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RT-124 Troubleshooting & Maintenance On Injection Control Unit
RT-124 Troubleshooting & Maintenance On Injection Control Unit
BULLETIN
RT-124
Issue 1, 03.04.2012
Next opportunity
Concerned components
Injection Control Units (ICUs) of Wrtsil
RT-flex96C-B and RT-flex84T-D engines.
Current situation
This Technical Bulletin provides important
information about fault finding, repair and
maintenance possibilities of an ICU on
board or ashore.
Outlook
During the second half of this year 2012,
Wrtsil will introduce new Maintenance
Concepts for ICUs. The implementation of
the new concepts will allow to extend the
inspection and maintenance intervals for
the ICU (TBO) and thus to lower the
operating cost.
Note
Please consult also the General
Information bulletin RT-119, informing you
in
detail
about
the
component
remanufacturing services.
TECHNICAL BULLETIN
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Issue 1, Page 2 / 17
Contents
Introduction
Terms and glossary
Conditions for effective troubleshooting
Alarms
Countermeasures
ICU storage
ICU replacement criteria
Maintenance on ICU size IV
Appendix
Contacts
Page
2
2
3
4
4
12
13
16
17
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 Wrtsil 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 the
recommendations and provides an update by including the latest available
experience.
Attention:
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 00111/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 RTflex84T-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.
Name / Part
Injection Control Unit
Injection Control Valve
Fuel Quantity Piston
Fuel Quantity Sensor
Fuel Quality Setting
RT-124
TECHNICAL BULLETIN
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Abbreviation, cont.
RV2
PCV
WECS-9500
WECS-9520
E85
Size IV
Name / Part
Rail Valve
Pressure Control Valve
Wrtsil Engine Control System, type 9500
Wrtsil Engine Control System, type 9520
WECS control cabinet E85
Describes the size of the rail unit which covers the
RT-flex96C-B and RT-flex84T-D engines
Table 1
2. Fuel pump
actuator
failure
WECS alarms
ME fuel rail pressure sensor #1+2
meas. failure
ME fuel rail pressure meas. failure:
Diff. high
ME fuel rail pressure high
ME fuel rail pressure low
ME fuel rail pressure very low
ME fuel pump actuator failure
4. Control oil
system
failures
5. Rail unit
steam tracing
failures
6. Engine
performance
7. Fuel system
failures
Table 2
N/A
N/A
Description
In case of fuel over-supply
from high pressure pumps,
the fuel rail pressure will be
limited by the PCV. High
fluctuations of the fuel rail
pressure possible.
If one actuator fails, the
corresponding pump will
deliver maximum capacity.
This can cause a similar
behaviour as in previous
case 1.
Any failure on the fuel oil
system will change the ICU
performance or render it
completely inoperable.
Any failure on the control oil
system will change the ICU
performance or render it
completely inoperable.
In case of HFO use, rail unit
trace heating must be
operational.
All pressures and
temperatures must conform
to the operating data sheet.
Fuel viscosity at engine inlet
conforms to the specification
(13 to 17 cSt).
Fuel pressure at engine inlet
conforms to operating data
sheet.
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TECHNICAL BULLETIN
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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 oil
system.
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.
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Removal of housing
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Cleaning procedure:
Soak the deposits with cleaning solvent.
Use ScotchBrite or similar to remove deposits.
Carefully clean the piston rod from any particles.
Lubricate the piston rod with lubricating oil.
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.
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TECHNICAL BULLETIN
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7. Connecting elements
Two different designs of connecting elements are present on the Wrtsil
ICUs. The old type will be replaced by the new connecting element type at the
time the old ICU is returned to Wrtsil 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
5
2
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TECHNICAL BULLETIN
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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
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.
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TECHNICAL BULLETIN
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3. Screw the holder (2) with the FQS (3) down on the housing (4).
Reassembly of the fuel quantity sensor with holder
1
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.
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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. Todays common execution is the one directly fixed to the ICU
pre-control block.
RT-124
TECHNICAL BULLETIN
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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.
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Wooden transportation box
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
2
1
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TECHNICAL BULLETIN
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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
Note:
Store the ICU in a dry room and in a wooden box and/or cover it against
pollution.
Table 3
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Table 4
Note:
On engines equipped with WECS-9500 or WECS-9520 it is advisable to look
regularly at the "injection curves" in flexView.
1. Low wear and still good looking injection curve, 2. Wear signs clearly visible
Fig. 16
TECHNICAL BULLETIN
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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 WECS
system 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
Injection begin offset
FQS setting
Automatic wear
compensation
Influence
Negative offset means earlier injection and higher Pmax.
Positive offset means later injection and lower Pmax.
Extends the dead time and therefore causes earlier injection
and higher Pmax.
Causes measured dead time to be shorter than real. This
Actual wear of the ICU
results 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 performance
in 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.
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TECHNICAL BULLETIN
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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.
Identification mark
ICVs have a straight surface
ICVs have a groove or a recess
Table 6
1. Step 1 ICV with groove, 2. Groove / recess, 3. Step 0 ICV with smooth surface,
4. Step 1 ICV installed
Fig. 17
RT-124
TECHNICAL BULLETIN
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Appendix
1. Alarms
2. Proposed corrosion protective product
Contacts
How to contact Wrtsil
For questions about the content of this Technical Bulletin, or if you need Wrtsil
assistance, services, spare parts and/or tools, please contact your nearest
Wrtsil representative.
If you dont have the contact details at hand, please follow the link Contact us
24h Services on the Wrtsil webpage:
www.wartsila.com
APPENDIX 1
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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 troubleshooting guidelines
Item Possible alarm
ME Injection
Quantity Sensor
# meas. Fail
Possible cause
The alarm is released if the
measured value from the
sensor is lower than 2 mA or
higher than 22 mA. This
means that the signal is out of
range (420 mA) and this
happens with a broken wire or
disconnected sensor.
Remedy / Cause
Check feedback of quantity
sensor. Check plug for tight fit.
Make sure measuring sleeve
is properly mounted on fuel
quantity piston.
Check cabling between E95
box and injection quantity
sensor.
Replace sensor or disconnect
plug temporarily, if feedback is
instable and no spares
available.
Check the mechanical
assembly of the sensor, see
Countermeasure 1.
For sensor replacement see
Countermeasure 2.
ME Inj. Rail Valve The time from the rail valve
Check the cabling between
#.# On Time
activation until the rail valve
the E95 box and the rail valve.
Injection High
core physically moves is
Swap the rail valve with the
called ON Time. Individual
neighbouring unit, if the
On Time value is compared to problem moves along with the
the average value for all rail
rail valve replace it with a new
valves on the engine. If the
one.
individual On Time becomes
If NOT, replace the upper
greater than 170% of the
three cables of the rail valves
average, this alarm is
and replace the sockets on
released.
the corresponding FCM at the
position X11, X13 and X14.
In cold condition the increased
viscosity of the control oil can
cause high On Time.
Make sure that the steam
tracing of the rail unit is open
in case of HFO operation.
For rail valve replacement see
Countermeasure 3.
APPENDIX 1
to RT-124
Issue 1, Page 2 / 3
Table continued...
Item Possible alarm
ME Inj. Rail Valve
#.# On Time
Return High
Possible cause
The time from the rail valve
activation until the rail valve
core physically moves is
called ON Time. Individual
On Time value is compared to
the average value for all rail
valves on the engine. If the
individual On Time becomes
greater than 170% of the
average, this alarm is
released.
Remedy / Cause
Check the cabling between
the E95 box and the rail valve.
Swap the rail valve with the
neighbouring unit, if the
problem moves along with the
rail valve replace it with a new
one.
If NOT, replace the lower
three cables of the rail valves
and replace the sockets on
the corresponding FCM at the
position X11, X13 and X14.
In cold condition the increased
viscosity of the control oil can
cause high On Time.
Make sure that the steam
tracing of the rail unit is open
in case of HFO operation.
For rail valve replacement see
Countermeasure 3.
ME Inj. Time Too The Injection Time is
Could be the consequence of
Short
measured from the inject
a rail valve failure.
command until the return
Might be too low opening
command. Individual Injection pressure of injector.
Time is compared with the
Cracked atomizer?
average value for the engine. Injector pipe leakage?
If the individual Injection Time This alarm may occur under
becomes less than 60% of the rough sea conditions or quick
average this alarm is
load changes.
released.
ME Inj. Time Too The Injection Time is
Injectors obstructed or with
Long
measured from the inject
too high opening pressure.
command until the return
Possible rail valve failure.
command. Individual Injection Injection through 2 or 1
Time is compared with the
injector only.
average value for the engine. This alarm may occur under
If the individual Injection Time rough sea conditions or quick
becomes greater than 150%
load changes.
of the average this alarm is
released.
ME Injection
Injection timing fail alarm is a Follow items D or E.
timing fail.
consequence of one of the
cylinder #
above items:
D or E.
ME Inj. Quantity This alarm appears if the fuel This can happen if the fuel
Piston,
viscosity is very high (cold fuel
quantity piston does not fully
Late / No Return return after the injection. If the or steam tracing on the fuel
rail is not working).
signal from the quantity
Rough sea conditions with
sensor does not fall below
quick load changes can cause
5.5 mA after the return
this alarm.
command it means that the
Check the mechanical
fuel quantity piston has not
assembly of the sensor, see
returned fully. The alarm is
Countermeasure 1.
delayed for 30 seconds.
For sensor replacement see
Countermeasure 2.
APPENDIX 1
to RT-124
Issue 1, Page 3 / 3
Table continued...
Item Possible alarm
ME Inj. Quantity
Piston,
No Movement
(slowdown)
Possible cause
This alarm appears if the fuel
quantity piston moved less
than 4% during the fuel
injection event. The alarm is
suppressed for 3 revolutions.
ME Inj. Quantity
Piston, Stuck In
Max. Pos.
(Inj.cut-off+SLD)
ME Injection
quantity piston
fail. cylinder #
Remedy / Cause
In case of very low load the
amount of fuel injected is very
little and this alarm is normal.
Possible rail valve failure.
High viscosity fuel.
Sticking fuel quantity piston.
Rough sea conditions.
Check the mechanical
assembly of the sensor, see
Countermeasure 1.
For sensor replacement see
Countermeasure 2.
This can happen if the return
command was not performed
for some reason.
It can be due to rail valve
failure (if the rail valve stays in
inject position).
It can happen if the ICV is
stuck in open position.
Control oil return pipe is
restricted or closed.
High fuel viscosity.
Leaking injectors or pipes.
Check the mechanical
assembly of the sensor, see
Countermeasure 1.
For sensor replacement see
Countermeasure 2.
If this alarm appears at
standstill, follow the procedure
in Countermeasure 4.
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 Wrtsil Switzerland Ltd. All rights reserved
No 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 written
permission of the copyright holder. Wrtsil Corporation makes no representation, warranty (express or implied)
in this publication and assumes no responsibility for the correctness, errors or omissions for information
contained 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 as
provided due to a defect in the engine, but merely as an improvement of the engine and/or the maintenance
procedures relating thereto. Any actions by the owner/operator as a result of the recommendations are not
covered under any warranty provided by Wrtsil and such actions will thus be at the owners/operators own
cost and expense.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS
ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS
CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.
APPENDIX 2
Proposed corrosion protective product
Name of product: Dewatering
Fluid WA
Protection against:
Applicationmethod
Brush
Yes
15C to 35C
Application Temperature:
Humidity:
Colour:
like Vaseline
Roller
Yes
Degree of gloss:
mat
Dipping
Yes
Yes
Spraying:
low press.
high press.
15.5 %
Airless
Yes
Electrostatic
Drying:
Air
Yes
Covering power:
3
Density:
Content of solids:
Viscosity:
Thinner
%
Viscosity
Spraying
pressure
dustfree
set to touch
completely
dry
Recoatable after:
spraying
brushing
A-II
Poison class:
20
Flash point:
Oven
Time no
Temperature of component:
Identification duty:
Forced
Time
no
Temperature of component:
12 months cool/dry
Technical data:
Mixing ratio: 1)
Pot life:
2
180 m /l
0.8
microns
3)
- 20C to + 60C
2) Volume
1h
no
3) On smooth surface
Surface preparation:
Features:
no
Cross-cut test
DIN 53151
Hardness acc. to:
2)
With hardener:
Coverage:
k / Ohm
Yes
Danger class:
Shelf life:
Nozzle
mm
Removal, cleaning:
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 suppliers specification and at the users risk with regard to climatic and specific conditions.
RT-flex
Packing Instructions
ICU
Drawn:
Verif.:
Group
5564