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RT-Flex Course B Mechanical

RT-Flex Course B Mechanical
RT-Flex Course B Mechanical

B.Mechanical Features

(All pics and graphs refer to RT-flex 58TB and –60C, so-called flex size I.)

1. Rail Unit:

1.1.General:

Contains the common rails for fuel, servo oil and control oil. A common rail is basi-cally a high-pressure supply pipe, connecting all cylinders.

The rail unit is a closed box in order to prevent sprays in case of pipe brake. It has a leakage sensor that gives alarm in such a case.

Rail Units are assembled and tested at some selected companies.

Rail unit, assembled on engine top.Position of RU near cylinders.

Assembly: servo-, control oil-, fuel rail Top view: injection unit, exhaust valve actuator

1.2. Fuel rail:

It brings the pressurized fuel from the supply unit to the cylinders. In the first generation of flex-engines it consists of pipe elements and a connecting element between them at each cylinder. In the future it shall be one single pipe for up to 8 cylinders.

1.3.On the fuel rail sits one injection unit per cylinder. It injects the precisely measured amount of fuel from the rail to the cylinder at precisely the right time.

It has one rail valve per injector - 3 per cylinder - that receive the electric signals for injection begin and end and transform it into fast hydraulic action. The rail valve is controlled from the electronic modules (WECS) mounted underneath the rail unit.

An injection unit has a fuel inlet, 3 fuel outlets, a control oil inlet and –outlet.

Additionally there are 2 leak drain outlets, one pressurized, one not.

1.4. Tracing:

The fuel rail is heated. The tracing is connected to the ship’s heating system, steam or thermal oil.

Since there is no circulation through the fuel rail with engine stopped, it is important that the heating is being kept on in port. It is also kept on at sea but can be stopped for eventual works inside the rail unit.

Fuel pressure control valve. Works in 2 cases:

1) Overpressure relief in case of short overpressure peaks (opens at about 950 bar).

2) Constant pressure regulation in case of defects on electronic fuel pressure regulation. Pumps will deliver constant full flow, valve keeps rail pressure constant. With the handle and shims pressure can be adjusted to lower value, e.g. 800 bar for long term operation.

1.6. Servo oil rail: Is a hydraulic system fed with oil from the supply unit.

One exhaust valve actuator – (partition device) - per cylinder opens the exhaust valve at the right time. It replaces the actuator pump from the RTA engine.

Also here the control organ is a rail valve, the same as above.

Servo oil rail, exhaust valve actuators mounted.Rail free end with 2 pressure sensors.

1.7. Servo oil return line, pressure retaining valve:

It is necessary to maintain a small pressure of about 4 bar in the oil drain pipe from

the exhaust valve actuators. If not present, pressure peaks can be transmitted from

one cylinder to another.

1.8.1.Control Oil System: Delivers the operating oil to the injection rail valves.

Injection rail valves need an auxiliary medium, they can’t work on fuel and therefore fine-filtered oil is used.

There are 2 control oil pumps - one active, one standby. They are mounted in the rail unit at the free end. Each has its own pressure-regulating valve and safety valve attached. Pressure is 200 bar, constant.

1.9. Cross-connections:

There is a permanent connection from the servo oil rail to the control oil rail for the case both electric pumps have failed. The control oil rail will then be kept on pressure level of servo oil.

Furthermore there’s a removable connection (hydraulic hose) from the control oil system into the fuel rail for pressure testing or for venting after overhaul works.

1.10. Rail valves:

Control device for both fuel injection unit and exhaust valve actuator.

Gets a short but strong electric impulse to one coil, spindle will move to this side and stay there. Another impulse to the other coil makes the spindle return. The spindle travels a very short way, together with high oil pressure this stands for fast action!

Rail valves are basically non-serviceable. In case the spindle got blocked by dirt it Cross section: Signal wire – coil – magnet – valve spindle

2.1. General:

It is driven by the crankshaft over two intermediate gear wheels. It sits at the driving-end, normally on the rail side. (Picture: Mounted on exhaust side.)

The gear drive in the middle drives a camshaft to the forward side. On this camshaft run fuel high-pressure pumps. They are jerk-type pumps. The fuel pumps deliver into an ‘intermediate accumulator’. From there the pressurized fuel is brought up to the Rail Unit. Fuel pressure is normally between 600 - 900 bar.

The fuel pumps have a volume regulating rack positioned by two electric actuators.

In the intermediate accu, pressure peaks are dampened. There’s also a safety relief valve, set to 1250 bar.

To the rear side of the Supply Unit sit the servo oil pumps, 3 - 5 of them. They are wobble-disc plunger pumps, also named “Dynex”-pumps after their maker.

They use fine filtered main bearing oil from the automatic filter and compress it to 100 - 200 bar, delivered to the Rail Unit. Their flow is regulated by solenoid valves.

Fuel and servo oil systems are connected to their rails by twin-pipes. In the case one cracks it can be blinded and the second one permits full power operation.

2.2. Fuel hp pump:

The fuel pumps are jerk-type (or Bosch-type) high pressure pumps. Their design is derived from the well-proven Sulzer ZA40S engine. The major difference is the plunger. It Regulation of volume delivery by rotation of the plunger:

Lubrication:

The pumps need bearing oil to lubricate all moving parts. Roller bearing and roller guide are highly loaded and require sufficient oil.

The rotational bush to turn the plunger is lubricated by only a tiny oil flow. Oil passes from the roller guide inside into this circuit only with the guide at TDC. Orifices inside the housing further reduce the oil pressure and –flow to minimize internal oil loss.

Roller guide and roller, assembled Roller, bearing and pin disassembled

2.3. Regulating Rack to Fuel Pumps:

To maintain a given pressure in the fuel rail, the pumps have to deliver a certain volume per time. WECS-control measures the pressure and orders the necessary flow rate from the pumps. The command arrives at two electric positioners. These move a regulating rack, the plungers will be turned, as explained above.

All pumps are always set to the same position.

2.4. Operation:

For most engine tuning layouts not all fuel pumps are required for running. For example a 7RT-flex60C engine has 6 pumps, for full power operation 5 are necessary, so one is a “running spare”. In the case 2 pumps fail, still sufficiently high engine power is possible. In case of a mechanical defect on a pump, it can be cut out by lifting off the roller from the camshaft with an eccentric tool.

A supply pressure of about 7 – 10 bars shall be adjusted for proper operation.

Of course the fuel pumps are heavy fuel oil compatible. They don’t have trace heating because fuel from the booster pumps circulates through them and keep them warm.

Alarm on WECS: “Fuel oil supply unit, Leak”

The rather complicated piping network of this system serves to detect to origin of a leak.

2.7. Servo Oil Pump and Regulating Solenoid Valve:

To pressurize the servo oil rail normally 3 hydraulic pumps are necessary. On certain engines even more. The loss of one pump still permits full power operation. The loss of 2 pumps causes serious cuts to engine availability.

Servo oil pumps by US-maker Dynex have Inch-type threads, not Metric-type! Careful, don’t mix up the bolts!

Normally there is an adapter flange between pump block and hp pipe to convert the threads to metric for the pipe.

Normal speed of the pumps is around 1400 rpm, but coupled to M/E speed.

Their pressure output is 100 – 200 bar, depending only of the control signal. Without control signal the minimal pressure is 80 bar. This has to be adjusted on new pumps by means of setting screw on regulator valve. Once adjusted on the shop don’t bother to

2.8. Collector Block for Servo Oil:

From each servo oil pump a line goes to the collector block. From there 2 rising pipes bring oil up to the servo oil rail.

In the block, each inlet has a non-return valve to prevent pressure loss in case of a cracked supply line. Both outlet pipes have a shut-off valve, permitting to isolate one of the pipes in case of crack and continue operation with the other one.

The safety valve is preset to open at 250 bar. During normal operation with pressures of 100 – 200 bar it is permanently leaking some oil which is normal. It is recirculated to the bedplate.

Hydraulic hoses and the bracket holding the 3 oil pipes together shall be looked at regularly to detect minor damages before they become serious ones. The hoses will need to be renewed every 3 to 6 years. Experience will show.

2.9.Leakage detection:

The complete servo oil supply unit area is covered (on picture above right only partly assembled). All leaks are collected in a pot with a level sensor to cause an alarm on WECS in case too much oil comes down.

The alarm text is “Servo oil supply unit, Leak”

The housing around all must be as well sealed as possible to prevent dirt, water or fuel to enter the crankcase to where oil leaks are returned! Such complete sealing, however is not easy to achieve…

2.10.Driving Gear of Supply Unit:

Design Features of the Driving Gear:

per engine rev.

So each pump makes about 8 strokes per engine revolution.

?Cams and gears have inspection covers. As part of regular engine inspections, they shall be looked at.

3. Electronic Control Modules: WECS Hardware

& Details about function of WECS are described in chapter “Control Systems”.

3.1. WECS Electronic Boxes:

There are mainly three electronic boxes:

?Power supply box

It supplies the rest of the WECS-9500 equipment with electric power , 24V=?Common Electronic Unit(Com-EU)

There’s one of them per engine.

It communicates with outside system and regulates rail pressures

?Cylinder Electronic Unit(Cyl-EU)

Each cylinder has one.

It controls injection and exhaust valve movement.

3.1.1.Power Supply Boxes:

Supply to Com-EU & fuel pump actuators Supplies to Cyl-EU’s of cylinders 5, 6, 7

The power supply boxes are engine room mounted. They are a bit sensitive to vibrations. Connected to board supply each of the green modules inside is a 440V~ to 24V= con-verter that feeds one WECS module. Every cylinder has its own power supply.

3.1.2 Com-EU Box:

It is fitted underneath the rail unit on the free end side, well protected from leaking liquids and falling objects.

It contains 3 different electronic modules:

a) Main Controller Module, MCM (2 pcs)b) Automatic Selector Module, ASM (1pc) c) CAN-gateway

3.1.3.Cyl-EU Box:

Also fitted under the rail unit directly near each cylinder. It is the controller box of the cylinder and works exclusively for it.

Inside the Cyl-EU: 1 Cylinder Controller Module (CCM), 1 Valve Drive Module (VDM) The CCM is the computer and the VDM is the attached amplifier to switch the rail valves.

3.2. WECS-Assistant:

3.3. Crank Angle Sensors and Sensor Drive:

3.3.1. Concept:

This 2 sensors sit on the free end of the crankshaft (or Geislinger damper). From the crankshaft they are separated by a special coupling. They create an exact digital signal of the momentary crankshaft position (0.0°-360.0°). Its resolution is 0.1°.

The spring-loaded coupling absorbs all longitudinal and axial movement of the crankshaft. It drives a shaft, supported by two ball bearings. The bearings are oil lubri-cated. From the shaft a toothed belt drives each sensor.

Shielded BUS cables to the WECS transmit the signals to all Cyl-EU’s.

3.3.2.Design:

Coupling and drive shaft,

free end

Complete assembly

without cover

3.3.3. Comments about CA sensors:

?They are absolutely indispensable for engine operation. At least one of them must be working. If one fails, WECS ignores it and works with the other one.

In the case of a failure of both of them, at least one has to be replaced. There will be no emergency operation of the engine possible.

?Experience will show whether they can perform satisfactory over a long term under their ambient conditions, like vibrations, belt tension, heat, cold and humidity.

The belts shall be exchanged after a while, every 3 years or so for safety.

Make sure to keep belts dry and free of oil.

?The sensor can be exchanged relatively easily. With the flywheel at 0.0° two red lines on the sensor must be flush. Then the belt is fixed with a given pre-tension.

Also the sensor drive can also be exchanged, a complete drive is standard spare.

?Spare parts, standard: 2 Sensors; 1 complete drive unit, assembled; Coupling parts.

?When working on the sensors or cables make sure to switch off power before disconnecting a cable! Otherwise sensors get damaged and fail some time later.

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