rt-124 troubleshooting %26 maintenance on injection control unit

8/20/2019 RT-124 Troubleshooting %26 Maintenance on Injection Control Unit

1/21

Concerned componentsInjection Control Units (ICUs) of WärtsiläRT-flex96C-B and RT-flex84T-D engines.

Current situationThis Technical Bulletin provides importantinformation about fault finding, repair and

maintenance possibilities of an ICU onboard or ashore.

OutlookDuring the second half of this year 2012,Wärtsilä will introduce new MaintenanceConcepts for ICUs. The implementation ofthe new concepts will allow to extend theinspection and maintenance intervals forthe ICU (TBO) and thus to lower theoperating cost.

Note

Please consult also the GeneralInformation bulletin RT-119, informing youin detail about the componentremanufacturing services.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414 Fax: +41 52 262 07 31

CH-8401 Winterthur [email protected]

Information to all Owners and Operators ofWärtsilä RT-flex96C-B and RT-flex84T-D engines

Next opportunityTroubleshooting & maintenanceon Injection Control Unit (ICU)

RT-124

Issue 1, 03.04.2012

Wärtsi lä low-speed engines

Services 2-stroke

TECHNICAL

BULLETIN


2/21

RT-124TECHNICAL BULLETIN

Issue 1, Page 2 / 17

Contents

Page

Introduction 2

Terms and glossary 2

Conditions for effective troubleshooting 3

Alarms 4

Countermeasures 4

ICU storage 12

ICU replacement criteria 13

Maintenance on ICU size IV 16

Appendix 17

Contacts 17

Introduction

This guideline summarises the checks recommended to investigate possible

causes in case of alarms indicating improper function of the ICU.

Unnecessary costs may be avoided by simple rectifying actions instead of an ICU

replacement and shipping to a Wärtsilä service centre; e.g. exchange of available

spare parts or a proper understanding of the alarms.

Should a problem not be rectified by the described countermeasures, however,

replacement of the ICU must be taken into consideration.

In Service Bulletin RT-flex-06, “Reconditioning of Injection Control Unit”, some of

the possible failures are described. The description below repeats therecommendations and provides an update by including the latest available

experience.

At tention:

When working on ICUs or the fuel oil system in general, the fuel oil system must

be pressure-less! The engine must be stopped and the fuel booster and bearing

oil pumps stopped.

Safety measures are to be taken according to the Maintenance Manual Group 0,

Chapter 0011–1/A1, delivered with the engine.

Furthermore this Technical Bulletin offers information on the maintenance criteria

for the Injection Control Unit (ICU). It is applicable for RT-flex96C-B and RT-

flex84T-D engines. The Time Between Overhaul (TBO) of the ICU is given for

normal operating conditions with fuel oils within the specifications (refer to the

Operating Manual). After this period, maintenance will become necessary.

Terms and glossary

Abbreviation Name / Part

ICU Injection Control Unit

ICV Injection Control Valve

FQP Fuel Quantity Piston

FQ sensor Fuel Quantity Sensor

FQS Fuel Quality Setting


3/21



Abbreviation, cont. Name / Part

RV2 Rail Valve

PCV Pressure Control Valve

WECS-9500 Wärtsilä Engine Control System, type 9500

WECS-9520 Wärtsilä Engine Control System, type 9520

E85 WECS control cabinet E85

Size IV Describes the size of the rail unit which covers theRT-flex96C-B and RT-flex84T-D engines

Table 1

Conditions for effective troubleshooting

Before an effective troubleshooting of ICU related issues is possible, other

causes of malfunction must be excluded, see Table 2.

Component WECS alarms Descript ion

1. Fuel railpressurefailures

ME fuel rail pressure sensor #1+2meas. failureME fuel rail pressure meas. failure:Diff. highME fuel rail pressure highME fuel rail pressure lowME fuel rail pressure very low

In case of fuel over-supplyfrom high pressure pumps,the fuel rail pressure will belimited by the PCV. Highfluctuations of the fuel railpressure possible.

2. Fuel pumpactuatorfailure

ME fuel pump actuator failure If one actuator fails, thecorresponding pump willdeliver maximum capacity.This can cause a similarbehaviour as in previouscase 1.

3. Insufficientpump capacity

WECS fuel command limiter active Any failure on the fuel oilsystem will change the ICUperformance or render itcompletely inoperable.

4. Control oilsystemfailures

ME control oil pressure meas. failureME control oil pressure lowME control pressure very lowME control oil pump # failure

Any failure on the control oilsystem will change the ICUperformance or render itcompletely inoperable.

5. Rail unitsteam tracingfailures

N/A In case of HFO use, rail unittrace heating must beoperational.

6. Engineperformance

N/A All pressures andtemperatures must conformto the operating data sheet.

7. Fuel systemfailures

N/A Fuel viscosity at engine inletconforms to the specification(13 to 17 cSt).Fuel pressure at engine inletconforms to operating datasheet.

Table 2


4/21



Alarms

Various alarms can appear for several seconds during engine start, in particular

after maintenance work on the fuel injection equipment or on the hydraulic oilsystem.

The possible alarms are listed in Appendix 1.

Only if one of these possible alarms persists, troubleshooting as listed in

Appendix 1 should be performed. To each listed alarm a possible cause and

remedy is described. Depending on the result and recommendation the

countermeasure should be performed.

Countermeasures

Depending on the outcome of the troubleshooting and the proposed remedy in

the chapter “Alarms, Appendix 1”, the respective countermeasure should be

carried-out.

Countermeasure 1 – Fuel quantity sensor

The piston rod on the Fuel Quantity Piston (FQP) may require cleaning and

removal of carbon deposits to ensure a smooth movement.

1. Turn off the power for the respective unit in the E85 box.

2. Remove the cable support for the Fuel Quantity Sensor (FQ sensor) cabling,

see Figure 1.

Removal of cable support

1 2

1. Cable support location, 2. Remove cable support

Fig. 1

3. Disconnect the cabling for the FQ sensor.

4. Remove the housing, see Figure 2.

− Loosen the four fixing bolts (2), i.e. hexagon socket head cap screws

M10x60.− Remove the housing (1) in horizontal direction in order to avoid damaging

the FQP rod.


5/21



Removal of housing

1. Housing, 2. Four fixing bolts M10x60

Fig. 2

5. Cleaning the FQP rod, see Figure 3 and 4.

Material needed for cleaning:

− Scotch–Brite™.

− Brake cleaner, Neoval®, WD40®, Diesel or similar available solvent.

Note:

It is not unusual to find condensed water in the housing area. The condensed

water does not have any influence for the sensor function.

During general engine operation only about 50 to 70% of the FQP stroke isutilised. As a consequence, fuel deposits will build up on the unused part of

the piston rod, see Figure 3. If a sudden increase in stroke occurs, the fuel

deposits can lead to a sticking piston in its maximum position.

Contaminated piston rod

1. Fuel deposits on piston rod

Fig. 3

1

21


6/21



Cleaning procedure:

− Soak the deposits with cleaning solvent.

− Use Scotch–Brite™ or similar to remove deposits.

− Carefully clean the piston rod from any particles.− Lubricate the piston rod with lubricating oil.

Cleaning of piston rod

1. Cleaning with Scotch–Brite™, 2. Cleaning solvent, 3. Clean piston rod with

cloth

Fig. 4

6. Confirm movement of the FQP.

After cleaning, confirm smooth running of the piston by hand (full stroke and

turn 360°).

Free movement check of p iston

1. Full stroke movement, 2. Turn 360°

Fig. 5

Note:

If a new Fuel Quantity Sensor (FQS) was delivered and needs to be installed,read the fitting instructions delivered with the new FQS. The instruction is located

in the same box as the sensor with measurement tube and other consumable

parts.

32

2 1

1


7/21



7. Connecting elements

Two different designs of connecting elements are present on the Wärtsilä

ICUs. The old type will be replaced by the new connecting element type at the

time the old ICU is returned to Wärtsilä for remanufacturing.The difference of the connecting elements is that the old type is screwed with

a locking nut, see Figure 6, and the new type is bolted together with a

hexagon screw, see Figure 7.

7a) Old type connecting element:

Check if the measurement tube (1) is correctly tightened.

If the torque is not correct, retighten the measurement tube (1) against the set

screw (4) of the piston rod (2) with a torque of 5 Nm and the M5 locking nut (3)

with a torque of 2 Nm.

Old type connecting element

1. Measurement tube, 2. Piston rod, 3. M5 nut, 4. Set screw, 5. Torque spanner

Fig. 6

7b) New type connecting element:

Check if the M5x45 screw (4) is correctly bolted and not loose. Do not

retighten the M5x45 screw.

In case the M5x45 screw is loose, remove the screw and clean the threads

thoroughly. Apply securing agent (Loctite 648), re-install the screw and tighten

it with 6 Nm. Make sure the two distance sleeves (3) are in place.

New type connecting element

12 4 3 51

1

1. Measurement tube, 2. Piston rod, 3. Distance sleeves, 4. Screw M5x45,

5. Torque spanner, 6. Flat surface for spanner size 8 mm

Fig. 7

1435

2 4 16 3


8/21



Note:

The piston rod has to be blocked by an 8 mm spanner at the flat surface behind

the connecting element depending on the piston type. Special care has to be

taken in order to prevent damaging the piston rod.

8. Reassembly of the housing:

Place the greased O-ring (1) on the intermediate flange (2) and fit the

housing (3).

Reassembly of housing

1. O-ring, 2. Intermediate flange, 3. Housing, 4. Four fixing bolts M10x60 –

tighten crosswise with 30 Nm

Fig. 8

After installing the housing (3), check that the aluminium measurement tube is

in the centre of the housing. Small adjustments can be done by tightening the

four fixing bolts (4) additionally, see Figure 8.

9. Plug in the cable and re-install the cable support.

Countermeasure 2 – Fuel quantity sensor replacement

1. Disassembly procedure of the FQS as described in Countermeasure 1,

Point 1 to 3.

2. Slacken and remove the six screws (1) on the holder (2) and FQS (3).

Removal of holder and fuel quantity sensor

1. Screws, 2. Holder, 3. Fuel Quantity Sensor (FQS), 4. Housing

Fig. 9

4

431 2

3

1

2


9/21



3. Replace the FQS with the new one.

Note:

The new Fuel Quantity Sensor (FQS) is located in a special box. Read the fittinginstructions delivered with the new FQS. The instruction is located in the same

box as the sensor with measurement tube, holder, O-rings and other consumable

parts.

• Brief assembly procedure, extract from the detailed instructions delivered with

the new FQS:

1. Remove the fuel quantity sensor (1) from the special box (2).

2. Place the greased O-ring (3) on the FQS (1) and install the sensor.

Location of the new fuel quantity sensor

1 1

1. FQS, 2. Special box, 3. O-ring

Fig. 10

3. Screw the holder (2) with the FQS (3) down on the housing (4).

Reassembly of the fuel quantity sensor with holder

1. Screws, 2. Holder, 3. Fuel Quantity Sensor (FQS), 4. Housing

Fig. 11

4. Tighten the six screws (1) of the holder (2) and FQS (3) crosswise with

20 Nm, see Figure 11.

5. Finally plug in the cable and re-install the cable support.

32

42

1

3 1


10/21



Countermeasure 3 – Rail valve replacement

Grease the O-rings (3) and install the rail valves (1) to the valve unit (4). Tighten

the four screws (2) crosswise with 4 Nm.

Remark:

Two different mounting executions of the rail valve were applied in the past. One

is with an intermediate mounting plate and the other is directly fixed to the ICU

pre-control block. Today’s common execution is the one directly fixed to the ICU

pre-control block.

Check on your ICU if an intermediate mounting plate is installed or not.

By replacing the rail valve, the same condition has to be maintained as before

dismantling.Depending on the execution with or without intermediate mounting plate, the

screw length differs:

• Screw length with intermediate mounting plate: M4x20

• Screw length without intermediate mounting plate: M4x16

Replacement of the rail valves, execution wi thout intermediate mounting plate

2 1

143 4

1. Rail valves, 2. Screws – tighten with 4 Nm, 3. O-rings, 4. Valve unitFig. 12

Countermeasure 4 – Reset of fuel quantity piston

Sticking Fuel Quantity Piston (FQP) in maximum position.

In some cases the FQP can be reset by the following steps:

1. Release Fuel Oil (FO) rail pressure by:

− Stopping the engine – 0 rpm.

− Stop the main engine FO booster pumps.


11/21



2. Check that the FQP has returned to the minimum position by:

− Removing the fuel quantity housing, see Countermeasure 1 – Point 4.

− Pull the piston all the way out by hand.

Note: If there is still pressure in the FO rail, the piston cannot be moved.− Install the fuel quantity housing, see Countermeasure 1 – Point 8.

− Re-install the cable support.

3. Vent the affected ICUs manually via the USER-page in flexView.

4. Start the FO booster pumps.

5. Start the engine.

Countermeasure 5 – Replace and return the ICU to Wärtsilä warehouse

If none of the above mentioned countermeasures could solve the problem, it

should be taken into consideration to replace the ICU with a new or

remanufactured one. Return afterwards the non-working ICU to a Wärtsiläwarehouse.

Note:

The process how to act when ordering or returning a non-working ICU is

described in Technical Bulletin RT-119, Issue 1, dated 17.01.2012, entitled

“Component remanufacturing services”.

For your convenience find here a summary of the steps to be taken:

1. Send an order for a remanufactured ICU to your normal Wärtsilä sales contact

or representative.

− Send information about vessel name, engine type & number, required

delivery time and place.

− When you return used ICUs, send information about where you intend to

land or deliver to and running hours of ICU.

2. You will receive an order confirmation.

3. You will receive instructions for the return delivery, including a return delivery

sheet. Please include ALL necessary ICU information in the sent return sheet,

for example existing marking on ICU.

4. Return the ICU in the special wooden transportation box, see Figure 13.

5. Once the used ICU is received in the Wärtsilä warehouse together with the

respective transportation box, a Credit Note will be generated as the refund fora pre-determined amount.

The ICU must be packed and shipped in a special wooden transport box. This

special box protects the ICU from damage and prevents any remaining fuel oil

from leaking out.

The box will be provided by Wärtsilä as part of the remanufacturing exchange

concept. If required, additional boxes can be obtained through your Wärtsilä

sales contact or representative.

Note:

Used ICUs shall be returned in the specially designed wooden box only, seeFigure 13. The wooden boxes are the property of Wärtsilä.


12/21



Wooden transportation box

2

1

1. Transportation box – property of Wärtsilä, 2. Catches for easy opening and

closing without destroying the box and coverFig. 13

ICU storage

The spare parts must be carefully protected against corrosion during the storage

time:

• The ICU has to be free from any dirt, oil and grease.

Cleaning can be performed manually with the aid of chemical agents.

• All blind holes and tapped holes must be plugged.

Plugs applied to holes on ICU

1

2

1. Injection control unit, 2. Plugged holes

Fig. 14

• Apply coating liquid (e.g. Dewatering Fluid WA) on the surfaces to be

preserved. A brief description of the coating liquid and how to apply on the

surfaces is mentioned in Appendix 2.

Dewatering fluid can be brushed or sprayed on. It may be applied to moist

surfaces. No harm is done to electronic components or plastics (exception isStyropor®). It is not necessary to remove the protective waxy film when installing

the ICU on the engine. The waxy film will drain at temperatures above some

80 to 90 °C.


13/21



The protection by the Dewatering Fluid WA would not be necessary if the ICU is

packed in VCI film which assures sufficient protection, see Figure 15. However,

after transportation the VCI foil is removed and the ICU may be exposed to

adverse climatic conditions on the vessel (intense cold, high humidity,condensation, etc.) before going into operation.

ICUs packed in VCI film

1

1. ICU protected and packed with VCI film

Fig. 15

Note:Store the ICU in a dry room and in a wooden box and/or cover it against

pollution.

ICU replacement criteria

Before evaluating the ICU for possible replacement criteria and being returned for

remanufacturing, it is required that certain engine systems and components are

properly maintained.

Special attention must be given to the following systems and components:

• Fuel injectors in good order.• Scavenge air system in clean condition.

• Pressure difference of the charge air coolers within tolerable values.

• No fouling on turbochargers which would reduce their performance.

Any of the following criteria can be an indicator that the ICU is due for

remanufacturing:

Engine running hours Recommended maintenance approach

36,000Remanufacturing ashore

(Exchange parts / Remanufacturing)

Table 3


14/21



• ICU leakages are abnormally high.

If the leakage alarm appears, the origin has to be identified by opening the

drain line and measuring the leakage amount from each ICU. This should not

include leakages from tell-tale holes or from the fuel oil high-pressure pipes.• Wear recognition on the ICU.

The messages InjBeginDeviation Cyl#n HI and InjBeginDeviation Cyl#n very

HI are newly implemented into the WECS software Version 32, build 082.

These messages are meant to warn the operator about the advanced wear

rate inside the ICUs. The consequence of this wear is noticeable by the shape

of the injection curves, specifically at the beginning of the curve, see

Figure 16.

Depending on the WECS system, the injection curves can be visualised in

flexView as follows:

WECS system Required steps to visualise curve

WECS-9500Switch access level to “Service”. Password is “flexView” Click on “View”, select “Injection Curve” Select “Cylinder number”, Select “One cycle, Scan”

WECS-9520Click on “View”, select “Injection Graph” Select “Cylinder number”, Deselect “Cyclic, Scan”

Table 4

Note:On engines equipped with WECS-9500 or WECS-9520 it is advisable to look

regularly at the "injection curves" in flexView.

Injection curve examples

21

1. Low wear and still good looking injection curve, 2. Wear signs clearly visible

Fig. 16


15/21



The wear at the control edges might lead to wrong interpretation of the feedback

signal. The assumed injection begin is earlier than the real start of injection (the

indicated assumed injection begin dead-time is calculated shorter than the real

one). The dead-time is an essential part of information needed by the WECSsystem to inject the fuel at the correct crank angle position.

This means if the assumed dead-time is shorter than the real dead time, the rail

valve can be activated later in order to achieve the same injection angle. But if

this dead-time in reality is not shorter it will lead to later injection and reduced

Pmax. The prolonged dead-time is an indication of ICU wear.

In order to avoid such situations, a new method of dead-time determination has

been developed and implemented. The WECS system can estimate what would

be the dead-time in optimum condition. This estimation is based on the shape of

the remaining part of the curve. The difference between the measured dead-time

and the estimated dead-time is the so called “Injection Dead Time Deviation”.This new feature has been implemented with the software version 31 build 081.

This deviation value is used to compensate the wrong injection angle of aging

ICUs. Even with a worn ICU the correct injection timing is kept. However, this

compensation cannot last forever and at some point the wear becomes higher

than the WECS system is able to compensate. The result can be seen on the

engine performance, namely on Pmax. These two new messages in the flexView

are an indication that the limits of wear compensation are close. This does not

mean that the ICU should be replaced immediately; it gives an early warning to

the operator to have a spare one ready on board the vessel.

Three factors are considered which influence injection timing and consequently

the Pmax. VIT will not be considered here.

Factors and influences to Pmax *)

Factor Influence

Injection begin offsetFQS setting

Negative offset means earlier injection and higher Pmax.Positive offset means later injection and lower Pmax.

Automatic wearcompensation

Extends the dead time and therefore causes earlier injectionand higher Pmax.

Actual wear of the ICUCauses measured dead time to be shorter than real. Thisresults in later injection and lower Pmax.

*) Table only valid for ICU “Step 1”. For the identification of the ICU see Table 6.

Table 5

The WECS system can only estimate the stage of wear based on the fuel

quantity piston movements. The real wear is of course more complex. This is the

reason why these are only messages and not actual alarms. Nevertheless, these

messages are good indications that the performance of the ICU is not optimum.

However, the engine can still run thanks to the automatic wear compensation.

The final decision to replace the ICU should be based on the engine performancein particular, to the ability of the unit to reach the correct Pmax. Therefore the

performance data and indicator diagrams should be checked for correct injection

timing, combustion temperatures and pressures.


16/21



Note:

The automatic wear compensation works only on the WECS-9520 with software

Version 32, build 082 or higher, but not on WECS-9500 systems.

Maintenance on ICU size IV

The general maintenance concept and the remanufacturing process will be

described in a separate Technical Bulletin, entitled “Maintenance concepts for

Injection Control Unit (ICU)”. The release of this bulletin is foreseen for the

second half of this year 2012.

It is important to distinguish between the old type or 1st generation ICU (Step 0)

and the new type ICU (Step 1). The type of ICU for RT-flex96C-B andRT-flex84T-D can be identified by checking for a groove or recess on the outside

of the Injection Control Valve (ICV).

Identification marks fo r ICUs

ICU type Identifi cation mark

Step 0 ICVs have a straight surface

Step 1 ICVs have a groove or a recess

Table 6

ICVs for RT-flex96C-B and RT-flex84T-D engines

2 431 2

1. Step 1 ICV with groove, 2. Groove / recess, 3. Step 0 ICV with smooth surface,

4. Step 1 ICV installed

Fig. 17


17/21



Appendix

1. Alarms

2. Proposed corrosion protective product

Contacts

How to contact Wärtsi lä

For questions about the content of this Technical Bulletin, or if you need Wärtsilä

assistance, services, spare parts and/or tools, please contact your nearest

Wärtsilä representative.

If you don’t have the contact details at hand, please follow the link “Contact us” –

“24h Services” on the Wärtsilä webpage:

www.wartsila.com

Contact details for emergency issues

Operational support

For questions concerning operational issues, please send your enquiry to:

[email protected]

or phone 24hrs support: +41 52 262 80 10.

Field service

If you need Wärtsilä Field Service, please send your enquiry to:[email protected]

or phone 24hrs support: +41 79 255 68 80.

Spare parts

If you need Wärtsilä spare parts and/or tools, please send you enquiry to:

[email protected]

or phone 24hrs support: +41 52 262 24 02

© 2012 Wärtsilä Switzerland Ltd. – All rights reservedNo part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical,graphic, photocopying, recording, taping or other information retrieval systems) without the prior writtenpermission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied)in this publication and assumes no responsibility for the correctness, errors or omissions for informationcontained herein. Information in this publication is subject to change without notice.Unless otherwise expressly set forth, no recommendation contained in this document is to be construed asprovided due to a defect in the engine, but merely as an improvement of the engine and/or the maintenanceprocedures relating thereto. Any actions by the owner/operator as a result of the recommendations are not

covered under any warranty provided by Wärtsilä and such actions will thus be at the owners/operators owncost and expense.NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION ISCONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.

http://www.wartsila.com/mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.wartsila.com/


18/21

to RT-124 APPENDIX 1

Issue 1, Page 1 / 3

Alarms

Any of the following alarms can appear for several seconds during engine start,

in particular after maintenance work on the fuel injection equipment or on the

hydraulic oil system. The following troubleshooting guidelines should only be

considered if these alarms persist.

Alarms and troubleshoot ing guidelines

Item Possible alarm Possible cause Remedy / Cause

A

ME InjectionQuantity Sensor# meas. Fail

The alarm is released if themeasured value from thesensor is lower than 2 mA orhigher than 22 mA. This

means that the signal is out ofrange (4–20 mA) and thishappens with a broken wire ordisconnected sensor.

Check feedback of quantitysensor. Check plug for tight fit.Make sure measuring sleeveis properly mounted on fuel

quantity piston.Check cabling between E95box and injection quantitysensor.Replace sensor or disconnectplug temporarily, if feedback isinstable and no sparesavailable.Check the mechanicalassembly of the sensor, seeCountermeasure 1.For sensor replacement seeCountermeasure 2.

B

ME Inj. Rail Valve#.# On TimeInjection High

The time from the rail valveactivation until the rail valvecore physically moves iscalled “ON Time”. IndividualOn Time value is compared tothe average value for all railvalves on the engine. If theindividual On Time becomesgreater than 170% of theaverage, this alarm isreleased.

Check the cabling betweenthe E95 box and the rail valve.Swap the rail valve with theneighbouring unit, if theproblem moves along with therail valve replace it with a newone.If NOT, replace the upperthree cables of the rail valvesand replace the sockets onthe corresponding FCM at theposition X11, X13 and X14.In cold condition the increasedviscosity of the control oil cancause high On Time.Make sure that the steamtracing of the rail unit is openin case of HFO operation.For rail valve replacement seeCountermeasure 3.


19/21


Issue 1, Page 2 / 3

Table continued...


C

ME Inj. Rail Valve

#.# On TimeReturn High

The time from the rail valve

activation until the rail valvecore physically moves iscalled “ON Time”. IndividualOn Time value is compared tothe average value for all railvalves on the engine. If theindividual On Time becomesgreater than 170% of theaverage, this alarm isreleased.

Check the cabling between

the E95 box and the rail valve.Swap the rail valve with theneighbouring unit, if theproblem moves along with therail valve replace it with a newone.If NOT, replace the lowerthree cables of the rail valvesand replace the sockets onthe corresponding FCM at theposition X11, X13 and X14.In cold condition the increasedviscosity of the control oil can

cause high On Time.Make sure that the steamtracing of the rail unit is openin case of HFO operation.For rail valve replacement seeCountermeasure 3.

D

ME Inj. Time TooShort

The Injection Time ismeasured from the injectcommand until the returncommand. Individual InjectionTime is compared with theaverage value for the engine.If the individual Injection Timebecomes less than 60% of theaverage this alarm isreleased.

Could be the consequence ofa rail valve failure.Might be too low openingpressure of injector.Cracked atomizer?Injector pipe leakage?This alarm may occur underrough sea conditions or quickload changes.

E

ME Inj. Time TooLong

The Injection Time ismeasured from the injectcommand until the returncommand. Individual InjectionTime is compared with theaverage value for the engine.If the individual Injection Timebecomes greater than 150%of the average this alarm is

released.

Injectors obstructed or withtoo high opening pressure.Possible rail valve failure.Injection through 2 or 1injector only.This alarm may occur underrough sea conditions or quickload changes.

F

ME Injectiontiming fail.cylinder #

Injection timing fail alarm is aconsequence of one of theabove items:D or E.

Follow items D or E.

G

ME Inj. QuantityPiston,Late / No Return

This alarm appears if the fuelquantity piston does not fullyreturn after the injection. If thesignal from the quantitysensor does not fall below

5.5 mA after the return

command it means that the

fuel quantity piston has notreturned fully. The alarm isdelayed for 30 seconds.

This can happen if the fuelviscosity is very high (cold fuelor steam tracing on the fuelrail is not working).Rough sea conditions withquick load changes can causethis alarm.Check the mechanicalassembly of the sensor, seeCountermeasure 1.For sensor replacement seeCountermeasure 2.


20/21


Issue 1, Page 3 / 3

Table continued...


H

ME Inj. Quantity

Piston,No Movement(slowdown)

This alarm appears if the fuel

quantity piston moved lessthan 4% during the fuelinjection event. The alarm issuppressed for 3 revolutions.

In case of very low load the

amount of fuel injected is verylittle and this alarm is normal.Possible rail valve failure.High viscosity fuel.Sticking fuel quantity piston.Rough sea conditions.Check the mechanicalassembly of the sensor, seeCountermeasure 1.For sensor replacement seeCountermeasure 2.

I

ME Inj. QuantityPiston, Stuck InMax. Pos.(Inj.cut-off+SLD)

This alarm appears if thesignal from the sensor ishigher than 18 mA. It meansthat the fuel quantity piston just performed a full strokeand did not return.

This can happen if the returncommand was not performedfor some reason.It can be due to rail valvefailure (if the rail valve stays ininject position).It can happen if the ICV isstuck in open position.Control oil return pipe isrestricted or closed.High fuel viscosity.Leaking injectors or pipes.Check the mechanicalassembly of the sensor, seeCountermeasure 1.For sensor replacement seeCountermeasure 2.If this alarm appears atstandstill, follow the procedurein Countermeasure 4.

JME Injectionquantity pistonfail. cylinder #

This is a consequence of oneof the items:G, H or I.

Follow items G, H or I.

Table 1

Note:The countermeasures are described in the Technical Bulletin RT-124, Issue 1,

dated 03.04.2012, Chapter “Countermeasures”.

© 2012 Wärtsilä Switzerland Ltd. – All rights reservedNo part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical,graphic, photocopying, recording, taping or other information retrieval systems) without the prior writtenpermission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied)in this publication and assumes no responsibility for the correctness, errors or omissions for informationcontained herein. Information in this publication is subject to change without notice.Unless otherwise expressly set forth, no recommendation contained in this document is to be construed asprovided due to a defect in the engine, but merely as an improvement of the engine and/or the maintenanceprocedures relating thereto. Any actions by the owner/operator as a result of the recommendations are not

covered under any warranty provided by Wärtsilä and such actions will thus be at the owners/operators owncost and expense.NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION ISCONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.


21/21

a

Wärtsilä Switzerland Ltd.

RT-flex

Drawn:

Verif :

Packing InstructionsICU

Group

5564

Proposed corrosion protective product Dewatering with corrosion protectionWaxy, dry protective film

Name of product: Dewatering Fluid WA Article No: Specification No: Substitute for Spec. No:

General and physical properties:

Oil-based corrosion preventiveProtection against:

Humidity, perspiration, shower-proof

Application Temperature: 15°C to 35°C Application-method

Thinner%

Viscosity Sprayingpressure

Nozzlemm

k / Ohm

Humidity: Brush Yes

Colour: like Vaseline Roller Yes

Degree of gloss: mat Dipping Yes

Covering power: Spraying:low press.

Yes

Density: 810 kg/m at 15°C high press. Yes

Content of solids: 15.5 % Airless Yes

Viscosity: Electro-

static

Yes

Danger class: A-II Drying: Air

dust-free

set to touch completelydry

Recoatable after:spraying brushing

Poison class: free BAG T Nr. 611 500 20° 1 h no no

Flash point: 40°C in closed pot Oven Time no Temperature of component:

Identification duty: ADR/SDR Cl. 3 Pt. 31 c Forced Time no Temperature of component:

Shelf life: 12 months cool/dry Technical data:

Mixing ratio: 1) 2) Cross-cut testDIN 53151

With hardener: Hardness acc. to:

Pot life: Steel ball jet:DIN 53154

Coverage: 180 m /l Mandrel bend test:DIN 53152

with dry film thickness of 0.8 microns 3) Ericcson cupping index IE:DIN 53156

Temperature range: - 20°C to + 60°C Salt-spray test:DIN 50021

DIN 50’907 150 hrs

Dry film melting-point: Kesternich test:DIN 50018

1) Weight 2) Volume 3) On smooth surface Condensed water climate: ASTM-D-148, DIN 51359

DIN 51’359 150 hrs

Surface preparation: Grease-free surface. May be applied to moist surface.

Features: Highly water displacing, undercreeps liquidfilms on metal surfaces, displaces liquids and moisture out of pocket holes

Duration of protection: Indoor storage 9 - 12 months / shed storage 4 - 8 months

Removal, cleaning: Normally not necessary. Considered as coat structure for further preservation.Removal with white spirit or petroleum.

Supplier: Valvoline Oil Co. Ltd., Div. of Ashland Switzerland, Riedstrasse 11, CH-8317 Tagelswangen,Switzerland Tel. +41 (0) 52 355 3000

The data given are mean values based on practical experience. Application according to the supplier’s specifica-tion and at the user’s risk with regard to climatic and specific conditions.

APPENDIX 2

rt-124 troubleshooting %26 maintenance on injection control unit

Documents