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WinGD X62DF-S2.0 Installation Manual

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Marine Installation Manual
X62DF-S2.0
Issue 2022-03

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Summary of Contents for WinGD X62DF-S2.0

  • Page 1 Marine Installation Manual X62DF-S2.0 Issue 2022-03...
  • Page 2 © 2022 Winterthur Gas & Diesel Ltd. — All rights reserved No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photo- copying, recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Winterthur Gas &...

  • Page 3: List Of Changes

    8-cylinder execution added. 4.12.2 Fluid velocities and flow rates Further information added 5.7 WinGD Integrated Digital Expert (WiDE) General update of the product description and customers’ benefits. Figure 5-8 updated. 6.1.2 Countermeasures for second order vertical mass moments...

  • Page 4: Table Of Contents

    Table of Contents X62DF-S2.0 Table of Contents List of Changes ..........1 Preface .
  • Page 5 Table of Contents X62DF-S2.0 Engine Installation ..........3-1 Engine dimensions and masses .
  • Page 6 Table of Contents X62DF-S2.0 4.3.3 Pre-heating ......... . . 4-18 Pre-heating from cooling water systems .
  • Page 7 Table of Contents X62DF-S2.0 4.7.2 Fuel oil system with only MDO/MGO or MGO ....4-80 Fuel oil feed pump ........4-81 Fuel oil heat exchanger .
  • Page 8 Requirements of WinGD and classification societies... . 5-12 WinGD Integrated Digital Expert (WiDE) ..... . . 5-13 5.7.1...
  • Page 9 Table of Contents X62DF-S2.0 Hull vibration ..........6-21 Countermeasures for dynamic effects .
  • Page 10 List of Tables X62DF-S2.0 summary values for Maximum Continuous Rating (MCR)............1-1 Principal engine features and technologies .
  • Page 11 4-17 PTO/PTI/PTH arrangements for the WinGD X62DF-S2.0 ... . 4-115 4-18 Possible options for the WinGD X62DF-S2.0 ..... 4-115 4-19 Influence of options on engineering .
  • Page 12 1-12 Fuel transfers and gas trips ........1-17 Rating field for the X62DF-S2.0....... . . 2-1 Propeller curves and operational points .
  • Page 13 List of Figures X62DF-S2.0 A comparison of the standard and narrow engine foundation layout . 3-10 Foundation bolting......... . . 3-12 Welded type .
  • Page 14 List of Figures X62DF-S2.0 4-19 Trace heating cable arrangement....... 4-31 4-20 Dimensioning and filling process of lubricating oil drain tank .
  • Page 15 4-52 Air supply system ......... . . 4-86 4-53 Design proposal of WinGD’s sludge oil trap ..... . 4-91 4-54 Design proposal of a manually bottom-drained sludge oil trap .
  • Page 16 List of Figures X62DF-S2.0 4-71 CPP in constant speed operation without frequency converter ..4-118 4-72 CPP with two fixed operation speeds without frequency converter. . . 4-119 Engine automation architecture ....... . 5-1 Engine management and automation concept .
  • Page 17 List of Figures X62DF-S2.0 6-16 Example of axial vibration damper ......6-19 6-17 Resulting vibration from SPS combinations .

  • Page 18: Preface

    0 Preface X62DF-S2.0 Preface WinGD provides a range of manuals and tools to help its customers at all stages of a project. From design engine to installation and maintenance, WinGD pro- vides extensive help and support. This manual is the initial guide to the installation process for this specific engine, providing an overview of the different topics which need to be considered in the project and the engine installation phase.

  • Page 19: Explanation Of Symbols In This Marine Installation Manual

    WinGD webpage. Example: MIDS • Documents like shipyard installation instructions and system concept guid- ance, which are provided on the WinGD webpage. Example: Fuel oil treatment • General Technical Data (GTD). This is an application provided on the WinGD webpage.

  • Page 20: Marine Installation Drawing Set

    Various Installation Items The latest versions of the drawing packages which are relevant for the present Links to complete drawing packages MIM are provided on the WinGD webpage under the following links: • Marine installation drawings: MIDS - complete package •...

  • Page 21: General Technical Data (Gtd)

    In addition to the standard output for ISO refer- ence and design conditions, further operating conditions for which information is required can be defined. The GTD application is accessible on the WinGD Customer Portal or on the WinGD webpage using the following link: https://www.wingd.com/en/media/general-technical-data...

  • Page 22: Engine Summary

    X62DF-S2.0 1.1 Engine capability and features Engine Summary The WinGD X62DF-S2.0 is a camshaftless, low-speed, reversible and rigidly di- rect-coupled two-stroke engine. It features a low-pressure gas operation and a common-rail injection system combined with the Intelligent Control by Exhaust Recycling (iCER) system.
  • Page 23 Selective Cat- alytic Reduction (SCR). The WinGD Engine Control System (ECS) manages the key engine functions Control system such as gas admission, exhaust valve drives, engine starting and cylinder lubrica- tion.

  • Page 24: Special Engine Features

    The whole engine can be controlled and operated electronically. This is made possible by the Flex system (see The Flex system,  1-13). Standard data collection and monitoring system. This is known as the WinGD Integrated Digital Expert (WiDE). An engine integrated second order longitudinal vibration compensator is available. This is known as the In- 6.1.2 tegrated ELectrical BAlancer (iELBA).

  • Page 25: The Icer Technology

    1 Engine Summary X62DF-S2.0 1.1 Engine capability and features Table 1-3 The iCER technology The iCER system features and components MIM section The iCER technology has different operation modes (see Figure 1-3,  1-8 Figure 1-4,  1-9): • Gas mode Diesel Tier III mode (optional) •...

  • Page 26: Primary Engine Data

    1.2 Primary engine data Primary engine data The engine rating field for this specific engine is displayed in Figure 1-1 together with all the WinGD X-DF engines. For detailed engine data see Table 1-4,  1-6. Output [kW] 80 000...

  • Page 27: Engine Rating Field - Rating Points

    1 Engine Summary X62DF-S2.0 1.2 Primary engine data 1.2.1 Engine rating field - rating points The specific values for the four corners of the rating field are called rating points (see Table 1-4). Table 1-4 Rating points Bore x stroke: 620 x 2,245 [mm] No.

  • Page 28: Principal Engine Dimensions And Weights

    1 Engine Summary X62DF-S2.0 1.2 Primary engine data 1.2.2 Principal engine dimensions and weights SM-0577 Figure 1-2 Principal engine dimensions For more details about sizing, specific dimensions and masses, see section 3.1 Engine dimensions and masses,  3-1. Table 1-5 Principal engine dimension values No.

  • Page 29: Fuel Operating Modes

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes Fuel operating modes The engine is designed for continuous service on gas fuel with fuel oil as a back- up fuel. Depending on the selected option, different operating modes are avail- able within specific engine power ranges (see Figure 1-3 Figure 1-4, ...

  • Page 30: Fuel Split (Energy-Based) For Different Operating Modes

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes With iCER in operation Gas mode Without iCER in operation Combustion stability mode Gas only power range Without iCER in operation Fuel sharing mode (if contracted) Without iCER in operation Diesel mode...

  • Page 31: Operation In Gas Mode

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes 1.3.1 Operation in gas mode The engine operates in gas mode according to the Otto cycle with a pre-mixed lean air-gas mixture, which is ignited by a small amount of pilot fuel. The amount of injected pilot fuel used is approximately the same across the entire en- gine power range.

  • Page 32: Shaft Power Meter Requirements

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes Shaft power meter requirements For all WinGD X-DF engines, the ECS requires the installation of a power meter in the shaft line. This is to measure required parameters (see Table 1-7). The po- sition of the shaft power meter is usually as close as possible to the main engine’s...

  • Page 33: The Icer System With One Turbocharger

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes EGC: Exhaust Gas Cooler Exhaust gas receiver FRV: Flow Regulating Valve SOV: Shut-Off Valve BPV: Back Pressure Valve PHE: Plate Heat Exchanger SAC: Scavenge Air Cooler WMC: Water Mist Catcher Water spray...

  • Page 34: Operation In Diesel Mode

    For engine operation on distillate fuels, see the following Concept Guidance (DG 9723), as provided on the WinGD webpage: Operation on distillate fuels The Flex system The engine is equipped with WinGD’s common-rail injection system which en- ables flexible fuel injection. Engine Control System Engine Control System Cylinder No.

  • Page 35: Icer Diesel Tier Iii Mode

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes iCER diesel Tier III mode The iCER diesel Tier III mode is available from 0 to 100 % engine power and the iCER is active from approximately 20 to 100 % engine power. This engine oper- ation mode uses MGO pilot fuel (with maximum 0.10 % m/m sulphur), resulting...

  • Page 36: Fuel Sharing Mode

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes The amount (or ratio) of the diesel injected is predominantly a function of the en- gine power and is controlled by the ECS. The expected amount is shown in Figure 1-9, ...

  • Page 37: Fuel Sharing Mode - Energy Amount Of Different Ratios Of Fuel

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes Total fuel [power %] Liquid Liquid or Gas Pilot fuel (enlarged for visibility reasons, not scaled) Engine power [%] SM-0623 Figure 1-11 Fuel sharing mode — energy amount of different ratios of fuel The liquid to gas fuel ratio can be selected by the Remote Control System (RCS).

  • Page 38: Changeover Between Operating Modes

    1 Engine Summary X62DF-S2.0 1.3 Fuel operating modes 1.3.4 Changeover between operating modes The changeover between operating modes is the process of the engine changing between different fuel operating modes (see section 1.3,  1-8). Depending on the type of changeover between operating modes, the time re- quired will vary.
  • Page 39 NOTE The fuel sharing mode must be contracted. It is an available option at an additional cost. Similar to WinGD diesel engines, changing the fuel input from HFO to either Transfer between liquid fuels MGO or MDO and vice versa can be done at any time (assuming HFO is per- mitted in the operating mode) without interruption of engine operation.

  • Page 40: Engine Power And Speed

    This chapter explains the main principles in selecting a WinGD 2-stroke marine diesel and gas engine.

  • Page 41: Rating Points

    R1 parameters. Percentage values are used so that the same diagram can be applied to various engine arrangements. Rating points The rating points (R1, R2, R3, R4) for WinGD engines are the corner points of the engine rating field (see Figure 2-1, ...

  • Page 42: Power Range

    2 Engine Power and Speed X62DF-S2.0 2.4 Power range Maximum propeller The maximum propeller diameter is often determined by operational require- diameter ments, such as: • Design draught and ballast draught limitations • Class recommendations concerning propeller/hull clearance (pressure im-...

  • Page 43: Sea Trial Power

    2 Engine Power and Speed X62DF-S2.0 2.4 Power range CMCR (Rx) Maximum continuous power Contracted maximum continuous rating Continuous service power Continuous service rating Sea trial power Sea trial power Ship speed [% service speed] Engine speed [% CMCR rpm]...

  • Page 44: Light Running Margin

    2 Engine Power and Speed X62DF-S2.0 2.4 Power range Light running margin The Light Running (LR) margin (see Figure 2-2,  2-4) is added to compensate for the expected change in speed to relative power, caused by the fouling and the deterioration of the vessel over time.

  • Page 45: Power Range Limits

    2 Engine Power and Speed X62DF-S2.0 2.5 Power range limits Power range limits Once an engine is optimised at CMCR (Rx), the working range of the engine is limited by the following border lines (see Figure 2-3). Engine Engine Breakpoints...
  • Page 46 2 Engine Power and Speed X62DF-S2.0 2.5 Power range limits Line 5 Admissible power limit for engine operation. The line is separated by the break- Engine Operation points listed in Figure 2-3,  2-6. Power Limit Maximum power limit for transient operation, available only in diesel mode.

  • Page 47: Line 5 Coefficients

    2 Engine Power and Speed X62DF-S2.0 2.5 Power range limits Engine Operation Line 5, Line 1 and Line 9 form the curve for the engine’s operation power range Power Range limit, as defined by Formula 2-5. Each component is governed by different coef-...

  • Page 48: Line 6 Coefficients

    2 Engine Power and Speed X62DF-S2.0 2.5 Power range limits Overload Power Range Line 6, Line 2 and Line 13 form the curve for the engine’s overload power limit, as defined by Formula 2-5,  2-8. Each component is governed by different coef-...

  • Page 49: Power Range Limits With A Power Take-Off Installation For A Fpp

    The addition of a PTO installation alters the working range and operating characteristics of the engine. Two methods of incorporating the PTO are outlined in the following sections. WinGD recommends to follow Method 1. • PTO considerations The PTO is used for generating the navigation electric power •...

  • Page 50: Line 10 Coefficients

    2 Engine Power and Speed X62DF-S2.0 2.6 Power range limits with a power take-off installation for a FPP With the addition of a constant nominal generator power across the engine power range, the engine curve is changed, so no longer directly related to a pro- peller characteristic.

  • Page 51: Pto Incorporation Of Method 2

    2 Engine Power and Speed X62DF-S2.0 2.6 Power range limits with a power take-off installation for a FPP PTO incorporation of Method 2 With this second method, the engine’s CMCR is determined by the propeller CMCR - Method 2 power only. The PTO uses the available engine power which is not absorbed by the propeller.

  • Page 52: Prohibited Operation Area

    2 Engine Power and Speed X62DF-S2.0 2.7 Prohibited operation area Prohibited operation area Within the higher speed range of the engine there is a prohibited operation area defined by a minimum engine power requirement. During normal operation, in- cluding Controllable Pitch Propeller (CPP) at zero pitch operation, the engine will not enter this prohibited area.
  • Page 53 30 minutes during testing and sea trials. This operation is only permissible at low load and in the presence of author- ised representatives of the engine builder. Further requests must be agreed upon by WinGD. NOTE The operational design range must respect the Barred Speed Range (BSR) limits from torsional vibration.

  • Page 54: Prohibited Operation Area For Different Speed Rated Engines

    2 Engine Power and Speed X62DF-S2.0 2.7 Prohibited operation area Prohibited operation area for different speed rated engines As the prohibited operation area of the engine is between 70 % and 100 % of the R1 — R2 speed, the prohibited area is smaller when the speed rating of the engine is lowered.
  • Page 55 2 Engine Power and Speed X62DF-S2.0 2.7 Prohibited operation area 2-9, the engine’s CMCR speed is rated at 85 % of the R1 — R2 speed. At Power / speed range for Figure CMCR [Rx] = this speed, a minimum engine power (point F) of 10.4 % is required, below this is 85 % R1 —...
  • Page 56 2 Engine Power and Speed X62DF-S2.0 2.7 Prohibited operation area 2-10, the engine’s CMCR speed is rated at the R3 — R4 speed. At this Power / speed range for Figure CMCR [Rx] = speed, a minimum engine power (point F) of 7.4 % is required. Below this is the R3 —...

  • Page 57: Cpp Requirements For The Propulsion Control System

    2.8 CPP requirements for the propulsion control system CPP requirements for the propulsion control system WinGD recommends including CPP control functions in an engine Remote Control System (RCS) from an approved supplier. This ensures, amongst others, that the requirements of the engine builder are strictly followed.

  • Page 58: Engine Installation

    3 Engine Installation X62DF-S2.0 3.1 Engine dimensions and masses Engine Installation The purpose of this chapter is to provide information to assist in the installation of the engine. It is for guidance only and does not supersede current instructions. Engine dimensions and masses...

  • Page 59: Dismantling Heights For Piston And Cylinder Liner

    However, please contact WinGD or any of their representatives if these values cannot be maintained or if more detailed information is required. For details see also drawings ‘Dismantling Dimensions’ (DG 0812) provided on the WinGD webpage under the following links: 5-cyl.

  • Page 60: Thermal Expansion Between The Turbocharger And Exhaust Gas

    3 Engine Installation X62DF-S2.0 3.1 Engine dimensions and masses 3.1.3 Thermal expansion between the turbocharger and exhaust gas piping Before making expansion pieces, enabling connections between the engine and external engine services, the thermal expansion of the engine and turbocharger has to be taken into account.

  • Page 61: Content Of Fluids In The Engine

    3 Engine Installation X62DF-S2.0 3.1 Engine dimensions and masses 3.1.4 Content of fluids in the engine For the quantity of a specific fluid in the engine please refer to the relevant MIDS drawings as listed below: • Fuel oil —...

  • Page 62: Conditions And Requirements

    Conditions and requirements 3.2.1 Pressure and temperature ranges Please refer to the document ‘Usual values and safeguard settings’, which is provided by WinGD under the following link: Usual values and safeguard settings For signal processing see also 5.6.1 Signal processing, ...

  • Page 63: Ancillary System Design Parameters

    3 Engine Installation X62DF-S2.0 3.2 Conditions and requirements 3.2.3 Ancillary system design parameters The layout of the engine’s ancillary systems is based on the rated performance (rating point Rx, CMCR). The given design parameters must be considered in the plant design to ensure a proper function of the engine and its ancillary sys-...

  • Page 64: Electrical Power Requirement

    3 Engine Installation X62DF-S2.0 3.2 Conditions and requirements 3.2.4 Electrical power requirement Table 3-2 Electrical power requirement Power requirement [kW] Power supply cyl. Auxiliary blowers 2 x 43 2 x 50 440 V / 60 Hz 2 x 60 2 x 67...

  • Page 65: Engine Outline Views

    3 Engine Installation X62DF-S2.0 3.3 Engine outline views Engine outline views The latest versions of the Engine Outline Drawings (DG 0812) are provided on the WinGD webpage under the following links: 5-cyl. engine 6-cyl. engine 7-cyl. engine 8-cyl. engine Marine Installation Manual...

  • Page 66: Platform Arrangement

    3 Engine Installation X62DF-S2.0 3.4 Platform arrangement Platform arrangement 3.4.1 Drawings For platform arrangement see the links given in section 3.3,  3-8. 3.4.2 Minimum requirements for escape routes The platforms shown in the relevant drawings are arranged in such a way as to ensure safe escape routes for the crew.

  • Page 67: Engine Foundation And Seating

    3 Engine Installation X62DF-S2.0 3.5 Engine foundation and seating Engine foundation and seating 3.5.1 Engine load and force transmission The engine seating foundation is a structural part of the ship integrated into the double-bottom structure. It must be designed to absorb static and dynamic forces, vibrations and torques from the engine, shaft and the propeller.

  • Page 68: Engine Installation And Fixation

    To ensure the fixing of the engine under all operating conditions, the engine must be effectively and permanently tightened down by foundation bolts. WinGD recom- mends the use of thrust sleeves at the driving end. It has proven to be an easy, quick, and cost-efficient method for force transmission.

  • Page 69: Foundation Bolting

    The minimum required contact surface of each wedge to the engine bedplate are also provided in the drawing. The latest version of the Marine Installation Drawing Set relevant for the en- gine seating and foundation (DG 9710) is provided on the WinGD webpage under the following link: MIDS...

  • Page 70: Side Stopper Installation Arrangement

    Side stopper installation arrangement More details about engine seating can be found in the relevant Fitting Instruc- tion (DG 9710) on the WinGD webpage under the following link: Fitting Instruction In some specific fitting conditions (e.g. when the foundation is directly con- nected to the bottom or to the cofferdam), the classification society requires the use of water-tight bolting for the engine fixation.

  • Page 71: Assembly

    3 Engine Installation X62DF-S2.0 3.6 Assembly Assembly Engines may be installed as complete units or assembled from subassemblies in the vessel, which may be afloat, in dry dock, or on the slipway. 3.6.1 Assembly of subassemblies When the engine seating has been approved, the bedplate is lowered onto blocks placed between the chocking points.

  • Page 72: Installation Of A Complete Engine

    3 Engine Installation X62DF-S2.0 3.6 Assembly 3.6.2 Installation of a complete engine In the event that the engine is shipped in part deliveries and assembled at the shipyard before installation in the vessel, the shipyard is to undertake assembly work in accordance with the demands of a representative of the engine builder and the classification society.

  • Page 73: Engine And Shaft Alignment

    Instructions and limits Alignment can be done with either jacking screws or wedges. For detailed alignment procedures refer to the latest version of Engine Align- ment Documents (DG 9709) provided on the WinGD webpage under the fol- lowing link: Engine alignment 3.7.2...

  • Page 74: Engine Coupling

    3.8.4 Installation drawing The latest version of the drawing relevant for the Connection Crank / Propeller Shaft (DG 3114) is provided on the WinGD webpage under the following link: Connection crank/propeller shaft Marine Installation Manual 2022-03...

  • Page 75: Engine Stays

    6-6) and longitudinal stays (see sec- tion 6.3 Longitudinal vibration (pitching),  6-14). The latest version of the Marine Installation Drawing Set relevant for engine stays (DG 9715) is provided on the WinGD webpage under the following link: MIDS Marine Installation Manual 2022-03 3-18...

  • Page 76: Propulsion Shaft Earthing

    3 Engine Installation X62DF-S2.0 3.10 Propulsion shaft earthing 3.10 Propulsion shaft earthing Electric current flows when a potential difference exists between two materials. The creation of a potential difference is associated with thermoelectric by the ap- plication of heat, tribo-electric between interactive surfaces, electrochemical when an electrolytic solution exists, and electromagnetic induction when a conducting material passes through a magnetic field.

  • Page 77: Typical Shaft Earthing Arrangement

    3 Engine Installation X62DF-S2.0 3.10 Propulsion shaft earthing Section A-A Typical arrangement for the propeller shaft View on ‘A’ (brush gear omitted) Slip ring Tension bands Twin holder Brushes Connection to the ship’s hull Steel spindle Connection to the voltmeter...

  • Page 78: Typical Shaft Earthing With Condition Monitoring Facility

    3 Engine Installation X62DF-S2.0 3.10 Propulsion shaft earthing Slip ring condition voltmeter 50 mV 250 mV Shaft earth (hull) Shaft monitoring Additional terminals are provided as necessary for multi-shaft vessels. 2.5 mm 2.5 mm 35 mm Insulated spindle Propeller shaft...

  • Page 79: Fire Protection

    3 Engine Installation X62DF-S2.0 3.11 Fire protection 3.11 Fire protection Fires may develop in areas such as scavenge air receiver / piston underside. The engine is fitted with a piping system which leads the fire extinguishing agent into the critical areas.

  • Page 80: Ancillary Systems

    Rx rating within the engine rating field to be obtained. However, for convenience or final confirmation when opti- mising the plant, WinGD provides a computerised calculation service. All pipework systems and fittings are to conform to the requirements laid down...

  • Page 81: Twin-Engine Installation

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

  • Page 82: Cooling Water System For Twin-Engine Installation

    4 Ancillary Systems X62DF-S2.0 4.1 Twin-engine installation Main Engine 1 8 (set-point: 25 °C) 1 Scavenge air cooler (SAC) 2 HT cooling water cooler (engine 1) 3 Lubricating oil cooler (engine 1) 4 HT cooling water cooler (engine 2) 5 Lubricating oil cooler (engine 2)

  • Page 83: The Icer

    4 Ancillary Systems X62DF-S2.0 4.2 The iCER The iCER This engine is equipped with the Intelligent Control by Exhaust Recycling (iCER) system. This facilitates the recirculation of part of the exhaust gas back to the engine. By replacing some of the oxygen with CO , the stability of the engine combustion is increased.

  • Page 84: Overview Of The Components For The Icer System With Two

    4 Ancillary Systems X62DF-S2.0 4.2 The iCER Back-Pressure Valve (BPV) Bellows, to separate the engine from the piping system Shut-Off Valve (SOV) Exhaust gas collector Bellow, to compensate the thermal Flow Regulating Valve (FRV) expansion (with shut off function) (amount and positions according...

  • Page 85: The Icer Description

    4 Ancillary Systems X62DF-S2.0 4.2 The iCER 4.2.1 The iCER description The iCER system redirects part of the exhaust gas after the turbocharger. The ex- haust gas temperature is then lowered by the Exhaust Gas Cooler (EGC), before passing through the turbocharger again at the compressor inlet. Finally, the ex- haust gas passes through the scavenge air receiver (via the inlet).

  • Page 86: Turbocharger

    4 Ancillary Systems X62DF-S2.0 4.2 The iCER The iCER system is positioned next to the main engine. It recirculates part of the exhaust gas after the turbine (along a low-pressure path) through the EGC and back to the compressor inlet. The exhaust gas and the fresh air are mixed before entering the turbocharger at the compressor inlet.

  • Page 87: Heat Recovery (Economiser)

    4 Ancillary Systems X62DF-S2.0 4.2 The iCER 4.2.2 Heat recovery (economiser) An additional economiser can be placed upstream of the EGC, therefore en- suring the necessary steam production. By adding this additional economiser, the thermal energy from the exhaust gas can be utilised. The economiser can be installed directly to the steam line.

  • Page 88: Cooling Water System

    4.3 Cooling water system Cooling water system The latest version of the Marine Installation Drawing Set relevant for the cooling water system (DG 9721) is provided on the WinGD webpage under the following link: MIDS The main engine high-temperature (HT) and low-temperature (LT) cooling cir-...

  • Page 89: Low-Temperature Circuit

    4 Ancillary Systems X62DF-S2.0 4.3 Cooling water system 4.3.1 Low-temperature circuit The LT cooling water circuit for the main engine provides cooling for the SAC, the LO cooler and the MDO/MGO cooler. For the main engine SAC, the automatic temperature control valve must be set to...

  • Page 90: Arrangement 3

    Arrangement 1 To maintain the required SAC inlet temperature, the automatic temperature con- trol valve of the central freshwater cooling system is set to 25 °C (WinGD speci- fication). In this arrangement, the ancillary plant and other cooler temperatures are controlled and maintained by this single temperature set-point.
  • Page 91 This includes: • Circuit 1: The ME SAC is cooled with freshwater with a temperature set-point of 25 °C (WinGD specification). With this arrangement, only the ME SAC re- quires maximum design seawater flow for cooling. • Circuit 2: All other ME and ancillary plant coolers are cooled with freshwater with a set-point customised by the shipyard or ship designer.

  • Page 92: Low-Temperature Circuit Components

    4 Ancillary Systems X62DF-S2.0 4.3 Cooling water system Low-temperature circuit components The seawater circulating pump delivers seawater from the high and low sea Seawater circulating pump chests to the central seawater cooler. Pump type Centrifugal Capacity According to GTD: The seawater flow capacity covers the...

  • Page 93: High-Temperature Circuit

    As stated above, the automatic temperature control valve for the cooling water to temperature control valve the SAC must be set to 25 °C (WinGD specification). Temperature control of other ancillary plant is to be determined by the shipyard. Valve type...

  • Page 94: High-Temperature Circuit Components

    4 Ancillary Systems X62DF-S2.0 4.3 Cooling water system Main Engine HT Pumps Pre-heater pump (optional) Pre-heater for ME HT Cooler (HTC) Automatic temp. control valve Throttling disc Freshwater generator HT Circuit buffer unit Buffer unit supply pump 10 CW feed & drain tank...
  • Page 95 4.3 Cooling water system To supply the cooling water system with the desired static pressure and compen- sate for the cooling water volume change during engine operation, WinGD pro- poses two possible solutions, namely installing either an expansion tank or a buffer unit.
  • Page 96 4 Ancillary Systems X62DF-S2.0 4.3 Cooling water system Buffer unit supply pump The buffer unit supply pump compensates for losses in the CCW system. This pump is automatically controlled by the water level in the buffer unit. It is also advisable to monitor the running period of the supply pump. Moni- toring of the pump running period will warn when the running period exceeds a pre-set value, indicating unusual water losses in the system.

  • Page 97: Pre-Heating

    4 Ancillary Systems X62DF-S2.0 4.3 Cooling water system 4.3.3 Pre-heating To prevent corrosive liner wear when not in service or during short stays in port, it is important that the ME is kept warm. Warming-through can be provided by a dedicated heater, using boiler raised steam or hot water from the diesel auxilia- ries, or by direct circulation from the diesel auxiliaries.

  • Page 98: Freshwater Generator

    The latest version of the Concept Guidance for freshwater generator installation (DG 9721) is provided on the WinGD webpage under the following link: Freshwater generator installation Marine Installation Manual...

  • Page 99: Cooling Water Treatment

    Nitrites attack the zinc lining of galvanised piping and create sludge. For further information about permissible cooling water additives please refer to the document Cooling water and additives, which is provided on the WinGD webpage under the following link: Cooling water and additives...

  • Page 100: General Recommendations For The Cooling Water System Design

    4 Ancillary Systems X62DF-S2.0 4.3 Cooling water system 4.3.6 General recommendations for the cooling water system design • The number of valves in the system must be kept to a minimum to reduce the risk of incorrect setting. • Valves are to be locked in the set position and labelled to eliminate incorrect handling.

  • Page 101: The Egc Circulation Water System

    The EGC circulation water system is used to cool the recirculated exhaust gas by means of the Exhaust Gas Cooler (EGC) circulation water. In the WinGD doc- umentation, the cooling water of the EGC system is referred to as circulation water.

  • Page 102: Lubricating Oil Systems

    X62DF-S2.0 4.4 Lubricating oil systems Lubricating oil systems The latest version of the Marine Installation Drawing Set relevant for the lubri- cating oil system (DG 9722) is provided on the WinGD webpage under the fol- lowing link: MIDS 4.4.1 Lubricating oil requirements The validated lubricating oils were selected in co-operation with the oil suppliers.

  • Page 103: Main Lubricating Oil System Components

    4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Main lubricating oil system components Positive displacement screw pumps with built-in safety valves, or centrifugal Lubricating oil pump pumps (for pump capacities refer to GTD): Type: Positive displacement The flow rate is to be within a tolerance of 0 to + 10 % of...
  • Page 104 4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Full-flow filter The drain from the filter is to be sized and fitted to allow free flow into the lubri- cating oil drain tank. The output required for the main lubricating oil pump to ‘back-flush’ the filter...

  • Page 105: System Oil

    Flushing the lubricating oil system For flushing of the lubricating oil system refer to the latest version of the relevant Instruction (DG 9722), which is provided on the WinGD webpage under the fol- lowing link: Instruction for flushing - Lubricating oil system 4.4.4...

  • Page 106: Changeover Between Cylinder Lubricating Oils

    The validated additives and oils which can be used for this purpose can be found in the document Lubricants, which is provided on the WinGD webpage under the following link: Lubricants For additional information please contact the oil supplier.
  • Page 107 4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Cyl. #1 Cyl. #2 Cyl. #3 HIGH BN / GRADE 1 LOW BN / GRADE 2 SM-0188 Figure 4-15 The iCAT changeover unit The following installation drawings are for twin-engine installations. The princi- ples of these drawings are also valid for single engine installations.
  • Page 108 4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Manual changeover Alternatively, a manual changeover valve can be applied, if the specified max- imum sulphur content of the fuel exceeds 0.10 % m/m sulphur. This enables se- lection of the preferred cylinder lubricating oil (according to the fuel in use).

  • Page 109: Service Tank And Storage Tank

    4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Single grade cylinder In case the engine is specified for operation on liquid fuel with a sulphur content lubricating oil application of up to 0.10 % m/m sulphur (ultra low sulphur), then it is in any case sufficient to install a single low BN cylinder lubricating oil tank and consequently, no changeover device is required.

  • Page 110: Heating Cable Specification

    Spiral wrap pipe heating cable installation SM-0412 Figure 4-19 Trace heating cable arrangement Considering the ME power, LO feed rate and environment condition, WinGD specifies a minimum heating cable length ‘Lc’ as listed in the following table: Table 4-3 Heating cable specification No.

  • Page 111: Maintenance And Treatment Of Lubricating Oil

    4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems 4.4.6 Maintenance and treatment of lubricating oil It is essential that engine lubricating oil is kept as clean as possible. Water and solid contaminants held in suspension are to be removed using centrifugal sep- arators which operate in bypass to the engine lubricating system.

  • Page 112: Drain Tank

    4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems 4.4.7 Drain tank The engine is designed to operate with a dry sump: the oil returns from the bear- ings, flows to the bottom of the crankcase and through strainers into the lubri- cating oil drain tank.
  • Page 113 4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Arrangement of vertical lubricating oil drains Proposal to determine final position in accordance with shipyard Alternatively the oil drains may also be arranged symmetrically on port/fuel pump side. SM-0038 Figure 4-21 Arrangement of vertical lubricating oil drains for 6-cylinder engines...
  • Page 114 4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems NOTE The data in the following tables represent the state of data as of the year 2022 and earlier. To obtain the latest data please contact the rele- vant classification society. Table 4-4...
  • Page 115 4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Table 4-5 Minimum inclination angles for full operability of the engine (2) Classification societies (overview see Appendix, Table 9-1,  9-1) Year of latest update by Class 2021 2020 2021 Main and auxiliary engine Abbreviation 4/1/3/2.2/2.2.1...
  • Page 116 4 Ancillary Systems X62DF-S2.0 4.4 Lubricating oil systems Table 4-6 Minimum inclination angles for full operability of the engine (3) Classification societies (overview see Appendix, Table 9-1,  9-1) RINA Year of latest update by Class 2021 2021 2022 2022...

  • Page 117: Fuel Gas System

    The latest version of the Marine Installation Drawing Set relevant for the fuel gas system (DG 9727) is provided on the WinGD webpage under the following link:...

  • Page 118: Operating Principles

    4.5.2 Operating principles The WinGD X-DF engines are normally installed for dual-fuel operation, where the engine can operate in either gas or diesel mode. The operating mode can be changed while the engine is running, within certain limits, without interruption of power generation.
  • Page 119 4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Compression & Ignition Scavenging gas admission Expansion SM-0112 Figure 4-22 Lean burn with pilot ignition Air to fuel gas ratio SM-0111 Figure 4-23 Lean-burn operation window Marine Installation Manual 2022-03 4-40...

  • Page 120: Gas Specifications

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system 4.5.3 Gas specifications As a dual-fuel engine, the X-DF engine is designed for continuous service in gas or in diesel operating mode. For continuous operation without reduction in rated output, the gas which is used as the main fuel in gas operating mode must fulfil...

  • Page 121: Methane Number Dependent Engine Output

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Methane number dependent engine output The Methane Number (MN) has an influence on the maximum available power output. maximum engine power SM-0036 Figure 4-24 Maximum achievable power Methane number calculation An application provided by the European Association of Internal Combustion Engine Manufacturers (EUROMOT) allows calculating the methane number of natural gas mixtures.

  • Page 122: Fuel Gas Supply System

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system 4.5.4 Fuel gas supply system Fuel gas can typically be stored as LNG at atmospheric pressure, or be pressur- ised. The design of the external Fuel Gas Supply System (FGSS) may vary, how- ever it should provide natural gas with the correct temperature and pressure to the engine.

  • Page 123: Section View Of A Free-Standing Type A Tank

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Free-standing – As specified by the IGC Codes, the Type A tank must have a second barrier to Type A tank withhold leaks. Often the ship hull is used as this second layer, so to maximise volume efficiency, the tank is designed in a prismatic shape to best fit inside the vessels hull.
  • Page 124 4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Free-standing – Type C tanks are designed using conventional pressure vessel codes for pressure Type C tank ranges above 2 bar(g). The most common shapes for this type of tank are cylin-...

  • Page 125: Supplying Fuel Gas

    LNG is forced to evaporate by an external heat source, the resulting gas is re- ferred to as Forced Boil-Off Gas (FBOG). For WinGD’s low-pressure X-DF en- gines this is at a maximum pressure of 16 bar (g). The fuel gas produced from the vaporiser can also feed the gensets by passing through a pressure reduction valve to match the required pressure.

  • Page 126: Pressurised Type C Tank Solution With Nbog Handling By The

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Pressurised FGSS If an LNG tank is designed to withstand pressure (along with the FGSS), then generally the system will be less complex than a system with a non-pressurised tank (along with the FGSS). The system will be less complex since the NBOG management will not be as demanding as for the other non-pressurised systems.

  • Page 127: Pressurised Type C Tank Solution With Nbog Handling By The

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Pressurised Type C tank solution Emergency pressure release with NBOG handling by From the bunkering station the gensets and the main engine Low-pressure vaporiser Up to 16 bar(g) Type C tank X-DF...

  • Page 128: Re-Liquefaction Process

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Re-liquefaction process An on-board re-liquefaction system recovers excess NBOG in the FGSS and re- turns it to the cargo tanks. This re-liquefaction process reduces the pressure in the system without having to dispose the fuel gas through the GCU, which is also known as NBOG flaring.
  • Page 129 4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Sub-cooler Refrigerator Ship hull Fixtures Fuel tank Insulation wall Cryogenic submerged pump SM-0745 Figure 4-33 An LNG sub-cooler within an integrated tank The advantages of this approach are that it is a much simpler system setup re- quiring usually a smaller plant size.

  • Page 130: Fuel Gas Supply Pressure

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system 4.5.5 Fuel gas supply pressure Layout of the The engine and the FGSS are laid out such that unrestricted engine power output fuel gas supply system is ensured for all gas qualities down to a lower heating value of 28 MJ/Nm .

  • Page 131: Design Fuel Gas Supply Pressure Requirements

    Rating on R2 ... R4 line Minimum gas pressure [bar(g)] SM-0739 Figure 4-34 Design fuel gas supply pressure requirements Rating-specific information is available from WinGD’s engine layout applica- tion GTD. Case 1 — Example of fuel Assumptions: gas supply pressure •...
  • Page 132 This would result in compressor operation of a lower efficiency. • WinGD recommends selecting an LHV of 32 MJ/Nm for normal condi- tion. Even if designed for this LHV, the engine can still operate with high output if the fuel gas is supplied with an LHV of 28 MJ/Nm (e.g.

  • Page 133: Fuel Gas Supply Pressure Control At The Engine Inlet

    X62DF-S2.0 4.5 Fuel gas system Advantage of variable WinGD recommends energy-saving variable fuel gas supply pressure to the fuel gas supply pressure iGPR or the GVU inlet. If the fuel gas is supplied by means of a compressor, the savings can be significant, while for supply by means of an LNG pump, the sav- ings are minor.

  • Page 134: Fuel Gas Supply Pressure Control At The Gvu Inlet

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system set-point offset Fuel Gas Propulsion Supply System Control System (FGSS) (PCS) set-point Engine Control System (ECS) - Set-point of the fuel gas supply pressure at the GVU inlet set-point - Fuel gas supply pressure offset to compensate for:...

  • Page 135: On-Engine Integrated Gas Pressure Regulation Unit

    On-engine integrated gas pressure regulation unit The X-DF engine requires precise regulation of gas pressure with a timely re- sponse to changing load conditions. WinGD has developed the Integrated Gas Pressure Regulation (iGPR) unit, which encompasses all performance and safety...
  • Page 136 4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system The iGPR consists of the following main components: Fuel gas pressure The fuel gas feed pressure to the engine must be adjusted within a narrow, regulating valve load-dependent pressure range. This adjustment will ensure that the fuel gas pressure in the engine’s common-rail piping fits to the load command.

  • Page 137: Off-Engine Gas Valve Unit

    GVU performs a gas leakage test before the engine starts operating on fuel gas. WinGD supports two different types of gas valve units: The GVU without housing, e.g. GVU-OD™ (open design) from Wärtsilä (see GVU without housing Figure 4-39), must be installed in an explosion-proof GVU room.
  • Page 138 4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system from fuel gas supply system Forced engine room ventilation Engine room: gas safe area Double-wall fuel gas pipe Gas venting pipe GVU enclosure Annular pipe / GVU enclosure venting Gas detector Piston underside gas detection...

  • Page 139: Fuel Gas Venting

    All fuel gas piping on the engine is of the double-wall type. The annular space in the double-wall piping is ventilated by suction pressure, as created by a ventila- tion fan. WinGD recommends having the ventilation fan installed in a safe loca- tion outside of the engine room. Differing layouts (for installation within the engine room) can also be considered, given prior acceptance from the responsible flag state and or the classification society.

  • Page 140: Purging By Inert Gas

    GVU. The fuel gas piping system must be depressurised and any remaining fuel gas must be removed by an inert gas (e.g. nitrogen). For this purpose, the piping of the WinGD main engine and the iGPR or the GVU are equipped with inert gas connections.

  • Page 141: Purity Of Inert Gas (Engines With Igpr)

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system Purging gas properties For purging, WinGD requires an inert gas (typically nitrogen) with the following properties: Table 4-8 Purity of inert gas (engines with iGPR) Requirement Property Value IGF requirements Content of mixture out of N...
  • Page 142 4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system The design principles of an inert gas release valve are similar to that of a safety valve. The valve opening section is designed based on the desired flow velocity and the pressure differential before and after the valve. The valve supplier must...

  • Page 143: Fuel Gas Leak Test

    4 Ancillary Systems X62DF-S2.0 4.5 Fuel gas system 4.5.10 Fuel gas leak test After first-time system assembly or maintenance work on the fuel gas piping, a leak test of the fuel gas pipe on the engine side and plant side is required to ensure that the fuel gas pipe is tight and that the components in the gas piping are working properly.

  • Page 144: Pilot Fuel Oil System

    Relevant installation information for the pilot fuel system is included in the fuel oil system Marine Installation Drawing Set (DG 9723), which is provided on the WinGD webpage under the following link: MIDS The requirements for flushing the pilot fuel oil system and for the treatment of...
  • Page 145 Pilot injection valves and pre-chambers are electronically controlled by the WinGD Engine Control System, which al- lows exact timing and duration of the injection. To have the best ignition and combustion stability, the pilot injection valves are combined with pre-chambers.

  • Page 146: Specification Of The Pilot Fuel Oil Filter On The System Side

    4 Ancillary Systems X62DF-S2.0 4.6 Pilot fuel oil system A 10 m filter is provided in the engine’s pilot fuel unit. Pilot fuel oil filter On the system side, a 10 m (absolute sphere passing mesh size) duplex filter as...

  • Page 147: Fuel Oil System

    X62DF-S2.0 4.7 Fuel oil system Fuel oil system The latest version of the Marine Installation Drawing Set relevant for the fuel oil system (DG 9723) is provided on the WinGD webpage under the following link: MIDS Figure 4-45 shows the installation principle for maximum fuel flexibility.

  • Page 148: Feed Pump - Low-Pressure Fuel Oil

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system Feed pump — Low-pressure fuel oil Type Positive displacement screw pump with built-in safety valve Capacity According to GTD: The capacity is to be within a tolerance of 0 to + 20 % of the GTD value, plus back-flushing flow of automatic self- cleaning filter, if such filter is installed.

  • Page 149: Pressure Regulating Valve

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system Pressure regulating valve The pressure regulating valve returns the excess fuel oil that is not required by the main engine, recirculating more when the engine is at lower power. To avoid heating-up of the fuel by recirculation, the return pipe is designed with cooling ribs.

  • Page 150: Mixing Unit

    For changing over between heavy fuel oil and marine diesel oil (MDO/MGO) and vice versa, as well as for operation on distillate fuel, refer to the separate Concept Guidance (DG 9723), which is provided on the WinGD webpage under the following link:...

  • Page 151: Booster Pump - High-Pressure Fuel Oil

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system Booster pump — High-pressure fuel oil The fuel oil booster pump delivers the fuel to the engine via a fuel oil end-heater for HFO operation. Type Positive displacement screw pump with built-in safety valve...

  • Page 152: Viscometer

    A chiller unit (cooling from refrigeration) is not required if the fuel properties are in line with the latest ISO 8217:2017 specification. Such a unit would only be needed for off-spec fuels that are not supported by WinGD. Type Tubular or plate type heat exchanger, suitable for diesel oils...

  • Page 153: Fuel Oil Filters - Arrangement 'A

    (from 60 % to 90 % approximately). Because of the complication this vari- ation can cause, the nominal grade for filtration is not used in the following. NOTE WinGD provides all filter mesh sizes in absolute (abs.) values. Arrangement ‘A’ of fuel oil filters (see Figure 4-48, ...

  • Page 154: Fuel Oil Filter Arrangement 'A

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system Option 1 & Option 2: Only 1 automatic self-cleaning filter to be installed: either before the HFO/LSHFO piping HFO/LSHFO MDO/MGO engine inlet (hot side), or after the MDO/MGO piping low-pressure feed pump...

  • Page 155: Specification Of Automatic Self-Cleaning Filter In Feed System

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system The 10 m abs. filter can be installed in two different locations: Option 1 Filter installation in the feed system: In this position the maximum 10 m abs. filter can be designed for a lower flow rate compared to the installation in the booster system.

  • Page 156: Specification Of Automatic Self-Cleaning Filter In Booster System

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system Option 2 Filter installation in the booster circuit: The maximum 10 m abs. filter is installed in the booster circuit close to engine inlet. The filter needs to be laid out for a maximum working temperature of 150 °C.

  • Page 157: Specification Of Duplex Filter In Booster System

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system Duplex filter The second filter in Arrangement ‘A’ is a duplex filter of recommended max- imum 25 m abs. A coarser filter is also acceptable. The duplex filter is of manual cleaning type and is installed in the booster system close to engine inlet. This filter type is sufficient as most particles are already removed by the 10 m filter as...

  • Page 158: Fuel Oil Filter - Arrangement 'B

    Arrangement ‘B’ does not include secondary duplex filtration. It lacks the indi- cation of overall performance of the fuel oil treatment system and gives no indi- cation when the automatic self-cleaning filter fails. NOTE WinGD recommends Arrangement ‘A’, as this is a best practice solu- tion. Marine Installation Manual 2022-03...

  • Page 159: Fuel Oil System With Only Mdo/Mgo Or Mgo

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system 4.7.2 Fuel oil system with only MDO/MGO or MGO If the main engine is designed for only MDO/MGO or MGO fuel oil, the system may be simplified in comparison to the conventional system specified in section 4.7.1, ...

  • Page 160: Fuel Oil Feed Pump

    Flushing the fuel oil system For flushing of the fuel oil system refer to the latest version of the relevant In- struction (DG 9723), which is provided on the WinGD webpage under the fol- lowing link: Instruction for flushing - Fuel oil system...

  • Page 161: Fuel Oil Treatment

    4.7.4 Fuel oil treatment The latest version of the Concept Guidance for fuel oil treatment (DG 9723) is provided on the WinGD webpage under the following link: Fuel oil treatment Settling tanks Gravitational settling of water and sediment from modern heavy fuel oils is an extremely slow process due to the small difference in densities.
  • Page 162 4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system Separators without These separators are self-adjusting to the fuel properties and self-cleaning. Sep- gravity discs arators without gravity discs operate as combined purifiers-clarifiers; thus water and sediment separation is integrated in one unit. The manufacturers claim ex- tended periods between overhaul.

  • Page 163: Pressurised Fuel Oil System

    A best-practice automatic control of diesel oil cooler activation 4.7.6 Fuel oil specification The validated fuel oil qualities are published in the document Diesel engine fuels provided on the WinGD webpage under the following link: Fuel qualities Marine Installation Manual 2022-03...

  • Page 164: Fuel Oil Viscosity-Temperature Dependency

    4 Ancillary Systems X62DF-S2.0 4.7 Fuel oil system 4.7.7 Fuel oil viscosity-temperature dependency The fuel oil viscosity depends on its temperature. This dependency is shown as graph in Figure 4-51. 150 160 400 000 100 000 400 000 200 000...

  • Page 165: Air Supply System

    4.8 Air supply system Air supply system The latest version of the Marine Installation Drawing Set relevant for the air supply system (DG 9725) is provided on the WinGD webpage under the fol- lowing link: MIDS Compressed air is required for engine starting and control, exhaust valve air springs, the washing plant for the scavenge air cooler(s), and general services.

  • Page 166: Capacities Of Air Compressor And Receiver

    4 Ancillary Systems X62DF-S2.0 4.8 Air supply system 4.8.1 Capacities of air compressor and receiver The capacity of the air compressor and receiver depends on the total inertia (J of the propulsion system’s rotating parts. • Total inertia = engine inertia + shafting and propeller inertia •...

  • Page 167: Control Air

    4 Ancillary Systems X62DF-S2.0 4.8 Air supply system 4.8.3 Control air Control air supply system Control air is supplied from the board instrument air supply system (see Figure 4-52,  4-86) providing air at 8 bar gauge pressure (within a range of 7.0-9.0 bar).

  • Page 168: Leakage Collection System And Washing Devices

    4.9 Leakage collection system and washing devices Leakage collection system and washing devices The latest version of the Marine Installation Drawing Set relevant for the leakage collection and washing system (DG 9724) is provided on the WinGD webpage under the following link: MIDS 4.9.1...
  • Page 169 A design proposal for the WinGD sludge oil trap is provided in Figure 4-53, 4-91. The specific design dimensions for the sludge oil trap are provided in the ...

  • Page 170: Solution 2: A Manually Bottom-Drained Sludge Oil Trap

    Figure 4-53 Design proposal of WinGD’s sludge oil trap Operation of the For monitoring the operation of the sludge oil trap, WinGD recommends sludge oil trap checking the solids level in the sludge oil trap. The solids level can be assessed by opening the ‘Test valve A’...

  • Page 171: Design Proposal Of A Manually Bottom-Drained Sludge Oil Trap

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices The piston underside drain is collected in the sludge oil trap. The flow is ensured by venting some air at the top of the sludge oil trap and through an orifice (5 to 10 mm inner diameter) to the atmosphere.

  • Page 172: Solution 3: An Automatically Bottom-Drained Sludge Oil Trap

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices Solution 3: An automatically bottom-drained sludge oil trap For the automatic bottom-drain solution, there is no continuous drain to the Solution 3 description sludge oil tank. The advantage of this solution is that it provides fully automatic operation of the bottom drain without manual crew operation.

  • Page 173: Design Proposal Of An Automatically Bottom-Drained Sludge Oil Trap

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices Sight glass Orifice 5 - 10 mm Sludge oil drain Level Switch, High from piston underside (LSH) Pressure gauge Heating media outlet Thermometer Heating media inlet to the internal...

  • Page 174: Draining Of Exhaust Uptakes

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices 4.9.2 Draining of exhaust uptakes Engine exhaust uptakes can be drained automatically using a system as shown in Figure 4-56. Sectional detail for view A Ø108 x 5 Filling funnel...

  • Page 175: The Icer Drainage System

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices 4.9.4 The iCER drainage system During operation of the iCER system, water condensation is generated by the cooling of the exhaust gas in the iCER system. This specifically occurs during gas mode operation and under most conditions of diesel Tier III mode operation.

  • Page 176: Arrangement Of The Icer Drainage System For Installations Which Include Icer Diesel Tier Iii Mode Operation

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices Fresh water refill Water treatment unit (with coagulant dosing, if required) pH-neutra- lisation dosing Overboard circulation unit water tank from SAC drain during with manual override drain iCER operation...

  • Page 177: The Icer Drainage System For Installations With Gas And Diesel

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices If the oil-in-water content in the EGC drain tank exceeds 15 ppm, oil removal by means of a water treatment unit is then required. Otherwise, if the oil-in-water content of the water in the EGC drain tank does not exceed 15 ppm and the vessel is operating outside an area of restricted overboard discharge, the water can then be directly pumped overboard.

  • Page 178: The Icer Drainage System With Two Separate Water Treatment Units

    4 Ancillary Systems X62DF-S2.0 4.9 Leakage collection system and washing devices Overboard Water Water NaOH treatment treatment unit unit Fresh water refill with manual override Overboard from SAC drain during iCER operation 1 EGC circulation water cooler 2 EGC circulation water pumps...
  • Page 179 The latest version of the Marine Installation Drawing Set relevant for the drainage collection from the iCER system can be found in the MIDS cooling water system drawings (DG 9721), which is provided on the WinGD webpage under the following link: MIDS The MIDS provides a guide for sizing the water drain tank.

  • Page 180: Exhaust Gas System

    4.10 Exhaust gas system 4.10 Exhaust gas system The drawings relevant for the exhaust system (DG 9726) are provided on the WinGD webpage under the following link: MIDS An explosion relief device examined and certified by the maker, with flameless Explosion relief devices pressure relief, must be selected and installed within the exhaust system in ac- cordance with class requirements.

  • Page 181: The Icer Exhaust Gas System

    4 Ancillary Systems X62DF-S2.0 4.10 Exhaust gas system The iCER exhaust gas system The iCER is designed to recirculate approximately 50 % of the exhaust gas during gas mode operation and a reduced amount during diesel Tier III mode op- eration.
  • Page 182 (DG 9726) which are provided on the WinGD webpage under the following link: MIDS Exhaust gas pressure and temperature values are available from WinGD’s en- gine layout application GTD. Pressure losses The exhaust gas system design must consider many components. It is therefore important that the shipyard coordinates with the engine builder and the ap- proved iCER supplier.

  • Page 183: Example Of An Exhaust Gas Piping Arrangement With One

    4 Ancillary Systems X62DF-S2.0 4.10 Exhaust gas system SM-0670 Figure 4-63 Example of an exhaust gas piping arrangement with one turbocharger SM-0856 Figure 4-64 Example of an exhaust gas piping arrangement with two turbochargers For additional details on the installation of the iCER system, see the...

  • Page 184: Engine Room Ventilation

    These values consider the ISO 8861 standard, however, in some circumstances the results are different from the standard calculations. In these cases, WinGD has provided the specific engine values and these should be considered before ISO 8861. It should be noted that the engine requires less combustion air when not running at full load.

  • Page 185: Ventilation Arrangement

    4 Ancillary Systems X62DF-S2.0 4.11 Engine room ventilation 4.11.2 Ventilation arrangement It is important to follow the best practice methods for supplying the combustion air for main engine as described in this section. However, the final layout of the engine room ventilation is at the discretion of the shipyard.

  • Page 186: Ventilation System Arrangement 1 - Engine Room Ventilation

    This can reduce the effort required for scavenge air cooler cleaning. NOTE WinGD recommends selecting the optional secondary filter to further assist with removing fine particles and oil mist that may be present in the engine room.

  • Page 187: Ventilation System Arrangement 2 - Direct Engine Ventilation

    4 Ancillary Systems X62DF-S2.0 4.11 Engine room ventilation Arrangement 2 — Direct engine ventilation system In this arrangement, the ventilation outlets are coupled with the turbocharger in- Layout lets. As the turbochargers directly receive all the outside ambient air drawn via the ventilation system, there is little chance for the temperature to increase.

  • Page 188: Air Intake Quality

    , there is a risk of increased wear to the piston rings and cylinder liners. NOTE WinGD advises to install a filtration unit on vessels regularly trans- porting dust creating cargoes, or trading in areas of atmospheric dust. Table 4-16 Guidance for air filtration...
  • Page 189 4 Ancillary Systems X62DF-S2.0 4.11 Engine room ventilation Filter surface 8X62DF-S2.0: MCR = 16.88 MW 9 10 14 16 18 20 Engine power [MW] SM-0804 Figure 4-67 Air filter size (example for 8-cyl. engine) Marine Installation Manual 2022-03 4-110...

  • Page 190: Outside Ambient Air Temperature

    3-5), the engine does not require any special meas- ures (i.e. no separate scavenge air heater is required). To operate below 5 °C or above 45 °C, please contact WinGD. NOTE No special measures are required for engine operation within the normal temperature range of 5 to 45 °C.

  • Page 191: Piping

    4.12.2 Fluid velocities and flow rates For the different media in piping, WinGD provides recommended fluid veloci- ties and flow rates as stated in the document ‘Fluid Velocities and Flow Rates’ (DG9730). The pump delivery head proposals provided by the are based on system layouts which follow these recommended values.

  • Page 192: Pto, Pti, Pth And Primary Generator Applications

    4.13 PTO, PTI, PTH and primary generator applications WinGD proposes various Power Take-Off (PTO) and Power Take-In (PTI) ar- rangements that improve the efficiency and usability of the vessel’s propulsion chain. Some of the proposals are even suitable as Power Take-Home (PTH) de- vices, which enable the vessel to immobilise the main engine while remaining ca- pable of moving.

  • Page 193: Arrangements For Pto, Pti, Pth

    4 Ancillary Systems X62DF-S2.0 4.13 PTO, PTI, PTH and primary generator applications [10] [11] [12] [13] [14] [15] [16] 2-speed Torsional Gear Tunnel Clutch gear box 1 tunnel gear box coupling Torsional/ bending Generator Frequency converter Clutch, grey:depending on Machine...

  • Page 194: Application Constraints

    The following table itemises the arrangements corresponding to the numbers in Figure 4-68,  4-114. Table 4-17 PTO / PTI / PTH arrangements for the WinGD X62DF-S2.0 [10] [11] [12] [13] [14] [15] [16] ‘X’ means that the arrangement is possible for the WinGD X62DF-S2.0 engine.
  • Page 195 Impact on ECS The PTO / PTI / PTH application has to be analysed via the licensee with the Propulsion Control System supplier and with WinGD for the Engine Control System. Shaft alignment study The added components can have an influence on the alignment layout.

  • Page 196: Service Conditions

    4 Ancillary Systems X62DF-S2.0 4.13 PTO, PTI, PTH and primary generator applications 4.13.4 Service conditions The service condition depends on the selected PTO/PTI/PTH option. De- pending on engine type there are one or several cases, which are illustrated below. Operation area...
  • Page 197 4 Ancillary Systems X62DF-S2.0 4.13 PTO, PTI, PTH and primary generator applications power power curve 100% Valid for CPP with a frequency converter. Applicable to options: 2, 6, 8, 10, 12, 14 speed 100% prohibited operation area operation area SM-0202...
  • Page 198 4 Ancillary Systems X62DF-S2.0 4.13 PTO, PTI, PTH and primary generator applications power power curve 100% Valid for CPP without a frequency converter in combination with a two- speed tunnel gear. Applicable to options: 3, 4 speed 100% prohibited operation area...

  • Page 199: Engine Automation

    SM-0678 Figure 5-1 Engine automation architecture DENIS WinGD’s standard electrical interface is DENIS, which is in line with approved propulsion control systems. DENIS The Diesel Engine CoNtrol and optImising Specification (DENIS) interface contains specifications for the engine management of all WinGD two-stroke marine diesel engines.

  • Page 200: Denis Concept

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

  • Page 201: Denis Specification

    The intellectual property rights of this specification remain with WinGD. Hence the document is licensed only to the partner companies of WinGD developing propulsion control systems. These companies offer systems which are built ex- actly according to the engine designer’s specifications and are finally tested and approved by WinGD.

  • Page 202: Propulsion Control Systems

    The safety and the telegraph systems work independently and are fully operative even with the RCS out of order. Approved remote WinGD has an agreement with the marine automation suppliers listed in Table control system suppliers concerning development, production, sale and servicing of the RCS and the safety system.
  • Page 203 5 Engine Automation X62DF-S2.0 5.4 Propulsion control systems Remote Control System Bridge Bridge wing (option) Bridge wing (option) Control room Remote Control & Safety Control Ship Alarm System Engine room Engine Control System Local panel SM-0282 Figure 5-3 Remote control system The electronic modules are in most cases built to be placed either inside the ECR console, or in a separate cabinet to be located in the ECR.

  • Page 204: Functions Of The Propulsion Control System

    5 Engine Automation X62DF-S2.0 5.4 Propulsion control systems 5.4.1 Functions of the propulsion control system Remote control system • Main functions Start, stop, reversing • Speed setting • Automatic speed program • The RCS is delivered with control panels for local, ECR and bridge control, Indications including all necessary order input elements and indications, e.g.

  • Page 205: Options

    5 Engine Automation X62DF-S2.0 5.4 Propulsion control systems Options • Bridge wing control • Command recorder FULL HALF SLOW DEAD SLOW STOP DEAD SLOW SLOW HALF FULL SM-0099 Figure 5-4 Propulsion control Marine Installation Manual 2022-03...

  • Page 206: Recommended Manoeuvring Characteristics

    5 Engine Automation X62DF-S2.0 5.4 Propulsion control systems 5.4.2 Recommended manoeuvring characteristics The vessel speed is adjusted by the engine telegraph. Manoeuvring, e.g. for leaving a port, is available from full astern to full ahead. For regular full sea op- eration, the engine power can be further increased up to 100 % CMCR power.

  • Page 207: Recommended Manoeuvring Steps And Warm-Up Times For Fpp

    5 Engine Automation X62DF-S2.0 5.4 Propulsion control systems FPP manoeuvring steps The recommended manoeuvring steps and warm-up times for engine speed in- and warm-up times crease are indicated in Table 5-2. The engine speed-up/down program is included in the ECS.

  • Page 208: Recommended Manoeuvring Steps And Warm-Up Times For Cpp

    5 Engine Automation X62DF-S2.0 5.4 Propulsion control systems CPP manoeuvring steps The recommended manoeuvring steps and warm-up times for engine power in- and warm-up times crease are shown in Table 5-3. The shipyard needs to include the engine power- up/down program in the PCS.

  • Page 209: Alarm And Monitoring System

    Flex system parameters such as fuel pressure, servo oil pressure, etc. º Flex system alarms provided by the ECS • WinGD provides Modbus lists specifying the display values and alarm con- ditions as part of the DENIS specification. Marine Installation Manual 2022-03...

  • Page 210: Alarm Sensors And Safety Functions

    This includes the alarm function and alarm level with corresponding setting and response time. The document Usual values and safeguard settings for the WinGD X62DF-S2.0 can be found under the following link: Usual values and safeguard settings Please note that the signalling time delays given in this document are maximum values.

  • Page 211: Wingd Integrated Digital Expert (Wide)

    Data collected by WiDE is sent via a secure encrypted communication channel to the WinGD server. The data is made available on two dedicated web portals (eVesselTracker, WiDE online) accessible by a protected user account. WinGD experts review engine data when required, as a first step of remote operation sup- port.

  • Page 212: Engine Diagnostic Module

    This provides an ongoing performance assessment by measuring deviations between the digital twin and the real engine. • An algorithm rule set, which is based on WinGD’s expert knowledge, is used to monitor, analyse and diagnose the health of engine components •...

  • Page 213: The Wide Installation Process

    5 Engine Automation X62DF-S2.0 5.7 WinGD Integrated Digital Expert (WiDE) 5.7.3 The WiDE installation process Figure 5-9 shows the installation steps of WiDE. The WiDE computer is installed before the shop test as the data it collects provides the information required for the engine’s digital twin.

  • Page 214: Engine Dynamics

    These must be considered throughout the design process of the vessel to avoid adverse impact on the vessel. In the document External forces and moments WinGD provides a complete list of the external forces and moments for each engine type. The latest version of...

  • Page 215: External Mass Forces And Moments

    6 Engine Dynamics X62DF-S2.0 6.1 External mass forces and moments External mass forces and moments The external mass forces and moments are the resulting forces and moments pro- duced by reciprocating and rotating masses of the running gear (i.e. the engine's main oscillating masses) that are transmitted to the surrounding vessel via the foundation.

  • Page 216: Countermeasures For Second Order Vertical Mass Moments

    In cases where the investigation reveals a pos- sible problem, WinGD recommends to consider the installation of one of the fol- lowing countermeasures, designed to reduce the effects of second order vertical mass moments to acceptable values.

  • Page 217: Electrically-Driven Compensator (External Compensator)

    6 Engine Dynamics X62DF-S2.0 6.1 External mass forces and moments For the use of only a single iELBA, the mode shapes of the vertical hull girder vi- brations must be considered. If the mode shapes of the vertical hull girder vibra- tions are unknown, the application of only a single iELBA may be ineffective.

  • Page 218: Power Related Unbalance

    6 Engine Dynamics X62DF-S2.0 6.1 External mass forces and moments Power related unbalance The power related unbalance (PRU) values can be used to estimate the risk of un- acceptable levels of hull vibrations caused by external mass moments of first and second order.

  • Page 219: External Lateral Forces And Moments

    6 Engine Dynamics X62DF-S2.0 6.2 External lateral forces and moments External lateral forces and moments The external lateral forces and moments (lateral engine vibrations resulting in ‘rocking’) are generated by the combustion process and to a small extent by the reciprocating masses of the running gear.

  • Page 220: Lateral Vibration Types

    6 Engine Dynamics X62DF-S2.0 6.2 External lateral forces and moments 6.2.1 Lateral vibration types The resulting lateral forces and moments generate two different modes of lateral engine vibration, the H-type and X-type vibration; refer to Figure 6-5. The table of H-type and X-type vibration values is also provided in the link...

  • Page 221: Reduction Of Lateral Vibration

    If lateral stays are required, WinGD requests installation of hydraulic type stays. These are available from third-party suppliers. In addition, if hydraulic type stays are installed, as requested by WinGD, then a damping effect is provided by these stays. Marine Installation Manual...

  • Page 222: General Arrangement Of Hydraulic Type Stays For One-Side

    6 Engine Dynamics X62DF-S2.0 6.2 External lateral forces and moments Such hydraulic type stays can be either for both-side or one-side installation: • Hydraulic type stays for one-side installation have two oil chambers (one on each side of the piston) and provide in this regard a ‘damping effect’ in both directions.

  • Page 223: Determining The Minimum Number Of Required Lateral Stays

    This dynamic finite ele- ment investigation must be executed by the shipyard or a design institute. WinGD does not have these ship hull properties available to perform this exten- sive investigation.

  • Page 224: Twin-Engine Installations With Two Standard Engines

    Figure 6-11,  6-12, Figure 6-12,  6-12, and Figure 6-13,  6-13, WinGD recommends a specific number of lateral hydraulic type stays for instal- lation on: • The engine’s exhaust side or • The engine’s fuel side or •...

  • Page 225: Engine Stays Arrangement On The Exhaust Side

    6 Engine Dynamics X62DF-S2.0 6.2 External lateral forces and moments No. of Available attachment points on the Recommended cyl. platform of the engine’s exhaust side number of stays Recommended: 2 Optional: Recommended: 2 Optional: Recommended: 2* Optional: * Usually no stays are required for 7 cyl.

  • Page 226: Electrically-Driven Compensator

    6 Engine Dynamics X62DF-S2.0 6.2 External lateral forces and moments No. of Available attachment points on the Recommended cyl. platform of the engine’s fuel side & exhaust side number of stays Recommended: 4 Optional: Recommended: 4 Optional: Recommended: 4* Optional: * Usually no stays are required for 7 cyl.

  • Page 227: Longitudinal Vibration (Pitching)

    WinGD design or alternatively, hy- draulic type stays from third-party suppliers. Friction type stays can be installed according to WinGD design, on either the en- Friction type stays gine’s free end or driving end side. The layout of WinGD friction type stays, which is linked to the ‘Engine stays’...
  • Page 228 For the assembly of friction type stays, please see the latest version of the WinGD Assembly Instructions for WinGD friction type stays (DG 9715), which is provided on the WinGD webpage under the following link: Assembly instruction - Friction type stays The layout of friction type stays are as shown in the drawing ‘Engine stays’...

  • Page 229: Torsional Vibration

    6 Engine Dynamics X62DF-S2.0 6.4 Torsional vibration Torsional vibration Torsional vibrations are generated by gas and inertia forces as well as by the ir- regularity of the propeller torque. It does not cause hull vibration (except in very rare cases) and is not perceptible in service, but produces additional dynamic stresses in the shafting system.

  • Page 230: Low-Energy Vibrations

    ±50 %. In case of uncertainty with regards to the oil flow, WinGD recommends in- stalling the main lubricating oil pumps with a higher flow capacity margin. The arrangement of the lubricating oil system (see Figure 4-14, ...

  • Page 231: Pto/Pti Systems Effect On Torsional Vibration

    (e.g. speed reduction, de-clutching of PTO / PTI branch) to be applied automatically, protecting the PTO / PTI components. For additional consideration about PTO / PTI application refer to section 4.13,  4-113, and for support regarding system layout, please contact WinGD. Marine Installation Manual 2022-03 6-18...

  • Page 232: Axial Vibration

    Axial vibration damper To limit the influence of axial excitations and reduce the level of vibration, all present WinGD engines are equipped with an integrated axial vibration damper. In most cases, this lowers the axial vibrations in the crankshaft to acceptable values, meaning no further countermeasures are required.

  • Page 233: Whirling Vibration

    6 Engine Dynamics X62DF-S2.0 6.6 Whirling vibration Whirling vibration Whirling vibrations are generated when the shaft rotates and goes into transverse oscillations. If the shaft is out of balance, the resulting centrifugal forces will in- duce the shaft to vibrate. This vibration is commonly known as whirling vibration, bending vibration or lateral shaft vibration.

  • Page 234: Hull Vibration

    WinGD can provide, on request, a simplified FE engine model to enable the shipyard or design institute to predict the influence of the engine forces and mo- ments on the ship hull.

  • Page 235: Countermeasures For Dynamic Effects

    Where installations incorporate PTO arrangements (see Figure 4-68,  4-114), further investigation is required and WinGD should be contacted. Table 6-1 Countermeasures for external mass moments No. of cyl. Second order compensator...

  • Page 236: Synchro-Phasing System In Twin Engines

    Synchro-Phasing System in twin engines An available countermeasure for vibration reduction in twin engine vessels is WinGD’s Synchro-Phasing System (SPS). By changing the relative phase differ- ence of the two engines operating with the same speed, it is possible to neutralise vibrations of a selected frequency and the resulting resonance on the ship’s hull...

  • Page 237: Components And Control

    Main controller and user interface in ECR terface, where the relative phase difference angle (provided by WinGD vibration experts) can be entered. This enables the system to implement a closed loop con- trol of the set-points, which are a function of the difference between the reference phase angle and current phase angle.

  • Page 238: Operating Modes And Restrictions

    6.8 Countermeasures for dynamic effects NOTE Any phase angle value entered into the user interface must be previ- ously approved by WinGD’s Dynamics experts, as incorrect settings can lead to excessive vibrations. Operating modes and restrictions There are three operating modes: •...

  • Page 239: Order Forms For Vibration Calculation & Simulation

    6.9 Order forms for vibration calculation & simulation Order forms for vibration calculation & simulation WinGD provides additional support services to assist with system dynamics and vibration analysis. All questionnaires and forms can be downloaded from the WinGD webpage under the following link:...

  • Page 240: Engine Emissions

    7 Engine Emissions X62DF-S2.0 7.1 Exhaust gas emissions Engine Emissions In 1973, an agreement on the International Convention for the Prevention of Pollution from Ships (ICPPS) was reached. It was modified in 1978 and is now known as MARPOL 73/78.
  • Page 241 ....= Nitrogen oxides emissions [g/kWh] ... = Engine power [kW] The NO Formula 7-1 is a project-specific value and it is a function of the en- gine type and power. WinGD can provide guidance values for NO emissions upon request. Marine Installation Manual 2022-03...

  • Page 242: Regulation And Calculation Criteria For Nox Emissions

    7 Engine Emissions X62DF-S2.0 7.1 Exhaust gas emissions 7.1.2 Regulation and calculation criteria for SO emissions Regulation 14 of MARPOL Annex VI specifies the limits for SO . Such limits are specifically defined for designated Emission Control Areas (ECA) as well as globally.

  • Page 243: Operation

    EEXI and CII. In the future, CO -equiva- Calculation criteria lent may be included in the CII. However, WinGD already provides CO -equivalent emission data. The total amount of CO emissions (known as -equivalent) is the sum of fuel combustion and methane slip emissions.

  • Page 244: Pm Emissions

    MEPC.308(73). The methane slip is a project-specific value and is a function of the engine type and power. WinGD can provide guidance values for methane slip upon request. The GWP for the CH is a value estimated over a period of 20 or 100 years. For...

  • Page 245: Engine Noise

    7 Engine Emissions X62DF-S2.0 7.2 Engine noise Engine noise As the ship’s crew / passengers must be protected from the effects of machinery space noise, the maximum acceptable noise levels are defined by rules. In gen- eral, for new building projects, the latest IMO Resolution MSC.337 ‘Code of Noise Levels Onboard Ships’...
  • Page 246 7 Engine Emissions X62DF-S2.0 7.2 Engine noise LpA in dB(A) Lp [dB] Airborne sound pressure levels with standard noise reduction 1) 2) Overall Max. overall average single point NR80 NR70 31.5 1) 8X62DF-S2.0 Octave band centre frequency in [Hz] 2) 5X62DF-S2.0...

  • Page 247: Exhaust Noise

    7 Engine Emissions X62DF-S2.0 7.2 Engine noise 7.2.2 Exhaust noise In the engine exhaust gas system, the sound pressure level at funnel top (see Figure 7-6,  7-9) is related to: • Distance of 1 m from edge of exhaust gas pipe opening (uptake) •...

  • Page 248: Sound Pressure Level At Funnel Top Of Exhaust Gas System

    7 Engine Emissions X62DF-S2.0 7.2 Engine noise Overall average Lp [dB] LpA in dB(A) 8X62DF-S2.0 5X62DF-S2.0 8X62DF-S2.0 5X62DF-S2.0 NR60 31.5 Octave band centre frequency in [Hz] SM-0806 Figure 7-6 Sound pressure level at funnel top of exhaust gas system Marine Installation Manual...

  • Page 249: Structure-Borne Noise

    7 Engine Emissions X62DF-S2.0 7.2 Engine noise 7.2.3 Structure-borne noise The vibrational energy is propagated via engine structure, bedplate flanges and engine foundation to the ship’s structure, which starts to vibrate and thus emits noise. The sound pressure levels in the accommodations can be estimated with the aid of standard empirical formulas and the vibration velocity levels.

  • Page 250: Engine Dispatch

    For further details refer to the latest version of the relevant Guideline (DG 0345), which is provided on the WinGD webpage under the following link: Guideline for engine protection Removal of rust preventing oils after transport 8.3.1...

  • Page 251: Appendix

    9 Appendix X62DF-S2.0 9.1 Classification societies Appendix The Appendix gives an overview of the relevant classification societies and lists acronyms mentioned throughout this document in alphabetical order. Tables of SI dimensions and conversion factors can also be found here. Classification societies...

  • Page 252: List Of Acronyms

    9 Appendix X62DF-S2.0 9.2 List of acronyms List of acronyms Table 9-2 List of acronyms Auxiliary Engine DMB, DFB / Diesel oil quality grades as per ISO 8217 DMA, DFA, DMZ, DFZ Alarm Delta Tuning Alarm and Monitoring System Emission Control Area...
  • Page 253 9 Appendix X62DF-S2.0 9.2 List of acronyms IGC (Code) Int. Code of the Construction and Equipment of Methane Number Ships Carrying Liquefied Gases in Bulk (International Gas Carrier (Code)) IGF (Code) International Code of Safety for Ships using National Aerospace Standard...
  • Page 254 X62DF-S2.0 9.2 List of acronyms Seawater Viscosity Index Time Between Overhauls Variable Injection Timing Turbocharger WECS WinGD Engine Control System tEaT Temperature Exhaust gas After Turbocharger Waste Heat Recovery tEbE Temperature Exhaust gas Before Economiser WiCE WinGD Integrated Control Electronics...

  • Page 255: Dimensions For Internal Combustion Engines

    9 Appendix X62DF-S2.0 9.3 SI dimensions for internal combustion engines SI dimensions for internal combustion engines Table 9-3 SI dimensions Symbol Definition SI-Units Other units Acceleration Area , cm , mm BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh) Specific heat capacity...
  • Page 256 9 Appendix X62DF-S2.0 9.3 SI dimensions for internal combustion engines Symbol Definition SI-Units Other units W, E, A, Q Energy, work, quantity of heat J, kJ, MJ, kWh Z, W Section modulus ΔT, ΔΘ, ... Temperature interval K, °C α...

  • Page 257: Approximate Conversion Factors

    9 Appendix X62DF-S2.0 9.4 Approximate conversion factors Approximate conversion factors Table 9-4 Conversion factors 1 in 25.4 mm 1 ft = 12 in 304.8 mm Length 1 yd = 3 feet 914.4 mm 1 statute mile = 1760 yds 1609.3 m...
  • Page 258 9 Appendix X62DF-S2.0 9.4 Approximate conversion factors 1 in 6.45 cm 1 ft 929 cm Area 1 yd 0.836 m 1 acre 4047 m 1 sq mile (of land) = 640 acres 2.59 km Marine Installation Manual 2022-03...
  • Page 259 Winterthur Gas & Diesel in brief Winterthur Gas & Diesel Ltd. (WinGD) is a leading developer of low-speed gas and diesel engines used for propulsion power in merchant shipping. WinGD sets the industry standard for environmental sustainability, reliability, efficiency and safety. WinGD provides designs, training and technical support to engine manufacturers, shipbuilders and ship operators worldwide.

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