Professional Documents
Culture Documents
Operation Manual
“Marine” Pulse Lubrication
Vessel: GY311
Type: 5RT-flex50-D
0040-1/A3 2011 Explanation on the Use of Version with TurboCharger at Aft End x
the Operating Manual
0080-1/A2 Engine Numbering and Version with TurboCharger at Aft End x
Designations
0120-1/A1 (1) 2011-12 Prepare the Fuel Oil 1st Remark altered: …(see 0710-1 'Viscosity-Temperature x
System for Operation Diagram')
0130-1/A1 EAAD082895 Prepare the Servo Oil Drain screw (33) 4.82 introduced x
EAAD083177 System
0240-1/A1 (2) Normal Running 2nd • altered: …(see 0710-1 'Viscosity-Temperature x
Diagram')
0250-1/A1 Operating Data Sheet Min. press. servo oil inlet deleted; TC type A100-L added x
0250-2/A2 Operating Data Sheet TE1121-28A_SLD data added; TC type A100-L added; x
(1, 2) Remark for fuel oil (0270-2 altered to 0710-1)
0260-1/A1 (2) Manoeuvring 2nd sentence altered: …(see 0710-1 'Viscosity- x
Temperature Diagram').
0270-1/A1 (1) Changing Over from Section 2 1st sentence altered: …(see 0710-1 'Viscosity- x
DO to HFO Temperature Diagram')
0270-2/A1 Viscosity-Temperature deleted, its content however, newly added in 0710-1 (x)
Diagram
0320-1/A2 (1) Measures to be Taken 5th • altered: …(see 0710-1 'Viscosity-Temperature x
after Stopping Diagram')
0510-1/A2 EAAD083177 Operation with Injection Pressure relief and draining of servo oil and fuel rails x
Cut Out adapted
0515-1/A1 EAAD083177 Faults in High Pressure Pressure relief and draining of servo oil and fuel rails x
5, 6) DAAD007677 Fuel System adapted
0520-1/A1 EAAD083177 Operation with EVControl Cost down solution of exhaust valve and EVCU introduced; x
DAAD082586 Unit Cut Out pressure relief and draining of servo oil and fuel rails
EAAD082206 adapted
0525-1/A1 EAAD083177 Faults in Servo Oil Pressure relief and draining of servo oil and fuel rails x
(2, 3) DAAD007677 System adapted
0540-1/A1 DAAD012317 Operation with Running Cost down solution of exhaust valve introduced; x
2, 3) EAAD082586 Gear Partially or Totally pressure relief and draining of servo oil and fuel rails
Removed adapted
0590-1/A2 TC Out of Service Version with TurboCharger at Aft End x
0610-1/A1 EAAD082895 Preparation before Drain screw (33) 4.82 introduced x
EAAD083177 Starting after a Prolo…
0710-1/A1 Diesel Engine Fuels Heavy fuel oil requirements revised and former viscosity- x
temperature diagram 0270-2 added
0750-1/A1 Lubricating Oils Lubricating oil requirements revised x
0760-1/A1 Cooling Water Cooling water and treatment requirements revised x
0800-1/A2 Operating Troubles Paragraph 1.2: The last two points added x
1/7 16.3.2015
Modification Service
Engine Documentation
0850-1/A2 (13, 2011-12 Failures and Defects of Sensors ZT5441C…48C deleted (acc. to new exhaust x
15, 23, 25, 28) WECS Components valve);
New criteria added under 3.4: ME scavenge air pressure
high; ME exhaust waste gate not closed, ME engine waste
gate not open (engine with LLT only);
3.6 ME scavenge air pressure very high
1203-1/A1 EAAD082581 Thrust Bearing New arbor supports (9) introduced x
2138-1/A1 EAAD082645 Lubricating Quill LEE non-return valve removed from lubricating quill and x
(Pulse Feed) arranged in screwed union (9)
2751-1/A1 EAAD082586 Exhaust Valve Exhaust valve redesigned with simplified lower housing, x
with only one valve stroke sensor and new blocking
4002-1/A2 (3, 7, EAAD082586 Engine Control System procedure
Fig. 'B': Exhaust Waste Gate (optional) connected with x
8,10, 11) EAAD082120 WECS-9520 FCM-20 Cyl. 1 & 5; Fig. 'E', 'G' and emergency mode
EAAD083048 adapted with only one position sensor removed
4003-2/A0 EAAD082895 Designations Sensors 4.70-2 and ZT5441-48 deleted x
CAS unit 1.01-1 & 2, drain screws 3.82 & 4.82, throttle x
4.19,
sensors ST5131-33C, ST5134-36C, ZS5124C, ZS5225C,
4003-2/A2 EAAD082895 Control Diagram ZS5372C,
Redesignedactuator ZV7076C
with exhaust added
waste gate, FPCV 3.06, exhaust x
107.383.325 (Pulse Feed) valve drive 4.03, EVCU 4.10 and servo oil rail 4.11
4003-2/A3 EAAD082895 Control Diagram Redesigned with exhaust waste gate, FPCV 3.06, exhaust x
107.383.325 (Pulse Jet) valve drive 4.03, EVCU 4.10 and servo oil rail 4.11
4003-3/A2 Control and Auxiliary Hydraulic and servo oil supply with TC at AE, speed control x
Systems (CAS Hengstler), TC type A100-L added; diagrams
redesigned with exhaust waste gate, new FPCV 3.06,
exhaust valve drive 4.03, EVCU 4.10 and servo oil rail
6420-1/A2 2011 Scavenge Air Receiver 4.11
Version with TurboCharger at Aft End x
6500-1/A2 Turbocharging Version with TC type A100-L added x
6510-1/A3 Cleaning Turbocharger in Version with TC type A100-L added x
Operation
6545-1/A2 Auxiliary Blower Version with TurboCharger at Aft End x
6606-1/A1 2011-12 EAAD082246 Scavenge Air Cooler SAC cleaning system redesigned with one and two x
DAAD008840 turbocharger(s)
6606-1/A2 2011 Scavenge Air Cooler Version with TurboCharger at Aft End x
7218-1/A2 2011-12 EDDA083089 Lubricating Pump with Pressure regulating valve 8.11-1 integrated in servo oil rail, x
(2, 3, 5, 8) EAAD082120 Pulse Feed PT2046A adapted to last CLP, double filter 8.17
EAAD083048 introduced, servo oil connections for PLS altered, remarks
7218-1/A3 2011-12 EDDA083089 Lubricating Pump with to MM_7218-1
Pressure regulating valve 8.11-1 integrated in servo oil rail, x
(2, 3, 5, 8) EAAD082120 Pulse Jet PT2046A adapted to last CLP, double filter 8.17
EAAD083048 introduced, servo oil connections for PLS altered, remarks
8016-1/A3 EAAD082921 Lubricating Oil System to MM_7218-1
Specified and adapted for TPL & A100-L turbochargers, x
drain screw 4.82 added
8016-1/A4 EAAD083177 Lubricating Oil System Redesigned for MET turbocharger, drain screw 4.82 added x
EAAD082895
8019-1/A1 EAAD082510 Fuel Oil System Drain screw (35) 3.82 introduced in fuel rail (12) 3.05, x
(2-7) EAAD082895 therefore former items 35-39 renumbered with 36-40
8135-1/A1 2011 EAAD082110 Exhaust Waste Gate for Low-Load Tuning introduced x
8345-1/A1 2011-12 7-78.437 Drainage System and Drainage system redesigned with one and two x
Wash-water Piping turbocharger(s)
System
8345-1/A2 2011 Drainage System … Version with TurboCharger at Aft End x
Date of publication 2012-01-10
0020-1/A2 2012-07 Table of Contents new groups 0546-1/A1 and 8825-1/A1 added x
0030-1/A2 (4) Subject Index x
Index Gr. 0, 8 x
0120-1/A1 Prepare the Fuel Oil Electrical trace heating system data added x
System for Operation
2/7 16.3.2015
Modification Service
Engine Documentation
3/7 16.3.2015
Modification Service
Engine Documentation
4002-1/A3 2014 Engine Control System New chapter added: CAS Gear Wheel; Schematic CAS x
WECS-9520 gear wheel
4002-4/A1 2014-04 Regular Checks and Chapter updated: Additional data for the procedure to x
Recommended replace FCM-20; Controlled English
Procedures for WECS-
9520
4003-2/A0 (3) Control Diagram - ST5101-04C; ST5111-12S, ZS5123C added x
Designations
4003-2/A4 2014 EAAD084534 Control Diagram New diagram added for engines with CLU-4, CAS gear x
wheel, ICU MK-3
4003-3/A2 2014-04 Control and Auxiliary Schematic exhaust valve drive / air spring air CLU-4 x
Systems added; Fuel injection FAST added;
4628-1/A2 2014 Pick-up for Speed new schematic added; CAS Gear Wheel x
Measurement
5551-1/A1 2014-04 EAAD084362 Servo Oil Pump New illustation Fig. A; Position 8 and 11 removed x
Group 6 TOC Group 6 New chapter 6510-1/A1
6510-1/A1 2014-04 Cleaning Turbocharger in 6510-1/A1 updated: data about cleaning the turbocharger x
Operation in operation removed (reference to the manual of the
turbocharger manufacturer);
6510-1/A2 and 6510-1/A3 removed
7218-1/A2 (12) Cylinder Lubrication with Illustration Fig. H changed: CAS units x
Pulse Feed
4/7 16.3.2015
Modification Service
Engine Documentation
9258-1/A1 2014-04 EAAD083907 Pressure Switches and Terminal Box E150 removed, new illustration x
Pressure Transmitters
9308-1/A1 2014 EAAD084911 Intelligent Combustion New chapter added x
Control
9314-1/A1 2014-04 EAAD084983 Oil Mist Detector New data, controlled english x
0710-1/A1 Operating Media - Diesel Chapter updated (style, Simplified Technical English), x
Engine Fuels latest data added
0750-1/A1 Service Operating Media - Chapter updated (style, Simplified Technical English); x
Bulletins Lubricating Oils Paragraph 2.1.2 Servo Oil System added;
RT-138 Table 4: List of Validated Lubricating Oils updated (latest
data);
Table 5: List of Validated System Oils updated (latest
data);
Group 7 Group TOC New chapter 7218-3/A1 added x
7218-3/A1 Service Feed Rate - Adjustment New chapter added, related to the Service Bulletin x
Bulletins
RT-161
8016-1/A1 Service Lubricating Oil System - paragraph 2.3: New data about taking dirty oil samples x
Bulletins CAS Gear Wheel related to the Service Bulletin RT-138
RT-138
8016-1/A2 Service Lubricating Oil System - paragraph 2.3: New data about taking dirty oil samples x
Bulletins CAS Gear Wheel related to the Service Bulletin RT-138
RT-138
8016-1/A3 Service Lubricating Oil System - paragraph 2.3: New data about taking dirty oil samples x
Bulletins CAS Gear Wheel related to the Service Bulletin RT-138
RT-138
Date of publication 2014-07-31
OM_2015-01 2015-01 New Disclaimer; x
0000-1/A1 2015-01 For Your Attention Document updated x
0020-1/A2 2015-01 Table of Contents New chapters added: 4003-3/A5, 8016-1/A6; x
0030-1/A2 2015-01 Subject Index New chapters added x
0035-1/A2 2015-01 Service Abbreviations Abbreviations added x
Bulletin
RT-138
(Version 4)
5/7 16.3.2015
Modification Service
Engine Documentation
0270-1/A1 2015-01 Service Change-over from Diesel Temperature gradient changed from 15°C/min to 2°C/min x
Bulletin Oil to Heavy Fuel Oil and related to the Service Bulletin;
RT-82 Back
0535-1/A1 2015-01 Technical Operation without References added; x
Circular to Crosshead Lubricating Note about operation without crosshead lubricating oil
Licensees Oil Pump pump added;
7412-2; The maximum value for engine operation with crosshead
lubricating oil pump changed from 40% to 25-30%;
6/7 16.3.2015
Modification Service
Engine Documentation
3326-1/A1 2015-01 EAAD085502 Crosshead and Guide Page 1: Remark about engines with a CMCR less than 106 x
Shoe rpm added;
Illustrations: Remark added;
Group 4 2015-01 Group TOC New chapter 4003-2/A5 added x
4003-2/A5 2015-01 EAAD085450 Engine Control Diagram Latest data about crosshead bearing oil system added; x
4003-3/A2 2015-01 EAAD085450 Control and Auxiliary Note
Page added;
5: new page added; Bearing and Cooling Oil Supply x
System with high pressure crosshead bearing lubrication
Page 21: new page added; Main Bearing and Crosshead
Lubrication with high pressure crosshead bearing
lubrication
7/7 16.3.2015
Intentionally blank
0 Operating Descriptions
7 Cylinder Lubrication
8 Piping Systems
OM / RT−flex / Register
9 Engine Monitoring
Intentionally blank
RT-flex50-D Operation Group0
o General
− Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
− Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020−1/A2
− Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030−1/A2
− Guide for Symbols and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A2
− Explanations on the Use of the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A2
o Operation
− Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260−1/A1
− Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa . . . . . . . . . . . 0270−1/A1
− Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280−1/A2
− Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290−1/A1
Shutting Down
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310−1/A1
− Measures to be Taken after Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320−1/A2
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 1 RT-flex50-D / OM / 2014-04
Group0 Operation RT-flex50-D
o Operating Media
− Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
− Fuel Treatment and Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
− Scavenge Air and Compressed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
− Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
− Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
o Operating Troubles
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800−1/A2
− Troubles During Starting and Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810−1/A1
− Irregularities During Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
− Troubles and Damages with Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
− Failures and Defects of WECS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
1. General
This manual is for the operator and is for use only for the related type of diesel en-
gine (the engine described in this manual). The data in this manual is confidential.
Make sure that you read carefully the Operation Manual before you operate the
engine.
Make sure that you know the Inspection and Overhaul intervals in the Maintenance
Manual before you operate the engine.
Make sure that you read the data in Group 0 in the Maintenance Manual before you
do maintenance work on the engine.
2. Spare Parts
Use only original spare parts and components to make sure that the engine will
continue to operate satisfactorily. All equipment and tools for maintenance and op-
eration must be serviceable and in good condition.
The extent of all supplies and services is set exclusively to the related supply con-
tract.
3. Data
4. Personnel
Only qualified personnel that have the applicable knowledge and training must do
work on the engine, its systems and related auxiliary equipment.
Data related to protection against danger and damage to equipment are specified
in this manual as Warnings and Cautions.
1. Summary
The documentation for this diesel engine type comprises the following books and
publications:
2. Structure of manuals
Preface
2.2 Symbols
Refers to checks which must be carried out for trouble-free operation and during
CHECK maintenance.
Preface
Refers to activities which must not be carried out during operation and mainte-
nance of the engine. In case of non-observance damage to components must be
expected.
Table of Contents
Table of Contents
o General
− Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
− Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030−1/A2
− Guide for Symbols and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A2
− Explanations on the Use of the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A2
o Operation
− Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260−1/A1
− Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa . . . . . . . . . . . 0270−1/A1
− Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280−1/A2
− Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290−1/A1
Shutting Down
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310−1/A1
− Measures to be Taken after Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320−1/A2
Table of Contents
o Operating Media
− Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
− Fuel Treatment and Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
− Scavenge Air and Compressed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
− Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
− Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
o Operating Troubles
− General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800−1/A2
− Troubles During Starting and Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0810−1/A1
− Irregularities During Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
− Troubles and Damages with Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
− Failures and Defects of WECS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
Table of Contents
o Cylinder Liner
o Engine Control
o Control Diagram
− Designations (Description to 4003−1, 4003−2 and 4003−3) . . . . . . . . . . . . . . . . 4003−2/A0
− Control Diagram (Pulse Jet, CAS Gear Wheel, Crosshead Booster Pump) . . 4003−2/A5
Table of Contents
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500−1/A1
o Cylinder Lubrication
Table of Contents
Lubricating Oil System − Turbocharger All Types, CMCR < 106 rpm . . . . . . . . . . . 8016−1/A6
Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1
Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018−1/A1
A
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0035−1/A2
Abnormal operating condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0500−1/A1
Adjustment, Feed rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−3/A1
Air flaps in the scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420−1/A1
Air flaps in the scavenge air receiver (Turbocharger at AFT END) . . 6420−1/A2
Alarms and safeguards at continuous service power . . . . . . . . . . . . . . 0250−2/A2
Auxiliary blower and switch box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6545−1/A1
Auxiliary blower and switch box (Turbocharger at AFT END) . . . . . . . 6545−1/A2
Auxiliary blower, failure of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550−1/A1
Axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3146−1/A1
Auxiliary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−3/A2
B
Brief description of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050−1/A2
C
Changeover, diesel oil − heavy fuel oil operation . . . . . . . . . . . . . . . . . 0270−1/A1
Checking engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−1/A2
Cleaning the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
Cleaning the scavenge air cooler in operation . . . . . . . . . . . . . . . . . . . 6606−1/A1
Cleaning the scavenge air cooler in operation (TC at AFT END) . . . . 6606−1/A2
Cleaning exhaust gas turbocharger (all type) in operation . . . . . . . . . 6510−1/A1
Compressed air, starting air, control air . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
Control air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4605−1/A1
Control diagram, designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−2/A0
Control diagram (with pulse feed lubrication) . . . . . . . . . . . . . . . . . . . . 4003−2/A2
Control diagram (with pulse jet lubrication) . . . . . . . . . . . . . . . . . . . . . . 4003−2/A3
Control diagram (with pulse jet lubrication and CAS Gear Wheel) . . 4003−2/A4
Connecting rod, connecting rod bearing . . . . . . . . . . . . . . . . . . . . . . . . . 3303−1/A1
Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1
Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
Crank angle sensor unit − Free End . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9223−1/A1
Crank angle sensor unit − Gear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . 9223−1/A2
Crankcase explosions, prevention of... . . . . . . . . . . . . . . . . . . . . . . . . . . 0460−1/A1
Crosshead and guide shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326−1/A1
Crosshead Lubricating Oil Pump, Operation without . . . . . . . . . . . . . 0535−1/A1
Cutting out and cutting in of the fuel pump . . . . . . . . . . . . . . . . . . . . . . . 5556−2/A1
Cut out an exhaust valve control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
Cylinder liner (with pulse feed lubrication) . . . . . . . . . . . . . . . . . . . . . . . 2124−1/A2
Cylinder liner (with pulse jet lubrication) . . . . . . . . . . . . . . . . . . . . . . . . . 2124−1/A3
Cylinder liner, running-in of new... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0410−1/A2
Cylinder lubrication (with pulse feed lubrication) . . . . . . . . . . . . . . . . . . 7218−1/A2
Cylinder lubrication (with pulse jet lubrication) . . . . . . . . . . . . . . . . . . . 7218−1/A3
Cylinder lubricating oil consumption, Instructions ... . . . . . . . . . . . . . . . 7218−2/A2
Cylinder lubricating system, control (with pulse feed lubrication) . . . . 7218−1/A2
Cylinder lubricating system, control (with pulse jet lubrication) . . . . . 7218−1/A3
Cylinder lubricating system, preparation before taking into service . . 0140−1/A2
D
Damage to engine parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
Defective remote control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560−1/A1
Detailed control diagrams with interfaces to the plant . . . . . . . . . . . . . 4003−3/A2
Determination of cylinder lubricating oil consumption . . . . . . . . . . . . . 7218−2/A2
Drainage system and wash-water piping system . . . . . . . . . . . . . . . . . 8345−1/A1
Drainage system and wash-water piping system (TC at AFT END) . 8345−1/A2
Draining cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1
Drive supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4104−1/A1
E
Emergency operation with exhaust valve closed / opened . . . . . . . . . 0520−1/A1
Engine, brief description of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050−1/A2
Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003−1/A2
Engine control system WECS−9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−1/A2
Engine control system WECS−9520 − CAS Gear Wheel . . . . . . . . . . 4002−1/A3
Engine numbering and designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080−1/A1
Engine numbering and designations (Turbocharger at AFT END) . . 0080−1/A2
Exchange of defective exhaust valve control unit . . . . . . . . . . . . . . . . . 0520−1/A1
Exchange of filter element (pulse feed cylinder lubrication) . . . . . . . . 7218−1/A2
Exchange of filter element (pulse jet cylinder lubrication) . . . . . . . . . . 7218−1/A3
Exchange of defective hydraulic piping . . . . . . . . . . . . . . . . . . . . . . . . . 0520−1/A1
Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2751−1/A1
Exhaust waste gate (Low-Load Tuning) − TC Aft End . . . . . . . . . . . . . 8135−1/A1
Exhaust waste gate (Delta Bypass Tuning) − TC Exhaust Side . . . . 8135−1/A2
Explanations on the use of the Operating Manual . . . . . . . . . . . . . . . . 0040−1/A2
Explanations on the use of the Operating Manual (TC at AFT END) 0040−1/A3
F
Failure of auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0550−1/A1
Failures and defects of WECS components . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
FAST, Injection Valve − . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722−1/A2
Faults in HP fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0515−1/A1
Faults in HP fuel system − ICU Version MK-3 . . . . . . . . . . . . . . . . . . . . 0515−1/A2
Faults in servo oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0525−1/A1
Feed rate − Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−3/A1
Filling and pressure relief of servo oil system . . . . . . . . . . . . . 8016−1/A3, A4, A5
Finding group and page numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040−1/A2
Finding group and page numbers (Turbocharger at AFT END) . . . . . 0040−1/A3
Fires in scavenge air spaces, prevention of... . . . . . . . . . . . . . . . . . . . . 0450−1/A2
For particular attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000−1/A1
Fuels for diesel engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
Fuel leakage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
Fuel leakage system − ICU Version MK-3 . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A2
Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A1
Fuel oil system − ICU Version MK-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019−1/A2
Fuel oil system, prepare for... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120−1/A1
Fuel pressure control valve 3.06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5562−1/A1
Fuel pump, cutting out and in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−2/A1
Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5556−1/A1
Fuel treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
G
General indications for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210−1/A1
Guide shoe on crosshead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3326−1/A1
H
Heavy fuel oil, quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
Heavy fuel oil, treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0720−1/A1
I
Indicator diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0420−1/A1
Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722−1/A1
Injection valve with FAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722−1/A2
Intelligent Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9308−1/A1
Interfaces to the plant, ... control diagrams . . . . . . . . . . . . . . . . . . . . . . 4003−3/A2
Instructions concerning measurement of the
cylinder lubricating oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−2/A2
Instrument panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9215−1/A1
Integrated axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3146−1/A1
Intelligent Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9308−1/A1
Interrelationship between engine and propeller . . . . . . . . . . . . . . . . . . 0070−1/A1
Irregularities during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
L
Leakage and wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . 8345−1/A1
Leakage and wash-water piping system (TC at AFT END) . . . . . . . . . 8345−1/A2
Leakage localization (servo oil) . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3, A4, A5
LED indications on ALM−20 module (pulse feed) . . . . . . . . . . . . . . . . . 7218−1/A2
LED indications on ALM−20 module (pulse jet) . . . . . . . . . . . . . . . . . . 7218−1/A3
LED indications on FCM−20 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0850−1/A2
Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618−1/A1
Location of flex electronic components . . . . . . . . . . . . . . . . . . . . . . . . . . 9362−1/A2
Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
Lubricating oil system (turbocharger TPL and A100-L type) . . . . . . . . 8016−1/A3
Lubricating oil system (turbocharger MET type) . . . . . . . . . . . . . . . . . . 8016−1/A4
Lubricating oil system (turbocharger all types − CAS Gear Wheel) . . 8016−1/A5
Lubricating quills (with pulse feed lubrication) . . . . . . . . . . . . . . . . . . . . 2138−1/A1
Lubricating quills (with pulse jet lubrication) . . . . . . . . . . . . . . . . . . . . . . 2138−1/A2
Lubrication of cylinder liner (pulse feed) . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A2
Lubrication of cylinder liner (pulse jet) . . . . . . . . . . . . . . . . . . . . . . . . . . 7218−1/A3
M
Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1132−1/A1
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260−1/A1
Measures to be taken before putting out of service
for extended period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0620−1/A2
Measures against fouling and fires in the scavenge air spaces . . . . . 0450−1/A2
Measure to be taken after shutting down . . . . . . . . . . . . . . . . . . . . . . . . 0320−1/A2
Measures to be taken before starting . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110−1/A2
N
Normal running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240−1/A1
O
Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9314−1/A1
Operating data sheet, alarms and safeguards . . . . . . . . . . . . . . . . . . . 0250−2/A2
Operating data sheet, pressure and temperature ranges . . . . . . . . . . 0250−1/A1
Operating medium, air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
Operating medium, oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0750−1/A1
Operating medium, water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
Operating troubles, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0800−1/A2
Operating with defective turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . 0590−1/A1
Operating with defective turbocharger (Turbocharger at AFT END) . 0590−1/A2
Operation at low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0280−1/A1
Operation at overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0290−1/A1
Operation under normal conditions, general information . . . . . . . . . . . 0210−1/A1
Operation under normal conditions, summary . . . . . . . . . . . . . . . . . . . . 0200−1/A1
Operation interruption, measures before extended standstill . . . . . . . 0620−1/A2
Operation under abnormal conditions, general information . . . . . . . . 0500−1/A1
Operation under breakdown conditions . . . . . . . . . . . . . . . . . . . . . . . . . 0500−1/A1
to 0590−1/A2
Operation with injection cut out (one or more cylinders) . . . . . . . . . . . 0510−1/A2
Operation with a running gear removed . . . . . . . . . . . . . . . . . . . . . . . . . 0540−1/A1
Operation with cut out exhaust valve control unit . . . . . . . . . . . . . . . . . 0520−1/A1
Operation with scavenge air cooler out of service . . . . . . . . . . . . . . . . 0550−1/A1
Operation with water leakage into the combustion chamber . . . . . . . 0545−1/A1
Operation without Crosshead Lubricating Oil Pump . . . . . . . . . . . . . . . 0535−1/A1
Overpressure in combustion chamber . . . . . . . . . . . . . . . . . . . . . . . . . . 0546−1/A1
P
Particular attention, for your... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000−1/A1
Pick-up for speed measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628−1/A1
Pick-up for speed measurement − CAS Gear Wheel . . . . . . . . . . . . . . 4628−1/A2
Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Group 8
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3403−1/A1
Piston cooling and crosshead lubrication . . . . . . . . . . . . . . . . . . . . . . . . 3603−1/A1
Piston and piston rings, running-in of cylinder liner . . . . . . . . . . . . . . . 0410−1/A2
Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2303−1/A1
Precautionary measures for operation . . . . . . . . . . . . . . . . . . . . . . . . . . 0210−1/A1
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
Prepare the fuel oil system for operation . . . . . . . . . . . . . . . . . . . . . . . . 0120−1/A1
Prepare the servo oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0130−1/A1
Preparation before taking into service . . . . . . . . . . . . . . . . . . . . . . . . . . 0110−1/A2
Preparations before starting after a prolonged shut-down period
or an overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0610−1/A1
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250−1/A1
Pressure switch and pressure transmitter . . . . . . . . . . . . . . . . . . . . . . . 9258−1/A1
Prevention of crankcase explosions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0460−1/A1
Propeller curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0070−1/A1
Q
Quality requirements for heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . 0710−1/A1
R
Regular checks and recommendations for WECS−9520 . . . . . . . . . . 4002−4/A2
Regulating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5801−1/A1
Remote control system defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0560−1/A1
Running gear, operation with removed... . . . . . . . . . . . . . . . . . . . . . . . . 0540−1/A1
Running-in of new cylinder liner, piston and piston rings . . . . . . . . . . . 0410−1/A2
S
Safety measures and warnings (general information) . . . . . . . . . . . . . 0210−1/A1
Scavenge air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0740−1/A1
Scavenge air cooler, operating instructions and cleaning . . . . . . . . . . 6606−1/A1
Scavenge air cooler, operating instructions and cleaning (TC at AE) 6606−1/A2
Scavenge air cooler out of service, failure of auxiliary blower . . . . . . 0550−1/A1
Scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6420−1/A1
Scavenge air receiver (Turbocharger at AFT END) . . . . . . . . . . . . . . . 6420−1/A2
Servo oil leakage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3, A4, A5
Servo oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5551−1/A1
Servo oil service pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016−1/A3, A4, A5
Shutting down, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0310−1/A1
Shutting down, measures to be taken after the ... . . . . . . . . . . . . . . . . 0320−1/A2
Shut off the injection control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0510−1/A2
Shut-off valve for starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4325−1/A1
Slow turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220−1/A1
Speed control system defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0570−1/A1
Speed measurement, pick-up for... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4628−1/A1
Speed measurement, pick-up for − CAS Gear Wheel . . . . . . . . . . . . . 4628−1/A2
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230−1/A2
Starting air system, schematic diagram . . . . . . . . . . . . . . . . . . . . . . . . . 8018−1/A1
Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728−1/A1
Structure of the manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
Supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5552−1/A1
Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010−1/A1
T
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020−1/A2
Thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203−1/A1
Tie rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1903−1/A1
Troubles, during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
Troubles when starting and shutting down . . . . . . . . . . . . . . . . . . . . . . . 0810−1/A1
Troubles with engine parts (damage) . . . . . . . . . . . . . . . . . . . . . . . . . . . 0840−1/A2
Turbocharger (all type), cleaning in service . . . . . . . . . . . . . . . . . . . . . . 6510−1/A1
Turbocharger out of service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0590−1/A1
Turbocharger out of service (Turbocharger at AFT END) . . . . . . . . . . 0590−1/A2
Turbocharger surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0820−1/A2
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500−1/A1
Turbocharging (Turbocharger at AFT END) . . . . . . . . . . . . . . . . . . . . . . 6500−1/A2
U
User parameters and maintenance settings . . . . . . . . . . . . . . . . . . . . . 4002−3/A2
V
Venting and leak test of fuel oil system on engine . . . . . . . . . . . . . . . . 0120−1/A1
Venting the lubricating pump (pulse feed cylinder lubrication) . . . . . . 7218−1/A2
Venting the lubricating pump (pulse jet cylinder lubrication) . . . . . . . . 7218−1/A3
W
Warnings and safety measures (general) . . . . . . . . . . . . . . . . . . . . . . . 0210−1/A1
Wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8345−1/A1
Wash-water piping system (Turbocharger at AFT END) . . . . . . . . . . . 8345−1/A2
Water, operating medium... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0760−1/A1
WECS−9520 components, failures and defects of... . . . . . . . . . . . . . . 0850−1/A2
WECS−9520 engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4002−1/A2
WECS−9520 engine control system − CAS Gear Wheel . . . . . . . . . . 4002−1/A3
WECS−9520 manual control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4618−1/A1
Working principle of two-stroke diesel engine . . . . . . . . . . . . . . . . . . . . 0060−1/A1
1. Symbols
These stand for control components (valve units etc.) used for engine control.
Symbols Explanations
A Control air supply unit
B Fuel supply
C Fuel injection
D Servo oil supply
E Valve unit for start
F Exhaust valve drive
H Instrument panel
I Pressure switches and pressure transmitters
K Local control panel
2. Abbreviations
2.1 General
The abbreviations used in the manuals are arranged alphabetically in this guide,
however, unit of measures are not listed.
Remark: Identical abbreviations e.g. MCR can be distinguished in the
corresponding context.
Abbreviations Explanations
AHD Ahead
ALM Alarm
AST Astern
ASTM American Society for Testing and Materials
BDC Bottom Dead Center
BFO Bunker Fuel Oil
BN Base Number
BSFC Brake Specific Fuel Consumption
CA Crank Angle
CCAI Calculated Carbon Aromaticity Index
CMCR Contract Maximum Continuous Rating
COC Cleveland Open Cup
CSR Continuous Service Rate
DO Diesel Oil
EAL Environmentally Acceptable Lubricants
ECA Emission Control Area
EM Engine Margin
Abbreviations Explanations
FZG Gas Research Center
HFO Heavy Fuel Oil
ICC Intelligent Combustion Control
IMO International Maritime Organisation
ISO International Standard Organisation
JIS Japanese Industrial Standards
LED Light Emitting Diode
LLT Low Load Tuning
LSHFO Low Sulphur Heavy Fuel Oil
International Convention for the Prevention of Pollution
MARPOL
from Ships
MCR Maximum Continuous Rating
MCR Micro Carbon Residue
MDO Marine Diesel Oil
mep mean effective pressure
MGO Marine Gas Oil
OM Operational Margin
OMD Oil Mist Detector
PLM Pulse Lubrication Module
PLS Pulse Lubrication System
PMCC Pensky Martens Closed Cup method
RCS Remote Control System
SAC Scavenge Air Cooler
SAE Society of Automotive Engineers
SCR Selective Catalytic Reduction
SHD SHut Down
SHF Sediment by Hot Filtration
SLD SLow Down
TC Turbocharger
TDC Top Dead Center
Abbreviations Explanations
ACM-20 Angle Calculation Module-20
ALM-20 Advanced Lubricating Module-20
AMS Alarm and Monitoring System
CAN−Bus Controller Area Network
CAN M CAN Modul bus
CAN S CAN System bus
COM−FN COMon FuNction (engine-related control functions)
CYL−FN CYLinder FuNction (cylinder-related control functions)
Diesel Engine CoNtrol and OptImizing Specification for
DENIS−9520
WECS−9520
ECR Engine Control Room
FCM-20 Flex Control Module-20
FQS Fuel Quality Setting
LED Light Emitting Diode
SCS Speed Control System
Modbus Gould−Modicon Fieldbus
OPI OPerator Interface (user interface in control room)
PCS Propulsion Control System
RCS Remote Control System
SIB Shipyard Interface Box (engine / remote control interface)
SS Safety System
SSI Synchron Serial Interface
VEC Variable Exhaust valve Closing
VEO Variable Exhaust valve Opening
VIT Variable Injection Timing
WECS Wärtsilä Engine Control System
WECS−9520 Computerized control system for all flex-specific functions
1. Contents
The Operating Manual, called Operation for short, mainly contains descriptions
and indications on:
− Servicing of the engine in operation.
− Required operating media (oil, water, air, fuel).
− Explanations of the function of specific components and systems.
Remark: The instructions on maintenance and overhauls are found in a separate
book, the Maintenance Manual.
When looking for group descriptions consult first of all the Table of Contents
0020−1. The Subject Index 0030−1 is also very useful.
In the cross section and longitudinal section illustrations, important components
have been marked with the group number where they can quickly be found with
their description. The sections further provide a general view of the design of the
engine, which, depending on specific executions, may differ slightly.
The symbols and abbreviations used in the Operating Manual are explained in the
guide 0035−1. Abbreviations used in the illustrations are listed in the correspond-
ing keys.
Cross Section:
2751−1
2728−1
3403−1 8016−1
2124−1
8018−1
6500−1
5562−1 6510−1
8016−1
8019−1 8017−1
1903−1
3603−1
6606−1
3326−1
9314−1 6420−1
5556−1
5801−1 8345−1
3303−1
5552−1
5551−1
4104−1
WCH00123
Longitudinal Section:
2751−1
2722−1
3403−1
2124−1
2138−1
4325−1 9215−1
4618−1
2303−1
9258−1
3326−1
4605−1
8019−1
3146−1
9223−1
1203−1
1. General
− Tie rods bind the bedplate, columns and cylinder block together.
− Crankcase and cylinder block are separated from each other by a partition
which incorporates the sealing gland boxes for the piston rods.
− The thrust bearing and turning gear are situated at the engine driving end.
− The exhaust valve actuation, the electronic injection and cylinder lubricating
system are controlled by the engine control system WECS−9520.
− Lubricating oil, cooling water, fuel feed and booster pumps as well as air com-
pressors are parts of the engine room installation (ancillary systems).
2. Systems
− The exhaust valves are opened hydraulically by the servo oil system and
closed pneumatically. The oil supply is ensured from the bearing oil system
through a fine filter. Servo oil pumps in the supply unit provides the servo oil
rail with the required pressure via two rising pipes.
− The pistons are cooled by bearing oil.
− Fuel pumps in the supply unit deliver fuel under high pressure into the fuel rail
via rising pipes and subsequently through the injection control units to each
injection valves.
− The injection control units are activated via the servo oil system.
− The engine is started by compressed air entering into the cylinders via starting
valves, controlled by the WECS−9520.
− The exhaust gases flow from the cylinders through the exhaust valves into an
exhaust gas manifold.
− The exhaust gas turbocharger works on the constant pressure charging prin-
ciple.
− The scavenge air delivered by the turbocharger flows through air cooler and
water separator into the air receiver.
It enters the cylinders via air flaps through the scavenge ports when the pis-
tons are nearly at their BDC.
− At low loads independently driven auxiliary blowers supply additional air to the
scavenging air space.
TDC
AS AO
ES EO
BDC
1. General
There is a specified relation between the propeller speed and the absorbed power
in ships that have fixed pitch propellers. The relation is between the propeller and
the speed at which it turns.
The formula that follows (where P = power and n = speed) gives an approximate
result, which is sufficient for conventional vessels:
3
P1 n1
=
P2 n2
Engine power
[% Rx]
CMCR (Rx)
110
2
Engine load range
100
1
95 10% EM / OM
D
90
B
Constant torque
15% SM
80
76.5
A
4
70
6
3
60
50
Propeller curve
without SM
40 Engine speed
65 70 80 90 95 100 104 [% Rx]
WCH02813
General:
Turbocharger
Auxiliary Auxiliary
Blower 1 Blower 2
1 2 3 4 5 6
Cylinder
Numbering
Rail Unit
FUEL SIDE EXHAUST SIDE
Supply Unit
016.312/07
flex Parts:
Fuel Pump 1
Fuel Pump 2
Fuel Pump 3
Supply Unit
Sensor 2 Sensor 1
(GT5127C) (GT5126C)
FUEL SIDE
013.150/05
FREE END
DRIVING END
WCH02661
ZS5124C/REF1
ST5134C/A2 BDC Sensor
ST5135C/B2 ST5131C/A1
ST5136C/C2 ST5132C/B1
ZS5125C/REF2 ST5133C/C1
TDC Sensor
WCH02661
1. Starting position
It is assumed that:
D all components on which overhaul work was carried out have previously been
correctly re-assembled and fitted and checked as to their perfect function.
D all devices and tools which were used have been removed from the engine
and that no cleaning rags or other items have been left behind.
D The setting of the fuel pumps and the connection of the actuators with the reg-
ulating linkage are in order.
Attention! Up to point where the venting valves 2.21 and 2.27 must be closed, the
shut-off valve for starting air 2.03 remains in position CLOSED (closed by hand),
the venting valve 2.21, and the venting valve 2.27 in the starting air main must be
open (see Control Diagram 4003−2).
⇒ Check the fluid levels of all the tanks in the engine systems (including the leak-
age drain tanks).
⇒ Check that all the shut-offs for the engine cooling water and lubricating oil sys-
tems are in the correct position.
⇒ Open the air supply from the shipboard system to the control air supply A .
⇒ Open the shut-off cock at connection A1 and put air spring venting 4.08 to
operating position (see Control Air Supply 4605−1).
⇒ Preheat the lubricating oil to about 35 _C (via separating circuit or heating in oil
drain tank).
⇒ Preheat the cylinder cooling water to min. 60 _C.
⇒ Switch on the engine and remote control system WECS−9520.
− Switch on all breakers in the power supply box E85.
− Check that both green indication LEDs light up on all FCM−20 modules.
D The FCM−20 modules are able to function if no red LEDs light up after the
countdown process.
⇒ Prepare the servo oil system (see 0130−1).
⇒ Start up the pumps for cylinder cooling water and bearing oil and set the pres-
sures to their normal values (see Operating Data Sheet 0250−1).
⇒ Switch on control box for automatic filter (see documentation of the automatic
filter manufacturer).
⇒ Switch on main switch of the servo oil service pump.
⇒ Prepare the cylinder lubricating system (see 0140−1).
⇒ Prepare the fuel oil system (see 0120−1).
⇒ Ensure that all systems are correctly vented.
⇒ After ensuring air spring supply, check whether all exhaust valves are closed.
⇒ Open and shut each exhaust valve 4.01 few times manually in remote control
in order to ensure thorough venting of the hydraulic actuators of the exhaust
valves (user parameter, function ’Exv. A/M Cmd’).
Remark: The engine can not be started if the exhaust valves are not fully closed.
⇒ Open each cylinder cover’s indicator valve. With the aid of the turning gear,
turn the engine through at least one full revolution to check that all the running
gears are in order. Neither water, oil nor fuel may spray out of the indicator
valves. If so, depending on the liquid, check cylinder liner, cylinder cover, pis-
ton or injection valves.
With this the cylinder lubrication must be switched on.
⇒ Shut indicator valves.
⇒ Check to ensure that all the crankcase doors are locked with all the clamps.
⇒ Check that the fuel pump regulating linkage moves freely.
⇒ Check the pressure in the starting air bottles and open their drains until any
condensate has been drained.
⇒ Open the drain and test valve 2.06 until no more water comes out.
⇒ Close venting valves 2.21 and 2.27 and open the main shut-off valves on the
starting air bottles 9.01.
⇒ Bring the shut-off valve for starting air 2.03 to position AUTOMAT.
D The pressure gauges on the instrument panel must now show starting air and
control air pressure.
D A pressure must also be indicated on the pressure gauges for the control air
supply.
The different circuits are:
− Air spring air
− Control air
Required pressures see Operating Data Sheet 0250−1).
⇒ Set the switches on the control panels for the auxiliary blowers to AUTOMAT.
⇒ Switch off the servo oil service pump.
⇒ Disengage the turning gear and secure the lever.
⇒ Open the test valve 2.06 of the shut-off valve for starting air 2.03 for a short
time and listen if the valve opens (can be heard distinctly). Close the test valve
again.
⇒ Press SLOW TURNING button in WECS−9520 manual control panel on the
local control panel (4618−1). The engine will perform one slow revolution (see
also Slow Turning 0220−1).
⇒ Depending from where the engine will be started (either bridge, control room
or local control panel), the corresponding button in WECS−9520 manual con-
trol panel (local control panel) and the corresponding takeover buttons of the
remote control must be activated.
⇒ Check again to ensure that no personnel are near the flywheel.
⇒ Inform readiness to the bridge.
⇒ Use the pressure retaining valve 31a (3.53) to set fuel oil pressure at the fuel
pump inlet. For the pressure difference before / after the pressure retaining
valve, see Operating Data Sheet 0250−1.
D Heat the heavy fuel oil to the necessary viscosity (see Changing Over from
Diesel Oil to Heavy Fuel Oil 0270−1).
⇒ Use the pressure regulating valve 31 to set the pressure in fuel oil system.
⇒ Use the pressure retaining valve 31a (3.53) to set fuel oil pressure at the fuel
pump inlet. For the pressure difference before / after the pressure retaining
valve, see Operating Data Sheet 0250−1.
See 0720−1 ’Layout of the fuel oil system’, ’Fig. B’ and Fuel Oil System 8019−1,
’Fig A’.
Remark: The numbers in the parentheses ( ) below refer to items in 0720−1, ’Lay-
out of fuel oil system ’Fig. ’B’. The numbers in the square brackets [ ] refer to items
in 8019−1, ’Fig A’.
Venting:
Vent the fuel oil system manually as follows:
D Engine control system WECS−9520 is set to on.
⇒ Start the low pressure feed pump (23) and booster pump (25).
D When the booster pump (25) starts, fuel oil flows through the fuel pumps [3]
3.14 and the fuel rail [12] 3.05 is filled from the fuel rising pipes [8] 3.29.
⇒ Use the hand lever on the fuel shut-down pilot valve [22] (3.08 emergency
stop valve) to vent the fuel rail through the fuel pressure control valve [21]
3.06.
Leak test:
To do a leak test, make sure that the servo oil service pump 4.88 keeps the pres-
sure in the high pressure circuit.
⇒ Remove the plug [28] 3.39 and the nut with conical plug on the stop valve 3.40.
⇒ Connect the tool 94583 between the fuel rail [12] 3.05 and the servo oil rail
4.11.
⇒ Open the stop valve 3.40.
⇒ Set to on the bearing oil pump and servo oil service pump 4.88.
D The pressure, 70−100 bar, is shown on the pressure gauge of the servo oil
service pump 4.88.
⇒ Do the leak test.
⇒ Close the stop valve 3.40.
⇒ Remove the tool 94583.
⇒ Apply Never-Seez NSBT-8 to the thread and seating surface of the plug [28]
3.39.
⇒ Torque the plug [28] to 300 Nm.
⇒ Fit and tighten the nut with the conical plug on the stop valve 3.40.
Check-list:
CHECK
Check-list:
CHECK
1. General
The following groups concern operation of the engine under normal conditions.
By this we understand that, e.g. all cylinders are working. During manoeuvring,
however, not only is the usually normal control of the engine from the control room
(or bridge) mentioned, but also the possibility of operation from the local manoeu-
vring stand.
For operation under abnormal conditions, see 0500−1.
Operation in the following sense concerns the complete operation of the engine
from the first start at casting off until the final manoeuvre when tying up.
The engine is designed and so equipped that it can also run pier-to-pier on heavy
fuel oil, i.e. without having to change over to diesel oil.
Fuel also circulates through the fuel pumps when the engine is at a standstill as
long as the booster pump is running. Preconditions are that the installation too is
laid out to suit, the heavy fuel oil has been correctly treated and it is kept at the
correct temperature during the whole period in service, including manoeuvring
and ’Stand-by’.
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
2. Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
3. Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
4. Clean areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
5. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
6. Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
7. Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
8. Crankcase doors − Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
9. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4
10. Crankcase, cylinder, exhaust pipes and receiver . . . . . . . . . 3/4
11. Carbon Dioxide (CO2) gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4
12. Crankcase doors − Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/4
13. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
14. Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
15. Frost hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
1. General
A correctly maintained engine gives problem−free and safe operation. Use the
data given below as a guide to the maintenance personnel.
For more data about the general maintenance procedures, see the Maintenance
Manual 0011−1 and 0012−1.
2. Warnings
Injury Hazard: When you remove valves from the cylinder cover, do not let oil
or fuel fall on to the hot piston. This can cause an explosion.
Injury Hazard: Be careful when you disassemble the engine without the
correct tools and/or the necessary precautions. Compressed springs can
suddenly expand and cause injury.
Injury Hazard: When you open valves and shut−off devices, hot fluids or
gases can be released. To prevent injury, always open slowly the valves and
shut-off devices and look at the direction the medium is released.
3. Lighting
There must be good permanent lighting. Also, hand lamps must be available at
different locations in the engine room.
4. Clean areas
Attention! Do not use water or any cleaning fluid to clean the WECS electronic
control boxes on the rail unit. Damage can occur if fluids go into these control
boxes.
Always keep the engine as clean as possible.
Keep the WECS electronic control boxes on the rail unit clean and dry.
You must repair all leaks as soon as possible.
Dust, sand and chemical vapors must not go into the engine room.
5. Fire
Injury Hazard: Be careful when you use paints and solvents in the engine
room. These materials are flammable.
6. Tools
Put hand−tools in locations where you can easily get access to them. Put special
tools and devices in positions in the engine room near the area where you use
them.
All tools must be prevented from unwanted movement and must have protection
from corrosion.
7. Spare parts
Keep large spare parts as near as possible to the position where they will be
installed and near the engine room crane.
You must prevent the unwanted movement of large spare parts.
All the spare parts must have corrosion protection. The corrosion protection agent
must be easy to remove. Examine the corrosion protection agent at regular
intervals and replace if necessary.
The spare parts must also have protection from mechanical damage.
Spare parts that are removed from the store must be replaced as soon as possible.
Danger: If you think that parts of the running gear or bearings have become
too hot, it is possible that the engine must be shut down. Before you open
the crankcase doors, you must wait for a minimum of 20 minutes. This will
prevent an explosion.
Injury Hazard! Be careful when you touch hot parts with your hands. This
can cause injury.
9. Temperature
Danger: If you think that parts of the running gear or bearings have become
too hot, it is possible that the engine must be shut down. Before you open
the crankcase doors, you must wait for a minimum of 20 minutes. This will
prevent an explosion.
Injury Hazard! Be careful when you touch hot parts with your hands. This
can cause injury.
Before you go into the spaces of the crankcase, cylinder, exhaust pipes and
scavenge air receiver, make sure that:
D Starting air to the engine is blocked and venting valves 2.21 and 2.27 are open
(see Control Diagram 4003−2).
D The turning gear is engaged (see also Maintenance Manual 0011−1
Precautionary measures before beginning of maintenance work).
Attention! Other ships in the water cause currents, which will make the
propeller and the engine turn. The engine and propeller cannot turn when
the turning gear is engaged.
Injury Hazard! Where CO2 is used to extinguish a fire in the engine, there is a
risk of suffocation. Make sure that all related spaces have good airflow to
remove all CO2 gas before you go into the engine.
Make sure that all crankcase doors are closed and locked before you operate the
engine. This is also applicable to short periods of engine operation e.g. running-in,
after the replacement of bearings, etc.
When the turning gear is used, the indicator valves in the cylinder covers must be
open. If the air spring system is not pressurized, the indicator valves can stay
closed.
The lubricating oil pump must operate if possible, but the oil pressure cannot fully
increase when the exhaust valves are open.
Injury Hazard! Make sure that no personnel and components are in the danger
areas (crankcase, piston underside, propeller shaft, etc). The propeller coupling
also turns.
Remark: If the engine is stopped for overhaul, you must engage the turning gear to
prevent engine movement.
If the engine is ready for maneuvering, the turning gear must not be engaged.
Before the you start the engine, make sure that the turning gear is disengaged and
the lever is locked. It is possible that the blocking valve 2.13 (see 4003−2 Control
Diagram) can prevent engine start.
14. Instruments
Calibrate the instruments (and gages) at regular intervals before you use them.
If the temperature decreases below 0°C and the engine is not in service, it is
possible that water in the engine, pumps, coolers and pipe systems will freeze. To
prevent this, drain the systems, increase the temperature in the engine room or
use an antifreeze (see 0760−1 Cooling Water / Cooling Water Treatment,
paragraph 5).
1. General
To ascertain that the running gear turns freely, we recommend, provided no more
far reaching specifications have been made by the classification society, to rotate
the crankshaft before start-up by at least one full turn. This does not apply if the
engine has only been standing still during a manoeuvring interval.
With the turning gear the crankshaft can be rotated especially slowly at about one
revolution per 10 minutes. The rotation of the crankshaft as well as the direction of
rotation can be noted on the pointer by the flywheel.
The running gear can be turned at approx. 5−10 rpm by releasing a controlled
amount of starting air.
In the engine control system WECS−9520 the command SLOW TURNING is pro-
vided for this operation. Depending on the active control stand it is initiated:
− by remote control
− at ECR manual control panel in the control room
− at local control panel (see 4618−1 ’WECS−9520 Manual control panel’).
3.1 Conditions
Beforehand the following conditions must be fulfilled:
D Turning gear disengaged.
D WECS−9520 engine control system switched on.
D Oil pumps operating (bearing oil and crosshead oil).
D Corresponding control stand activated.
D Indicator valves closed.
D Handwheel 2.10 on shut-off valve for starting air 2.03 in position AUTOMAT.
D Shut-off valves on the starting air bottles open.
D Air pressure for air spring correctly set (see Operating Data Sheet 0250−1).
D For slow turning the cylinder lubrication must be switched-on.
3.2 Function
The procedure is similar to starting of the engine. The following designation num-
bers refer to the Control Diagram 4003−2.
D The shut-off valve for starting air 2.03 is opened by the control valve 2.05 and
starting air reaches the starting air valves 2.07 in the cylinder covers.
D By FCM−20 modules the 3/2-way solenoid valves before the starting valves
are controlled in such a way that the starting valves are opened and shut for
short intervals only.
D The slow turning speed of the engine can be optimized in the remote control
by varying the timing (open/close) of the starting valves.
1. General
The condition for each engine start-up, also for trials and rotation with starting air,
is its full operating condition, see:
D Preparation before Taking into Service 0110−1
D Prepare the Fuel Oil System for Operation 0120−1
D Prepare the Servo and Control Oil System 0130−1
D Prepare the Cylinder Lubricating System 0140−1
Depending on the possibilities available, the engine can be started:
− from the bridge or control room with remote control
− at backup control box in the control room
− at local control panel on the engine.
Additional preparation:
⇒ At WECS−9520 manual control panel (see 4618−1), press button REMOTE
AUTOM. CONTROL (Remote Control) for mode transfer to remote control.
⇒ At the control room console, press button REMOTE AUTOM. CONTROL (Re-
mote Control) to take over the control.
For further procedure to start on remote control, see the documentation of the re-
mote control manufacturer. As a rule, moving the telegraph from STOP to any oth-
er position will automatically release a start.
This mode of operation may be chosen e.g. upon failure of the electronic speed
control system or the remote control. The operator may under no circumstances
leave the local manoeuvring stand. He must regularly observe the speed indica-
tion enabling him to immediately adjust the fuel supply when the speed varies to
some extent.
Additional preparation:
⇒ At WECS−9520 manual control panel (4618−1), press button LOCAL MANU-
AL CONTROL (Local Control) for mode transfer to local manual control.
Starting:
⇒ Press button AUX. BLOWER PRESEL.
⇒ Press button FUEL CONTROL MODE.
⇒ Turn rotary knob for fuel injection quantity to approx. 15% start fuel charge
(see display).
⇒ Press requested button START AHEAD or START ASTERN until the engine
runs.
⇒ Slowly adjust rotary switch for fuel injection quantity until the engine runs at
the required speed. The corresponding value can be read on display and
speed indicator.
Pay attention to the instructions for speed/power increase (see Manoeuvring
0260−1) and to the monitoring data (see Operating Data Sheet 0250−1).
Remark: The above mentioned starting procedure may also be carried out on
ECR manual control panel.
However, buttons and rotary switch function only in the corresponding mode of op-
eration, i.e. with active control stand (see 4618−1 ’WECS−9520 manual control
panel’).
1. General
The most favourable operational results are generally achieved by running the en-
gine at constant power. When the engine load and/or speed have to be altered on
operational grounds, this should be done slowly, apart from exceptional circum-
stances.
During normal running, regular checks have to be made and precautions taken
CHECK which contribute to trouble-free operation. The most important of these are:
D Regular checks of pressures and temperatures. The limits must be adhered to
(see Operating Data Sheet 0250−1).
D The values read off the instruments compared with those given in the accep-
tance records and taking into account engine speed and/or engine power,
provide an excellent yardstick for the engine performance.
Any deviation must be investigated. The fault can lie with either the engine,
the installation or also with the instruments. Where no risk exists, suspect in-
struments can be exchanged with similar ones. Compare temperatures by
feeling the pipes. To make the above mentioned evaluation, among the es-
sential readings are: fuel injection quantity, fuel rail and servo oil rail pressure,
engine speed, turbocharger speed, scavenge air pressure, exhaust gas tem-
perature before the turbine. A valuable criterion is also the daily fuel consump-
tion, taking the lower calorific value into consideration.
D Check all shut-off valves in the cooling and lubricating system for correct posi-
tion.
The shut-offs for the cooling inlets and outlets on the engine must always be
fully open in service. They serve only to cut off individual cylinders from the
cooling water system during overhauls.
D When abnormally high or low temperatures are detected at a water outlet the
temperature must be brought to the prescribed normal value very gradually.
Abrupt temperature changes may cause damage (see also Cylinder Liner
2124−1 and Cooling Water System 8017−1).
D The maximum permissible exhaust temperature at turbine inlet must not be
exceeded (see Operating Data Sheet 0250−1). The indicated exhaust gas
temperatures at cylinder outlet are to be compared with the corresponding
values of the acceptance records. Should greater differences between indi-
vidual cylinders be noted, the cause has to be investigated.
D Check outlet of exhaust gases by observing their colours at the funnel. No
dark smoke should escape.
D Maintain the correct scavenge air temperature after the air cooler with the nor-
mal water flow (see Operating Data Sheet 0250−1). In principle, a higher
scavenge air temperature will result in poorer filling of the cylinder which in
return will result in a higher fuel consumption and higher exhaust gas temper-
atures.
D Check the scavenge air pressure drop through the air cooler. Excessive re-
sistance will lead to a lack of air to the engine.
Normal Running
D The fuel oil has to be carefully cleaned before being used. Refer to recom-
mendations in 0720−1’Fuel treatment’ and the separator manufacturer’s in-
structions. Open the drain cocks of all fuel tanks and fuel oil filters regularly for
a short period to drain off any water or sludge which may still have collected
there. Maintain the correct fuel oil pressure after low pressure feed pump and
the inlet to the mixing unit (see Operating Data Sheet 0250−1 and 0720−1
’Layout of the fuel oil system’). Adjust the pressure at fuel pump inlet with the
pressure retaining valve in the fuel oil return pipe so that the fuel oil circulates
within the low pressure circuit of the engine at the normal delivery capacity of
the booster pump.
D The heavy fuel oil has to be sufficiently heated to ensure that its viscosity be-
fore inlet to the fuel pumps lies within the prescribed limits (see 0710−1 ’Vis-
cosity-Temperature Diagram’).
D Now and then determine the cylinder lubricating oil consumption. For normal
consumption and how to calculate it, see Measurement of the Cylinder Lubri-
cating Oil Consumption 7218−2. Extended service experience will determine
the optimum cylinder lubricating oil consumption. Avoid over-lubrication.
D The cooling water pumps should be run at their normal operating point, i.e. the
actual delivery head corresponds with the designed value. Thereby the de-
signed delivery rate is obtained and the temperature difference between inlet
and outlet will approximately correspond with the desired value (see Operat-
ing Data Sheet 0250−1). Should it be considerably higher, the pump con-
cerned must be put in order at the next opportunity.
D Should correct setting of the pressure head of the cylinder cooling water pump
require throttling of the flow, this may only be done in the engine outlet man-
ifold. The pressure at the suction side of the pump must be positive in order to
prevent any air being drawn in through its stuffing box.
D The vents at the uppermost points of the cooling water spaces must be
constantly kept open to permit air to escape.
D Check the level in all water and oil tanks, as well as all the drainage tanks of
the leakage piping. Investigate any abnormal changes.
D Observe the cooling water. The cause of any contamination or oiliness has to
be investigated and the fault rectified.
D Check periodically the water flow at the sight glasses of condensate collectors
21 and 21a (see Drainage System and Wash-water Piping System 8345−1).
D Check the pressure drop across the oil filters. Clean them if necessary.
D Check periodically the differential pressure through the automatic filter and
the flushing process.
D Bearings which have been overhauled or replaced must be given special
attention for some time after being put into service. Observe the precautions
for preventing crankcase explosions (see 0460−1).
D Always keep the covers of the rail unit closed with the engine in service.
D Listening to the noise of the engine may reveal any irregularities.
Normal Running
D For the limits of the alarm, slow-down and shutdown signals, see 0250−2.
D The pressure is measured at approximately 4.0 m above the crankshaft center line.
(1) The water flow has to be within the specified limits (scavenge air cooler specification).
(2) This data is applicable only to engines with a CMCR less than 106 rpm (< 106 rpm). For these
engines an external crosshead lubricating oil booster pump is installed (see also Technical
Circular to Licensees 7414−2).
(3) At 100% engine load.
(4) At stand-by condition. During commissioning of the fuel oil system, the fuel oil pressure at the
inlet of the fuel pumps is adjusted to 10 bar.
(5) Maximum temperature difference between the cylinders.
Medium Performance Physical unit Location Signal No. Func- Kind of Setting Function
Note (1) tion signal value time delay
Note (2) Note (3) [bar / _C] [sec]
Cylinder cooling water Pressure Engine inlet PT1101A ALM L 3.0 bar 0
cylinder SLD L 2.8 bar 60
PS1101S SHD L 2.5 bar 60
Temperature Engine inlet TE1111A ALM L 65_C 0
Outlet each TE1121−28A ALM H 95_C 0
cylinder SLD H 98_C 60
LT circuit Pressure Cooler inlet PT1361A ALM L 2.0 bar 0
Single-stage SAC Fresh water Temperature Cooler inlet TE1371A ALM L 25_C 0
Cooler outlet TE1381−82A ALM H 70_C 0
Note (11)
Lubricating oil Pressure Engine inlet PT2001A ALM L 5.0 bar 0
Bearing and piston cooling (for engines with SLD L 4.8 bar 60
CMCR ≥106 rpm) PS2002S SHD LL 4.3 bar 10
Engine inlet PT2001A ALM L 4.0 bar 0
(for engines with SLD L 3.8 bar 60
CMCR < 106 rpm) PS2002S SHD LL 3.3 bar 10
Temperature Engine inlet TE2011A ALM H 50_C 0
SLD H 55_C 60
Temperature Outlet Bearing TE2102−10A ALM H 65_C 0
2 to 10
SLD H 70_C 60
Servo oil Failure Automatic filter XS2053A ALM F − 0
Pressure Free end PT2041A ALM L 40 bar 3
Note (12)
Pressure Free end PT2041A ALM H 70 bar 3
Note (12)
Leakage Free end PT2046A ALM H 10 bar 3
Note (12)
Flow Servo oil pump FS2061−62A ALM L no flow 0
Note (9)
Oil leakage monitoring Level Supply unit LS2055C ALM H max. 0
Note (7)
Thrust bearing oil Temperature Thrust rad. TE2101A ALM H 65_C 0
bearing outlet (Note 13) SLD H 70_C 60
Thrust bearing TE2121A ALM H 65_C 0
outlet SLD H 70_C 60
TS2121S SHD H 85_C 60
Crank bearing oil Temperature Outlet TE2201−08A ALM H 65_C 0
(Note 13) SLD H 70_C 60
Crosshead bearing oil Temperature Outlet Bearing TE2301−08A ALM H 65_C 0
1 to 8 SLD H 70_C 60
Pressure Booster Pump PT2021A ALM L 10 bar 0
Supply Note (15) SLD L 9 bar 60
Note (14) PT2023A ALM L 7 bar 0
Oil mist Concentration Crankcase AS2401A ALM H − 0
AS2401S SLD H − 60
Failure Detection unit XS2411A ALM F − 0
Piston cooling oil Temperature Outlet each TE2501−08A ALM H 80_C 0
cylinder
SLD H 85_C 60
Temperature Outlet each TE2501−08A ALM D ± 3_C 0
Note (16) cylinder
SLD D ± 5_C 30
Medium Performance Physical unit Location Signal No. Func- Kind of Setting Function
Note (1) tion signal value time delay
Note (2) Note (3) [bar / _C] [sec]
Turbocharger oil Pressure Inlet PT2611−12A ALM L 1.0 bar 5
(ABB, A100/200-L type) SLD L 0.8 bar 60
PS2611−12S SHD L 0.6 bar 5
Temperature Housing outlet TE2601−02A ALM H 110 _C 0
SLD H 120 _C 60
Pressure Inlet PT2611−12A ALM L 1.3 bar 5
(with external SLD L 1.1 bar 60
oil supply) PS2611−12S SHD L 0.9 bar 5
Temperature Housing outlet TE2601−02A ALM H 130 _C 0
(with external A100-L type) SLD H 140 _C 60
oil supply)
Additional requirement with external Inlet TE2621A ALM H 85 _C 0
oil supply (A100-L type) SLD H 90 _C 60
Turbocharger oil Pressure Inlet PT2611−12A ALM L 0.7 bar 5
(MHI, MET type) SLD L 0.6 bar 60
PS2611−12S SHD L 0.4 bar 5
Temperature Housing outlet TE2601−02A ALM H 85 _C 0
SLD H 90 _C 60
Additional requirement with external Inlet TE2621A ALM H 60 _C 0
oil supply SLD H 65 _C 60
Steel spring damper oil Pressure Casing inlet PT2711A ALM L 1.5 bar 0
Note (5)
Axial damper oil Pressure Chamber aft side PT2721A ALM L 1.7 bar 60
Chamber fore side PT2722A ALM L 1.7 bar 60
Cylinder lubricating oil Flow Cylinder inlet FE3101−08A ALM L no flow 30
(pump, VOGEL type) SLD L no flow 90
Level Cylinder lubricator LS3125A ALM L min. 0
Cylinder lubricating oil Flow Cylinder inlet FS3101−08A ALM L no flow 30
(pump, JENSEN type) FS3100S SLD L no flow 60
Cylinder lubricating oil Differential Oil filter PS3121A ALM H 0.5 bar 0
Pressure Note (12)
Fuel oil Temperature before supply unit TE3411A ALM H 50 −160_C 0
(see 0710−1 Viscosity-Temperature Note (4) ALM L 20 −130_C 0
Diagram) Pressure before supply unit PT3421A ALM L 7.0 bar 0
Note (5)
Viscosity before supply unit ALM H 17 cSt 0
Note (4) ALM L 13 cSt 0
Fuel leakage monitoring Level Supply unit LS3426A ALM H max. 0
Rail unit LS3444A ALM H max. 0
Fuel pipe LS2446A ALM H max. 0
Exhaust gas Temperature after each cylinder TE3701−08A ALM H 515 _C 0
Note (10) ALM D ±50 _C 0
SLD H 530 _C 60
SLD D ±70 _C 60
before TC TE3721−22A ALM H 515 _C 0
Note (6) Note (10) SLD H 530 _C 60
after TC TE3731−32A ALM H 480 _C 0
Note (6) Note (10) SLD H 500 _C 60
Medium Performance Physical unit Location Signal No. Func- Kind of Setting Function
1) tion signal value time delay
2) 3) [bar / _C] [sec]
Scavenge air Temperature Scavenge air TE4031−32A ALM L 25 _C 0
receiver after ALM H 60 _C 0
cooler
SLD H 70 _C 60
Temperature each piston TE4081−88A ALM H 80 _C 0
underside
(fire detection) SLD H 120 _C 60
Condensate Level Water separator LS4071−72A ALM H max. 0
SLD H max. 60
before LS4075−76A ALM H max. 0
water separator SLD H max. 60
Starting air Pressure Engine inlet PT4301C ALM L 12 bar 0
Air spring air Pressure Distributor PT4341A ALM H 7.5 bar 0
Note (8) ALM L 5.5 bar 0
SLD L 5.0 bar 60
PS4341S SHD LL 4.5 bar 0
Leakage oil from air spring air Level Exhaust valve air LS4351A ALM H max. 0
spring
Control air Pressure Engine inlet PT4401A ALM L 6.0 bar 0
Note (8) PT4421A ALM L 5.0 bar 0
WECS−9520 control system Power failure Power supply box XS5056A ALM F − 0
Note (8) E85
Engine performance data Speed Crankshaft ST5111−12S SHD H 110% 0
overspeed
1. General
2. Manoeuvring
Manoeuvring
The Operational data given in 0250−1 basically also apply during manoeuvring.
When manoeuvring on heavy fuel oil, the fuel has to be heated up enough to main-
tain its viscosity at inlet to the fuel pumps within the range given in 0710−1 ’Viscos-
ity-Temperature Diagram’. The heating of the fuel oil system is to be kept on. The
temperature of the cooling media should be kept as close as possible to the upper
limits given for normal service (see Operating Data Sheet 0250−1).
Reversing:
⇒ Turn rotary knob to 15% fuel injection quantity (see display).
⇒ Press requested button START AHEAD or START ASTERN until the engine
runs in the correct direction.
Remark: On ships under way this procedure may under certain circumstances
take rather a long time (several minutes), as the propeller is ”dragged” in the
”wrong” sense of rotation.
The above mentioned reversing procedure can also be carried out on ECR manual
control panel.
However, buttons and rotary switch function only in the corresponding mode of op-
eration, i.e. with active control stand (see 4618−1’WECS−9520 Manual control
panel’).
Manoeuvring
2.3 In installation with controllable pitch propeller or clutch coupling additionally to observe
The speed cannot be readjusted immediately by the electronic speed control sys-
tem. If the propeller pitch were reduced it would rise possibly high enough to acti-
vate the overspeed monitoring.
Attention! We strongly recommend:
D To start the engine only when the propeller is in an end position (AHEAD or
ASTERN).
D Not to alter the pitch while the engine is running.
D To manoeuvre, either: (assuming the engine can be reversed) to reverse
the engine with the propeller in an end position.
or: to stop the engine first, then to bring the propeller to
the other end position and to restart the engine.
On installations having clutch couplings these must not be disengaged as long as
the engine is running under such mode of operation. The engine may only be
started with the coupling engaged.
For the reasons given at the beginning, the engine load should only be increased
and decreased over a certain time span, usually 40−50 minutes, between full ma-
noeuvring and service power. However, this time span may not be less than 30
minutes when increasing the load and 15 minutes when decreasing it.
This increase and decrease in load is carried out by manual operation of corre-
sponding devices in the engine room:
4. Emergency manoeuvre
In the event of emergency manoeuvre, all the restrictions specified under sections
2 and 3 are lifted, i.e. the full power of the engine can be called on when necessary,
because the safety of the vessel has first priority.
1. General
Continuous operation with heavy fuel oil is recommended for engines and plants
provided for running on heavy fuel oil. Changing over from heavy fuel oil to diesel
oil operation may only be undertaken when absolutely necessary for example by:
D Flushing the engine before maintenance works
D Heating plant switched off in the drydock
D Environmental requirements
To ensure safe changing over, consider the following items:
The temperature necessary to ensure that the required viscosity of the fuel before
inlet to the fuel pumps is reached can be seen in 0710−1 ’Viscosity-Temperature
Diagram’. This temperature is hereafter referred to as the ’required preheating
temperature’.
The preheating of the fuel is controlled by a viscosimeter.
Remark: During engine standstill fuel oil circulates through the fuel pumps on the
supply unit but not through the fuel rail; changing over is thus not possible!
2.1 Changing over from diesel oil to heavy fuel oil (see schematic diagram 0720−1).
Plant side:
After changing over the three-way valve 21 the result is a mixture of diesel oil and
heavy fuel oil in the mixing unit 24. The viscosimeter controls the end-heater 26 in
such a way that the required viscosity (preheating temperature) of the mixture is
maintained. This preheating should be done only slowly (temperature rise max.
2_C/min.). Sudden temperature changes can lead to seizing of the fuel pump
plungers.
The heating for the fuel filter 27 as well as for the fuel delivery and return pipes
should be kept on, at least until the ’required preheating temperature’ (read off at
the thermometer before inlet to the fuel pumps) is reached.
Check fuel pressure after low pressure feed pump and at fuel pump inlet (see Op-
erating Data Sheet 0250−1).
Engine side:
− The trace heating on the engine (supply unit and fuel rail) must be turned on at
the latest when changing over from diesel oil to heavy fuel oil in the plant. All
covers of the rail unit must be closed.
− If the engine room is completely cold the trace heating shall be turned on
about one hour before changing over.
− Before stopping the engine, changing over must be completely finished,
avoiding a mixture of diesel oil and heavy fuel oil in the fuel rail which may
cause viscosity problems during the next start.
It is recommended not to exceed 75% CMCR load during changing over and until
the required preheating temperature has been reached.
Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa
Plant side:
To change over from normal heavy fuel oil service to diesel oil, the three way valve
21 has first of all to be repositioned accordingly. This results in a mixture of heavy
fuel and diesel oil in the mixing unit 24. The viscosity of the circulating mixture at a
certain temperature drops quickly corresponding to the increasing share of diesel
oil. After a short period the heating can be shut off.
Engine side:
− The trace heating on the engine (supply unit and fuel rail) must be shut off at
the same time when changing over from heavy fuel oil to diesel oil in the plant.
− A complete change over takes appropriately longer if the engine is running at
low load.
Attention! Running on diesel oil and with turned on trace heating is extremely dan-
gerous for the engine!
− Before stopping the engine, changing over must be completely finished,
avoiding a mixture of diesel oil and heavy fuel oil in the fuel rail which may
cause viscosity problems during the next start.
It is recommended to change over from heavy fuel oil to diesel oil operation at less
than 50% CMCR power.
1. General
At low load the WECS−9520 control system automatically cuts out one of the two
injection valves per cylinder.
This ensures optimal atomization and combustion, reducing smoke emission and
fuel consumption.
To spread the thermal load evenly in the combustion chamber, the WECS−9520
control system changes the cutting out of the two injection valves in regular inter-
vals.
There is no time restriction on operation at low load due to optimized combustion in
this range.
1. General
Normally, overload (110% of CMCR power) is only run during sea trials, in the pres-
ence of an authorized representative of the engine builder.
Running on overload, however, is to be limited to maximum one hour per day (see
also Interrelationship between Engine and Propeller 0070−1).
When running on overload, the engine must be monitored particularly carefully.
Upon any indication of irregularities, the load (power) has to be reduced.
The load indication (fuel injection quantity) and the exhaust gas temperature
before turbine serve to indicate the measure of engine load (see Operating
Data Sheet 0250−1 and Acceptance Records).
The coolant temperatures have to be kept within their normal ranges.
In normal service the full load position of the load indication (fuel injection quantity)
may not be exceeded (see Acceptance Records).
The maximum permissible position of the load indication (fuel injection quantity) is
to be found in the acceptance records. It may not be exceeded. The change of ad-
justments is only permissible in order to demonstrate the CMCR power, during sea
trials with overspeed of 104 to 108% of CMCR speed.
When running into strong head winds, in heavy seas, with heavy growth on the
ship’s hull and in shallow water, the ship resistance increases. Without any alter-
ation to the speed setting the governor will maintain the engine speed; the position
shown on the load indication (fuel injection quantity) will increase.
1. Unloading
2. Stopping
From local control panel: (see Control Diagram 4003−2 and Local Control Panel 4618−1)
D The engine is shut down by the engine control system WECS−9520 after re-
ducing the engine speed/power and pressing the STOP button at the
WECS−9520 manual control panel.
Remark: However, the buttons function only in the corresponding mode of opera-
tion, i.e. with active control stand.
7 8 1 2
WCH01073
6 5 4 3
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/4
2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
3. Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/4
4. Cylinder Lubricating Oil Feed Rate . . . . . . . . . . . . . . . . . . . . . . 3/4
5. Running-in Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/4
1. General
After new components of the piston running system are installed, it is very
important that you do a running-in procedure. This procedure makes sure that the
profiles of the piston rings and the cylinder liner adapt and get the same shape.
The running-in procedure has different engine load steps (see Fig. 1), which are
lubricated more than usual. The higher amount of lubricating oil absorbs the large
quantity of wear debris, which were made during the running-in procedure.
The new components will be run-in until the engine has the maximum load. If the
engine was run-in until load L1 and you want to operate the engine at a higher load
L2 (L2 > L1 + 10% CMCR), you must first start a new running-in process until load
L2. For data about the engine load ranges, see 0070−1 The Relation between
Engine and Propeller.
After new cylinder liners are installed, or after piston rings are replaced, a
running-in procedure must be completed. Running-in makes sure that there is
good sealing of the piston rings in a short time. The running-in procedure is very
important for engines with non-chrome ceramic piston rings.
It is very important that no scuffing occurs on the running surfaces of the cylinder
liner and/or the piston rings during the running-in procedure. You must obey the
data given in the guidelines of the running-in programme (see paragraph 5) to
run-in new components. Do not complete the load-up programme faster than
recommended.
It is also very important that spare cylinder liners are purchased from approved
manufacturers who apply modern material and machining technologies.
8. In the remote control system, get the USER PARAMETERS in the USER page
(see 4002−3, User parameters and Maintenance Settings).
9. Set to off the VIT.
10. Set the FQS to 0.00 degree.
1.2 Running-in
1. See paragraph 5 for data about the running-in sequence.
2. Do not complete the load-up sequence faster than the recommended time.
Remark: It is usually necessary to inspect the condition of the running surfaces of
the piston rings and the cylinder liner to make an estimate of the running-in status.
3. Do frequent checks to make sure that the cooling water quantity and
temperature is stable (differences in temperature are not permitted), (see
2124−1 Cylinder Liner).
4. For the running-in of one cylinder, you can temporarily decrease its load. See
step a) and step b):
a. In the remote control, get in the MAINTENANCE SETTINGS in the
ADJUST page (see 4002−3, User parameters and Maintenance
Settings).
b. In the Inj. correction factor page, set the applicable value.
2. Fuel
For running-in, use heavy fuel oil (HFO). Make sure that the fuel has the correct
treatment and viscosity (i.e. heated to the correct temperature).
For usual operation and running-in conditions, use cylinder lubricating oil that has
a high-alkaline base number (BN) (see 0750−1, paragraph 3 Cylinder Lubricating
Oil) when HFO with a high sulphur content is used.
4.3 Decrease the Feed Rate to Less than the Guide Feed Rate
If there are satisfactory conditions after 1000 hours of operation, it is possible to
decrease the feed rate to less than the guide feed rate.
You must decrease the feed rate in steps of approximately 0.1 g/kWh, with periods
of 500 hours to 1000 hours of operation between each step.
If the inspection results of the running surface of the piston rings and cylinder liner
(through the scavenge ports) are satisfactory, the feed rate can be decreased.
The data above for usual operation is related to:
D The condition of the engine
D The sulphur content of HFO
D The cost of cylinder lubricating oil compared to a replacement cylinder liner
and maintenance costs
D The selection of lubricating oil
D The oil analysis of the piston underside drain.
2014-07
data given in the Service Bulletins RT-135 and RT-135_A1) is installed together with a new, fully eff. eff.
honed cylinder liner (or a cylinder liner that was run-in before).
0410−1/A2
At the next load-up (e.g. procedure to clean the turbocharger or boiler soot removal) the running-in
procedure must then be completed and must include 75% engine load before the ship goes back 2.0
to low load operation again. 1.2
1.6
Inspection of piston rings and cylinder liners 1.5 1.1
1.4
1.0
Running-in Sequence
1.)
1.3
rate is related to the power
0.9
1.2
Note to Fig. 1
1.1 0.8
CMCR
Power 1.0
0.7
% 0.9
Guide feed rate
0.8 0.6
4/ 4
Running-in of New Cylinder Liners and Piston Rings
Operation
100
60
1. General
Indicator diagrams shall only be drawn with a suitable, well working indicator at
constant power and speed, and in case of marine engines in calm sea and deep
water.
For the interpretation of the indicator diagrams note the respective cylinder num-
ber, engine speed, the positions of the load indicator and VIT.
Higher compression ratio and fuel injection delay have been introduced to reduce
the NOx value for engines in compliance with the IMO rules.
The ratio of the maximum firing pressure to the compression pressure is within the
range of 0.90 to 1.25 at 100% load.
Depending on the engine rating and the corresponding IMO tuning, the diagram
curves can vary within the two following cases:
Case A Case B
pF
pC
Cylinder pressure [bar]
Cylinder pressure [bar]
pC pF
Remark: The diagrams which have been drawn during the acceptance trial should
be taken as reference. For reference values on compression and maximum firing
pressures for the corresponding load and speed refer to the trial reports and per-
formance curves.
Indicator Diagrams
PF
3.1 Maximum firing pressure too high at correct
PC Case A
compression pressure
Possible causes:
D Ignition (start of injection) too early for the fuel
type in use.
The correction of the ignition pressure must be
004.758/00
PC carried out by adjusting the FQS to ”later” (see
PF Case B
user parameters 4002−3).
A correction at the FQS may only be effected if all
cylinders show the same pressure deviation.
004.757/00
PF
PC Case A
3.2 Maximum firing pressure too low at correct
compression pressure
Possible causes:
D Poor combustion: Nozzle tip with trumpets or
worn out.
⇒ Check the injection nozzles.
004.756/00
PC
D Ignition (start of injection) too late for the fuel
PF Case B
type in use.
The correction of the ignition pressure must be
carried out by adjusting the FQS to ”earlier” (see
user parameters 4002−3).
A correction at the FQS may only be effected if all
cylinders show the same pressure deviation.
004.755/00
PF
PC Case A
Possible causes:
D Actual load lower than assumed.
Indicator Diagrams
PF
PC Case A
3.4 Compression pressure and maximum firing
pressure too high
Possible cause:
D Engine overloaded.
D VEC timing wrong.
004.752/00
PC
PF Case B
004.751/00
1. General
The principle cause of fouling is blow down of combustion products between piston
and cylinder into the scavenge air spaces. The fouling will be greater if there is in-
complete combustion of the fuel injected (smoky exhaust).
1. General
Investigations into the causes of crankcase explosions with diesel engines have
shown that they can only occur under particular conditions and, therefore, are ex-
tremely rare.
The oil mist in the crankcase is inflammable over a very narrow range of concentra-
tion only. There must always be an extraneous cause to set off ignition such as hot
engine components. Only under these circumstances and the presence of a criti-
cal mixture ratio of oil mist and air can an explosion occur.
Engines are equipped, as standard, with an oil mist detector (see Oil Mist Detector
9314−1), which continuously monitors the intensity of oil mist in the crankcase and
triggers an alarm if the mist exceeds a limit of admissible intensity.
Good engine maintenance and deliberate action in cases of an alarm rule out ex-
plosions to a large degree.
1. General
In emergency cases where the engine must run with one or more cylinders out of
operation, turbochargers out of service or reduced coolant flows etc., the engine
power must be reduced in order to prevent thermal overloading.
The full load position of the load indication (fuel injection quantity) or the maximum
exhaust gas temperature before the turbine (see Operating Data Sheet 0250−1)
may under no circumstances be exceeded. If necessary the engine speed and
power have to be reduced under observation of any barred speed range where
critical speeds exist.
In addition, the exhaust smoke must be checked and continuously observed as the
engine must not be operated with dark exhaust and under soot generating condi-
tions. Speed and power must be reduced until the exhaust smoke has reached ac-
ceptable levels.
When individual cylinders have been taken out of operation the turbocharger can
run into ’surging’. This makes itself known by a loud sound. Surging can be de-
tected visually at the pressure gauge as large fluctuations in the scavenge air pres-
sure.
Should the ’surging’ occur at short intervals or even continuously, the speed has to
be suitably reduced.
Remark: Should individual cylinders be out of operation, it is possible (particularly
with engines having few cylinders) that the engine comes to rest in a position from
which it cannot be restarted, since none of the intact pistons lies within a starting
range. In such cases, the engine should be started for a short moment in the oppo-
site direction in order to bring the crankshaft to another position. The possibility has
to be taken into account that the engine will not reverse so well and corresponding
precautions have to be taken together with the bridge.
1. Measures
If the injection of one or more cylinders has to be cut out, the following measures
must be taken:
⇒ Cutting out injection of cylinder concerned with user parameter Inj. CUT OFF
in remote control.
Remark: Where the reason for cutting out is a defect in the injection system (injec-
tion control unit, injection pipe to the injection valves, etc.) only the injection of the
cylinder concerned needs to be cut out. If possible the exhaust valve shall always
remain in operation.
Attention! For safety reasons the plugs must be disconnected from the pre-con-
trol valves (rail valves) of the corresponding cylinder (see Fig. ’A’).
Should the engine be kept running with the injection cut out for an extended period,
the lubricating oil feed rate for the respective cylinder must be reduced to the mini-
mum (see 7218−1 ’Adjusting the feed rate of lubricating oil’).
For a later restoring, the previous settings must be noted.
2. Restarting of injection
Replace defective injection control unit at the first opportunity (see Injection Con-
trol Unit 5564−1 in the Maintenance Manual).
Risk of injury! Always use gloves when working on hot components and wear
safety goggles!
Procedure:
⇒ Stop the engine.
⇒ Close heating pipings.
⇒ Switch off fuel booster pump 3.15 and bearing oil pump.
⇒ Carefully loosen drain screw 5 by approx. two turns for pressure relief of servo
oil rail 2 (see Fig. ’B’).
⇒ Carefully loosen drain screw 6 by approx. two turns for pressure relief of fuel
rail 1, ensuring that the latter is pressureless (see Fig. ’B’).
⇒ Replace the defective injection control unit.
⇒ Close drain screw 5 and tighten it with a torque of 200 Nm.
⇒ Close drain screw 6 and tighten it with a torque of 200 Nm.
Switch on fuel booster pump 3.15, bearing oil pump, servo oil service pump 4.88
CHECK and carry out a leakage check.
⇒ Switch off servo oil service pump 4.88.
⇒ Reopen heating pipes.
⇒ Adjust the lubricating oil feed rate for the respective cylinder to the previous
settings (see 7218−1 ’Adjusting the feed rate of lubricating oil’).
⇒ Cutting in injection of the cylinder concerned with user parameter Inj. RUN in
remote control.
⇒ Reconnect plugs 8 to pre-control valves 7 (rail valves).
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3 DRIVING END
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WCH02657
Procedure:
⇒ Stop the engine.
⇒ Replace defective injection pipe.
Overview
1. Defective fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
2. Defective actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
3. Defective injection control unit . . . . . . . . . . . . . . . . . . . . . . . . . . 5/8
4. Defective fuel pressure control valve 3.06 . . . . . . . . . . . . . . . 7/8
1.1 Identification
D Higher regulating linkage positions (actuator) of the fuel pumps at the same
output compared with the acceptance report.
D Abnormal noises such as knocking, scraping and ringing.
D Alarm indication by level switch LS3426A (see 8019−1 ’Fuel leakage
system’).
1.2 Causes
D Pump plunger seized, spring broken, regulating sleeve blocked.
D Roller blocked, damage to cam, roller guide seized.
D Breakage of a rising pipe.
D Blocked (regulating) toothed rack.
1.3 Measures
⇒ Stop the engine.
⇒ Cut out the corresponding fuel pump (see 5556−2 Cutting Out and Cutting In
of the Fuel Pump).
⇒ Replace defective parts at the first opportunity (see Fuel Pump 5556−1 and
Supply Unit 5552−2 in the Maintenance Manual).
2. Defective actuator
2.1 Identification
D If an actuator fails, its regulating output remains in position or turns slowly to
zero delivery. The toothed rack does not react to load changes.
D 5 and 6 cylinder engines: At higher fuel consumption, the intact actuator
takes over the control of fuel quantity regulation.
D 7 and 8 cylinder engines: At higher fuel consumption, the intact actuators
take over the control of fuel quantity regulation.
D At lower fuel consumption, fuel pressure control valve 3.06 takes over the fuel
pressure regulating function.
Remark: If all actuators fail, their regulating outputs remain in position or turn
slowly to zero delivery. The toothed racks do not react to load changes. Fuel
quantity regulation is not possible at higher fuel consumption. Fuel pressure
control valve 3.06 takes over the fuel pressure regulating function at lower fuel
consumption. The fuel quantity flowed off is led into the fuel return.
Operation with this regulating functions should be avoided if possible or be
maintained only few hours, reduce rail pressure (see 2.3 ’Measures’ and 5562−1
’Fuel pressure control valve 3.06’).
At an overpressure in the fuel rail (failure or malfunction of fuel pressure control
valve 3.06), fuel overpressure safety valve 3.52 opens and an alarm is triggered by
level switch LS3446A.
2.2 Causes
D Actuator blocked.
D Electrical interference (cable coupling defective, parting of a cable etc.).
2.3 Measures
Engine with two fuel pumps (5 and 6 cylinders), one pump fixed:
Engines with three fuel pumps (7 and 8 cylinders), one pump fixed:
C
4 3
Failure of all actuators:
Max.
5
DRAWN FOR 5 & 6 CYLINDERS
WITH HEINZMANN ACTUATORS
Engine with two fuel pumps (5 and 6 cylinders), both pump fixed:
Engine with three fuel pumps (7 and 8 cylinders), all pumps fixed:
Remark: With this emergency operation, fuel quantity regulation is not possible at
higher fuel consumption. Fuel pressure control valve 3.06 takes over the fuel
pressure regulating function at lower fuel consumption. The fuel quantity flowed off
is led into the fuel return.
Emergency operation with this regulating functions should be maintained only few
hours.
At an overpressure in the fuel rail (failure or malfunction of fuel pressure control
valve 3.06), fuel overpressure safety valve 3.52 opens and an alarm is triggered by
level switch LS3446A.
4.2 Causes
D The fuel quantity sensor is defective.
D A rail valve on the ICU is defective, which causes the fuel quantity piston 3.42
to move fully to its limit.
D A rail valve is defective.
D There is a crack in the ICU.
D The injection control valve cannot move.
D The fuel quantity piston cannot move.
D An HP injection pipe is broken.
4.3 Procedures
5.1 Identification
D Engine load drops or engine stops.
D Fuel oil system pressure too low (alarm).
D Regulating linkage position higher then normal or on maximum.
D ’Whistling’ noises with running engine.
5.2 Causes
D Retaining pressure set too low (knurled screw 4 not at the lower stop) (see
Fig I).
D Defective fuel pressure control valve 2.
D Fuel pressure control valve has opened or is leaky.
Remark: If the knurled screw is at the lower stop and nevertheless fuel oil drains off
the fuel pressure control valve, there is an indication of an internal leakage.
5.3 Measures
⇒ Turn knurled screw 4 to the lower stop (see Fig. I).
⇒ Overhaul or replace defective fuel pressure control valve 2 at the first
opportunity.
⇒ Check oil supply to fuel pressure control valve, clean filter in the inlet.
Attention! Replacing of the fuel pressure control valve can only be carried out at
engine standstill!
The oil supply 7 from bearing oil system and fuel rail 3 must be pressureless.
⇒ Switch off fuel booster pump 3.15 and bearing oil pump.
⇒ Relieve pressure with hand lever 6 on fuel shut-down pilot valve 5.
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DRIVING END
1. General
As a rule, in the event of a defect in an exhaust valve control unit, in the exhaust
valve control unit, on the hydraulic piping or on an exhaust valve, the fault must be
corrected immediately.
Should this not be possible because the engine has to be put back in service, the
following measures have to be taken at the cylinder concerned.
A 3
DRIVING END DRIVING END
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B FREE END
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I I
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3
This mode of operation is only required in case of water leakages into the
combustion chamber (see also 0545−1).
C D
4
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1.1 Identification
D Alarm indication in ship alarm system and in control box of the automatic filter
(XS2053A).
D Differential pressure too high.
D Flushing intervals getting shorter.
1.2 Causes
D Filter elements clogged.
D Failure in the control or power supply.
D Limiting values of the system oil reached or exceeded (see 0750−1 ’Attention
limits for selected oil parameters’).
D Cold lubricating oil.
1.3 Measures
⇒ If the automatic filter is clogged, switch over to bypass, the engine remains in
operation.
⇒ Clean clogged filter elements manually or replace them.
⇒ Examine reason of the clogging.
⇒ Remedy faults (see documentation of automatic filter supplier).
⇒ Check the condition of the system oil (see 0750−1’Taking oil samples’).
⇒ If no flushing cycle is released, investigate reason (no control air, rotating mo-
tor, position switch or pneumatic flushing valve defective).
2.1 Identification
D Flow sensors FS2061A − FS2062A indicate a pump failure, i.e. an alarm is
triggered in alarm and monitoring system (’Servo oil pump 1 / 2 flow’).
2.2 Causes
D Servo oil pump blocked, shaft at shearable overload protection broken (see
Servo Oil Pump 5551−1).
D Failure of the actuators CV7221C − CV7222C.
D Failure of control current (cable coupling defective).
2.3 Measures
In case of a single pump failure, engine operation can be maintained over the en-
tire load range.
⇒ Replace defective servo oil pump at the first opportunity (see 8016−1 ’Filling
and pressure relief of servo oil rail’ and Supply Unit 5552−1 in the Mainte-
nance Manual).
Attention! The operating mode with a pump out of order must not be considered
as permanent, and if the 2nd pump fails the engine will no longer be operative!
3.1 Identification
D Alarm indication in WECS−9520 (remote control ’Exh. valve late/not ope-
ning’).
D The fuel injection is cut out automatically (Inj. CUT OFF) on the corresponding
cylinder, and a SLOW DOWN will be released.
D Alarm indication by level switch LS3444A due to leakages at the HP pipings to
the exhaust valves (see 8016−1 ’Servo oil leakage system’).
3.2 Causes
D Pre-control valve (rail valve) defective.
D Piston or slide rod in exhaust valve control unit seized.
D Breakage of a HP piping to the exhaust valve.
4
5
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010.153/02
DRIVING END
WCH00707
1. General
If the crosshead lubricating oil pump becomes defective, the crosshead bearing
oil system operates at the lower pressure of the main bearing oil. See 8016−1
Lubricating Oil System and 0250−1 Operating Data Sheet.
At decreased load (SLD, 25% to 30%), the engine can continue to operate for a
short time until the crosshead bearing oil pump is repaired or replaced.
Attention!
D The engine power must not be more than SLD. For more data, see
0820-1 Crosshead bearing oil pressure decreases.
D Do not operate the the engine for long periods. Damage to the engine will
occur. The booster pump must be repaired or replaced as soon as possible
and set to on.
1. General
Should the engine have to be put back into operation after a defect in the running
gear of a cylinder, which cannot be immediately remedied, then, depending on the
type of defect, the following measures must be taken:
Remark: The engine can only be operated at reduced load.
Generally the remarks in 0500−1 have to be observed. Furthermore the exhaust
gas temperature after cylinders may on no cylinder exceed the maximum limit of
515 _C.
2. Piston removed
Breakdown cases:
− Piston cracked or leaking
− Serious damage to piston and/or cylinder liner
− Damage to piston rod gland and/or piston rod
2.1 Measures
The exhaust valve remains closed in the following emergency operation.
⇒ Cut out the injection (see 0510−1 ’Measures’).
⇒ Cut out the exhaust valve control unit (see 0520−1 ’Emergency operation with
exhaust valve closed’).
⇒ Remove inlet bend 7 from starting air pipe 6 and fit blank flange 8 (tool 94831)
as shown in Fig. ’A’.
⇒ Remove control signal plug 12 from the starting valve.
⇒ Fit cover plate 9 (tool 94345d) in place of the piston rod gland.
⇒ Mount cover and lifting plate 10 (tool 94324) onto the crosshead.
⇒ If necessary, close cooling water feed and return piping of the relevant cylin-
der.
Breakdown cases:
− Defects to crosshead or guide shoes
− Connecting rod bearing badly damaged
− Defects on crosshead pin or on connecting rod
3.1 Measures
⇒ With the exception of mounting cover and lifting plate 10 (tool 94324) onto the
crosshead pin, all measures under section 2.1 must be carried out (see Fig.
’B’).
⇒ Remove inside pipe 3 and guide bush 4.
⇒ Furthermore blank off oil supply ’OS’ for piston cooling and for crosshead lu-
brication by means of flange 11 (tool 94337b).
7 12
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9 10
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OS
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11
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WCH00718
1. General
As a rule in the event of a water leakage into the combustion chamber (crack in the
cylinder cover or liner) the part in question must be changed immediately.
2. Measures
Should this not be possible but the engine has to be put back in service as soon as
possible, the following measures have to be taken at the cylinder concerned:
⇒ Close the valves to the cooling water inlet and outlet from the affected cylinder
(disconnect from the cooling system) and drain the cooling water via the drain
piping.
⇒ Operation with injection cut out (see 0510−1).
⇒ Operation with exhaust valve control unit cut out (see 0520−1 ’Emergency op-
eration with exhaust valve opened’).
Remark: If the cooling of the cylinder concerned is shut, there is a risk of overheat-
ing the combustion chamber by compression heat. Therefore the exhaust valve
must be opened to prevent damage to further components.
After taking the above measures the engine can no longer be operated at full load.
Generally the remarks on 0500−1 have to be observed. Furthermore the exhaust
gas temperature after cylinder may not exceed the maximum limit of 515 _C on
any cylinder.
This emergency operation may not be regarded as continuous. The defective cyl-
inder cover or cylinder liner must be replaced as soon as possible.
After termination of this emergency operation, the measures for re-starting must
be observed (see 0520−1).
1. General
2. Measures
Remove the cylinder cover and the water guide jacket for a visual inspection of the
combustion chamber (see 2708−1 in the Maintenance Manual).
Do the checks that follow:
⇒ Use the correct round bar to make sure that the round nuts 2 on the elastic
studs 1 are tight.
⇒ Put the hydraulic tensioning device 94215 in position as given in 2708−2
Maintenance Manual.
⇒ Carefully operate the hydraulic tensioning device. Increase the pressure until
the nuts become loose.
− If the pressure is almost the same as the nominal tightening pressure, the
elastic studs 1 are not overstressed and can be used again.
− If the round nuts 2 become loose at a pressure of less than 20% of the
nominal tightening pressure, replace the elastic studs 1 as given in the
Maintenance Manual 2751−1.
⇒ Make sure that:
− The gasket 8 is serviceable.
− The surfaces between the bottom of the cylinder cover 9 and the top of
the cylinder liner 7 are in perfect condition.
− The O-rings 3, 5, and 6 are replaced with new items.
− If a relief valve is fitted (depending on Class requirements), do a check in
accordance with 2745−1 in the Maintenance Manual.
− On the crankshaft, the two marks ’MA’ on all cylinders are in line. If the
marks are not in line, the crank has turned.
Attention! If the crank has turned, contact Wärtsilä, Switzerland Ltd. immedi-
ately.
Remark: If the engine must be operational as soon as possible and the problem
cannot be rectified within reasonable time, see the instructions give in:
D Operation with Running Gear Partially or Totally Removed 0540−1
D Operation with Injection Cut Out (One or More Cylinders) 0510−1 or other re-
lated instructions.
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MA Ğ15 mm
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Key to Illustrations:
3. Cylinder cover
When a scavenge air cooler is defective, water can enter the scavenge air receiver
and escape through the condensate collector of the cooler drain. An alarm is trig-
gered by the corresponding level switch.
Since also sea-water is used to cool the scavenge air, there is the risk that any leak-
age could cause serious corrosion of the air flaps, etc. in the receiver.
Remark: Should the escape of water be observed in the condensate collector of
the cooler at engine standstill and running water pumps, a check for a cooler de-
fect must be made as soon as possible.
Where this is the case, we recommend that the following measures be taken:
D Where operation permits, replace the defective cooler with the spare one as
soon as possible.
D Shutting down and draining the defective cooler.
⇒ The individual cooling water supply and return pipes of the defective cooler
have to be closed off and the vent and drain cocks opened and left open.
D Leakage water entering the receiver flows away through the condensate drain
pipes of the scavenge air cooler and water separator into the collecting pipe.
D When running in this mode, the scavenge air temperature will rise and thus
the exhaust gas temperature as well.
D Therefore, the engine may only be loaded such that the normal scavenge air
temperature (measured after the scavenge air cooler) at service output is not
exceeded. The scavenge air temperature has to be continuously and carefully
monitored.
D Should the scavenge air temperature rise too high, the engine speed must be
correspondingly reduced (maximum permissible scavenge air temperature
after cooler, see Alarms and Safeguards 0250−2).
Remark: In these cases the engine can be operated only at low load.
Should one of the auxiliary blowers fail the engine can be started and operated. At
partial load more smoky exhaust must be expected.
When both auxiliary blowers fail the engine cannot be started.
1. General
Should a fault have occurred in the remote control, rendering engine control from
the control room impossible, then the engine can be run at the local control panel.
Detailed descriptions are given in the groups:
− Starting 0230−1
− Manoeuvring 0260−1
− Shutting Down 0310−1
− Measures to be Taken after Stopping 0320−1
− 4003−1 ’Engine local control’
− Local Control Panel 4618−1
Attention! This form of engine operation should only be used when absolutely
necessary. The engineer may not leave the manoeuvring stand. The engine speed
must be observed frequently so that immediate action can be taken if large devi-
ations in speed occur.
1. General
As a rule, a defect in the speed control system should be remedied as soon as pos-
sible (see documentation of the manufacturer). Should this not be possible, the
engine can be controlled at the local control panel.
In case the ’fuel command’ signal from the speed control system to WECS−9520 is
lost with running engine, the latter will keep in operation, however with the last
known fuel command and an alarm will sound.
Detailed descriptions are given in the groups:
− Starting 0230−1
− Manoeuvring 0260−1
− Shutting Down 0310−1
− Measures to be Taken after Stopping 0320−1
− 4003−1 ’Engine local control’
− Local Control Panel 4618−1
Attention! This form of engine operation should only be used when absolutely
necessary. The engineer may not leave the manoeuvring stand. The engine speed
must be observed frequently so that immediate action can be taken if large devi-
ations in speed occur.
1. General
Upon failure of a turbocharger the engine must be shut down as quickly as possible
to avoid worse damage.
Should repair or replacement of a turbocharger not be immediately possible, then
the engine can be run in ’Emergency Operation’ at reduced load and after the mea-
sures below have been taken.
In the mentioned ’Emergency Operation’ the engine should basically run only as
long as absolutely necessary (see 0500−1 ’Reduced power output’).
The loads (outputs) given are guidance values. Depending on the condition of the
engine they may have to be further reduced.
2. Breakdown case 1
3. Breakdown case 2
7 7
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018.741/09
4. Breakdown case 3
(Failure of turbocharger on engines with only one turbocharger and exhaust by-
pass piping)
7 7 5
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1. General
After the engine has been shut down for a few days, the same preparations have to
be made as required before starting (see Preparation before Taking into Service
0110−1).
2. Special Measures
D A function check of the engine control has to be carried out according to Con-
trol System Checking 4003−1.
D If bearings or parts of the running gear have been replaced or removed for
checking, then the lubricating oil supply must be checked at normal oil pres-
sure (see Operating Data Sheet 0250−1). Check visually through open run-
ning gear doors whether sufficient oil flows out of every bearing point.
D In the course of the following operating period it is recommended to watch
these parts for abnormal heating. For this check stop the engine after its start,
at first in short intervals, later in longer intervals, and compare the temperature
of the respective parts with the one of those parts which had not been freshly
fitted (see 0210−1 ’Temperature sensing’).
D With regard to running-in new pistons, piston rings and cylinder liners, see
0410−1.
D After draining servo oil rail 7 (4.11), check whether drain screw 33 (4.82) is
tightened with a torque of 200 Nm in servo oil rail 7 (4.11) at driving end (see
8016−1 ’Filling and pressure relief of servo oil rail’).
D Check to ensure that there is free passage for the scavenge air and exhaust
gas.
D If the cooling water for the scavenge air cooler has been drained, refill and
vent the system.
D Close drains in the exhaust gas manifold and on the exhaust gas pipe if these
have been opened.
D Analyze the lubricating oil quality (see Lubricating Oils 0750−1) after a pro-
longed shut-down period (several months).
1. General
In the event of the engine being put out of service for an extended period, proper
precautions have to be taken in order to protect the engine against corrosion and
rust formation. There are two cases to be considered:
Case 1:
D Period of several weeks with (reduced) ship’s crew on board.
Case 2:
D Period of several months without ship’s crew on board.
Remark: If the engine is to be stopped for a long period of time, it must be thor-
oughly cleaned and preserved at the inside and the outside (ask for preserving
instructions from Wärtsilä Switzerland Ltd.).
2. Case 1
D For the scavenge air coolers, the measures recommended by the cooler
manufacturers should be followed. When such is not available, we recom-
mend that the coolers be completely drained or the cooling water pump run
daily for about 30 minutes with the flow quantity regulating valves in the same
position as for normal running conditions.
D Keep cylinder cooling water approximately at room temperature (watch for
frost risks).
⇒ Remedy all the damage and leaks discovered during the previous running pe-
riod and the checks made after shut down.
⇒ Carry out any scheduled overhauls, observing the general guidelines for
maintenance (see Maintenance Manual 0011−1 and 0012−1).
D Where the auxiliary engines and boilers are also put out of operation and there
is risk of frost, all the cooling systems have to be drained off completely (in
such cases the empty cooling spaces have to be protected against corrosion).
D Switch off WECS−9520 by breaker in the power supply box E85.
D Switch off the control box for the automatic filter.
Within 48 hours after putting the engine out of service the following checks have to
CHECK be carried out:
⇒ Open cover of rail unit and check for condensate and corrosion traces.
⇒ Remove inspection cover from supply unit and check housing internal for con-
densate and camshaft, cams and roller for corrosion traces.
Weekly:
⇒ With the indicator valves open, turn the engine by means of the turning gear till
the piston has reached 60_ before or after TDC (check on flywheel) so that
cylinder lubricating oil can be fed directly into the piston ring packet. Select
corresponding cylinder number in field MANUAL LUBRICATION ON CYL. in
the operator interface.
Thereby the lubricating oil pump and the servo oil service pump must be in
operation (see Prepare the Cylinder Lubricating System 0140−1).
⇒ Subsequently turn the engine two full turns with the turning gear in order to
distribute the cylinder lubricating oil on the cylinder liner wall. The recom-
mended intervals are weekly in dry and daily in damp climates. Stop the en-
gine each time in another position.
⇒ Open cover of rail unit and check for condensate and corrosion traces.
⇒ Remove inspection cover from supply unit and check housing internal for con-
densate and camshaft, cams and rollers for corrosion traces.
Remark: If there are signs of corrosion, the affected parts must be carefully
cleaned and subsequently protected with an anticorrosive oil providing an anti-rust
finish.
Reduce intervals of post-lubrication and apply (spraying) oil to the dry parts.
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/11
2. Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11
3. Data about heavy fuel oil specifications . . . . . . . . . . . . . . . . 4/11
4. Distillate fuel specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/11
5. Data about distillate fuel specifications . . . . . . . . . . . . . . . . . 9/11
6. Bio derived products and fatty acids methyl esters . . . . . 11/11
7. Fuel additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/11
1. General
Almost all mineral residual and distillate and some renewable fuels can be burned
in a diesel engine if applicable procedures are done. But, the quality of the fuel will
have an effect on the frequency of overhauls and the work necessary to prepare
the fuel. It is the primary economic considerations that according to the type, size
and speed of the engine, and its application gives the fuel quality margins.
Gas oils and diesel oils (distillates) can be used in all Wärtsilä engines with some
limits. Wärtsilä 2-stroke diesel engines are designed to operate on up to 700
mm2/s (cSt) at 50_viscosity heavy fuel oil (ISO 8217:2010 RMK 700 grade) if
sufficient fuel heating and treatment is done. When fuels with a very low sulphur
content are used, operators must be careful when running-in new piston rings and
cylinder liners.
Heavy fuel oil must be treated in an applicable fuel treatment plant.
When bunkering, it is possible that the fuel suppliers will report only some of the
values given in the Quality Specifications. Frequently, only the density and
maximum viscosity is given. This makes the analysis of a fuel difficult, thus it is
important to get a full certificate of analysis with each bunker.
The supplier must guarantee the stability of the fuel, i.e. resistance to the formation
of sludge. Also, the fuel must not have a corrosive effect on the injection equipment
and must not contain used lubricating oil or chemical waste.
If possible, oils from different bunkers must not be mixed because there is a risk
that the fuels will have different compositions (e.g. this can cause fouling of filters
or too much sludge, which will overload the fuel preparation equipment). Fresh
bunkers must always be put into empty tanks and not on top of old bunkers.
Diesel engine fuels include many different petroleum products from gas oil to
Heavy Fuel Oil (HFO). Gas oil is made from crude oil by distillation and processing.
HFO is the remaining material after distillation of the crude oil. To get the necessary
viscosity, the material is mixed with lighter, less viscous components. Modern
refineries also apply a secondary conversion process, such as viscosity breaking
(visbreaking) and catalytic cracking to get a higher yield of lighter products. The
remaining products are mixed to get HFO.
Viscosity is usually used to identify diesel engine fuels. The viscosity is shown in
mm2/s, referred to as centistokes (cSt) and measured at 50_C. The fuels are
classified in accordance with ISO 8217 and the latest revision is the fourth edition
dated 15 June 2010.
Viscosity itself is not a quality criterion. To make an analysis of the fuel quality (to
make sure that the fuel is applicable for use in a diesel engine), refer to the
properties such as those given in the Table 1.
To make an estimate of the ignition properties of a distillate diesel fuel, the
CETANE number (standardized engine test) or the CETANE index (calculation)
were used. The ignition and combustion properties are very important for medium
and high-speed engines. For low-speed diesel engines, the ignition properties are
not very important.
Remark: Some very poor diesel engine fuels that are not frequently found can
have important ignition properties.
Very good supervision, engine maintenance and fuel treatment equipment is
necessary when fuel with properties near the maximum limits are used. Fuel
preparation that is not sufficient and poor quality fuels cause overhauls to be more
frequent and thus, an increase in the cost of maintenance.
The values in the column Bunker limit (ISO 8217:2010 RMK700) show the
minimum quality of heavy fuel as bunkered, i.e. as supplied to the ship/installation.
Good operation results come from commercially available fuels that are in the ISO
8217 limits. But the use of fuel with metal, ash and carbon contents and a lower
density can have a positive effect on overhaul periods. These effects can improve
combustion and exhaust gas composition as well as a decrease in wear.
The fuel as bunkered must be processed before it goes into the engine. It is
recommended that you refer to the related specifications of Wärtsilä Switzerland
Ltd for the design of the fuel treatment plant. The minimum centrifuge capacity is
1.2 x CMCR x BSFC / 1000 (litres/hour), which is has a relation to 0.21 l/kW. The
fuel treatment must remove sludge and decrease catalyst fines and water to the
recommended engine inlet limits.
In ISO 8217, foreign substances such as used oil or chemical waste must not be
added to the fuel. This is because of the hazards to the crew, machines and the
environment. Tests that are done for unwanted substances as acids, solvents and
monomers with titrimetric, infrared and chromatographic methods, are
recommended. This is because of the damage these substances can cause to fuel
treatment, fuel injection equipment, pistons, rings, liners, and exhaust valves and
seats. Turbocharger, exhaust system and boiler contamination can also occur
because of poor fuel quality.
The engine inlet fuel quality uses the latest ISO 8217:2010 specification. Bunkers
that comply with ISO 8217:2005 can be used until the latest ISO specification is
fully released. In such conditions, the higher values for carbon residue and
vanadium can be satisfactory.
It is very important that the fuel is fit for purpose in the related engine application.
1mm2/s=1cSt (Centistoke)
*1) You can get ISO standards from the ISO Central Secretariat, Geneva,
Switzerland (www.iso.ch).
*2) For W−X engines the fuel viscosity at the fuel pump inlet can be in the range of
between 13 mm2/s (cSt) and 20 mm2/s (cSt)
*3) The maximum limit is 991kg/m3 if the fuel treatment plant cannot remove
water from high-density fuel.
*4) ISO 8217:2010, RMK700. Note that lower sulphur limits can apply and are
related to statutory specifications and sulphur limits not given in
ISO 8217:2010.
*5) The hydrogen sulphide limit is applicable from 1 July 2012.
*6) Purchasers must make sure that the pour point is sufficient for the equipment
on board, specially for operation in cold climates.
Remark: For data about the parameters given in the table above, see
paragraph 3.1 to paragraph 3.12.
3.1 Viscosity
The recommended viscosity range upstream of the engine is between 13 mm2/s
(cSt) and 17 mm2/s (cSt). You get the necessary temperature for a given nominal
viscosity from the data in the figure below:
F10.4779
Example:
To get the recommended viscosity upstream of the fuel pumps, the fuel of
380 mm2/s [cSt] at 50°C must be heated to between 130°C and 140°C.
The maximum permitted viscosity of the fuel that can be used in an installation is
related to the heating and fuel preparation facilities available. The flow rate and the
temperature of the fuel that flows through the centrifuges must be adjusted in
relation to the viscosity to get good separation. Do not heat the fuel to more than
150_C to get the recommended viscosity at the engine inlet. This is because the
fuel can start to decompose, get contamination and be dangerous as it is possible
that the temperature will be higher than the flash point.
3.2 Density
The composition of the fuel gives the density. A high density shows a high aromatic
content. It is not always possible to use conventional methods to measure the
density at 15_C. Thus, the measurement is made at a higher temperature and then
converted and adjusted to the reference temperature. Most bunkers are to the ISO
8217:2010 RMG specification, which has a maximum density of 991.0 kg/m3.
Applicable fuel preparation equipment, which can be adjusted for a fuel density
greater than 991.0 kg/m3, must be available on board if high density fuels are used.
3.4 Sulphur
Sulphur limits are not specified in ISO 8217:2010 because statutory specifications
put a limit on this value. The maximum sulphur level that can be used in Wärtsilä
2-stroke engines is 4.5% m/m.
The alkalinity (base number (BN)) of the cylinder lubricating oil must be selected in
relation to the sulphur level of the fuel in use. The engine can operate for short
periods (some hours) with a cylinder lubricating oil that has an incorrect BN, but a
longer operation time must be prevented.
Indications for the selection of the BN of the lubricating oil in relation to the sulphur
content of the fuel are found in:
D 0410−1 Running-in of New Cylinder Liners and Piston Rings.
D 0750−1 Lubricating Oils, paragraph 3.
3.10 Water
The separator and the correct configuration of drains in the settling and service
tanks is used to decrease the water quantity in the fuel. A complete removal of
water is highly recommended to decrease the quantity of hydrophilic cat fines and
sodium in the fuel. Sodium is not a natural oil component, but diesel engine fuel
often has sea water contamination, which has sodium. 1.0% sea water in the fuel is
related to 100 ppm sodium.
To get a good separation effect, the flow rate and temperature of the fuel must be
adjusted in relation to the viscosity. For high-viscosity fuels the separation
temperature must be increased, although the flow rate must be decreased in
relation to the nominal capacity of the separator. For the recommended data to
operate the separator, refer to the instruction manual.
Remark: For data about the parameters given in the table above, see
paragraph 5.1 to paragraph 5.12.
Parameter Unit Bunker Limit Test Method Necessary Fuel
Quality at the
Engine Inlet
Kinematic viscosity at 40_C mm2/s [cSt] Maximum 11.0 ISO 3104 Minimum 2.0
Minimum 2.0 Not related to
temperature
Density at 15_C kg/m3 Maximum 900.0 ISO 3675/12185 Maximum 900.0
Cetane index − Minimum 35 ISO 4264 Minimum 35
Sulphur 1) m/m [%] 2.0 ISO 8754/14596 Maximum 2.0
Flash point _C Minimum 60.0 ISO 2719 Minimum 60.0
Hydrogen sulphide 2) mg/kg Maximum 2.0 IP 570 Maximum 2.00
Acid number mg KOH/g Maximum 0.5 ASTM D 664 Maximum 0.5
Total sediment by m/m [%] Maximum 0.10 ISO 10307−1 Maximum 0.10
hot filtration
Oxidation stability g/m3 Maximum 25 ISO 12205 Maximum 25
Carbon residue: micro m/m % Maximum 0.30 ISO 10370 Maximum 0.30
method on 10% volume
distillation residue (for
grades DMX, DMA and
DMZ)
Carbon residue: micro m/m % Maximum 0.30 ISO 10370 Maximum 0.30
method (grade DMB)
Pour point (upper) winter 3) _C Maximum 0 ISO 3016 Maximum 0
Pour point (upper) summer _C Maximum 6 ISO 3016 Maximum 6
Appearance − Clear and bright Clear and bright
Water v/v [%] Maximum 0.30 ISO 3733 Maximum 0.20
Ash m/m [%] Maximum 0,010 ISO 6245 Maximum 0.010
Lubricity, corrected wear mm Maximum 520 ISO 12156−1 Maximum 520
scar diameter (wsd 1.4) at
60_C
Wärtsilä distillate fuel specifications and quality limits at the engine inlet related to
ISO 8217:2010
1mm2/s=1cSt (Centistoke)
*1) The purchaser must specify the maximum sulphur content in accordance with
the usual statutory specifications.
*2) The hydrogen sulphide limit is applicable from 1 July 2012.
*3) Purchasers must make sure that the pour point is sufficient for the equipment
on board, specially for operation in cold climates.
Distillate fuels are used more in 2-stroke engines to meet area specified emission
standards. They are easier to operate than residual fuel, but caution is necessary
for some problems. See Service Bulletin RT−82: Distillate Fuel Use.
ISO 8217: 2010 specifies DMX, DMA, DMZ and DMB categories. The Wärtsilä
engine inlet specification is based on the DMB grade which is the highest viscosity
grade. The DMX grade must not be bunkered as the viscosity could be below 2.0
mm2/s and the flash point could be below 60_C.
5.1 Viscosity
The recommended viscosity range on residual fuel upstream of the engine inlet is
13 mm2/s (cSt) to 17 mm2/s (cSt). But, because distillate fuel does not have such a
high viscosity, a minimum viscosity of 2.0 mm2/s (cSt) at the fuel pump inlet is
necessary.
Operators must be careful during the change-over procedure from distillate to
residual fuel and back to make sure of problem free operation. See the Service
document: Engine operation on MDO/MGO, change-over from HFO to
MDO/MGO and the Service Bulletin RT−82: Distillate Fuel Use.
In some conditions, it is possible that you cannot get the minimum viscosity of
2.0 mm2/s (cSt) at the fuel pump inlet. In such conditions, a fuel cooling system will
be necessary to make sure that the inlet to the fuel pumps has the minimum
viscosity.
5.2 Density
The composition of the fuel gives the distillate density and a high density indicates
a high aromatic quantity.
5.4 Sulphur
Sulphur limits are specified in ISO 8217:2010 for distillate fuels, but statutory
specifications must be obeyed. The alkalinity (BN) of the cylinder lubricating oil
must be selected in relation to the sulphur content of the fuel in use.
The engine can operate for short periods (some hours) with a cylinder lubricating
oil that has an incorrect BN, but a longer operation time must be prevented.
Indications for the selection of the BN of lubricating oil in relation to the sulphur
content of the fuel are found in:
D 0410−1 Running-in of New Cylinder Liners and Piston Rings.
D 0750−1 Lubricating Oils, paragraph 3.
5.8 Sediment
High quantities of sediment decrease the ignition and combustion quality of the
fuel and increase wear and damage to engine components. High sediment
quantities can cause filters to block, or frequent discharge from filter systems that
have automatic cleaning. For more data about mixtures, see paragraph 3.8 in the
HFO section.
5.10 Water
The quantity of water in distillate fuel can be decreased as follows:
D Let the fuel settle in the service tanks
D Use the centrifuge to remove water from the fuel.
Such components can be found in diesel engine fuels and can cause a decrease of
greenhouse gases and SOx emissions. Most bio-fuel components in the diesel
pool are Fatty Acid Methyl Esters (FAME), which come from a special chemical
treatment of natural plant oils. These components are mandatory in automotive
and agricultural diesel in some countries. FAME is specified in ISO 14214 and
ASTM D 6751.
FAME has good ignition properties and very good lubrication and environmental
properties, but the other properties that follow about FAME are well known:
D Possible oxidation and thus long term storage problems.
D A chemical force that causes fuel and water to combine
D Microbial growth can appear in the fuel
D Unsatisfactory low temperature properties.
D FAME material particles can appear on exposed surfaces and filter elements.
Where FAME is used as a fuel, make sure that the on board storage, handling,
treatment, service and machinery systems can be used with such a product.
7. Fuel Additives
Usually, fuel additives are not necessary to make sure of the satisfactory operation
of fuels that obey the ISO 8217:2010 standard. But some operators can use
specified additives to change the effect of some fuel properties. Wärtsilä can make
an analysis of such additives and supply a No Objection Letter for specified
additives if they are in the limits of internal specifications.
Remark: Wärtsilä does not accept liability or responsibility for the performance or
potential damage caused by the use of such additives.
1. General
Careful treatment is necessary for modern heavy fuel oils (HFO) for diesel
engines, which makes the installation of applicable plant necessary. The most
effective procedure to remove solids and water from fuel is to use centrifugal
separators.
HFO are contaminated with solids and water. If HFO that is dirty or not sufficiently
treated goes into the engine, wear on engine components can occur (e.g. piston
rings, cylinder liners, injection pumps, valves etc). Also, there can be too much
sediment in the combustion spaces.
Sodium in the fuel oil (which comes from sea water) causes contamination on the
pistons and in the turbocharger. The water must be carefully removed from the
fuel.
Settling tanks are used for the first steps of treatment, but their effect is only a
coarse separation to release water from the HFO. The settling tanks must have the
sludge and water, that collects in the bottom of the tank, drained at intervals.
Correctly operated centrifuges that are of the best size and adjustment are used to
get good results during the procedure to clean the fuel. Modern designs mean that
is not necessary to adapt the gravity discs for fuels of different densities.
Modern machines automatically remove the sludge from the centrifuge. For
modern engines designed to burn HFO of the lowest grade, such centrifuges are
necessary. This is applicable when HFO with densities of 991 kg/m3 and higher
and with viscosities of 700 cSt/50_C are used.
Homogenizers can improve combustion properties, but cannot remove solid
particles from the fuel. A homogenizer is thus, only an auxiliary in the treatment
plant.
Filters hold solid particles of a specified size and shape, but cannot hold back
water. Water will cause the filters to be blocked quickly.
It is recommended that modern centrifuges are used for the treatment of HFO.
The separation effect, i.e. the cleaning effect, is related to the flow rate and
viscosity of the heavy fuel oil. Usually, the smaller the volume (m3/h or ltr/h) and the
lower the viscosity of the heavy fuel oil, the better the separation. If the flow rate is
too high and/or the separation temperature is too low, the separator efficiency can
be decreased.
If the HFO separators do not operate at their best, impurities (e.g. cat fines) in the
bunkers might not be sufficiently removed. This can cause damage to the main
engine (e.g high piston ring, cylinder liner and fuel injection equipment wear).
The heavy fuel oil must be heated before it goes into the centrifuge to keep the
temperature constant to a tolerance of ± 2° C. The separation temperature must
be as near as possible to 98° C. The instructions of the centrifuge manufacturer
must be obeyed when you process HFO.
The sludge that comes from the separation process must be removed regularly
from the separator drum. For self-cleaning centrifuges, the sequence of the
emptying procedure can be controlled automatically. But in such a plant, personnel
must keep control of the correct function and frequency of procedures. You must
do regular checks to make sure that the sludge from the separator drum can freely
drain. This prevents back pressure, which makes sure that the centrifuge operates
correctly to clean the HFO.
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In the recommended standard plant, pressure is kept in the complete fuel system
to prevent the evaporation of water in the fuel at the temperature necessary for the
heavy fuel oil (HFO) or low sulphur heavy fuel oil (LSHFO).
At the applicable position of the 3-way valve 10, the low pressure supply pump 19
supplies fuel oil from the HFO daily tank 3 or LSHFO daily tank 4 to the mixing
unit 21 (see Fig. A and Fig. B). The booster pump 22 pumps the fuel oil from the
mixing unit 21 through the end-heater 23 and filter 24 to the supply unit 27. The
rated capacity of the booster pump 22 is more than the engine fuel consumption
rate. The fuel that the engine does not use flows back to the mixing unit 21.
The pressure regulating valve 17 sets the necessary system pressure. The
pressure retaining valve sets the pressure at the inlet to the fuel pumps (for the
adjustment value, see 0250-1 Operating Data Sheet).
The ow pressure supply pump 19 supplies only as much fuel from the HFO daily
tank 3 or LSHFO daily tank 4 as necessary for the engine. If necessary, the
contents of the tank 3 or LSHFO daily tank 4 must be heated. But, the official safety
regulations put a temperature limit to which the fuel oil can be heated.
Only the fuel oil between the mixing unit 21 and the fuel system on the engine must
be heated to the necessary injection temperature. The end-heater 23 heats this
fuel oil. If necessary during heating, the heating systems of the mixing unit 21 and
the return pipe can be set to on.
HFO or LSHFO must not go into the MDO daily tank 6.
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1. Scavenge air
The air required for scavenging and charging of the cylinders is drawn in and com-
pressed (see Turbocharging 6500−1) by the turbocharger either from the engine
room or from outside, depending on the installation.
The aspirated air must be as clean as possible, to keep the wear of cylinder liner,
piston rings, compressor wheel of the turbocharger etc. small. For this purpose si-
lencers are fitted to the suction part, which must be serviced and or cleaned (see
Cleaning the Turbocharger in Operation 6510−1).
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/16
2. System Oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/16
3. Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/16
4. Turbocharger Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/16
5. Turning Gear Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/16
6. Lubricants − Flywheel and Pinion Gear Teeth . . . . . . . . . . 12/16
7. Environmentally Acceptable Lubricants . . . . . . . . . . . . . . . 12/16
8. Validated Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13/16
1. General
The engine has different oils for system oil and cylinder lubrication.
2. System Oil
System oil lubricates the bearings, the running parts of the engine and the
crosshead assembly. System oil is also used as hydraulic fluid in the servo oil
system of the engine and used to cool the pistons (see 8016−1 Lubricating oil
system).
The system oil must have the properties that follow:
D An additive-type crankcase oil of the SAE 30 viscosity grade must be used as
system oil.
D The oil must have a minimum base number (BN) of 5.0 mg KOH/g and
detergent properties.
D The oil must have the load carrying performance from the FZG gear machine
test method A/8, 3/90 in accordance with ISO 14635−1, failure load stage 11
as a minimum.
D The oil must also have good thermal stability, anti-corrosion and anti-foam
properties, and good demulsifying performance.
Remark: Validated system oils for Wärtsilä 2-stroke engines are shown in
paragraph 8.2. For different or new lubricating oils, speak to or send a message to
Wärtsilä Services Switzerland Ltd.
Lubricating Oils
Solid contaminants (dirt) and water must be removed from the oil as completely as
possible. There is always a risk that water, specially sea water, can enter the
system and cause corrosion on engine parts. Water contamination can also cause
bacterial infection of the oil, which gives a decrease in lubrication and heavy
corrosion of the system. Good maintenance is the best precaution to keep water
out of the oil. The water content of the lubricating oil must not be more than 0.2% by
mass during a long period. If higher water contamination is seen, special
procedures such as treatment in the centrifugal separator, or in a renovating tank
must be done.
Make sure that the coarse and fine filters of the servo oil system are serviceable.
For more data, see the documentation of the fine filter manufacturer and
paragraph 2.3.2.
Lubricating Oils
These limits are a guide. The condition of the oil in the system cannot be fully
calculated by one parameter. Other oil parameters must be used to find the cause
of the problem, and the applicable treatment.
If the Base Number (BN) of the system oil increases suddenly, do a check of the
piston rod gland box and piston rod condition.
If the Base Number (BN) of the system oil increases suddenly, do a check of the
piston rod gland box and piston rod condition.
Some consumption and replenishment of the system oil is necessary to keep the
oil in good condition.
If there is an important decrease in the flash point below the recommended value
shown above, Wärtsilä Services Switzerland Ltd. recommends a replenishment of
the oil charge.
By a replenishment, an increase in the system oil BN is prevented. A small
increase in BN is often an indication that the system oil consumption is low.
The open cup type of flash point test procedure (e.g. COC) must be used to decide
if some of the oil, or a full oil change is necessary. The closed cup type of flash point
test procedure (e.g. PMCC) can be used to monitor the system oil condition, but
not for oil change.
The FZG performance (to the procedure in ISO 14635−1) of the oil is important if a
new gear wheel is installed or was polished. This gives protection against scuffing
during the running-in of the gears.
If the system oil is in use for more than one year, the FZG performance of the oil
must be done to make sure that the performance is sufficient for the new or
polished gear(s).
You must do regular on-board checks of the BN and water content to get an early
indication of a lower oil quality.
Lubricating Oils
The ISO 4406 particle count and size classes are applicable for the system oil
downstream of the filter and given in Table 3.
Table 3: Particle Count and Size Classes
Number of particles per 100 ml
More than: Up to and includes: Class:
250 000 000 − Less than 28
130 000 000 250 000 000 28
64 000 000 130 000 000 27
32 000 000 64 000 000 26
16 000 000 32 000 000 25
8 000 000 16 000 000 24
4 000 000 8 000 000 23
2 000 000 4 000 000 22
1 000 000 2 000 000 21
500 000 1 000 000 20
More than 4 mm 250 000
500 000 19
maximum
130 000 250 000 18
More than 6 mm 64 000
130 000 17
maximum
32 000 64 000 16
16 000 32 000 15
More than 14 mm 8 000
16 000 14
maximum
4 000 8 000 13
2 000 4 000 12
1 000 2 000 11
500 1 000 10
250 500 9
130 250 8
64 130 7
32 64 6
16 32 5
8 16 4
4 8 3
2 4 2
1 2 1
0 1 0
The ISO 4406 particle count system operates with three size classes related to a
100 ml oil sample, which are:
D R4 = number of particles equal to or larger than 4 mm
D R6 = number of particles equal to or larger than 6 mm
D R14 = number of particles equal to or larger than 14 mm.
Lubricating Oils
Lubricating Oils
A high-alkaline cylinder lubricating oil of the SAE 50 viscosity grade that has a
minimum kinematic viscosity of 18.5 cSt at 100 _C is recommended. But, cylinder
lubricating oils of the viscosity grades SAE 40 and SAE 60 can be used in some
conditions. The Base Number (BN) measured in mg KOH/g in accordance with
method ASTM D 2896 shows the alkalinity of the oil.
To set the correct alkalinity of the cylinder lubricating oil, use an on−board
monitoring programme to monitor the piston underside (PU) drain oil. The residual
base number (BN) of the piston underside drain oil shows if the setting values for
the cylinder lubrication are correct. The BN of the cylinder lubricating oils is not an
index for detergency, but a direct measure of alkalinity. The alkalinity of the cylinder
lubricating oil must be set in relation to the sulphur content of the fuel, engine
operation condition and cylinder lubricating oil feed rate. The higher the sulphur
content, the higher the BN of the cylinder lubricating oil must be. For a list of
validated cylinder lubricating oils, see paragraph 8.2 Cylinder Lubricating Oils.
When the analysis of the piston underside drain oil shows that the engine operates
in the safe area shown in Fig. 2, you can adjust the feed rate and alkalinity of the
cylinder lubricating oil. The permitted maximum feed rate is 1.2 g/kWh (see
7218−1 Cylinder Lubrication and 7218−3 Feed Rate − Adjustment). If the analysis
of the piston underside drain oil shows that an adjustment to a higher feed rate than
1.2 g/kWh is necessary, you must change to a higher BN cylinder lubricating oil.
Lubricating Oils
3 5
Fig. 1: Relation between Fuel Sulphur Content and Cylinder Lubricating Oil BN
D Range 1 (see Fig. 1): When the fuel sulphur content is more than 0.1% m/m
and less than 0.5% m/m during operation with BN 15 to BN 25 cylinder
lubricating oil, you must do an analysis of the piston underside drain oil from
the on-board monitoring system. You must obey the data that follows:
D The residual base number must not be less than BN10.
D The iron (Fe) content must be less than 200 ppm.
D Do regular checks of the piston and piston ring conditions through
scavenge port inspections. If necessary, increase the cylinder lubrication
oil feed rate to more than 1.2 g/kWh (see 7218−1 Cylinder Lubrication
and 7218−3 Feed Rate − Adjustment).
Remark: Permitted for engine operation of less than 48 hours only.
D Range 2 (see Fig. 1): When the fuel sulphur content is more than 0.1% m/m
and less than 0.5% m/m during operation with BN 40 cylinder lubricating oil,
adjust the cylinder lubricating oil feed rate to the guide feed rate (see 7218−1
Cylinder Lubrication). This prevents too much piston crown and top land
deposits.
Remark: Permitted for engine operation of less than 48 hours only.
D Range 3 (see Fig. 1): When the fuel sulphur content is more than 0.5% m/m
and less than 1.0% m/m during operation with BN 70 to BN 80 cylinder
lubricating oil, adjust the cylinder lubricating oil feed rate to the guide feed rate
(see 7218−1 Cylinder Lubrication). This prevents too much piston crown and
top land deposits.
Remark: Permitted for engine operation of less than 48 hours only.
Lubricating Oils
D Range 4 (see Fig. 1): When the fuel sulphur content is more than 1.5% m/m
and less than 2.0% m/m during operation with BN 100 cylinder lubricating oil,
adjust the cylinder lubricating oil feed rate to the guide feed rate (see 7218-1
Cylinder Lubrication). This prevents excessive piston crown and top land
deposits.
D Range 5 (see Fig. 1): When the fuel sulphur content is more than 2.5% m/m
and less than 3.5% m/m during operation with BN 70 to BN 80 cylinder
lubricating oil, operation is permitted only, when you do an analysis of the
piston underside drain oil from the on-board monitoring system. You must
obey the data that follows:
D Do regular checks of the piston and piston ring conditions through
scavenge port inspections.
D Do regular checks of the cylinder liner condition.
D You must obey the data given in Fig. 2.
Remark: From 1st January 2015 only fuel with less than 0.1% m/m sulphur content
must be used in Emission Control Areas (ECA). You can use SOx scrubbers to
reduce the effective exhaust sulphur content. For more data, see paragraph 7.
Remark: Use a BN 100 cylinder lubricating oil, if the fuel sulphur content is more
than 2.5% m/m and no piston underside drain oil monitoring system is installed.
Remark: Monitor the piston underside residual BN of the cylinder lubricating oil
and examine the piston rings and cylinder liners. This makes sure that you select
the applicable BN oil, set the best oil feed rate, prevent corrosion and excessive
piston crown deposits and top land deposits. For more data, see 7218−1 Cylinder
Lubrication and 7218−3 Feed Rate − Adjustment.
Cylinder lubricating oils that have a BN that is too high for the fuel sulphur content
can cause excessive deposits on the piston crown. Piston crown deposits must be
carefully monitored through scavenge port inspections. The deposits can cause
the lubricant film to break down and excessive liner, piston and piston ring wear.
BN 40 cylinder lubricating oils have neutral additives (low BN) to increase the
detergency level and thermal stability to the level of a BN 70 cylinder lubricating oil.
No significant increase in corrosive cylinder liner and piston ring wear is to be
expected when BN 40 cylinder lubricating oils are used (up to 1.5% m/m sulphur)
when the cylinder lubricating oil feed rate is kept high. You must make sure that the
cylinder lubrication feed rate is applicable (maximum 1.2 g/kWh), related to the
data from the analysis (residual base number) of the piston underside drain oil.
BN 40 lubrication oils cause less and softer deposits on the piston crown land and
in exhaust areas (e.g. on the turbocharger nozzle ring) in relation to the BN 70 and
other higher BN products at the same feed rate.
The BN 40 products can also be used safely with HFO that has a sulphur content in
the range 0.5% m/m to 1.5% m/m. It is possible that the feed rate must be
increased in relation to the remaining BN measured in the piston underside drain
oil or scrape-down samples.
There are intermediate (between BN 50 and BN 60) and other BN cylinder
lubricating oils available. To use these cylinder lubricating oils, make sure that their
performance is monitored regularly. Also, make sure that the cylinder lubricating
oil feed rate is adjusted to prevent a piston underside BN that is too low. Incorrectly
adjusted piston underside BN can cause high corrosive wear and scuffing (see the
limits and recommendations in paragraph 3.2.
Lubricating Oils
Remark: Use only the cylinder lubricating oils given in paragraph 8.2. The oil
company assumes all responsibility for the performance of the cylinder lubricating
oils in service of all Wärtsilä 2-stroke engines to the exclusion of any liability of any
Wärtsilä company belonging to the Wärtsilä group. The oil company and other
possible manufacturers and distributors of the products in question shall
indemnify, compensate and hold free from liability, Wärtsilä and companies
belonging to the Wärtsilä group from and against any claims, damages and losses
caused by the cylinder lubricating oils in question.
To prevent problems with fuel sulphur content, keep sufficient fuel from the bunker
you took before. This can be used until an analysis of the sulphur content of the
new bunker is received. The results of the bunker analysis and the values given in
the Bunker Delivery Note (BDN) can be different. Always use the higher sulphur
content value to set the feed rate to make sure that the engine operates safely.
Lubricating Oils
The analyses of many piston underside samples from a wide range of engines that
operate with a high sulphur content in the range 0.5% m/m to 3.5% m/m and
cylinder lubricating oil from BN 40 to Bn 100 has shown:
D The safe corrected piston underside residual BN to prevent piston ring and
liner corrosion is more than 25 mg KOH/g but less than 50 mg KOH/g (see
Fig. 2).
D The alert corrected limit for piston underside residual BN to prevent excessive
corrosion is approximately 15 mg KOH/g.
D The danger corrected limit is less than 10 mg KOH/g piston underside
remaining BN. It is possible that there will be excessive corrosion and fast
piston ring and liner wear if not corrected. Scuffing and the fast failure of piston
rings and very fast corrosive liner wear is possible.
It is necessary to find the safe value for continuous operation on fuel oil with a low
sulphur content (of between 0.0% m/m and 0.5% m/m) and a low BN cylinder
lubricating oil (between BN 15 and BN 25) for each engine. To find this safe value,
you monitor the piston underside samples and do regular checks of the pistons,
piston rings and cylinder liners for excessive deposits, corrosion and wear.
Fig. 2 shows data for fuel oil with a sulphur content in the range of 1.5% m/m to
3.5% m/m and cylinder lubricating oil with a base number between BN 50 to
BN 100.
Remark: There are smooth transitions between the different areas shown in
Fig. 2.
Fig. 2 shows the operation ranges for engines with chrome ceramic piston rings
and fully honed cylinder liners installed. It shows the relation between the piston
underside total oil iron content and the residual BN. If necessary, the cylinder
lubricating oil BN and/or feed rate must be adjusted to prevent excessive corrosion
or magnetic iron in the piston underside oil.
Lubricating Oils
For engines with chrome ceramic piston rings installed, the chromium content of
the piston underside oil shows if there is corrosion or wear in the engine.
D A chromium content less than 25 mg/kg shows small corrosion or wear in the
engine.
D A chromium value more than 25 mg/kg shows corrosion or wear in the engine.
The lifetime of the piston rings and the cylinder liners can decrease.
D The chromium value must not be more than 25 mg/kg for a longer period.
Remark: Engines with cast iron or non-chrome ceramic piston rings installed, can
have a much larger total iron level than engines with chrome ceramic piston rings
under usual operation conditions.
Lubricating Oils
Caution: For engine operation at less than 60% CMCR (low load) for more than 24
hours, you must only use intermediate BN lubricating oils (between BN 50 and
BN 60) if the sulphur content of the used HFO is in the range of 0.5% m/m to
2.5% m/m.
4. Turbocharger Oil
To select the turbocharger lubricating oil and keep this oil in a satisfactory
condition, refer to the recommendations given in the turbocharger instruction
manual.
The turbocharger lubricating oil is usually system oil or turbine oil.
To select the turning gear oil and keep this oil in a satisfactory condition, refer to the
recommendations given in the instruction manual of the turning gear
manufacturer.
To select and apply the lubricants, refer to the specification in the Maintenance
Manual 3206-1, and the recommendations from the engine manufacturer.
The lubricant suppliers are given in paragraph 8.4.
Lubricating Oils
Lubricating Oils
Lubricating Oils
Remarks:
1) BN 57 and BN 60 cylinder lubricating oils can be used for the sulphur range:
D Between 0.5% m/m and 3.5% m/m if an on-board monitoring
programme is used.
D Between 0.5% m/m and 2.5% m/m if no on-board monitoring
programme is used, the engine was built before the year 2011 and the
engine load is less than 60% CMCR for more than 24 hours. You must
obey the data given in paragraph 3.3.
If there is a sulphur dependency application, the lubricating oils must be
considered as BN 57 and BN 60 as applicable. The BN 60 break−point and
feed rate adjustment must be applied, see 7218-1 paragraph 6.4 Adjustment
Lubricating Oil Feed Rate.
2) For engines built before the year 2000, BN 50 cylinder lubricating oils can be
used with HFO with a sulphur content up to 2.5% m/m.
3) For engines built before the year 2011, BN 55 cylinder lubricating oils can be
used for the sulphur range:
D Between 1.5% m/m and 2.5% m/m for continuous operation, and
D Between 0.5% m/m and 1.5% m/m for intermittent operation up to 10
days.
4) Applicable only for engines built before the year 1995.
5) These cylinder lubricating oils are not validated at this time.
6). The Base Number (BN) measured in mg KOH/g in accordance with method
ASTM D 2896 shows the alkalinity of the oil.
Remark: Intermediate cylinder lubricating oils (BN is more than 40 mg KOH/g and
less than 70 mg KOH/g) can be used, but their performance must be regularly
monitored. The lubricating oil feed rate must be adjusted to prevent a piston
underside BN which is too low and can cause excessive corrosive wear and
scuffing. See the data given in paragraph 3.4.
You must be very careful, if you use intermediate BN lubricants and HFO with a
sulphur content more than 2.5% m/m.
Remark: If HFO with a sulphur content of between 1.5% m/m to 3.5% m/m is
used, see the data given in paragraph 3.2.
Lubricating Oils
1) Applicable only for RT-flex and W-X engines built after February 2012.
2) These cylinder lubricating oils are not validated at this time.
Supplier Brand
Lubrication Engineers Inc. LE 5182
PYROSHIELD
Klüber Lubrication Klüberfluid
München KG C−F 3 ULTRA
1. General
An applicable treatment is used to give the cooling water the correct properties,
which will prevent service problems. Untreated cooling water can soon cause
problems in the cooling system from corrosion, sediment and hard particles
(crusts).
Do not use seawater as raw water. Sea water has a high salt content and causes
damage to the cooling water system.
To fill the system, the raw water must be fully desalinated. Condensate water from
e.g. the fresh water generators or from auxiliary steam systems can be used, but
must have additives. Condensate water is highly corrosive and must have
corrosion inhibitors to prevent problems.
Use potable water or process water from the local mains only as a last option. The
hardness of this water must not be more than 10_dH (German hardness degrees).
If the hardness is more than this limit, desalinate the water to the values given in the
table below.
See the data in the table that follows to get the necessary raw water quality:
As given above, the cooling water must have the correct corrosion inhibitor.
Inhibitors that contain the agents Nitrite, Borate and are based on the Organic Acid
Technology (OAT) are known to be satisfactory. You can get a list of recommended
products from Wärtsilä Switzerland Ltd.
The instructions of the manufacturer must be obeyed for the correct dosage of the
corrosion inhibitor. You must do regular checks during operation to keep the
correct concentration.
It is recommended that you choose such suppliers of inhibitors who can also give
specified advice for the new fill and for during operation.
If there are leakages, you must add the correct quantity of water with the correct
concentration of inhibitor. If evaporation causes a decrease of the coolant, add the
applicable quantity of raw water (see paragraph 2 above). This will make sure that
the concentration of inhibitors is not too much.
The cooling water in the cooling system must have a pH value of 8 to a maximum
of 10.
For a new fill, the full cooling system must be clean. The cooling system must not
contain grease, oil or unwanted particles.
During operation oil or sediment can go into the system, which can cause a
decrease in the heat transfer and cooling effect. Such problems will occur after an
unusually short time if the cooling water and system is not monitored correctly. An
applicable agent must be used for the treatment of the full system to remove
grease and chalk sediment.
Before a new fill of cooling water, the system must be fully flushed. This will remove
sediment and oil and make sure that remaining acids are made neutral.
There are many cleaning agents available, which we do not list here. We
recommend that you speak to specialist firms that can help you.
5. Anti freeze
Attention! Antifreeze decreases the heat transfer rate of the cooling water. This
can cause damage to the engine. If the concentration of the antifreeze is more than
20% you can operate the engine only at decreased load.
During usual operation, it is not necessary to use an antifreeze. We recommend to
use antifreeze only if the engine is out of operation for a long period in cold / frosty
conditions (ambient temperature below the freezing point of water).
Always use the correct water / antifreeze ratio related to the ambient temperature.
The instructions of the manufacturer must be obeyed for the correct dosage of the
antifreeze.
It is possible to use one of the following antifreezes (high quality):
D Monopropylene glycol (MPG)
D Monoethylene glycol (MEG).
We recommend that you use MPG, because it is better for the environment.
Attention! Make sure that there is the correct concentration of a corrosion inhibitor
in the cooing water system (see paragraph 3). You must do regular checks during
operation to keep the correct concentration. You must obey the instructions of the
manufacturer to avoid problems during operation.
1. General
At the same load indication in comparison with previous readings or with data in
the acceptance records:
Cylinder lubrication
Full or partial failure of cylinder lubrication leads to earlier wear of piston rings and
cylinder liners. However, it may also lead to piston seizure. Only in emergencies,
and then at reduced power and only for the minimum possible time, should an en-
gine be operated without cylinder lubrication.
Failures and defects in the cylinder lubricating system cause failure messages in
the WECS–9520 which are led to the alarm and monitoring system.
In addition LEDs on the ALM−20 modules light up indicating the relevant failures
and defects (see also 0850−1 ’Malfunction of cylinder lubrication’ and 7218−1
’LED indications’).
Turbocharger
Short, loud howling with simultaneous pressure fluctuations on the air side.
When this occurs sporadically, surging does not directly affect the engine, but the
air flow rate is diminished.
Risk of explosion! Keep away from engine! Particularly avoid areas next to explo-
sion relief valves (see Instruction Concerning the Prevention of Crankcase Explo-
sions 0460−1).
On engine equipped with an exhaust waste gate, failures and defects of the ex-
Delta Bypass tuning
haust waste gate and Low-Load Tuning cause excessive thermal engine overload
or a too high scavenge air pressure.
Possible indications:
(although the combustion is in order)
D Increase of piston cooling oil outlet temperature
D Increase of jacket cooling water outlet temperature
D Increase of piston underside temperature
Physical damage to bearing or journals during Take necessary precautions for preventing crankcase explo-
fitting sions (see 0460−1)
Insufficient bearing clearance Inspect and dismantle bearing which has been running hot
Bearing deformation (waisted studs not tight- Depending on possibilities, either overhaul or replace dam-
ened according to instructions) aged parts, or remove defective running gear (see 0540−1)
Insufficient bearing oil pressure (check pres-
sure gauge and oil pressure monitoring sys-
tem)
Level in oil tank too low. Pump partially draw-
ing air
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/38
2. Failure ID and LED indications on FCM-20 . . . . . . . . . . . . . 2/38
3. LED indications on ALM-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/38
4. Failure indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/38
4.1 Failure groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/38
4.2 Failure of pulse lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/38
4.3 LED On / Off codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/38
4.4 Failure ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/38
4.5 WECS passive failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/38
4.6 WECS common failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18/38
4.7 WECS cylinder failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30/38
4.8 WECS pressure failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33/38
4.9 WECS critical failure (WECS engine failure) . . . . . . . . . . . 35/38
4.10 Malfunction of cylinder lubrication . . . . . . . . . . . . . . . . . . . 36/38
1. General
Failures and defects of WECS components cause failure messages which are
transmitted to the operator flexView and alarm and monitoring system (AMS).
The tables that follow will help you understand all failure indications. A two-digit
LED display for failure ID is given on the FCM-20 or ALM-20. An LED code is given
on the ALM-20 that can show some accurate failure indications.
Remark: The two-digit LED display 2 shows the failure ID code (see Fig. A).
ÓÓÓ
A
ÓÓÓ
Inject
1
ÓÓÓ
ÓÓÓ
2
ÓÓÓ #xx
3
Exhaust ÓÓÓ
ÓÓÓ
Start Vlv
ÓÓÓ
ÓÓÓ
In/Out
Bin Out ID
ÓÓÓ InjQ
ÓÓÓ
PWM
ExD
ÓÓÓ
Power IN ExF
ÓÓÓ
AI1
1
ÓÓÓ
AI2
AI3
ÓÓÓ 1
ÓÓÓ
ÓÓÓ
CA PF
CA1
ÓÓÓ CA2
ÓÓÓ
SSI
ÓÓÓ
CA1
CA2
ÓÓÓ
ÓÓÓ
CAN
S1
S2
ÓÓÓ
ÓÓÓ
M
Modbus
ÓÓÓ
ÓÓÓ
1 In/Out
BI1
ÓÓÓ
AQ
Modul
ÓÓÓ
PF
ÓÓÓ
SW
Fail
ÓÓÓ
ÓÓÓ 2
4 4
2
4
PART NO :
SER. NO :
HW REV. :
PROD. DATE :
014.537/06 1
014.538/06
3
4. Failure indications
Remark: The flexView alarm journal shows more data that can help you. If
necessary, you can change all parameters in the Adjust access level. See the
Operator flexView manual for instructions about how to change parameters.
4.3.2 Function
Failure IDs give data about failures (see paragraph 4.4).
Not all failure ID signals are transmitted to the alarm and monitoring system. The
failure IDs shown on the two-digit LED display are also shown on the flexView.
The Fail LED flashes at the same time as the two-digit LED display.
Failure IDs that are more than 99 are shown as a two-digit display e.g. Failure
ID 125 is shown as 2.5.
4.3.3 Failure
The Fail LED flashes three times before the first failure ID is shown.
Each failure ID is shown for 2.7 seconds, then there is a pause of 1.3 seconds
before the failure ID is shown again.
If there are no more failures, the Fail LED goes off.
Fail LED
4.4 Failure ID
Remark: All Failure IDs and indications in this list are for Operator use. The signals
of these failures are transmitted to the FCM-20 and are shown on the two-digit
LED display (see Fig. B). All failure IDs and indications that are not in this list are for
the specialists.
Failure Text ME servo oil pressure sensor #1 meas. fail. (ID 16)
FCM−20 No. LED Failure ID Display
Indication #01 AI2 16 16
Cause Sensor signal < 2 mA or > 22 mA (failure signal is released after 3 seconds)
Procedures ⇒ On the servo oil rail, do a check of the pressure transmitter PT2071C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plug X27 (terminals 94+/96−) in
E95.01 and on the transmitter plug.
⇒ If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT2071C and E95.01 for correct connections and / or damage.
⇒ Repair or replace damaged cables.
⇒ Use a multimeter to do a check of the sensor signal (X27 terminal 95).
⇒ If necessary, replace the pressure transmitter PT2071C.
FCM−20 No. LED Failure ID Display
Indication #01 AI2 16 16
Cause The sensor power supply has a short circuit (red LED)
Procedures ⇒ In E95.01, disconnect the pressure transmitter PT2071C and the plug X27.
⇒ Use a multimeter to do a check between each of the cables on plug X27 terminals 94 and 95
and ground for a short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the pressure transmitter PT2071C for a ground fault. Replace the pressure
transmitter if necessary.
⇒ If failure ID 16 stays on when the plug X27 is disconnected, replace FCM-20 #01.
Failure Text ME servo oil pressure sensor #2 meas. fail. (ID 16)
FCM−20 No. LED Failure ID Display
Indication #02 AI2 16 16
Cause Sensor signal < 2 mA or > 22 mA (failure signal is released after 3 seconds)
Procedures ⇒ On the servo oil rail, do a check of the pressure transmitter PT2072C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plug X27 (terminals 94+/96−) in
E95.02 and on the transmitter plug.
⇒ If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT2072C and E95.02 for correct connections and / or damage.
⇒ Repair or replace damaged cables.
⇒ Use a multimeter to do a check of the sensor signal (X27 terminal 95).
⇒ If necessary, replace the pressure transmitter PT2072C.
FCM−20 No. LED Failure ID Display
Indication #01 AI2 16 16
Cause The sensor power supply has a short circuit (red LED)
Procedures ⇒ In E95.02, disconnect the pressure transmitter PT2072C and the plug X27.
⇒ Use a multimeter to do a check between each of the cables on plug X27 terminals 94 and 95
and ground for a short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the pressure transmitter PT2072C for a ground fault. Replace the pressure
transmitter if necessary.
⇒ If failure ID 16 stays on when the plug X27 is disconnected, replace FCM-20 #02.
Failure Text ME fuel rail pressure sensor #1 meas. fail. (ID 27)
FCM−20 No. LED Failure ID Display
Indication #03 AI1 27 27
Cause Sensor signal < 2 mA or > 22 mA (failure signal is released after 3 seconds)
Procedures ⇒ On the fuel rail, do a check of the pressure transmitter PT3461C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plug X25 (terminal 79+ /
housing −) in E95.03 and on the transmitter plug.
⇒ If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT3461C and E95.03 for correct connections and / or damage.
⇒ Repair or replace damaged cables.
⇒ Use a multimeter to do a check of the sensor signal (X25 terminal 95).
⇒ If necessary, replace the pressure transmitter PT3461C.
FCM−20 No. LED Failure ID Display
Indication #03 AI1 27 27
Cause The sensor power supply has a short circuit (red LED)
Procedures ⇒ In E95.03, disconnect the pressure transmitter PT3461C and the plug X25.
Remark: ID fault FCM−20 #03 comes on.
⇒ Use a multimeter to do a check between each of the cables on plug X25 terminals 79 and 80
and ground for a short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the pressure transmitter PT3461C for a ground fault. Replace the pressure
transmitter if necessary.
⇒ If failure ID 27 stays on when the plug X25 is disconnected, replace FCM−20 #03.
Failure Text ME fuel rail pressure sensor #2 meas. fail. (ID 27)
FCM−20 No. LED Failure ID Display
Indication #04 AI1 27 27
Cause Sensor Signal < 2 mA or > 22 mA (failure signal release is 3 seconds delayed)
Procedures ⇒ On the fuel rail, do a check of the pressure transmitter PT3462C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plug X25 (terminal 79 + /
housing −) in E95.04 and on the transmitter plug.
⇒ If there is a 24 VDC supply, do a check of the cables between the pressure transmitter
PT3462C to E95.04 for correct connections and / or damage.
⇒ Repair or replace damaged cables.
⇒ Use a multimeter to do a check of the sensor signal (X25 terminal 95).
⇒ If necessary, replace the pressure transmitter PT3462C.
Indication FCM−20 No. LED Failure ID Display
#04 AI1 27 27
Cause The sensor power supply has a short circuit (red LED)
Procedures ⇒ In E95.04, disconnect pressure transmitter PT3462C and plug X25.
Remark: ID fault FCM−20 #04 comes on.
⇒ Use a multimeter to do a check between each of the cables on plug X25 terminals 79 and 80
and ground for a short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the pressure transmitter PT3462C for a ground fault. Replace the pressure
transmitter if necessary.
⇒ Do a check of the pressure transmitter PT3462C for a ground fault. Replace the pressure
transmitter if necessary.
Failure Text WECS CAN S-/ SSI bus connection fail. FCM−20 #nn (ID 42)
FCM−20 No. LED Failure ID Display
Indication #00 (E90) S1 or S2 42 42
Cause Missing bus connection on CAN S-bus #1 or CAN S-bus #2 on FCM−20 #00.
Procedure ⇒ Make sure that each of the two CAN S-bus plugs X22 and X23 are correctly engaged on the
online spare FCM−20.
⇒ Make sure that the cable connection on plugs X22 and X23 on FCM−20 online spare module
is connected correctly.
⇒ For this FCM−20, set the power supply to off, then on.
⇒ Replace the FCM−20 #00 if the failure continues.
Failure Text WECS CAN S-/ SSI bus connection fail. FCM−20 #nn (ID 42)
FCM−20 No. LED Failure ID Display
Indication #01 to #08 None 42 42
Cause CAN S-bus #1 and crank angle signal #1 and/or CAN S-bus #2 and crank angle signal #2
missing on FCM−20.
Procedures − Make sure that the plug X22 is correctly connected to the related FCM−20.
FCM−20 No. LED Failure ID Display
Indication #01 to #07 S2 and CA2 42 42
Cause CAN S-bus #1 and crank angle signal #1 and/or CAN S-bus #2 and crank angle signal #2
missing on FCM−20.
Procedures − Make sure that the plug X23 is correctly connected to the related FCM−20.
Failure Text ME exhaust valve #nn position meas. fail. (ID 71)
FCM−20 No. LED Failure ID Display
Indication #01 to #08 Ex.D or Ex.F 71 71
Cause Sensors ZT5421C to 27C (driving end) signal < 2 mA or > 22 mA (failure signal is released
after 3 seconds).
Procedure ⇒ In the related terminal box E95.21 to E95.34 at the cylinder cover, make sure that the plug has
no damage and is connected correctly.
⇒ Make sure that the related cables to the sensor and FCM−20 (plug X24, terminals 68 to 72)
have no damage and are connected correctly.
⇒ In the related FCM−20 and in the terminal box, make sure that the cables and connections
have no damage and are connected correctly.
⇒ If necessary, replace the related sensor.
⇒ If the failure shows at intervals, temporarily disconnect the plug on the terminal box until a
repair is possible.
FCM−20 No. LED Failure ID Display
Indication #01 to #08 Ex.D or Ex.F 71 71
Cause The sensor power supply has a short circuit (red LED).
Procedure ⇒ Make sure that the related cables to the sensor and the FCM−20 (plug X24, terminals 68 to
72) have no damage and are connected correctly.
⇒ Make sure that the cables and connections in the related FCM−20 and in the terminal box
have no damage and are correctly connected.
⇒ If necessary, replace the related sensor.
⇒ If the failure shows at intervals, replace the cable-plug assembly to E95 with the spare.
Remark: Temporarily disconnect the plug X24 on the terminal box until a repair is possible.
Failure Text ME start pilot valve #nn loop fail. (ID 1.4)
FCM−20 No. LED Failure ID Display
Indication #01 to #08 Start Vlv 114 1.4
Cause Broken connection or short circuit between FCM−20 and start pilot solenoid valve.
Procedure ⇒ At the cylinder cover, make sure that the plug in the terminal box E95.41 to E95.48 has no
damage and is correctly connected.
⇒ Make sure that the cables between the related solenoid valve and the FCM−20 (plug X15,
terminals 33/34) have no damage and are connected correctly.
⇒ Repair the cables and connections between the related solenoid valve and the FCM−20 (plug
X15).
Failure Text WECS cylinder lubrication passive failure. (ID 2.5)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 125 2.5
Cause Disconnected power supply #1 or #2.
Procedure ⇒ In E85, E90 and E41.xx, make sure that the cables have no damage and are connected
correctly.
⇒ In E85, make sure that the all circuit breakers are set to on.
⇒ Repair the cables and connections in E85, E90 (terminals 40/41) and E41.xx (plug X2,
terminals 21/22).
⇒ In the FCM−20 (plug X22, terminals 55/56) of the last and last but one cylinders, make sure
that the cables and connections have no damage and are connected correctly.
⇒ Do a check of the related ALM-20 CAN−M bus indications (LED CAN 1 or CAN 2).
⇒ If the bus indications show a failure, repair the cables of the last and last but one FCM−20
(plug X22, terminals 55/56).
⇒ Repair the cables in the related CAN−M bus. Make sure that the related ALM−20 operates.
⇒ If after all ALM−20 are started and the related ALM−20 did not start, make sure that the cable
address on the plug X1 of the related ALM-20 is connected correctly.
⇒ Do a check of the ALM-20 (plug X1, terminals 16/17) and the related resistors (see 7218-1
Resistor in plug X1, paragraph 5.2).
⇒ Repair the cables and connections in the related ALM−20.
⇒ If necessary, replace the defective ALM-20.
Failure Text ME scavenge air pressure sensor #1+2 meas. fail. (ID 9)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 9 9
Cause The two sensor signals are < 2 mA or > 22 mA
Procedure ⇒ Do a check of the pressure transmitters PT4043C and PT4044C for damage.
⇒ In E12, E95.03 and E95.04, use a multimeter to do a check of the 24 VDC supply on the plugs
(X27, terminals 94 and 96) and the transmitter plugs (2+/1−).
⇒ Do a check of the cables between the pressure transmitters (PT4043C / PT4044C) to E12,
E95.03 and E95.04.
⇒ If necessary, repair the cables between the pressure transmitters (PT4043C / PT4044C) to
E12, E95.03 and E95.04.
⇒ If necessary, replace the pressure transmitters PT4043C and PT4044C.
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 9 9
Cause The sensor power supply has a short circuit (red LED).
Procedure ⇒ Disconnect the pressure transmitters PT4043 and PT4044C and the plugs X27
⇒ Use a multimeter to measure the cables between the plug X27 terminals 94 and 95 and
ground for short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available.
⇒ Measure the transmitters for a ground fault. If necessary, replace the transmitters.
⇒ If the failure ID 9 stays on when the plug X27 is disconnected, replace the related FCM−20.
Failure Text ME scavenge air pressure meas. fail. diff. high (ID 10)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 10 10
Cause The pressure transmitters PT4043C and PT4044C have a difference of more than 0.2 bar
(failure signal is released after 5 seconds)
Procedure ⇒ In the Operator Interface, compare the two scavenge air pressure indications with the
pressure gage. This will help you find the pressure transmitter that gives a different signal.
⇒ In E12, E95.03 and E95.04, do a check of the cables.
⇒ Adjust the applicable pressure transmitter, or replace it if necessary.
Failure Text ME servo oil pressure sensor #1+#2 meas. fail. (ID 17)
FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 17 17
Cause The two sensor signals are less than 2 mA or more than 22 mA (failure signal is released
after 3 seconds).
Procedure ⇒ On the servo oil rail, do a check of the pressure transmitters PT2071C and PT2072C for
damage.
⇒ Do a check of the 24 VDC supply on the plugs X27 (terminals 94+/96−) in E95.01 and E95.02
and on the transmitter plugs.
⇒ If there is a 24 VDC supply, do a check of the cables to E95.01 an E95.02.
⇒ Repair or replace damaged cables between the pressure transmitter and E95.01 or E95.02.
⇒ Use a multimeter to do a check of the sensor signal (X27 terminal 95).
⇒ Replace a minimum of one pressure transmitter immediately.
FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 17 17
Cause The sensor power supply has a short circuit (red LED)
Procedure ⇒ Disconnect the pressure transmitters PT2071C and PT2072C and the plugs X27
⇒ Use a multimeter to do a check between each of the cables on the plugs X27 terminals 94 and
95 and ground for a short circuit or ground fault.
⇒ Replace damaged cables, or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the transmitters for a ground fault. If necessary, replace the pressure
transmitter(s).
⇒ If failure ID 17 stays on when the plug X27 is disconnected, replace the related FCM−20.
Failure text ME servo oil pressure meas. fail. diff. high (ID 18)
FCM−20 No. LED Failure ID Display
Indication #01 and #02 AI2 18 18
Cause The pressure transmitters PT2071C and PT2072C have a difference of more than 30 bar
(failure signal is released after 7 seconds).
Procedures ⇒ Compare the two servo oil pressure indications.
⇒ With the engine stopped and no pressure in the servo oil rail, find the pressure transmitter that
gives the different signal.
⇒ If possible, change the engine load through a wider range and find the pressure transmitter
that does not follow linearly to the change in the servo oil pressure.
⇒ Do a check of the cabling in E95.01 and E95.02 of the pressure transmitter that gives the
different signal (plug X27, terminals 94/95).
⇒ Repair or replace damaged cables.
⇒ Replace the pressure transmitter PT2071C or PT2072C.
Failure Text ME fuel rail pressure sensor #1+#2 meas. fail. (ID 28)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI1 28 28
Cause The two sensor signals of PT3461C and PT3462C are less than 2 mA or more than 22 mA
(failure signal is released after 3 seconds).
Procedure ⇒ On the fuel rail, do a check of the pressure transmitters PT3461C and PT3462C for damage.
⇒ Use a multimeter to do a check of the 24 VDC supply on the plugs (X25, terminal 79 and
ground) and the cables to E95.03 and E95.04 and on the transmitter plugs (2+ / 1−).
⇒ If there is a power supply, do a check of the the cables for damage between the pressure
transmitters and E95.03 and E95.04.
⇒ Repair or replace damaged cables.
⇒ Replace a minimum of one pressure transmitter immediately.
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI2 28 28
Cause The sensor power supply has a short circuit (red LED)
Procedure ⇒ Disconnect the pressure transmitters PT 3461C and PT3462C and the plugs X25
Remark: ID failure 33 on FCM−20 #03 and #04 will be shown
⇒ Use a multimeter to do a check between each of the cables on plug X25 terminals 79 and 80
and ground for a short circuit or ground fault.
⇒ Replace damaged cables or temporarily repair with insulation tape until spares are available.
⇒ Do a check of the transmitters for a ground fault. If necessary, replace the pressure transmit-
ter(s).
⇒ If the red LED stays on when the plug X25 is disconnected, replace the related FCM−20.
Failure Text ME fuel rail pressure meas. fail. diff. high (ID 29)
FCM−20 No. LED Failure ID Display
Indication #03 and #04 AI1 29 29
Cause The sensors PT3461C and PT3462C have a difference of more than 50 bar (failure signal is
released after 7 seconds).
Procedure ⇒ Compare each of the two pressure indications of the fuel rail.
⇒ With the engine stopped and no pressure in the fuel rail, find the pressure transmitter that
gives the different signal.
⇒ If possible, change the engine load through a wider range and find the pressure transmitter
that does not follow linearly to the change in the fuel pressure.
⇒ Do a check of the cables of the pressure transmitter that gives the different signal (plug X25,
terminal 79/80).
⇒ Repair or replace damaged cables on the pressure transmitter that gives the different signal.
⇒ If necessary, replace the applicable pressure transmitter.
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 1 RT−flex50−D / OM / 2010
Intentionally blank
RT-flex50-D Operation 1132−1/A1
Main Bearing
1. General
The main bearing is equipped with a lower bearing shell 2 and an upper bearing
shell 3, which are lined with white metal ’WM’ in the running surface.
The lower main bearing shell 2 is placed into the bearing girder 6 of the bedplate
and the upper main bearing shell 3 into the bearing cover 1. They are located with
the screws 9 and held in their position.
To position the bearing covers 1 the spring dowel pin 8 has been provided.
The bearing cover is pressed against the bearing girder by waisted studs 4 and
round nuts 5 which are pretensioned hydraulically. The waisted studs 4 are fitted
with a non-hardening locking compound.
2. Lubrication
The main bearings are supplied with oil from the bedplate side (’OE’). The oil
reaches the bearing running surface through grooves ’ON’ and bores ’OB’.
ON 10
OB
4
3 5
1
Key:
1 Bearing cover
9 2 Lower main bearing shell
8
3 Upper main bearing shell
WM
4 Waisted stud
5 Round nut
ON 9 6 Bearing girder
7 Crankshaft
6 8 Spring dowel pin
9 Screw
7 10 Column
OB
OB Bore
018.677/09 OE Oil inlet
ON Groove
WM White metal
OE 2
1. General
The thrust bearing is situated at the driving end of the engine. The thrust created by
the ship’s propulsion is transmitted by the thrust flange of the crankshaft ’DF’ via
the thrust pads into bedplate 7.
Arbor supports 9 prevent thrust pads from being turned out.
Depending on the direction of rotation of the crankshaft or propeller, thrust pads 2
or 3 take up the axial thrust forces.
In fixed pitch propeller plants: clockwise and counterclockwise rotating engines
have five (5 and 6 cylinders) or six (7 and 8 cylinders) thrust pads on each side of
the thrust bearing flange. Each set of five or six thrust pads is related to the rotation
direction.
In controllable pitch propeller plants: the thrust bearing has five or six thrust
pads of two variants installed on the driving end for clockwise or counterclockwise
rotating engines.
The gear wheel on the crankshaft 5 is mounted on top of the thrust bearing flange
’DF’. It drives the intermediate wheel for the supply unit 6.
2. Lubrication
The thrust pads are lubricated with bearing oil which is led by oil pipe 11 to the two
spray nozzles 12. The nozzles are dimensioned in such a way that in operation an
oil film forms between thrust bearing flange ’DF’ and thrust pads (hydraulic
wedge).
I
A
11
6 12
1 9
EXHAUST SIDE
FUEL SIDE
OE
WCH00403
Thrust Bearing
B I-I
10
11
12
15
1
14
DF
13
3
2
5
7
WCH00404
1. General
The tie rods 1 keep the cylinder block 2, column 3 and bedplate 4 together at four
locations around the cylinders (see Fig. A).
A 1
WCH02668
Tie Rod
A two-part bush 3 is welded on the tie rod 4 as shown in Fig. B , view I. At the bottom
of the cylinder block, two clamp screws 1 tightly attach the two-part bush and
prevent vibration of the tie rods. The space around the bottom part of the tie rod up
to the middle of the column is filled with oil, which also prevents vibration. The oil
enters through a bore from the crosshead guide plate.
The bottom of the intermediate ring 7 has a drain groove DG through which some
of the oil can drain. Possible condensation can also drain through DG (if the engine
has stopped).
B 11 I
6
10
II II
2
4
1
3
I
II - II
9
3
1
II
8
4
7 DG
5
II 6 WCH02668
o Cylinder Liner
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 2 RT-flex50-D / OM / 2014-04
Intentionally blank
RT-flex50-D Operation 2124−1/A3
Cylinder Liner
with Pulse Jet Lubrication
1. General
Cylinder liner 1 is fitted into the cylinder block 4 with screws 12 and holders 6. The
nuts of the waisted studs fasten the cylinder cover 9, the cylinder liner 1, the upper
and lower water guide jackets 2, 3 onto the cylinder block.
2. Cooling
At connection ’KE’ the cooling water enters into water space ’WR’.
The cooling water rising around the cylinder liner and lower water guide jacket
flows into annular space ’RR’ via connection pieces 7 and transition tubes 8, and
then cools the cylinder cover and the exhaust valve cage via cooling bores ’KB’.
To optimize the cylinder liner wall temperature an insulating band 14 has been ap-
plied on the cylinder liner.
An antipolishing ring 15 fitted in the cylinder liner is used for removing too heavy
coke formations at the piston crown during operation.
Remark: Automatic cooling water temperature control
In order to avoid undue tensions in the upper part of the cylinder liners, the cooling
water temperature must be maintained under all load conditions as steady as pos-
sible. The maximum admissible temperature fluctuations are:
D ± 2 _C at constant load
D ± 4 _C during load changes (transient conditions).
O-rings 13 are used to seal water space ’WR’ and annular space ’RR’. Should wa-
ter leak then the O-rings must be replaced at the next opportunity. The surface
’MD’ of the cylinder liner seals metallically combined with a non-hardening sealing
compound.
3. Lubrication
Cylinder lubricating oil is injected to the running surface of the cylinder liner
through six lubricating quills 5. A row of lubricating grooves ’SN’ is milled around
the circumference of the cylinder liner running surface which ensures an equal dis-
tribution of the cylinder lubricating oil (see Lubricating Quill 2138−1).
The arrangement and function of the pulse lubrication are described in 7218−1.
11 KB
I
9
RR 2
I 13
15 RR 13
10 KE 2
10
15
WR 3 8
14 1
13 7
WE 3
5
1 013.131/05
WR
12
6 SN
MD
SS
SR
WCH00106
Key:
1 Cylinder liner 14 Insulating band
2 Upper water guide jacket 15 Antipolishing ring
3 Lower water guide jacket
4 Cylinder block
5 Lubricating quill KB Cooling bores in cylinder cover
6 Holder KE Cooling water inlet
7 Connection piece MD Metallic sealing
8 Transition tube RR Annular space in upper water guide jacket
9 Cylinder cover SN Row of lubricating grooves
10 Joint ring SR Scavenge space (piston underside)
11 Valve seat for exhaust valve SS Scavenge ports
12 Screw WE Water space drain
13 O-ring WR Water space
1. General
Six lubricating quills are screwed-in around the circumference of the cylinder liner.
The lubricating oil is fed in separate pipes from lubricating pump 10 to every lubri-
cating quill (see Fig. ’A’).
10
WCH00107
FUEL SIDE
2. Function
Lubricating pump 10 deliver the preset feed rate of lubricating oil at high pressure
through connection ’SE’ in the lubricating quills 4. Non-return valve 6 opens and
the lubricating oil is injected on the cylinder liner wall via nozzle tip 8, and then it is
equally distributed on the cylinder liner wall (see also Cylinder Liner 2124−1 and
Cylinder Lubrication 7218−1).
When the oil pressure drops after the injection, the non-return valve is closed by
the force of pressure spring 7.
2
6
7
SA
9 1
5
WCH00108
SE
1. General
The piston rod gland prevents the contamination of the bearing oil by combustion
residues (coke / cylinder lubricating oil) and seals the scavenge space ’KU’ against
the crankcase ’KG’ (see Fig. ’A’).
KU I
LA
AB
I
KG
EO
AB
013.130/05
2. Function
The two scraper rings 3 and the sealing ring 6 scrape dirty oil from the piston rod
10. This oil flows through bores ’OB’, is collected on the bottom of the scavenge
space ’KU’, and flows then through the opening in the cylinder block into the receiv-
er (see also Scavenge Air Receiver 6420−1).
The two 4-part sealing rings 6 and 6a prevent the escape of scavenge air into the
crankcase. The low air pressure caused by gap losses is released via a vent in the
plant.
The oil accumulated via relief passages ’EB’ in the neutral space ’NR’ flows back
through oil leakage drain ’LA’ and leakage oil pipe ’AB’ (see Fig. ’A’ and ’B’).
Remark: Increased oil drain is a symptom of leaky sealing rings 6 and 6a. Provid-
ing device ’EO’ the oil drain quantity can be measured or a sample for laboratory
analysis be taken.
The five ring supports 4 carry two scraper rings 5 each and these scrape bearing oil
off the piston rod 10 and lead it back to the crankcase ’KG’ via oil bore ’LO’.
All ring types are pressed against the piston rod 11 by the tension springs 7 and 8.
I-I
B 10
7
1
OB
3 EB
6 NR
6a
6
6a KU
LA
KG
9
5
4
8
016.321/07
LO LO
013.154/05
I I
1. General
Two Fuel Actuated Sacless Technology (FAST) injection valves 2 are installed in
each cylinder cover 1 (see Fig. A and Fig. B).
Fuel, which leaks because of the needle clearance, drains through the
connection LD to the fuel leakage pipe 7 and into the collecting piece 6 (see also
8019-1 Fuel Oil System).
Fuel, which can leak between the nozzle body 10, clamping nut 12, coupling nut 14
and nozzle holder 8 flows up and shows at the top edge of the cylinder cover 1 at
LO.
Remark: If fuel shows at the leakage fuel outlet LO, do an overhaul of the
applicable parts. If exhaust gas goes out of the injection valve 2 at the leakage fuel
outlet LO, the sealing face SF is damaged. Do an overhaul of the sealing face (see
the Maintenance Manual 2708-3).
See the Maintenance Manual 2722-1 for the tasks that follow:
D To disassemble
D To assemble
D To do tests
D Injection valve settings
Attention! Fuel is at high pressure in the fuel leakage pipes 7. Before you remove
the fuel leakage pipes 7, make sure that the pressure is released.
2. Function
Fuel oil flows at high pressure from the injection control unit 4 to the two injection
valves 2 (see Fig. A and Fig. B). The fuel quantity necessary for injection flows
through the connection FF and the fuel bore FB to the nozzle body 10. The
pressure of the fuel lifts the needle 13 against the force of the compression
spring 15, and a fuel mist is injected into the combustion chamber.
5 4
WCH02655
I II - II
B
FF
2 FB LO
15
14 9
10
13
12
11
SF
I III - III
LD
III
II II
III WCH02656
1. General
Every cylinder cover 6 is provided with a starting valve, which is controlled electri-
cally by the FCM−20 (Flex Control Module−20). With that the engine can be started
and when reversing it can be slowed down (see also Manoeuvring 0260−1). I.e. at
certain piston positions starting air streams into the cylinder during these pro-
cesses.
The parameter settings, i.e. opening and closing of the starting valve with regard to
the crank position, are adjusted in the WECS−9520 (engine control system).
In the schematic diagram 4003−2 the starting valve bears number 2.07.
2. Function
Starting:
The 3/2-way solenoid valve 7 is controlled by the FCM−20. Space ’P1’ is pressur-
ized, the valve opens and starting air flows to the cylinder space. The piston is
moved downwards and the engine begins to turn.
When the engine begins firing, a higher pressure (firing pressure) exists in the
combustion space and therefore the starting valve remains closed during this high
pressure phase.
Starting Valve
I-I
II
II
7
7
P1
1
2
I I
FUEL SIDE
3
SL
4
EB
5 SL
AL 6
P2
Key:
1 Cover
2 Piston
3 Housing
4 Compression spring
5 Valve spindle
6 Cylinder cover
7 3/2-way solenoid valve
AL Starting air
EB Relief bore
P1, P2 Air spaces
SL Control air connection
from starting air piping
1. General
The exhaust valve is screw fastened in the centre of cylinder cover 22. The ex-
haust valve generally consists of the following parts: Upper housing 3 and lower
housing 2, valve cage 1, valve spindle 6, valve seat 21 and air spring ’LF’.
The stroke sensor 19 monitors and transmits the positions OPEN and CLOSED of
the valve spindle 6 to the WECS−9520 engine control system (see Fig. ’B’).
For safety reasons disc springs 16 are provided as a damping element to prevent
the exhaust valve from being damaged, if the balance of valve opening and the air
spring force are disturbed.
Remark: The lubricating oil pump and servo oil service pump must only be
switched on after air spring air supply is ensured and with closed exhaust valves.
Therefore, the engine can not be started if the exhaust valves are not fully closed.
2. Function
Opening:
Controlled by the piston in the exhaust valve control unit, hydraulic oil ’HO’ is
pressed through the connection 14 into the upper housing 3, moving the step pis-
ton downwards. The valve spindle 6, with air spring piston 10 fastened to it, is also
pushed downwards against the pressure in the air spring ’LF’. The exhaust valve
opens. The exhaust gas outflow hits rotation wings 17, thereby rotating the valve
spindle.
Closing:
When the hydraulic oil pressure from the exhaust valve control unit diminishes (i.e.
the corresponding relief passages have been opened by the control rod in the ex-
haust valve control unit) valve spindle 6 is pressed upwards by the pressure in the
air spring ’LF’ acting on the air spring piston. The exhaust valve closes. The hy-
draulic oil in the upper housing 3 is pressed back to the exhaust valve control unit.
Exhaust Valve
Leak oil from step piston is used to lubricate the air spring piston 10. Surplus oil in
space ’LS’ is drained into leakage oil drain ’LO’. While the exhaust valve closes oil
enters the air spring ’LF’ via the air spring piston. Part of the accumulated oil is at-
omized in the inlet bore ’EB’ by the in-flowing air. This oil mist lubricates the upper
part of the valve spindle.
Excess oil is pressed out of air spring ’LF’ when the exhaust valve opens, and is led
to an accumulator via the air spring pipe. From time to time the contents of the ac-
cumulator are automatically drained back to the plant via the leakage oil collecting
pipe of the exhaust valves.
The other part of the accumulated oil serves to lubricate valve spindle 6 in guide
bush 7 via annular space ’RR’ and throttle screw 20.
A I
II
III
IV IV
III
II
22
WCH00405
I
FUEL SIDE
Exhaust Valve
B I-I
11
15
HO
4 IV - IV
12
5
14 8
13
LS
2
10
LF 19
16
6 WCH00406
9
17 1
21
22
WCH00406
Exhaust Valve
C D
II - II III - III
2
LS
LO
RR
2
9
LF 20
EB
7
WCH00407
18
LE
WCH00407
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 2 RT−flex50−D / OM / 2010
Intentionally blank
RT-flex50-D Operation 3146−1/A1
Axial Damper
1. General
The engine is equipped with an integrated axial damper. The duty of the axial
damper is the reduction of axial vibrations.
The damper consists of an upper 1 and a lower part 2 of cylinder, which are both
screw fastened to the last bearing girder enclosing groove ’ON’ in the crankshaft.
2. Function
Bearing oil is supplied via two inlet pipes 11 and non-return valves 7 into groove
’ON’ in crankshaft 9, i.e. into annular spaces ’OR’ on both sides of the protruding
middle part of cylinder 1 & 2. The bigger part of oil, thus imprisoned, can only circu-
late in case of axial crankshaft movements through pressure reducing nozzle 4
from one annular space ’OR’ to the other. The remaining part of oil is drained due to
the radial and axial clearances of the sealing rings as well as vent bore in the pres-
sure reducing nozzle.
The engine must not be operated with oil supply to axial damper interrupted!
I I-I
4
3
1 8
6
ON
5
OR
2
9
OR
13
10
OE 7
016.328/07
11
12 I
Key:
1 Upper part of cylinder 10 Bearing girder (part of bedplate)
2 Lower part of cylinder 11 Inlet pipe
3 Orifice 12 Oil pipe
4 Pressure reducing nozzle 13 Vibration damper
5 Small sealing ring
6 Large sealing ring
7 Non-return valve OE Oil inlet
8 Bearing cover ON Groove in crankshaft
9 Crankshaft OR Annular space
Axial Damper
3. Monitoring system
The engine is equipped with an axial damper monitoring system arranged above
the end casing at the free end. The oil pressure in the aft side and fore side cham-
ber of the axial damper is monitored, and in case of oil pressure drop an alarm is
triggered (setting values see Alarms and Safeguards 0250−2).
The reason for this alarm must be investigated and remedied:
D Orifices in the pressure gauge pipes clogged
D Shut-off valves closed in the pressure gauge pipes
D Low oil pressure and / or high oil temperature in the bearing oil system
D Excessive wear of the sealing rings, e.g. caused by dirt particles (clearance
too big).
D Blocked non-return valve
1. General
The connecting rod connects the crosshead with the crankshaft and converts the
linear stroke movement of the piston into a turning movement. Replaceable bear-
ing shells are fitted on the connecting rod 1 for the bottom end bearing (items 5 and
6) and for the top end bearing (item 4). The bearing cover for the top end bearing
(item 3) is lined with white metal.
2. Lubrication
Lubricating oil reaches the top end bearing via guide shoe (FREE END) and cross-
head pin, and the bottom end bearing through oil bore ’OB’ in the connecting rod 1.
3
7
10
12
9
4
Key:
1 Connecting rod
2 Lower bearing cover
3 Upper bearing cover
1 4 Bearing shell for top end
bearing (crosshead)
OB 5 Lower bearing shell for
bottom end bearing
6 Upper bearing shell for
bottom end bearing
7 Studs to top end bearing
8 Studs to bottom end bearing
8 9 Allen screw
11 10 Round nut
11 Round nut
12 Cylindrical pin
6
OB Oil bore in connecting rod
12
9
5 012.775/05
1. General
Remark: For engines with a CMCR less than 106 rpm (< 106 rpm) an external
crosshead lubrication booster pump is necessary. The guide shoes for these en-
gines have a different design. For more data, see the Technical Circular to Li-
censees 7414−2. For a retrofit solution speak to or write a message to Wärtsilä
Services Switzerland Ltd.
The crosshead guides piston rod 6 and absorbs the lateral forces originating from
connecting rod 8.
The piston rod is screw fastened to the crosshead pin 1. The bearing oil required
for cooling the piston is led through the oil bores ’BB’ and the bore ’OV’ to the pis-
ton. The oil ’OR’ flows back to the crosshead pin through the oil pipe 11 and returns
to the crankcase through the drain ’OA’.
The guide shoes 2 and 3 rest on the crosshead pin and are kept in their axial posi-
tion with the holding plates 4. They are guided in the guide ways of column 10 by
guide rails 5.
OV OV
OR
DATA FOR
ENGINES WITH A
CMCR ≥ 106 RPM 6 11 9
OE
2 3
BB
12
BA
1
OA
FREE END
012.776/05
FUEL SIDE
EXHAUST SIDE
DATA FOR
ENGINES WITH A
CMCR ≥ 106 RPM 5 5
10
2
3
4 4
OE
DRIVING END
FREE END
NS 8 7
FUEL SIDE
012.777/05
Key to Illustrations:
1 Crosshead pin 11 Oil pipe to piston
2 Guide shoe (FREE END) 12 Compression shim
3 Guide shoe (DRIVING END)
4 Holding plate BA Bore for crosshead lubrication
5 Guide rail BB Bores for piston cooling
6 Piston rod NS Slot (groove) in connecting rod
7 Bearing shell for top end bearing (crosshead) OA Oil drain into crankcase
8 Connecting rod OE Oil inlet
9 Upper bearing half for top end bearing OR Oil return from piston
10 Column OV Oil approach in piston rod
1. General
The piston consists basically of piston crown 1, piston skirt 3, piston rod 5, the oil
cooling components and piston rings 2. The piston crown and piston rod are fixed
by means of hydraulically tightened waisted studs 9 and round nuts 10. Piston skirt
3 is directly screw fastened to piston rod 5.
Piston rod 5 is fastened to crosshead pin 8 in a particular position. A compression
shim 7 is fitted between them, its thickness being adapted to the compression ra-
tio.
Remark: All piston rings have to be fitted with the marking ’TOP’ upwards. Equip-
ment of the piston rings see Maintenance Manual 3425−1.
2. Piston cooling
Piston crown 1 is cooled by bearing oil. Piston cooling oil ’KO’ is fed from cross-
head pin 8 into the two oil bores ’OB’. From here it flows outside oil pipe 6 (arranged
in the piston rod 5) till spray plate 4. The cooling oil is sprayed into the cooling bores
of the piston crown through nozzles in the spray plate. From there the oil ’OR’ flows
through oil pipe 6 into the crosshead pin from where it emerges sideways.
1
SO
4 2
9
3
10
Key:
6 1 Piston crown
2 Piston rings
3 Piston skirt
4 Spray plate
KO KO
5 Piston rod
7 6 Oil pipe to spray plate
OB 7 Compression shim
8 Crosshead pin
9 Waisted stud
8 10 Round nut
1. General
Bearing oil is used and divided for the piston cooling and crosshead lubrication via
oil bores ’BC’.
The oil is supplied to the crosshead pin 11 via inside pipe (telescopic pipe) 6 which
is bolted to the connection piece 8, located on the guide shoe (FREE END) 2 as
shown in Fig. ’A’.
A
12
8
OE
8
FUEL SIDE
11
5 BC 11 2 5
012.779/05
2. Piston cooling
The oil is led to the piston through the bores ’BB’ and outside the oil pipe 3 through
the piston rod 1. The oil then flows through the oil pipe 3 to the central bore in the
crosshead pin 11 and returns to the crankcase.
3. Crosshead lubrication
For lubrication of the crosshead pin, oil reaches the top end bearing through bores
’BA’ and grooves in the bearing shell 9. Furthermore, oil flows to the bottom end
bearing via bores in the mentioned bearing shell, slot ’NS’ and bore ’OB’ in the con-
necting rod 10.
Part of the oil serves to lubricate the guide shoes 2, 4 and the guide ways as shown
in Fig. ’B’ (see also 3326−1).
OA
B 1 Key to Illustrations:
3 ’A’ Arrangement of oil inlet
’B’ Cross section through crosshead
BB BB
1 Piston rod
2 Guide shoe (FREE END)
4
3 Oil pipe
4 Guide shoe (DRIVING END)
5 Column
6 Inside pipe (telescopic pipe)
BA 7 Guide bush
11 8 Connection piece
9 Top end bearing shell
10 Connecting rod
11 Crosshead pin
12 Oil inlet pipe
o Engine Control
o Control Diagram
− Designations (Description to 4003−1, 4003−2 and 4003−3) . . . . . . . . . . . . . . . . 4003−2/A0
− Control Diagram (Pulse Jet, CAS Gear Wheel, Crosshead Booster Pump) . . 4003−2/A5
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 15 RT-flex50-D / OM / 2015-01
Intentionally blank
RT-flex50-D Operation 4002−1/A3
Engine Control System WECS−9520
CAS Gear Wheel
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/18
2. Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/18
3. Engine-related control functions . . . . . . . . . . . . . . . . . . . . . . . 4/18
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/18
3.2 Fuel pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/18
3.3 Servo oil pressure setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/18
3.4 Cylinder lubricating system control . . . . . . . . . . . . . . . . . . . . 8/18
4. Cylinder-related control functions . . . . . . . . . . . . . . . . . . . . . . 9/18
4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/18
4.2 Injection control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/18
4.3 Exhaust valve control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/18
4.4 Starting valve control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/18
4.6 Crank angle sensor − Gear Wheel . . . . . . . . . . . . . . . . . . . . . 13/18
5. Communication between WECS−9520 and
external systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15/18
5.1 Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15/18
5.2 Remote control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15/18
5.3 BACKUP control box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16/18
5.4 Electronic speed control system . . . . . . . . . . . . . . . . . . . . . . 16/18
5.5 Safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17/18
5.6 Telegraph system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17/18
1. General
The WECS−9520 (Wärtsilä Engine Control System) has been specially designed
for two-stroke engines with Wärtsilä Common Rail technology, covering all
engine-related (paragraph 3) and cylinder-related (paragraph 4) control functions.
2. Components
Rail Unit
FCM−20 SIB
System Bus
Online Spare
E90
PCS Bus
Alarm Bus
Local WECS
Manual Power #1
Control Supply #2
E25 E85 Power Supply
DRAWN FOR 2 x 220 VAC
6 CYLINDERS (nearby Engine) (Single Phase)
3.1 General
All engine-related control functions are distributed within five FCM−20 modules
(cylinders 1−5). The last and penultimate modules are provided for the control
functions of the cylinder lubricating system.
For safety, all important functions and input and output signals of the modules have
redundancy. The engine stays in operation if one module has a failure. The power
supply is also redundant (see Fig. B).
A defective module has to be replaced with the ’Online Spare’ module.
The control box E90 must subsequently be completed with a new module as
’Online Spare’ which will receive a download of all application data.
B
FCM−20
Online Spare
E90
2 x System Bus
2 x SSI
ACM−20
Functions:
− Fuel pressure control
− Servo oil pressure control
− Monitoring and triggering functions
− Servo oil pumps
− Fuel pump actuators
− Cylinder lubricating system control
3.2 Fuel pressure control
C
Injection
Fuel Rail
Fuel Over-pressure
Safety Valve
Fuel Pressure Fuel Shut-down
Control Valve Pilot Valve
Supply Unit Fuel
Drive Pumps
Fuel Pump
Actuators
FCM−20 FCM−20
Cyl. 4 Cyl. 3
System Bus
Fuel Booster DRAWN FOR 5 & 6
Pump (Plant) CYLINDERS
Starting:
At starting, the fuel pump actuators are set to start position.
Engine running:
The fuel pressure is dependent on the engine load.
The control loop for the fuel rail pressure can basically be described as follows:
− WECS−9520 generates a control signal based on engine speed and ’fuel
command’.
− Signals from FCM−20 modules control the fuel pump actuators. There is one
actuator provided for one fuel pump.
− The resulting fuel rail pressure is measured by two pressure transmitters as
feedback to the FCM−20 modules of cylinders 3 & 4.
Shut-down:
At shut-down the fuel pump actuators are set to position ’zero’ and the fuel
shut-down pilot valve is activated by the safety system.
3.2.2 Monitoring
Pressure:
The pressure is monitored. If out of tolerance, a failure is indicated.
Sensors:
The sensors are monitored. If out of range or exceeding difference, a failure is
indicated, and it can furthermore be observed with blinking LEDs on FCM−20
modules of cylinders 3 & 4 (see 0850−1 ’Failures and Defects of WECS
Components’).
D
Exhaust Valve
Injection Control Units Control Units
Servo Oil Rail
Safety
Valve
Supply Unit
Drive
Pressure:
The pressure is monitored. If out of tolerance, a failure is indicated.
Sensors:
The sensors are monitored. If out of range or exceeding difference, a failure is
indicated, and it can furthermore be observed with blinking LEDs on FCM−20
modules of cylinders 1 & 2 (see 0850−1 ’Failures and Defects of WECS
Components’).
Measurement
Tube
Lubricating
Pump
to next Pump
4/2-way Filter
Solenoid
Valve
Lubricating
Oil
CAN Bus
FCM−20 FCM−20
Cyl. 6 Cyl. 7
DRAWN FOR
7 CYLINDERS System Bus
3.4.1 General
The last and penultimate FCM−20 modules are provided for the control functions
of the cylinder lubricating system. Each ALM−20 (control unit) actuates a
lubricating pump when receiving the corresponding control signal from the
FCM−20. The dual execution of the system bus, CAN bus and power supply
ensures the redundancy.
4.1 General
Every cylinder is equipped with an FCM−20 module. A redundant CANopen bus
provides communication between the FCM−20 modules (system bus).
The FCM−20 modules receive the crank angle signal via a redundant SSI bus.
If a FCM−20 module breaks down, the respective cylinder is cut out. The other
FCM−20 modules remain in operation.
Functions:
− Volumetric injection control (including VIT)
− Exhaust valve control (including VEO/VEC)
− Starting valve control
F Starting
Injection Rail Valves 1 and 2 Valve Exhaust Rail Valve
Module Bus
FCM−20
(CANopen)
2 x SSI
Servo
Oil Fuel Quantity
Rail Valves Piston Fuel Quantity
Sensor
Injection
Return
Fue Injection
l Valves
Rail
013.363/05
Fuel
All components are shown
in position NO INJECTION
Initial setpulse:
Since the rail valves are bistable, their initial position is undefined. Therefore, at
engine standstill, setpulses are periodically applied to the rail valves to obtain a
defined position.
Injection control:
Fuel injection is controlled as follows:
− Calculation of injection begin with reference to crank angle and VIT.
− Releasing the injection by actuating the rail valves.
− The time difference between injection start signal and injection begin is called
’injection deadtime’. The injection begin is detected with the movement of the
fuel quantity piston.
− The actual injection quantity is determined by the stroke of the fuel quantity
piston. The injection is stopped when the fuel quantity piston reaches the
calculated stroke.
− Based on the control signal the injection quantity is calculated by the
governor.
− On the following injection cycle, the calculation of the correct injection time
includes the measured injection deadtime.
− The functionality of the injection system is monitored at each cycle.
Reversing:
For running the engine ASTERN, the crank angle is mirrored.
Emergency mode:
If the fuel quantity sensor is broken, the control system converts the ’fuel
command’ signal from the corresponding FCM−20 module into a time period. This
cylinder is then controlled with timed injection.
Exhaust
H Control Valve
Rail Valve Orifice Orifice
Position
Exhaust Valve Sensor
Control Unit
Air Spring
Air
Servo
Oil
Initial setpulse:
Since the rail valves are bistable, their initial position is undefined. Therefore, at
engine standstill, setpulses are periodically applied to the rail valves to obtain a
defined position.
Reversing:
For running the engine ASTERN, the crank angle is mirrored.
Emergency mode:
In case of a broken position sensor the process continues with time control for the
affected cylinder.
Reversing:
For starting the engine ASTERN, the crank angle is mirrored.
4.5.1 General
Two measurement systems that operate independently are installed at the driving
end. Each crank angle sensor unit has three position sensors (ST5131−33C and
ST5134−36C) for position measurement of the crankshaft gear wheel.
Two position switches (ZS5124C, ZS5125C) are installed near the gear wheel
crankshaft (see 9223-1/A2 Crank Angle Sensor Unit − Gear Wheel). The position
switch ZS5124C senses the BDC reference mark on the crankshaft gear wheel .
The position switch ZS5125C senses the TDC reference mark on the gear wheel
crankshaft.
The sensors are connected to the Angle Calculating Modules-20 (ACM-20) (see
Fig. J). The ACM-20 calculate the absolute crank angle based on signals from the
related position sensors. One ACM-20 communicates with FCM-20 #04 of
WECS-9520 through CAN bus M#4, the other with FCM-20 #05 through CAN bus
M#5. The two ACM-20 send the crank angle data to all FCM-20 through the SSI
bus.
2 x SSI
ACM−20 ACM−20
E96.1 E96.2
START COMMAND
FROM WECS-9520
If a power loss affects each of the two ACM-20 modules, it is still possible to start
the engine. The WECS−9520 does the crank angle calculation algorithm given
below.
The crank angle algorithm starts automatically when:
− The WECS-9520 sends a signal to start the engine and
− The two ACM-20 modules do not have the correct crank angle data (no
absolute angle).
The WECS-9520 selects a cylinder at random and start-air flows into this cylinder.
The position of the crankshaft means that the engine will start to turn slowly ahead,
astern or stay in position.
The algorithm selects the next applicable cylinder. Start-air flows into this cylinder
and the engine turns slowly in the necessary direction.
When the engine turns the crankshaft to a position after TDC or BDC (on the first
cylinder), one of the reference flags is found. The related ACM-20 module sends
the absolute crank angle signal to the WECS-9520. The engine start-up sequence
is correct.
User parameters e.g. maximum fuel limit, running-in mode and FQS can be
adjusted by the engine operator.
All commands to run the engine, e.g. AHEAD or ASTERN, are generated in the
RCS according to operator requirements.
On the other hand, the corresponding FCM−20 generates a load signal to the RCS
out of the average from the measured fuel quantity signals.
Two charge (scavenge) air signals are transmitted to RCS via WECS−9520,
therefore, the signal is redundant.
If WECS−9520 detects a failure, it sends an alarm signal to the ship alarm system
or a slow-down / shut-down signal to the safety system.
Parameter setting:
The parameters are divided into two groups:
− User parameters, access without password
− Expert parameters, access with password only
User parameters e.g. maximum fuel limit, running-in mode and FQS can be
adjusted by the engine operator.
Expert parameters are changed only by service personnel, mainly during
commissioning. A typical expert parameter is the firing order of the engine, which is
set only once. A connector for service access is provided in the engine control
room.
Slow-downs
Service Access
Speed Control Slow-down
Control Panel
Connector for
Control System System
ECR Manual
System System Signals
Bus Bus
Command Orders from RSC/Speed Control
Indications
D E N I S − 9 5 2 0 E n g i n e S p e c i f i c a t i o n
Bus to LCP
RT−flex Engine
1. General
1. General
For safety, you must do a check of the redundant control systems and the
components in standby mode at regular intervals.
2. Monthly checks
3. Quarterly checks
Remark: You can do this procedure during engine operation, or when the engine
has stopped.
D Replace the defective ALM−20 .
D Do a check of the function of the new ALM−20 (outer LED), see 7218−1
ALM−20 module paragraph 5.
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/10
2. Function of control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/10
3. Engine local control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/10
4. Checking the engine control system . . . . . . . . . . . . . . . . . . . 3/10
4.1 General preparatory works . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/10
4.2 Control air supply unit A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/10
4.3 Starting up of WECS−9520 control system . . . . . . . . . . . . . . 4/10
4.4 Safety and alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/10
4.5 Automatic filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/10
4.6 Auxiliary blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/10
4.7 Servo oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/10
4.8 Exhaust valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/10
4.9 Cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/10
4.10 Regulating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10
4.11 Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10
4.12 Starting system and start interlock . . . . . . . . . . . . . . . . . . . . . 8/10
4.13 Overspeed system and start preparations . . . . . . . . . . . . . . 9/10
4.14 Start on fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/10
1. General
The DENIS−9520 (Diesel Engine CoNtrol and OptImizing Specification) and the
WECS−9520 (Wärtsilä Engine Control System) have been designed in such a
manner, that various remote controls can be used. To this end all nodes are exactly
defined. Terminal boxes are mounted on the engine, to which the cable ends from
the control room or from the bridge (depending on remote control) can be con-
nected.
The engine control comprises all parts which are necessary for operation, monitor-
ing and safety of the engine.
Engine Control
2. Function of control
The engine can be operated at the local control panel (see also 4618−1).
This mode of operation can be chosen e.g. in case of electronic speed control sys-
tem or remote control failures. The operator may under no circumstances leave
the local manoeuvring stand. He must regularly observe the engine speed enab-
ling him to immediately adjust the fuel supply when the speed varies to some ex-
tent.
Additional preparation:
⇒ At WECS−9520 manual control panel (see 4618−1), press button LOCAL
MANUAL CONTROL (Local Control) for mode transfer to local manual con-
trol.
Starting:
⇒ Press button AUX. BLOWER PRESEL.
⇒ Press button FUEL CONTROL MODE.
⇒ Turn rotary knob for fuel injection quantity to approx. 15% start fuel charge
(see display).
⇒ Press requested button START AHEAD or START ASTERN until the engine
runs.
⇒ Slowly adjust rotary knob for fuel injection quantity until the engine runs at the
required speed. The corresponding value can be read on display and speed
indicator.
Engine Control
Reversing:
⇒ Turn rotary knob to 15% fuel injection quantity (see display).
⇒ Press requested button START AHEAD or START ASTERN until the engine
runs in the correct direction.
Remark: On ships under way this procedure may under certain circumstances
take rather a long time (several minutes), as the propeller is ”dragged” in the
”wrong” sense of rotation.
Stopping:
⇒ Reduce engine speed / load with rotary knob.
⇒ Press button STOP.
Remark: The above mentioned starting procedure may also be carried out on
ECR manual control panel.
However, buttons and rotary knob function only in the corresponding mode of op-
eration, i.e. with active control stand (see 4618−1 ’WECS−9520 manual control
panel’).
Should elements of the pneumatic control system have been dismantled, removed
or replaced during an overhaul, then a general operational check must be made
before recommissioning. The following passages describe how to proceed.
The item numbers of the following mentioned valves and designations correspond
to those in the schematic engine control diagram 4003−2 and detailed control dia-
grams 4003−3.
Attention! Any detected leakages must be eliminated during checking the control
system!
Engine Control
D For the passive failure monitoring a resistor must be inserted in the plug of the
following pressure switches between connections 2 and 3:
− PS1101S
− PS2002S
− PS4341S
The value of the resistors depends on the remote control supplier:
⇒ Trigger a system alarm in the oil mist detection system by means of:
− removing a plug from the junction box or
− starting the ’Test Menu’ in the control unit.
⇒ Connect smoke testing instrument (tool) to test connection on a sensor. Simu-
late oil mist and with that trigger an alarm in the safety system.
Engine Control
Engine Control
Engine Control
Engine Control
Start interlock:
D Shut-off valve for starting air 2.03 is closed and starting air supply piping
vented.
D Turning gear is engaged.
⇒ Loosen the piping to valve unit E at connection E6. No air must come out of
the pipe.
⇒ Slowly disengage turning gear. As long as the pinion of the turning gear is en-
gaged, and as long as the clearance between the tooth of the flywheel and the
pinion of the turning gear does not exceed 10 mm, no air must issue from the
piping. This check has to be made when engaging and disengaging the turn-
ing gear.
⇒ Reconnect the piping to connection E6. Disengage the turning gear.
Engine Control
Engine Control
Sensors Actuators
PS3121A Cyl. lube oil filter diff. pres. CV7231−33C Fuel pump actuator No. 1−3
CV7221−22C Servo oil pump actuator No. 1−2
PT2041A Cyl. lubr. servo oil free end
PT2046A Cyl. lubr. servo oil leakage free end ZV7201−08A/B Exhaust valve actuator Cyl. 1−8
PT2071C Servo oil rail pressure ZV7201−08C−F Injection control unit Cyl. 1−8
PT2072C Servo oil rail pressure ZV7241−48C Start air pilot valve Cyl. 1−8
PT3131−38C Cyl. lube oil Cyl. 1−8 ZV7131−38C Cylinder lubrication valve Cyl. 1−8
PT3421A Fuel before supply unit ZV7061S EM. STOP (Fuel Shd pilot valve)
PT3461C Fuel rail pressure ZV7013C Common start valve 1
PT3462C Fuel rail pressure ZV7014C Common start valve 2
ZV7076C Exhaust waste gate control valve*
LS2055A Servo oil supply unit, leak
LS3426A Fuel supply unit, leak
LS3444A Rail unit general leak
LS3446A Injection control unit, pipe for
injection valve or fuel overpressure
safety valve leak
Remark: Systems are drawn for engines in STOP position, reversed AHEAD with unpressurised circuits.
Circuits: Starting air and cooling water
Control air Low pressure fuel
Low pressure oil High pressure fuel
High pressure oil Heating
Note: An additional
crosshead bearing oil boost-
er pump is necessary only
for engines with a CMCR
less than 106 rpm. For more
data, see 3326−1 Crosshead
and Guide Shoe.
Circuits:
Starting air
Control air
Low pressure oil
High pressure oil
Low pressure fuel
High pressure fuel
Heating WCH03061
On the following pages 3 to 17 the complete engine control with the auxiliary sys-
tems, split up into their various functions, has been precisely represented. It in-
cludes all interfaces to the plant and remote control with clear designations for the
identification of internal and external connectors.
* Design alternative
(continuation on page 2)
In this example the control air tube carrying number 38 (page 3) leads to target
path No. 119 (page 8). Where two equal path numbers appear additional letter
indications are used for identification, e.g. on page 3 No. 38 and 38A.
The interfaces to the remote control as well as local alarm and monitoring instru-
ments have been designated by expressive symbols (box with rounded corners).
Letter code
for functional identification
Signal from / to engine
ZS
Letter code for systems
5123 C
Manner of circuit Numeral
WCH00669
016.333/07
WCH03044
WCH00670
WCH00671
WCH00672
WCH00410
016.335/07
WCH00673
WCH00411
WCH00412
WCH00674
WCH00413
WCH00413
WCH00414
WCH00414
013.338/05
WCH00675
21/ 21
Operation
Main Bearing & Crosshead Bearing Lubrication (HP Booster Pump) / Piston Cooling / OMD
WCH03044
2015-01
4003−3/A2
Intentionally blank
RT-flex50-D Operation 4104−1/A1
Drive Supply Unit
1. General
The drive of the supply unit 6 is arranged at the driving end of the engine. The cam-
shaft of the supply unit is driven by the gear wheel 1 on the crankshaft 5 via inter-
mediate wheel 2. The camshaft turns in the same running direction as the crank-
shaft (see also Supply Unit 5552−1).
The condition of the tooth profile must be checked periodically. In particular new
gear wheels must be checked frequently after a short running-in period (see Main-
tenance Manual 4103−1).
Should abnormal noises be heard from the area of the gear train, their cause must
be established immediately.
2. Lubrication
The bearing 4 of the intermediate wheel 2 and the bearings for the camshaft are
lubricated with bearing oil via connections ’OE’. The gear teeth are supplied with
bearing oil through the spray nozzles (see Lubricating Oil Diagram 8016−1).
EXHAUST SIDE
FUEL SIDE
OE
6
3 7
013.357/05
4 OE
5 DRIVING END
013.356/05
1. General
2. Function
Starting:
Control valve 7 is actuated by control air ’SL’ via common start valve 11 and vents
space ’VR’. Valve 1 opens and starting air from space ’ER’ enters to the starting air
distribution piping ’LV’ via non-return valve 2.
End of start:
Control valve 7 closes space ’VR’ which again fills with starting air via the balancing
bores ’EB’. Valve 1 shuts.
Function check:
When valve 2.06 is actuated on the ready-to-start engine, space ’VR’ is vented and
valves 1 opens audibly.
II-II
LV
2
I
LE SL
1
EV
EB 11
9
ER
3 DT
II II
4
VR
7 8 10 TV 12
TV
6
9 8
5
018.830/09
Key:
1 Valve
2 Non-return valve DT To instrument panel and
3 Spring pressure transmitter PT4301C
4 Spindle EB Balancing bore
5 Handwheel ER Air inlet space
6 Locking lever EV To venting valve 2.21
7 Control valve 2.05 LE Air inlet piping (drawn-in hidden)
8 Common start valve ZV7014C LV To starting air distributor piping
9 Duplex non-return valve 115HA and starting valves 2.07
10 Pressure switch PS5017C SL Control air
11 Common start valve ZV7013C TV To test valve 2.06
12 Limit switch ZS5018C VR Valve space
1. General
The compressed air required for the air spring of the exhaust valves and the turn-
ing gear interlock is taken from the shipboard system. The air must be clean and
dry in order to prevent blockages occurring in the control units.
The shut-offs, pressure reducing valve, filters etc. necessary for feeding air to the
various units are summarized in the control air supply unit A (Fig. ’C’).
The designations used to identify the individual pieces of equipment on the illustra-
tions are identical to the ones used on the Control Diagram 4003−2.
2
1
FUEL SIDE
B
013.126/05
FREE END
4
3
5 7
6 013.127/05 9
1. General
Control components are provided in the local control panel required for operating
the engine. As this panel is supplied by the remote control manufacturer, the rele-
vant components may differ from the example in Fig. ’B’.
Brief instructions for manoeuvring from the local control panel are given on name-
plate for LOCAL MANUAL CONTROL (Local Control) by operating elements (for
detailed description see 4003−1 ’Engine local control’ and Manoeuvring 0260−1).
2. Fitted components
xx xx 4
xx xx
xx xx
xx xx
5
START AIR AUX. SPEED REMOTE SAFETY
AHEAD RUN BLOWER CONTROL AUTOM. SYSTEM
PRESEL. MODE CONTROL RESET
ECR SHD
STOP MANUAL OVERRIDE
CONTROL
Display:
D Speed setting D Fuel rail pressure
D Fuel injection quantity (fuel command) D Servo oil rail pressure
Furthermore, important conditions (statuses) are displayed in 3rd and 4th scanning
line on the left as:
D Turning Gear Engaged and No Aux. Blower Running
D Emergency stop
D Overspeed
D Shut-down active
D Shut-down expected
D Slow-down request
D Start interlock (together with indication in 3rd scanning line)
B 8
AST. AHD.
1
RPM
3
X
X
X
X
4
X X
X X
X X
X X
X X
X X
C
SPEED / FUEL
EMERG.
9 STOP
7
11
TELEGRAPH
1
10
2
FREE END
013.171/05
1. General
To measure the engine speed (rpm) six proximity sensors are have a speed
pick-up unit installed on the front of the column.
For safety, there are three electrically isolated proximity sensor groups:
− Speed identification in the remote control system.
− Overspeed safety system
− Speed control system.
2. Function
The proximity sensors measure the speed of the flywheel. When a tooth passes
the proximity sensor, a signal is sent through the DENIS−9520. The RCS monitors
the load and speed-related functions and sends data to the speed indication
instruments.
The proximity sensor 5 shows the comparison of the TDC position for the crank
angle transmitters.
A
I 7 I-I
6
I
4 mm
4 mm
3 2 1
013.172/05
5 4 3
WCH02663
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 2 RT−flex50−D / OM / 2010
Intentionally blank
RT-flex50-D Operation 5551−1/A1
Servo Oil Pump
1. General
The servo oil pumps 2 are integrated in the supply unit 1 (see Supply Unit 5552−1).
These pumps (’wobble-plate pumps’) ensure the supply of servo oil for the
movements of the exhaust valves and the injection. They are operated with
additionally filtered bearing oil. The servo oil is fed to the pumps via the automatic
filter 7 (see Fig. ’A’).
2. Function
In normal operation the pumps are controlled in such a manner that the load of the
total load range is equally distributed.
The electrically controlled pressure regulating system (nominal pressure value
depending on engine load) adjusts the servo oil system pressure over the entire
load range, i.e. high pressure (about 200 bar) at high engine load, and reduced
pressures at low engine load.
Shearable overload protections ’SB’ on each shaft 6 prevent total loss of the gear
wheel 4 if a pump is seized completely (see Fig. ’B’).
In case of a single pump failure, engine operation can be maintained over the
entire load range.
Flow sensors 8 are provided for monitoring the oil supply in every inlet pipe of the
pumps. A possible failure of a pump is indicated in the alarm and monitoring
system.
Attention! The operating mode with a pump out of order must not be considered
as permanent, and if the 2nd pump fails the engine will no longer be operative!
The defective pump has to be exchanged as quickly as possible (see Maintenance
Manual 5552−1).
A I
11 7 11
9
10
12
8
I
2 2
WCH02672 WCH02672
B
3 4 1
013.676/05
5 6 SB
1. General
The supply unit is mounted on the drive column on fuel side (see Drive Supply Unit
4104−1).
It comprises the servo and fuel oil supply as well as their driving and regulating
systems.
The following components are integrated in or mounted on the housing of the sup-
ply unit:
Camshaft connection:
It consists of camshaft 2, gear wheel shaft 3, gear wheels 4 and 5 for camshaft and
pinion 6. It is tightened with head screws 7. The bedding is ensured by bearing
halves 8 and thrust bearing ring halves 9.
Fuel pumps:
Depending on the number of cylinders of the engine, two or three fuel pumps 12 in
line are mounted on the supply unit.
D Description see Fuel Pump 5556−1.
Regulating linkage:
A fuel pump actuator 13 is arranged on every fuel pump. The actuators (electrical
control elements) control all fuel pumps simultaneously.
D Description see Regulating Linkage 5801−1.
2. Lubrication
Lubrication of the bearings, fuel pumps, and spray nozzles is ensured by the oil
inlets ’OE’ via oil bores ’OB’.
Supply Unit
12
OE 3 5 7
OB
2
8
4
013.677/05
6 11 10
OE
Key:
12 1 Housing
2 Camshaft 3.55
13 3 Gear wheel shaft
4 Gear wheel 4.42
10 5 Gear wheel 4.44
6 Pinion 4.45
7 Head screw
8 Bearing half
9 Thrust bearing ring half
10 Servo oil pump 4.15
11 Shaft 4.50
(with shearable overload protection)
12 Fuel pump 3.14
13 Fuel pump actuator 3.21
OB Oil bore
OE Oil inlet
10 013.678/05
1. General
Depending on the number of cylinders two or three fuel pumps 1 are fitted in the
supply unit (see Fig. ’A’).
They deliver fuel under high pressure into the fuel rail via the rising pipes.
The fuel pumps are controlled to supply as much fuel as necessary to maintain the
required pressure (load-dependent) in the fuel rail.
A
1
DRIVING END
013.685/05
2. Function
The compression spring 11 presses the guide piston 12 and roller 14 onto the cam
16 via lower spring carrier 13. The pump plunger 18 is brought into a stroke motion
by the cam on the rotating camshaft. The required fuel quantity is controlled by the
control grooves ’ST’ of the pump plunger.
The regulation of the fuel quantity is carried out by the movement of the toothed
rack 9 whose teeth mesh on the toothed regulating sleeve 8 causing it to turn. The
latter is connected to the pump plunger by driver ’KM’ turning the pump plunger
when the toothed rack moves. When the pump plunger passes the BDC the plung-
er space ’PR’ is filled through two inlet bores ’ZB’ in the pump cylinder and two con-
trol grooves ’ST’ in the pump plunger (see Fig. ’C’) depending on the regulating
position (’0’ for zero delivery until ’10’ for maximum delivery).
Remark: No fuel is supplied when the inlet bores ’ZB’ overlap the control grooves
’ST’ in position ’0’.
The toothed rack is connected to the fuel pump actuator (see Regulating Linkage
5801−1).
Fuel Pump
3. Lubrication
The fuel pump is lubricated with engine lube oil which enters the lower housing 3
through the inlet bore ’OE’ in the housing of the supply unit.
Part of lube oil ensures lubrication of the guide piston, the floating roller pin 15 and
roller 14 via spot faces, annular groove and bores in the guide piston. The flowing
down lube oil lubricates the cam running surface.
An other part of lube oil ensures lubrication of the regulating sleeve 8 via lubricating
oil bores ’OB’ in the upper housing 4 and the pump cylinder 17.
The pump plunger 18 is lubricated with leakage fuel. It is derived via drain bores
’BB’, together with leakage oil from the regulating sleeve, through an internal bore
in the housing of the supply unit.
HD
5
SP
6
LB
7
ZB
BE BA 17
18
SR
8 OB OB
9
10 4
KM
11 3
13
BB BB
OE
12
14 15
16
013.687/05
016.341/07
Fuel Pump
1. General
As a rule, in the event of a defect in a fuel pump (e.g. seizing of pump plunger) or a
rising pipe break between fuel pump and fuel rail, the fault must be remedied im-
mediately.
Should this not be possible because the engine has to be put back in service, the
corresponding fuel pump can be cut out.
Cutting out and cutting in of defective fuel pumps may only be carried out at engine
standstill!
Remark: With one fuel pump cut out the engine can only be operated at re-
duced load.
D 5 and 6 cylinder engines approx. 40% output
D 7 and 8 cylinder engines approx. 70% output
EZ 11 12
A
14
MA
3
13
15
2 16
CLEARANCE 4 9
016.342/07
B C
EZ 11 12
14
5 13
3 MA
9
15
6
16
2
4 9
013.689/05
016.343/07
10
8
8
016.351/07
17
7
7
016.352/07
016.344/07
1. General
5 1 18
6
9
8
1
FUEL SIDE
10
3
2
013.408/05
013.407/05
DRIVING END
BA
2. Function
16 6
8 OE
7
11
14
15
12
13
17
BE WCH00846
BA
1. General
The regulating linkage connects actuator 2 with fuel pump 1. It permits the regulat-
ing racks 5 to be positioned in the fuel pumps by the movement of the actuator lev-
ers 3. An electrically-operated actuator is provided for each fuel pump.
2. Function
Controlled by the WECS−9520 system every actuator regulates the required fuel
quantity, maintaining the necessary operating pressure in the fuel rail.
During normal operation the actuators work simultaneously, i.e. the regulating
position and the fuel quantity of the fuel pumps are identical.
If a pump plunger seizes and therefore blocks the regulating rack, the correspond-
ing actuator must not be made currentless (overload protection).
Remark: In the lower load range (at lower fuel consumption) fuel pressure control
valve 3.06 takes over the fuel pressure regulating function as the fuel quantity sup-
ply can not further be reduced by the actuator(s) (see also 5562−1’Fuel pressure
control valve 3.06’).
Regulating Linkage
Heinzmann Actuator:
012.898/05
4
3
012.882/05
Key to Illustrations:
Regulating Linkage
Woodward Actuator:
WCH00245
5 6
4
3
Key to Illustrations:
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500−1/A1
Scavenge Air Waste Gate (Blow off Valve for Low Suction Temperatures) . . . . . . 6735−1/A1
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 2 RT-flex50-D / OM / 2014-04
Intentionally blank
RT-flex50-D Operation 6420−1/A1
Scavenge Air Receiver
1. General
The scavenge air receiver is fitted to the cylinder block on exhaust side. It is desig-
ned as a complete weldment consisting of receiver, turbocharger support, diffusor,
scavenge air cooler casing and underslung part. The receiver is divided into
spaces ’VR’ and ’RC’ by longitudinal wall 12 to which the air flaps are fitted.
2. Function
When operating the turbocharger blows scavenge air via diffusor 13 and scavenge
air cooler 14 through water separator 15 in the underslung part into pre-space ’VR’
of the receiver 1. Then the scavenge air flows into the receiver space ’RC’ through
air flaps 2 and via openings in the cylinder block 9 to piston underside ’KU’ and
through scavenge ports into the cylinder, when the respective piston is near BDC.
The air flaps prevent back-flow into the pre-space ’VR’ of the receiver.
An auxiliary blower 7 is mounted on both ends of the receiver. At the start of the
engine or at low engine load the auxiliary blowers are switched on. They suck
scavenge air from pre-space ’VR’ via suction duct 11 and deliver it into receiver
space ’RC’.
Relief valve 10 is mounted on the scavenge air receiver at free end. It opens when
the air pressure rises above the admissible value in the receiver space ’RC’.
Access to the receiver is possible through the opening closed by covers 4. Enter-
ing the receiver only at engine standstill!
Remark: Should the exhaust gas turbocharger be defective, cover 3 must be
opened for emergency operation. If in addition an auxiliary blower fails, a blind
flange (tool) must be fitted between the receiver and air duct (see Turbocharger
out of Service 0590−1).
Covers 5 and 6 are provided for inspection or water separator removal (see Main-
tenance Manual 6708−1).
Attention! The dirty oil drain 17 must always be free (see 0240−1). A major fire risk
exists, if the dirty oil does not flow off (see 0450−1).
13
I
4 3 1 4
10 8
8
7 7
III
FREE END
11 17 11
I
WCH00130
19 18
I-I III
SL
VR
12
10
3
9
14
II
RC
5
6
KU 14 6
WCH00131
17 16
18 19
II
15
20
WCH00131
016.353/07
2
Key:
1 Scavenge air receiver 14 Scavenge air cooler
2 Air flaps 15 Water separator
3 Cover 16 Condensate collector
4 Cover 17 Dirty oil drain from piston underside space
5 Cover 18 Condensate drain from water separator
6 Cover 19 Condensate and wash-water drain
7 Auxiliary blower from scavenge air cooler
8 Electric motor 20 Water drain (oleiferous)
9 Cylinder block
10 Relief valve KU Piston underside
11 Suction duct RC Receiver space
12 Longitudinal wall SL Scavenge air from exhaust gas turbocharger
13 Diffusor VR Pre-space
1. General
The turbocharger is exactly tuned to the engine depending on the number of cylin-
ders, service output, mode of operation etc..
Indications on operation, maintenance and servicing are described in the respec-
tive documentation of the manufacturer (which is part of the Operating Instruction).
The cleaning of turbochargers in operation is described in 6510−1.
2. Function
Exhaust gas ’AG’ from the cylinders is accumulated in exhaust gas manifold 10,
led to turbine 12 of TC and thereafter comes out to the environment ’AP’ through
the ship-side exhaust system. The exhaust gas rotates the turbine which drives
compressor 11 mounted on the same shaft.
The compressor draws fresh air ’FL’ from the engine room via a filter/silencer and
compresses it to the so-called scavenge air pressure ’SL’. The scavenge air
heated by the compression process is led in air duct 17 to scavenge air cooler 16
which cools the air to a lower temperature range. Depending on the humidity in the
air, the cooling action produces a considerable amount of condensate water which
is separated in water separator 15 and drained off via several drains ’WA’ and ’WS’.
The scavenge air passes from the receiver pre-space ’VR’ to receiver space ’RR’
through air flaps 13 and then into space ’KU’ of the piston underside.
When piston 6 is near to BDC (inlet ports open) scavenge air flows into cylinder 3
through inlet ports 5.
After the compression, combustion, and expansion process, exhaust valve 1
opens and exhaust gas ’AG’ flows into exhaust gas manifold 10, completing the
cycle.
When starting the engine or in the case of low load operation, auxiliary blower 7
supplies air from receiver pre-space ’VR’ into receiver space ’RR’. Air flaps 13 pre-
vent a back-flow of air (see also Scavenge Air Receiver 6420−1).
Turbocharging
9 10 9
AG
AP FL
1
2
11
12 SL 9
13 14
4
5
RR VR
KU 16
6
15
17
012.910/05
7 8
AO WA WS
Key:
1 Exhaust valve 15 Water separator
2 Cylinder cover 16 Scavenge air cooler
3 Cylinder liner 17 Air duct
4 Cylinder block
5 Scavenge ports AG Exhaust gas after cylinder
6 Piston AO Oily-water drain
7 Auxiliary blower AP Exhaust gas, outlet
8 Air inlet duct FL Fresh air
9 Expansion piece KU Piston underside space
10 Exhaust gas manifold RR Receiver space
11 Compressor SL Scavenge air after blower (compressor)
12 Turbine VR Receiver pre-space
13 Air flaps WA Water drain from water separator
14 Receiver WS Condensate after scavenge air cooler
1. General
The turbochargers have a system to clean the turbine and the compressor. It is
possible to clean the turbine and the compressor while the turbocharger operates.
Regular procedures to clean the turbine and the compressor prevent or decrease
contamination and increase the time between overhauls.
If the quantity of dirt becomes too much (scavenge air pressure decreases and
exhaust gas temperature increases), the turbocharger must be disassembled and
cleaned in accordance with the instructions given in the turbocharger manual (see
0250-1 Operating Data Sheet for the permitted pressure decrease).
Regular visual checks and procedures to clean the silencer are necessary to keep
it in a serviceable condition. Clean the silencer and filter only when the engine is
stopped and in accordance with the instructions given in the turbocharger manual.
Remark: One more filter mat installed on top of the silencer will keep the
contamination on the air side to a minimum, but will cause a loss of pressure.
If there is an increase in pressure difference np (of 50% compared to the shop test
value at the same engine load) or the filter mat is dirty. clean the filter mat. See the
instructions given in the turbocharger manual.
2. Turbocharger cleaning
You can use the methods that follow to regularly clean the compressor and turbine:
D Wash the compressor (wet-clean)
D Dry-clean the turbine (at full service load).
For data about the procedures to clean the turbocharger and the related intervals
between the procedures, see the manual of the turbocharger manufacturer.
1. Auxiliary blower
The auxiliary blowers 5 driven by electric motors 6 are mounted on both front sides
of receiver 3. They supply air from the receiver pre-space via suction duct 4 into the
receiver space during the start and operation at low load. Back-flow to the receiver,
of the air blown in by the auxiliary blowers, is prevented by air flaps (see Scavenge
Air Receiver 6420−1).
2 1
4 3 4
013.140/05
B
6
DS
013.141/05
SS
DS Pressure side
SS Suction side
2. Switch box
For each auxiliary blower an electrical switch box 1 is provided and supplied by the
engine builder.
Operating function:
Pushing e.g. START AHEAD button, the 1st auxiliary blower starts immediately
and the 2nd auxiliary blower starts with approx. 2−3 seconds delay, provided that
electric supply is switched by the main switch 6 (voltage indicator 2 is lit).
When the exhaust gas turbocharger produces a sufficiently high pressure in the
receiver, the auxiliary blowers are cut off.
Should the scavenge air pressure sink below the minimum pressure, the auxiliary
blowers are again switched on time-delayed (see 4003−1 ’Auxiliary Blower’).
8
1
7
5
4 6
012.802/05
1. General
After exhaust gas turbocharger a scavenge air cooler (SAC for short) is installed in
the scavenge air receiver whose purpose is cooling the compressed and thereby
heated scavenge air before it gets to the cylinders via water separator and scav-
enge air receiver. The standard cooler is a single-stage multi-pass cooler. The
cooling water flows through the cooler in several water passes in the opposite
direction of the air flow. It enters the cooler at ’KE’, flows through it in various direc-
tions, and leaves again at ’KA’. The temperature difference water / scavenge air is
thus distributed equally along the whole cooler.
2. Operating instructions
As accumulated air in the cooling water system of the scavenge air cooler can lead
to operating troubles on the engine and to damage of the SAC, proper functioning
of the SAC venting must be ensured.
The scavenge air cooler temperature must be checked periodically in accordance
with Operating Data Sheet 0250−1.
Should an alarm be triggered in operation by level switch 19 of condensate collec-
tor 17, it must be investigated whether the water is condensate or scavenge air
cooling water. Should the latter be the case, then the cooler must be dismantled
and repaired (see Maintenance Manual 6606−1).
To prevent damage to the SAC, the correct cooling water flow must be maintained
in operation. The flow of cooling water must not be throttled at partial load nor dur-
ing manoeuvring.
Remark: The butterfly valves at the cooling water inlet and outlet pipes must not be
used for controlling the flow rate, otherwise the water separators (plastic) could be
damaged due to too high scavenge air temperatures at higher loads.
Concerning operation with a defective scavenge air cooler, recommendations can
be found in 0550−1.
As a guide to proper functioning of the SAC, the temperature difference between
scavenge air outlet and cooling water inlet at the SAC can be taken as a basis. The
two temperature values have to be checked periodically. If the difference in-
creases while engine load and cooling water flow remain unchanged, it is a sign of
increasing fouling of the SAC.
If the fouling is on the water side of the SAC, the scavenge air temperature in-
creases.
If the fouling is on the air side, the pressure difference (np) of the scavenge air
through the SAC increases. This does not show the full effect of the fouling be-
cause an increased resistance also causes a reduced air throughput from the
turbocharger (pay attention to limiting values). More detailed indications for the
monitoring of the SAC in operation are given in 0250−1.
Higher scavenge air temperature and reduced air flows both lead to increased
thermal loading of the engine and to higher exhaust gas temperatures.
Air side cleaning of the SAC can be carried out on the running engine.
The equipment necessary for air side cleaning of the SAC is installed on the engine
(see Fig. ’A’).
3.1 Cleaning intervals
At the beginning we recommend to clean the SAC weekly. If there is no change in
the pressure difference (np) through the SAC, the cleaning interval can be in-
creased (e.g. monthly).
Furthermore, take into account that the pressure difference may not exceed the
maximum limit (np increase of 50% compared to shop test value at same engine
load) (see also Maintenance Manual 0380−1).
The degree of SAC contamination depends to a major extent on the condition of
the intake air and the maintenance of the air suction filter on the turbocharger.
Remark: If possible no cooler cleaning should be carried out under tropical condi-
tion (increased condensate).
3.2 Cleaning procedure
The cleaning should be carried out with the engine operating at partial load, i.e.
below 50% load (see also instruction panel on the engine). The air temperature
after compressor (turbocharger) must not be much above 100 _C as otherwise too
much of the cleaning agent will vaporize.
For one turbocharger design:
26
WCH00714
Remark: As dirt loosened from the cooling fins might collect in the water separator
elements or in the scavenge air receiver 4, they must occasionally be checked and
cleaned out (see Maintenance Manual).
ENGINE PLANT
C
FW
10 5 8
DL
6 7
12
11 9
1
4 2 13
3
23
19
EL
17
18
20
25
24
26
22
ENGINE PLANT
D FW
10 5 8
DL
12 6 7
11 9
1
2 13
4
3 23
19
EL
17
18
20
21
24
22
o Cylinder Lubrication
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 13 Pulse / RT−flex50−D / OM / 2014-07
Intentionally blank
RT-flex50-D Operation 7218−1/A3
Cylinder Lubrication
with Pulse Jet
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/13
2. Description of cylinder lubricating system . . . . . . . . . . . . . . 1/13
3. Lubricating oil filter and measurement tube . . . . . . . . . . . . . 3/13
4. Lubricating pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/13
5. ALM−20 module (control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . 9/13
6. Lubricating quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/13
7. Control of cylinder lubricating system . . . . . . . . . . . . . . . . . 12/13
1. General
The lubrication of the cylinder liners and pistons is performed by a separate lubri-
cating system. The feed rate of cylinder lubricating oil to each lubricating point can
be adjusted and is load-dependent controlled via the engine control system
WECS−9520.
The diagram (Fig. ’A’) illustrates the complete system which consists of the follow-
ing components:
D Daily service tank 1 for cylinder lubricating oil . . . . (plant side)
D Lubricating oil filter 8.17 . . . . . . . . . . . . . . . . . . . . . . (one per engine)
D Lubricating pump 8.06 . . . . . . . . . . . . . . . . . . . . . . . . (one per cylinder)
− Control unit ALM−20
− 4/2-way solenoid valve
− Pressure transmitter
D Lubricating quill 8.12 with injection nozzle . . . . . . . (six per cylinder)
− Non-return valve 8.13
D Controlling of the system via the engine control system WECS−9520 (see
4002−1 ’Cylinder lubricating system control’)
WCH00712
2
4
5
9
10
12
11
6 1
7 WCH00701
WCH00127 3 8
The lubricating oil filter (filter for short) 1 and measurement tube 4 are installed be-
fore the lubricating oil distribution to the lubricating pumps. Ball valve 8 after mea-
surement tube 4 must always be open during operation. The fouling factor is moni-
tored by differential-pressure sensor 6, built on to the filter system. When
exceeding the limited value, an alarm is triggered in the alarm and monitoring sys-
tem. In this case the fouled filter element must be exchanged (see paragraph 3.2).
9
4 5
2
Key to Illustration :
’C’ Filter and measurement tube
7 1 Lubricating oil filter 8.17
6
2 Lever
1
3 Supply pipe
4 Measurement tube 8.19
3
8 5 Ball valve
6 Differential-pressure sensor PS3121A
7 Scale
10
8 Ball valve
9 Venting cock
018.717/09
10 Distributing pipe
4. Lubricating pump
4.1 General
The modular design of the lubricating pump refers to the possibilty of quickly re-
placing the main components.
The lubricating pump consists of: Pump body 1, baseplate 2, 4/2-way solenoid val-
ve 3 and accumulator 4.
ALM−20 module (control unit) is located near the lubricating pump.
Remark: If a lubricating pump fails and a slow-down is released by the safety sys-
tem, the fuel injection of the relevant cylinder must be cut out (see 0510−1 ’Mea-
sures’).
Baseplate:
The baseplate 2 carries the main components. The servo oil feed and further rout-
ing of the media are integrated in the baseplate. The servo oil looped through the
baseplate to the downstream lubricating pump.
In order to replace 4/2-way solenoid valve 3, shut-off valve 6 (servo oil inlet) is inte-
grated in the baseplate (see Fig. ’D’ and documentation of the lubricating pump
supplier).
Remark: The condition of fully screwed out valves corresponds to normal opera-
tion (work setting).
Pump body:
Pump body 1 is primarily provided as pressure intensifier and distributor. Servo oil
flows to the drive side of the central piston actuating the latter which carries the
positively driven metering piston along with it. A set screw limits the central piston
stroke to determine the metering rate, which is equal for all metering pistons. Vent-
ing screws 9 and 10 are for venting the lubricating pump (see paragraph 4.3).
Accumulator:
The function of accumulator 4 is to cushion pressure peaks in the servo oil pipings,
keeping a largely constant servo oil pressure.
The pre-startup check and recurrent tests of the gas cushion (gas precharge pres-
sure) must be performed in compliance with the documentation of the lubricating
pump supplier (see Maintenance Manual 7218−1).
D
OS
8
12
13
7
9
2
SE
3
014.535/06
5 6
4 10
1
14
11
SS 018.718/09
SR
OZ
4.2 Function
Servo oil flows via 4/2-way solenoid valve into the underside of the central piston,
maintaining the latter in its upper limit position. The carried positively driven meter-
ing pistons have freed the lubricating oil inflow and the metering ducts are filled
with lubricating oil.
Lubricating oil:
⇒ Place an oil tray beneath the lubricating pump.
⇒ Open venting screw 10 by max. three turns.
⇒ Keep venting screw 10 open till oil flows bubble-free, then close and retighten
it.
Servo oil:
Attention! The servo oil system is under high pressure. Therefore always wear
safety goggles, oil may spurt when loosening venting screw 9!
⇒ Place an oil tray beneath the lubricating pump.
⇒ Select corresponding cylinder number in field MANUAL LUBRICATION ON
CYL. in the operator interface or actuate MANUAL EMERGENCY on 4/2-way
solenoid valve (see Fig. ’E’).
⇒ Open venting screw 9 by max. three turns.
⇒ Keep venting screw 9 open until bubble-free oil flows, then close and tighten it.
⇒ Remove the oil tray.
9
5
12
3 11
6
10
4 1
WCH00710
7
8
5
ALM−20 module actuates the 4/2-way solenoid valve releasing a lube pulse. By
means of metering pressure, it checks also lubricating quill failures, air cavities, or
any lubricating oil deficiency and driving problems (evaluation of pressure curves
during oil flow).
F G
3
8 13
6 9
4
5 10 4
11
12 5
PART NO :
1 SER. NO :
2 HW REV. :
PROD. DATE :
014.537/06
14
7
13
014.538/06
Remark: Not upon each piston stroke is a lube pulse (yellow blinking LED) re-
leased, particularly at part load it starts after several strokes only.
After the cover 3 is removed from the ALM−20 module, more LEDs that give de-
tailed information are visible (see Fig. ’G’).
6. Lubricating quill
Lubricating oil is fed to the row of lubricating grooves through the lubricating quills
located on the circumference of the supporting ring.
The function of the lubricating quill is described in 2138−1.
Sensor
PT3131C
ZV3131C
PT3132C
ZV3132C
PT3138C
ZV3138C
Valve
ALM−20 ALM−20 ALM−20
Cyl. 1 Cyl. 2 Cyl. 8
CAN Bus
FCM−20 FCM−20
Cyl. 7 Cyl. 8
The control system consists of a row of ALM−20, one module for each cylinder.
The communication is ensured via CAN Bus, however, for safety reasons a 2nd
CAN Bus provides the redundancy. The power supply functions via power supply
box E85 to control box E90 and then to the ALM−20 modules.
Each ALM−20 module has a pressure transmitter and a 4/2-way solenoid valve.
The pressure transmitter monitors the metering pressure. The 4/2-way solenoid
valve actuates the lubricating pump.
The arrangement above is controlled by the engine control system WECS−9520
via FCM−20 modules of the last and penultimate cylinders. Dual execution pro-
vides the redundancy of the CAN Bus, and also the communication to the crank
angle sensors (see 4002−1).
Basically the cylinder lubricating oil consumption can be measured at any engine
power output.
As the engine is equipped with a load-dependent cylinder lubricating system, care
should be taken that during the measurement the engine speed and power are
kept as constant as possible.
The cylinder lubricating system is provided with a measurement tube which con-
tains an indicating instrument permitting accurate measuring in a short time (see
7218−1 ’Measurement of consumption at measurement tube’)
In order to determine the actual cylinder lubricating oil consumption, the oil levels
must be marked and the exact time recorded at the start and end of the measure-
ment.
The consumed oil quantity can be determined by reading the distance between the
two marks and converted into litres (litres x density = weight of oil in kg).
In order to calculate the specific cylinder lubricating oil consumption, the power
output during the test must be known. This output can be established:
a) from the curve fuel injection quantity (%) x engine speed (FQ x rpm). See ac-
ceptance records. However, the curve corresponds with the engine running
on diesel oil.
b) from the field ’Est. Power’ displayed in the operator interface
fuel injection quantity (%) x engine speed (FuelCmd x n)
for a) + b):
G = 3600 V ò Z
t
− Delivery volume of the lubricating oil pump (V) per injection pulse (ml)
− Oil density (ò) (typical value 0.92 kg/l)
− Number of injection pulses (Z) during measurement period of time (t) in sec.
R = 3600 (h k) . ò
ftP
Example 7 RT-flex50−B:
We recommend to reduce the cylinder lubricating oil feed rate in steps after
completion of the running-in period (see 0410−1).
This value is relative to the nominal output at nominal speed. The value so set re-
mains − due to the load-dependent cylinder lubricator control − approximately
constant over a wide power output range relative to the engine service power in
operation.
Experience gained from evaluating the running surfaces of pistons, piston rings
and cylinder liners, will determine what cylinder lubricating oil quantity is most eco-
nomical for a given engine.
When information is given to us about the consumption of cylinder lubricant, it
should always be related to litre or kg per hour or per 24 hours, indicating at the
same time (as far as known):
− Engine type and number of cylinders
− Engine speed
− Fuel injection quantity
− Set lubricating oil volume
− Number of pulses during measurement
− Engine power output during measurement
− Delivery volume of lubricating pump
− Description of lubricating oil used
− Specification of fuel oil
− Fuel oil consumption in metric tons per 24 hours
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/8
2. Base Feed Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/8
3. Sulphur Dependent Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . 3/8
4. Safeguard Sulfur Dependent Lubrication . . . . . . . . . . . . . . . . 5/8
5. Blending on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/8
1. General
To set the correct cylinder lubricating oil feed rate, it is very important to monitor the
piston running performance of the engine. The procedures that follow are
necessary:
D Use an on-board monitoring programme to monitor the piston underside (PU)
drain oil. Make an analysis of the Fe content, Cr content and the residual base
number (BN) from the PU drain oil. For more data, see Fig. 2 and 0750−1
Lubricating Oils, paragraph 3.2.
D At regular intervals, visually examine the PU.
D Make an analysis of the fuel quality. If possible, send a sample of the fuel to a
laboratory to make an analysis of the effective sulfur content. Do the analysis
before you use the fuel oil for the first time.
Note: Engines with the same design can have different piston running
performances (because of different operation modes, the properties of the used
cylinder lubricating oil or the engine tuning). The most important problem is that
cold corrosion can occur and causes faster or more dangerous wear on piston
running components.
There are different engine operation modes and operation responses. Each
engine operation mode needs an applicable cylinder lubrication set-up. To find the
correct set-up, see the data given in paragraph 2 paragraph 3 and paragraph 4.
The setting of the sulfur dependency category is related to the residual BN in the
PU drain oil of the engine (see 0750−1 Lubricating Oils, paragraph 3.2).
Table 1 shows data about the different feed rates used in this manual.
Set the applicable adjustment of the cylinder lubricating feed rate in relation to the
fuel sulfur content, cylinder lubrication BN and engine load. See the flow diagram
given in Fig. 1 to find the applicable cylinder lubricating feed rate.
Note: Wärtsilä Switzerland Ltd. strongly recommends that you use an on-board
monitoring programme to make a subsequent analysis of:
D The Fe content
D The Cr content
D The residual base number (BN) from the PU drain oil.
The recommended base feed rate for pulse lubricating systems is 0.8 g/kWh.
Note: When the engine load is more than 60% CMCR, Wärtsilä Switzerland Ltd.
recommends that you set the base feed rate as a function of the used cylinder
lubricating system.
During low load operation, the conversion of the sulfur in the HFO into sulfuric acid
increases. The alkaline additives in the cylinder lubricating oil make the acidic
components neutral. For more data, see see 0750−1 Lubricating Oils,
paragraph 3.3.
Wärtsilä Switzerland Ltd. recommends that you use a sulfur dependent feed rate if
the engine operates at less than 60% CMCR (see Table 2).
To increase the protective chemical properties of the cylinder lubricating oil at low
load operation, Wärtsilä Switzerland Ltd. recommends that you adjust the cylinder
lubricating oil feed rate. Refer to the data that follows to set the cylinder lubricating
oil feed rate:
D The base feed rate [g/kWh]
D The sulfur content [% m/m] of the used residual HFO
D BN [mg KOH/g] of the used cylinder lubricating oil
D Installed cylinder lubricating system
D PU drain oil residual BN.
Equipment Hazard: The results of the bunker analysis and the values given in the
Bunker Delivery Note (BDN) can be different. Always use the higher sulfur content
value to set the correct feed rate to make sure that the engine operates safely.
Note: Use the cylinder lubricating oil feed rates given in Table 2 as a function of the
used cylinder lubricating system, cylinder lubricating oil and fuel.
See the data given in Table 2 to set the sulfur dependent cylinder lubricating oil
feed rate (LOFR) for pulse lubricating systems (PLS) and systems with a guide
feed rate of 0.8 g/kWh at CMCR.
4. Safeguard Sulfur Dependent Lubrication (Engine Load is Less than 60% CMCR)
5. Blending on Board
You can use the Wärtsilä Blending on Board (BoB) system to adjust the base
number of the cylinder lubricating oil.
The system oil is used as a base oil and the correct additive package is added to
make an applicable cylinder lubricating oil. The BoB system gives the best results
related to the necessary neutralization and detergency properties of the cylinder
lubricating oil.
You can make different BN lubricating oils on board. With an applicable cylinder
lubricating oil it is not necessary to adjust the feed rate to different operation
modes, i.e. the base feed rate is not changed, but the cylinder oil BN is adjusted.
Use the BoB system together with an on-board monitoring system for the PU drain
oil (e.g. SEA-MateE B2000 blender combined with the SEA-MateE M2000 XRF
analyzer) to make a correct BN lubricating oil. The correct BN improves the
corrosion protection and the detergency properties of the lubricating oil.
The BoB system is most applicable for vessels that operate on a wide range of
different fuel oils (related to the fuel sulfur content) and operation modes.
As a general recommendation, see the data given in Table 4. But, adjust the values
as a function of the engine performance for each engine. For more data, speak to
or send a message to Wärtsilä Switzerland.
Lubricating Oil System − Turbocharger All Types, CMCR < 106 rpm . . . . . . . . . . . 8016−1/A6
Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8017−1/A1
Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018−1/A1
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 11 RT-flex50-D / OM / 2015-01
Intentionally blank
RT-flex50-D Operation 8016−1/A6
Lubricating Oil System
Turbocharger All Types − For Engines with a CMCR < 106 rpm
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/10
2. Bearing and Turbocharger Oil System . . . . . . . . . . . . . . . . . . 1/10
2.1 Bearing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/10
2.2 Turbocharger Oil − All Types (Internal Oil System) . . . . . . . 5/10
2.3 Taking Dirty Oil Samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/10
3. Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10
3.1 Servo Oil Service Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10
3.2 Servo Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10
4. Servo Oil leakage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/10
4.1 Leakage and Oil Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/10
4.2 Leakage Localization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/10
5. Filling and pressure relief of servo oil rail . . . . . . . . . . . . . . 10/10
5.1 Filling and venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/10
5.2 Pressure relief and draining . . . . . . . . . . . . . . . . . . . . . . . . . . 10/10
1. General
The oil necessary for the engine control and lubrication (with the exception of
cylinder lubrication) is raised by oil pump 9 to the necessary bearing oil pressure
(see Fig. A and 0250-1 Operating Data Sheet).
The oil distribution to the various lubricating points is shown on the following
schematic lubricating oil diagram (see Fig. A).
The cylinder and exhaust valve spindle lubrication is described in 7218-1.
The arrangement of pumps, filters, heat exchangers, etc. is shown on the plant
diagram which is supplied separately from the engine documentation.
2015-01
59 and Bearing Oil
53
8016−1/A6
56 Drains
1
49 50 52
2
57 3
55
Lubricating Oil System
51 SEE FIG. B
II 5
58
43 4
60 61
29 48
6
44 42 15 14 13 12 11
7
47
46 45 41 16 8
2/ 10
Operation
17
40 18
19
9
20
38 37 30 21
7
36 31 26
32 25 10
24
27 22
23
28
34
39
35 33
RT-flex50-D
Turbocharger All Types − For Engines with a CMCR < 106 rpm
WCH03048
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
B
INTERNAL OIL SYSTEM EXTERNAL OIL SYSTEM
CA CA
OI
3 3
4 4
OO OO
II SEE FIG. A
5
OI
Circuits:
Low pressure oil
Turbocharger oil
Sealing air and oil mist WCH02677
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
2.3.1 Preparation
1.) Write the applicable data on the oil analysis form (e.g. operation conditions,
fuel parameters, cylinder lubricating oil feed rate etc).
2.) Make sure that the labels on the sample bottles refer to the related cylinders.
2.3.2 Procedure
1.) Close the ball valve (2, Fig. 1) for approximately 30 minutes to 60 minutes.
Remark: Some parts can look different.
Closed
1
3
2
Open 1
Open
1
2
Closed
2
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
7.) Put the sample bottle under the ball valve (1).
8.) After approximately 10 minutes to 60 minutes, slowly open the ball valve (1) to
fill the sample bottle.
9.) Close the ball valve (1).
10.) Open the ball valve (2) to drain the oil that collected in the dirty oil pipe (3).
11.) Do the steps 1) to 10) again on each cylinder.
Remark: Wärtsilä Services Switzerland Ltd. recommends that you get an oil
sample of the cylinder lubricating oil downstream of the duplex filter. Send the oil
sample to the laboratory to make an analysis to make sure the initial cylinder
lubricating oil had the correct quality and no contamination.
12.) Make sure that the sample bottles are tightly closed and use an applicable
package.
13.) Send the samples to the laboratory to make an analysis.
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
The servo oil system is provided for controlling the exhaust valve movement and
the injection control units. The required oil is branched off from the bearing oil
system.
Remark: The lubricating oil pump and servo oil service pump must only be
switched on after air spring air supply is ensured and with closed exhaust valves.
Moreover the servo oil service pump increases the pressure in the fuel rail when
required via tool 94583 (pipe) (see 8019-1 High pressure circuit and 0120-1
Venting and leak test of fuel oil system on engine).
The function of the servo oil service pump is, however, neither necessary for
engine start nor engine operation.
Remark: Stop valve 13 must be open prior to commissioning (see also 0130-1
Checks to be carried out on servo oil system).
Prior to engine start the servo oil service pump should be switched off.
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
C
7
1
6 5
018.739/09
D FREE END
1 I-I
I 1
KC
4 3
WCH00705
2
WCH02665
Lubricating Oil System Turbocharger All Types − For Engines with a CMCR < 106 rpm
DRIVING END
WCH02665
1. General
The schematic diagram shows the cylinder cooling water system on the engine.
The arrangement of pumps, coolers, fresh water generator, heater, expansion
tank, valves and throttling discs for flow control etc. are found in the separate docu-
mentation for the plant layout (shipyard side). Also the layouts of raw water (sea-
water) for the scavenge air, lubricating oil and jacket cooling water coolers are
shown in the layout diagram.
The cooling water system is a closed circuit, which, connected to an expansion
tank, is subject to a static pressure. The cooling of cylinder liners, cylinder covers
and exhaust valve cages is effected by treated cooling water.
In order to bring the cooling water to operating temperature even before the engine
has started a cooling water heater is installed in the plant.
The cooling water must be treated with an approved cooling water inhibitor to pre-
vent corrosive attack, sludge formation and scale deposits in the system (see
Cooling Water / Cooling Water Treatment 0760−1).
Attention! Should the engine be taken out of operation for a longer period of time,
please consider when frost threatens that the cooling water system must be
drained. Thereby it must be kept in mind that it is chemically treated water which
must be decontaminated in accordance with local laws or rulings. For the new fill-
ing the instructions for water treatment must be observed.
2. Function
The cooling water pump delivers cooling water, via the distributing pipe 1 arranged
on the exhaust side, to the various cylinders, where it flows successively through
cylinder liner 2, with lower and upper water guide jacket 3, cylinder cover 4 and
exhaust valve cage 5. Vent pipe 14 is connected to the expansion tank providing
continual venting of the system.
The water flows from the outlet piping 11 via a temperature regulating valve to the
cooler and back to the pump. The suction side of the pump is joined to the expan-
sion tank by a balance pipe. This balance pipe ensures the static pressure and also
compensates any water losses and water expansion.
A throttling disc 6 is fitted in the outlet piping of each cylinder and dimensioned to let
pass a certain flow of cooling water through the cylinder. The operating pressure
can be adjusted in the system with throttling disc 12 in the outlet piping 11.
3. Drain
All cylinders:
⇒ Close shut-off valve 8 in distributing pipe 1 and shut-off valve 10 in outlet col-
lecting main 9.
⇒ Close ball valve 16 in vent pipe 14.
D Keep shut-off valves 7 open at all cylinders.
⇒ Open ball valve 15 in drain pipe 13.
⇒ Open ball valve 19.
Individual cylinder:
⇒ Close shut-off valve 8 in distributing pipe 1 and shut-off valve 10 in outlet col-
lecting main 9.
⇒ Close ball valve 16 in vent pipe 14.
⇒ Close shut-off valves 7 at all the cylinders not to be drained.
⇒ Open ball valve 15 in drain pipe 13.
⇒ Open ball valve 19.
All cylinders:
⇒ Close shut-off valve 8 in distributing pipe 1 and shut-off valve 10 in outlet col-
lecting main 9.
⇒ Close ball valve 16 in vent pipe 14.
D Keep shut-off valves 7 open at all cylinders.
⇒ Open ball valve 18 in level-bypass pipe 17.
⇒ Open ball valve 19.
Individual cylinder:
⇒ Close shut-off valve 8 in distributing pipe 1 and shut-off valve 10 in outlet col-
lecting main 9.
⇒ Close ball valve 16 in vent pipe 14.
⇒ Close shut-off valves 7 at all the cylinders not to be drained.
⇒ Open ball valve 18 in level-bypass pipe 17.
⇒ Open ball valve 19.
Attention! For normal operation the shut-off valves and ball valves must be kept
as follows:
− Opened: shut-off valves 7, 8, 10 and ball valve 16.
− Closed: ball valves 15, 18 and 19.
EL
14 16 19
9 10
11
5
6 12
WA
4
17 3
21 7 8 1
18
2
15 WE
13
EA
ENGINE PLANT
SE EL
20
016.364/07
KW
ENGINE
WD
PLANT
KE KA EA EL
Key to Illustration:
1 Distributing pipe 17 Level-bypass pipe
2 Cylinder liner 18 Ball valve
3 Upper & lower water guide jacket 19 Ball valve
4 Cylinder cover 20 Cylinder block
5 Exhaust valve cage 21 Scavenge air cooler
6 Throttling disc, cylinder outlet
7 Shut-off valve at cylinder
8 Shut-off valve EA Water drain
9 Outlet collecting main EL Vent
10 Shut-off valve KA SAC cooling water outlet
11 Outlet piping KE SAC cooling water inlet
12 Throttling disc, water outlet KW Cooling water
13 Drain pipe SE SAC cooling water drain
14 Vent pipe WA Cooling water outlet
15 Ball valve WE Cooling water inlet
16 Ball valve WD Drain pipe
1. General
The piping arrangement of the starting air system is shown on the schematic dia-
gram.
The control air required for the control of the engine is supplied by control air supply
unit 6 and control air bottle 5. The correlation with the engine control is depicted in
control diagrams 4003−2 and 4003−3.
The compressed air used should be clean and dry.
The starting air system must be cleared of condensed water by opening the drain
valves at regular intervals.
13
7
8 ENGINE PLANT
9 2 1
AZ
4
3
PLANT
EW EW EW
10
LE
5
EW
12
11
AL
LE
LF 013.412/05
Key to diagram:
1 Shut-off valve for starting air 11 Turning gear
2 Non-return valve 12 Blocking valve on turning gear
3 Control valve and valve unit for start E 13 Oil leakage return from air spring
4 Safety valve
5 Air bottle for control air supply unit A
6 Control air supply unit A AL Starting air
7 Starting valve AZ Starting air inlet
8 Cylinder cover EW Vent and drain
9 Flame arrester LE Control air (board supply)
10 Automatic fine filter LF Air spring air
1. General
For heavy fuel operation, the pre-heating system is used to keep the engine warm
during a short engine stop. All of the pipes to the injection control units 13 have
heating pipes and applicable insulation (see Fig. A).
For safety, the fuel rail 12 is installed in the rail unit (casing) 30. All of the pipes in the
high pressure circuit outside the rail unit casing have double-walls.
A booster pump installed in the plant supplies fuel through the fuel inlet pipe 1 to the
fuel pumps 3 (see Fig. A). The fuel quantity supplied is more than necessary for the
engine. The pressure retaining valve 6 adjusts the specified booster pressure.
Fuel that is not used flows back to the system through the fuel outlet pipe 4.
Before the first commissioning, or after maintenance on the high pressure circuit
the tool 94583 (pipe) can be connected between the fuel rail 12 and the servo oil
rail (4.11) (see Fig. A). The servo oil service pump supplies the necessary pressure
through the servo oil system for a leak test and quick venting of the high pressure
circuit (see 0120-1 Venting and leak test of fuel system on engine).
The fuel pumps 3 supply high pressure fuel through the rising pipes 8 into the fuel
rail. The fuel pumps supply as much fuel as necessary to keep the necessary
pressure (load-dependent) in the fuel rail (see 5556-1 Fuel Pump).
The injection control units 13 control the fuel injection volume to each injection
valve 15.
The non-return valves 9, 10 or 11 prevent a pressure decrease in the fuel rail if
there is damage that lets fuel spray from the fuel rising pipe 8 (see paragraph 4,
Fuel leakage system).
A
14
15
13
30
22
21
25 12 29
20
9 11
10
ENGINE 26 27
PLANT 19 18
DZ
23
7 7a
6
17
3
24
1 4
2 5
ST LA BZ BR
HD DR
BL DR
LB
HL WCH02680
010.238/02
6 31 32 33
4.1 General
The level switches (LS) monitor all important leakages in the fuel oil system (see
Fig. A).
If there is too much leakage, the related alarm is triggered:
Procedure:
⇒ Carefully turn the pipe union of the leakage fuel pipe 3 a maximum of two turns
(see Fig. C). Do a check to see if fuel flows out or not.
A defective fuel rising pipe can only be replaced at engine standstill.
If the fuel rising pipe cannot be replaced immediately, the related fuel pump must
be cut out (see 5556-2 Cutting Out and Cutting In of the Fuel Pump).
⇒ If fuel flows, replace the defective fuel rising pipe (see 0515-1 Exchange of
defective rising pipe and Maintenance Manual 8752-1).
Remark: If the engine must continue to operate, use the tool 94555 to cut out the
related fuel pump at Pos. 0 to interrupt the fuel supply. (see 0515-1 Faults in High
Pressure Fuel System).
When a fuel pump is cut out, the engine can only operate at reduced load (see
5556-2 Cutting Out and Cutting In of the Fuel Pump and 5801-1 Regulating
Linkage).
C II
1
6
2 7
II 3
4 8
019.308/10
019.307/10
You can only remove / replace a defective injection pipe when the engine has
stopped. If the injection pipe cannot be replaced immediately, the injection of the
related cylinder must be cut out (see 0510−1 Operation with Injection Cut Out).
⇒ Remove each of the two injection pipes 1 until you find the defective injection
pipe (see the Maintenance Manual 8733−1, paragraph 1).
⇒ Do a check for damage on the sealing face 7 of the defective injection pipe. If
you find damage, you must grind the sealing face (see the Maintenance
Manual 8733−1, paragraph 3).
⇒ If it is necessary to replace the defective injection pipe, see the Maintenance
Manual 8733−1 and 0510−1, paragraph 2.2).
Remark: When the injection is cut out (Inj. CUT OFF), you can operate the engine
only at decreased load.
I
D
4 2 5
1
3
WCH02658
I 6
WCH02687 WCH02687
4 2 3
E 3 4
1
WCH02658
1. General
Delta Bypass Tuning
The Low-load Tuning (LLT) gives the lowest possible Brake Specific Fuel
Consumption (BSFC) in the range of 40% to 70% engine load (see Fig. A for the
schematic diagram of the LLT system).
With LLT, engines can operate continuously at all loads in the range of 30% to
100%.
The LLT uses a specially designed turbocharger system and engine parameters.
These parameters are related to fuel injection and exhaust valve control and get
the best decreased part-load BSFC in LLT.
Engines with LLT have an exhaust gas waste gate installed (i.e. a pneumatically
operated valve on the exhaust gas manifold upstream of the turbocharger turbine).
Exhaust gas blown through the waste gate flows to the exhaust uptake.
A turbocharger is used to get LLT for part-load operation. The combustion
pressure is increased at less than 75% load through an increased scavenge air
pressure (waste gate closed). The waste gate opens at engine loads of more than
85% to prevent damage to the turbocharger and the engine from overload.
The higher scavenge air pressure at part-load causes a decrease in the thermal
load and thus, better combustion for the full part-load range.
The engine parameters that control the fuel injection and exhaust valve operation
are selected to make sure that the applicable NOx limit is obeyed.
The specified parameters make sure that the waste gate opens and closes
smoothly through the full range. However, higher scavenge air pressure increases
NOx emissions. Thus, to get the correct value for the test cycle, it is necessary to
adjust the parameters for the scavenger air pressure increase.
TURBOCHARGER
EXHAUST AIR
WASTE
GATE
ENGINE
Exhaust Waste Gate (Low-load Tuning) Delta Bypass Tuning Turbocharger Exhaust Side
2. Function
When the load is less than 85% (in accordance with ISO conditions), the force of
the spring in the actuator 2 (see Fig. B) keeps the butterfly valve 1 in the closed
position.
2.1 Open
When the engine load is more than 85%, the scavenge air pressure increases to
more than the set limit. The WECS-9520 activates the 3/2-way solenoid valve 4.
Air spring air is released through the control air pipe 12 to the actuator and the
butterfly valve 1 opens.
2.2 Close
When the engine load decreases to less than 85% and the scavenge air pressure
decreases to less than the set limit, the WECS-9520 deactivates the 3/2-way
solenoid valve 4. This stops the air spring air supply. The pressure in the system is
released and the spring in the actuator 2 closes the butterfly valve 1.
If a part becomes defective, alarm messages are activated in the WECS-9520 and
shown in the alarm and monitoring system (see 0820-1 Exhaust waste gate).
3. Functional check
A functional check is necessary when the engine operates for long periods at low
engine load with the exhaust waste gate closed. Do the functional check that
follows one time each week.
You can do this functional check:
D When the engine is stopped, or
D When the engine operates at less than 70% load.
You can do procedure one or procedure two.
Exhaust Waste Gate (Low-load Tuning) Delta Bypass Tuning Turbocharger Exhaust Side
B FREE END
11
12 4
WCH02663
A1
A2
I
A3
6
I 11
A6 CA
7
WCH02686
WCH02686
EL 4
8 1 9 II
8
II
1
10
5
5
WCH02685
WCH02685
DRAWN FOR TC TYPE A165 / A265
Key to Illustrations: Fig. B Exhaust Waste Gaet
1 2/2-way valve (butterfly valve) 8 Exhaust gas manifold
2 Actuator 9 Exhaust bypass pipe
3 Orifice 10 Turbocharger
4 3/2 way solenoid valve CV7076C 11 Control air supply unit A
5 Cardan rod 12 Control air pipe
6 Screw CA to control actuator
7 Air spring air pipe EL Vent
1. General
All drain pipings, in particular those from piston underside 10 and piston rod glands
8 must be periodically checked for free passage.
Condensate may flow out before and after the cooler at the water drain 12, de-
pending on ambient temperature and humidity. Under extreme ambient conditions
a quantity of up to 0.16 kg/kWh of condensate may result.
2. Condensate drain
ENGINE PLANT
A
FW
1
DL
2
13
16
25
ES 3 5
14
9 15
4
8a 8
21 EL
21a
11 7
6 17
19 26
22
ES 27 12
20
10 OW WE WE WA WA WE
28 B
OPEN CLOSED
27 27
29
CLOSED OPEN
26 26
ENGINE PLANT
C
FW
1
DL
2
13
16
25
ES 3 5
14
9 15
4
8a 8
21 EL
21a
11 7
6 17
19
18
23
ES 22
12
20
24
10 OW WE WA WA WE
28 D
18 18
29
Winterthur
WinterthurGas
Gas&&Diesel
DieselLtd.
Ltd. 1/ 1 RT-flex50-D / OM / 2014-04
Intentionally blank
RT-flex50-D Operation 9215−1/A1
Instrument Panel
1. General
A 5 (4)
I
6 7 6 5 I-I
2
6
8
10
018.364/09
009.550/02
9
B I
Key to Illustrations
Fig. ’A’ and ’B’:
1 Instrument panel
2 Cover plate
3 Precision control valve
4 Manometer 4 bar
5 Manometer 6 bar
6 Manometer 10 bar
7 Manometer 25 bar
8 Manometer 40 bar
9 Throttle piece
012.912/05
10 Anti-vibration mounting
1. General
Attention! When you work in the area of the thrust bearing, or on the Crank Angle
Sensor (CAS) and the cover is removed, you must shut down the WECS−9520.
A
11
I
I
10
8 1
7 2
6 3
4
5
9
WCH02688
B I
I
II
1
WCH02689
WCH02689
2 II
WCH02689
2. ACM−20
The ACM−20 is a microprocessor control unit that has frequency inputs, which
read the pick-up signals. The function of the ACM−20 is to calculate the crank
angle.
The crank angle data is transmitted through the Synchronous Serial Interface
(SSI).
12 13
WCH00774
6
7
WCH00773
11 10 9
1. General
All of the pressure switches and transmitters are installed on the same plate at the
free end. The pressure switches and transmitters monitor the pressure systems. If
there is a decrease in pressure or there is no pressure, the control signals have an
effect on the commands that follow:
D Alarm (ALM)
D Slow-down (SLD)
D Shut-down (SHD)
For more data, see 0250-2 Alarms and Safeguards at Continuous Service Power.
Fig. A shows a schematic diagram of the pressure switches and pressure
transmitters I as shown in the control diagram 4003-2.
Remark: The pressure transmitters for the crosshead bearing oil are installed only
for engines with a CMCR less than 106 rpm. For more data see 8016−1 Lubricating
Oil System.
Fig. B shows the locations of the pressure transmitters and pressure switches.
WCH03054
3 3 4 5 2,3 2,3 6 4 4
10
WCH02691
11
7 7 7
Overview
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/9
2 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/9
2.1 User qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/9
2.2 Residual dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
2.3 Installation and maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
3 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
3.1 Pressure transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/9
3.2 In-cylinder pressure evaluation . . . . . . . . . . . . . . . . . . . . . . . . . 3/9
3.3 ICC - Installation and control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/9
4 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/9
4.1 Operation of ICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/9
4.1 ICC-EXV card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/9
4.2 ICC-INJ card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/9
4.3 ICC-INDICATION card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/9
1. Introduction
The Intelligent Combustion Control (ICC) system makes sure that the engine in
service is operated in accordance with its original shop test performance. This is
done automatically in and independently of the fuel used on board a vessel (e.g.
HFO).
At present, the engine control parameters (e.g. start of injection or exhaust valve
timing) are optimized manually within their permitted range in relation to the
measured peak firing and compression pressures. This manual adjustment
procedure is not done regularly, thus further optimization potential can be
exploited by permanently working closed-loop control.
Because of this functionality, the engine operation is always at its best.
2. Safety
Remark: The ICC system can only be installed, operated, serviced and repaired
by qualified personnel.
3. Description
The ICC system is an optional part of the WECS−9520, which adjusts the peak
firing pressure of the engine according to engine design criteria. The injection
timing and exhaust valve timing are changed to balance the firing and
compression pressure of all cylinders in their permitted range. All modifications to
engine control parameters that the ICC activates are in accordance with the
vessel’s IMO certificate.
During operation, the ICC system puts a limit on the pressure increase of the
engine as an included safety function. This decreases wear of engine
components, risks of overload and prevents potential incorrect manual
adjustments if there is an open-loop control.
The transducers have a unique blow-through design. Usually before main engine
start, the indicator cocks are opened while slowly turning the engine. During that
time, all potential combustion residuals (especially from the use of HFO ) are blown
out.
This cleaning function guarantees accurate measurement data during long-term
operation and decreased maintenance work.
B Firing Pressure
Pressure at 0°CA
The ICC system gives a limit to the pressure increase, e.g. 40 bar (the difference
between the firing pressure and compression pressure) to prevent mechanical
overload.
The cylinder pressure data of each unit is an analogue input signal from the
pressure transducer into the WECS−9520 as shown in the ICC installation
overview below (see Fig. C).
C
2 x TC inlet temperatures TC
2 x Barometric pressure
2 x Scavenge air temperatures
4. Operation
When the compression pressure balancing function is set to ON (see Fig. F) the
ICC system calculates the offset.
When the compression pressure balancing function is set to OFF (see Fig. G), the
offset is the same as on the flexView Adjust card that the operator has adjusted.
From the ICC-EXV card (Fig. E), the compression pressure balancing function can
be set to ON as follows:
⇒ Select [Shift] + [Arrow UP].
⇒ To confirm, select [Shift] + [Enter] (see the workflow in Fig. H).
When the firing pressure balancing function is set to ON (see Fig. J), the ICC
system calculates the offset.
When the firing pressure balancing function is set to OFF (see Fig. K), the offset is
the same as shown on the flexView Adjust card that the operator has adjusted.
From the ICC-INJ card, the firing pressure balancing function can be set ON as
follows:
⇒ Select [Shift] + [Arrow UP]
⇒ To confirm, select [Shift] + [Enter] (see the workflow in Fig. L).
When the firing pressure control function is set to ON (see Fig. M), the ICC system
calculates the related Fuel Quality Setting (FQS). The FQS is shown in the top
left-hand corner of the ICC-INJ card (Fig. I).
When the firing pressure control function is set to OFF (see Fig. N), the FQS is the
same as shown on the flexView USER card that the operator has adjusted.
From the ICC-INJ card, the firing pressure control function can be set to ON as
follows:
⇒ Select [Shift] + [Arrow UP]
⇒ To confirm, select [Shift] + [Enter] (see the workflow in Fig. O).
1. General
The engine has an oil mist detector system. The system includes the control
panel 1 installed in the control room. The sensors 6 and junction boxes 3 are
installed on the engine (see Fig. A).
The oil mist detector system continuously monitors the concentration of oil mist in
the crankcase, supply unit drive and the supply unit. If there is a high oil mist
concentration, the oil mist detector activates an alarm.
Damage to the bearings is quickly found and explosions in the crankcase are
prevented (see also Instructions Concerning the Prevention of Crankcase
Explosions 0460−1).
There are sensors mounted on fuel side of the engine provided for each cylinder of
the divided crankcase, in the drive supply unit and supply housing (see Fig. B).
2. Function
Each sensor optically monitors the concentration of oil mist. Each sensor has a
self-test function to make sure that there are no internal faults.
Data communication is between the junction box and the control panel (see
Fig. A).
You can program the adjustments in the control panel.
The menu-driven software has three user levels:
D User: Read-only data
D Operator: Password-protected level for access to most adjustments
and functions.
D Service: Password-protected level for authorized staff of manufacturer
and service personnel.
Remark: Instructions that relate to adjustments, commissioning, troubleshooting,
and maintenance are given in the related documentation of the manufacturer.
7 1
016.396/07
4 3 2
1
2
016.397/07
013.325/05
1. General
Most of the electronic components necessary for the WECS−9520 are installed on
the engine.
The power supply box E85 (not shown in Fig. A) is installed near the engine.
2. Control boxes
Data about the most important control boxes and power supply boxes are given as
follows:
E90 (SIB)
The E90 control box (shipyard interface box) is attached to the rail unit at the free
end. The control box E90 contains the terminals that give communication to the
external systems. An FCM−20 module is installed as an online spare.
E95.01 to E95.0#
These control boxes are attached to the rail unit near their related cylinder. Each
control box has an FCM−20 module.
E41.01 to E41.0#
Each of these control boxes have an ALM−20. The ALM−20 control the cylinder
lubricating system. These control boxes are installed on each cylinder near the
lubricating pumps.
E85
The power supply box E85 is installed in the engine room near the engine. The E85
has the two 230 VAC power supplies for the FCM−20 modules, fuel pump
actuators and ALM−20 modules. The E85 also has circuit breakers to isolate each
FCM−20 module, fuel pump actuator and ALM−20 module.
Remark: If it necessary to isolate the WECS−9520, make sure that the two power
supplies are set to off (for more data, see 4002−1 paragraph 2 and the block
diagram).
1 2 1
I
FREE END
016.447/07