04 RT Flex Comp Syst

RT-flex Training
Mech. Components & Hydraulic systems

(RT-flex Specific Parts only)
Chapter 20
Rev. 1
Feb. 2010
© Wärtsilä Land & Sea Academy Page 1 Chapter 20 Feb. 2010
RT-flex Comp. & Systems RT-flex specific parts only

RT-flex Comp. & Systems Overview RT-flex50
Rail Unit(s)
WECS-9520,
E 90 Shipyard
Interface Box (SIB)
on the free end
WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes
Automatic filter
Supply unit
RT-flex Comp. & Systems Overview RT-flex58/60
Rail Unit(s)
WECS-9520,
E 90 Shipyard
Interface Box (SIB)
on the free end
WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes
Automatic filter
Supply unit

RT-flex Comp. & Systems Overview RT-flex82C/82T
Rail Unit(s)
WECS-9520,
E 90 Shipyard
Interface Box (SIB)
on the free end
WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes
Automatic filter
Supply unit
RT-flex Comp. & Systems Overview RT-flex84/96
Rail Unit(s)
WECS-9520,
E90 Shipyard
Interface Box (SIB)
or at the free end
(smaller engines)
WECS-9520, E95
Cylinder Electronic
Unit Terminal boxes
Supply unit
Control oil
Automatic filter Pumps

RT-flex Comp. & Systems Automatic Filter RT-flex50
For the servo oil systems normal system

oil is used instead of a separate hydraulic
system for easier operation and
maintenance. One branch of the main
lube oil pipe is connected to the
automatic filter. The automatic filter has
cartridges of nominal 6 µm where the by-
pass filter has a mesh size of 36 m.
The filter "sludge" goes back to

the crankcase.
RT-flex Comp. & Systems Automatic Filter RT-flex82

Filtered Oil
to Servo Pumps
The automatic filter unit cleans the

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

Main Bearing Oil
RT-flex Comp. & Systems Automatic Filter
For the servo- and control oil systems normal system oil is used instead of a separate hydraulic
system for simplified installation. One branch of the main lube oil pipe is connected to the automatic
filter. The automatic filter has cartridges of nominal 6 µm where the by-pass filter has a mesh size
of 36 m.
The filter "sludge" goes back to the crankcase.
RT-flex Comp. & Systems Automatic Filter
The back flushing is automatically initiated by the control box either

A) standard: Time controlled (after 1 hour)
B) or: if the differential pressure across the filter becomes too high (0.35 bar)
The filter "sludge" goes back to the crankcase. It is filtered system oil which is clean enough for
normal use.
In the filter control box the back flushing is initiated either by time or differential pressure. Flushing
cycles are counted. Failure messages are generated if necessary (Overcurrent, differential
pressure high etc…)
There are switches/buttons to switch from “Operation” to “Adjust”. For detailed information please
consult filter maker’s manuals.

RT-flex Comp. & Systems Supply Unit Drive RT-flex50
Single lobe drive
The supply unit is direct driven by the crankshaft.

The servo oil pumps are driven by individual pinions,
having a „mechanical fuse“ (reduced diameter in pinion),
in order to protect the gear-drive in case of a pump
seizure.
Since the supply unit, i.e. fuel pumps and servo oil pumps
have no timing, means they just supply fuel or oil, the
camshaft does not have to have a determined position
compared to crankshaft. However the position of the
cams relative to each other must be respected.
RT-flex Comp. & Systems Supply Unit Drive RT-flex58/60
RT-flex58T-B RT-flex60C


RT-flex Comp. & Systems Supply Unit Drive RT-flex84/96
3-lobe cams Supply unit gearwheel

The supply unit is driven by the crankshaft, via Drawn for Size 4
two intermediate gearwheels.
3-lobe cams are mounted to the camshaft.
The servo oil pumps are driven by individual
pinions, having a „mechanical fuse“ (reduced
diameter in pinion), in order to protect the gear-
drive in case of a pump seizure. The servo oil
pump gearwheel is hydraulically fitted as well.
Since the supply unit, i.e. fuel pumps and servo
oil pumps have no timing, means they just supply
Camshaft bearing
fuel or oil, the camshaft does not have to have a covers
determined position compared to crankshaft.
However the position of the cams relative to
each other must be respected. Servo oil
pump drive
gearwheel
2nd intermediate and pinions
gearwheel
RT-flex Comp. & Systems Supply Unit RT-flex50
Fuel side:
The „jerk-type“ fuel oil pumps deliver fuel
to the fuel rail. To keep the rail pressure
(600 - 900 bar), the pump flow rate is
regulated via electric actuators, by
pressure set point signals from WECS-
Fuel Pumps
9520.
Servo oil side:
The Dynex servo oil pumps deliver oil to
the servo oil rail with a pressure of ~100
- 200 bar via rising pipes.
The number of fuel- and servo oil pumps
El. Actuators
depends on the number of cylinders.
Servo oil Pumps

RT-flex Comp. & Systems Supply Unit RT-flex58/60
RT-flex60
RT-flex58T

RT-flex Comp. & Systems Fuel Supply Unit RT-flex82

FP Cut-off Heinzmann Fuel Pumps
Devices FP Actuators
The fuel supply unit is driven by the crankshaft,
via an intermediate gearwheel.
One(1)-lobe mono block camshaft.
#2 Camshaft bearing cover has special design

in order to seal camshaft casing from gear
wheel casing (crank casing).
Since the supply unit, i.e. fuel pumps and

servo oil pumps have no timing, means they
just supply fuel or servo oil to Rail Unit, the
camshaft does not have a determined position
compared to crankshaft. However the position
of the cams relative to each other must be
respected for load sharing.
Other Camshaft
The number of fuel pumps depends on the Camshaft Camshaft Bearings
number of cylinders. Gear Casing Drain
#2 Camshaft
Bearing
RT-flex Comp. & Systems Fuel Supply Unit RT-flex82
Fuel Return Line High Pressure Fuel

to RU Fuel Rail
Fuel Pressure
Retaining Valve
Heinzmann
FP Actuators
and Linkages
Fuel Inlet from
Booster Pump
The „jerk-type“ fuel oil pumps deliver fuel into the RU fuel rail pipe directly
The pump flow rate is regulated by electric actuator to keep the rail pressure (~ 500 - 1000 bar)
Actuators are receiving position set point signals from WECS
RT-flex Comp. & Systems Servo Oil Supply Unit RT-flex82
The Servo Oil supply unit is driven by the Dynex Servo

crankshaft, via an intermediate Oil Pumps
gearwheel.
The servo oil pumps are driven by

individual pinions, having a „mechanical
fuse“ (reduced diameter on carried shaft Pinion Gears
between pinion gear and servo pump), in
order to protect the gear-drive in case of
a pump seizure.
Mechanical
Fuses
Driven Gear by
Intermediate Gear
Driving Gear to
Pinion Gears
RT-flex Comp. & Systems Servo Oil Supply Unit RT-flex82
Servo Oil Inlet

High Pressure
from Auto Filter
Servo Oil
to RU Servo Rail
Dynex Servo Pumps

Servo Oil Inlet
Flow Sensors
#2
Pressure Control
Valves
#1 #3
The servo oil pumps are made by Dynex. They deliver servo oil into RU servo oil rail
pipe with a pressure of ~ 100 - 200 bar via rising pipes directly.
The pressure control valves are received pressure set point signal from WECS.
The number of servo oil pumps depends on the number of cylinders.

RT-flex Comp. & Systems Supply Unit
Fuel intermediate
Fuel side: accumulator
The „jerk-type“ fuel oil pumps deliver fuel
into the intermediate accumulator. To keep Fuel outlet
the rail pressure (600 - 900 bar), the pump Electric actuators to rail
flow rate is regulated via regulating linkage
Servo oil collector
and el. actuators, by pressure set point
block
signals from WECS.
From the accumulator there are two outlets,

connecting the accumulator to the fuel rail
via two rising pipes.
Servo oil side:

The servo oil pumps are made by Dynex or Servo oil
outlet to rail Fuel pumps
Bosch. They deliver servo oil into servo oil
collector block with a pressure of ~ 80 -190
bar. There are two outlets from the collector
block, connecting to the servo oil rail via two
rising pipes.
The number of fuel- and servo oil pumps Servo oil pumps 2nd intermediate
depends on the number of cylinders. (shown here as „Bosch“)
gearwheel

Shutdown & Shutdown solenoid
overpressure valve
regulating
valve
Fuel drain
Fuel pressure
retaining valve
Fuel inlet from Fuel return to

booster unit mixing tank Intermediate accumulator with
two safety valves (1’250 bar).

RT-flex Comp. & Systems Fuel Pump
Fuel pumps: Buffer space
The jerk-type fuel pumps deliver a variable Non return valve

quantity of fuel to the intermediate accumulator Pump cover
and fuel rail, in order to maintain the demanded Pump cylinder
rail pressure.
They do not have any timing. Pump plunger
To change the feed quantity, the pump plunger
Regulating sleeve
is turned by the regulating rack. Regulating rack
Compression spring
The roller guide/roller assembly and regulating
sleeve are lubricated by main bearing oil via a
double orifice.
Roller guide Upper housing
Roller
Lower housing
RT-flex Comp. & Systems Fuel Pump
Plunger position at regulating linkage position:
Pos: 0 Pos: 5 Pos: 10

No delivery Half delivery Full delivery

RT-flex Comp. & Systems Regulating Rack RT-flex50
Fuel pump regulating:
The regulating rack is moved by Woodward (ProAct IV) electric actuators. They receive a position set
point signal from WECS (4-20mA Signal).
Each actuator controls one fuel pump (the arrangement of actuators can differ among engine cylinder
numbers).
Air damper
future engines will get a

Heinzmann Actuator i.e. no
air damper needed!
Woodward electric fuel

pump actuator
RT-flex Comp. & Systems Fuel Pump Actuator Heinzmann
Fuel pump regulating:
The fuel pump regulating rack is moved by

Heinzmann electric actuator directly.
One(1) actuator regulates one(1) fuel pump.
Actuators (Control Modules) receive a position

set point signal from WECS.
Min. Delivery
Max. Delivery
Control Module for Actuator

RT-flex Comp. & Systems Regulating Linkage
Fuel pump regulating linkage:

Electric fuel pump actuators
The regulating linkage is moved by Woodward
(ProAct IV) electric actuators. They receive a
position set point signal from WECS.
One actuator controls two fuel pumps (the
arrangement of actuators can differ among
engine cylinder numbers).
The torque from linkage shaft to fork lever is

transmitted in both directions via torsional
springs. If a regulating rack of a pump is stuck
for some reason, the springs will compensate,
Local position so the other pump can still be regulated.
indication (0-10).
No load indicator !!
Torsional springs
Fork lever
Additional spring to push the rack,

in case of failure, to full position
RT-flex Comp. & Systems Fuel Overpressure Regulating Valve
Fuel overpressure regulating valve:
In case of the fuel pressure in intermediate

accumulator rises to ~1’050 bar, the
overpressure regulating valve releases fuel to
the fuel return line.
The opening pressure is pre-adjusted by valve
manufacturer. Shims are used to give the right
position to the knurled screw, means if the screw
is fully screwed down to shims, 1’050 bar are set
( for RT-flex84T-D and 96C-B see Service
Letter RT-flex-07/07).
The min. opening pressure, means when knurled

screw is screwed fully out, is around 500 bar
(engine still operational).
During normal operation, main bearing oil
pressure keeps the valve closed. When the
opening fuel pressure is reached, main bearing
oil is released, pressure above piston drops and
fuel is released.

RT-flex Comp. & Systems Shutdown Valve RT-flex84/96
Solenoid valve leak
Engine shutdown function: drain
Oil filter Shutdown
A shutdown is initiated by energizing the Solenoid
solenoid valve (energized from safety valve
system, not WECS). In this way, main MB-oil
bearing oil pressure above piston is supply
released, resulting in fuel pressure drop
down engine stops Piston
Lever for
manual de-
pressurising
for mainte-
nance work
RT-flex Comp. & Systems Shutdown Valve not RT-flex84/96, MKI

Solenoid valve leak
Engine shutdown function: drain
Oil filter Shutdown
A shutdown is initiated by energizing the Solenoid
solenoid valve (energized from safety valve
system, not WECS). In this way, main MB-oil
bearing oil pressure above piston is supply
released, resulting in fuel pressure drop
down engine stops Piston
Lever for
manual de-
pressurising
for mainte-
nance work
Safety Valve
(1’250bar)
Overpressure Control Fuel Rail Pipe

Valve and Shutdown Valve
RT-flex Comp. & Systems Supply Unit, Servo Oil RT-flex84/96
Servo oil pumps arrangement:
The servo oil pumps supply oil to the collector block, which has two high pressure outlet pipes to the
servo oil rail. A safety valve limits the max. pressure to 230 bar.
The number of servo oil pumps depends on the number of cylinders. If one pump fails, the engine can
still be operated.
Flow sensor
Safety valve Non return valves
at each inlet
High pressure
pipes
Collector Block
Oil supply Servo oil

pumps
Bosch pumps arrangement (some engines only). Dynex pumps arrangement

RT-flex Comp. & Systems Servo Oil Pump „Dynex“

Suction port
Compensator valve with solenoid
HP-outlet
(Inch-type or
metric thread)

RT-flex Comp. & Systems Servo Oil Pump „Dynex“
Function of pressure regulation valve
("compensator valve") of Dynex pump
RT-flex Comp. & Systems SOP „Dynex“ – Compensator Valve

RT-flex Comp. & Systems Servo Oil Pump „Bosch“ RT-flex84/96
The Bosch servo oil pumps are axial piston swash-

plate type pumps. They supply oil to the collector
block and via two high pressure pipes to the servo
oil rail. A safety valve limits the max. pressure to 230
bar.
The number of servo oil pumps depends on the
number of cylinders. If one pump fails, the engine
can still be operated at full load.
When the engine turning direction is reversed, the
swash-plate of the pumps needs to be reversed as
well.
Control oil is used to move the swash-plate to
position.
Swashplate angle encoder Case drain Control oil inlet Leak oil return
Visual indication High pressure
outlet
Non return
Valve / anti
cavitation port
Proportional
valve solenoid- Anti cavitation
Proportional inlet (from
valves valve position servo oil main
transmitter Proportional supply pipe)
valve
HP-outlet pressure
transmitter
Main oil inlet

The Bosch-Rexroth pumps have its own

regulating system, getting pressure
setpoint signals and ahead/astern signals
from WECS.
The anti-cavitation port avoids cavitation
in the pump body, if a pump does not
move the swashplate to the appropriate
engine running direction. (pump tries to
suck in from HP-outlet pipe).
In such a case, the non-return valve at
anti-cavitation port opens. Servo oil from
main supply pipe is sucked in via anti-
cavitation port and delivered out again
via main inlet. The oil will thus flow "idle"
through the pump.
This is default in case of black out, the B,B1 Pressure Port SAE 1 1/2 "
swashplate swings to ASTERN position SB Anti Cavitation Port SAE 2 "
S Suction Port SAE 3 "
to prevent servo oil overpressure due to
P,SP Control Pressure Port M18x1.5
windmilling engine without servo oil Rkv Pilot Fluid Drain M22x1.5
consumption. R(L) Return (Aeration) M42x2
RT-flex Comp. & Systems Control Oil Pumps RT-flex58/60, MKI
RT-flex58T, MK1

RT-flex Comp. & Systems Control Oil Pumps RT-flex84/96
HP-Inlets from pumps
Drain valve for leakage (with orifice)
3 shut of valves for outlets “Kraus & Wimmer”
2 Pressure retaining valves

2 Overpressure relief valves
Pressure transmitter
for leak detection
(signal to Alarm System)
2 (3) HP-outlets for double wall “Bucher”

pipes -> control oil rails
RT-flex Comp. & Systems Service Pump

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

RT-flex Comp. & Systems Rail Unit RT-flex50
Size 0 engines:
Fuel rail made of one piece
WECS-9520 Cylinder-Electronic
Unit boxes are fitted on the outer
front side
SIB (E90) Box on free end for

size 0 engines
RT-flex Comp. & Systems Rail Unit
Size 4 engines with more than 7

cylinders, the rail unit is split in two
parts.
Both rail-sections (forward/aft) for

fuel-, servo- and control oil are
connected by high pressure pipes.
=> Same pressure in the related
rails of both halves.
WECS-9520 Cylinder-Electronic
Unit boxes are fitted on the outer
front side
SIB (E90) Box on free end or in the

middle of the rail unit depending on
the number of cylinders (Size 4: in
the middle if more than 7 cylinders)
Protection bars

RT-flex Comp. & Systems Rail Unit RT-flex58/60
RT-flex58T, MKII
RT-flex58T, MKI

RT-flex Comp. & Systems Rail Unit RT-flex82C/82T

RT-flex Comp. & Systems Rail Unit RT-flex84/96
RT-flex Comp. & Systems Rail Unit Main Parts
Steam
Fuel oil rail:

The fuel rail contains high pressure fuel of ~ 600 - 800 bar ICU
delivered by the fuel pumps of the supply.
For each cylinder, there is an Injection Control Unit (ICU).

The rail is heated by a trace heating piping system. Fuel oil rail
Servo oil rail:

The servo oil rail contains fine filtered (6-micron) high pressure
servo oil, ~ 80 - 190 bar, delivered by the servo oil pumps of the
supply unit, depending on engine load. For each cylinder there is
a Valve Control Unit (VCU).
Additional return/leakage piping:

Fuel ICU-leakage pipe Servo oil rail
Common servo oil return pipe
VCU

RT-flex Comp. & Systems Rail Unit Piping RT-flex82
Servo Oil Return ICU Fuel

from ICUs Leakage
Fuel
Steam Tracing Return Fuel Rail
Pipes
Safety Valve
Servo Oil
(1’250 bar)
Leakage from
VCUs & ICUs
VCU
SHD & Pressure
Control Valve
Fire Extinguishing (1’050 bar)
Pipe with Nozzles
Fuel from SU
Servo Oil Return Servo Oil

from VCUs Rail
Drive End
Servo Oil from SU
RT-flex Comp. & Systems Rail Unit Main Parts RT-flex84/96

Steam Fuel oil rail
Fuel oil rail: ICU‘s
The fuel rail contains high pressure fuel of
~ 600 - 800 bar delivered by the fuel pumps of
the supply.
For each cylinder, there is an Injection Control

Unit (ICU).
The rail is heated by a trace heating piping system.
Servo oil rail:

The servo oil rail contains fine filtered (6-micron) high
pressure servo oil, ~ 80 - 190 bar, delivered by the servo Control
oil pumps of the supply unit, depending on engine load. oil rail
For each cylinder there is a Valve Control Unit (VCU).
Servo oil rail
Control oil rail:
The control oil rail contains 200 bar control oil (constant pressure) delivered by the control VCU’s
oil pumps.
Additional return/leakage piping:

Fuel ICU-leakage pipe
Common servo oil/control oil return pipe

Drive End
from SU Servo
Oil Pumps
from SU Fuel Pumps
Both rail pipes (fuel- & servo-) are made by two(2)

parts and assembled with Intermediate Piece in
one(1) Rail Unit Box.
Intermediate Piece
Servo Rail
Fuel Rail Fuel rail pipe has “peanut” shape bore.

RT-flex Comp. & Systems Rail Unit Piping
Shown for RT-flex96C-B
Shown for RT-flex96C-B

RT-flex Comp. & Systems Fuel Rail Pipe
Shown for RT-flex96C
The bore has a shape
of a “peanut”.
The fuel rail pipe is made of one piece.
Connecting piece
between fuel rail
and ICU
ICU
Trace heating
Fuel oil rail

Fuel pressure
relief valve
Fuel overpressure
regulating valve
Servo oil rail
VCU
Servo oil
return pipe
Fuel oil rail

Trace heating
ICU
Servo oil rail
VCU
Servo oil
return pipe
RT-flex Comp. & Systems Rail Unit Piping RT-flex58/60, MKI

Fuel rail:
VCUs
The fuel rail contains high pressure
ICUs fuel of ~ 600 -900 bar delivered by
the fuel pumps of the supply unit
during engine operation. The rail
pressure is regulated depending on
engine load. For each cylinder,
there is an Injection Control Unit
(ICU) installed on the fuel rail. The
ICUs are actuated by help of
Fuel rail control oil pressure. WECS is
Servo oil return pipe
activating the ICUs for injection
control. The rail is heated by a trace
heating piping system.
Main bearing oil supply Servo oil rail:

The servo oil rail contains fine
filtered (6-micron) high pressure
Servo oil rail servo oil, ~ 80-190 bar, delivered by
the servo oil pumps of the supply unit, depending on engine load. For each
cylinder there is a Valve Control Unit / exhaust valve actuator (VCU)
Control oil supply rail
installed on the servo oil rail. WECS is activating the VCUs for exhaust valve
Control oil return rail control.

Additional piping in previous

design:
ICU fuel drain pipe.

(constant orifice leakage
drained to fuel return to
booster unit) Trace heating
Fuel leakage drain (ICU
internal leakage or
injection pipe leakage)
Control oil supply rail to
supply actuating control oil
to ICUs.
Separate control oil return
rail. ICU fuel drain pipe
Main bearing oil supply to
VCU (refilling of drained oil Fuel leakage drain to overflow tank
through constant orifice in
exhaust valve drive)

Control oil pumps
Control oil pumps:
- Two electrically driven control
SHD-valve
arrangement oil pumps supply control oil with
constant pressure of 200 Bar to
the control oil supply rail.
Control oil
supply rail Overpressure regulating valve:
- Similar function as the valve
Control oil used for new design, but the
return rail SHD function is not included.
(fuel drained to overflow tank)
SHD-valve arrangement:
- The SHD solenoid valve
(energised by Safety System)
enables control air to the SHD-
servo, that activates the SHD-
valve itself to depressurize the
fuel system. (fuel drained to
overflow tank)
Overpressure regulating valve

RT-flex Comp. & Systems Rail Unit Piping RT-flex58/60, MKII
Fuel oil rail:
The fuel rail contains high pressure fuel of ~ 600 -900 bar
delivered by the fuel pumps of the supply unit during
engine operation. The rail pressure is regulated depending
on engine load. ICUs
For each cylinder, there is an Injection Control Unit (ICU)
installed on the fuel rail. The ICUs are actuated by help of
servo oil pressure via hydraulic HP-hoses. WECS is
activating the ICUs for injection control.
The rail is heated by a trace heating piping system. Fuel rail
Servo oil rail:

The servo oil rail contains fine filtered (6-
micron) high pressure servo oil, ~ 80-190 bar,
delivered by the servo oil pumps of the supply
unit, depending on engine load. For each
cylinder there is a Valve Control Unit / exhaust VCUs
valve actuator installed on the servo oil rail.
WECS is activating the VCUs for exhaust
valve control.
The high pressure rails of new design are Servo oil rail
made of single pipes. The ones of old design
rail of rail pipe sections.
RT-flex Comp. & Systems Rail Unit Piping RT-flex58/60, MKII
Additional return/leakage piping: Fuel leakage pipe
One fuel leakage pipe (back to

overflow tank)
One common servo oil return pipe
(back to crankcase)
Trace heating (steam or thermo oil) Safety valve
Servo oil return pipe
Fuel system overpressure valves:

Trace heating
SHD and overpressure regulating valve.

Opening pressure approx. 1050 bar for
overpressure regulation. The SHD-solenoid is
activated by Safety System to depressurize the
fuel system (fuel drained to return pipe to
booster unit). SHD and overpressure
regulating valve
Safety valve.
Opening pressure 1250 bar. Fuel drained to
overflow tank.
RT-flex Comp. & Systems Rail Unit Piping RT-flex82T/82C
Fuel oil rail:
The fuel rail contains high pressure fuel of ~ 600 -900 bar delivered by the
fuel pumps of the supply unit during engine operation. The rail pressure is
regulated depending on engine load.
For each cylinder, there is an Injection Control Unit (ICU)
installed on the fuel rail. The ICUs are actuated by help of
servo oil pressure via hydraulic HP-hoses. WECS is
activating the ICUs for injection control.
The rail is heated by a trace heating piping system.
Servo oil rail:

The servo oil rail contains fine filtered (6-micron)
high pressure servo oil, ~ 80-190 bar, delivered
by the servo oil pumps of the supply unit,
depending on engine load. For each cylinder
there is a Valve Control Unit / exhaust valve
actuator installed on the servo oil rail. WECS is
activating the VCUs for exhaust valve control.
The high pressure rails of new design are made

of single pipes. The ones of old design rail of rail
pipe sections.
Drive End
ICU
VCU

Servo Oil Safety Valve Reducing Valve (~50 bar)
(230 bar) Fuel
for Pulse Lubrication
Leakage
Fuel Rail
Servo Oil Return

from VCUs
Servo Oil
Leakage
from ICUs
Servo Oil Rail
Servo Oil Leakage

from Actuator Pipes
VCU
RT-flex Comp. & Systems Rail Unit Piping RT-flex84/96

Control oil
high pressure
hoses
Trace heating
Fuel oil rail
ICU and injection high pressure

pipe leakage drain pipe
(connected to leakage collector
=> Alarm to AMS)
Servo oil rail Control oil rail
Main bearing oil supply pipe for Servo oil (and control oil)
upper side of VCU (flex96C-B common return pipe
only)

At each inlet, there are shut-off valves, in order to

isolate individual HP-pipes in case of leakages.
Fuel-, servo- and control oil inlet to the rails are

between the two rail unit halves (if more than 7
cylinders).
For redundancy reasons there are for each

system two rising pipes connected to the two rail
unit halves.
The cross-connection high pressure pipes enable

a direct connection between each rail for
pressure equalization
if one HP pipe is broken, it can be shut-off on
both ends and the remaining one feeds both
rails
Rail unit general drain piping. Possible leaks of fuel, oil and water are collected for each
rail => Alarm to Alarm System „Rail Unit (FWD), General Leak“.
The leakage is drained to the sludge tank.

RT-flex Comp. & Systems (fuel) Injection Control Unit (ICU)
WECS-9520
Servo (control) oil
control
supply 200 bar
Fuel Pump Actuator
RT-flex Comp. & Systems ICU RT-flex50

RT-flex Comp. & Systems ICU RT-flex58/60

RT-flex Comp. & Systems ICU RT-flex82T/82C
RT-flex Comp. & Systems ICU RT-flex84/96

RT-flex Comp. & Systems ICU, Working Principle
Fuel quantity piston
Servo rail
Fuel quantity
(Size 4: sensor
Control rail)
Fuel nozzles
Rail valves
Injection control
valves
Fuel rail
RT-flex Comp. & Systems ICU, Working Principle
Fuel quantity piston
Servo rail
Fuel quantity
sensor
Return
Injection
Back to Fuel nozzles
Rail valves return position
Injection control
valves
Fuel rail
<<
RT-flex Comp. & Systems ICU, Working Principle RT-flex82
RT-flex Comp. & Systems ICU, Working Principle RT-flex82

Fuel quantity sensor
Servo oil side:
The rail valves control the oil flow to the control oil
Fuel quantity piston block.
Fuel side:
The fuel control valves are actuated by pistons in the
Fuel control control oil block. There is one valve for each injector.
valves
The main body of the ICU includes the injection
quantity piston.
Servo oil side “Fuel Quantity Sensor” in a housing kept away from
the hot block.
Servo oil Servo oil and fuel oil side are entirely separated from
return each other. Nevertheless, leakages of both systems
have a common drain.
Fuel side
Working principle:
Each ICU is pre-controlled by 2 rail valves to open or
close the way for fuel from the rail to the injection
Rail valves nozzles.
Fuel for each injection, necessary stroke is calculated
and quantified, then injected, measured and corrected
Servo oil for the next injection.
supply
RT-flex Comp. & Systems ICU

Fuel quantity sensor
Servo (control) oil side:
Fuel quantity piston The rail valves control the oil flow to the control oil block.
Servo (control) oil side
Fuel side:
Servo oil The fuel control valves are actuated by pistons in the
Rail valves return control oil block. There is one valve for each injector.
The main body of the ICU includes the injection quantity
piston.
“Fuel Quantity Sensor” in a housing kept away from the
Fuel control hot block.
valves
Control- and fuel oil side are entirely separated from each
other. Nevertheless, leakages of both systems have a
common drain.
Working principle:
Each ICU is pre-controlled by 3 rail valves to open or
close the way for fuel from the rail to the injection
Servo oil
nozzles.
supply
Fuel side Fuel for each injection, necessary stroke is calculated
and quantified, then injected, measured and corrected for
the next injection.

RT-flex Comp. & Systems ICU Cross-Section
New stainless
steel filter
RT-flex Comp. & Systems ICU Cross-Section

RT-flex Comp. & Systems ICU Cross-Section RT-flex82
To Injectors
Quantity Piston
Quantity Sensor
Aluminium Tube Lip Seals
From Fuel Rail
RT-flex Comp. & Systems ICU Cross-Section RT-flex82
Injection Control Valves
Distance Piece
Control Pistons
Rail Valves

RT-flex Comp. & Systems ICU, new leak drain RT-flex96C
New piping layout separates

leak drain from injection pipes
and from ICU internals.
Inspection plug for visual
check of leak.
RT-flex Comp. & Systems Fuel Nozzle (not MKI, 82)
Fuel nozzle with

“venting spiral”
(not valid for “MKI”
and 82)
Opening pressure 375 bar

RT-flex Comp. & Systems Fuel Nozzle RT-flex82
from ICU
Opening Pressure:
375 ± 10 bar
Fuel Return
Passage Opening Pressure is adjusted by Adjusting of Shim
Shim Rings
Rings’ thickness
RT-flex Comp. & Systems (exhaust) Valve Control Unit (VCU)

RT-flex Comp. & Systems VCU (general working principle)
The valve control unit is pre-controlled by the rail valve.
At a certain crank angle, it gets an „exhaust valve open“

impulse signal from WECS-9520. Servo oil flows via rail
valve to the lower side of the Slide Rod and moves it up.
Thus, servo oil flow to the VCU-cylinder is enabled. Via
bores in the VCU-piston, oil flows into the lower side of
the piston and moves it towards the upper end.
the exhaust valve opens
At another calculated angle, WECS-9520 transmits an
„exhaust valve close“ signal to the rail valve. The Slide
Rod moves down by mechanical spring, releasing the oil
from the VCU-piston underside allowing the oil volume in
the exhaust valve to return to the VCU. The servo oil
underneath the VCU piston is drained to the servo oil
return pipe.
the exhaust valve is closing
Due to certain control bores, the VCU- piston has a

progressive movement. Means, it starts to move fast
and slows down, as it gets closer to the end stop.
RT-flex Comp. & Systems VCU, Monobloc RT-flex50, “MKII”, 68, 82, 84T

RT-flex Comp. & Systems VCU, 3-Block RT-flex58T/60C (MKI), 96
RT-flex Comp. & Systems VCU, Working Principle
Rail valve Slide rod Piston Exhaust valve

Oil supply *)
*) internal from servo rail or

external from lube oil
Servo rail
Position sensor
Spring air

RT-flex Comp. & Systems VCU, Working Principle

Oil supply
Servo rail
Position sensor
Spring air
RT-flex Comp. & Systems VCU, Working Principle RT-flex82
Servo rail
Position sensor
Spring air

RT-flex Comp. & Systems VCU, Working Principle RT-flex82
Servo rail
Position sensor
Spring air
RT-flex Comp. & Systems VCU RT-flex58T/60C (MKI), 96
To exhaust valve
The servo oil supply from the servo oil rail to
3/2 way valve the 3/2 way valve is done via connecting
element. The 3/2 way valve is pre-controlled by
a rail valve (same type as for ICU).
Rail valve
Main bearing oil The servo oil return pipe has a back pressure
supply of ~2-3 bar to dampen pressure peaks.
To the upper part of the VCU/actuator pipe,

there is a main bearing oil inlet via a non-return
valve, in order to fill up the oil losses through
the orifice in the exhaust valve drive.
VCU cylinder
and piston
Connecting
element
Servo oil return
Shown for flex 58T (MKI),

60C (MKI), 96C-B
RT-flex Comp. & Systems VCU RT-flex58T/60C (MKI), 96
New stainless
steel filter
RT-flex Comp. & Systems Valve Control Unit (VCU) RT-flex82

Servo Oil Return
to Exhaust Valve
Servo Oil
Leakage from
Actuator pipe
Slide Rod
(block inside)
VCU Piston
(block inside)
Servo Oil
Filter
Servo Oil
to ICU Rail Valve
RT-flex Comp. & Systems VCU RT-flex50, “MKII”, 68, 82, 84T-D
To Exhaust valve Rail Valve Slide Rod
The VCU sits directly on the servo rail.

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

Internal Orifice plug inside
RT-flex Comp. & Systems Exhaust Valve Drive

Damper Orifice
Main differences to a conventional
RTA-valve drive:
Oil inlet from
exhaust valve
The exhaust valve is actuated by a actuator pipe Thrust piece
double piston drive, in order to save oil
volume
Double piston
Two redundant exhaust valve stroke drive
sensors for monitoring
One measuring cone for stroke sensors Measuring cone
Air spring piston runs directly in the Two exhaust valve
housing. stroke sensors
The disc spring package is dampening Air spring piston
opening stroke in case of low air spring
pressure Disc spring package
Exhaust valve spindle
RT-flex Comp. & Systems Exhaust Valve Drive
RT-flex Comp. & Systems Exhaust Valve Drive RT-flex82

Constant Actuator
Orifice Oil Drain Stroke
Sensor
Spring Air
NRV with Orifice
RT-flex Comp. & Systems Rail Valves
RT-flex Comp. & Systems Rail Valve RV-2

Injection / Valve open
Rail valve are quick acting 3/2-way solenoid valves. Each cylinder unit has four
rail valves. Three of them are pre-controlling an ICU, one of them is
pre-controlling the VCU. Flex50 has only two rail valves per ICU.
Following an injection/return- or open/close command of WECS-9520, the
corresponding coils are energized for a very short time (normal operation
~1 ms, max. 4.5 ms), but with a high current impulse (~50-60A).
Iron core
This makes the valve spindle move towards the energized coil
(~0.3 mm stroke). Valve spindle
Control oil inlet
The high current impulse and the short travel of the valve
Inlet/outlet to ICU/VCU
spindle enable a very short actuation time, which is Outlet to return pipe
indispensable for precise injection- or exhaust valve control.
The rail valves are non-serviceable. Nevertheless, if dirt Coils

particles are suspected to influence proper operation, the
valves can be opened and blown out by air.
Pay attention to the assembly position of valve spindle.
Electric sockets
No injection / Valve close

RT-flex Comp. & Systems Crank Angle Sensor (CA)
The crank angle sensors are located on the free end of the crankshaft (or Geislinger Damper).
The crank angle signal is absolutely indispensable

Axial vibration sensor
(non-standard)
for engine operation.
At least one of the sensors must be working. If one
Oil supply fails, WECS-9520 can detect the failure and will
keep working with the healthy signal (plausibility
check). In case both sensors fail, the engine will
stop without delay.
There is no emergency operation

possible without at least one CA
sensor!
RT-flex Comp. & Systems CA-Sensor
They are separated from the crankshaft by a special coupling. They create an exact digital signal of the
actual crankshaft position (0….360°) The CA sensors have a resolution of 0.1°
The spring loaded coupling absorbs all longitudinal and axial movement of the crankshaft. It drives a shaft
which is supported by two ball bearings. The bearings are oil lubricated. From the shaft a toothed belt
drives each sensor.
Shielded BUS cables transmit the signals to the

WECS-9520 control.
CA-Sensors are delivered in a box
CA-Sensor, complete with holder and cable.
RT-flex Comp. & Systems CAS failures
The sensor bearings are designed for radial
forces of 60 N.
According instruction tension belt should
be tightened at 40N - 45N.
Measurement in engine operation
reveal radial forces up to 85 N,
which is expected to lead in the
reviewed cases to increased
clearances during operation.
old new
The sensor bearings assembly was

redesigned by the maker.
New sensors are delivered with white cable.
RT-flex Comp. & Systems CAS belts
Current Synchroflex
New Fenner
under testing
New Synchroflex
under testing
Connection unit CA Sensors
RT-flex Comp. & Systems TDC Pick-up
TDC Pick-up
The TDC pick-up on the flywheel is
sensing “Top Dead Centre” of
cylinder #1 and is used to detect
faulty / drifted crank angle sensors,
damaged CA drives and twisted
crankshafts.
“TDC #1 tooth” at the flywheel
RT-flex Comp. & Systems TDC Pick Up Sensor RT-flex82
The TDC pick up sensor detects one(1)

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

Sensor
RT-flex Comp. & Systems Local Control Stand RT-flex50
RT-flex Comp. & Systems Local Control Stand
RT-flex Comp. & Systems Air system
Air is used for:

Actuation of automatic start valve
Starting of engine
Spring air supply
(Oil mist detector)
Flushing of automatic filter for servo
and control oil
(OMD)
(SHD valve)
RT-flex Comp. & Systems Air supply
From starting air bottles (30 bar)

To air springs To automatic main
starting valve
From control air
through turning gear
supply (7-9 bar)
(OMD)
(SHD valve)
Control air (23HA) has to be adjusted

slightly higher than back-up air (19HA)
RT-flex Comp. & Systems Control air supply unit
RT-flex Comp. & Systems Control air supply unit RT-flex50
RT-flex Comp. & Systems Air system RT-flex50
Air is used for:

Actuation of automatic start valve
Starting of engine
Spring air supply
(Oil mist detector)
Flushing of automatic filter for servo
and control oil
RT-flex Comp. & Systems Air supply RT-flex50
From control air To air springs

supply (7-9 bar) and automatic
main starting
valve through
turning gear
RT-flex Comp. & Systems Main starting valve
RT-flex Comp. & Systems Starting Pilot Valve
RT-flex Comp. & Systems Starting air

04 RT Flex Comp Syst

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04 RT Flex Comp Syst

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RT-flex Training

Mech. Components & Hydraulic systems

© Wärtsilä Land & Sea Academy Page 1 Chapter 20 Feb. 2010

RT-flex Comp. & Systems RT-flex specific parts only

© Wärtsilä Land & Sea Academy Page 2 Chapter 20 Feb. 2010

© Wärtsilä Land & Sea Academy Page 3 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Overview RT-flex58/60

© Wärtsilä Land & Sea Academy Page 4 Chapter 20 Feb. 2010

© Wärtsilä Land & Sea Academy Page 5 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Overview RT-flex84/96

© Wärtsilä Land & Sea Academy Page 6 Chapter 20 Feb. 2010

For the servo oil systems normal system

The filter "sludge" goes back to

© Wärtsilä Land & Sea Academy Page 7 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Automatic Filter RT-flex82

The automatic filter unit cleans the

Oil Inlet from

The filter "sludge" goes back to the crankcase.

© Wärtsilä Land & Sea Academy Page 9 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Automatic Filter

The back flushing is automatically initiated by the control box either

© Wärtsilä Land & Sea Academy Page 10 Chapter 20 Feb. 2010

Single lobe drive

The supply unit is direct driven by the crankshaft.

RT-flex Comp. & Systems Supply Unit Drive RT-flex58/60

© Wärtsilä Land & Sea Academy Page 12 Chapter 20 Feb. 2010

© Wärtsilä Land & Sea Academy Page 13 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Supply Unit Drive RT-flex82

© Wärtsilä Land & Sea Academy Page 14 Chapter 20 Feb. 2010

3-lobe cams Supply unit gearwheel

© Wärtsilä Land & Sea Academy Page 15 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Supply Unit RT-flex50

Servo oil Pumps

© Wärtsilä Land & Sea Academy Page 16 Chapter 20 Feb. 2010

© Wärtsilä Land & Sea Academy Page 17 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Supply Unit RT-flex68

© Wärtsilä Land & Sea Academy Page 18 Chapter 20 Feb. 2010

© Wärtsilä Land & Sea Academy Page 19 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Fuel Supply Unit RT-flex82

One(1)-lobe mono block camshaft.

#2 Camshaft bearing cover has special design

Since the supply unit, i.e. fuel pumps and

Fuel Return Line High Pressure Fuel

Actuators are receiving position set point signals from WECS

© Wärtsilä Land & Sea Academy Page 21 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Servo Oil Supply Unit RT-flex82

The Servo Oil supply unit is driven by the Dynex Servo

The servo oil pumps are driven by

Servo Oil Inlet

Dynex Servo Pumps

The number of servo oil pumps depends on the number of cylinders.

© Wärtsilä Land & Sea Academy Page 23 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Supply Unit RT-flex84/96

© Wärtsilä Land & Sea Academy Page 24 Chapter 20 Feb. 2010

From the accumulator there are two outlets,

Servo oil side:

© Wärtsilä Land & Sea Academy Page 25 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Supply Unit RT-flex84/96

Fuel inlet from Fuel return to

© Wärtsilä Land & Sea Academy Page 26 Chapter 20 Feb. 2010

Fuel pumps: Buffer space

The jerk-type fuel pumps deliver a variable Non return valve

© Wärtsilä Land & Sea Academy Page 27 Chapter 20 Feb. 2010

RT-flex Comp. & Systems Fuel Pump