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RT-flex mechanical features

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

Chapter 20
Wrtsil Land & Sea Academy

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Chapter 20

19-Mar-08

RT-flex mechanical features

Wrtsil Land & Sea Academy

RT-flex specific parts only

Page

Chapter 20

19-Mar-08

RT-flex mechanical features

Overview, RT-flex50 (Size 0)


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

Wrtsil Land & Sea Academy

Page

Chapter 20

19-Mar-08

RT-flex mechanical features

Overview, RT-flex60C (Size 1)


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

Wrtsil Land & Sea Academy

Page

Chapter 20

19-Mar-08

RT-flex mechanical features

Overview, RT-flex84 and 96 (Size 4)


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
Automatic filter
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Control oil
Pumps
Chapter 20

19-Mar-08

RT-flex mechanical features

Rail Unit
For engines with more than 7
cylinders, the rail unit is split in two
parts.

Both rail-sections (forward/aft) for


fuel-, servo- oil are cross
connected by high pressure pipes.
=> Same pressure in the related
rails of both halves.
WECS-9520 Cylinder-Electronic
Unit boxes (E95) 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 (more than
7 cylinders in the middle)
Protection bars

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Chapter 20

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RT-flex mechanical features

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Rail Unit, Size 0

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Chapter 20

19-Mar-08

RT-flex mechanical features

Rail Unit, Size 1

RT-flex58T, MKI

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RT-flex58T, MKII

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Chapter 20

19-Mar-08

RT-flex mechanical features

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Rail Unit, Size 2

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Chapter 20

19-Mar-08

RT-flex mechanical features

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Rail Unit, Size 4

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RT-flex mechanical features

Rail Unit Main Parts


Steam

Fuel oil rail

Fuel oil rail:


The fuel rail contains high pressure fuel of
~ 600 - 800 bar delivered by the fuel pumps of
the supply unit.

ICUs

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
oil pumps of the supply unit, depending on engine load.
For each cylinder there is a Valve Control Unit (VCU).

Control
oil rail

Servo oil rail


Control oil rail (some engine types only):
The control oil rail contains 200 bar control oil (constant pressure) delivered by the control
oil pumps.
Additional return/leakage piping:
Fuel ICU-leakage pipe
Common servo oil/control oil return pipe
Main bearing oil pipe for exhaust valve actuator pipe (some engine types only)
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VCUs

RT-flex mechanical features

(fuel) Injection Control Unit (ICU)


RT-flex96C

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RT-flex mechanical features

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ICU, Size 0

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RT-flex mechanical features

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ICU, Size 1

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RT-flex mechanical features

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ICU, Size 2

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RT-flex mechanical features

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ICU, Size 4

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RT-flex mechanical features

ICU

Fuel quantity sensor

Servo (control) oil side:


The rail valves control the oil flow to the control oil
block.

Fuel quantity piston

Servo (control) oil side


Rail valves

Servo oil
return

Fuel control
valves

Fuel side:
The fuel control valves are actuated by pistons in the
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 hot block.
Control- and fuel oil side are entirely separated from
each other. Nevertheless, leakages of both systems
have a common drain.

Servo oil
supply

Wrtsil Land & Sea Academy

Working principle:
Each ICU is pre-controlled by 2 or 3 rail valves to
open or close the way for fuel from the rail to the
injection nozzles.
Fuel for each injection, necessary stroke is calculated
and quantified, then injected, measured and corrected
for the next injection.

Fuel side

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RT-flex mechanical features

Fuel Nozzle

Fuel nozzle with


venting spiral
(not valid for MKI)

Opening pressure 375 bar

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RT-flex mechanical features

(exhaust) Valve Control Unit (VCU)


Valid for flex 50B, 58T (MKII),
60C (MKII), 68B, 84T-D

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RT-flex mechanical features

VCU
Valid for flex 58T (MKI),
60C (MKI), 96C-B

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RT-flex mechanical features

VCU (MKI, 96C-B)

The servo oil supply from the servo oil rail to


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).

To exhaust valve
3/2 way valve

Rail valve
Main bearing oil
supply

The servo oil return pipe has a back pressure


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
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VCU (50B, MKII, 68B, 84T-D)

RT-flex mechanical features


Rail Valve
To exhaust
valve drive

Valid for flex 50B, 58T (MKII),


60C (MKII), 68B, 84T-D

3/2 way valve

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/actuator pipe.

Servo oil return

VCU piston

HP-hoses to/
from ICU

Servo oil supply

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RT-flex mechanical features

Rail Unit Piping

Shown for RT-flex96C-B

Wrtsil Land & Sea Academy

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23

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RT-flex mechanical features

Rail Unit Piping

Shown for RT-flex96C-B

Wrtsil Land & Sea Academy

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24

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RT-flex mechanical features

Rail Unit Piping, Size 0

ICU
Trace heating
Fuel oil rail
Fuel overpressure
regulating valve

Servo oil rail

VCU
Servo oil
return pipe
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25

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RT-flex mechanical features

Rail Unit Piping, Size 0


Fuel oil rail
Trace heating
ICU

Servo oil rail

VCU

Servo oil
return pipe
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Chapter 20

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Rail Unit Piping, Size 1 MKI

RT-flex mechanical features

Fuel 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 control oil
pressure. WECS is activating the
ICUs for injection control. The rail is
heated by a trace heating piping
system.

VCUs
ICUs

Fuel rail
Servo oil return pipe

Main bearing oil supply

Servo oil rail


Control oil supply rail
Control oil return rail
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Chapter 20

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 (VCU)
installed on the servo oil rail. WECS
is activating the VCUs for exhaust
valve control.
19-Mar-08

Rail Unit Piping, Size 1 MKI

RT-flex mechanical features


Additional piping in previous
design:
ICU fuel drain pipe. (constant
orifice leakage drained to fuel
return to booster unit)
Fuel leakage drain (ICU
internal leakage or injection
pipe leakage)

Trace heating

Control oil supply rail to


supply actuating control oil to
ICUs.
Separate control oil return
rail.
Main bearing oil supply to
VCU (refilling of drained oil
through constant orifice in
exhaust valve drive)

ICU fuel drain pipe


Fuel leakage drain to overflow tank

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Rail Unit Piping, Size 1 MKI

RT-flex mechanical features


Control oil pumps

Control oil pumps:


- Two electrically driven
control oil pumps supply
control oil with constant
pressure of 200Bar to the
control oil supply rail.

SHD-valve
arrangement

Control oil
supply rail

Overpressure regulating
valve:
- Similar function as the
valve used for new design,
but the SHD function is not
included. (fuel drained to
overflow tank)

Control oil
return rail

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
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Rail Unit Piping, Size 1 MKII

RT-flex mechanical features

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
ICUs
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.
Fuel rail
The rail is heated by a trace heating piping system.
Servo oil rail:
The servo oil rail contains fine filtered (6micron) 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.

VCUs

The high pressure rails of new design are


made of single pipes. The ones of old design
rail of rail pipe sections.
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Servo oil rail

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Rail Unit Piping, Size 1 MKII

RT-flex mechanical features


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

Fuel system overpressure valves:


Servo oil return pipe

SHD and overpressure regulating


valve. Opening pressure approx.
1050bar for overpressure regulation.
The SHD-solenoid is activated by
Safety System to depressurize the
fuel system (fuel drained to return
pipe to booster unit).

Trace heating

SHD and overpressure


regulating valve

Safety valve. Opening pressure


1250bar. (fuel drained to overflow
tank).

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RT-flex mechanical features

Rail Unit Piping, Size 4


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

Servo oil (and control oil)


common return pipe

Main bearing oil supply pipe for


upper side of VCU (flex96C-B
only)
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RT-flex mechanical features

Rail Unit Piping

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

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RT-flex mechanical features

Rail Unit Piping

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.
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RT-flex mechanical features

Fuel Rail Pipe


Shown for RT-flex96C

The fuel rail pipe is made of one piece.

The bore has a shape of a peanut.

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RT-flex mechanical features

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Rail Valves

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RT-flex mechanical features

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
The high current impulse and the short travel of the valve
spindle enable a very short actuation time, which is
indispensable for precise injection- or exhaust valve control.

Control oil inlet


Inlet/outlet to ICU/VCU
Outlet to return pipe

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


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

Coils

Pay attention to the assembly position of valve spindle.


Electric sockets
No injection / Valve close
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Exhaust Valve Drive (50-B, MKI)

RT-flex mechanical features

Wrtsil Land & Sea Academy

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RT-flex mechanical features

Exhaust Valve Drive (60C)


Damper

Main differences to a conventional


RTA-valve drive:
The exhaust valve is actuated by a
double piston drive, in order to save oil
volume
Two redundant exhaust valve stroke
sensors for monitoring
One measuring cone for stroke sensors
Air spring piston runs directly in the
housing.
The disc spring package is dampening
opening stroke in case of low air spring
pressure

Orifice

Oil inlet from


exhaust valve
actuator pipe

Double piston
drive
Two exhaust valve
stroke sensors
Joint ring
Measuring cone
Air spring piston
Disc spring package
Exhaust valve spindle

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39

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RT-flex mechanical features

Wrtsil Land & Sea Academy

Exhaust Valve Drive (58T-B, MKI)

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40

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Exhaust Valve Drive (60C, MKI)

RT-flex mechanical features

Wrtsil Land & Sea Academy

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41

Chapter 20

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RT-flex mechanical features

Exhaust Valve Drive (96C)


Damper

Main differences to a conventional


RTA-valve drive:
The exhaust valve is actuated by a
double piston drive, in order to save oil
volume
Two redundant exhaust valve stroke
sensors for monitoring

Orifice

Oil inlet from


exhaust valve
actuator pipe

Double piston
drive

One measuring cone for stroke sensors


Air spring piston runs directly in the
housing.
The disc spring package is dampening
opening stroke in case of low air spring
pressure

Measuring cone
Joint ring

Two exhaust valve


stroke sensors
Air spring piston
Disc spring package
Exhaust valve spindle

Wrtsil Land & Sea Academy

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RT-flex mechanical features

Exhaust Valve Drive (96C)


Damper

Orifice

Oil inlet from


exhaust valve
actuator pipe

Thrust piece

Double piston
drive
Measuring cone
Two exhaust valve
stroke sensors
Air spring piston
Disc spring package
Exhaust valve spindle

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RT-flex mechanical features

Supply Unit Drive, Size 0

Single lobe drive

Wrtsil Land & Sea Academy

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44

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RT-flex mechanical features

Supply Unit Drive, Size 1

RT-flex58T-B

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RT-flex60C

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45

Chapter 20

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RT-flex mechanical features

Wrtsil Land & Sea Academy

Supply Unit Drive, Size 2

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46

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RT-flex mechanical features

Wrtsil Land & Sea Academy

Supply Unit Drive, Size 3

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47

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RT-flex mechanical features

Wrtsil Land & Sea Academy

Supply Unit Drive, Size 4

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RT-flex mechanical features

Supply Unit Drive


Supply unit gearwheel

3-lobe cams

The supply unit is driven by the crankshaft, via


two intermediate gearwheels.

Drawn for Size 4

3-lobe cams are mounted to the camshaft (size 0


with single lobe mono block camshaft and size 3
with 2-lobe mono block camshaft).
The servo oil pumps are driven by individual
pinions, having a mechanical fuse (reduced
diameter in pinion), in order to protect the geardrive in case of a pump seizure. The servo oil
pump gearwheel is hydraulically fitted as well.

Camshaft bearing
covers

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


oil pumps have no timing, means they just supply
fuel or oil, the camshaft doesnt have to have a
determined position compared to crankshaft.
However the position of the cams relative to
each other must be respected.

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2nd intermediate
gearwheel

49

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Servo oil
pump drive
gearwheel
and pinions

RT-flex mechanical features

Wrtsil Land & Sea Academy

Supply Unit, Size 0

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RT-flex mechanical features

Supply Unit, Size 1

RT-flex60

RT-flex58T

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RT-flex mechanical features

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Supply Unit, Size 2

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RT-flex mechanical features

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Supply Unit, Size 3

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RT-flex mechanical features

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Supply Unit, Size 4

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RT-flex mechanical features


Fuel side:
The jerk-type fuel oil pumps deliver fuel
into the intermediate accumulator. To keep
the rail pressure (600 - 900 bar), the pump
flow rate is regulated via regulating linkage
and el. actuators, by pressure set point
signals from WECS.

Supply Unit
Fuel intermediate
accumulator

Electric actuators

Fuel outlet
to rail

Servo oil collector


block

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
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
depends on the number of cylinders.
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Servo oil
outlet to rail

Servo oil pumps

2nd intermediate
gearwheel

(shown here as Bosch)

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Chapter 20

Fuel pumps

19-Mar-08

RT-flex mechanical features


Shutdown &
overpressure
regulating
valve

Supply Unit, size 4

Shutdown solenoid
valve

Fuel drain

Fuel pressure
retaining valve

Fuel inlet from


booster unit

Wrtsil Land & Sea Academy

Fuel return to
mixing tank

Intermediate accumulator with


two safety valves (1250 bar).
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RT-flex mechanical features

Wrtsil Land & Sea Academy

Fuel Pump

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RT-flex mechanical features

Fuel Pump
Buffer space

Fuel pumps:

Non return valve

The jerk-type fuel pumps deliver a variable


quantity of fuel to the intermediate accumulator
and fuel rail, in order to maintain the
demanded rail pressure.
They do not have any timing.
To change the feed quantity, the pump plunger
is turned by the regulating rack.
The roller guide/roller assembly and regulating
sleeve are lubricated by main bearing oil via a
double orifice.

Pump cover

Pump cylinder
Pump plunger
Regulating sleeve

Regulating rack

Compression spring

Roller guide

Upper housing

Roller

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58

Chapter 20

Lower housing

19-Mar-08

RT-flex mechanical features

Wrtsil Land & Sea Academy

Fuel Pump

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59

Chapter 20

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RT-flex mechanical features

Fuel Pump

Plunger position at regulating linkage position:


Pos: 0
No delivery

Wrtsil Land & Sea Academy

Pos: 5
Half delivery

Pos: 10
Full delivery

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RT-flex mechanical features

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,
so the other pump can still be regulated.

Local position
indication (0-10).
No load indicator !!

Torsional springs

Fork lever
Additional spring to push the rack,
in case of failure, to full position

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RT-flex mechanical features

Supply Unit, Servo Oil (96C)

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
Servo oil
pumps

Oil supply

Bosch pumps arrangement (some engines only).


Wrtsil Land & Sea Academy

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Dynex pumps arrangement


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RT-flex mechanical features

Servo Oil Pump Dynex

Suction port

Compensator valve with solenoid

HP-outlet
(Inch-type thread!)

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RT-flex mechanical features

Wrtsil Land & Sea Academy

Servo Oil Pump Dynex

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RT-flex mechanical features Servo Oil Pump Bosch, flex96C-B


The Bosch servo oil pumps are axial piston swashplate 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.

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RT-flex mechanical features

Servo Oil Pump Bosch

Case drain
Swashplate angle encoder
Visual indication

Control oil inlet

Leak oil return


High pressure
outlet
Non return
Valve / anti
cavitation port

Proportional
valve solenoidvalves

Proportional
valve position
transmitter

Anti cavitation
inlet (from
servo oil main
supply pipe)

Proportional
valve

HP-outlet pressure
transmitter

Main oil inlet

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RT-flex mechanical features

Servo Oil Pump Bosch

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 anticavitation 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
swashplate swings to ASTERN position
to prevent servo oil overpressure due to
windmilling engine without servo oil
consumption.

Wrtsil Land & Sea Academy

B,B1
SB
S
P,SP
Rkv
R(L)

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Chapter 20

Pressure Port
Anti Cavitation Port
Suction Port
Control Pressure Port
Pilot Fluid Drain
Return (Aeration)

19-Mar-08

SAE 1 1/2 "


SAE 2 "
SAE 3 "
M18x1.5
M22x1.5
M42x2

Control Oil Pumps (Size 1, MKI)

RT-flex mechanical features

RT-flex58T, MK1

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RT-flex mechanical features

Control Oil Pumps, Size 4

HP-Inlets from pumps


Drain valve for leakage (with orifice)

Kraus & Wimmer

3 shut of valves for outlets

2 Pressure retaining valves


2 Overpressure relief valves

Pressure transmitter
for leak detection
(signal to Alarm System)

2 (3) HP-outlets for double wall


pipes -> control oil rails

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Bucher

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Service Pump

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Automatic Filter

The automatic filter unit filters the servo (and control-) oil to 6 m.
The by-pass filter has a mesh
size of 36 m.
The filter "sludge" goes back to
the crankcase.

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Crank Angle Sensor (CA)

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

There is no emergency operation


possible without at least one CA
sensor!

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CA-Sensor

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

CA-Sensors are delivered in a box

CA-Sensor, complete with holder and cable.

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CA-Sensor

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CA-Sensor

Connection unit

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CA Sensors

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