TECHNICAL BULLETIN
RT-124
Wärtsi Wärtsi lä low -speed -speed engines Services 2-stroke
Issue 1, 03.04.2012
Troubl eshooting shoot ing & ma m aintenance intenance on Injecti on Control Cont rol Unit (IC (ICU) Information t o all Owners and and Operators Operators o f Wärtsil ä RT-flex96C-B RT-flex96C-B and RT-flex84T-D RT-flex84T-D engi engi nes
Next Ne xt opportunity Concerned Concerned components Injection Control Units (ICUs) of Wärtsilä RT-flex96C-B and RT-flex84T-D engines. Current Current sit uation This Technical Bulletin provides important information about fault finding, repair and maintenance possibilities of an ICU on board or ashore. Outlook During the second half of this year 2012, Wärtsilä will introduce new Maintenance Concepts for ICUs. The implementation of the new concepts will allow to extend the inspection and maintenance intervals for the ICU (TBO) and thus to lower the operating cost. Note Please consult also the General Information bulletin RT-119, informing you in detail about the component remanufacturing services.
Wärtsilä Wärtsilä Switzerland Switzerland Ltd. PO Box 414 CH-8401 Winterthur
Tel (24h): (24h): +41 52 262 80 10 Fax: Fax: +41 52 262 07 31
[email protected]
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Contents Introduction Terms and glossary Conditions for effective troubleshooting troubleshooting Alarms Countermeasures ICU storage ICU replacement replacement criteria Maintenance on ICU size IV Appendix Contacts
Page 2 2 3 4 4 12 13 16 17 17
Introduction This guideline summarises the checks recommended to investigate possible causes in case of alarms indicating improper improper function of the ICU. Unnecessary costs may be avoided by simple rectifying actions instead of an ICU replacement and shipping shipping to a Wärtsilä service centre; e.g. exchange of available spare parts or a proper understanding understanding of the alarms. Should a problem not be rectified by the described countermeasures, however, replacement of the ICU must be taken into consideration. consideration. In Service Bulletin RT-flex-06, “Reconditioning of Injection Control Unit”, some of the possible failures are described. The description below repeats the recommendations and provides an update by including the latest available experience. At ten ti on : When working on ICUs or the fuel oil system in general, the fuel oil system must be pressure-less! The engine must be stopped and the fuel booster and bearing oil pumps stopped. Safety measures are to be taken according to the Maintenance Manual Group 0, Chapter 0011–1/A1, delivered with the engine. Furthermore this Technical Bulletin offers information on the maintenance maintenance criteria for the Injection Control Unit (ICU). It is applicable for RT-flex96C-B and RTflex84T-D engines. The Time Between Overhaul (TBO) of the ICU is given for normal operating conditions with fuel oils within the specifications (refer to the Operating Manual). After this period, maintenance will become necessary.
Terms Terms and glos sary Ab brevi br eviati ati on
Name / Part
ICU
Injection Control Unit
ICV
Injection Control Valve
FQP
Fuel Quantity Piston
FQ sensor
Fuel Quantity Sensor
FQS
Fuel Quality Setting
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Name / Part
RV2
Rail Valve
PCV
Pressure Control Valve
WECS-9500
Wärtsilä Engine Control System, type 9500
WECS-9520
Wärtsilä Engine Control System, type 9520
E85
WECS control cabinet E85
Size IV
Describes the size of the rail unit which covers the RT-flex96C-B and RT-flex84T-D engines
Table 1
Conditio ns for effective troubleshooting Before an effective troubleshooting of ICU related issues is possible, other causes of malfunction must be excluded, see Table 2. Component
WECS alarms
Descript ion
1. Fuel rail pressure failures
ME fuel rail pressure sensor #1+2 meas. failure ME fuel rail pressure meas. failure: Diff. high ME fuel rail pressure high ME fuel rail pressure low ME fuel rail pressure very low
In case of fuel over-supply from high pressure pumps, the fuel rail pressure will be limited by the PCV. High fluctuations of the fuel rail pressure possible.
2. Fuel pump actuator failure
ME fuel pump actuator failure
If one actuator fails, the corresponding pump will deliver maximum capacity. This can cause a similar behaviour as in previous case 1.
3. Insufficient WECS fuel command limiter active pump capacity
Any failure on the fuel oil system will change the ICU performance or render it completely inoperable.
4. Control oil system failures
ME control oil pressure meas. failure Any failure on the control oil ME control oil pressure low system will change the ICU ME control pressure very low performance or render it ME control oil pump # failure completely inoperable.
5. Rail unit steam tracing failures
N/A
In case of HFO use, rail unit trace heating must be operational.
6. Engine performance
N/A
All pressures and temperatures must conform to the operating data sheet.
7. Fuel system failures
N/A
Fuel viscosity at engine inlet conforms to the specification (13 to 17 cSt). Fuel pressure at engine inlet conforms to operating data sheet.
Table 2
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Al arms Various alarms can appear for several seconds during engine start, in particular after maintenance work on the fuel injection equipment or on the hydraulic oil system. The possible alarms are listed in Appendix 1. Only if one of these possible alarms persists, troubleshooting as listed in Appendix 1 should be performed. To each listed alarm a possible cause and remedy is described. Depending on the result and recommendation the countermeasure should be performed.
Countermeasures Depending on the outcome of the troubleshooting and the proposed remedy in the chapter “Alarms, Appendix 1”, the respective countermeasure should be carried-out.
Countermeasure 1 – Fuel quantity sensor The piston rod on the Fuel Quantity Piston (FQP) may require cleaning and removal of carbon deposits to ensure a smooth movement. 1. Turn off the power for the respective unit in the E85 box. 2. Remove the cable support for the Fuel Quantity Sensor (FQ sensor) cabling, see Figure 1.
Removal of cable support
1
2
1. Cable support location, 2. Remove cable support Fig. 1
3. Disconnect the cabling for the FQ sensor. 4. Remove the housing, see Figure 2. Loosen the four fixing bolts (2), i.e. hexagon socket head cap screws M10x60. Remove the housing (1) in horizontal direction in order to avoid damaging the FQP rod. −
−
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Removal of housi ng
1
2
1. Housing, 2. Four fixing bolts M10x60 Fig. 2
5. Cleaning the FQP rod, see Figure 3 and 4. Material needed for cleaning: Scotch–Brite™. Brake cleaner, Neoval®, WD40®, Diesel or similar available solvent. − −
Note: It is not unusual to find condensed water in the housing area. The condensed water does not have any influence for the sensor function. During general engine operation only about 50 to 70% of the FQP stroke is utilised. As a consequence, fuel deposits will build up on the unused part of the piston rod, see Figure 3. If a sudden increase in stroke occurs, the fuel deposits can lead to a sticking piston in its maximum position. Contaminated piston rod
1
1. Fuel deposits on piston rod Fig. 3
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Cleaning procedure: Soak the deposits with cleaning solvent. Use Scotch–Brite™ or similar to remove deposits. Carefully clean the piston rod from any particles. Lubricate the piston rod with lubricating oil. − − − −
Cleaning of piston rod
1
2
3
1. Cleaning with Scotch–Brite™, 2. Cleaning solvent, 3. Clean piston rod with cloth Fig. 4
6. Confirm movement of the FQP. After cleaning, confirm smooth running of the piston by hand (full stroke and turn 360°).
Free movement c heck of p iston
2
1
1. Full stroke movement, 2. Turn 360° Fig. 5
Note: If a new Fuel Quantity Sensor (FQS) was delivered and needs to be installed, read the fitting instructions delivered with the new FQS. The instruction is located in the same box as the sensor with measurement tube and other consumable parts.
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7. Connecting elements Two different designs of connecting elements are present on the Wärtsilä ICUs. The old type will be replaced by the new connecting element type at the time the old ICU is returned to Wärtsilä for remanufacturing. The difference of the connecting elements is that the old type is screwed with a locking nut, see Figure 6, and the new type is bolted together with a hexagon screw, see Figure 7. 7a) Old type connecting element: Check if the measurement tube (1) is correctly tightened. If the torque is not correct, retighten the measurement tube (1) against the set screw (4) of the piston rod (2) with a torque of 5 Nm and the M5 locking nut (3) with a torque of 2 Nm. Old type co nnecting element
2
4
1
3
1
5
1. Measurement tube, 2. Piston rod, 3. M5 nut, 4. Set screw, 5. Torque spanner Fig. 6
7b) New type connecting element: Check if the M5x45 screw (4) is correctly bolted and not loose. Do not retighten the M5x45 screw. In case the M5x45 screw is loose, remove the screw and clean the threads thoroughly. Apply securing agent (Loctite 648), re-install the screw and tighten it with 6 Nm. Make sure the two distance sleeves (3) are in place. New type connecting element
1
3
5 2
6
3
4
4
1
1
1. Measurement tube, 2. Piston rod, 3. Distance sleeves, 4. Screw M5x45, 5. Torque spanner, 6. Flat surface for spanner size 8 mm Fig. 7
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Note: The piston rod has to be blocked by an 8 mm spanner at the flat surface behind the connecting element depending on the piston type. Special care has to be taken in order to prevent damaging the piston rod. 8. Reassembly of the housing: Place the greased O-ring (1) on the intermediate flange (2) and fit the housing (3). Reassembly of housi ng
1
2
3
4
1. O-ring, 2. Intermediate flange, 3. Housing, 4. Four fixing bolts M10x60 – tighten crosswise with 30 Nm Fig. 8
After installing the housing (3), check that the aluminium measurement tube is in the centre of the housing. Small adjustments can be done by tightening the four fixing bolts (4) additionally, see Figure 8. 9. Plug in the cable and re-install the cable support.
Countermeasure 2 – Fuel quantit y s ensor replacement 1. Disassembly procedure of the FQS as described in Countermeasure 1, Point 1 to 3. 2. Slacken and remove the six screws (1) on the holder (2) and FQS (3). Removal of hol der and fuel quantity sensor 1
2
3
4
1. Screws, 2. Holder, 3. Fuel Quantity Sensor (FQS), 4. Housing Fig. 9
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3. Replace the FQS with the new one. Note: The new Fuel Quantity Sensor (FQS) is located in a special box. Read the fitting instructions delivered with the new FQS. The instruction is located in the same box as the sensor with measurement tube, holder, O-rings and other consumable parts.
Brief assembly procedure, extract from the detailed instructions delivered with the new FQS: 1. Remove the fuel quantity sensor (1) from the special box (2). 2. Place the greased O-ring (3) on the FQS (1) and install the sensor. •
Location of t he new fuel quantity s ensor
1
1
2
3
1. FQS, 2. Special box, 3. O-ring Fig. 10
3. Screw the holder (2) with the FQS (3) down on the housing (4). Reassembly of the fuel quantity sensor with holder 1
2
3
4
1
1. Screws, 2. Holder, 3. Fuel Quantity Sensor (FQS), 4. Housing Fig. 11
4. Tighten the six screws (1) of the holder (2) and FQS (3) crosswise with 20 Nm, see Figure 11. 5. Finally plug in the cable and re-install the cable support.
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Count ermeasure 3 – Rail v alve replacement Grease the O-rings (3) and install the rail valves (1) to the valve unit (4). Tighten the four screws (2) crosswise with 4 Nm.
Remark: Two different mounting executions of the rail valve were applied in the past. One is with an intermediate mounting plate and the other is directly fixed to the ICU pre-control block. Today’s common execution is the one directly fixed to the ICU pre-control block.
Check on your ICU if an intermediate mounting plate is installed or not. By replacing the rail valve, the same condition has to be maintained as before dismantling. Depending on the execution with or without intermediate mounting plate, the screw length differs: Screw length with intermediate mounting plate: M4x20 Screw length without intermediate mounting plate: M4x16 • •
Replacement of the rail valves, execution wi thout intermediate mounting plate 2
3
1
4
4
1. Rail valves, 2. Screws – tighten with 4 Nm, 3. O-rings, 4. Valve unit Fig. 12
Countermeasure 4 – Reset of fuel quantit y pi ston Sticking Fuel Quantity Piston (FQP) in maximum position. In some cases the FQP can be reset by the following steps: 1. Release Fuel Oil (FO) rail pressure by: Stopping the engine – 0 rpm. Stop the main engine FO booster pumps. − −
1
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2. Check that the FQP has returned to the minimum position by: Removing the fuel quantity housing, see Countermeasure 1 – Point 4. Pull the piston all the way out by hand. Note: If there is still pressure in the FO rail, the piston cannot be moved. Install the fuel quantity housing, see Countermeasure 1 – Point 8. Re-install the cable support. 3. Vent the affected ICUs manually via the USER-page in flexView. 4. Start the FO booster pumps. 5. Start the engine. − −
− −
Count ermeasure 5 – Replace and return t he ICU to Wärtsil ä warehouse If none of the above mentioned countermeasures could solve the problem, it should be taken into consideration to replace the ICU with a new or remanufactured one. Return afterwards the non-working ICU to a Wärtsilä warehouse. Note: The process how to act when ordering or returning a non-working ICU is described in Technical Bulletin RT-119, Issue 1, dated 17.01.2012, entitled “Component remanufacturing services”. For your convenience find here a summary of the steps to be taken: 1. Send an order for a remanufactured ICU to your normal Wärtsilä sales contact or representative. Send information about vessel name, engine type & number, required delivery time and place. When you return used ICUs, send information about where you intend to land or deliver to and running hours of ICU. 2. You will receive an order confirmation. 3. You will receive instructions for the return delivery, including a return delivery sheet. Please include ALL necessary ICU information in the sent return sheet, for example existing marking on ICU. 4. Return the ICU in the special wooden transportation box, see Figure 13. 5. Once the used ICU is received in the Wärtsilä warehouse together with the respective transportation box, a Credit Note will be generated as the refund for a pre-determined amount. −
−
The ICU must be packed and shipped in a special wooden transport box. This special box protects the ICU from damage and prevents any remaining fuel oil from leaking out. The box will be provided by Wärtsilä as part of the remanufacturing exchange concept. If required, additional boxes can be obtained through your Wärtsilä sales contact or representative. Note: Used ICUs shall be returned in the specially designed wooden box only, see Figure 13. The wooden boxes are the property of Wärtsilä.
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1
2
1. Transportation box – property of Wärtsilä, 2. Catches for easy opening and closing without destroying the box and cover Fig. 13
ICU storage The spare parts must be carefully protected against corrosion during the storage time: The ICU has to be free from any dirt, oil and grease. Cleaning can be performed manually with the aid of chemical agents. All blind holes and tapped holes must be plugged. •
•
Plugs applied to holes on ICU
2 1
1. Injection control unit, 2. Plugged holes Fig. 14 •
Apply coating liquid (e.g. Dewatering Fluid WA) on the surfaces to be preserved. A brief description of the coating liquid and how to apply on the surfaces is mentioned in Appendix 2.
Dewatering fluid can be brushed or sprayed on. It may be applied to moist surfaces. No harm is done to electronic components or plastics (exception is Styropor®). It is not necessary to remove the protective waxy film when installing the ICU on the engine. The waxy film will drain at temperatures above some 80 to 90 °C.
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The protection by the Dewatering Fluid WA would not be necessary if the ICU is packed in VCI film which assures sufficient protection, see Figure 15. However, after transportation the VCI foil is removed and the ICU may be exposed to adverse climatic conditions on the vessel (intense cold, high humidity, condensation, etc.) before going into operation. ICUs packed in VCI film
1
1. ICU protected and packed with VCI film Fig. 15
Note: Store the ICU in a dry room and in a wooden box and/or cover it against pollution.
ICU replacement criteria Before evaluating the ICU for possible replacement criteria and being returned for remanufacturing, it is required that certain engine systems and components are properly maintained. Special attention must be given to the following systems and components: Fuel injectors in good order. Scavenge air system in clean condition. Pressure difference of the charge air coolers within tolerable values. No fouling on turbochargers which would reduce their performance. • • • •
Any of the following criteria can be an indicator that the ICU is due for remanufacturing: Engine running hours
Recommended maintenance approach
36,000
Remanufacturing ashore (Exchange parts / Remanufacturing)
Table 3
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•
ICU leakages are abnormally high. If the leakage alarm appears, the origin has to be identified by opening the drain line and measuring the leakage amount from each ICU. This should not include leakages from tell-tale holes or from the fuel oil high-pressure pipes. Wear recognition on the ICU. The messages InjBeginDeviation Cyl#n HI and InjBeginDeviation Cyl#n very HI are newly implemented into the WECS software Version 32, build 082. These messages are meant to warn the operator about the advanced wear rate inside the ICUs. The consequence of this wear is noticeable by the shape of the injection curves, specifically at the beginning of the curve, see Figure 16.
Depending on the WECS system, the injection curves can be visualised in flexView as follows: WECS sys tem
Required steps to vis ualise curv e
WECS-9500
Switch access level to “Service”. Password is “flexView” Click on “View”, select “Injection Curve” Select “Cylinder number”, Select “One cycle, Scan”
WECS-9520
Click on “View”, select “Injection Graph” Select “Cylinder number”, Deselect “Cyclic, Scan”
Table 4
Note: On engines equipped with WECS-9500 or WECS-9520 it is advisable to look regularly at the "injection curves" in flexView.
Injection curv e examples
1
2
1. Low wear and still good looking injection curve, 2. Wear signs clearly visible Fig. 16
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The wear at the control edges might lead to wrong interpretation of the feedback signal. The assumed injection begin is earlier than the real start of injection (the indicated assumed injection begin dead-time is calculated shorter than the real one). The dead-time is an essential part of information needed by the WECS system to inject the fuel at the correct crank angle position. This means if the assumed dead-time is shorter than the real dead time, the rail valve can be activated later in order to achieve the same injection angle. But if this dead-time in reality is not shorter it will lead to later injection and reduced Pmax. The prolonged dead-time is an indication of ICU wear. In order to avoid such situations, a new method of dead-time determination has been developed and implemented. The WECS system can estimate what would be the dead-time in optimum condition. This estimation is based on the shape of the remaining part of the curve. The difference between the measured dead-time and the estimated dead-time is the so called “Injection Dead Time Deviation”. This new feature has been implemented with the software version 31 build 081. This deviation value is used to compensate the wrong injection angle of aging ICUs. Even with a worn ICU the correct injection timing is kept. However, this compensation cannot last forever and at some point the wear becomes higher than the WECS system is able to compensate. The result can be seen on the engine performance, namely on Pmax. These two new messages in the flexView are an indication that the limits of wear compensation are close. This does not mean that the ICU should be replaced immediately; it gives an early warning to the operator to have a spare one ready on board the vessel. Three factors are considered which influence injection timing and consequently the Pmax. VIT will not be considered here. Factors and influences to Pmax *
)
Factor
Influence
Injection begin offset FQS setting
Negative offset means earlier injection and higher Pmax. Positive offset means later injection and lower Pmax.
Automatic wear compensation
Extends the dead time and therefore causes earlier injection and higher Pmax.
Actual wear of the ICU
Causes measured dead time to be shorter than real. This results in later injection and lower Pmax.
*) Table only valid for ICU “Step 1”. For the identification of the ICU see Table 6. Table 5
The WECS system can only estimate the stage of wear based on the fuel quantity piston movements. The real wear is of course more complex. This is the reason why these are only messages and not actual alarms. Nevertheless, these messages are good indications that the performance of the ICU is not optimum. However, the engine can still run thanks to the automatic wear compensation. The final decision to replace the ICU should be based on the engine performance in particular, to the ability of the unit to reach the correct Pmax. Therefore the performance data and indicator diagrams should be checked for correct injection timing, combustion temperatures and pressures.
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Note: The automatic wear compensation works only on the WECS-9520 with software Version 32, build 082 or higher, but not on WECS-9500 systems.
Maint enance on ICU size IV The general maintenance concept and the remanufacturing process will be described in a separate Technical Bulletin, entitled “Maintenance concepts for Injection Control Unit (ICU)”. The release of this bulletin is foreseen for the second half of this year 2012. It is important to distinguish between the old type or 1 st generation ICU (Step 0) and the new type ICU (Step 1). The type of ICU for RT-flex96C-B and RT-flex84T-D can be identified by checking for a groove or recess on the outside of the Injection Control Valve (ICV). Identific ation marks fo r ICUs ICU type
Identifi cation mark
Step 0
ICVs have a straight surface
Step 1
ICVs have a groove or a recess
Table 6
ICVs for RT-flex96C-B and RT-flex84T-D engines
2
1
3
4
2
1. Step 1 ICV with groove, 2. Groove / recess, 3. Step 0 ICV with smooth surface, 4. Step 1 ICV installed Fig. 17
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Ap pend ix 1. Alarms 2. Proposed corrosion protective product
Contacts How to cont act Wärtsi lä For questions about the content of this Technical Bulletin, or if you need Wärtsilä assistance, services, spare parts and/or tools, please contact your nearest Wärtsilä representative. If you don’t have the contact details at hand, please follow the link “Contact us” – “24h Services” on the Wärtsilä webpage: www.wartsila.com
Contact details f or emergency is sues Operational support For questions concerning operational issues, please send your enquiry to:
[email protected] or phone 24hrs support: +41 52 262 80 10. Field service If you need Wärtsilä Field Service, please send your enquiry to:
[email protected] or phone 24hrs support: +41 79 255 68 80. Spare parts If you need Wärtsilä spare parts and/or tools, please send you enquiry to:
[email protected] or phone 24hrs support: +41 52 262 24 02
© 2012 Wärtsilä Switzerland Ltd. – All rights reserved No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or omissions for information contained herein. Information in this publication is subject to change without notice. Unless otherwise expressly set forth, no recommendation contained in this document is to be construed as provided due to a defect in the engine, but merely as an improvement of the engine and/or the maintenance procedures relating thereto. Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such actions will thus be at the owners/operators own cost and expense. NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.
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Al arms Any of the following alarms can appear for several seconds during engine start, in particular after maintenance work on the fuel injection equipment or on the hydraulic oil system. The following troubleshooting guidelines should only be considered if these alarms persist. Al arms and troubles hoot ing gui delin es Item Possible alarm
Possible cause
Remedy / Cause
The alarm is released if the measured value from the sensor is lower than 2 mA or higher than 22 mA. This means that the signal is out of range (4–20 mA) and this happens with a broken wire or disconnected sensor.
Check feedback of quantity sensor. Check plug for tight fit. Make sure measuring sleeve is properly mounted on fuel quantity piston. Check cabling between E95 box and injection quantity sensor. Replace sensor or disconnect plug temporarily, if feedback is instable and no spares available. Check the mechanical assembly of the sensor, see Countermeasure 1. For sensor replacement see Countermeasure 2.
ME Inj. Rail Valve The time from the rail valve #.# On Time activation until the rail valve Injection High core physically moves is called “ON Time”. Individual On Time value is compared to the average value for all rail valves on the engine. If the individual On Time becomes greater than 170% of the average, this alarm is released.
Check the cabling between the E95 box and the rail valve. Swap the rail valve with the neighbouring unit, if the problem moves along with the rail valve replace it with a new one. If NOT, replace the upper three cables of the rail valves and replace the sockets on the corresponding FCM at the position X11, X13 and X14. In cold condition the increased viscosity of the control oil can cause high On Time. Make sure that the steam tracing of the rail unit is open in case of HFO operation. For rail valve replacement see Countermeasure 3.
ME Injection Quantity Sensor # meas. Fail
A
B
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Table continued... Item Possible alarm
Possible cause
Remedy / Cause
ME Inj. Rail Valve The time from the rail valve #.# On Time activation until the rail valve Return High core physically moves is called “ON Time”. Individual On Time value is compared to the average value for all rail valves on the engine. If the individual On Time becomes greater than 170% of the average, this alarm is released.
Check the cabling between the E95 box and the rail valve. Swap the rail valve with the neighbouring unit, if the problem moves along with the rail valve replace it with a new one. If NOT, replace the lower three cables of the rail valves and replace the sockets on the corresponding FCM at the position X11, X13 and X14. In cold condition the increased viscosity of the control oil can cause high On Time. Make sure that the steam tracing of the rail unit is open in case of HFO operation. For rail valve replacement see Countermeasure 3.
D
ME Inj. Time Too The Injection Time is Short measured from the inject command until the return command. Individual Injection Time is compared with the average value for the engine. If the individual Injection Time becomes less than 60% of the average this alarm is released.
Could be the consequence of a rail valve failure. Might be too low opening pressure of injector. Cracked atomizer? Injector pipe leakage? This alarm may occur under rough sea conditions or quick load changes.
E
ME Inj. Time Too The Injection Time is Long measured from the inject command until the return command. Individual Injection Time is compared with the average value for the engine. If the individual Injection Time becomes greater than 150% of the average this alarm is released.
Injectors obstructed or with too high opening pressure. Possible rail valve failure. Injection through 2 or 1 injector only. This alarm may occur under rough sea conditions or quick load changes.
ME Injection timing fail. cylinder #
Injection timing fail alarm is a consequence of one of the above items: D or E.
Follow items D or E.
ME Inj. Quantity Piston, Late / No Return
This alarm appears if the fuel quantity piston does not fully return after the injection. If the signal from the quantity sensor does not fall below 5.5 mA after the return command it means that the fuel quantity piston has not returned fully. The alarm is delayed for 30 seconds.
This can happen if the fuel viscosity is very high (cold fuel or steam tracing on the fuel rail is not working). Rough sea conditions with quick load changes can cause this alarm. Check the mechanical assembly of the sensor, see Countermeasure 1. For sensor replacement see Countermeasure 2.
C
F
G
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Table continued... Item Possible alarm
Possible cause
Remedy / Cause
ME Inj. Quantity Piston, No Movement (slowdown)
This alarm appears if the fuel quantity piston moved less than 4% during the fuel injection event. The alarm is suppressed for 3 revolutions.
In case of very low load the amount of fuel injected is very little and this alarm is normal. Possible rail valve failure. High viscosity fuel. Sticking fuel quantity piston. Rough sea conditions. Check the mechanical assembly of the sensor, see Countermeasure 1. For sensor replacement see Countermeasure 2.
ME Inj. Quantity Piston, Stuck In Max. Pos. (Inj.cut-off+SLD)
This alarm appears if the signal from the sensor is higher than 18 mA. It means that the fuel quantity piston just performed a full stroke and did not return.
This can happen if the return command was not performed for some reason. It can be due to rail valve failure (if the rail valve stays in inject position). It can happen if the ICV is stuck in open position. Control oil return pipe is restricted or closed. High fuel viscosity. Leaking injectors or pipes. Check the mechanical assembly of the sensor, see Countermeasure 1. For sensor replacement see Countermeasure 2. If this alarm appears at standstill, follow the procedure in Countermeasure 4.
ME Injection quantity piston fail. cylinder #
This is a consequence of one of the items: G, H or I.
Follow items G, H or I.
H
I
J
Table 1
Note: The countermeasures are described in the Technical Bulletin RT-124, Issue 1, dated 03.04.2012, Chapter “Countermeasures”. © 2012 Wärtsilä Switzerland Ltd. – All rights reserved No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or omissions for information contained herein. Information in this publication is subject to change without notice. Unless otherwise expressly set forth, no recommendation contained in this document is to be construed as provided due to a defect in the engine, but merely as an improvement of the engine and/or the maintenance procedures relating thereto. Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such actions will thus be at the owners/operators own cost and expense. NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.
APPENDIX 2
Proposed corrosion protective product Name of product:
Dewatering with corrosion protection Waxy, dry protective film Article No: Specification No:
Dewatering Fluid WA
Substitute for Spec. No: General and physical properties:
Protection against:
Oil-based corrosion preventive
Humidity, perspiration, shower-proof
Application Temperature:
Applicationmethod Brush Yes
15°C to 35°C
Humidity:
Colour:
like Vaseline
Roller
Yes
Degree of gloss:
mat
Dipping
Yes
Spraying: low press. high press.
Yes
Covering power: Density:
810 kg/m at 15°C
Content of solids:
15.5 %
Viscosity:
Thinner %
Viscosity
Spraying pressure
Airless
Yes
Electrostatic Drying: Air
Yes dustfree
set to touch
completely dry
Recoatable after: spraying brushing
A-II
Poison class:
free BAG T Nr. 611 500
20°
Flash point:
40°C in closed pot
Oven
Time no
Temperature of component:
Forced
Time no
Temperature of component:
Shelf life:
Cl. 3 Pt. 31 c
no
Hardness acc. to:
Pot life:
180 m /l 0.8
with dry film thickness of Temperature range: -
microns
3)
20°C to + 60°C
Dry film melting-point: 1) Weight
no
Cross-cut test DIN 53151
2)
With hardener:
Coverage:
1h
Technical data:
12 months cool/dry
Mixing ratio: 1)
k / Ohm
Yes
Danger class:
Identification duty: ADR/SDR
Nozzle mm
2) Volume
3) On smooth surface
Steel ball jet: DIN 53154 Mandrel bend test: DIN 53152 Ericcson cupping index IE: DIN 53156 Salt-spray test: DIN 50021 Kesternich test: DIN 50018 Condensed water climate: ASTM-D-148, DIN 51359
DIN 50’907 150 hrs
DIN 51’359 150 hrs
Surface preparation:
Grease-free surface. May be applied to moist surface.
Features:
Highly water displacing, undercreeps liquid films on metal surfaces, displaces liquids and moisture out of pocket holes
Duration of protection: Indoor
storage 9 - 12 months / shed storage 4 - 8 months
Removal, cleaning:
Normally not necessary. Considered as coat structure for further preservation. Removal with white spirit or petroleum.
Supplier:
Valvoline Oil Co. Ltd., Div. of Ashland Switzerland, Riedstrasse 11, CH-8317 Tagelswangen, Switzerland Tel. +41 (0) 52 355 3000
The data given are mean values based on practical experience. Application according to the supplier’s specification and at the user’s risk with regard to climatic and specific conditions.
a
RT-flex
Packing Instructions ICU
Wärtsilä Switzerland Ltd.
Drawn: Verif.:
ISO-Basic Document Nr.X-107.XXX.XXX / 12.02.96 / Rev. 1.0 File name: PackingInstr_ICU_Appendix2.pdf
Group
5564
