20 RT Flex Comp Syst

RT-f l ex Tr ai n i n Mech. ch . Compo om pone nent nts s & Hydra yd raul ulic ic sy syst ste ems - ex p ec c ar s o n y

Rev. 1 Feb. 2010 ©Wärtsilä Land & Sea Academy

P age 1

Chapter 20

Feb. 2010

RT-fl RT-flex ex Com Comp p . & Systems Sys tems

©Wärtsilä Land & Sea Academy

RT-flex spe s pecif cific ic parts parts only onl y

P age 2

Chapter 20

Feb. 2010



RT-flex spe s pecif cific ic parts parts only onl y

P age 2

Chapter 20

Feb. 2010


Overview

RT-flex50

Rail Unit(s) WECS-9520, E90 Shipyard nter nter ace ox on the free end

WECS-9520, E95 Cylinder ylinder Elect E lectron ronic ic Unit Terminal boxes

Autom utomatic atic filter


P age 3

Chapter 20

Feb. 2010

RT-flex Comp. & Systems

Overview

RT-flex58/60

Rail Unit(s) WECS-9520, E90 Shipyard nter ace ox on the free end

WECS-9520, E95 Cylinder Electronic Unit Terminal boxes

Automatic filter


Page 4

Chapter 20

Feb. 2010


Overview

RT-flex82C/82T Rail Unit

WECS-9520, E90 Shipyard on the free end

Automatic filter


Servo supply unit

Fuel supply unit ©Wärtsilä Land & Sea Academy

Page 5

Chapter 20

Feb. 2010


Overview

RT-flex84/96

Rail Unit(s) WECS-9520, E90 Shi ard Interface Box (SIB) in the middle or at the free end (up


Supply unit Automatic filter ©Wärtsilä Land & Sea Academy

Page 6

Pumps Chapter 20

Feb. 2010


Automatic Filter RT-flex50

For the servo oil systems normal system system for easier operation and maintenance. One branch of the main lube oil pipe is connected to the automatic filter. The automatic filter has cartridges of nominal 6 µm where the bypass filter has a mesh size of 36 µm.

The filter "sludge" goes back to the crankcase.


Page 7

Chapter 20

Feb. 2010


Automatic Filter RT-flex82 Filtered Oil to Servo Pumps

For the servo oil systems normal sys em o s use ns ea o a separa e hydraulic system for easier operation and maintenance. One branch of the main lube oil i e is connected to the automatic filter. The automatic filter has cartridges of nominal 25 µm where the by-pass filter has a mesh size of 36 µm.

Back flushing to crankcase


Page 8

Oil Inlet from Main Bearing Oil Chapter 20

Feb. 2010


Automatic Filter

For the servo oil systems normal system oil is used instead of a separate hydraulic system for easier o eration and maintenance. One branch of the main lube oil i e is connected to the automatic filter. The automatic filter has cartridges of nominal 6 µm where the by-pass filter has a mesh size of 36 µm. The filter "sludge" goes back to the crankcase.


Page 9

Chapter 20

Feb. 2010


Automatic Filter

The back flushing is automatically initiated by the control box either A) standard: Time controlled (after 1 hour) B) or: if the differential pressure across the filter becomes too high (0.35 bar)

The filter "sludge" goes back to the crankcase. It is filtered system oil which is clean enough for normal use. In the filter control box the back flushing is initiated either by time or differential pressure. Flushing cycles are counted. Failure messages are generated if necessary (Overcurrent, differential pressure high etc. …) There are switches/buttons to switch from “Operation” to “Adjust”. For detailed information please consult filter maker’s manuals.


Page 10

Chapter 20

Feb. 2010


Supply Unit Drive RT-flex50 Single lobe drive

Î

The supply unit is direct driven by the crankshaft. e servo o pumps are r ven y n v ua p n ons, having a „mechanical fuse“ (reduced diameter in pinion), in order to protect the gear-drive in case of a pump seizure. Since the supply unit, i.e. fuel pumps and servo oil pumps have no timing, means they just supply fuel or oil, the camshaft does not have to have a determined position compared to crankshaft. However the position of the cams relative to each other must be respected.

MM, chapter 5552


Page 11

Chapter 20

Feb. 2010


Supply Unit Drive RT-flex58/60

RT-flex58T-B Î

RT-flex60C

MM, chapter 5552


Page 12

Chapter 20

Feb. 2010


Î

Supply Unit Drive RT-flex68

MM, chapter 5552


Page 13

Chapter 20

Feb. 2010

RT-flex Comp. & Systems Î

Supply Unit Drive RT-flex82

MM, chapter 5552


Page 14

Chapter 20

Feb. 2010


Supply Unit Drive RT-flex84/96 Supply unit gearwheel

3-lobe cams

The supply unit is driven by the crankshaft, via two intermediate gearwheels.

Drawn for Size 4

3-lobe cams are mounted to the camshaft. The servo oil pumps are driven by individual inions, havin a „mechanical fuse“ (reduced diameter in pinion), in order to protect the geardrive in case of a pump seizure. Since the su l unit, i.e. fuel um s and servo oil pumps have no timing, means they just supply fuel or oil, the camshaft does not have to have a determined position compared to crankshaft.

Camshaft bearing covers

each other must be respected. Servo oil 2nd intermediate gearwheel Î

MM, chapter 5552


Page 15

Chapter 20

Feb. 2010

gearwheel and pinions


Supply Unit

ue

RT-flex50

Fuel side: The „jerk-type“ fuel oil pumps deliver fuel o e ue ra . o eep e ra pressure (600 - 900 bar), the pump flow rate is regulated via electric actuators, by ressure set oint si nals from WECSumps 9520. Servo oil side: The D nex servo oil um s deliver oil to the servo oil rail with a pressure of ~100 - 200 bar via rising pipes.

.

The number of fuel- and servo oil um s depends on the number of cylinders.

Servo oil Pumps


Page 16

Chapter 20

Feb. 2010


Supply Unit

RT-flex60

- ex


Page 17

Chapter 20

Feb. 2010

RT-flex58/60



Supply Unit

Page 18

Chapter 20

Feb. 2010

RT-flex68



Supply Unit RT-flex82

Page 19

Chapter 20

Feb. 2010


Fuel Supply Unit RT-flex82 Devices

e nzmann FP Actuators

ue

umps

The fuel supply unit is driven by the crankshaft, . One-lobe mono block camshaft. ams a t ear ng cover as spec a es gn in order to seal camshaft casing from gear wheel casing (crank casing). Since the supply unit, i.e. fuel pumps and servo oil pumps have no timing, means they just supply fuel or servo oil to Rail Unit, the cams a oes no ave a e ermne pos on compared to crankshaft. However the position of the cams relative to each other must be res ected for load sharin . The number of fuel pumps depends on the number of cylinders.

Camshaft Casing Drain

Camshaft Gear

#2 Camshaft Bearing ©Wärtsilä Land & Sea Academy

Page 20

Chapter 20

Feb. 2010

Other Camshaft Bearings


Fuel Sup Suppl ply y Unit RT-flex82

Fuel Return Line

High Pressure Fuel to RU Fuel Rail

Fuel Pressure Retaining etaining Valve Heinzmann F P Actuat Actuator ors s and Linkages Fuel Inlet from Booster Pump

The The „jerk-ty -type“ fuel oil pumps deliver fuel into the RU fu fuel rail pipe directly The The pump flow rate is regulated by electric actuator to keep the rail pressu ssurre (~500 - 1000 bar) Acttuators Ac uators are receiving receiving position position set point point signals from WEC WE CS -9520 -9520


P age 21

Chapter 20

Feb. 2010


Servo rv o Oil Oil Suppl up ply y Unit RT-flex82 Dynex Servo Oil Pumps

The The Serv Servo Oil Oil su sup pply unit is driven by the crankshaft, crankshaft, via an interm intermediat ediate e gearwheel. The The ser servo oil pumps are driven by individual pinions, having a „mechanical fuse“ fuse“ reduced diameter diameter on carried carried shaft between between pinion gear and servo pu pum mp), in order to protect the gear-drive in case of a pump seizure.

Mechanical

Driv Driven en Gear by Intermediate Gear

Driving Gea Gea to Pinion Gears ©Wärtsilä Land & Sea Academy

Î P age 22

Chapter 20

MM, chapter 5552 Feb. 2010


Servo rv o Oil Oil Suppl up ply y Unit RT-flex82 Servo Oil Inlet from Automatic Filter

High Pressure Servo Oil to

Servo Oil Inlet Flow Sensors P ressure Cont Control rol Valves

#1

#3

The The ser servo oil pumps are made by Dynex. The They deliver ser servo oil into RU se servo oil rail pipe with a pressure pressure of ~100 - 200 bar directly directly via ris rising ing pipes pipes The The pressu ssurre control valves receive pressu ssurre set set point sig signals from WECS-9 EC S-95 520 The The number of ser servo oil pumps depends on the number of cylinders ©Wärtsilä Land & Sea Academy

P age 23

Chapter 20

Feb. 2010



Supply Unit

Page 24

Chapter 20

Feb. 2010

RT-flex84/96 Dynex


Supply Unit

Fuel s ide: The „jerk-type“ fuel oil pumps deliver fuel into the intermediate accumulator. To keep , flow rate is regulated via regulating linkage and el. actuators, by pressure set point signals from WECS.

RT-flex84/96 Bosch

Fuel intermediate accumulator Fuel outlet Electric actuators Servo oil collector block

From the accumulator there are two outlets, connecting the accumulator to the fuel rail . Servo oil side: The servo oil pumps are made by Dynex or osc . ey e ver servo o n o servo o collector block with a pressure of ~80 -190 bar. There are two outlets from the collector block connectin to the servo oil rail via two rising pipes.

The number of fuel- and servo oil pumps epen s on e num er o cy n ers. ©Wärtsilä Land & Sea Academy

Servo oil

Fuel um s

Servo oil pumps

nd

(shown here as „Bosch“)

Page 25

Chapter 20

gearwheel Feb. 2010

RT-flex Comp. & Systems S ut own & overpressure regulating valve

Supply Unit

RT-flex84/96

u own so eno valve

Fuel drain

Fuel pressure retaining valve

Fuel inlet from booster unit

Fuel return to mixin tank two safety valves (1’250 bar).


Page 26

Chapter 20

Feb. 2010


Fuel Pump u er space

Fuel pumps :

The jerk-type fuel pumps deliver a variable and fuel rail, in order to maintain the demanded rail pressure. They do not have any timing. To change the feed quantity, the pump plunger is turned by the regulating rack.

Non return valve Pump cylinder Pump plunger Regulating sleeve

Regulating rack

Compression spring sleeve are lubricated by main bearing oil via a double orifice.

Roller guide

Upper housing

Roller

Lower housing

Î ©Wärtsilä Land & Sea Academy

Page 27

Chapter 20

Feb. 2010

MM, chapter 5556


Fuel Pump

Plunger posit ion at regulating li nkage posit ion: Pos: 0 No delivery


Pos: 5 Half delivery

Page 28

Pos: 10 Full delivery

Chapter 20

Feb. 2010


Regulating Rack RT-flex50

Fuel um re ulatin :

The regulating rack is moved by Woodward (ProAct IV) electric actuators. They receive a position set point signal from WECS-9520 (4-20mA Signal). ac ac ua or con ro s one ue pump e arrangemen o ac ua ors can er among eng ne cy n er numbers). Air dam er future RT-flex50 engines will get a Heinzmann . . needed! Î

Woodward electric fuel pump actuator


Page 29

Chapter 20

Feb. 2010


Fuel Pump Actuator Heinzmann Fuel pump regulating:

The fuel pump regulating rack is moved by . One(1) actuator regulates one(1) fuel pump. Actuators (Control Modules) receive a position set point signal from WECS-9520.

.

Max. Delivery Control Module for Actuator ©Wärtsilä Land & Sea Academy

Page 30

Chapter 20

Feb. 2010


Regulating Linkage

Electric f uel pump actuators

Fuel pump regulating linkage:

The regulating linkage is moved by Woodward . position set point signal from WECS-9520. One actuator controls two fuel pumps (the arran ement of actuators can differ amon engine cylinder numbers). The torque from linkage shaft to fork lever is springs. If a regulating rack of a pump is stuck for some reason, the springs will compensate, so the other pump can still be regulated.

Local osition indication (0-10). No load indi cator !!

Fork lever

Torsional springs

Additional spring to push the rack, in case of failure to full osition


Page 31

Chapter 20

Feb. 2010


Fuel Overp Overpressu ressure re Re Regulati gu lating ng Valv Valve e Fuel Fuel overpressure overpr essure regulating v alve:

accumulator rises to ~1’050 bar, the overpressure regulating valve releases fuel to the fuel return line. The The opening pressu ssurre is pre-ad -adjuste sted by valve manufacturer. Shims are used to give the right position to the knurled screw, means if the screw , ’ ( for RT-flex84T-D and 96C-B see Service Letter RT-flex-07/07) RT-flex-07/07). e m n. open open ng pressur ressure, e, mean eans w en nur e screw is screwed fully out, is around 500 bar (engine still operational). pressure keeps the valve closed. When the opening fuel pressure pressure is reached, main main bearing bearing oil is released, pressure above piston drops and ue s re ease . ©Wärtsilä Land & Sea Academy

P age 32

Chapter 20

Feb. 2010


Shutdow hut down n Valve RT-flex84/96 o eno va ve ea ea drain Shutdown Solenoid valve

Engine shutdown func tion:

A shutdown is initiated by energizing the so eno va ve energ ze rom safety not WEC WECS S ). In this way, main system , not bearing oil pressure above piston is

Oil filter MB-oil supply

down ¾ engine stops

Piston Lever for pressurising for maintenance work


P age 33

Chapter 20



Shutdow hut down n Valve not RT-flex84/96, MKI o eno va ve ea ea drain Shutdown Solenoid valve

Engine shutdown func tion:

A shutdown is initiated by energizing the so eno va ve energ ze rom safety not WEC WECS S ). In this way, main system , not bearing oil pressure above piston is

Oil filter MB-oil supply

down ¾ engine stops

Piston Lever for pressurising for maintenance work

Safety Valve (1’250bar) Overpress Overpressure ure Cont C ontrol rol Valve and Shutdown Valve ©Wärtsilä Land & Sea Academy

Fuel Rail Pipe P age 34

Î Chapter 20



Supply Unit, Servo Oil

RT-flex84/96

ervo o pumps arrangemen : The servo oil pumps supply oil to the collector block, which has two high pressure outlet pipes to the servo oil rail. A safety valve limits the max. pressure to 230 bar. The number of servo oil um s de ends on the number of c linders. If one um fails the en ine can still be operated.

Flow sensor Safet valve

Non return valves at each inlet

High pressure pipes Collector Block Servo oil pumps

Oil supply

Bosch pumps arrangement (some engines only). ©Wärtsilä Land & Sea Academy

Page 35

Dynex pumps arrangement Chapter 20

Î

Feb. 2010

MM, chapter 5552


Servo Oil Pump „ Dynex“

uc on por

Compensator valve with solenoid

HP-outlet metric thread)


Page 36

Chapter 20

Feb. 2010


Servo Oil Pump „ Dynex“

("compensator valve") of Dynex pump HP-outlet

Adjustable

Outlet oil flow , corresponding to min. required outlet pressure

screw

Oil inlet

Piston Control drain

Pump shaft and

Bypass outlet / .

0 - 2.5A 24V DC 60 – 100Hz (PWM)

Pump outlet safety valve

Control circuit overpressure safety valve

Proportional solenoid with adjustable end stop


Page 37

Chapter 20

Feb. 2010


Servo Oil Pump „ Bosch“

The Bosch servo oil pumps are axial piston swash plate type pumps. They supply oil to the collector block and via two high pressure pipes to the servo . . bar. The number of servo oil pumps depends on the number of c linders. If one um fails, the en ine can still be operated. When the engine turning direction is reversed, the swash-plate of the pumps needs to be reversed as . Control oil is used to move the swash plate to position.


Page 38

Chapter 20

Feb. 2010

RT-flex84/96



Case drain Swash plate angle encoder Visual indication

Control oil inlet

Leak oil return

RT-flex84/96

High pressure outlet Non return Valve / anticavitation ort

Proportional valve solenoidvalves

Anti-cavitation inlet (from servo o ma n supply pipe)

Proportional Proportional valve

transmitter

HP-outlet pressure transmitter


Page 39

Chapter 20

Feb. 2010



RT-flex84/96

The Bosch-Rexroth pumps have its own regulating system, getting pressure setpoint signals and ahead/astern signals rom . The anti-cavitation port avoids cavitation in the pump body, if a pump does not move the swash late to the a ro riate engine running direction. (pump tries to suck in from HP-outlet pipe). In such a case the non-return valve at anti-cavitation port opens. Servo oil from main supply pipe is sucked in via anticavitation port and delivered out again . " " through the pump. This is default in case of black out, the to prevent servo oil overpressure due to windmilling engine without servo oil consum tion.


Page 40

B,B1

Pressure Port

S P,SP Rkv

Suction Port Control Pressure Port Pilot Fluid Drain

Chapter 20

SAE 1 1/2 " " SAE 3 " M18x1.5 M22x1.5

Feb. 2010


Control Oil Pumps

RT-flex58T, MK1


Page 41

Chapter 20

Feb. 2010

RT-flex58/60, MKI


Control Oil Pumps

RT-flex84/96

HP-Inlets from pumps Drain valve for leakage (with orifice)

raus

3 shut of valves for outlets

mmer

Two Pressure retaining valves Two Overpressure relief valves

Pressure transmitter for leak detection (signal to Alarm System)

2 (3) HP-outlets for double wall ->


Page 42

“Bucher”

Chapter 20

Feb. 2010


Service Pump

Applied on engines without control oil system like RT-flex50, flex58TB/60C MK II, flex68B and flex82 to pressurise servo oil rail in standstill for testing reasons


Page 43

Chapter 20

Feb. 2010


Rail Unit RT-flex50 Fuel rail made of one piece

WECS-9520 Cylinder-Electronic Unit E95 boxes are fitted on the outer front side

SIB (E90) Box on free end


Page 44

Chapter 20

Feb. 2010


Rail Unit At engines with more than 7 cylinders, the rail unit is split in two parts.

Both rail-sections (forward/aft) for fuel-, servo- and control oil are connected by high pressure pipes. => Same pressure in the related rails of both halves. WECS-9520 Cylinder-Electronic Unit boxes (E95) are fitted on the SIB Box (E90) on free end or in the middle of the rail unit depending on the number of cylinders


Page 45

Chapter 20

Feb. 2010



Rail Unit

Page 46

Chapter 20

Feb. 2010

RT-flex50


Rail Unit

RT-flex58T MK I


RT-flex58T MK II

Page 47

Chapter 20

Feb. 2010

RT-flex58/60



Rail Unit

Page 48

Chapter 20

Feb. 2010

RT-flex68



Rail Unit

Page 49

Chapter 20

Feb. 2010

RT-flex82C/82T



Rail Unit

Page 50

Chapter 20

Feb. 2010

RT-flex84/96


Rail Unit Main Parts

Steam Fuel oil rail: The fuel rail contains high pressure fuel of ~600 - 800 bar delivered by the fuel pumps of the supply.

ICU

For each cylinder, there is an Injection Control Unit (ICU). The rail is heated by a trace heating piping system.

Fuel oil rail

Servo oil rail: The servo oil rail contains fine filtered (6-micron) high pressure servo oil, ~80 - 190 bar, delivered by the servo oil pumps of the , . a Valve Control Unit (VCU). Additional return/leakage piping: Fuel ICU-leakage pipe Common servo oil return pipe


Servo oil rail

Page 51

Chapter 20

Feb. 2010


Rail Unit Piping

RT-flex50

ICU Trace heating Fuel oil rail

Fuel pressure relief valve Fuel overpressure regulating valve

Servo oil rail

VCU ervo o return pipe ©Wärtsilä Land & Sea Academy

Page 52

Chapter 20

Feb. 2010


Rail Unit Piping Fuel oil rail Trace heating ICU

Servo oil rail

VCU Servo oil return pipe


Page 53

Chapter 20

Feb. 2010

RT-flex50


Rail Unit Piping

RT-flex58/60, MK I

VCUs

The fuel rail contains high pressure fuel of ~ 600 -900 bar delivered by the fuel um s of the su l unit during engine operation. The rail pressure is regulated depending on engine load. For each cylinder, ere s an n ec on on ro n (ICU) installed on the fuel rail. The ICUs are actuated by help of control oil ressure. WECS is activating the ICUs for injection Servo oil return pipe control. The rail is heated by a trace heating piping system.

ICUs

Fuel rail

Main bearing oil supply Servo oil rail: filtered high pressure servo oil, ~ 80-190 bar, delivered by the servo oil pumps of the supply unit, depending Control oil supply rail on engine load. For each cylinder there is a Valve Control Unit / exhaust valve actuator (VCU) installed on the servo oil rail. WECS is activating the Control oil return rail VCUs for exhaust valve control. ©Wärtsilä Land & Sea Academy

Page 54

Chapter 20

Feb. 2010


Rail Unit Piping

Additional piping in previous design: ICU fuel drain pipe (constant orifice leakage Trace heating

booster unit) Fuel leakage drain (ICU injection pipe leakage) Control oil supply rail to supply actuating control oil to ICUs Separate control oil return rail Main bearing oil supply to VCU (refilling of drained oil through constant orifice in ex aus va ve r ve


Fuel leakage drain to overflow tank

Page 55

Chapter 20

Feb. 2010

RT-flex58/60, MK I


Rail Unit Piping

RT-flex58/60, MK I

Two electrically driven control oil pumps supply control oil with constant pressure of 200 Bar to the control oil supply rail.

SHD-valve arrangement

Control oil supp y ra

Overpressure regulating valve: Similar function as the valve used for new design, but the SHD function is not included. ue ra ne o over ow an

Control oil return rail

SHD-valve arrangement: e so eno va ve (energised by Safety System) enables control air to the SHDservo that activates the SHDvalve itself to depressurize the fuel system (fuel drained to overflow tank) Overpressure regulating valve ©Wärtsilä Land & Sea Academy

Page 56

Chapter 20

Feb. 2010


Rail Unit Piping

The fuel rail contains high pressure fuel of ~600 -900 bar delivered by the fuel pumps of the supply unit during engine operation. The rail pressure is regulated depending on engine load. For each cylinder, there is an Injection Control Unit (ICU) installed on the fuel rail. The ICUs are actuated by help of . activating the ICUs for injection control. The rail is heated by a trace heating piping system. Fuel rail : The servo oil rail contains fine filtered (6micron) high pressure servo oil, ~ 80-190 bar, delivered by the servo oil pumps of the supply unit, depending on engine load. For each cylinder there is a Valve Control Unit / exhaust valve actuator installed on the servo oil rail.

s

VCUs

valve control. The high pressure rails of new design are made of single pipes. The ones of old design rail of rail pipe sections. ©Wärtsilä Land & Sea Academy

Page 57

RT-flex58/60, MK II

Chapter 20

Feb. 2010


Rail Unit Piping

Additional return/leakage piping: One fuel leakage pipe (back to overflow tank) One common servo oil return pipe (back to crankcase) Trace heating (steam or thermo oil)

RT-flex58/60, MK II

Fuel leakage pipe

Safety valve Servo oil return pipe ue system overpressure va ves: SHD and overpressure regulating valve. Opening pressure approx. 1050 bar for over ressure re ulation. The SHD-solenoid is activated by Safety System to depressurize the fuel system (fuel drained to return pipe to booster unit).

Trace heating

Safety valve Opening pressure 1250 bar. Fuel drained to overflow tank.


Page 58

SHD and overpressure regulating valve

Chapter 20

Feb. 2010


Rail Unit Piping

RT-flex82

ue o ra : The fuel rail contains high pressure fuel of ~600 -900 bar delivered by the fuel pumps of the supply unit during engine operation. The rail pressure is re ulated de endin on en ine load. For each cylinder, there is an Injection Control Unit (ICU) installed on the fuel rail. The ICUs are actuated by help of servo oil pressure via hydraulic HP-hoses. WECS-9520 is activating the ICUs or n ec on con ro . The rail is heated by a trace heating piping system. Servo oil rail: The servo oil rail contains fine filtered high pressure servo oil, ~ 80-190 bar, delivered by the servo oil pumps of the supply unit, depending on . Control Unit / exhaust valve actuator installed on the servo oil rail. WECS-9520 is activating the VCUs for exhaust valve control. The high pressure rails of new design are made of single pipes. The ones of old design rail of rail .


Page 59

Chapter 20

Feb. 2010

RT-flex Comp. & Systems Servo Oil Return from ICUs

Rail Unit Piping ICU

Fuel Leakage

RT-flex82

Fuel

SteamTracin Pipes

ue

Servo Oil Leakage from VCUs & ICUs

a

(1’250 bar)

VCU

SHD & Pressure Control Valve (1’050 bar)

re xt ngu s ng Pipe with Nozzles Fuel from SU

Servo Oil Rail

Servo Oil Return from VCUs Servo Oil from SU ©Wärtsilä Land & Sea Academy

Page 60

Chapter 20

Feb. 2010


Rail Unit Piping

Drive End

from SU Servo from SU Fuel Pumps ©Wärtsilä Land & Sea Academy

Page 61

Chapter 20

Feb. 2010

RT-flex82


Rail Unit Piping

RT-flex82

Depending on number of cylinders and engine maker, fuel- and servo rail pipes could made by two parts and assembled with Intermediate Piece

Intermediate Piece

Fuel rail pipe has “peanut” shape bore.

Fuel Rail ©Wärtsilä Land & Sea Academy

Page 62

Chapter 20

Feb. 2010


Rail Unit Piping

Drive End

VCU


Page 63

Chapter 20

Feb. 2010

RT-flex82


Rail Unit Piping RT-flex82 ~ for Pulse Lubrication

(230 bar)

Fuel Leakage

Servo Oil Return from VCUs

Servo Oil Leakage Servo Oil Rail

from Actuator Pipes

VCU ©Wärtsilä Land & Sea Academy

Page 64

Chapter 20

Feb. 2010


Rail Unit Main Parts

Fuel oil rail: The fuel rail contains high pressure fuel of ~600 - 800 bar delivered by the fuel pumps of the supply.

RT-flex84/96

ICU‘s

For each cylinder, there is an Injection Control . The rail is heated by a trace heating piping system. Servo oil rail: The servo oil rail contains fine filtered (6-micron) high pressure servo oil, ~80 - 190 bar, delivered by the servo oil pumps of the supply unit, depending on engine load. .

Control oil rail

Servo oil rail Control oil rail: The control oil rail contains 200 bar control oil (constant pressure) delivered by the control oil pumps. Ad ditional r eturn/leakage piping: Common servo oil/control oil return pipe ©Wärtsilä Land & Sea Academy

Page 65

Chapter 20

Feb. 2010

VCU’s


Rail Unit Piping

RT-flex84/96

Control oil high pressure hoses Trace heating

ICU and injection high pressure (connected to leakage collector =>Alarm to AMS) ervo o ra

Control oil rail

Servo oil (and control oil) common return pipe

Main bearing oil supply pipe for upper side of VCU (flex96C-B on y


Page 66

Chapter 20

Feb. 2010


Rail Unit Piping

own or


Page 67

- ex

-

Chapter 20

Feb. 2010


Rail Unit Piping

-


Page 68

Chapter 20

Feb. 2010


Fuel Rail Pipe The bore has a shape of a “peanut”

The fuel rail pipe is made of one piece

Connecting piece and ICU ©Wärtsilä Land & Sea Academy

Page 69

Chapter 20

Feb. 2010


Rail Unit Piping

At each inlet, there are shut-off valves, in order to . Fuel-, servo- and control oil inlet to the rails are cylinders) For redundanc reasons there are for each system two rising pipes connected to the two rail unit halves The cross-connection high pressure pipes enable a direct connection between each rail for pressure equalization if one HP pipe is broken, it can be shut-off on both ends and the remaining one feeds both rails


Page 70

Chapter 20

Feb. 2010


Rail Unit Piping

Rail unit general drain piping. Possible leaks of fuel, oil and water are collected for each rail => Alarm to Alarm System „Rail Unit (FWD), General Leak“. e ea age s ra ne o e s u ge an .


Page 71

Chapter 20

Feb. 2010


(fuel) Injection Control Unit (ICU)

Servo (control) oil supply 200 bar


Page 72

WECS-9520

Chapter 20

Feb. 2010



ICU RT-flex50

Page 73

Chapter 20

Feb. 2010



ICU RT-flex58/60

Page 74

Chapter 20

Feb. 2010



ICU RT-flex68

Page 75

Chapter 20

Feb. 2010



ICU RT-flex82T/82C

Page 76

Chapter 20

Feb. 2010



ICU RT-flex84/96

Page 77

Chapter 20

Feb. 2010


ICU, Working Principle

Fuel quantity piston ervo ra

Fuel quantity sensor

(Size 4: Control rail)

ue nozz es

Rail valves

Injection control valves

Fuel rail


Page 78

Chapter 20

Feb. 2010


ICU, Working Principle

Fuel quantity piston ervo ra

Fuel quantity sensor

Rail valves

ue nozz es

return position

Injection control valves

Fuel rail

<< ©Wärtsilä Land & Sea Academy

Page 79

Chapter 20

Feb. 2010



ICU, Working Principle RT-flex82

Page 80

Chapter 20

Feb. 2010



ICU, Working Principle RT-flex82

Page 81

Chapter 20

Feb. 2010


ICU RT-flex50

F uel uant antit senso senso

er v o o s e:

The The rail valves control the oil flow to the control oil block.

Fuel quantity piston

Fuell side: Fue s ide:

Fuel control

Servo oil side Servo oil return

The The fuel control valves are actuated by pisto stons in the control oil block. There is one valve for each injector. The The main body of the ICU includes the injection quantity quantity pis piston. “Fuel Quantity Sensor” in a housing kept away from . Servo oil and fuel oil side are entirely separated from each other. Nevertheless, leakages of both systems have a common drain. Working principle:

Fuel side Rail valves ervo o supply ©Wärtsilä Land & Sea Academy

P age 82

Each ICU is pre-controlled by 2 rail valves to open or c ose e way or ue rom e ra o e n ec on nozzles. Fuel for each injection, necessary stroke is calculated , , for the next injection. Chapter 20

Feb. 2010


ICU

F uel uant antit sensor sensor Fuel quantity piston

The The rail valves control the oil flow to the control oil block.

Servo (control) oil side Servo oil return Rail valves Fuel control valves

The The fuel control valves are actuated by pisto stons in the control oil block. There is one valve for each injector. The The main bod of the ICU includes the in ection uantit piston. “Fuel Quantity Sensor” in a housing kept away from the hot block. Controlontrol- and fuel fuel oil side side are entirely entirely separated separated from each other. Nevertheless, leakages of both systems have a common drain. Working principle:

Servo oil supply


Each ICU is pre-controlled by 3 rail valves to open or close the way for fuel from the rail to the injection nozzles. Fuel for each injection, necessary stroke is calculated , , the next injection.

F uel side side

P age 83

Chapter 20

Feb. 2010


ICU Cro Cross ss--Sectio ct ion n

steel filter


P age 84

Chapter 20

Feb. 2010



ICU Cross-Section

Page 85

Chapter 20

Feb. 2010


Quantity Sensor

ICU Cross-Section RT-flex82 To Injectors

Quantity Piston

From Fuel Rail


Page 86

Chapter 20

Feb. 2010


ICU Cross-Section RT-flex82 Injection Control Valves

Distance Piece

on ro ©Wärtsilä Land & Sea Academy

s ons

Page 87

Rail Valves Chapter 20

Feb. 2010


ICU, new leak drain

New piping layout separates leak drain from injection pipes and from ICU internals. Inspection plug for visual check of leak.


Page 88

Chapter 20

Feb. 2010

RT-flex96C


Fuel Nozzle (not MK I, 82)

Fuel nozzle with “venting spiral” (not valid for “MK I”

Opening pressure 375 bar


Page 89

Chapter 20

Î Feb. 2010

MM, chapter 2722


Fuel Nozzle RT-flex82

from ICU

Opening Pressure: 375 ± 10 bar Fuel Return Passage Shim Rings

Opening Pressure is adjusted by Adjusting of Shim Rings’ thickness


Page 90

Chapter 20




(exhaust) Valve Control Unit (VCU)

Page 91

Chapter 20

Feb. 2010


VCU (general working principle)

The valve control unit is pre-controlled by the rail valve. At a certain crank angle, it gets an „exhaust valve open“ impulse signal . Slide Rod and moves it up. Thus, servo oil flow to the VCU-cylinder is enabled. Via bores in the VCU-piston, oil flows into the lower side of the piston and moves it towards the upper end. ¾ the exhaust valve opens At another calculated angle, WECS-9520 transmits an „exhaust valve close“ signal to the rail valve. The Slide Rod moves down by mechanical spring, releasing the oil from the VCU-piston underside allowing the oil volume in the exhaust valve to return to the VCU. The servo oil servo oil return pipe. ¾ the exhaust valve is clos ing Due to certain control bores, the VCU- piston has a progressive movement. Means, it starts to move fast and slows down, as it gets closer to the end stop.


Page 92

Chapter 20

Feb. 2010



VCU, Monobloc RT-flex50, “MKII”, 68, 82, 84T

Page 93

Chapter 20

Feb. 2010



VCU, 3-Block

Page 94

Chapter 20

RT-flex58T/60C (MKI), 96

Feb. 2010


VCU, Working Principle

Oil supply *)

* external from lube oil

Servo rail

os t on senso


Page 95

Chapter 20

Feb. 2010

20 RT Flex Comp Syst

Recommend Documents