RT-flex60C R Demmerle

More Power In Less Space
For Medium-Sized Ships

Sulzer RT-flex60C
Service - Engineer - Meeting
Rudolf Demmerle
Edition: 01 / 2003
Technology 60C- New Engines Team 15.01.03 - 1

Sulzer RT-flex60C Introduction
Second 7RT-flex60C engine on

test bed at Wärtsilä Italy, Trieste
l Power 22'470 bhp
16'520 kW
l Speed 114 rpm
l Bore 600 mm
Stroke 2'250 mm
l mep 19.5 bar
Type Approval Test succefully

achieved 20.12. 2002

Sulzer RT-flex60C Power and Speed Range
Sulzer RTA Series

Two-Stroke Marine Diesel
Engine Range

Sulzer RT-flex60C Engine Parameters

Sulzer RT-flex60C Engine Parameters
Engine parameters

Sulzer RT-flex60C Main Design Issues
Traditional design main features

l Double wall structures intensive FE investigations
l Gear wheel drive supply unit; second order balancers
l Mitchell thrust bearing pads adaptable; no overhauls needed
l Bore cooling combustion chamber components
l White metal bearings all bearings with thick running layers
l Cross head lubrication high pressure; forced lift-off

Sulzer RT-flex60C Main Design Issues
New design features

l flex system common rail type injection
and valve control
electronically controlled
l Bedplate, main bearings bore co-machined with cover
l Bedplate, thust bearing design rigid; welding at low stress area
l Con-rod big end bearings 2 thin shell WM bearings, no WM lining
l Con-rod big end bearings rod and cover: bore co-machined
l Cross- head guide shoes one-piece; WM lined

Sulzer RT-flex60C Main Design Issues (cont.)
New design features

l Stuffing box design improved for low system oil
consumption; internal recirculation
l TriboPack combined measures for safe piston
running behaviour
3 years between overhauls
l Turbo charger support stiff, integral part of air receiver
l Air cooler arrangement hanging tube stacks, fresh water
l Water separator design improved water mist catcher

Sulzer RT-flex60C RT-flex Arrangement
Common Rail System

l The pressurised media are collected
in the Rail Unit
l Electronic WECS 9500 control signals
actuate servo oil valves (Rail Valves)
inside the Rail Unit to actuate exhaust
and fuel valves
l Master signals from the FE mounted
CA sensor for absolute crank position
l Servo oil is fine filtered
l Fuel and servo oil are pressurised in
a Supply Unit
l The Supply Unit is directly driven from
the crankshaft gear wheel at driving
end as there is the lowest
torsional movement

Sulzer RT-flex60C CR System
tb`pJVRMM
WECS-9500
Servo Supply Åçåíêçä
control
Fuel System 200 bar
sçäìãÉíêáÅ
Volumetric
Cylinder
áåàÉÅíáçå
injection
6 5 4 3 2 Åçåíêçä
control
pìäòÉê=`çããçå=o~áä===úNMMM=Ä~ê
Fuel
ëáãéäÉ
======êÉäá~ÄäÉ= High efficiency
============ÑäÉñáÄäÉ Sulzer Common Rail Pump

Sulzer RT-flex60C CR System
tb`pJVRMM
WECS-9500
Åçåíêçä
control
Exhaust Valve Drive
Cylinder eóÇê~ìäáÅ
Hydraulic
6 5 4 3 2 ^Åíì~íçê
actuator
pÉêîç=pìééäó
Servo Supply ===OMM=Ä~ê
200 bar
ëáãéäÉ
======êÉäá~ÄäÉ=
============ÑäÉñáÄäÉ Servo oil pump

Sulzer RT-flex60C RT-flex System Overview
Exhaust valve WECS 9500 Crank

actuator angle
control
system sensor
Fuel
injectors
50µ
6µ
Exhaust valve
actuating unit
Volumetric fuel
injection control unit
1000 bar fuel HFO / MDO
200 bar servo oil
30 bar starting air

Sulzer RT-flex60C WECS-9500 Common Rail Control
Ship Alarm hardwired RCS backup WECS 9500

System Local Ctrl
hardwired Amplifier ECR

RCS & Safety hardwired Servo Oil WECS
System ASM10 Assistant
(DENIS-9)
hardwired Amplifier
MCM700
4…20mA Fuel
Electronic
Speed 2x CAN Bus
Controller 2x SSI Shaftencoder
CCM10 CCM10 CCM10 CCM10 CCM10 CCM10

Power Supplies O=ñ=QQMs^`
VDM10 VDM10 VDM10 VDM10 VDM10 VDM10

Sulzer RT-flex60C RT-flex Rail Unit Arrangement
l Fuel high
pressure pipes
l double wall
execution
l Fuel supply
l Servo oil supply
l both supply lines
in redundant
execution
l 100 % power
possible with one
broken pipe

Sulzer RT-flex60C RT-flex Rail Unit Arrangement
Arrangement ot the Rail Unit

l Assembly state
l no hand rails
l no piping

Sulzer RT-flex60C RT-flex Rail Unit Components
Fuel rail
l Injection control units
l Fuel injection pressure up to 1000 bar
Servo oil rail

l Hydraulic exhaust valve drive
l Pressure up to 200 bar

Control oil side Injection control unit

l Sulzer rail valves LP-1 are
electronically controlled by
WECS 9500
l They hydraulically activate the
individual injection valves per cylinder
l A dosage piston stands for an exact
volumetric control of the fuel oil
HFO side

Partition device / Valve Actuator

l Hydraulic piston for valve acuation
l Separates fine filtered servo oil from
standard system oil
l for servicing:
l Prevents flow out of servo oil rail
alve
v
r ail l Prevents dirt from entering fine
- 1 filtered oil system
LP

Sulzer RT-flex60C RT-flex Supply Unit Components
Supply unit
l Heavy fuel oil supply of 1000 bar
l 4 or 6 jerk type pump elements
dependent on cylinder number
l Basis: fuel pumps of Sulzer ZA40S
l Direct mechanical gear drive
l Servo oil supply of 200 bar

l 3 Dynex pumps:
reversible, axial piston type
l Pumps’ capacity ensures redundancy

in case of failure


Automatic fine filter (Boll & Kirch)

l 5 µm needed to achieve
3 years TBO with the
Dynex pumps
l automatic cleaning
l recirculated in main oil stream
l stiffening bars to air reciver to
limit vibration level

Sulzer RT-flex60C RT-flex Local Manoeuvring Stand
fuel
Control Panel pressure
control panel
speed
servo oil
pressure
ctrl oil
pressure
fuel quantity
backup
control
safety
system
aux.
blowers

Sulzer RT-flex60C Customer’s Benefits
l High reliability
l 3 years between overhauls
l Low cylinder oil consumption
l Low system oil losses
l Low emissions by RT-flex
l Capable to run extremely low speed

Sulzer RT-flex60C Reliability
Computer Aided Engineering areas

l Finite Elements (stress & strain, temperature)
l Engine structure (column / bedplate)
l Air receiver / exhaust pipe
l Hot parts
l Cylinder block
l Running gears
l Rail unit / supply unit
l Girder casting and solidification simulation
l Hydrodynamics
l Elasto- hydrodynamic main bearing calcul.
l Supply and rail unit specific hydraulics
l Vibrations
l Torsional and axial shaft vibrations

Bedplate
l Stiff double wall design
l Co-machined journal bores and
bearing covers
l Thin bearing shells with white-metal
lining with a thickness of 2.5 mm or
more
l Integrated thrust bearing

Sulzer RT-flex 60C Reliability
Main Bearing Design

l Thin shell design with thick
running layer in White Metal or
Aluminium
l Two holding down bolts for
sufficient force to omit fretting
l Semi-circular oil supply through
upper shell
l Elastic bearing cover;
co- machined with bedplate to
omit any step in bearing split
l Bearing cover mounted in
deformed shape to provide
pressfit to bedplate

Main bearing cover

l Upper main bearing shell fitted
l mounting tool fitted

Thrust Bearing
l Stiff thrust bearing girder with cast
intermediate piece
l Less welding work
l Reduced load in welding seams
l Compact holder for thrust bearing

pads (same as on RTA58T-B)
l Manufacturing friendly
l Easier maintenance
l Most reliable

Crankshaft
l Semi built
l Stresses and deformations optimized
by FE calculation

Flywheel
l Improved tooth geometry (contact
ratio > 1)
l Teeth of flywheel and pinion cast

Connecting rod
l Crosshead bearing
l Lubricating and piston cooling oil
access through knee lever
l Lower shell with thick white metal
layer
l Cap with white metal lining
l High pressure lubrication
with hydrostatic lift-off
l Big end bearing

l Two thin shell bearings
with thick white metal layer
l 4 position pins for perfect
positioning of cap; co-machined
with rod

Crosshead
l Increased contact surface between
guide shoe and guide rail in BDC
l Crosshead pin with one diameter
l Guide shoe in one part (steel cast)
with white-metal lining
l Deformations of guide shoe
optimized by FE calculations

Contact area of guide shoe on guide rail in BTC
en
m
u
atD
b
cro
A
RT-flex60C

Contact area of guide shoe

on guide rail in BTC
l used to be critcal issue on
RTA58T / T-B and
RTA48T / T-B
normal contact traces visible
en
m
u
atD
b
cro
A
l
after TAT of the RT-flex60C

Column
l Sturdy double wall design
l Mid-sheets are executed as single
walls
l Thick guide rails to reduce
deformation and stress under guide
shoe forces
l Thin sections for ease of welding
l Access to running gear through doors
from both engine sides
l Design optimised for ease of
manufacturing combined with strong
quality assurance

Gear wheels
l 4 gear wheels for supply unit drive
l All wheels made of 34CrNiMo6
(heat treated)
l In 5 and 6 cylinder engines
intermediate wheels act also as
second-order balancer
l Welding of wheel bosses with higher
QA requirements, but still delicate
l In future, more balancing will be
needed for 5 cylinder engines:
solution not decided (ELBA ?)

Cylinder Block
l Grey cast iron
l Optimized for stress distribution and
weight
l Monoblock design is standard
l Dry block
l Easy access to piston underside
through large inpection doors

Combustion chamber
l Bore cooled components
l Piston
l Cylinder liner
l Cylinder cover
l Exhaust valve seat
l Exhaust valve spindle is made of

Nimonic 80A
l Grey cast valve cage, water cooled
l Anti polishing ring

Cylinder Cover
l Cast or forged
l Bore cooled
l 8 cylinder cover bolts
l 3 fuel injection nozzles
l Electronically controlled starting air
valve
l Electronic monitoring of cylinder
pressure instead of a relief valve
l Exhaust valve cage with hydraulic
valve drive and air spring

Piston
l Proven jet-shaker oil cooling
l Stress and strain optimized by
FE calculation
l Simplified cooling nozzles

RT-flex60C Reliability
Piston Surface
Temperatures
l Calulated

400°
Temperatures of hot parts
200°
0° l Temperatures in combustion chamber

l Cylinder cover max. 400° C to avoid
heat cracks
l Piston max. 410° C to avoid corrosion
400°
l Cylinder liner max. 325° C to avoid
200°
heat cracks
0°
l Temperatures in oil cooling space

l Piston max. 200° C to avoid deposits in
cooling bores
0°
All temperatures are calculated
200°
0° 200° 400°

Lateral Turbocharging
Arrangement
l Very stiff T/C support with integrated
T/C lub oil collector tank
l One scavenging box for two T/Cs
l Quasi symmetrical T/C arrangement
l Vertical cooler dismantling
l Cooler is split into two bundle stacks
for ease of handling
l High performance cooler for fresh
water only

Modular built cooler system:

Cleaning Gap
l First part built for ease of cleaning
while installed
l Cleaning with high pressure
device possible
High pressure
cleaning device
l No dirt should be swept into the
cooler stack as usually
l Waste heat recovery possible
through corresponding waterfow
between HT and LW stage
l High eficiency tubes stack.
l Omit untreated water on testbed!
Cleaning water drain
LT-stage HT-stage
l High reliability

Sulzer RT-flex60C 3 Years TBO
TriboPack iáåÉê
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fåëìä~íáçå
iáåÉê qÜáÅâ
Ñìääó ÅÜêçãáìã
ÇÉÉé ä~óÉê
ÜçåÉÇ

Cylinder liner
l Grey cast iron with optimal hard-
phase content
l Stress and strain minimised by
FE calculation
l Bore cooled collar with insulation
tubes if necessary
l Mid-stroke insulation
l Cooled O-rings
l Lubricating quills above and below
water space
l Anti polishing ring

Liner
l mirror like surface after TAT
l simplified lubrication grooves

Water Separator
Latest, improved design applied
l 3 noses to catch the droplets
l Well adapted air speed
l Moderate pressure loss
l Effective drain (pressure balanced)
Water
Air

Water Separator Performance Old design

Improved
Laboratory Testing design
Start of carryover
First droplets visible

down-streams
low high
Fin load [l/min/fin]

P Air in receiver
Water separator and pressure
balanced condensed water drain
collector
l Separated water droplets must not
To piston
underside enter the piston underside
l An effective drain is essential
l No back-flow into drain pipes by
compensation of pressure differences
in a water filled drain collector
l communicating drain pipes
l No moving parts

Pressure compensated
condensate drain collector
test installation
Silencer

Pressure balanced condensate drain collector (RTA96C)

l High reliability

Sulzer RT-flex60C Low Cylinder Oil Consumption
Cylinder liner surface temperature

Calculated liner temperatures l High surface temperatures prevent
300
condensation of H2SO4
250
l Less condensation requires less
lubricating oil for neutralization
200
l Control of correct running surface
150
temperatures by insulation of the
100
Dew point line cooling bores and mid-stroke area
50
0
0 500 1000 1500 2000 2500
Insulation

Sulzer RT-flex60C Low Cylinder Oil Consumption
Cylinder lubricating pump

l Electrically driven; flexible adaptation
to engine load
l Feed rate regulation by electronic
governor input signal to E-motor
speed control
l One injector per cylinder with local
cylinder oil distributors

l High reliability

Sulzer RT-flex60C Low System Oil Consumption
Piston rod gland box

l 2 highly efficient pre-scraper rings to remove
dirt and remain with clean system oil
l 2 gastight sealing rings
l 6 highly efficient oil scraper rings with grey
cast iron lips
l High contact pressure between oil scraper
rings and hard piston rod
l Big oil drain area to re-circulate system oil
l Quasi-zero leakage to neutral space
l System oil consumption expected less than
6 kg per cylinder and day
l Running in RTA68T-B and RTA84CU

RTA62U-B RTA60C
l 10 bronze oil scraper rings with 3 lips l 6 grey cast iron oil scraper rings with 2 lips
l contact pressure of oil l tested on RTA84C
scraper rings ca. 2 bar l introduced on RTA68T-B
l standard on B&W
l contact pressure of oil
scraper rings ca. 3.5 bar
Piston rod gland box

l Gland box can be dismantled
up- and downwards

l High reliability

Benefits Smokeless Super-Dead-Slow
pÉèìÉåíá~ä=çéÉê~íáçå=çÑ=ëáåÖäÉ=áåàÉÅíáçå=åçòòäÉë
P=åçòòäÉë NJåçòòäÉ=çéÉê~íáçå=Ñçê=ëìéÉêJÇÉ~ÇJëäçï=ëíÉ~ãáåÖ
ëãçâÉäÉëë=Ççïå=íç=NM=íç=NOB=êéã=oN
ENOêéã=Ñçê=SoqJÑäÉñRUqJ_F
Sulzer RT-flex60C Low Emissions by RT-flex
Sulzer 6 RT-flex58T-B MV Gypsum Centennial

Smoke measurement on combinator curve during seatrial
0.50
0.45
0.40 HFO
Filter Smoke Number [ FSN ]
380 cSt
0.35 3% sulphur
0.1% ash
0.30
ON OFF Aux. Blower
0.25
0.20
Smoke visibility limit
0.15
Conventional low speed engine
0.10
0.05
6RT-flex 58T-B with common rail
0.00
0 10 20 30 40 50 60 70 80 90 100
Engine Load [% ]

Smoke during T/C emergency test

l one turbocharger cut-off
during TAT
l 50% load according to
propeller load

17.5
Precise adaptation
of emission level for
17
IMO NOx limit
best trade-off with bsfc
NO X emission [g/kWh]
16.5
16
RT-flex60C
15.5
70 80 90 100 110 120 130 140 150 160 170 180 190 200
Rated Engine Speed [rpm]

l High reliability

Sulzer RT-flex60C Low Speed Operation
Extreme dead slow capability

l Steady running down to
10…12 % of R1 speed
l 9 to 10 r.p.m. could be
demonstrated during the TAT
with an empty water break,
corresponding to 9% or below

Sulzer RT-flex60C
In conclusion:
√ Right power and speed for 'faster' ships
√ More compact engine for smaller engine rooms
√ Reliable engine design
√ Three years' TBO via TriboPack
√ Smokeless operation through whole engine load
√ Compliant with IMO NOx regulation

Thank you very much !
More Power In Less Space
For Medium-Sized Ships
Sulzer RT-flex60C

RT-flex60C R Demmerle

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More Power In Less Space

For Medium-Sized Ships

Technology 60C- New Engines Team 15.01.03 - 1

Second 7RT-flex60C engine on

Type Approval Test succefully

Technology 60C- New Engines Team 15.01.03 - 2

Sulzer RTA Series

Technology 60C- New Engines Team 15.01.03 - 3

Technology 60C- New Engines Team 15.01.03 - 4

Technology 60C- New Engines Team 15.01.03 - 5

Traditional design main features

Technology 60C- New Engines Team 15.01.03 - 6

New design features

Technology 60C- New Engines Team 15.01.03 - 7

New design features

Technology 60C- New Engines Team 15.01.03 - 8

Common Rail System

Technology 60C- New Engines Team 15.01.03 - 9

============ÑäÉñáÄäÉ Sulzer Common Rail Pump

Technology 60C- New Engines Team 15.01.03 - 10

Technology 60C- New Engines Team 15.01.03 - 11

Exhaust valve WECS 9500 Crank

1000 bar fuel HFO / MDO

200 bar servo oil

30 bar starting air

Technology 60C- New Engines Team 15.01.03 - 12

Ship Alarm hardwired RCS backup WECS 9500

hardwired Amplifier ECR

Controller 2x SSI Shaftencoder

CCM10 CCM10 CCM10 CCM10 CCM10 CCM10

VDM10 VDM10 VDM10 VDM10 VDM10 VDM10

Technology 60C- New Engines Team 15.01.03 - 13

Technology 60C- New Engines Team 15.01.03 - 14

Arrangement ot the Rail Unit

Technology 60C- New Engines Team 15.01.03 - 15

Servo oil rail

Technology 60C- New Engines Team 15.01.03 - 16

Control oil side Injection control unit

Technology 60C- New Engines Team 15.01.03 - 17

Partition device / Valve Actuator

Technology 60C- New Engines Team 15.01.03 - 18

l Servo oil supply of 200 bar

l Pumps’ capacity ensures redundancy

Technology 60C- New Engines Team 15.01.03 - 19

Technology 60C- New Engines Team 15.01.03 - 20

Automatic fine filter (Boll & Kirch)

Technology 60C- New Engines Team 15.01.03 - 21

Technology 60C- New Engines Team 15.01.03 - 22

Technology 60C- New Engines Team 15.01.03 - 23

Computer Aided Engineering areas

Technology 60C- New Engines Team 15.01.03 - 24

l Integrated thrust bearing

Technology 60C- New Engines Team 15.01.03 - 25

Main Bearing Design

Technology 60C- New Engines Team 15.01.03 - 26

Main bearing cover

Technology 60C- New Engines Team 15.01.03 - 27

l Compact holder for thrust bearing

Technology 60C- New Engines Team 15.01.03 - 28

Technology 60C- New Engines Team 15.01.03 - 29

Technology 60C- New Engines Team 15.01.03 - 30

l Big end bearing

Technology 60C- New Engines Team 15.01.03 - 31