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RT-flex82

RT-flex82 Training
Mechanical Features
(RT-flex Specific Parts only)

Chapter 120_Rev.00
Wrtsil Land & Sea Academy

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Chapter 120_Rev.00

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RT-flex82

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7RT-flex82C Engine

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Chapter 120_Rev.00

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RT-flex82

Overview
Rail Unit

WECS-9520,
E95 Each Cylinder
Electronic Unit
Terminal boxes
Automatic filter
for Servo Oil

WECS-9520,
E90 Shipyard
Interface Box (SIB)
on middle

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Supply unit
Fuel Pump and
Servo Oil Pump

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Chapter 120_Rev.00

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Rail Unit
For engines with more than 8
cylinders, the rail units are split in
two parts. (FE and DE)

Both rail pipe sections (forward/aft)


for fuel rail and servo oil rail are
cross connected by two(2) high
pressure pipes and valves.
WECS-9520 Cylinder-Electronic
Unit boxes (E95.XX) for each
cylinders are fitted on the outer
front side
One(1) SIB (E90) Box for an
engine is in the middle of the rail
unit

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Chapter 120_Rev.00

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Rail Unit

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RT-flex82

Rail Unit Main Parts

Fuel oil rail:

ICU

Fuel Rail

Steam
The fuel rail contains high pressure fuel of
~ 500 - 1000 bar, delivered by the fuel pumps of
the supply unit, depending on engine load.
For each cylinder, there is an Injection Control
Unit (ICU).
The rail is heated by a trace heating piping system.
Servo oil rail:
The servo oil rail contains fine filtered (25-micron) high
pressure servo oil, ~ 100 - 200 bar, delivered by the
servo oil pumps of the supply unit, depending on engine
load.
For each cylinder, there is a Valve Control Unit (VCU).
VCU
Additional return/leakage piping:

Servo Rail

Servo oil return pipe from VCUs


Servo oil return pipe from ICUs
Servo oil leakage pipe from ICUs and Actuator pipes
Fuel leakage pipe from ICU and fuel high pressure pipes
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Chapter 120_Rev.00

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Servo Oil Return
from ICUs

Rail Unit Piping


ICUs

Fuel
Leakage

Steam Tracing
Pipes

Fuel
Return

Fuel Rail

Safety Valve
(1250 bar)

Servo Oil
Leakage from
VCUs & ICUs
VCUs

SHD & Pressure


Control Valve
(1050 bar)

Fire Extinguishing
Pipe with Nozzles
Fuel from SU

Servo Oil
Rail

Servo Oil Return


from VCUs
Drive End
Servo Oil from SU
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Chapter 120_Rev.00

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Rail Unit Piping

Drive End

ICU

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VCU

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Chapter 120_Rev.00

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Rail Unit Piping

Drive End

from SU Servo
Oil Pumps
from SU Fuel Pumps
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Rail Unit Piping


Free End

ICU

VCU

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Rail Unit Piping


Servo Oil Safety Valve
(230 bar)

Reducing Valve (~50 bar)


for Pulse Lubrication

Fuel
Leakage

Fuel Rail
Servo Oil Return
from VCUs

Servo Oil
Leakage
from ICUs

Servo Oil Rail

Servo Oil Leakage


from Actuator Pipes

VCU
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Chapter 120_Rev.00

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Rail Unit Piping


Both rail pipes (fuel- & servo-)
are made by two(2) parts and
assembled with Intermediate
Piece in one(1) Rail Unit Box.
Intermediate Piece

Servo Rail

Fuel rail pipe has peanut shape bore.

Fuel Rail
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Chapter 120_Rev.00

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Fuel Quantity
Sensor

(fuel) Injection Control Unit (ICU)


Servo Oil Return

to Injectors

Fuel Leakage
from High
Pressure Pipes

Servo Oil
Leakage

Fuel Leakage
from ICU
Fuel Return
Rail Valves

Servo Oil Inlet


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Chapter 120_Rev.00

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ICU
Injection Control
Valves (block inside)

Servo oil side:


The rail valves control the servo oil flow in
the control oil block.

Rail Valves

Fuel Side

Fuel side:

Fuel Quantity
Piston (block
inside)

The injection control valves are actuated


by pistons in the control oil block.
There is one(1) injection control valve for
each injector.

Servo Oil Side


Control Oil
Block

The main body of the ICU includes the


injection quantity piston.

Fuel Quantity
Sensor

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Fuel Quantity Sensor in a housing kept


away from the hot block.

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Fuel Nozzle
from ICU

Opening Pressure:
375 10 bar

Fuel Return
Passage
Shim Rings

Opening Pressure is adjusted by


Adjusting of Shim Rings
thickness

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(Exhaust) Valve Control Unit (VCU)

Servo Oil Return


to Exhaust Valve
Servo Oil
Leakage from
Actuator pipe
Slide Rod
(block inside)
VCU Piston
(block inside)
Servo Oil
Filter

Servo Oil
to ICU

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Rail Valve

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To EXV

VCU
Rail Valve

Slide Rod

The VCU sits directly on the servo rail.


In order to refill the intended oil loss through the
constant orifice in the exhaust valve drive upper
housing, there is an internal orifice to the upper
part of the VCU Piston (to actuator pipe).

To ICU

Servo Oil

Piston

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Filter insert

Internal Orifice
plug inside
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Chapter 120_Rev.00

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Rail Valves

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Rail Valve (RV-2)


Injection / EXV open

Rail valve are quick acting 3/2-way solenoid valves. Each cylinder unit has four
rail valves. Three of them are pre-controlling an ICU, one of them is
pre-controlling a VCU.
Following an injection/return- or open/close command of WECS-9520, the
corresponding coil is energized for a very short time (normal operation
~1 ms, max. 4.5 ms), but with a high current impulse (~50-60A).
Iron core
This makes the valve spindle move towards the energized coil
Valve spindle
(~0.3 mm stroke).
The high current impulse and the short travel of the valve
spindle enable a very short actuation time, which is
indispensable for precise injection- or exhaust valve control.

Control oil inlet P


In/outlet to ICU/VCU A
Outlet to return pipe T

The rail valves are non-serviceable. Nevertheless, if dirt


particles are suspected to influence proper operation, the
valves can be opened and blown out by air.

Coils

Pay attention to the assembly position of valve spindle.


Electric sockets
Return / Valve close
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Exhaust Valve Drive


Constant
Orifice

Actuator
Oil Drain

Stroke
Sensor

Spring Air
NRV with Orifice

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Main differences to a
conventional RTA-valve drive:
The exhaust valve is actuated by a
double piston drive, in order to save oil
volume

Exhaust Valve Drive


Damper

Outer
Piston

Inner
Piston

The stroke sensor monitors exhaust


valve open / close stroke
The valve spindle has cone shape on top
side for stroke sensor
Air spring piston runs directly in the
housing
The disc spring package is dampening
opening stroke in case of low air spring
pressure

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Cone
shape in
Spindle

Stroke
Sensor

Spring Air
Piston
Joint Ring

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Disc
Spring

Chapter 120_Rev.00

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Supply Unit

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Chapter 120_Rev.00

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Supply Unit Drive

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Flywheel

Supply Unit Drive


Drive End
Fuel
Pump Unit

Servo Oil
Pump Unit

Intermediate
Gear for
Servo Unit

Camshaft
Gear

Crankshaft
Gear

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Intermediate
Gear for
Fuel Unit

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Chapter 120_Rev.00

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Fuel Supply Unit


FP Cut-off
Devices

The fuel supply unit is driven by the


crankshaft, via an intermediate
gearwheel.

Heinzmann
FP Actuators

Fuel Pumps

One(1)-lobe mono block camshaft.


#2 Camshaft bearing cover has special
design 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 camshaft doesnt have a
determined position compared to
crankshaft. However the position of the
cams relative to each other must be
respected for load sharing.

Camshaft
Gear

The number of fuel pumps depends on


the number of cylinders.
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Camshaft
Casing Drain
#2 Camshaft
Bearing

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Chapter 120_Rev.00

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Other Camshaft
Bearings

RT-flex82

Fuel Supply Unit

Fuel Return Line

High Pressure Fuel


to RU Fuel Rail

Fuel Pressure
Retaining Valve
Heinzmann
FP Actuators
and Linkages
Fuel Inlet from
Booster Pump

The jerk-type fuel oil pumps deliver fuel into the RU fuel rail pipe directly.
The pump flow rate is regulated by electric actuator to keep the rail pressure.
(~ 500 - 1000 bar)
Actuators are received position set point signals from WECS.
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Chapter 120_Rev.00

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Fuel Pump
# A1

# A2

# A3

# A4

Drive Side

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Fuel Pump
Pump Cover

Buffer Space

Fuel pumps:
Non Return
Valve

The jerk-type fuel pumps deliver a


variable quantity of fuel to the fuel rail
pipe in order to maintain the
demanded fuel rail pressure.

Pump Cylinder
Pump Plunger
Regulating Rack

They do not have any timing.

Compression
Spring

To change the feed quantity, the


pump plunger is turned by the
regulating rack.

Upper
Housing

Lower
Housing
Roller

The guide piston/roller assembly and


regulating sleeve are lubricated by
main bearing oil.
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Regulating
Sleeve

Guide
Piston

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Chapter 120_Rev.00

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Fuel Pump

Plunger and Thrust Piece

L.O. Piping from / to


Regulating Sleeve

Guide Piston and Roller

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Chapter 120_Rev.00

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Fuel Pump

Plunger position at regulating linkage position:


Pos: 0
No delivery

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Pos: 5
Half delivery

Pos: 10
Full delivery

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Chapter 120_Rev.00

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Fuel Pump Actuator


Fuel pump regulating:
The fuel pump regulating rack is moved by
Heinzmann electric actuator directly.
One(1) actuator regulates one(1) fuel pump.
Actuators (Control Modules) receive a position
set point signal from WECS.

Min. Delivery

Max. Delivery
Control Module for Actuator
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Chapter 120_Rev.00

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Servo Oil Supply Unit


Dynex Servo
Oil Pumps

The Servo Oil supply unit is driven


by the crankshaft, via an
intermediate gearwheel.
The servo oil pumps are driven by
individual pinions, having a
mechanical fuse (reduced diameter
on carried shaft between pinion gear
and servo pump), in order to protect
the gear-drive in case of a pump
seizure.

Pinion Gears

Mechanical
Fuses
Driven Gear by
Intermediate Gear

Driving Gear to
Pinion Gears
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Chapter 120_Rev.00

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Servo Oil Supply Unit


Servo Oil Inlet
from Auto Filter

High Pressure
Servo Oil
to RU Servo Rail

Dynex Servo Pumps


Servo Oil Inlet
Flow Sensors

#2
Pressure Control
Valves

#1

#3

The servo oil pumps are made by Dynex. They deliver servo oil into RU servo oil rail
pipe with a pressure of ~ 100 - 200 bar via rising pipes directly.
The pressure control valves are received pressure set point signal from WECS.
The number of servo oil pumps depends on the number of cylinders.
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Chapter 120_Rev.00

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Servo Oil Pump Dynex

Delivery port

Suction port

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Fixed-Angle
Wobble (Cam)

Compensator valve
with solenoid

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Chapter 120_Rev.00

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Wrtsil Land & Sea Academy

Servo Oil Pump Dynex

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Chapter 120_Rev.00

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Servo Oil Service Pump

The servo oil service pump


is operated manually in
engine standstill in order to
simulate exhaust valve
open/close and injection
venting.

Starter Box

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Chapter 120_Rev.00

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Automatic Filter
Filtered Oil
to Servo Pumps

The automatic filter unit cleans the


servo oil to 25 m.
The by-pass filter has a mesh
size of 34 m.
The filtered "sludge" (back flushed
oil) goes back to the crankcase.

Back Flushing
to crankcase

Oil Inlet from


Main Bearing Oil
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Chapter 120_Rev.00

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Crank Angle Sensor (CA)

The crank angle sensors are located on the free end of the crankshaft (or Geislinger Damper).
The crank angle signal is absolutely indispensable
for engine operation.
At least one of the sensors must be working. If one
fails, WECS-9520 can detect the failure and will
keep working with the healthy signal (plausibility
check). In case both sensors fail, the engine will be
stop without delay.

There is no emergency operation


possible without at least one(1) Crank
Angle Sensor!

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Chapter 120_Rev.00

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CA-Sensor

They are separated from the crankshaft by a special coupling. They create an exact digital signal of the
actual crankshaft position. (0.360) The CA sensors have a resolution of 0.1
The spring loaded coupling absorbs all longitudinal and axial movement of the crankshaft. It drives a shaft
which is supported by two ball bearings. The bearings are oil lubricated. From the shaft a toothed belt
drives each sensor.
Shielded BUS cables transmit the signals to the
WECS-9520 control.

CA-Sensors are delivered in a box

CA-Sensor, complete with holder and cable.

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Chapter 120_Rev.00

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CA-Sensor

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Chapter 120_Rev.00

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CA-Sensor

Connection unit

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CA Sensors

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TDC Pick Up Sensor

The TDC pick up sensor detects


one(1) tooth in one(1) revolution of
crankshaft.
This sensor and tooth block are set
in No.1 cylinder TDC.
Sensor sends tooth signal to
WECS and WECS check both CAS
signals compare with TDC sensor
signal.
Other pick up sensors are for
Propulsion Control System.

TDC Pick Up
Sensor

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One(1) Tooth

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Chapter 120_Rev.00

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