_E0_2 3/2-WAY VALVE (2-C)
PS PI PT I PT CV
ST 2061A 35-4325_E0_3 3/2-WAY VALVE (2-C)
2611S 2611L 2611A P 2021C 7221C
35-4325_E0_5 2/2-WAY VALVE (3-B)
10-8752_E0_3
Waste gate system is optional 5131-34C 35-4605_E0_6 2-WAY SHUT-OFF VALVE (2-D)
I I PT TE 35-4605_E0_8 2-WAY SHUT-OFF VALVE (2-E)
P P P 2021A 3432A 35-4605_E0_9 RESTRICTOR (2-E)
CV 35-4606_E0_2 2-WAY SHUT-OFF VALVE (2-E)
35-4606_E0_3 BOTTLE (1-E)
7232C
This drawing is property of Winterthur Gas & Diesel Ltd. and shall neither be copied, shown nor communicated to a third party without the consent of the owner.
35-4606_E0_4 NEEDLE VALVE (1-E)
PI 20-8447_E0_4 35-8353_E0_2 BALL VALVE (3-B)
27
10-5556_E0_1
2021L 35-8606_E0_3 COLLECTOR FOR LEAKAGE OIL FROM AIR SPRING (1-C)
ICC IS OPTIONAL PT PI TE TI TE TI 35-8606_E0_4 BALL VALVE (1-C)
20-5551_E0_2 LS
G
1361A 1361L 1371A 1371L 2601A 2601L TI 50-2751_CX_1 EXHAUST VALVE (2-B)
TE 2055A 50-8135_E0_1 2/2-WAY VALVE (2-F)
2031L LS
PI TE I PT 50-8135_E0_2 3/2-WAY VALVE (2-F)
4045-46C I 3426A
20-8423_E0_3
20-8423_E0_7
G
4001L
P CV 3411A P 3421C 910-D015 FUEL BOOSTER PUMP (8-H)
TI 910-V113 2-WAY SHUT-OFF VALVE (8-H)
PT PT 07 7222C
2011L FS 910-V121 2-WAY SHUT-OFF VALVE (8-H)
4002C 4003C 2062A TI PT 925-B001 CYLINDER LUBE OIL TANK (4-A)
08 I
TE 990-07 SAC-LT-COOLING WATER INLET (3-G)
I I
3411L P 3421A
990-08 SAC-LT-COOLING WATER OUTLET (3-G)
TE TI 2011A 20-8406_E0_5
P P 1381A 1381L
990-25 MAIN LUBRICATING OIL INLET (4-H)
TE 990-27 LUBRICATING OIL TURBOCHARGER OUTLET (2-G)
P P TE
TE TE 4081-88A 990-30 LUBRICATING OIL CROSSHEAD INLET (4-H)
I I 4-5 bar 3411C 990-33 CYLINDER LUB. OIL INLET (4-A)
4041C 4042C PT
I 990-34 LEAKAGE OIL DRIVING END OUTLET (7-H)
7-10bar
PI LS LS PT PT P 2002C 4 bar 990-35 LEAKAGE OIL FREE END OUTLET (3-H)
PI PI
4021L 4071A 4075A 4044C 4043C 990-45 CONTROL AIR SUPPLY INLET (1-B)
PT 3431L 3421L
I 990-49 FUEL INLET (8-H)
P 2001A 10-8704_E0_2 990-50 FUEL RETURN OUTLET (8-H)
990-51 FUEL LEAKAGE RAIL UNIT OUTLET (4-H)
PS
20-B009 990-52 FUEL LEAKAGE OUTLET (9-H)
2002S CRANKCASE
35 51 (DRAIN) 34 50 52
ENGINE CONTROL DIAGRAM
30 25 49
ambient pressure
ambient pressure
H 910-V113 910-V121 LEAKAGE
LOW PRESSURE OIL CIRCUITS FUEL
HIGH PRESSURE OIL CIRCUITS A CONTROL AIR SUPPLY UNIT TANK
B FUEL SUPPLY 910.F05
LOW PRESSURE FUEL CIRCUITS 10µm
D SERVO OIL SUPPLY Product W5-8X35/X40-B
HIGH PRESSURE FUEL CIRCUITS
E VALVE UNIT FOR START
HEATING K LOCAL CONTROL PANEL 910-D015 Units:
Drawing standard
A0
-
1/1
3 4 5 6 7 8
C000121_1
1 2 3 4 5 6 7 8 9 10
B B
Reducer Funnel
by linetype: Page:
Restrictor (Orifice) Sight glass TITLE PAGE 1
Ball valve Flow, supply, outgoing or feed pipes
Flange pair Filter, strainer Leakage, drain, overflow or return pipes WATER SYSTEMS, Cylinder Cooling 2
C Butterfly valve C
(clean return pipes) WATER SYSTEMS, Scavenge Air Receiver & Turbocharger 3
Flange pair * Air filter
Needle valve 75 Waste pipes (dirty drain pipes) OIL SYSTEMS, System Oil, Internal Turbocharger Oil Supply 4
Orifice Pressure vessel OIL SYSTEMS, System Oil, External Turbocharger Oil Supply 5
Valve not specified Venting pipes
Adjustable orifice OIL SYSTEMS, Servo Oil & Supply Unit Pipings 6
Venting unit Heating pipes
3-way ball valve OIL SYSTEMS, Cylinder Lubrication 7
Rupture disc
Double walled pipes AIR SYSTEMS, Starting & Control Air 8
Non return valve Cyclone separator
D Cap AIR SYSTEMS, Exhaust Gas & Scavenge Air 9 D
Pressure reducing valve by line thickness:
Connection with a plug FUEL, DRAIN & EXTINGUISHING SYSTEMS 10
p> Flame arrester
Main flow lines (1mm)
Pressure relief valve
Quick coupling female
Pump Subsidiary flow, auxiliary system and
Adjustable pressure
Quick coupling male energy carrier lines (heating) (0.5mm)
retaining valve
Control data transmission and other
Solenoid valve auxiliary lines (0.25 mm)
This drawing is property of Winterthur Gas & Diesel Ltd. and shall neither be copied, shown nor communicated to a third party without the consent of the owner.
E
Process line
PI ZS CV insulated
2041L Pressure indicator 5123C Position switch 7401C Control valve
Process line trace-
PT ZT CY heated and insulated
1101A Pressure transmitter 5425C Position transmitter 7031C Control relay
PS ZV
1101S Pressure switch 7061S Position valve FS
2521S Flow switch
F ST
TI
5101C Speed transmitter
1121L Temperature indicator LS
2055A Level switch
TE JT
1111A Temperature element 5156C Power transmitter
AE
TS JS
2409A Analysis element
4521S Temperature switch 5031C Power switch
PIPE DIAGRAM
Rohrschema
TITLE PAGE
Product W6X35-B
H Units:
Drawing standard
mm/kg ISOJIS
Page Size: Doc. ID:
No.
A3
-
1 / 10
Rev.
4 5 6
F
E
B
A
H
D
C
1
1
05
PLANT
ENGINE
8313-E0-2 / DN32
Cylinder 1
2
2
TI
1121L
ø19
8313-C1.1 8611-C1.1
8310-C1.1
8313-C1-1 / DN15
8611-C1-1 / DN12
8305-C1.1 8305-C1-1 / DN40
TE
8310-C1.2
1121A
8310-C1-1 / DN40
3
3
Cylinder 2
TI
1122L
ø19
8313-C2.1 8611-C2.1
8310-C2.1
8313-C2-1 / DN15
4
4
8611-C2-1 / DN12
8305-C2.1 8305-C2-1 / DN40
TE
8310-C2.2
1122A
8310-C2-1 / DN40
5
5
Cylinder 3
TI
1123L
ø19
8313-C3.1 8611-C3.1
8310-C3.1
8313-C3-1 / DN15
8611-C3-1 / DN12
8305-C3.1 8305-C3-1 / DN40
TE
8310-C3.2
1123A
8310-C3-1 / DN40
6
6
8313-E0-1 / DN20
8310-E0-1 / DN100
8611-E0-1 / DN32
8305-E0-1 / DN100
7
Cylinder 6
8
Cylinder Cooling
PIPE DIAGRAM
WATER SYSTEMS
8611-E0.2
8611-E0-2 / DN12
8611-E0.1
TI
1126L
ø19
8313-C6.1 8611-C6.1
8310-C6.1
8313-C6-1 / DN15
8611-C6-1 / DN12
8305-C6.1 8305-C6-1 / DN40
TE
8310-C6.2
1126A
8310-C6-1 / DN40
9
8313-E0-3 / DN7
Object
Product
TI
PT
PT
TE
PS
1111L
1111A
1101S
1101C
1101A
STD
W 6X35-B
ø50 max.
8310-E0.1
02
ENGINE
10
03
PLANT
Pages
2 / 10
02
B
A
D
C
1 2 3 4 5 6 7 8 9 10
A A
11 8338-E0-1 / DN20
12 8338-E0-2 / DN20
8338-E0.3
8338-T1-1 / DN12
B B
8347-E0-3 / DN20
8338-E0.2
8347-E0.5
p>
8347-E0.4
8347-E0.3
8347-E0.2
Turbocharger
C C
Washing
Plant SAC
8347-T1-1 / DN20
8347-T1.1
TE TI
1381A 1381L
8335-T1-2 / DN150
D D
08 8335-T1.2
8335-T1-1 / DN150
07 8335-T1.1
PT PI TE TI
1361A 1361L 1371A 1371L
Scavenge
8314-T1-1 / DN15
8314-T1-2 / DN15
8314-T1-3 / DN15
Air Cooler
E
18 8352-E0-1 / DN25
8314-T1.1
8314-T1.2
8314-T1.3
8352-E0-2 / DN50
8357-E0-3 / DN50
8352-T1.1
F
8314-E0-1 / DN32
8357-T1.1
8357-T1.4
LS LS
06
4075A 4071A
Aux
Blower
8357-E0.2 8357-E0-1 / DN50 8357-T1-1 / DN50
8357-E0.1 ø8 ø8
8352-T1-1 / DN25
8357-T1.3 8357-T1.2
8352-E0-4 / DN15
13 8352-E0-3 / DN50
ENGINE
PLANT
H
Object
PIPE DIAGRAM STD
Product Pages
W 6X35-B 3 / 10
WATER SYSTEMS
Scavenge Air Receiver & TC
1 2 3 4 5 6
1 2 3 4 5 6 7 8 9 10
A A
ENGINE
8610-T1-1
PLANT
ENGINE
ENGINE
PT
Page 6
2611A
(001.2-B)-E0-1
8430-E0-1
8431-T1-1
DOC.006
8430-T1-1
8431-T1-1
TI TE
2601L 2601A
8430-E0-1 / DN20
27 8488-C1-1 8488-C2-1 / DN12 8488-C3-1 / DN12 8488-C6-1 / DN12
8487-C1-1 / DN32 8487-C2-1 / DN32 8487-C3-1 / DN32 8487-C6-1 / DN32
8487-C1-2 / DN12 8487-C2-2 / DN12 8487-C3-2 / DN12 8487-C6-2 / DN12
37
8487-C1.1 8487-C2.1 8487-C3.1 8487-C6.1
8487-E0-1 / DN50
8487-E0.2
36
8455-E0-1 / DN50
8455-E0-2 / DN50
8455-E0.1
8406-E0-2 / DN125
8406-E0-5 / DN40
8423-E0-7 / DN50 8406-C1-1 / DN50>32 8406-C3-1 / DN50>32 8406-C6-1 / DN50>32 8406-E0-4 / DN9
8406-E0.5
(001.2-G)-E0-7
DOC.006
Page 6
FS FS FS FS PI PI
2521S 2522S 2523S 2526S 2721L 2722L
8423-E0_7
PT PT
E 2721A 2722A
TI E
ø16.5 2011L
8406-E0.2 8455-C1-1 8455-C3-1 / DN25 8455-C6-1 / DN25
8406-E0.6 / DN32
3140-E0.5
3140-E0.6
AE AE AE AE TE TI
2401A 2402A 2403A 2406A 2011A 2031L
8423-E0-1 / DN40
AE
2415A
TE TE TE TE
PS PI
2501A 2502A 2503A 2506A
3140-E0.3
3140-E0.4
2002S 2021L
PT PT
2002C 2021C
8423-E0.1
8423-E0.2
8423-E0-2 / DN40
3140-E0-1 / DN32 PT PT
8423-E0-4 / DN20
8423-E0-6 / DN20
2001A 2021A
3140-E0.1
3140-E0.2
PI
TE2101A - TE2108A 2711L
optional only
F PT
2711A
3130-E0-1 / DN32
TE TE TE TE TE TE TE
2101A 2102A 2103A 2104A 2105A 2107A 2108A
8406-E6-1 / DN125
8409-C1-1 / DN20
8409-C2-1 / DN20
8409-C3-1 / DN20
8409-C5-1 / DN20
8409-C6-1 / DN20
8406-E0-3 / DN50
TE TI TS
4521A 4521L 4521S
ø11.5
G 8406-E0.1
8409-E0-1 / DN50
25 30
22 23 23 22
Horizontal Oil Drain Horizontal Oil Drain
optional only optional only
Object
PIPE DIAGRAM STD
Product Pages
W6X35-B 4 / 10
OIL SYSTEMS
System Oil, Int. TC Oil, X-Head
1 2 3 4 5 6 7
C000121_1
1 2 3 4 5 6 7 8 9 10
A A
ENGINE
8610-T1-1
PLANT
ENGINE
ENGINE
PT
Page 6
2611A
(001.2-B)-E0-1
8430-E0-1
8431-T1-1
DOC.006
8430-T1-1
8431-T1-1
TI TE
2601L 2601A
8430-E0-1 / DN20
27 8488-C1-1 8488-C2-1 / DN12 8488-C3-1 / DN12 8488-C6-1 / DN12
8487-C1-1 / DN32 8487-C2-1 / DN32 8487-C3-1 / DN32 8487-C6-1 / DN32
26 8487-C1-2 / DN12 8487-C2-2 / DN12 8487-C3-2 / DN12 8487-C6-2 / DN12
TI TE
2621L 2621A 8488-C1.1 8488-C2.1 8488-C3.1 8488-C6.1
D D
8487-C1.2 8487-C2.2 8487-C3.2 8488-E0-1 / DN32 8487-C6.2
37
8487-C1.1 8487-C2.1 8487-C3.1 8487-C6.1
8487-E0-1 / DN50
8487-E0.2
36
8406-E0-2 / DN125
8406-E0-5 / DN40
8423-E0-7 / DN50 8406-C1-1 / DN50>32 8406-C3-1 / DN50>32 8406-C6-1 / DN50>32 8406-E0-4 / DN9
8406-E0.5
(001.2-G)-E0-7
DOC.006
Page 6
FS FS FS FS PI PI
2521S 2522S 2523S 2526S 2721L 2722L
8423-E0_7
PT PT
E 2721A 2722A
TI E
ø16.5 2011L
8406-E0.2 8406-C1-2 8406-C3-2 / DN25 8406-C6-2 / DN25
8406-E0.6 / DN32
3140-E0.5
3140-E0.6
AE AE AE AE TE
2401A 2402A 2403A 2406A 2011A
8423-E0-1 / DN40
AE
2415A
TE TE TE TE
PS
2501A 2502A 2503A 2506A
3140-E0.3
3140-E0.4
2002S
PT
2002C
8423-E0.1
8423-E0.2
8423-E0-2 / DN40
3140-E0-1 / DN32 PT
8423-E0-4 / DN20
8423-E0-6 / DN20
2001A
3140-E0.1
3140-E0.2
PI
TE2101A - TE2108A 2711L
optional only
F PT
2711A
3130-E0-1 / DN32
TE TE TE TE TE TE TE
2101A 2102A 2103A 2104A 2105A 2107A 2108A
8406-E6-1 / DN125
8409-C1-1 / DN20
8409-C2-1 / DN20
8409-C3-1 / DN20
8409-C5-1 / DN20
8409-C6-1 / DN20
8406-E0-3 / DN50
TE TI TS
4521A 4521L 4521S
ø11.5
G 8406-E0.1
8409-E0-1 / DN50
25
22 23 23 22
Horizontal Oil Drain Horizontal Oil Drain
optional only optional only
Object
PIPE DIAGRAM STD
Product Pages
W6X35-B 5 / 10
OIL SYSTEMS
System Oil, Ext. TC Oil Supply
1 2 3 4 5 6 7
C000121_1
1 2 3 4 5 6 7 8 9 10
A A
PT
DAAD076356 DAAD076356 DAAD076356 DAAD076356
8471-C1_1 Page 7 8471-C2_1 Page 7 8471-C3_1 Page 7 8471-C6_1 Page 7
2041A (007.2-D)-C1_1 (007.3-D)-C2_1 (007.5-D)-C3_1 (007.6-D)-C6_1
p>
8471-E0-2 / ø43
8471-E0.6
DG 5560
Rail Unit
B B
DOC.004
8430-E0-1 / DN20 5560-E0-1 / DN20
8430-E0-1 Page 4
(004.4-C)-E0-1
5560-E0.2
8471-E0-3 / DN12
PT
5560-C1-1 / DN7 5560-C2-1 / DN7 5560-C3-1 / DN7 5560-C6-1 / DN7 2003A
5560-E0-2 / DN20
5614-E0-1 / DN12
5610-E0.3
p>
5614-E0.1 Servo Oil Rail
5610-E0-1 / DN12
DAAD076356
(007.3-F)-E0-4
( 00/001.2-D)-E0-4
DOC.006
5610-E0.4
8472-E0-4
8472-E0-4
PLANT
ENGINE
ENGINE
PLANT
C C
N04
N03
VCU VCU VCU VCU PT
DG 5612 DG 5612 DG 5612 DG 5612 2071C
CV CV CV CV
Page 7
Page 7
7401C 7402C 7403C 7406C
8447-E0.6 8447-E0.7 PT
2072C
DN20 DN20
8447-E0-2
8423-E0.5
D 8423-E0-13 / DN9 D
2723-C1-3 / DN9
2723-C2-3 / DN9
2723-C3-3 / DN9
2723-C6-3 / DN9
2723-C2-4 / DN9
8480-C2-1 / DN20
2723-C3-4 / DN9
8480-C3-1 / DN20
2723-C6-4 / DN9
8480-C6-1 / DN20
8480-C1-1 / DN20
2723-C1-4 / DN9
8423-E0-15 / DN20
8460-C1-1
8460-C2-1
8460-C3-1
8460-C6-1
8423-E0-14 / DN20
8423-E0.4
8423-E0-12 / DN9
8423-E0-11 / DN15
8423-E0-10 / DN20
8447-E0.4 ø 0.6 ø 0.6 ø 0.6 ø 0.6
E
CV
7222C
8423-E0-9 / DN20
FS
2062A
ZT ZT ZT ZT
8447-E0.3
5421C 5422C 5423C 5426C
CV
7221C
8423-E0-8 / DN20
FS
8452-E0-1 / DN15
2061A
8447-E0.2
F
8423-E0-7 / DN50
Connections to
8423-E0.7
8447-E0.1
servicepump LS
2055A
see group
9484-11
8423-E0.6
8423-E0.3
8423-E0-7 Pages 4, 5
G
(004.4-E)-E0-7
DOC.004
H
Object
PIPE DIAGRAM STD
Product Pages
W 6X35-B 6 / 10
OIL SYSTEMS
Servo Oil & Supply Unit Pipings
1 2 3 4 5 6
C000121_1
1 2 3 4 5 6 7 8 9 10
A A
B B
C C
8474-C1-1 / ø4
8474-C1-2 / ø4
8474-C1-3 / ø4
8474-C2-1 / ø4
8474-C2-2 / ø4
8474-C2-3 / ø4
8474-C2-4 / ø4
8474-C3-1 / ø4
8474-C3-2 / ø4
8474-C3-3 / ø4
8474-C3-4 / ø4
8474-C6-2 / ø4
8474-C6-3 / ø4
8474-C6-4 / ø4
8474-C1-4 / ø4
8474-C6-1 / ø4
D D
DOC.006
8471-C1_1 Page 6
flexLube DOC.006
8471-C2_1 Page 6
flexLube DOC.006
8471-C3_1 Page 6
flexLube DOC.006
8471-C6_1 Page 6
flexLube
( 00/001.4-A)-C1_1 ( 00/001.5-A)-C2_1 ( 00/001.6-A)-C3_1 ( 00/001.8-A)-C6_1
DG 7230 DG 7230 DG 7230 DG 7230
CV CV CV CV
8472-C1-2 / DN9
8472-C2-2 / DN9
8472-C3-2 / DN9
8472-C6-2 / DN9
8475-C1-1 / DN15
8475-C2-1 / DN15
8475-C3-1 / DN15
8475-C6-1 / DN15
7131C 7132C 7133C 7136C
PT PT PT PT
3131C 3132C 3133C 3136C
Duplex
Filter
E
PT 8475-E0-3 / DN50 8475-E0-2 / DN20 8475-E0-1 / DN20
3124A 8475-E0.2
8475-E0.1 33
8472-E0-4 / DN15
ENGINE
PLANT
( 00/001.2-C)-E0-4
DOC.006
8472-E0-4
8472-E0-4
Page 6
Page 6
F
H
Object
PIPE DIAGRAM STD
Product Pages
W 6X35-B 7 / 10
OIL SYSTEMS
Cylinder Lubrication
1 2 3 4 5 6
C000121_1
1 2 3 4 5 6 7 8 9 10
A A
PT
p>
4341A
35-274HD
8606-E0-1 / DN50
B B
8606-C1-1 / DN9
8606-C2-1 / DN9
8606-C3-1 / DN9
8606-C6-1 / DN9
PT PS
4341C LS 4341S
4351A
8606-E0-2 / DN20
ZS 8607-E0-2 Page 9
5018C
PT
8606-E0-5 / DN7
4302C
8606-E0.4
DN50 8353-E0.2
8605-E0-1 / DN65
8607-E0-1 / DN15
40 8353-E0-2 / DN7
8605-E0.9
CV CV CV CV
PT Cyl. 1 7241C
Cyl. 2 7242C
Cyl. 3 7243C
Cyl. 6 7246C
C 4301C C
DG4003
8605-C1-1 / DN50
8605-C2-1 / DN50
8605-C3-1 / DN50
8605-C6-1 / DN50
8606-E0-4 / DN15
8606-E0-6 / DN20
PT
8605-E0-9 / DN15
DN50 5017C
8605.C1.1
8605.C2.1
8605.C3.1
8605.C6.1
CV CV
7013C 7014C
E
p>
8605-E6-4 / DN100
8605-E0-8 / DN15
8605-E0.6
8605-E0.7
TE TE TE 8605-E6.4 8605-E6.5 TE
4081A 4082A 4083A 4086A
8605-E0-7 / DN15
A3 PI PI
4401L 4411L
ENGINE
4606-E0-1 / DN7
PLANT
PT PT
4401A 4411A
PT PT
4421C 4421A
A6
287HA
E E
p>
A
4606-E0-2 / DN7
35-274HA
ZS
5016C
4606-E0.2
8844-E0-1 / DN6
4606-E0.3
DG 3225
Disengaging Device ST ST ST ST
5131C 5132C 5133C 5134C
Turning Gear
ZS ZS ST ST ST ST ST ST 4606-E0-3 / DN7
5123C 5124C 5101C 5102C 5103C 5104C 5111S 5112S
4606-E0.4
F
Object
PIPE DIAGRAM STD
Product Pages
W6X35-B 8 / 10
AIR SYSTEMS
Starting & Control Air
1 2 3 4 5 6 7
C000121_1
1 2 3 4 5 6 7 8 9 10
A A
PLANT 43
ENGINE
TC-Type 8610-T1-1 8615-T1-1
8135_E0_1
TI TI TI TI
3701L 3702L 3703L 3706L
8610-T1-1
C C
TE TE TE TE
TI
3701A 3702A 3703A 3706A
3721L
TE
3721A
TI
3731L
TE
3731A *) *) *) *)
PT PT PT PT
8615-T1-1
Turbocharger
*)
TE
4041-42C
8615-T1.1
*)
PT
ST
4002-03C
5201C
E
Cooling Air System for MHI-Turbochargers only.
PI PI Application depending on Scavenge Air pressure.
4001L 4021L
Scavenge
PT PT
Air Cooler 4044C 4043C
TE TI
4031A 4031L
*)
TE
F 4045-46C
DG 6547
Starter Unit for
Auxillary Blower
Aux JS CY
Blower 5031C 7031C
G
JS CY
5032C 7032C
H
Object
PIPE DIAGRAM STD
Product Pages
W 6X35-B 9 / 10
AIR SYSTEMS
Exhaust Gas & Scavenge Air
1 2 3 4 5 6
1 2 3 4 5 6 7 8 9 10
A A
DG 5560
Rail Unit PT PT
3461C 3462C
8752-E0.4 8752-E0.3
N01
N02
Fuel Oil Rail
PRV
5562-E0-6 / DN20
B PCV B
5562-E0-10 / DN9
5562-E0-5 / DN20
5562-E0-7 / DN20
5562-C1-1 / DN9
5562-C1-2 / DN9
5562-C2-1 / DN9
5562-C2-2 / DN9
5562-C3-1 / DN9
5562-C3-2 / DN9
5562-C6-1 / DN9
5562-C6-2 / DN9
5562-E0-9 / DN9
8733-C1-1 / ø6
8733-C1-2 / ø6
8733-C2-1 / ø6
8733-C2-2 / ø6
8733-C3-1 / ø6
8733-C3-2 / ø6
8733-C6-1 / ø6
8733-C6-2 / ø6
5562-E0-8 / DN6
ZV
7061S
5562-E0.5
5562-E0-1 / DN20
5562-E0-4 / DN20
5562-E0-2 / DN25 5562-E0.4
5562-E0-3 / DN20
8744-E0-3 / DN20 LS
3446A
8752-E0-2 / ø8
8752-E0-1 / ø8
C C
2723-C1-1 / DN9
2723-C1-2 / DN9
2723-C2-1 / DN9
2723-C2-2 / DN9
2723-C3-1 / DN9
2723-C3-2 / DN9
2723-C6-1 / DN9
2723-C6-2 / DN9
CV CV CV CV CV CV CV CV
7441C 7461C 7442C 7462C 7443C 7463C 7446C 7466C
50
PLANT
ENGINE
8704-E0-2 / DN40
LS
D D
3444A
8740-E0-1 / DN32
51
8810-E0-1 / DN12 59
60 Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 6
8810-E0-3 / DN12
PI
3431L
8704-E0.1
9210-E0.3 9210-E0.4
PI
3421L
9210-E0.1 9210-E0.2
8830-C1-1 / DN15 8830-C2-1 / DN15 8830-C3-1 / DN15 8830-C6-1 / DN15
8830-E0-1 / DN32
Duplex
67 Filter
E See Page 7 E
8702-E0-4 / DN25
Supply Unit
8752-E0.2
8746-E0-2 / DN20
Fuel
Pump
5556_E0_2 #2
CV TE
7232C 3432A
8702-E0-1 / DN40
8744-E0-5 / DN9
8744-E0-7 / DN9
8702-E0-3 / DN25
8752-E0.1
Fuel
Pump
F 5556_E0_1 #1
CV TE
7231C 3431A
PT
8744-E0-6 / DN9
8744-E0-8 / DN9
3421C
PT
3421A
TE 8744-E0-4 / DN15
3411A
LS
TE 3426A
3411C
8744-E0-1 / DN15
TI
G 49 3411L
8746-E0-11 / DN12
8746-E0-10 / DN12
8746-E0-1 / DN20
8746-E0-9 / DN12
8746-E0-8 / DN12
8746-E0-3 / DN20
8744-E0-2 / DN20
52
60 8810-E0-2 / DN12
8746-E0-12 / DN25
57 8746-E0-13 / DN25
ENGINE
PLANT
Object
PIPE DIAGRAM STD
Product Pages
W6X35-B 10 / 10
FUEL, DRAIN & EXTING. SYSTEMS
1 2 3 4 5 6 7
1 2 3 4 5 6 7 8 9 10
B B
Reducer Funnel
by linetype: Page:
Restrictor (Orifice) Sight glass TITLE PAGE 1
Ball valve Flow, supply, outgoing or feed pipes
Flange pair Filter, strainer Leakage, drain, overflow or return pipes WATER SYSTEMS, Cylinder Cooling 2
C Butterfly valve C
(clean return pipes) WATER SYSTEMS, Scavenge Air Receiver & Turbocharger 3
Flange pair * Air filter
Needle valve 75 Waste pipes (dirty drain pipes) OIL SYSTEMS, System Oil, Internal Turbocharger Oil Supply 4
Orifice Pressure vessel OIL SYSTEMS, System Oil, External Turbocharger Oil Supply 5
Valve not specified Venting pipes
Adjustable orifice OIL SYSTEMS, Servo Oil & Supply Unit Pipings 6
Venting unit Heating pipes
3-way ball valve OIL SYSTEMS, Cylinder Lubrication 7
Rupture disc
Double walled pipes AIR SYSTEMS, Starting & Control Air 8
Non return valve Cyclone separator
D Cap AIR SYSTEMS, Exhaust Gas & Scavenge Air 9 D
Pressure reducing valve by line thickness:
Connection with a plug FUEL, DRAIN & EXTINGUISHING SYSTEMS 10
p> Flame arrester
Main flow lines (1mm)
Pressure relief valve
Quick coupling female
Pump Subsidiary flow, auxiliary system and
Adjustable pressure
Quick coupling male energy carrier lines (heating) (0.5mm)
retaining valve
Control data transmission and other
Solenoid valve auxiliary lines (0.25 mm)
This drawing is property of Winterthur Gas & Diesel Ltd. and shall neither be copied, shown nor communicated to a third party without the consent of the owner.
E
Process line
PI ZS CV insulated
2041L Pressure indicator 5123C Position switch 7401C Control valve
Process line trace-
PT ZT CY heated and insulated
1101A Pressure transmitter 5425C Position transmitter 7031C Control relay
PS ZV
1101S Pressure switch 7061S Position valve FS
2521S Flow switch
F ST
TI
5101C Speed transmitter
1121L Temperature indicator LS
2055A Level switch
TE JT
1111A Temperature element 5156C Power transmitter
AE
TS JS
2409A Analysis element
4521S Temperature switch 5031C Power switch
PIPE DIAGRAM
TITLE PAGE
Product W5X35-B
H Units:
Quality instruction Drawing standard Material no.
mm/kg ISOJIS
Page Size:
No.
A3
Rev. -
1 / 10
4 5 6
F
E
B
A
H
D
C
1
1
05
PLANT
ENGINE
8313-E0-2 / DN32
Cylinder 1
2
2
TI
1121L
ø19
8313-C1.1 8611-C1.1
8310-C1.1
8313-C1-1 / DN15
8611-C1-1 / DN12
8305-C1.1 8305-C1-1 / DN40
TE
8310-C1.2
1121A
8310-C1-1 / DN40
3
3
Cylinder 2
TI
1122L
ø19
8313-C2.1 8611-C2.1
8310-C2.1
8313-C2-1 / DN15
4
4
8611-C2-1 / DN12
8305-C2.1 8305-C2-1 / DN40
TE
8310-C2.2
1122A
8310-C2-1 / DN40
5
5
Cylinder 3
TI
1123L
ø19
8313-C3.1 8611-C3.1
8310-C3.1
8313-C3-1 / DN15
8611-C3-1 / DN12
8305-C3.1 8305-C3-1 / DN40
TE
8310-C3.2
1123A
8310-C3-1 / DN40
6
6
8313-E0-1 / DN20
8310-E0-1 / DN100
8611-E0-1 / DN32
8305-E0-1 / DN100
7
Cylinder 5
8
Cylinder Cooling
PIPE DIAGRAM
WATER SYSTEMS
8611-E0.2
8611-E0-2 / DN12
8611-E0.1
TI
1125L
ø19
8313-C5.1 8611-C5.1
8310-C5.1
8313-C5-1 / DN15
8611-C5-1 / DN12
8305-C5.1 8305-C5-1 / DN40
TE
8310-C5.2
1125A
8310-C5-1 / DN40
9
8313-E0-3 / DN7
Object
Product
TI
PT
PT
TE
PS
1111L
1111A
1101S
1101C
1101A
STD
W 5X35-B
ø50 max.
8310-E0.1
02
ENGINE
10
03
PLANT
Pages
2 / 10
B
A
D
C
1 2 3 4 5 6 7 8 9 10
A A
11 8338-E0-1 / DN20
12 8338-E0-2 / DN20
8338-E0.3
8338-T1-1 / DN12
B B
8347-E0-3 / DN20
8338-E0.2
8347-E0.5
p>
8347-E0.4
8347-E0.3
8347-E0.2
Turbocharger
C C
Washing
Plant SAC
8347-T1-1 / DN20
8347-T1.1
TE TI
1381A 1381L
8335-T1-2 / DN150
D D
08 8335-T1.2
8335-T1-1 / DN150
07 8335-T1.1
PT PI TE TI
1361A 1361L 1371A 1371L
Scavenge
8314-T1-1 / DN15
8314-T1-2 / DN15
8314-T1-3 / DN15
Air Cooler
E
18 8352-E0-1 / DN25
8314-T1.1
8314-T1.2
8314-T1.3
8352-E0-2 / DN50
8357-E0-3 / DN50
8352-T1.1
F
8314-E0-1 / DN32
8357-T1.1
8357-T1.4
LS LS
06
4075A 4071A
Aux
Blower
8357-E0.2 8357-E0-1 / DN50 8357-T1-1 / DN50
8357-E0.1 ø8 ø8
8352-T1-1 / DN25
8357-T1.3 8357-T1.2
8352-E0-4 / DN15
13 8352-E0-3 / DN50
ENGINE
PLANT
H
Object
PIPE DIAGRAM STD
Product Pages
W 5X35-B 3 / 10
WATER SYSTEMS
Scavenge Air Receiver & TC
1 2 3 4 5 6
1 2 3 4 5 6 7 8 9 10
A A
ENGINE
8610-T1-1
PLANT
ENGINE
ENGINE
PT
Page 6
2611A
(001.2-B)-E0-1
8430-E0-1
8431-T1-1
DOC.006
8430-T1-1
8431-T1-1
TI TE
2601L 2601A
8430-E0-1 / DN20
27 8488-C1-1 8488-C2-1 / DN12 8488-C3-1 / DN12 8488-C5-1 / DN12
8487-C1-1 / DN32 8487-C2-1 / DN32 8487-C3-1 / DN32 8487-C5-1 / DN32
8487-C1-2 / DN12 8487-C2-2 / DN12 8487-C3-2 / DN12 8487-C5-2 / DN12
37
8487-C1.1 8487-C2.1 8487-C3.1 8487-C5.1
8487-E0-1 / DN50
8487-E0.2
36
8455-E0-1 / DN50
8455-E0-2 / DN50
8455-E0.1
8406-E0-2 / DN125
8406-E0-5 / DN50
8423-E0-7 / DN50 8406-C1-1 / DN50>32 8406-C3-1 / DN50>32 8406-C5-1 / DN50>32 8406-E0-4 / DN9
8406-E0.5
(001.2-G)-E0-7
DOC.006
Page 6
FS FS FS FS PI PI
2521S 2522S 2523S 2525S 2721L 2722L
8423-E0_7
PT PT
E 2721A 2722A
TI E
ø16.5 2011L
8406-E0.2 8455-C1-1 8455-C3-1 / DN25 8455-C5-1 / DN25
8406-E0.6 / DN32
3140-E0.5
3140-E0.6
AE AE AE AE TE TI
2401A 2402A 2403A 2405A 2011A 2031L
8423-E0-1 / DN50
AE
2415A
TE TE TE TE
PS PI
2501A 2502A 2503A 2505A
3140-E0.3
3140-E0.4
2002S 2021L
PT PT
2002C 2021C
8423-E0.1
8423-E0.2
8423-E0-2 / DN50
3140-E0-1 / DN32 PT PT
8423-E0-4 / DN20
8423-E0-6 / DN20
2001A 2021A
3140-E0.1
3140-E0.2
PI
TE2101A - TE2108A 2711L
optional only
F PT
2711A
3130-E0-1 / DN32
TE TE TE TE TE TE TE
2101A 2102A 2103A 2104A 2105A 2106A 2107A
8406-E5-1 / DN125
8409-C1-1 / DN20
8409-C2-1 / DN20
8409-C3-1 / DN20
8409-C4-1 / DN20
8409-C5-1 / DN20
8406-E0-3 / DN50
TE TI TS
4521A 4521L 4521S
ø10.5
G 8406-E0.1
8409-E0-1 / DN50
25 30
22 23 23 22
Horizontal Oil Drain Horizontal Oil Drain
optional only optional only
Object
PIPE DIAGRAM STD
Product Pages
W5X35-B 4 / 10
OIL SYSTEMS
System Oil, Int. TC Oil, X-Head
1 2 3 4 5 6 7
1 2 3 4 5 6 7 8 9 10
A A
ENGINE
8610-T1-1
PLANT
ENGINE
ENGINE
PT
Page 6
2611A
(001.2-B)-E0-1
8430-E0-1
8431-T1-1
DOC.006
8430-T1-1
8431-T1-1
TI TE
2601L 2601A
8430-E0-1 / DN20
27 8488-C1-1 8488-C2-1 / DN12 8488-C3-1 / DN12 8488-C5-1 / DN12
8487-C1-1 / DN32 8487-C2-1 / DN32 8487-C3-1 / DN32 8487-C5-1 / DN32
26 8487-C1-2 / DN12 8487-C2-2 / DN12 8487-C3-2 / DN12 8487-C5-2 / DN12
TI TE
2621L 2621A 8488-C1.1 8488-C2.1 8488-C3.1 8488-C5.1
D D
8487-C1.2 8487-C2.2 8487-C3.2 8488-E0-1 / DN32 8487-C5.2
37
8487-C1.1 8487-C2.1 8487-C3.1 8487-C5.1
8487-E0-1 / DN50
8487-E0.2
36
8406-E0-2 / DN125
8406-E0-5 / DN50
8423-E0-7 / DN50 8406-C1-1 / DN50>32 8406-C3-1 / DN50>32 8406-C5-1 / DN50>32 8406-E0-4 / DN9
8406-E0.5
(001.2-G)-E0-7
DOC.006
Page 6
FS FS FS FS PI PI
2521S 2522S 2523S 2525S 2721L 2722L
8423-E0_7
PT PT
E 2721A 2722A
TI E
ø16.5 2011L
8406-E0.2 8406-C1-2 8406-C3-2 / DN25 8406-C5-2 / DN25
8406-E0.6 / DN32
3140-E0.5
3140-E0.6
AE AE AE AE TE
2401A 2402A 2403A 2405A 2011A
8423-E0-1 / DN50
AE
2415A
TE TE TE TE
PS
2501A 2502A 2503A 2505A
3140-E0.3
3140-E0.4
2002S
PT
2002C
8423-E0.1
8423-E0.2
8423-E0-2 / DN50
3140-E0-1 / DN32 PT
8423-E0-4 / DN20
8423-E0-6 / DN20
2001A
3140-E0.1
3140-E0.2
PI
TE2101A - TE2108A 2711L
optional only
F PT
2711A
3130-E0-1 / DN32
TE TE TE TE TE TE TE
2101A 2102A 2103A 2104A 2105A 2106A 2107A
8406-E5-1 / DN125
8409-C1-1 / DN20
8409-C2-1 / DN20
8409-C3-1 / DN20
8409-C4-1 / DN20
8409-C5-1 / DN20
8406-E0-3 / DN50
TE TI TS
4521A 4521L 4521S
ø10.5
G 8406-E0.1
8409-E0-1 / DN50
25
22 23 23 22
Horizontal Oil Drain Horizontal Oil Drain
optional only optional only
Object
PIPE DIAGRAM STD
Product Pages
W5X35-B 5 / 10
OIL SYSTEMS Project ID
A A
PT
DAAD076355 DAAD076355 DAAD076355 DAAD076355
5614-C1_1 Page 7 5614-C2_1 Page 7 5614-C3_1 Page 7 5614-C5_1 Page 7
2041A (007.2-D)-C1_1 (007.3-D)-C2_1 (007.5-D)-C3_1 (007.6-D)-C5_1
p>
5614-E0-2 / ø43
5614-E0.6
DG 5560
Rail Unit
B B
DOC.004
8430-E0-1 / DN20 5560-E0-1 / DN20
8430-E0-1 Page 4
(004.4-C)-E0-1
5560-E0.2
5614-E0-3 / DN12
PT
5560-C1-1 / DN7 5560-C2-1 / DN7 5560-C3-1 / DN7 5560-C5-1 / DN7 2003A
5560-E0-2 / DN20
5614-E0-1 / DN12
5610-E0.3
p>
5614-E0.1 Servo Oil Rail
5610-E0-1 / DN12
DAAD076355
(007.3-F)-E0-4
( 00/001.2-D)-E0-4
DOC.006
5610-E0.4
8475-E0-4
8475-E0-4
PLANT
ENGINE
ENGINE
PLANT
C C
N04
N03
VCU VCU VCU VCU PT
DG 5612 DG 5612 DG 5612 DG 5612 2071C
CV CV CV CV
Page 7
Page 7
7401C 7402C 7403C 7405C
8447-E0.6 8447-E0.7 PT
2072C
DN20 DN20
8447-E0-2
8423-E0.5
D 8423-E0-13 / DN9 D
2723-C1-3 / DN9
2723-C2-3 / DN9
2723-C3-3 / DN9
2723-C5-3 / DN9
2723-C2-4 / DN9
8480-C2-1 / DN20
2723-C3-4 / DN9
8480-C3-1 / DN20
2723-C5-4 / DN9
8480-C5-1 / DN20
8480-C1-1 / DN20
2723-C1-4 / DN9
8423-E0-15 / DN20
8460-C1-1
8460-C2-1
8460-C3-1
8460-C5-1
8423-E0-14 / DN20
8423-E0.4
8423-E0-12 / DN9
8423-E0-11 / DN15
8423-E0-10 / DN20
E 8447-E0.4
CV
7222C
8423-E0-9 / DN20
FS
2062A
ZT ZT ZT ZT
8447-E0.3
5421C 5422C 5423C 5425C
CV
7221C
8423-E0-8 / DN20
FS
8452-E0-1 / DN15
2061A
8447-E0.2
F
8423-E0-7 / DN50
Connections to
8423-E0.7
8447-E0.1
servicepump LS
2055A
see group
9484-11
8423-E0.6
8423-E0.3
8423-E0-7 Pages 4, 5
G
(004.4-E)-E0-7
DOC.004
H
Object
PIPE DIAGRAM STD
Product Pages
W 5X35-B 6 / 10
OIL SYSTEMS
Servo Oil & Supply Unit Pipings
1 2 3 4 5 6
1 2 3 4 5 6 7 8 9 10
A A
B B
C C
8474-C1-1 / ø4
8474-C1-2 / ø4
8474-C1-3 / ø4
8474-C2-1 / ø4
8474-C2-2 / ø4
8474-C2-3 / ø4
8474-C2-4 / ø4
8474-C3-1 / ø4
8474-C3-2 / ø4
8474-C3-3 / ø4
8474-C3-4 / ø4
8474-C5-2 / ø4
8474-C5-3 / ø4
8474-C5-4 / ø4
8474-C1-4 / ø4
8474-C5-1 / ø4
D D
DOC.006
5614-C1_1 Page 6
flexLube DOC.006
5614-C2_1 Page 6
flexLube DOC.006
5614-C3_1 Page 6
flexLube DOC.006
5614-C5_1 Page 6
flexLube
( 00/001.4-A)-C1_1 ( 00/001.5-A)-C2_1 ( 00/001.6-A)-C3_1 ( 00/001.8-A)-C5_1
DG 7230 DG 7230 DG 7230 DG 7230
CV CV CV CV
8475-C1-2 / DN9
8475-C2-2 / DN9
8475-C3-2 / DN9
8475-C5-2 / DN9
8475-C1-1 / DN15
8475-C2-1 / DN15
8475-C3-1 / DN15
8475-C5-1 / DN15
7131C 7132C 7133C 7135C
PT PT PT PT
3131C 3132C 3133C 3135C
Duplex
Filter
E
PT 8475-E0-3 / DN50 8475-E0-2 / DN20 8475-E0-1 / DN20
3124A 8475-E0.2
8475-E0.1 33
8475-E0-4 / DN15
ENGINE
PLANT
( 00/001.2-C)-E0-4
DOC.006
8475-E0-4
8475-E0-4
Page 6
Page 6
F
H
Object
PIPE DIAGRAM STD
Product Pages
W 5X35-B 7 / 10
OIL SYSTEMS Project ID
Cylinder Lubrication
1 2 3 4 5 6
1 2 3 4 5 6 7 8 9 10
A A
PT
p>
4341A
35-274HD
8606-E0-1 / DN50
B B
8606-C1-1 / DN9
8606-C2-1 / DN9
8606-C3-1 / DN9
8606-C5-1 / DN9
PT PS
4341C LS 4341S
4351A
8606-E0-2 / DN20
ZS 8607-E0-2 Page 9
5018C
PT
8606-E0-5 / DN7
4302C
8606-E0.4
DN50 8353-E0.2
8605-E0-1 / DN65
8607-E0-1 / DN15
40 8353-E0-2 / DN7
8605-E0.9
CV CV CV CV
PT Cyl. 1 7241C
Cyl. 2 7242C
Cyl. 3 7243C
Cyl. 5 7245C
C 4301C C
DG4003
8605-C1-1 / DN50
8605-C2-1 / DN50
8605-C3-1 / DN50
8605-C5-1 / DN50
8606-E0-4 / DN15
8606-E0-6 / DN20
PT
8605-E0-9 / DN15
DN50 5017C
8605.C1.1
8605.C2.1
8605.C3.1
8605.C5.1
CV CV
7013C 7014C
E
p>
8605-E5-4 / DN100
8605-E0-8 / DN15
8605-E0.6
8605-E0.7
TE TE TE 8605-E5.4 8605-E5.5 TE
4081A 4082A 4083A 4085A
8605-E0-7 / DN15
A3 PI PI
4401L 4411L
ENGINE
4606-E0-1 / DN7
PLANT
PT PT
4401A 4411A
PT PT
4421C 4421A
A6
287HA
E E
p>
A
4606-E0-2 / DN7
35-274HA
ZS
5016C
4606-E0.2
8844-E0-1 / DN6
4606-E0.3
DG 3225
Disengaging Device ST ST ST ST
5131C 5132C 5133C 5134C
Turning Gear
ZS ZS ST ST ST ST ST ST 4606-E0-3 / DN7
5123C 5124C 5101C 5102C 5103C 5104C 5111S 5112S
4606-E0.4
F
Object
PIPE DIAGRAM STD
Product Pages
W5X35-B 8 / 10
AIR SYSTEMS
Starting & Control Air
1 2 3 4 5 6 7
1 2 3 4 5 6 7 8 9 10
A A
PLANT 43
ENGINE
TC-Type 8610-T1-1 8615-T1-1
8135_E0_1
TI TI TI TI
3701L 3702L 3703L 3705L
8610-T1-1
C C
TE TE TE TE
TI
3701A 3702A 3703A 3705A
3721L
TE
3721A
TI
3731L
TE
3731A *) *) *) *)
PT PT PT PT
8615-T1-1
Turbocharger
*)
TE
4041-42C
8615-T1.1
*)
PT
ST
4002-03C
5201C
E
Cooling Air System for MHI-Turbochargers only.
PI PI Application depending on Scavenge Air pressure.
4001L 4021L
Scavenge
PT PT
Air Cooler 4044C 4043C
TE TI
4031A 4031L
*)
TE
F 4045-46C
DG 6547
Starter Unit for
Auxillary Blower
Aux JS CY
Blower 5031C 7031C
G
JS CY
5032C 7032C
H
Object
PIPE DIAGRAM STD
Product Pages
W 5X35-B 9 / 10
AIR SYSTEMS
Exhaust Gas & Scavenge Air
1 2 3 4 5 6
F
E
B
A
H
D
C
1
1
57
60
52
60
51
50
PLANT
49
67
ENGINE
2
2
8810-E0-3 / DN12
TI
TE
TE
PT
PT
8702-E0-3 / DN25 8702-E0-4 / DN25
3411L
3411C
3421C
3411A
3421A
8810-E0-2 / DN12
8744-E0-2 / DN20
9210-E0.1
9210-E0.3
8744-E0-6 / DN9 8744-E0-5 / DN9
LS
9210-E0.2
9210-E0.4
3426A
PI
PI
3421L
3431L
5556_E0_1
5556_E0_2
Supply Unit
CV
CV
7231C
7232C
3
3
TE
TE
3431A
3432A
8744-E0-4 / DN15
Pump
Pump
#1
#2
Fuel
Fuel
8752-E0.1 8752-E0.2
8744-E0-8 / DN9 8744-E0-7 / DN9
8752-E0-2 / ø8
8744-E0-1 / DN15
8752-E0-1 / ø8
LS
3444A
Rail Unit
DG 5560
8752-E0.4
8746-E0-1 / DN20
5562-E0-9 / DN9
4
4
8746-E0-9 / DN12
5562-E0-10 / DN9
8746-E0-11 / DN12
5562-C1-1 / DN9
CV
7441C
8733-C1-1 / ø6
8752-E0.3
8830-C1-1 / DN15
CV
7461C
8733-C1-2 / ø6
2723-C1-1 / DN9
Cylinder 1
5562-C1-2 / DN9
2723-C1-2 / DN9
5
5
5562-C2-1 / DN9
CV
7442C
8733-C2-1 / ø6
8830-C2-1 / DN15
CV
7462C
8733-C2-2 / ø6
2723-C2-1 / DN9
Cylinder 2
5562-C2-2 / DN9
2723-C2-2 / DN9
6
6
5562-C3-1 / DN9
CV
7443C
8733-C3-1 / ø6
8830-C3-1 / DN15
Fuel Oil Rail
CV
7463C
8733-C3-2 / ø6
2723-C3-1 / DN9
Cylinder 3
5562-C3-2 / DN9
2723-C3-2 / DN9
7
7
8740-E0-1 / DN32
8744-E0-3 / DN20
8830-E0-1 / DN32
5562-E0-2 / DN25
5562-E0-1 / DN20
8746-E0-13 / DN25
8746-E0-12 / DN25
5562-C5-1 / DN9
CV
7445C
8733-C5-1 / ø6
8830-C5-1 / DN15
8
CV
7465C
8733-C5-2 / ø6
2723-C5-1 / DN9
Cylinder 5
5562-C5-2 / DN9
2723-C5-2 / DN9
5562-E0-6 / DN20
5562-E0-5 / DN20
5562-E0.4
8746-E0-10 / DN12
PIPE DIAGRAM
5562-E0-3 / DN20
5562-E0-7 / DN20
PT
N01
3461C
8746-E0-3 / DN20
PRV
5562-E0-4 / DN20
9
PT
PCV
N02
3462C
ZV
7061S
8810-E0-1 / DN12
5562-E0-8 / DN6
59
ENGINE
PLANT
Object
Product
STD
W5X35-B
10
Pages
10 / 10
E
B
D
C
A