RT-flex mechanical features

RT-flex Training

Mechanical Features
(RT-flex Specific Parts only)
RT-flex mechanical features RT-flex specific parts only

RT-flex mechanical features Overview, RT-flex-50 (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




RT-flex mechanical features Overview, RT-flex58 (Size 1)

WECS-9520, Rail Unit(s)

E 90 Shipyard
Interface Box
(SIB) on the
free end

WECS-9520,
E 95 Cylinder

Automatic filter
Supply unit




RT-flex mechanical features Overview, RT-flex60 (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

RT-flex mechanical features Overview, RT-flex84 and 96 (Size 4)

Rail Unit(s)
WECS-9520,
E 90 Shipyard
Interface Box (SIB)
or at the free end

WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes

Supply unit
Control oil
Automatic filter
 Pumps
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- and control oil are
connected by high pressure pipes.
=> Same pressure in the related
rails of both halves.

WECS-9520 Cylinder-Electronic
Unit boxes are fitted on the outer
front side

SIB (E90) Box on free end or in the

middle of the rail unit
RT-flex mechanical features Rail Unit, Size 0

RT-flex mechanical features Rail Unit, Size 1

RT-flex58T, MK1 RT-flex58T, MK2




RT-flex mechanical features Rail Unit, Size 2

RT-flex mechanical features Rail Unit, Size 4

RT-flex mechanical features Rail Unit Main Parts
Fuel oil rail: Steam Fuel oil rail
The fuel rail contains high pressure fuel of ICU‘s
~ 600 - 800 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 rail.
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 Control
oil pumps of the supply unit, depending on engine load. oil rail

For each cylinder there is a Valve Control Unit (VCU)
installed on the 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 VCU’s
oil pumps. Control oil is used to actuate the control pistons of the ICU’s.

Additional return/leakage piping:

·One fuel ICU-leakage pipe
·One common servo oil/control oil return pipe 


RT-flex mechanical features (fuel) Injection Control Unit (ICU)

RT-flex mechanical features ICU, Size 0

RT-flex mechanical features ICU, Size 1

RT-flex mechanical features ICU, Size 4

RT-flex mechanical features ICU
Fuel Quantity sensor
Servo oil side:
Injection quantity piston The rail valves control the oil flow to the control oil
block.
Servo oil side 

Fuel side:
Servo oil The fuel control valves are actuated by pistons in the
Rail valves 
 return
 control oil block. There is one valve for each injector.
The main body of the ICU includes the injection
quantity piston.
Fuel control “Fuel Quantity Sensor” in a housing kept away form
valves the hot block.

Control- and fuel oil side are entirely separated from

each other. Nevertheless, leakages of both systems
have a common drain.

Working principle:
Each ICU is pre-controlled by 2 or 3 rail valves to
Servo oil open or close the way for fuel from the rail to the
supply 
 injection nozzles.
Fuel side 
 Fuel for each injection stroke is first measured and
quantified, then injected.

RT-flex mechanical features 
 Fuel Nozzle

Fuel nozzle with “venting spiral”




RT-flex mechanical features (exhaust) Valve Control Unit (VCU)

RT-flex mechanical features VCU

RT-flex mechanical features VCU

To exhaust valve
The servo oil supply from the servo oil rail to
3/2 way valve 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).
Rail valve
Main bearing oil The servo oil return pipe has a back pressure
supply 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


RT-flex mechanical features Rail Unit Piping

RT-flex mechanical features Rail Unit Piping

RT-flex mechanical features Rail Unit Piping
Control oil
high pressure
hoses

Trace heating

ICU and injection high pressure

pipe leakage drain pipe.
(connected to leakage collector
=> Alarm to AMS)

Control oil rail

(some engine types only)

Main bearing oil supply pipe for Servo oil (and control oil rail)
upper side of valve control unit common return pipe.
VCU and exhaust valve actuator (back to crankcase/sump tank)
pipe. 


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 high pressure 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 high pressure supply pipe is broken,
the remaining one will feed both rails
RT-flex mechanical features Rail Unit Piping

Rail unit general drain piping. Possible leaks of fuel, oil and water are collected for each
rail individually
=> Alarm to Alarm System „Rail Unit (FWD), General Leak“.
The leakage is finally drained to the sludge tank.

RT-flex mechanical features 
 Fuel Rail Pipe

The fuel rail pipe is made of one piece.

The bore has a shape of a “peanut”.

RT-flex mechanical features Rail Valves

RT-flex mechanical features Rail Valve

Injection / Valve open

Rail valve are quick acting 3/2-way solenoid valves. Each cylinder unit has four
(three) rail valves. Three (two) of them are pre-controlling an ICU, one of them
is pre-controlling the VCU.
Following an injection/return- or open/close command of WECS-9520, the
corresponding coils are energized by 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 Control oil inlet
Inlet/outlet to ICU/VCU
spindle enable a very short actuation time, which is Outlet to return pipe
indispensable for precise injection- or exhaust valve control.

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

particles are suspected to influence proper operation, the
valves can be opened and blown out by air.
Pay attention to assembly position of valve spindle. 

Electric sockets

No injection / Valve close




RT-flex mechanical features Exhaust Valve Drive

Damper Orifice
Main differences to a conventional
RTA-valve drive:
Oil inlet from
The exhaust valve is actuated by a exhaust valve
double piston drive, in order to save oil actuator pipe
volume
Two redundant exhaust valve stroke Double piston
sensors for monitoring drive

One measuring cone for stroke sensors

Two exhaust valve
Air spring piston running directly in the stroke sensors
housing. Joint ring
Measuring cone
The disc spring package is dampening
opening stroke in case of low air spring Air spring piston
pressure
Disc spring package
The lower housing itself is the air spring
cylinder
 Exhaust valve spindle 

RT-flex mechanical features Supply Unit Drive, Size 0

RT-flex mechanical features Supply Unit Drive, Size 1

RT-flex60C




RT-flex mechanical features Supply Unit Drive, Size 4

RT-flex mechanical features Supply Unit Drive

3-lobe cams Supply unit gearwheel

The supply unit is driven by the crankshaft, via 2 nd
two intermediate gearwheels. inter
media
te
The 3-lobe cams are shrunk fit to the camshaft. gearw
heel 

The servo oil pumps are driven by individual
pinions, having a „mechanical fuse“ (reduced
diameter in pinion), in order to protect the gear-
drive in case of a pump seizure. The servo oil
pump gearwheel is hydraulically fitted as well.

Since the supply unit, i.e. fuel pumps and servo Camshaft bearing
oil pumps have no timing, means they just covers
supply fuel or oil, the camshaft doesn‘t have to
have a determined position compared to
crankshaft. However the position of the cams
relative to each other must be respected. 



RT-flex mechanical features Supply Unit, Size 0

RT-flex mechanical features Supply Unit, Size 1

RT-flex60

RT-flex58T




RT-flex mechanical features Supply Unit, Size 4

RT-flex mechanical features Supply Unit
Fuel intermediate
Fuel side: accumulator
The „jerk-type“ fuel oil pumps deliver fuel

into the intermediate accumulator. To keep Fuel outlet
the rail pressure (600 - 900 bar), the pump Electric actuators to rail
flow rate is regulated via regulating linkage
Servo oil collector
and el. actuators, by pressure set point
block 

signals from WECS.

From the accumulator there are two outlets,

connecting the accumulator to the fuel rail
via two high pressure pipes.

Servo oil side: 


The servo oil pumps are made by Dynex or Servo oil
outlet to rail Fuel pumps
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 high
pressure pipes.

The number of fuel- and servo oil pumps Servo oil pumps 2 nd intermediate
depends on the number of cylinders. 
 (shown here as „Bosch“)

gearwheel

RT-flex mechanical features Supply Unit
Shutdown & Shutdown solenoid 

overpressure valve 

regulating
Overpressure- and safety
valve, valves:
Fuel drain

The overpressure regulating
valve releases fuel back into
the return pipe, if the fuel
pressure rises higher than
1’050 bar.

In case of a shutdown, the

shutdown solenoid valve is
energized and the valve is kept
open > fuel pressure drops to
<100 bar

There are two safety valves on

Fuel inlet Fuel return to each side of the intermediate
Intermediate accumulator with
from mixing tank via accumulator, adjusted to an
two safety valves (1’250 bar). 

booster unit 
 pressure retaining opening pressure of 1’250 bar.
valve. 


RT-flex mechanical features Supply Unit
Accumulator
Main bearing oil Fuel overpressure regulating valve:
pressure at norm.
operation In case of the fuel pressure in intermediate
accumulator rises to ~1’050 bar, the
Knurled screw overpressure regulating valve releases fuel to
and shims
fuel return line.
The opening pressure is pre-adjusted by valve
Piston 
 manufacturer. Shims are used to give the right
position to the knurled screw, means if the screw
is fully screwed down to shims, 1’050 bar are
set.

Valve The min. opening pressure, means when knurled

seat a n d Fuel screw is screwed fully out, is around 500 bar
needle pressure (engine still operational).
increase/ During normal operation, main bearing oil
decrease 
 pressure keeps the valve closed. When the
Fuel opening fuel pressure is reached, main bearing
inlet

oil is released, pressure above piston drops and
fuel is released back to fuel return line to booster
Drain to return pipe unit.




RT-flex mechanical features Supply Unit

Solenoid valve
Engine shutdown function: Coarse leak drain 

sinter filter Shutdown
A shutdown is initiated by energizing the Solenoid
solenoid valve (energized from safety valve
system, not WECS). In this way, main MB-oil
bearing oil pressure above piston is supply 

released, resulting in fuel pressure drop 

down.
Piston 

-> engine stops. 

Lever for
manual
depressuri
sing




RT-flex mechanical features Fuel Pump

RT-flex mechanical features Fuel Pump

Buffer space

Fuel pumps:
Non return valve
The jerk-type fuel oil pumps deliver a
Pump cylinder
variable quantity of fuel to the intermediate
accumulator and fuel rail, in order to
Pump plunger Pump cover
maintain the demanded fuel rail pressure. Regulating
They do not have any timing. sleeve
To change the feed quantity, the pump Compression
plunger is turned by the regulating rack, Regulating rack
which is moved by regulating linkage. spring 

Upper housing
The roller guide/roller assembly and regulating
sleeve are lubricated by
main bearing oil.
 Roller guide

Lower housing

RT-flex mechanical features Fuel Pump

RT-flex mechanical features Fuel Pump

Plunger position at regulating linkage position:

Pos: 0 Pos: 5 Pos: 10

No delivery Half delivery
 Full delivery



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, that 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,
Local position so the other pump can still be regulated.
indication (0-10) 

Torsional springs
Fork lever
RT-flex mechanical features Supply Unit, Servo Oil
Servo oil pumps arrangement:
The number of servo oil pumps depends on the number of
The servo oil pumps supply oil to the
cylinders. If one pump fails, the engine can still be operated at
collector block, which has two high
high load.
pressure outlet pipes to the servo oil
rail. A safety valve limits the max
pressure to 230 bar. 


Safety valve 
 Collector Block

Non return valves
at each inlet 
 Servo oil
pumps

High pressure
pipes

Oil supply

Bosch pump arrangement (previous design). Dynex pumps arrangement (new design).





RT-flex mechanical features Servo oil pump “Dynex”

Compensator valve with solenoid

Suction port

HP-outlet (Inch-type thread!)

RT-flex mechanical features Servo oil pump “Dynex”

RT-flex mechanical features Servo oil pump “Bosch”, Size 4

The Bosch servo oil pumps are axial piston –

swash-plate -type pumps. They 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 at full load.
When the engine turning direction is changing, the
swash-plate of the pumps needs to be reversed.
Control oil is used to move the swash-plate into
position.
RT-flex mechanical features Servo oil pump “Bosch”

Swashplate angle encoder Case drain Control oil inlet Control oil return
Visual indication High pressure
outlet

Non return
Valve / anti
cavitation port

Proportional Anti cavitation

valve solenoid- inlet (from
Proportional servo oil main
valves 
 valve position supply pipe)
encoder 

Proportional
valve 


HP-outlet pressure
transmitter

Main servo oil inlet

RT-flex mechanical features Servo oil pump „Bosch“

Function principle of servo oil pumps:

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
anti-cavitation port and delivered out 
 B,B1
 Pressure Port
 SAE 1 1/2 "
again via main inlet. The oil will thus SB Anti Cavitation Port SAE 2 "
S Suction Port SAE 3 "
flow "idle" through the pump.

P,SP
 Control Pressure Port M18x1.5
In case of black-out, the swashplate Rkv Pilot Fluid Drain M22x1.5
R(L)
 Return (Aeration)
 M42x2
swings to the ASTERN position.








RT-flex mechanical features Control Oil Pumps (Size 1)

RT-flex58T, MK1

RT-flex mechanical features 
 Control Oil Pumps, Size 4

HP-Inlets from pumps

Drain valve for leakage (with orifice)

3 shut of valves for outlets 
 “Kraus & Wimmer”

2 Pressure retaining valves

2 Overpressure relief valves

Pressure transmitter
for leak detection
(signal to Alarm System)

2 (3) HP-outlets for double wall “Bucher”

pipes -> control oil rails

RT-flex mechanical features Service Pump

RT-flex mechanical features Automatic Filter

The automatic filter unit filters the servo oil to 6 µm.

The by-pass filter has a mesh
size of 36 µm.

RT-flex mechanical features 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!




RT-flex mechanical features 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.




RT-flex mechanical features CA-Sensor

RT-flex mechanical features CA-Sensor

Connection unit CA Sensors