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RT-87 Intermediate Fuel Accumulator (Issue 1, 03-03-2010)
RT-87 Intermediate Fuel Accumulator (Issue 1, 03-03-2010)
BULLETIN
Concerned products:
Wärtsilä RT-flex96C-B and RT-flex84T-D
engines
Information to all Owners and Operators of
Wärtsilä RT-flex96C-B or RT-flex84T-D engines Summary and main topics:
This Technical Bulletin advises to remove
the non-return valve in the intermediate
fuel accumulator.
1 Content
1 Content 2
2 Introduction 2
3 Removal of Non-return Valve and Compression Spring 3
4 Localisation of Defective NRV in Fuel Pump and Emergency Operation 4
5 Improvements at Intermediate Fuel Accumulator 6
6 Fuel Leakage in IFA and Rising Pipes 9
7 Assembly Guideline 13
8 New Setting of Fuel Pressure Control Valve 17
2 Introduction
This Technical Bulletin supersedes Service Bulletin RT-flex-10, named “Non-
Return Valves of Intermediate Fuel Accumulator”.
The presence of the intermediate fuel accumulator acts to damp and reduce
pressure pulsations generated by the fuel pumps in the system, thereby
delivering fuel at constant pressure to the rail.
In case of failure of the fuel pump regulation, matching of the observed pressure
to that of the set point is achieved by the functioning of the fuel pressure control
valve. The relief valve is an additional overpressure safety device.
The aim of this Technical Bulletin is to promote reliable engine operation with a
properly functioning intermediate fuel accumulator. Should leakage be observed,
advice is provided for measures to be taken to quickly locate and counteract the
problem.
1 3 4
Fig.1
TECHNICAL BULLETIN RT-87
Issue 1, Page 3 / 18
Note:
Until further notice Wärtsilä recommends to remove the Non-Return Valves
(NRV), comprising valve body and compression spring, in the Intermediate Fuel
Accumulator (IFA) inlet.
The purpose is to reduce the pressure fluctuations in the high pressure pipe
between fuel pump and the IFA, which is causing damage to the NRV in the IFA
inlet. A damaged NRV in the IFA inlet will not be fulfilling its intended back-up
function, so its removal will have no detrimental effect and will not contaminate
the fuel system.
1 2
1. NRV with valve body and spring in IFA flange, 2. IFA flange without NRV, 3. NRV in
fuel pump
Fig. 2
TECHNICAL BULLETIN RT-87
Issue 1, Page 4 / 18
After the NRV has been removed from the IFA, another device must ensure the
fuel rail pressure in case of a defective NRV in the fuel pump. This is ensured by
the pump regulation.
The following chapters describe how to localise the defective NRV in the fuel
pump. An emergency procedure is also given for safe engine operation.
Emergency procedure
1. Check if there is an indication of leakage in the alarm system.
2. To rule out that a leakage in the high pressure fuel system is causing the
pressure drop, check:
– High pressure pipes
– IFA
– Pressure relief valve
– High pressure fuel rising pipes
– Fuel rail
3. Switch off the power supply in the E85 box of the fuel pump actuators of one
fuel pump bank (A or B).
In case of engines with 6 fuel pumps, switch off – in addition – the actuator
that is connected to the fuel pump bank A and B.
4. With power supply in switched off position, force the regulating linkage to the
zero position.
5. Block the pump’s regulating rack in this position with spacer tool as shown in
Figure 3.
6. Try to restart the engine.
7. If pressure is building up in the fuel rail and the engine can be started, the
defective fuel pump is in the bank whose regulating linkage is in zero
position.
8. When the engine is not able to start, repeat steps 3 to 6 on the opposite
bank.
Attention:
Depending on the engine and installed WECS-9520 or WECS-9500 system, the
power switch is located either in the E85 or E85.1 box.
No leakage alarm will be released for the fuel pressure regulating valve. The
return line of the fuel pressure regulating valve is not connected to a leakage
sensor and is going directly to the fuel return line.
TECHNICAL BULLETIN RT-87
Issue 1, Page 5 / 18
Application of spacer
Fig. 3
Note:
References to tool numbers are to be found in the respective Maintenance
Manual.
Counter measures
After the localisation of the defective fuel pump, there are two possibilities to run
the engine.
• In case the circumstances do not allow to stop the engine:
Pull the regulating linkage of the defective fuel pump to zero position and
block it with the spacer (1) as shown in Figure 3.
• In case the engine can be temporarily stopped:
After the localisation of the defective fuel pump, cut out this pump. The
procedure to cut out a pump is given in the Operation Manual delivered with
the engine, Group 5 “Cutting out and cutting in of the fuel pump”. Now you
can start the engine again and continue the voyage. Running the engine
under this constellation, you might have higher system oil consumption. Thus
we advise to replace the defective fuel pump at the next opportunity.
1 2 3 4 5 6
1. Pressure control valve, 2. Flange to pressure control valve, 3. Flange to IFA and high
pressure fuel pipe, 4. Flange with insert bush, 5. Relief valve, 6. End flange to high
pressure rising pipes
Fig. 4
TECHNICAL BULLETIN RT-87
Issue 1, Page 7 / 18
Fig. 5
1 2
Important:
Please make sure that the IFA relief valve has at least one identification bore of
ø 3 mm on the hexagon AF 80 face.
Fig. 7
TECHNICAL BULLETIN RT-87
Issue 1, Page 9 / 18
Guideline to localise the internal fuel leakage (IFA and rising pipes)
Caution:
With high pressure leaks there are risks of accidents. It is advisable to determine
the location of high pressure leakages in safe areas when the engine is stopped,
preferably in port.
For safety precautions please refer to the respective Engine Manuals and
published Service Bulletins.
Before you start loosening and disassembling any parts, make sure that you
have all necessary tools on board. For damaged parts also the corresponding
spare parts must be available. Check also that you have enough consumable
goods on stock, such as recommended lubricants and lip seals for example.
In case you miss tools and/or spare parts, your local Wärtsilä representative can
support you.
The leakage channel of the non-return valve/flange on the IFA and leakage
channel of the rising pipes are common.
Fuel leakages on intermediate fuel accumulator or fuel high pressure rising pipes
can be detected by opening the corresponding fuel leakage cock, see Figure 8.
The position of the fuel leakage cock depends on the installation. The cocks
should be labelled as in Figure 8.
1
1
Fig. 8
For components and numbers mentioned hereafter, please refer to the engine
control diagram located in the Operation Manual Group 4. For references to the
fuel pressure pipes and leakage inspection plugs, please consult the Spare Part
TECHNICAL BULLETIN RT-87
Issue 1, Page 10 / 18
Code Book, Group 8 “High Pressure Pipe”. References to tool numbers are to be
found in the respective Maintenance Manual. All three mentioned manuals are
delivered with the engine.
3
2
1. Leakage inspection plug in fuel rail, 2. Leakage inspection plug in intermediate piece,
3. Leakage inspection plug in IFA block, 4. Detail of high pressure pipe connection with
leakage inspection plug
Fig. 9
TECHNICAL BULLETIN RT-87
Issue 1, Page 11 / 18
Remarks:
Since the leakage channel is common from the rising pipes and IFA itself, within
a very short time the control oil will leak from all leakage inspection bores.
Points 5 to 8 have to be repeated in order to find the leakage bores which are
leaking all the time first. These leakage bores can lead to the potentially affected
insert bush, see Figure 10.
TECHNICAL BULLETIN RT-87
Issue 1, Page 12 / 18
Figure 10 shows the location of the leakage inspection plug on the IFA (1). The
sketch to the right shows also the way of leaking fuel into the leakage bore (2),
indicated by the grey areas.
1 2
1. Leakage inspection plug, 2. Way of leakage flow (grey areas)
Fig. 10
Return the engine to its normal operating condition. Make sure that the
emergency stop handle on the pressure control valve is in the operating position.
Previously applied fixation material has to be removed. All bolts have to be
tightened to the correct torque, as described in chapter 7 of this Technical
Bulletin or Section 0352 of the Maintenance Manual.
It is essential to localise fuel leakages without delay. Even if an engine is running
for a relatively short time with a heavy intermediate fuel accumulator leakage, the
fuel could cause erosion, see Figure 11. Consequently the IFA seat will get
damaged and the fuel pressure cannot build up again. In case of extreme erosion
on the IFA seat, the IFA has to be exchanged.
1 2
Fig. 11
TECHNICAL BULLETIN RT-87
Issue 1, Page 13 / 18
7 Assembly Guideline
This guideline shows correct assembly for sensitive parts of the intermediate fuel
accumulator. It shall help to prevent incorrect assembly of IFA parts, which
consequently could lead to internal leakages.
For references to spare part numbers mentioned hereafter, please consult your
Spare Part Code Book delivered with the engine. Spare part numbers starting
with “DF” are related to RT-flex96C-B engines. Spare part numbers starting with
“BF” are related to RT-flex84T-D engines.
Important!
Before installation of any part on the intermediate fuel accumulator, make sure
that the parts are clean and free of any dirt.
After each removal of pipes and/or flanges, the parts must be correctly aligned
prior to assembly and final tightening.
The important comments made above are valid for all procedures described
hereafter.
Assembly sequence:
1. Clean the IFA seat, insert bush and flange, make sure the parts are free of
dirt and other contaminants
2. Insert the bush and make sure it is in the correct position (should be possible
to turn the bush)
3. Put flange in correct position
4. Screw in all four bolts by hand
5. Tighten the screws carefully crosswise hand tight (use a small allen key) and
ensure that the flange is aligned correctly
6. Torque the four bolts carefully crosswise to 80 Nm
7. Torque the four bolts crosswise to 140 Nm
8. Torque the four bolts to the end torque 190 Nm
Important:
In case that any screw of the flange was loosened, it is essential to release all
four screws and retighten those according to above sequence from step 5 to 8.
This procedure is essential to avoid later leakages.
TECHNICAL BULLETIN RT-87
Issue 1, Page 14 / 18
Fig. 12
Material, designation and tightening overview for fitting high pressure fuel pipes
to fuel pump and IFA:
Screw: Hexagon socket head cap screw M12x100
Strength class: 12.9
Spare part number: DF 87487 / BF 87487
Lubrication: Never-Seez NSBT-8 or equivalent
Tightening torque: 70 Nm
Tightening sequence: crosswise
Tightening procedure: Step 1: Place flange into correct position
Step 2: Tighten the screw in 3 steps
(20 Nm, 40 Nm, 70 Nm)
TECHNICAL BULLETIN RT-87
Issue 1, Page 15 / 18
1. Connection to IFA
Fig. 13
Material, designation and tightening overview for fitting the fuel rising pipe to IFA:
Screw: Hexagon socket head cap screw M12x90
Strength class: 8.8
Spare part number: DF 87692 / BF 87692
Lubrication: Never-Seez NSBT-8 or equivalent
Tightening torque: 60 Nm
Tightening sequence: crosswise
Tightening procedure: in steps
Important:
For correct installation of the fuel pressure piping consult the Maintenance
Manual, Group 8 “Removing, Fitting and Regrinding” of fuel pressure piping.
2 3
1. Relief valve, 2. Hexagon socket for tightening, 3. Hexagon socket for loosening
Fig. 14
1 2
1. Lip seal on flange to pressure control valve, 2. Lip seal on end flange to high pressure
rising pipes
Fig. 15
Attention:
Below procedure supersedes the Service Letter RT-flex-07/07, issued on
06.08.2007.
New setting of pressure control valve must be adjusted, if not already set to 950
bar. Check label (4) on pressure control valve for correct pressure setting, see
Figure 16.
Range of Application
The new setting (950 bar) of the fuel pressure control valve has to be applied to
all RT-flex96C-B and RT-flex84T-D engines which still have the old pressure
setting of 1050 bar. The fuel pressure control valve (1) is mounted on the
intermediate fuel accumulator of the supply unit. A label (4) with the actual
pressure setting is fixed on the pressure control valve, see Figure 16.
Problem Description
Pressure peaks in the fuel rail have sometimes been observed during starting of
the engine or sudden load reduction, which may have led to opening of the fuel
safety relief valves. This is caused by the slower reaction of the regulating valve
compared to the safety valves.
Solution
The opening set point of the pressure regulating valve can be adjusted to be just
above the maximum effective rail pressure in operation. Sudden pressure peaks
will then be prevented at a lower level than presently and unnecessary opening
of the safety valve can be avoided.
Implementation procedure
The set point of the valve is adjusted with the knurled screw (2) as indicated in
Figure 16. Normally the screw is turned fully down to the shims (3). The more the
screw is turned out, the lower the opening threshold.
Fig. 16
TECHNICAL BULLETIN RT-87
Issue 1, Page 18 / 18
Setting sequence:
1. Determine the power range with the highest operating fuel rail pressure.
Figures can be found in the “Technical File” where the main engine tuning is
specified. Not all engines have the same pressure set points. The highest
fuel rail pressure is typically between 80 to 90% for RT-flex96C-B engines or
at highest possible load >90% for RT-flex84T-D engines.
2. Run the main engine at the load which corresponds to the fuel pressure of
800 bar. Confirm the fuel pressure.
3. Turn the knurled screw (2) of the pressure regulating valve slowly counter
clockwise (CCW), until the valve starts opening. This point can be detected
by a clearly audible whistling sound.
4. Turn the knurled screw (2) clockwise (CW) down by ONE turn. This sets the
opening pressure to about 950 bar.
5. Due to its hysteresis, the valve might now remain open and is still emitting a
whistling sound.
6. In order to close the valve, the main engine load must be reduced to ~70 to
75% or lower, where the fuel rail pressure setting is 600 bar.
7. The whistling sound of the control valve should now have disappeared
completely.
8. Secure the new screw position. Preferably make an additional shim (3) that
can be inserted below the screw to prevent accidental alterations. Every full
turn requires an additional shim of 1.25 mm thickness.
9. Secure the additional shim to prevent it from falling out.
Important:
A label with a note “Opening set point reduced, yyyy-mm-dd” shall be fitted.
If you have questions to the content of this Technical Bulletin or you need
Wärtsilä assistance, services, spare parts and/or tools, please contact your
nearest Wärtsilä representative or send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs Support: +41 52 262 80 10.