OM RT Flex96c - WECS 9520 - Pulse - 2012 11

RT-flex96C
Operation Manual
Marine
WECS9520 / Dynex Servo Oil Pump

Pulse Lubrication
Vessel:
Type:
Engine No.:
Document ID: DBAC352038
Wrtsil Switzerland Ltd

PO Box 414
CH-8401 Winterthur
Switzerland
E 2012-11 Wrtsil Switzerland Ltd, Printed in Switzerland
24hrs Support: +41 52 262 80 10

technicalsupport.chts@wartsila.com
Intentionally blank
Modification Service
Engine Documentation
RT-flex96C_WECS-9520_Dynex_Pulse
Summary for Operation Manual (OM)
Page No.
Subject
Modification
Date
Title
No.
Page or
Manual
new exch.
0020-1/A2
12.08
Table of Contents
0030-1/A2
Subject Index
Index 2, 4, 7
0035-1/A2 (2)
Guide for Symbols and

Abbreviations
Preparation for Taking
into Service
0110-1/A2 (1)
0130-1/A1
0140-1/A2
0250-2/A2
0410-1/A2
(1, 2)
0510-1/A2
(2, 3)
0515-1/A1
(3, 4)
0520-1/A2 (3)
7-66.291
Operating Data Sheet

Running-in of New
Cylinder Liners
Operation under
Abnormal Condition
7-41.758
0525-1/A1 (3)
Completed with new groups, i.e. 2124-1/A3, 2138-1/A2,

4003-2/A5, 4003-2/A6, 7218-1/A3 concerning execution
with Pulse Jet integrated
Row with SIPWA-TP deleted
3rd paragraph: Remark concerning tool 94844 added
10th paragraph: Drain screws 24 & 24a with (4.82)

specified
15th paragraph: Stop valve 30 (4.30- 4) deleted
3rd paragraph: shut off valve 3 altered to ball valve 5
4th paragraph: measurement tube 4 (8.19) added
TE2601-04A_SLD; TE3411A_ALM and TE3431-38A, 13)
adapted; Remarks 12 to 14 added
Wording required feed rate replaced with guide feed rate
Fig. 'A': Stop valve deleted; drain screws 17 with (3.82)

specified
Fig. 'C' modified, Fig. 'D': Stop valve deleted, lubricant for
screws 3 and 6 specified accoring to modification
Fig. 'A': Stop valve deleted
Fig. 'A': Stop valve deleted
x
x
x
x
x
x
x
0620-1/A2
Special Measures
Measures to be taken before putting out of service revised
0710-1/A1
(3, 4, 6)
0750-1/A1
(3, 5)
0850-1/A2 (20)
Operating Media
ISO standard adapted, table 'Fuel oil requirements' revised
Lubricating oils (sections 3 and 7) revised
x
x
2124-1/A2
Cylinder Liner
2138-1/A1
Lubricating Quill on
Cylinder Liner
Cylinder Liner
Engine Control
ME servo oil pump #5, #6 fail: Numbers of cylinders

corrected
Remark concerning SIPWA TP deleted, new lubr. grooves
SN designed
Lubri. quill newly adapted for 'Pulse Feed': former A1
(Pulse Jet) designated with A2
Lubri. quill for 'Pulse Jet'
Table, Lubrication (Feed rate): Adjusting required desired
feed rate (...)
13th paragraph: Stop valve 4.30- 4 deleted
13th, 14th paragraphs and 3rd Remark: adapted to
pulse feed lubr.
3.17, 3.82, 4.82 added; 3.51, 3.54, 4.30-4 deleted
Operating Troubles
2138-1/A2
4002-3/A2 (1)
4003-1/A2
(6, 7)
4003-2/A0
(Pulse)
4003-2/A3, A4,
A5, A6
7-66.121
Engine Control
Descriptions
Engine Control System
WECS-9520
x
x
x
Control diagram adapted; execution with 'Pulse Jet'

integrated
4003-3/A2
7-51.751
7-51.855
7-66.121
Control and Auxiliary

Systems
Control diagrams revised; execution with 'Pulse Jet'

(pages 13 and 14) integrated
5551-1/A1 (2)
7-42.147
Servo Oil Pump
Pinion 4.45 adapted according to modification
5552-1/A1 (2)
7-42.147
Supply Unit
Pinion 4.45 adapted according to modification
5556-1/A1
(2, 3, 4, 5)
5571-1/A1 (2)
7-51.751
7-57.032
7-53.297
Fuel Pump
Fuel pump revised
Control Oil Pump Unit
Control oil pump revised
6420-1/A1 (2)
7-54.148
7-56.355
Scavenge Air Receiver
Scavenge air receiver revised
6606-1/A1 (4)
Scavenge Air Cooler
7218-1/A2
Cylinder Lubrication
7218-1/A3
Additional drain with orifice adapted between scavenge air

receiver
and pipe
newadapted
vent pipeforfrom
venting
unit
23former
to plant
Cyl.
Lubri.21;
newly
'Pulse
Feed';
and
A2
('Pulse Jet') designated with A3
Cyl. Lubri. adapted for 'Pulse Jet'
1/5
x
x
29.1.2014
Page No.
Subject
Modification
Date
Title
No.
Page or
Manual
new exch.
7218-2/A2
12.08
Lubricating Oil System
8016-1/A5, A6,
A7, A8
7-54.266
8019-1/A1
7-51.751
7-53.297
8345-1/A1 (2)
0525-1/A1 (4)
4.09
11.09
0250-2/A1
Index 8
7-76.002
Servo oil pump inlet: Max. pressure deleted
7-76.002
7-72.407
7-72.789
Signal No. PT2051A_ALM_H deleted, piston cooling oil:

outlet each Cyl._ALM and _SLD deleted;
PS3121A_ALM_H altered to 0.5 bar, fuel oil
viscosity_ALM_L altered to 13 cSt; TE3731-34A_SLD_H,
Remark 15) added
Date of publication 2009-11-23
8135-1: Exhaust Waste Gate added
12.09
4002-1/A2 (3)
Engine Control System

WECS-9520
Designation Description
Exhaust Waste Gate
2009
2010-07
Table of Contents
Subject Index
Preface
Sensor ZS5372C and actuator ZV7076C added

Low-Load Tuning
0130-1/A2 Prepare the Servo and Control Oil System
added
_ vapor trap 8019-1/A1 added
Modification date written incl. year and month (2010-07);
penultimate deleted (manuals in English available only)
7-71.837
7-71.837
Shutting Down
0410-1/A2
7-75.972
7-78.592
0515-1/A1
(3, 4, 5)
0520-2/A1 (3)
0525-1/A1 (3)
0710-1/A1
7-71.837
FCM-20 Cyl. 1 & 5
0320-1/A2
0130-1/A2
x
x
x
x
New criteria added under 3.4: ME scavenge air pressure

high; ME exhaust waste gate not closed, ME engine waste
gate not open (engine with LLT only); 3.6 ME scavenge air
pressure
very high
Fig. 'B': Exhaust
Waste Gate (optional) connected with
0240-1/A1 (3)
7-75.972
7-78.592
Paragraph 1.2: The last two points added

Exhaust Waste Gate added with: Engine thermally
overloaded; and scavenge air pressure excessively high
Prepare the Fuel System Former 2nd and 7th paragraphs deleted because tool
94585 has been omitted
Preparation before
Former group 0130-1/A1 changed to A2 related to Pulse
Taking into Service
version
Normal Running
6th paragraph concerning vapor trap added
0620-1/A2 (2)
7-58.635
Failures and Defects of

WECS Components
0510-1/A2
modifications
Additional drain with orifice adapted between scavenge air
receiver
and pipe 12; new vent pipe from
unit 202009-02-04
to plant
Dateventing
of publication
0850-1/A2
0020-1/A2
0030-1/A2
0010-1/A1
(2, 3)
0120-1/A1 (2)
Last sentence deleted, as engine operation is also possible

without control oil pumps
Test of auxiliary blowers in ECR manual control panel
added,
therefore part of paragraph 4.6 placed on page 5
Table of Contents
Subject Index
Operating Troubles
Irregularities During
Operation
Index 0
Operation under
Abnormal Condition
Engine Control
0020-1/A2
0030-1/A2
0800-1/A2
0820-1/A2 (6)
4003-2/A0 (3)
8135-1/A1
Instructions Concerning Measurement (...) adapted for

pulse
Fig 'C' adapted acc. to Modification; stop valve 30 (4.30- 4)
deleted; drain screws 24 & 24a with (4.82) specified; Fig.
'H': Stop
valve
deleted
Fuel oil
system revised, and adapted according to
Drainage System and

Wash-water Piping
System
4003-1/A2
(1, 5, 6)
0250-1/A1
Fuel Oil System
Vapor trap integrated in fuel leakage system, therefore 1.1

and 1.2 adapted correspondingly
Running-in of new cylinder liners and piston rings revised
x
x
x
x
x
x
x
x
x
Special Measures in
Operation
Operation under
Tool 94585 has been omitted, therefore section 2
Abnormal Conditions
Restarting of injection adapted correspondingly
Faults in HP Fuel System Fig. 'C' and 'F' modified
Operation with Exhaust

Vale Drive Cut Out
Faults in Servo and
Control Oil System
Special Measures
Fig. 'C' modified
Fig. 'C' modified
3rd, 5th and 6th paragraphs added

Complete group revised
Diesel Engine Fuels
2/5
x
x
29.1.2014
Page No.
Subject
Modification
Date
Title
Page or
No.
Manual
new exch.
0820-1/A2 (2)
2138-1/A1
2010-07 7-75.972
7-78.592
7-73.638
3146-1/A1 (1)
4003-1/A2
(6, 8)
4003-2/A0
7-75.972
7-78.592
4003-2/A3,
A4, A5, A6
7-75.972
7-78.592
7-71.837
4003-3/A2
(4, 7, 8, 10, 11,
12, 16, 17)
4325-1/A1 (2)
7-72.925
Irregularities During
Operation
Cylinder Liner
Axial Damper
Engine speed drops: 4th remedial point: Shut off altered to

Cut out or replace
Multi-part quill replaced with one-part quill
Engine Control
4th sentence adapted: The damping effect can be adjusted

.1st
. . paragraph: pressures specified for Tier I or Tier II and
Descriptions
corr. table added; 4.11: former 5th paragraph deleted

Plugs 3.37 and 3.38 deleted
x
x
Control Diagram
Plugs 3.37 and 3.38 deleted; vapor trap designed before

overflow tank

Systems
Path-No. 48: under carrying number 48 path-No. 150

added; Plugs 3.37 and 3.38 deleted; vapor trap designed
before overflow tank
Shut-off Valve for Starting Control valve modified

Air
Cutting Out and Cutting Sec. 1: 4th sentence concerning complete FP removed
In of the Fuel Pump
added; Remark on page 3 deleted
6510-1/A1
(2, 4, 6-8)
Cleaning Turbocharger in Modifications introduced according to ABB instructions: 2.1

Operation
5th sentence deleted; 3.1 water injection changed to ten
minutes, closing shut-off valves 3 & 5 after about one
changed to three to four minutes
6510-1/A2
(1, 3)
6545-1/A1 (2)
Cleaning Turbocharger in MET 83MA turbocharger added

Operation
Auxiliary Blower
Relief valve deleted on front face; Operating function:
specified pressure deleted as pressures are different for
Tier I or Tier II
5556-2/A1
(1, 3)
8016-1/A5,
A6, A7, A8
(7, 12)
7-75.972
7-78.592
ICU can not be blocked, therefore 2nd part of Remark

adapted correspondingly; former item 64 changed to 66
8019-1/A1
(2, 3, 6-8)
7-75.972
7-78.592
7-71.837
Fuel Oil System
Former item 18 (plug 3.35) and Remark concerned

deleted; vapor trap (18) designed before overflow tank;
paragraph 4.2 Vapor trap added; figure 'C', relevant key to
illustration adapted and ball valve 66 & 67 added
8345-1/A1
(2, 3)
Drainage System and

Wash-water Piping
System
Sludge oil tank (24): 'ZS' (to sludge tank) deleted and 'ES'
(to venting collector) added
9215-1/A1
Instrument Panel
Pressure Switches and
Pressure Transmitters
Manometer CHARGING AIR (6) newly specified for Tier II

(2)
Pressure
transmitter for CHARGING AIR (5) newly
9258-1/A1 (2)
9314-1/A1 (1)
Oil Mist Detector
specified for Tier II (2)

Fig. 'A': Supply unit (9) with its sensors added

0140-1/A2
2751-1/A2 (2)
Preparation for Taking

into Service
Exhaust Valve
4003-1/A2 (7)
Engine Control
7218-1/A2, A3
(12)
0120-1/A1
0250-1/A1
2010-10 TB_RT-96
2011-03 EAAD082459 Prepare the Fuel System 1st sentence concerning checking drain valve 46 (3.65)
System
added
Single-stage SAC: inlet pressure adapted to 2 bar
2722-1/A1 (1)
7-77.630
4002-1/A1 (4)
EAAD082328 Engine Control System

WECS-9520
EAAD082459 Control Diagram
4003-2/A0
Position of stop valve (7) altered from closed to open ;

Remark deleted
Remark deleted and sentence concerning valve spindle
lubrication added instead
4.9_6th paragraph: Position of stop valve (7) altered from
closed to open; Remark deleted
7. Additional lubrication of exhaust valve spindle:
Description and position of stop valve (7) altered according
to TB
Injection Valve
Attention concerning fuel leakage pipe added; Fig. 'A':

detail with spherical insert bush added
Non-return valve at inlet flanges of intermediate fuel
accumulator removed
Drain valve 3.65 and condensation water trap added
3/5
x
x
x
x
x
x
x
x
x
29.1.2014
Page No.
Subject
Modification
Date
Title
Page or
No.
Manual
new exch.
4003-2/A3, A4,
A5, A6
2011-03 EAAD082110 Control Diagram

EAAD082459
4003-3/A2
(3, 15, 16, 19,
20)
Engine Control
4003-3/A2
(7, 8)
5556-1/A1
(3, 4)
5571-1/A1 (1)
EAAD082328 Engine Control
8019-1/A1
(2, 3-8)
EAAD082328 Fuel Oil System

EAAD082459
8135-1/A1
EAAD082110 Exhaust Waste Gate

(Low-Load Tuning)
Index 6, 8
EAAD082459 Fuel Pump

2011-05
Air feed to LLT valve (butterfly valve) altered from control

air to air spring air (path-No. A6_38A_300).
Back flushing filter (4.20) added.
Pipe connection between fuel leakage pipes RU and
rail/SU with drain valve 3.65 added.
Non-return valve (3.22) at inlet flanges of intermediate fuel

accumulator removed
accumulator removed
Function: 2nd sentence related to start/stop of control oil
pump corrected
accumulator removed; drain valve 3.65 (46) added and
therefore following items renumbered
Air supply to LLT valve altered from control air to air spring
air
6510-1/A3; 8016-1/A5, A6: Turbocharger A100-L type

added
0020-1/A2
0030-1/A2
0250-1/A1
0250-2/A2
Table of Contents
Subject Index
EAAD079729 Operating Data Sheet
EAAD082213
0515-1/A1
EAAD082328 Faults in HP Fuel System Paragraph 1.4 added: Localization of defective non-return
valve in fuel pump and emergency operation
EAAD082645 Lubricating Quill
Arrangement of LEE non-return valve redesigned, i.e.
placed into screw-in union (7)
EAAD082459
Piping (double)filter 8.17 redesigned
2138-1/A1
4003-2/A3, A4,
A5, A6
4003-3/A2
(1,5,6,11,13,
15,16)
6510-1/A3
7218-1/A2, A3
(2, 5)

Systems
EAAD082459
2011
8016-1/A5, A6
EAAD079930 Lubricating Oil System

(TC TPL and A100-L
type)
x
x
x
x
x
x
Lube oil, turbocharger bearing: data upgraded for A100-L

type
x
x
x
Pages 1, 15, 16: upgraded for A100-L type

Pages 5, 6 (path No. 50): Option back flushing filter added
Page 11, 13: Piping (double)filter 8.17 redesigned
Cleaning Turbocharger in upgraded for A100-L type

Operation
2011-05 EAAD082459
Piping (double)filter 8.17 redesigned.

Accumulator: remark to Maintenance Manual 7218-1
added
Pages 1-3: text and figure upgraded for A100-L type.
x
x
Fig. 'A': oil inlet pipe 28 moved to driving end and

crankcase venting pipe 38 added
8016-1/A7

(TC MET type)
Fig. 'A': oil inlet pipe 28 moved to driving end and

crankcase venting pipe 38 added
8016-1/A8

(TC MET type)
Fig. 'A': crankcase venting pipe 38 added
Remark concerning pre/post lubrication added to avoid

misunderstanding of this function
Remark concerning pre/post lubrication added to avoid
misunderstanding of this function
0270-2 deleted, its content however, newly added in 07101;

new groups 0546-1/A1 and 9308-1/A1 added

7218-1/A2 (8)
2011-09
7218-1/A3 (8)
Index 0 and 9
0020-1/A2
0030-1/A2
0120-1/A1
0240-1/A1 (2)
0250-2/A2
2012-06
Table of Contents
Subject Index
Prepare the Fuel Oil
System for Operation
Normal Running
EAAD083783 Operating Data Sheet
1st Remark altered: (see 0710-1 'Viscosity-Temperature

Diagram'), text revised on three pages
x-ref 0270-2 changed to 0710-1
Remark 16) added to servo oil and remarks to alarms and
safeguards; x-ref on page 2 changed to 0710-1
4/5
x
x
x
x
x
29.1.2014
Page No.
Subject
Modification
Date
Title
Page or
No.
Manual
new exch.
0260-1/A1 (1)
2012-06
0270-1/A1 (1)
0270-2/A1
0320-1/A2 (1)
2006
2012-06
0546-1/A1
2012
0710-1/A1
2012-06
0750-1/A1
0760-1/A1
Manoeuvring
Changing Over from
DO to HFO
Viscocity - Temperature
Diagram
Measures to be Taken
after Stopping
Last paragraph altered: in Viscosity-Temperature

Diagram 0710-1...
Section 2 1st sentence altered: (see 0710-1 'ViscosityTemperature Diagram')
Document removed. Viscocity diagram integrated in 07101/A1 (paragraph 3.1 Viscocity)
5th altered: (see 0710-1 'Viscosity-Temperature
Diagram')
x
x
x
x
Overpressure in
Combustion Chamber
Diesel Engine Fuels
New group added
Additional data added.
Lubricating Oils
Additional data added.
Cooling Water / Cooling Additional data added.

Water Treatment
EAAD082805 Cylinder Liner with Pulse Illustration changed. Oil groove data added. Text changes.
EAAD082901 Feed
2124-1/A3
EAAD082805 Cylinder Liner with Pulse Illustration changed. Oil groove data added. Text changes.
EAAD082901 Jet
2138-1/A1 (2)
Annotation added to Fig. 'A': 16 - Union nut.
2722-1/A1 (1)
Lubricating Quills on
Cylinder Liner
EAAD083591 Lubricating Quills on
Cylinder Liner
Injection Valve
Details of lubricating quill changed (Fig. 'B'). Annotation in

Fig. 'A' changed to 13 - Union nut.
Text changes: 'finely sprayed fuel' to 'fuel mist'
2751-1/A2
EAAD082936 Exhaust Valve
New damper in valve drive Fig. 'B'. Text changes.
4003-1/A2 (4)
EAAD083016 Engine Control
NABTESCO resistor value changed to 5.6 kOhms (prev.

3.9 kOhm)
3.70 overflow pipe deleted;
4.17 inspection point added
EAAD082996 Fuel Pump, Intermediate Fig. 'B': Second O-ring introduced, spring dowel pin
EAAD082683 Accumulator and Fuel
removed;
Pressure Control Valve
Fig. 'D': item 10 pressure transmitter position changed,
view 'I' annotation correction: 7 to 6.
Fig. 'E': sketch view - changed to show short stay
Fig. 'F': filter (16) replaced; text changes
EAAD082712 Scavenge Air Receiver
Sketch of relief valves added to figure; annotation line 16
(relief valve) moved to correct position; text changes
7218-1/A2
EAAD082961 Cylinder Lubrication
Fig. 'B' changed to larger illustration; Fig. 'C' added;

pressure regulating unit replaced;
minor changes to procedure (page 7, para 4.3 & page 8
para 4.4); plus other text changes
7218-1/A3
EAAD082961 Cylinder Lubrication
Fig. 'B' changed to larger illustration; Fig. 'C' added;

pressure regulating unit replaced;
minor changes to procedure (page 7, para 4.3 & page 8
para 4.4); plus other text changes
8016-1/A7 (2)
Turbocharger MET83MB detail added to existing schematic
8016-1/A8 (2)
Turbocharger MET83MB detail added to existing schematic
2124-1/A2
2138-1/A2
4003-2/A0
Control Diagram
5556-1/A1
(2, 3, 4, 6, 7)
6420-1/A1
9308-1/A1
2012
Intelligent Combustion
Control
New group added.
x
x

0510-1/A1 (2)
2012-07
Operation under
Abnormal Conditions
Fig C changed to show correct location of drain screw
0510-1/A2
2012-11
Operation under
Abnormal Conditions
Injection Valve
Procedure to exchange defective injection control unit

updated according information from Technical Bulletin RT134.
Chapter "Pressure release and drainage of injection valve"
added. Information according Technical Bulletin RT-134.
Fuel Pump, Intermediate Chapter "Pressure release and drainage of IFA and supply
Accumulator and Fuel
unit" added. Information according Technical Bulletin RTPressure Control Valve
134.
2722-1/A1 (3, 4)
5556-1/A1 (8)

5/5
29.1.2014
Intentionally blank
OM / RTflex / Register
Operating Descriptions
Bedplate and Tie Rod
Cylinder Liner and Cylinder Cover
Crankshaft, Connecting Rod and Piston
Engine Control and Control Elements
Supply Unit, Servo Oil Pump and Fuel Pump
Scavenge Air System
Piping Systems
Engine Monitoring
This page is intentionally left blank
RT-flex96C
Operation
Group0
Group 0
For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00001/A1

o
General
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00101/A1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00201/A2
Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00301/A2
Guide for Symbols and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00351/A2
Explanations on the Use of the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . 00401/A2
Brief Description of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00501/A2
Working Principle of the Two-stroke Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . 00601/A1
Interrelationship between Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . 00701/A1
Engine Numbering and Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00801/A1
Preparation before Taking into Service

Preparations before Starting after a Short Shut-down (One or More Days) . . 01101/A2
Prepare the Fuel Oil System for Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01201/A1
Prepare the Servo and Control Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01301/A2
Prepare the Cylinder Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01401/A2
Operation under Normal Conditions

Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02001/A1
Safety Precautions and Warnings (General Information) . . . . . . . . . . . . . . . . . . 02101/A1
Slow Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02201/A1
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02301/A2
Normal Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02401/A1

Pressure and Temperature Ranges at Continuous Service Power MCR . . . . . 02501/A1
Alarms and Safeguards at Continuous Service Power . . . . . . . . . . . . . . . . . . . . 02502/A2
Operation
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02601/A1
Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa . . . . . . . . . . 02701/A1
Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02801/A2
Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02901/A1
Shutting Down
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03101/A1
Measures to be Taken after Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03201/A2
1/ 1
Pulse / RTflex96C / OM / 2012-06
Group0
Operation
RT-flex96C
Special Operational Measures

Running-in of New Cylinder Liners and Piston Rings . . . . . . . . . . . . . . . . . . . . . 04101/A2
Indicator Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04201/A1
Measures against Fouling and Fires in the Scavenge Air Spaces . . . . . . . . . . . 04501/A2
Instructions Concerning the Prevention of Crankcase Explosions . . . . . . . . . . 04601/A1
o
Operation under Abnormal Conditions

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05001/A1
Operation with Injection Cut Out (One or More Cylinders) . . . . . . . . . . . . . . . . . 05101/A2
Faults in HP Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05151/A1
Operation with an Exhaust Valve Drive Cut Out . . . . . . . . . . . . . . . . . . . . . . . . . . 05201/A2
Faults in Servo and Control Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05251/A1
Operation without Crosshead Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . 05351/A1
Operation with Running Gear Partially or Totally Removed . . . . . . . . . . . . . . . . 05401/A2
Operation with Water Leakage into the Combustion Chamber . . . . . . . . . . . . . 05451/A1
Overpressure in Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05461/A1
Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers . . . . . . . . . . 05501/A1
Defective Remote Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05601/A1
Defective Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05701/A1
Turbocharger Out of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05901/A1
Special Measures before and after Operation

Preparations before Starting after a Prolonged Shut-down Period
or an Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06101/A1
Measures to be taken before Putting Out of Service for Extended Period . . . . 06201/A2
Operating Media
Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07101/A1
Fuel Treatment, Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07201/A1
Scavenge Air and Compressed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07401/A1
Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07501/A1
Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07601/A1
Operating Troubles
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08001/A2
Troubles During Starting and Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08101/A1
Irregularities During Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08201/A2
Troubles and Damages with Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08401/A2
Failures and Defects of WECS9520 Components . . . . . . . . . . . . . . . . . . . . . . . 08501/A2
2012-06 / OM / RTflex96C / Pulse
2/ 1
RT-flex96C
Operation
00001/A1
For Particular Attention
This manual is put at the disposal of the recipient solely for use in connection with
the corresponding type of diesel engine.
It has always to be treated as confidential.
The intellectual property regarding any and all of the contents of this manual, particularly the copyright, remains with Wrtsil Switzerland Ltd. This document
and parts thereof must not be reproduced or copied without their written permission, and the contents thereof must not be imparted to a third party nor be used for
any unauthorized purpose.
Before the operator intends to use the engine or before maintenance work is undertaken, the Operating Instructions or the Maintenance Manual respectively is to
be read carefully.
To ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare parts should be used.
It is to be ensured as well that all equipment and tools for maintenance are in good
condition.
The extent of any supplies and services is determined exclusively by the relevant
supply contract.
The data, instructions and graphical illustrations etc. in this manual are based on
drawings made by Wrtsil Switzerland Ltd and correspond to the actual standard at the time of printing (year of printing is indicated on title page).
Those specifications and recommendations of the classification societies which
are essential for the design have been considered therein. It must be recognized
that such data, instructions and graphical illustrations may be subject to changes
due to further development, widened experience or any other reason.
This manual is primarily intended for use by the engine operating and maintenance
personnel. It must be ensured that it will always be at the disposal of such personnel for the operation of the engines and/or for the required maintenance work.
This manual has been prepared on the assumption that operation and maintenance of the engines concerned will always be carried out by qualified personnel
having the special knowledge, training and qualifications needed to handle in a
workman-like manner diesel engines of the corresponding size, the associated
auxiliary equipment, as well as fuel and other operating media.
Therefore, generally applicable rules, which may also concern such items as
protection against danger, are specified in this manual in exceptional cases only.
It must be made sure that the operating and maintenance personnel are familiar
with the rules concerned.
This manual has been prepared to the best knowledge and ability of its authors. However, neither Wrtsil Switzerland Ltd nor their employees assume any liability under any legal aspect whatsoever, including possible
negligence in connection with this manual, its contents, or modifications
to it or in connection with its use.
Claims relating to any damage whatsoever or claims of other nature such as,
but not limited to, demands for additional spares supplies, service or others
are expressly excluded.

Winterthur
Switzerland
1/ 1
2006
RT-flex96C
Operation
00101/A1
General
Preface
1.
Summary
The documentation for this diesel engine type comprises the following books and
publications:
1.1
Operating Manual
This contains information covering engine operation, the required operating media
(oil, water and fuel), as well as a description of the function of specific systems.
1.2
Maintenance Manual
This contains, in addition to the maintenance diagrams, information covering specific dismantling and assembly work necessary for engine maintenance.
It contains furthermore a masses (weight) table of certain individual parts, a clearance table, a list of rubber / O-rings, tightening values for important screwed connections and a tools list.
1.3
Code Book (spare parts catalogue)

In this book all parts are marked with a code number by which they can be ordered
from Wrtsil Switzerland Ltd or the engine supplier. Such spare parts are to be
ordered exclusively from this book.
1.4
Documentation for bought-out items

Separate publications are provided for those items on the engine supplied by outside manufacturers, such as turbocharger, automatic filter, torsional vibration
damper, etc. In most cases these can also be used as a spare parts catalogue.
1.5
Records and drawings

With the first delivery of the documentation, the setting tables, shop trial documents and surveyors certificates of the engine concerned as well as schematic
diagrams are also supplied.
2.
Structure of the manuals

Generally the manuals have to be regarded as Basic Manuals. They describe
particularly the standard engine with all cylinder numbers, alternative design
executions and special equipment.
As a rule, in the case of alternative design executions the descriptions have been
divided in separate groups and clearly designated by the respective alternative
names. This allows on one hand to quickly find with certainty the respective passages, on the other hand it allows the later removal of sheets of not supplied alternatives and special executions.
Further indications can be found under Explanation on the Use of the Operating
Manual 00401.
1/ 3
2006
00101/A1
Operation
RT-flex96C
Preface
2.1
Structure and page designations

The individual groups with their illustrations are divided according to the design
groups whenever possible.
Engine type
(Version)
RT-flex96C
Manual type
0peration
Title
Subtitle
11321/A1
1/4
Page number
Total pages of group
2.2
Group No.
Design variant
2006
XXX / 2010-07
Variant
description
Year of issue
(or)
Modification date
Internal identification
Symbols
Remark: Refers to important details and recommendations concerning operation
and maintenance of the engine.
CHECK
2010-07
Refers to checks which must be carried out for trouble-free operation and during
maintenance.
2/ 3
RT-flex96C
Operation
00101/A1
Preface
Attention! Risk of injury! or Risk of accident! Refers to instructions for operation and maintenance of the engine which absolutely must be complied with.
In case of non-observance high risk of injury as well as damage to components
must be expected.
Refers to activities which must not be carried out during operation and maintenance of the engine. In case of non-observance damage to components must be
expected.
3.
Sign for order of actions, activities to be carried out
Sign for observance of regulations
Sign for enumerations
Repeat-order of technical documentation

Remark: Corresponding to the continuing development of the engines the documentation is continually being updated.
This means that in a later ordered manual for the same engine, text and designations may no longer coincide in every way with the previous version (see modification date on the relevant pages).
Not withstanding the foregoing, important information and improvements are
brought to the customers notice by Service Bulletins so that the relevant part of
any development should already be known.
When ordering documentation at a later stage for engines which have already
been in operation since several years, the following details are basically required:
Engine type, year of manufacture and engine manufacturer
Name of vessel or site of installation
Cylinder or engine number
Special equipment
Form of documentation (printed Manuals or CD-ROM)
3/ 3
2010-07
RT-flex96C
Operation
00201/A2
Table of Contents
Group 0
For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00001/A1

o
General
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00101/A1
Subject Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00301/A2
Guide for Symbols and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00351/A2
Explanations on the Use of the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . 00401/A2
Brief Description of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00501/A2
Working Principle of the Two-stroke Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . 00601/A1
Interrelationship between Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . 00701/A1
Engine Numbering and Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00801/A1

Preparations before Starting after a Short Shut-down (One or More Days) . . 01101/A2
Prepare the Fuel Oil System for Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01201/A1
Prepare the Servo and Control Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01301/A2
Prepare the Cylinder Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01401/A2

Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02001/A1
Safety Precautions and Warnings (General Information) . . . . . . . . . . . . . . . . . . 02101/A1
Slow Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02201/A1
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02301/A2
Normal Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02401/A1

Pressure and Temperature Ranges at Continuous Service Power MCR . . . . . 02501/A1
Alarms and Safeguards at Continuous Service Power . . . . . . . . . . . . . . . . . . . . 02502/A2
Operation
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02601/A1
Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa . . . . . . . . . . 02701/A1
Operation at Low Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02801/A2
Operation at Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02901/A1
Shutting Down
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03101/A1
Measures to be Taken after Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03201/A2
Special Operational Measures
Running-in of New Cylinder Liners and Piston Rings . . . . . . . . . . . . . . . . . . . . . 04101/A2
Indicator Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04201/A1
Measures against Fouling and Fires in the Scavenge Air Spaces . . . . . . . . . . . 04501/A2
Instructions Concerning the Prevention of Crankcase Explosions . . . . . . . . . . 04601/A1
1/ 5
Pulse / 2012-06
00201/A2
Operation
RT-flex96C
Table of Contents
o

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05001/A1
Operation with Injection Cut Out (One or More Cylinders) . . . . . . . . . . . . . . . . . 05101/A2
Faults in HP Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05151/A1
Operation with an Exhaust Valve Drive Cut Out . . . . . . . . . . . . . . . . . . . . . . . . . . 05201/A2
Faults in Servo and Control Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05251/A1
Operation without Crosshead Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . 05351/A1
Operation with Running Gear Partially or Totally Removed . . . . . . . . . . . . . . . . 05401/A2
Operation with Water Leakage into the Combustion Chamber . . . . . . . . . . . . . 05451/A1
Overpressure in Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05461/A1
Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers . . . . . . . . . . 05501/A1
Defective Remote Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05601/A1
Defective Speed Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05701/A1
Turbocharger Out of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05901/A1

Preparations before Starting after a Prolonged Shut-down Period
or an Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06101/A1
Measures to be taken before Putting Out of Service for Extended Period . . . . 06201/A2
Operating Media
Diesel Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07101/A1
Fuel Treatment, Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07201/A1
Scavenge Air and Compressed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07401/A1
Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07501/A1
Cooling Water / Cooling Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07601/A1
Operating Troubles
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08001/A2
Troubles During Starting and Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08101/A1
Irregularities During Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08201/A2
Troubles and Damages with Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08401/A2
Failures and Defects of WECS9520 Components . . . . . . . . . . . . . . . . . . . . . . . 08501/A2
Group 1
Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11321/A1

Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12031/A1
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19031/A1
2012-06 / Pulse
2/ 5
RT-flex96C
Operation
00201/A2
Table of Contents

o
Group 2
Cylinder Liner
with Pulse Feed Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21241/A2
with Pulse Jet Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21241/A3
Lubricating Quills on Cylinder Liner

Piston Rod Gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23031/A1
Injection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27221/A1
Starting Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27281/A1
Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27511/A2
Group 3
Axial Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31461/A1

Connecting Rod and Connecting Rod Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33031/A1
Crosshead and Guide Shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33261/A1
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34031/A1
Crosshead Lubrication and Piston Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36031/A1

o
Group 4
Engine Control
Engine Control System WECS9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40021/A2
User Parameters and Maintenance Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40023/A2
Regular Checks and Recommendations for WECS9520 . . . . . . . . . . . . . . . . . 40024/A2
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40031/A2
Control Diagram
Designations (Description to 40031, 40032 and 40033) . . . . . . . . . . . . . . . . 40032/A0
Control Diagram for Pulse Feed Lubrication (8 to 14 Cylinders) . . . . . . . . . . . . 40032/A3
Control Diagram for Pulse Feed Lubrication (6 and 7 Cylinders) . . . . . . . . . . . . 40032/A4
Control Diagram for Pulse Jet Lubrication (8 to 14 Cylinders) . . . . . . . . . . . . . . 40032/A5
Control Diagram for Pulse Jet Lubrication (6 and 7 Cylinders) . . . . . . . . . . . . . 40032/A6
Control and Auxiliary Systems

Detailed Control Diagrams with Interfaces to the Plant . . . . . . . . . . . . . . . . . . . . 40033/A2
Drive Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41041/A1
Shut-off Valve for Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43251/A1
Control Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46051/A1
Local Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46181/A1
Pick-up for Speed Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46281/A1
3/ 5
Pulse / 2012-06
00201/A2
Operation
RT-flex96C
Table of Contents
Group 5
Servo Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump, Intermediate Fuel Accumulator, Fuel Pressure Control Valve 3.06 . .
Cutting Out and Cutting In of the Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Oil Pump Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regulating Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge Air System
55511/A1
55521/A1
55561/A1
55562/A1
55711/A1
58011/A1
Group 6
Scavenge Air Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64201/A1

Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65001/A1
o
Cleaning the Turbocharger in Operation

Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65101/A1
Turbocharger MET Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65101/A2
Turbocharger A100-L Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65101/A3
Auxiliary Blower and Switch Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65451/A1
Scavenge Air Cooler: Operating Instructions and Cleaning . . . . . . . . . . . . . . . . . . . 66061/A1
Scavenge Air Waste Gate (Blow off Valve for Low Suction Temperatures) . . . . . . 67351/A1
o
Group 7
with Pulse Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72181/A2
with Pulse Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72181/A3
Instructions Concerning Measurement of
Cylinder Lubricating Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72182/A2
Piping Systems
o
Group 8

Turbocharger TPL and A100-L Type with Internal Supply . . . . . . . . . . . . . . . . . 80161/A5
Turbocharger TPL and A100-L Type with External Supply . . . . . . . . . . . . . . . . . 80161/A6
Turbocharger MET Type with Internal Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80161/A7
Turbocharger MET Type with External Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 80161/A8
Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80171/A1
Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80181/A1
Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80191/A1
Exhaust Waste Gate (Low-Load Tuning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81351/A1
Drainage System and Wash-water Piping System . . . . . . . . . . . . . . . . . . . . . . . . . . . 83451/A1
2012-06 / Pulse
4/ 5
RT-flex96C
Operation
00201/A2
Table of Contents
Engine Monitoring
Group 9
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92151/A1

Crank Angle Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92231/A1
Pressure Switches and Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92581/A1
Intelligent Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93081/A1
Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93141/A1
Location of flex Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93621/A1
5/ 5
Pulse / 2012-06
RT-flex96C
Operation
00301/A2
Subject Index
Alphabetical Table of Contents
A
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Abnormal operating condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional lubrication of exhaust valve spindle (pulse feed) . . . . . . . .
Additional lubrication of exhaust valve spindle (pulse jet) . . . . . . . . . .
Air flaps in the scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alarms and safeguards at continuous service power . . . . . . . . . . . . . .
Auxiliary blower and switch box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary blower, failure of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
00351/A2
05001/A1
72181/A2
72181/A3
64201/A1
02502/A2
65451/A1
05501/A1
31461/A1
40033/A2
B
Brief description of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00501/A2
C
Changeover, diesel oil heavy fuel oil operation . . . . . . . . . . . . . . . . .
Checking engine controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cleaning the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cleaning the scavenge air cooler in operation . . . . . . . . . . . . . . . . . . .
Cleaning exhaust gas turbocharger in operation (TPL type) . . . . . . .
Cleaning exhaust gas turbocharger in operation (MET type) . . . . . . .
Cleaning exhaust gas turbocharger in operation (A100-L type) . . . . .
Compressed air, starting air, control air . . . . . . . . . . . . . . . . . . . . . . . . .
Control air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control diagram (Description to 40031, 40032 and 40033) . . . . .
Control diagram for Pulse Feed Lubrication (8 to 14 Cylinders) . . . .
Control diagram for Pulse Feed Lubrication (6 and 7 Cylinders) . . . .
Control diagram for Pulse Jet Lubrication (8 to 14 Cylinders) . . . . . .
Control diagram for Pulse Jet Lubrication (6 and 7 Cylinders) . . . . . .
Control oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Connecting rod, connecting rod bearing . . . . . . . . . . . . . . . . . . . . . . . .
Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crank angle sensor unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crankcase explosions, prevention of... . . . . . . . . . . . . . . . . . . . . . . . . . .
Crosshead and guide shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crosshead lubrication and piston cooling . . . . . . . . . . . . . . . . . . . . . . . .
Crosshead lubricating oil pump, operation without... . . . . . . . . . . . . . .
Cutting out and cutting in of the fuel pump . . . . . . . . . . . . . . . . . . . . . .
Cut out an exhaust valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder liner with Pulse Feed Lubrication . . . . . . . . . . . . . . . . . . . . . . .
Cylinder liner with Pulse Jet Lubrication . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder liner, running-in of new... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder lubrication (pulse feed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder lubrication (pulse jet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder lubricating oil consumption, Instructions ... . . . . . . . . . . . . . .
1/ 6
02701/A1
40031/A2
07601/A1
66061/A1
65101/A1
65101/A2
65101/A3
07401/A1
46051/A1
40032/A0
40032/A3
40032/A4
40032/A5
40032/A6
55711/A1
33031/A1
80171/A1
07601/A1
92231/A1
04601/A1
33261/A1
36031/A1
05351/A1
55562/A1
05201/A2
21241/A2
21241/A3
04101/A2
72181/A2
72181/A3
72182/A2
Pulse / 2011-05
00301/A2
Operation
RT-flex96C

Cylinder lubricating system, control (pulse feed) . . . . . . . . . . . . . . . . . 72181/A2
Cylinder lubricating system, control (pulse jet) . . . . . . . . . . . . . . . . . . . 72181/A3
Cylinder lubricating system, preparation before taking into service . . 01401/A2
D
Damage to engine parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defect in speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defective remote control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Detailed control diagrams with interfaces to the plant . . . . . . . . . . . . .
Determination of cylinder lubricating oil consumption . . . . . . . . . . . . .
Drainage system and wash-water piping system . . . . . . . . . . . . . . . . .
Drive supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
08401/A2
05701/A1
05601/A1
40033/A2
72182/A2
83451/A1
41041/A1
E
Emergency operation with exhaust valve closed / opened . . . . . . . . .
Engine, brief description of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine control system WECS9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine numbering and designations . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exchange of filter element (pulse feed cylinder lubrication) . . . . . . . .
Exchange of filter element (pulse feed cylinder lubrication) . . . . . . . .
Exchange of shut off exhaust valve drive . . . . . . . . . . . . . . . . . . . . . . . .
Exchange of shut off injection control unit . . . . . . . . . . . . . . . . . . . . . . .
Exchange of a defective hydraulic piping . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust waste gate (Low-Load Tuning) . . . . . . . . . . . . . . . . . . . . . . . . .
Explanations on the use of the Operating Manual . . . . . . . . . . . . . . . .
05201/A2
00501/A2
40031/A2
40021/A2
00801/A1
72181/A2
72181/A3
05201/A2
05101/A2
05201/A2
27511/A2
81351/A1
00401/A2
F
Failure of auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05501/A1
Failures and defects of WECS components . . . . . . . . . . . . . . . . . . . . . 08501/A2
Faults in HP fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05151/A1
Faults in servo and control oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 05251/A1
Filling, draining of servo and control oil system . . . . . . . 80161/A5, A6, A7, A8
Finding group and page numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00401/A2
Fires in scavenge air spaces, prevention of... . . . . . . . . . . . . . . . . . . . . 04501/A2
For particular attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00001/A1
Fuels for diesel engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07101/A1
Fuel leakage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80191/A1
Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80191/A1
Fuel oil system, prepare for... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01201/A1
Fuel pump, cutting out and in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55562/A1
Fuel pump, intermediate fuel accumulator, f.p. control valve 3.06 . . . 55561/A1
Fuel treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07201/A1
12.08 / Pulse
2/ 6
RT-flex96C
Operation
00301/A2
G
General indications for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02101/A1
Guide shoe on crosshead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33261/A1
H
Heavy fuel oil, quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07101/A1
Heavy fuel oil, treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07201/A1
I
Indicator diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interfaces to the plant, ... control diagrams . . . . . . . . . . . . . . . . . . . . . .
Instructions concerning measurement of the
Cylinder lubricating oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Integrated axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intelligent combustion control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interrelationship between engine and propeller . . . . . . . . . . . . . . . . . .
Irregularities during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
04201/A1
27221/A1
40033/A2
72182/A2
92151/A1
31461/A1
93081/A1
00701/A1
08201/A2
L
Leakage and wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . 83451/A1
Leakage inspection point (servo oil) . . . . . . . . . . . . . . . . . 80161/A5, A6, A7, A8
Leakage monitoring (fuel oil) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80191/A1
LED indications on ALM20 module (pulse feed) . . . . . . . . . . . . . . . . . 72181/A2
LED indications on ALM20 module (pulse jet) . . . . . . . . . . . . . . . . . . 72181/A3
LED indications on FCM20 module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08501/A2
Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46181/A1
Location of flex electronic components . . . . . . . . . . . . . . . . . . . . . . . . . . 93621/A2
Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07501/A1
Lubricating oil system (TC TPL and A100-L type with int. supply) . . . 80161/A5
Lubricating oil system (TC TPL and A100-L type with ext. supply) . . 80161/A6
Lubricating oil system (TC MET type with internal supply) . . . . . . . . . 80161/A7
Lubricating oil system (TC MET type with external supply) . . . . . . . . 80161/A8
Lubricating quills (pulse feed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21381/A1
Lubricating quills (pulse jet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21381/A2
Lubrication of cylinder liner (pulse feed) . . . . . . . . . . . . . . . . . . . . . . . . 72181/A2
Lubrication of cylinder liner (pulse jet) . . . . . . . . . . . . . . . . . . . . . . . . . . 72181/A3
M
Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Measures to be taken before putting out of service
for extended period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Measures against fouling and fires in the scavenge air spaces . . . . .
Measure to be taken after shutting down . . . . . . . . . . . . . . . . . . . . . . . .
Measures to be taken before starting . . . . . . . . . . . . . . . . . . . . . . . . . . .
3/ 6
11321/A1
02601/A1
06201/A2
04501/A2
03201/A2
01101/A2
Pulse / 2012-06
00301/A2
Operation
RT-flex96C
N
Normal running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02401/A1
O
Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93141/A1
Operating data sheet, alarms and safeguards . . . . . . . . . . . . . . . . . . . 02502/A2
Operating data sheet, pressure and temperature ranges . . . . . . . . . . 02501/A1
Operating medium, air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07401/A1
Operating medium, oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07501/A1
Operating medium, water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07601/A1
Operating troubles, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 08001/A2
Operating with defective turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . 05901/A1
Operation at low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02801/A2
Operation at overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02901/A1
Operation under normal conditions, general information . . . . . . . . . . . 02101/A1
Operation under normal conditions, summary . . . . . . . . . . . . . . . . . . . 02001/A1
Operation interruption, measures before extended standstill . . . . . . . 06201/A2
Operation under abnormal conditions, general information . . . . . . . . 05001/A1
Operation under breakdown conditions . . . . . . . . . . . . . . . . . . . . . . . . 05001/A1
to 05901/A1
Operation with injection cut out (one or more cylinders) . . . . . . . . . . . 05101/A2
Operation with a running gear removed . . . . . . . . . . . . . . . . . . . . . . . . . 05401/A2
Operation with exhaust valve drive cut out . . . . . . . . . . . . . . . . . . . . . . 05201/A2
Operation with scavenge air cooler out of service . . . . . . . . . . . . . . . . 05501/A1
Operation with water leakage into the combustion chamber . . . . . . . 05451/A1
Operation without crosshead lubricating oil pump . . . . . . . . . . . . . . . . 05351/A1
Overpressure in the combustion chamber . . . . . . . . . . . . . . . . . . . . . . . 05461/A1
P
Particular attention, for your... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00001/A1
Pick-up for speed measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46281/A1
Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Group 8
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34031/A1
Piston and piston rings, running-in of cylinder liner . . . . . . . . . . . . . . . 04101/A2
Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23031/A1
Precautionary measures for operation . . . . . . . . . . . . . . . . . . . . . . . . . . 02101/A1
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00101/A1
Prepare the fuel oil system for operation . . . . . . . . . . . . . . . . . . . . . . . . 01201/A1
Prepare the servo and control oil system . . . . . . . . . . . . . . . . . . . . . . . . 01301/A2
Preparation before taking into service . . . . . . . . . . . . . . . . . . . . . . . . . . 01101/A2
Preparations before starting after a prolonged shut-down period
or an overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06101/A1
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02501/A1
Pressure switch and pressure transmitter . . . . . . . . . . . . . . . . . . . . . . . 92581/A1
Prevention of crankcase explosions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04601/A1
Priming the fuel system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 01201/A1
Propeller curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00701/A1
2012-06 / Pulse
4/ 6
RT-flex96C
Operation
00301/A2
Q
Quality requirements for heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . 07101/A1
R
Regular checks and recommendations for WECS9520 . . . . . . . . . .
Regulating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remote control system defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Running gear, operation with removed... . . . . . . . . . . . . . . . . . . . . . . . .
Running-in of new cylinder liner, piston and piston rings . . . . . . . . . . .
40024/A2
58011/A1
05601/A1
05401/A2
04101/A2
S
Safety measures and warnings (general information) . . . . . . . . . . . . . 02101/A1
Scavenge air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07401/A1
Scavenge air cooler, operating instructions and cleaning . . . . . . . . . . 66061/A1
Scavenge air cooler out of service, failure of auxiliary blower . . . . . . 05501/A1
Scavenge air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64201/A1
Scavenge air waste gate (blow off valve for low suction temp.) . . . . . 67351/A1
Servo and control oil leakage system . . . . . . . . . . . . . . . . 80161/A5, A6, A7, A8
Servo oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55511/A1
Shutting down, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03101/A1
Shutting down, measures to be taken after the ... . . . . . . . . . . . . . . . . 03201/A2
Shut off the injection control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05101/A2
Shut-off valve for starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43251/A1
Slow turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02201/A1
Speed control system defective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05701/A1
Speed measurement, pick-up for... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46281/A1
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 02301/A2
Starting air system, schematic diagram . . . . . . . . . . . . . . . . . . . . . . . . . 80181/A1
Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27281/A1
Structure of the manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00101/A1
Supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55521/A1
Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00101/A1
T
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tie rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubles, during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubles when starting and shutting down . . . . . . . . . . . . . . . . . . . . . . .
Troubles with engine parts (damage) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger (TPL type), cleaning in service . . . . . . . . . . . . . . . . . . . .
Turbocharger (MET type), cleaning in service . . . . . . . . . . . . . . . . . . . .
Turbocharger (A100-L type), cleaning in service . . . . . . . . . . . . . . . . .
Turbocharger out of service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5/ 6
00201/A2
12031/A1
19031/A1
08201/A2
08101/A1
08401/A2
65101/A1
65101/A2
65101/A3
05901/A1
08201/A2
65001/A1
Pulse / 2011-05
00301/A2
Operation
RT-flex96C
U
User parameters and maintenance settings . . . . . . . . . . . . . . . . . . . . . 40023/A2
V
Vapor trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Venting the lubricating pump (pulse feed cylinder lubrication) . . . . . .
Venting the lubricating pump (pulse jet cylinder lubrication) . . . . . . . .
Viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
80191/A1
72181/A2
72181/A3
07101/A1
W
Warnings and safety measures (general) . . . . . . . . . . . . . . . . . . . . . . .
Wash-water piping system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water, operating medium... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WECS9520 manual control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WECS9520, engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . .
Working principle of two-stroke diesel engine . . . . . . . . . . . . . . . . . . . .
2012-06 / Pulse
6/ 6
02101/A1
83451/A1
07601/A1
46181/A1
40021/A2
00601/A1
RT-flex96C
Operation
00351/A2
Guide for Symbols and Abbreviations
1.
Symbols
These stand for control components (valve units etc.) used for engine control.
Symbols
2.
Abbreviations
2.1
General
Explanations
Control air supply unit
Fuel supply
Fuel injection
Servo oil supply
Valve unit for start
Exhaust valve drive
Supply unit
Instrument panel
Pressure switches and pressure transmitters
Local control panel
Control oil pump unit
The abbreviations used in the manuals are arranged alphabetically in this guide,
however, unit of measures are not listed.
Remark: Identical abbreviations e.g. MCR can be distinguished in the corresponding context.
Abbreviations Explanations
AHD
Ahead
ALM
Alarm
AST
Astern
BDC
Bottom Dead Center
BFO
Bunker Fuel Oil
BN
Base Number
CCAI
Calculated Carbon Aromaticity Index
CMCR
Contract Maximum Continuous Rating
COC
Cleveland Open Cup
HFO
Heavy Fuel Oil
IMO
International Maritime Organisation
ISO
International Standard Organisation
JIS
Japanese Industrial Standards
MCR
Maximum Continuous Rating
MCR
Micro Carbon Residue
MDO
Marine Diesel Oil
mep
mean effective pressure
MGO
Marine Gas Oil
PMCC
Pensky Martens Closed Cup method
1/ 2
2006
00351/A2
Operation
RT-flex96C
Guide for Symbols and Abbreviations
Abbreviations Explanations
2.2
RCS
Remote Control System
SCR
Selective Catalytic Reduction
SHD
SHut Down
SHF
Sediment by Hot Filtration
SLD
SLow Down
TDC
Top Dead Center
WHR
Waste Heat Recovery system
Concerning engine control system WECS9520
12.08 / Pulse
ALM20
Advanced Lubrication Module20
AMS
Alarm and Monitoring System
CANBus
Controller Area Network
CAN M
CAN Modul bus
CAN S
CAN System bus
COMFN
COMon FuNction (engine-related control functions)
CYLFN
CYLinder FuNction (cylinder-related control functions)
DENIS9520
Diesel Engine CoNtrol and OptImizing Specification for

WECS9520
ECR
Engine Control Room
FCM20
Flex Control Module20
FQS
Fuel Quality Setting
LED
Light Emitting Diode
SCS
Speed Control System
Modbus
GouldModicon Fieldbus
OPI
OPerator Interface (user interface in control room)
PCS
Propulsion Control System
RCS
Remote Control System
SIB
Shipyard Interface Box (engine / remote control interface)
SSI
Synchron Serial Interface
VEC
Variable Exhaust valve Closing
VEO
Variable Exhaust valve Opening
VIT
Variable Injection Timing
WECS
Wrtsil Engine Control System
WECS9520
Computerized control system for all flex-specific functions
2/ 2
RT-flex96C
Operation
00401/A2
General
Explanations on the Use of the Operating Manual
1.
Contents
The Operating Manual, called Operation for short, mainly contains descriptions
and indications on:
Servicing of the engine in operation.
Required operating media (oil, water, air, fuel).
Explanations of the function of specific components and systems.
Remark: The instructions on maintenance and overhauls are found in a separate

book, the Maintenance Manual.
2.
Where to find what

When looking for group descriptions consult first of all the Table of Contents
00201. The Subject Index 00301 is also very useful.
In the cross section and longitudinal section illustrations, important components
have been marked with the group number where they can quickly be found with
their description. The sections further provide a general view of the design of the
engine, which, depending on specific executions, may differ slightly.
Cross section and longitudinal section see pages 2 and 3.
3.
Guide for symbols and abbreviations

The symbols and abbreviations used in the Operating Manual are explained in the
guide 00351. Abbreviations used in the illustrations are listed in the corresponding keys.
1/ 3
2006
00401/A2
Operation
RT-flex96C
Cross Section:
80171
27511
27281
65001
34031
21241
80161
65101
65451
80191
64201
80181
55561
66061
58011
55511
55521
80161
36031
33261
33031
41041
83451
014.548/06
12.08 / Pulse
2/ 3
RT-flex96C
00401/A2
Operation
Longitudinal Section:
27221
27511
21241
34031
21381
19031
43251
23031
33261
41041
31461
11321
92231
12031
014.549/06
3/ 3
Pulse / 12.08
RT-flex96C
Operation
00501/A2
General
Brief Description of the Engine
1.
2.
General
The RTflex engine is a single acting two-stroke diesel engine of crosshead

design with exhaust gas turbocharging and uniflow scavenging.
For direct coupled propeller drive it is reversible.
The RTflex concept is based on the Wrtsil Common Rail, with full electronic control of fuel injection and exhaust valve actuation.
The engine control is devised in such a way that remote controls of recommended manufacturers which correspond to our specifications can be built
on, because the locations of interfaces are exactly defined.
In case of failure of the remote control the engine can be controlled with emergency control from the local control panel.
Tie rods bind the bedplate, columns and cylinder jacket together.
Crankcase and cylinder jacket are separated from each other by a partition
which incorporates the sealing gland boxes for the piston rods.
The thrust bearing and turning gear are situated at the engine driving end.
The exhaust valve actuation, the electronic injection and cylinder lubricating
system are controlled by the engine control system WECS9520.
Lubricating oil, cooling water, fuel feed and booster pumps as well as air compressors are parts of the engine room installation (ancillary systems).
The exhaust valves are opened hydraulically by the servo oil system and
closed pneumatically. The oil supply is ensured from the bearing oil system
through a fine filter. Servo oil pumps in the supply unit provides the servo oil
rail with the required pressure via two rising pipes.
One of the two electrically-driven control oil pumps generates the required
control oil pressure maintaining it over the entire load range.
The pistons are cooled by bearing oil.
Fuel pumps in the supply unit deliver fuel under high pressure into the fuel rail
via HP pipes, intermediate fuel accumulator and rising pipes and subsequently through the injection control units to each injection valves.
The injection control units are activated via the control oil system.
The cylinders and cylinder covers are fresh water cooled.
For cooling the scavenge air single-stage coolers are used as standard with
fresh water cooling.
Two-stage coolers are used as an option providing high and low pressure circuits with fresh water in the central cooling system.
The engine is started by compressed air entering into the cylinders via starting
valves, controlled by the WECS9520.
Systems
1/ 2
Pulse / 2006
00501/A2
Operation
RT-flex96C
Brief Description of the Engine
2006
The exhaust gases flow from the cylinders through the exhaust valves into an
exhaust gas manifold.
The exhaust gas turbochargers work on the constant pressure charging principle.
The scavenge air delivered by the turbochargers flows through air coolers and
water separators into the air receiver.
It enters the cylinders via air flaps through the scavenge ports when the pistons are nearly at their BDC.
At low loads independently driven auxiliary blowers supply additional air to the
scavenging air space.
2/ 2
RT-flex96C
00601/A1
Operation
General
Working Principle of the Two-stroke Diesel Engine
First Stroke: (Compression)
D
Piston in BDC (Bottom Dead Centre).
Scavenge ports and exhaust valve open.

Scavenge air flows into the cylinder and presses the exhaust gases through
the exhaust valve into the exhaust gas manifold and from there to the turbocharger.
Piston moves upwards.
Scavenge ports are being closed by the piston.
Exhaust valve shuts, compression begins.
Point ES:
Point AS:
Second Stroke: (Ignition Combustion Expansion Exhaustion Scavenging)
At around the TDC (Top Dead Centre) fuel is injected into the cylinder.
The fuel ignites in the compressed, heated air = ignition. With ignition combustion begins.
The gases expand and press the piston downwards (working stroke).
Point AO:
The exhaust valve opens, exhaust gases flow out of the cylinder into the exhaust gas manifold and from there to the turbocharger.
Point EO:
Scavenge ports are being uncovered by the downward moving piston.

Scavenge air flows into the cylinder and presses the exhaust gases out
through the exhaust valve into the exhaust gas manifold and from there to the
turbocharger.
(See schematic diagram of Turbocharging 65001)
TDC
AS
AO
ES
EO
BDC
1/ 1
2006
RT-flex96C
00701/A1
Operation
General
Interrelationship between Engine and Propeller
1.
General
There is a defined relationship between the propeller speed and the absorbed
power in ships equipped with fixed pitch propellers.
With a given propeller this relationship mainly depends on its rotational speed.
The following formula provides us with an approximation which is adequate for the
general consideration of conventional vessels:
P1
P2
n1
n2
Its graph is called the propeller characteristic.

If an engine is in good condition and properly supplied with air (i.e. turbocharger(s)
in good order and the air and exhaust lines have low additional resistance) and the
fuel injection quantity is properly adjusted (see setting table), the mean effective
pressure developed under service condition according to the specific reading of
the load indication corresponds approximately with the mean effective pressure
established for this particular position on the test bed.
In the diagram, the propeller characteristic line through the point of CMCR (Contract Maximum Continuous Rating), i.e. nominal power at nominal engine speed
(100% power at 100% engine speed) is called the nominal propeller characteristic.
Engines which are to be employed for the propulsion of vessels with fixed propellers are loaded on the test bed according to this propeller characteristic. However,
the power requirement of a new ship with a smooth and clean hull should be less
and correspond to the range D.
With increasing resistance, changes in wake flow conditions, due to marine growth
and ageing of the vessels hull, a rough or mechanically damaged propeller, unfavourable sea and weather conditions or operation in shallow water, the propeller
will require a higher torque to maintain its speed than it did at the time of sea trial.
The mean effective pressure of the engine (and thus the fuel injection quantity) will
increase accordingly. In such a case, the operating point will then be located to the
left of the original propeller curve which was established during sea trials.
Although cleaning and re-painting will help to reduce the increased resistance of
the ships hull, the original condition can no longer be attained.
Whereas the thermal loading of an engine depends chiefly on the mean effective
pressure, the position of the operating point is also important; the farther left it is
situated from the propeller curve in the diagram (page 2), the poorer the air supply
to the engine and the more unfavourable the engines operating conditions will become.
In order to attain optimum working conditions, the operating point of the engine for
continuous service should lie in range A on the right side of the nominal propeller
characteristic.
Explanations:
CMCR
P
n
mep
=
=
=
=
Contract Maximum Continuous Rating

Power
speed
mean effective pressure
See also Guide for Symbols and Abbreviations 00351.
1/ 2
2006
00701/A1
Operation
RT-flex96C
Interrelationship between Engine and Propeller

CMCR
[%CMCR]
120
110
90
ENGINE POWER
100
80
70
60
50
40
A'
35
60
65
70
85
90
95
100
104
108
110
[%CMCR]
Load ranges
A
A
B
2006
80
ENGINE SPEED
93.7060
2.
75
The portion on the right of the nominal propeller characteristic is the service range without continuous operating restrictions related to the selected CMCR point.
The portion on the left of the nominal propeller characteristic is the service
range for transient operating conditions (acceleration) and should be
avoided for continuous operation.
Maximum permissible engine power 40% CMCR from approx. 50% up to
67% of CMCR speed.
Service range with operational time limit, follows a characteristic:
P [ n 2.45.
This characteristic originates from the reference point 95% CMCR power
and 95% CMCR speed. With longer operating time in this range, thermal
overloading and possible resulting engine damage may be expected.
Service range with overspeed of 104 to 108% of CMCR speed, only permissible during sea trials to demonstrate the CMCR power in presence of
authorized representatives of engine builder. However, the specified torsional vibration limits must not be exceeded.
Recommended layout range for fixed pitch propeller, valid for the maximum draught, clean hull under contractual weather and sea conditions.
Overload range permissible only for maximum one hour during seatrials
in presence of authorized representatives of engine builder.
2/ 2
RT-flex96C
00801/A1
Operation
General
Engine Numbering and Designations
General:
Turbocharger
1
Turbocharger 2
DRIVING
END
Cylinder
Numbering
FREE END
10
11
011.945/04
Thrust Bearing Pads
Main Bearing Numbering
Rail Unit
FUEL SIDE
EXHAUST SIDE
Supply Unit
Clockwise
Rotation
013.059/05
1/ 2
2006
00801/A1
Operation
RT-flex96C
Engine Numbering and Designations
flex Parts:
Fuel Pump Row
Bank A
Pump A4
Pump A3
Pump A2
Pump A1
Fuel Pump Row

Bank B
Counting Direction
Fuel Pumps
Actuator A2
Actuator A1
Pump B4
Pump B3
Pump B2
Pump B1
Supply Unit
Pump 3
Pump 2
Pump 1
Actuator B1
Actuator B2
Pump 4
Pump 5
Pump 6
Counting Direction
Servo Oil Pumps
DRIVING END
Control Oil Pumps
Pump 2
Crank Angle Sensors

Sensor 2
(GT5127C)
Pump 1
Sensor 1
(GT5126C)
FUEL SIDE
DRIVING
END
013.061/05
FREE END
FUEL SIDE
2006
2/ 2
RT-flex96C
01101/A2
Operation

Preparations before Starting after a Short Shut-down (One or More Days)
1.
Starting position
It is assumed that:
D
all components on which overhaul work was carried out have previously been
correctly re-assembled and fitted and checked as to their perfect function.
all devices and tools which were used have been removed from the engine
and that no cleaning rags or other items have been left behind.
The setting of the fuel pumps and the connection of the actuators with the regulating linkage are in order.
Attention! Up to point where the venting valves 2.21 and 2.27 must be closed, the
shut-off valve for starting air 2.03 remains in position CLOSED (closed by hand),
the venting valve 2.21, and the venting valve 2.27 in the starting air main must be
open (see Control Diagram 40032).
2.
Checks and preparations
Check the fluid levels of all the tanks in the engine systems (including the leakage drain tanks).
Check that all the shut-offs for the engine cooling water and lubricating oil systems are in the correct position.
Check that the lubricating device (tool 94844 provided for additional lubrication of the servo oil pump drive during overhaul works) is removed and the oil
pipe is properly closed by means of the blank flange (see Maintenance Manual 55525).
Open the air supply from the shipboard system and from the starting air
bottles 9.01 to the control air supply A .
Preheat the lubricating oil to about 35 _C (via separating circuit or heating in oil
drain tank).
Preheat the cylinder cooling water to min. 60 _C.
Switch on the remote and engine control system WECS9520.
Switch on all breakers in the power supply box E85.
Check that both green indication LEDs light up on all FCM20 modules.
The FCM20 modules are able to function if no red LEDs light up after the
countdown process.
Prepare the servo and control oil system (see 01301).
Start up the pumps for cylinder cooling water, bearing and crosshead bearing
lubricating oil as well as for turbochargers with external oil supply systems and
set the pressures to their normal values (see Operating Data Sheet 02501).
Switch on control box for automatic filter (see documentation of the automatic
filter manufacturer).
Switch on main switch of the control oil pumps.
Prepare the cylinder lubricating system (see 01401).
Prepare the fuel oil system (see 01201).
Ensure that all systems are correctly vented.
Open and shut each exhaust valve 4.01 few times manually in remote control
in order to ensure thorough venting of the hydraulic actuators of the exhaust
valves (user parameter, function Exv. A/M Cmd).
1/ 2
Pulse / 12.08
01101/A2
Operation
RT-flex96C
Preparations before Starting after a Short Shut-down (One or More Days)
Open each cylinder covers indicator valve. With the aid of the turning gear,
turn the engine through at least one full revolution to check that all the running
gears are in order. Neither water, oil nor fuel may spray out of the indicator
valves. If so, depending on the liquid, check cylinder liner, cylinder cover, piston or injection valves.
With this the cylinder lubrication must be switched on.
Shut indicator valves.
Check to ensure that all the crankcase doors are locked with all the clamps.
Check that the fuel pump regulating linkage moves freely in the spring links.
Check the pressure in the starting air bottles and open their drains until any
condensate has been drained.
Open the drain and test valve 2.06 until no more water comes out.
Close venting valves 2.21 and 2.27 and open the main shut-off valves on the
starting air bottles 9.01.
Bring the shut-off valve for starting air 2.03 to position AUTOMAT.
Open the shut-off cocks at connections A1 and A2 (see Control Air Supply
46051).
The pressure gauges on the instrument panel must now show starting air and
control air pressure.
A pressure must also be indicated on the pressure gauges for the control air
supply.
The different circuits are:
Air spring air
Control air
Air supply from the board system via pressure reducing valve 23HA, and
back-up supply from the starting air system via the pressure reducing valve
19HA.
Required pressures see Operating Data Sheet 02501.
2006 / Pulse
Set the switches on the control panels for the auxiliary blowers to AUTOMAT.
Disengage the turning gear and secure the lever.
Open the test valve 2.06 of the shut-off valve for starting air 2.03 for a short
time and listen if the valve opens (can be heard distinctly). Close the test valve
again.
Press SLOW TURNING button in WECS9520 manual control panel on the

local control panel (46181). The engine will perform one slow revolution (see
also Slow Turning 02201).
Depending from where the engine will be started (either bridge, control room
or local control panel), the corresponding button in WECS9520 manual control panel (local control panel) and the corresponding takeover buttons of the
remote control must be activated.
Check again to ensure that no personnel are near the flywheel.
Inform readiness to the bridge.
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RT-flex96C
Operation
01201/A1

Prepare the Fuel Oil System for Operation
1.
For diesel oil operation

See 07201 Layout of fuel oil system, Fig. B.
2.
Set the three-way valve 21 in the suction line of low pressure feed pump 23 to
let diesel oil flow from the daily tank 3 to the pump and to the mixing unit 24.
Make sure that the shut-off valves before and after the engine are open.
Start the low pressure feed pump 23 and the booster pump 25.
Drain the heavy fuel oil daily tank 2, the diesel oil daily tank 3 and the mixing
unit 24.
Use the pressure regulating valve 31 to set the pressure in the fuel oil system.
When operating the engine with diesel oil (and low fuel temperature) a small
over-pressure is sufficient. If a change-over to heavy fuel oil is required later,
setting of normal pressure is recommended from the start.
Use the pressure retaining valve 31a (3.53) to set the fuel oil pressure at the
fuel pump inlet (pressure difference before/after pressure retaining valve see
Operating Data Sheet 02501).
For heavy fuel oil operation

See 07201 Layout of fuel oil system.
Remark: The fuel oil system is not ready for service until the heavy fuel oil before
the fuel pumps has reached the required temperature (see the Viscosity-Temperature Diagram 07101).
The high pressure circuit on the engine must be preheated for a minimum of four to
six hours after a prolonged shut-down period (more than 24 hours).
Do not start the engine with heavy fuel oil before the high pressure circuit is
preheated.
Set to on the heating for heavy fuel oil daily tank 2, mixing unit 24, end-heater
26 and filter 27.
Set to on the heating for the fuel oil system on the engine (fuel rail 10 (3.05),
rising pipes 9 (3.29) and fuel leakage system; see 80191, Fig. B).
Remark: Do a check of the steam piping for tightness. Leakage that is found must
be stopped before the first commissioning, or after maintenance on the fuel oil system.
Set the three-way valve 21 in the suction line of low pressure feed pump 23, to
let heavy fuel oil flow from daily tank 2 to the pump 23 and the mixing unit 24.
Drain the heavy fuel oil settling tank 1, heavy fuel oil daily tank 2, diesel oil daily
tank 3 and the mixing unit 24.
Make sure that the shut-off valves before and after the engine are open.
Start the low pressure feed pump 23 and the booster pump 25.
Heat the heavy fuel oil. This is necessary to get the required viscosity (see
Changing Over from Diesel Oil to Heavy Fuel Oil 02701).
Use the pressure regulating valve 31 to set pressure in the fuel oil system.
Use the pressure retaining valve 31a (3.53) to set fuel oil pressure at the fuel
pump inlet ( for the pressure difference before/after pressure retaining valve,
see the Operating Data Sheet 02501).
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2012-06
01201/A1
Operation
RT-flex96C
3.
High pressure circuit on the engine

See Fuel Oil System 80191, Fig. A.
4.
Make sure that the drain valve 46 (3.65) is closed.
Make sure that the stop valves 15 (3.621 and 2) downstream of the intermediate fuel accumulator 8 (3.04) are fully open (i.e. fully counterclockwise),
then apply a torque of 100 Nm.
Make sure that the stop valves 16 (3.331 and 2) upstream of the fuel rail 10
(3.05) are fully open (i.e. fully counterclockwise), then apply a torque of 100
Nm.
Make sure that the stop valves 17 (3.333 and 4) of connecting pipe between
fuel rails DE and FE are fully open (i.e. fully counterclockwise), then apply a
torque of 100 Nm.
Make sure that the drain screws 44 in the valve block upstream of the fuel rail
10 (3.05) are fully closed, then apply a torque of 200 Nm.
Priming the fuel system on the engine

See 07201 Layout of fuel oil system, Fig. B and Fuel Oil System 80191, Fig.
A.
Remark: The numbers in the parentheses ( ) below refer to items in 07201, Layout of fuel oil system Fig. B.
The numbers in the square brackets [ ] refer to items in 40032, Control Diagrams.
Manual priming (venting) of the fuel system on the engine is necessary if the whole
system was filled, or if the rising pipes 9 [3.29] or fuel rail 10 [3.05] were drained.
Also, priming (venting) is advisable after maintenance on the fuel rail.
Procedure:
Do the checks in accordance with paragraph 3 above.
Start the low pressure feed pump (23) and booster pump (25).
When the booster pump (25) starts, fuel circulates through the fuel pumps 2
[3.14].
Push the emergency stop button in the control room, or on the local control
panel K .
The fuel pressure control valve 26 [3.06] opens and the intermediate fuel accumulator 8 [3.05], fuel rising pipes 9 [3.29] and fuel rail 10 [3.05] are filled
from the fuel return pipe 3.
Remark: Manual priming (venting) of the fuel system on the engine is not necessary if only the injection pipes 7 [3.47] or injection control units 11 [3.02] are
drained.
2012-06
Remove the plug 38 [3.39] and the nut with conical plug on the stop valve
[3.40].
Connect the pipe (tool 94583) between the fuel rail 10 [3.05] and the control oil
rail [3.75].
Set the main switch on the bearing oil pump and control oil pump to on.
The control oil pump generates the necessary system pressure.
Start the vent function of the fuel oil system in the remote control (user parameter, functions Inj. Venting and Venting all).
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Operation
01201/A1

Do the vent function until a small pressure decrease in the fuel pressure is
noted (see the pressure indication on the local control panel K ).
Close the stop valve [3.40].
Release the pressure in the HP fuel system and control oil rail [3.75].
Remove the pipe (tool 94583) from between the fuel rail 10 [3.05] and the control oil rail [3.75].
Apply Never-Seez NSBT-8 to the thread and seating surface of the plug 38
[3.39]. Torque the plug to 270 Nm.
Fit and tighten the nut with the conical plug on the stop valve [3.40].
Attention! If it is necessary for the pipe (tool 94583) to remain temporarily connected for special reasons, the stop valve [3.40] must be open.
Never operate the engine with the pipe (tool 94583) permanently connected.
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2012-06
RT-flex96C
01301/A2
Operation

Prepare the Servo and Control Oil System
1.
Checks to be carried out on servo and control oil system

(see 80161 Servo and control oil system )
CHECK
Check-list:
Stop valve 20 (4.37) opened before automatic filter 1 (4.20).
Stop valves 46 (3.791 & 2) opened on distributor block.
Drain screw (leakage oil drain) on distributor block closed and tightened with a
torque of 200 Nm (see Control Oil Pump Unit 55711).
Stop valves 21 (4.251 & 2) opened till the stops and tightened with a torque
of 200 Nm on collector block 3 (4.52).
Drain screw 43 (4.72) tightened in collector block 3 (4.52), (see 80161 Filling, draining of servo and control oil system).
Stop valves 52 (3.801 & 2) opened before control oil rail 15 (3.75).
Drain screws 41 and 41a (3.68) in valve block VB of control oil rail 15 (3.75) at
driving and free ends closed and tightened with a torque of 200 Nm (see
80161 Filling, draining of servo and control oil system).
Stop valve 40 (3.40) on control oil rail 15 (3.75) at free end closed and nut with
conical plug fitted.
Stop valves 22 (4.261 & 2) before servo oil rail 9 (4.11) and stop valves 23
(4.263 & 4) of connecting pipe between servo oil rails DE and FE opened till
the stops and tightened with a torque of 200 Nm.
Drain screws 24 and 24a (4.82) tightened in the valve blocks before servo oil
rail 9 (4.11).
No shut-off plugs (tool 94586 for cut-out of the exhaust valve drive) fitted in
exhaust valve actuators 10 (4.10).
Screws 66 of plug 37 (4.32) in connecting element VE between servo oil rail 9

(inlet) and exhaust valve actuator 10 (4.10) tightened with a torque of 130 Nm.
Screws of plug 38 (4.33) in connector block (outlet) tightened with a torque of

130 Nm.
Plugs 44 (4.34) for draining actuator pipe 12 (4.66) closed on all exhaust valve
actuators 10 (4.10).
Stop valves 30 (4.301 to 3) opened in the connection between servo oil rail 9
(4.11) and control oil rail 15 (3.75) at driving and free end.
Control oil pump unit:
Servo oil supply:
Rail unit:
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Pulse / 2010-07
RT-flex96C
01401/A2
Operation

Prepare the Cylinder Lubricating System
(see Cylinder Lubrication 72181)
CHECK
WECS9520 engine and remote control system switched on.
Control oil pumps in operation.
Check-list:
Green LEDs light up on all ALM20 modules.
Stop valves 8 and 9 (4.305 & 6) open (Fig. B).
Ball valve 5 open after lubricating oil filter 8.17 (Fig. C).
Lubricating oil filter 1 (8.17) and measuring tube 4 (8.19) vented.
Shut-off valve 6 open to servo oil inlet of lubricating pumps 8.06 (Fig. D).
Shut-off valve 7 open to oil inlet of lubricating pumps 8.06 (Fig. D).
Relief valve 8 open to accumulator of lubricating pumps 8.06 (Fig. D).
Stop valve 7 open in the lubricating oil pipes to exhaust valve (Fig. I).
Lubricating pumps 8.06 vented (servo and lubricating oil).
Lubricating pipings to the lubricating quills vented.
Remark: Venting must only be carried out in the following cases:
before first commissioning
after maintenance works
after a prolonged shut-down period
at operating troubles (operating pressure, feed rate).
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Pulse / 2010-10
RT-flex96C
Operation
02001/A1

Summary
1.
General
The following groups concern operation of the engine under normal conditions.
By this we understand that, e.g. all cylinders are working. During manoeuvring,
however, not only is the usually normal control of the engine from the control room
(or bridge) mentioned, but also the possibility of operation from the local manoeuvring stand.
For operation under abnormal conditions, see 05001.
Operation in the following sense concerns the complete operation of the engine
from the first start at casting off until the final manoeuvre when tying up.
The engine is designed and so equipped that it can also run pier-to-pier on heavy
fuel oil, i.e. without having to change over to diesel oil.
Fuel also circulates through the fuel pumps when the engine is at a standstill as
long as the booster pump is running. Preconditions are that the installation too is
laid out to suit, the heavy fuel oil has been correctly treated and it is kept at the
correct temperature during the whole period in service, including manoeuvring
and Stand-by.
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2006
RT-flex96C
Operation
02101/A1
Operation
Safety Precautions and Warnings (General Information)
1.
General
A well maintained engine is a pre-requisite for a troublefree and safe operation.
The below mentioned points should always be a guide to the maintenance staff.
2.
Illumination
Besides a permanent good illumination hand lamps should be ready at hand in various locations of the engine room.
3.
Cleanliness
The engine room as well as the engine itself should always be kept as clean as
possible. Special care must be taken to keep the WECS electronic control boxes
clean and dry on the rail unit. Any leakages should be attended to as soon as possible. Dust, sand and chemical vapors must be prevented from entering the engine
room.
4.
Warning
Opening valves and other shut-off devices may allow hot fluids or gases to escape.
Therefore open slowly and watch in which direction the medium escapes.
Avoid injury.
When removing valves from the cylinder cover, avoid that oils or fuels drip onto the
hot piston which could cause an explosion. When disassembling parts of the engine without suitable tools and/or the required care, prestressed springs can expand suddenly and cause injury. Pay attention to the maintenance instructions of
the corresponding parts.
5.
Fire
Attention! Special attention has to be paid to the rules of fire fighting.
Welding work and activities which cause sparks must not be carried out in the
engine room before ensuring that no explosive gases, vapors or inflammable fluids
are present. If spark generating work must be performed in the engine room make
sure that fire extinguishing equipment is readily at hand to fight a fire locally. Components such as turbocharger silencer and WECS electronic control boxes must
be protected by suitable covering. When casings and covers are removed before
the engine has cooled down, the risk of fire or explosions is increased. Therefore
keep the engine closed until it has cooled down.
Care must also be taken when paints or easily inflammable solvents are used in
the engine room.
Insulation material saturated with oil or fuel (due to leakages) is also easily ignited
and must therefore be replaced.
Cleanliness in the whole engine room, also below the floor plates, reduces the possibility of a fire and the risk of its spreading.
For your personal safety make absolutely sure that in case of a fire alarm no fire
extinguishing gases can be automatically released when people are in the engine
room. Emergency escapes are to be marked and personnel is to be instructed of
what to do in the case of fire.
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2006
02101/A1
Operation
RT-flex96C
6.
Tools
Hand tools should be placed at easily accessible locations and clearly arranged.
Special tools and devices shall be placed in the engine room in the vicinity of their
usual application in such a way that they can be used without hindrances.
They must be fastened and protected against rust.
7.
Spare parts
Large spares are to be stored as near as possible to their probable place of fitting,
well braced and secured and within the reach of the engine room crane. All the
spare parts must be well protected against corrosion, but with a compound requiring little effort for removal. They must also be protected against mechanical damage. The anti-corrosion agent has to be checked periodically and renewed if necessary.
Spare parts removed from the store must be replaced as soon as possible.
8.
Opening the crankcase doors

If the engine has to be shut-down due to suspected overheated parts of the running
gear or bearings, at least 20 minutes must elapse before the crankcase doors
are unfastened and removed in order to avoid the danger of an explosion.
9.
Temperature sensing
When commissioning an engine after an overhaul of its running gear a check must
be made to find out whether any areas are heating-up abnormally. This check
should be made after 10 minutes operation and repeated after about one hour. Following this, the checking should again be made after a short full load run.
Danger of burning! When trying to touch the hot parts it is necessary to pay attention to avoid injury.
10.
Entering the crankcase, cylinder, exhaust piping or scavenge air receiver

Before entering the spaces of the above parts make sure that:
D
starting air to the engine is blocked off and venting valves 2.21 and 2.27 (see
Control Diagram 40032) are open.
turning gear is engaged (see also Maintenance Manual 00111

Precautionary measures before beginning of maintenance work).
Attention! On ships, please consider that water currents induced by other ships
can cause the propeller and the engine with it to rotate. By engaging the turning
gear this rotation can be avoided.
11.
Entering the engine after the use of CO2

Where CO2 has been used to smother a fire within the engine, the relevant spaces
must be thoroughly ventilated before entering (risk of suffocation).
2006
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RT-flex96C
Operation
02101/A1
12.
Closing up of crankcase doors

The engine may not be put into service until all the crankcase doors are closed
by all the locking latches. This also applies even if only a short run is to be made,
e.g. running in replaced bearings, etc.
13.
Turning gear
When using the turning gear, the indicator valves in the cylinder covers must be
opened. In case the air spring system is not under pressure, the indicator valves
may remain closed. If possible, the lubricating oil pump should also be running.
However, the oil pressure cannot fully build up when the exhaust valves are open.
Attention! Check carefully, that no personnel as well as components (tools,
devices) are situated in the danger area (crankcase, piston underside, propeller
shaft etc.).
Also bear in mind that the coupled propeller turns too (danger in surroundings).
Remark: If the engine is standing still for overhaul, the turning gear must be engaged in order to prevent the engine to be turned due to outside influence.
If the engine must be ready for manoeuvres the turning gear must not be engaged.
Before starting the engine, make sure that the turning gear is disengaged and
the lever secured otherwise blocking valve 2.13 (see Control Diagram 40032)
hinders the start of the engine.
14.
Measuring and indicating instruments

Calibrate gauge tools before using and at periodical intervals.
15.
Frost hazard
If there is a possibility that the temperature falls below the freezing point with the
engine out of service, measures must be taken that the water in the engine, in the
pumps, coolers and piping system cannot freeze. (Draining the systems or heating the engine room).
Remark: Further instructions concerning general guidelines for maintenance see
Maintenance Manual 00111 and 00121.
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2006
RT-flex96C
Operation
02201/A1

Slow Turning
1.
General
To ascertain that the running gear turns freely, we recommend, provided no more
far reaching specifications have been made by the classification society, to rotate
the crankshaft before start-up by at least one full turn. This does not apply if the
engine has only been standing still during a manoeuvring interval.
2.
Turn by the turning gear

With the turning gear the crankshaft can be rotated especially slowly at about one
revolution per 10 minutes. The rotation of the crankshaft as well as the direction of
rotation can be noted on the pointer by the flywheel.
3.
SLOW TURNING with starting air

The running gear can be turned at approx. 510 rpm by releasing a controlled
amount of starting air.
In the engine control system WECS9520 the command SLOW TURNING is provided for this operation. Depending on the active control stand it is initiated:
3.1
by remote control
at ECR manual control panel in the control room
at local control panel (see 46181 WECS9520 manual control panel).
Conditions
Beforehand the following conditions must be fulfilled:
3.2
Turning gear disengaged.
WECS9520 engine control system switched on.
Oil pumps operating (bearing, crosshead and control oil).
Corresponding control stand activated.
Indicator valves closed.
Handwheel 2.10 on shut-off valve for starting air 2.03 in position AUTOMAT.
Shut-off valves on the starting air bottles open.
For slow turning the cylinder lubrication must be switched-on.
Function
The procedure is similar to starting of the engine. The following designation numbers refer to the Control Diagram 40032.
The shut-off valve for starting air 2.03 is opened by the control valve 2.05 and
starting air reaches the starting air valves 2.07 in the cylinder covers.
By FCM20 modules the 5/2-way solenoid valves before the starting valves
are controlled in such a way that the starting valves are opened and shut for
short intervals only.
The slow turning speed of the engine can be optimized in the remote control
by varying the timing (open/close) of the starting valves.
1/ 1
2006
RT-flex96C
02301/A2
Operation

Starting
1.
General
The condition for each engine start-up, also for trials and rotation with starting air,
is its full operating condition, see:
D Preparation before Taking into Service 01101
D Prepare the Fuel Oil System for Operation 01201
D Prepare the Servo and Control Oil System 01301
D Prepare the Cylinder Lubricating System 01401
Depending on the possibilities available, the engine can be started:
2.
from the bridge or control room with remote control

at backup control box in the control room
at local control panel on the engine.
Starting at control stand in control room

Additional preparation:
At WECS9520 manual control panel (see 46181), press button REMOTE

AUTOM. CONTROL (Remote Control) for mode transfer to remote control.
At the control room console, press button REMOTE AUTOM. CONTROL (Remote Control) to take over the control.
For further procedure to start on remote control, see the documentation of the remote control manufacturer. As a rule, moving the telegraph from STOP to any other position will automatically release a start.
3.
Starting at local control panel

This mode of operation may be chosen e.g. upon failure of the electronic speed
control system or the remote control. The operator may under no circumstances
leave the local manoeuvring stand. He must regularly observe the speed indication enabling him to immediately adjust the fuel supply when the speed varies to
some extent.
At WECS9520 manual control panel (46181), press button LOCAL MANUAL CONTROL (Local Control) for mode transfer to local manual control.
Press button AUX. BLOWER PRESEL.

Press button FUEL CONTROL MODE.
Turn rotary knob for fuel injection quantity to approx. 15% start fuel charge
(see display).
Press requested button START AHEAD or START ASTERN until the engine
runs.
Slowly adjust rotary switch for fuel injection quantity until the engine runs at
the required speed. The corresponding value can be read on display and
speed indicator.
Starting:
Pay attention to the instructions for speed/power increase (see Manoeuvring

02601) and to the monitoring data (see Operating Data Sheet 02501).
Remark: The above mentioned starting procedure may also be carried out on
ECR manual control panel.
However, buttons and rotary switch function only in the corresponding mode of operation, i.e. with active control stand (see 46181 WECS9520 manual control
panel).
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Pulse / 2006
RT-flex96C
Operation
02401/A1
Operation
Normal Running
1.
General
The most favourable operational results are generally achieved by running the engine at constant power. When the engine load and/or speed have to be altered on
operational grounds, this should be done slowly, apart from exceptional circumstances.
2.
Checks and precautions
CHECK
During normal running, regular checks have to be made and precautions taken
which contribute to trouble-free operation. The most important of these are:
D
Regular checks of pressures and temperatures. The limits must be adhered to

(see Operating Data Sheet 02501).
The values read off the instruments compared with those given in the acceptance records and taking into account engine speed and/or engine power,
provide an excellent yardstick for the engine performance.
Any deviation must be investigated. The fault can lie with either the engine,
the installation or also with the instruments. Where no risk exists, suspect instruments can be exchanged with similar ones. Compare temperatures by
feeling the pipes. To make the above mentioned evaluation, among the essential readings are: fuel injection quantity, fuel rail, servo oil rail and control oil
rail pressure, engine speed, turbocharger speed, scavenge air pressure, exhaust gas temperature before the turbine. A valuable criterion is also the daily
fuel consumption, taking the lower calorific value into consideration.
Check all shut-off valves in the cooling and lubricating system for correct position.
The shut-offs for the cooling inlets and outlets on the engine must always be
fully open in service. They serve only to cut off individual cylinders from the
cooling water system during overhauls.
When abnormally high or low temperatures are detected at a water outlet the
temperature must be brought to the prescribed normal value very gradually.
Abrupt temperature changes may cause damage (see also Cylinder Liner
21241 and Cooling Water System 80171).
The maximum permissible exhaust temperature at turbine inlet must not be

exceeded (see Operating Data Sheet 02501). The indicated exhaust gas
temperatures at cylinder outlet are to be compared with the corresponding
values of the acceptance records. Should greater differences between individual cylinders be noted, the cause has to be investigated.
Check outlet of exhaust gases by observing their colours at the funnel. No

black smoke should escape, however, a slight brown discolouration is normal.
Maintain the correct scavenge air temperature after the air cooler with the normal water flow (see Operating Data Sheet 02501). In principle, a higher
scavenge air temperature will result in poorer filling of the cylinder which in
return will result in a higher fuel consumption and higher exhaust gas temperatures.
Check the scavenge air pressure drop through the air cooler. Excessive resistance will lead to a lack of air to the engine.
1/ 3
2006
02401/A1
Operation
RT-flex96C
Normal Running
2012-06
The fuel oil has to be carefully cleaned before being used. Refer to recommendations in 07201 Fuel treatment and the separator manufacturers instructions. Open the drain cocks of all fuel tanks and fuel oil filters regularly for
a short period to drain off any water or sludge which may still have collected
there. Maintain the correct fuel oil pressure after low pressure feed pump and
the inlet to the mixing unit (see Operating Data Sheet 02501 and 07201
Layout of the fuel oil system). Adjust the pressure at fuel pump inlet with the
pressure retaining valve in the fuel oil return pipe so that the fuel oil circulates
within the low pressure circuit of the engine at the normal delivery capacity of
the booster pump.
The heavy fuel oil has to be sufficiently heated to ensure that its viscosity before inlet to the fuel pumps lies within the prescribed limits (see Viscosity-Temperature Diagram 07101).
Now and then determine the cylinder lubricating oil consumption. For normal
consumption and how to calculate it, see Measurement of the Cylinder Lubricating Oil Consumption 72182. Extended service experience will determine
the optimum cylinder lubricating oil consumption. Avoid over-lubrication!
The cooling water pumps should be run at their normal operating point, i.e. the
actual delivery head corresponds with the designed value. Thereby the designed delivery rate is obtained and the temperature difference between inlet
and outlet will approximately correspond with the desired value (see Operating Data Sheet 02501). Should it be considerably higher, the pump concerned must be put in order at the next opportunity.
Should correct setting of the pressure head of the cylinder cooling water pump
require throttling of the flow, this may only be done in the engine outlet manifold. The pressure at the suction side of the pump must be positive in order to
prevent any air being drawn in through its stuffing box.
The vents at the uppermost points of the cooling water spaces must be
constantly kept open to permit air to escape.
Check the level in all water and oil tanks, as well as all the drainage tanks of
the leakage piping. Investigate any abnormal changes.
Observe the cooling water. The cause of any contamination or oiliness has to
be investigated and the fault rectified.
Open shortly ball cocks 17 and 17a (weekly) in the water drains of water separator and scavenge air cooler to flush off possible dirt particles collected in the
condensate drain units. Check additionally the water flow through the sight
glasses 21 and 21a (see Drainage System and Wash-water Piping System
83451).
Check the pressure drop across the oil filters. Clean them if necessary.
Check periodically the differential pressure through the automatic filter and
the flushing process.
Bearings which have been overhauled or replaced must be given special

attention for some time after being put into service. Observe the precautions
for preventing crankcase explosions (see 04601).
Always keep the covers of the rail unit closed with the engine in service.
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RT-flex96C
Operation
02401/A1
Normal Running
D
Listening to the noise of the engine may reveal any irregularities.
Hand drawn indicator diagrams provide information on the combustion process and pressures within the cylinder (see Indicator Diagrams 04201).
When the quality of the fuel used changes (diesel oil, heavy fuel oil from various bunkerings), the maximum pressure in the cylinder at service power must
be determined at the earliest opportunity and compared with the pressure
measured during the corresponding shop trial (speed, power).
In case considerable firing pressure differences are detected, i.e. too high or
too low, they must be adjusted by the electronic FQS in remote control (see
40023 User parameters.
Centrifuge the lubricating oil. Samples should be taken at regular intervals

and compared with the values given in Lubricating Oils 07501.
Check the dirty oil drain pipes from the piston underside for free passage. An
obstruction can be detected by touching the individual drain pipes with the
hand (temperature difference). If one has only surrounding temperature, the
line must have been blocked by carbon deposits and needs to be cleaned as
soon as possible.
Check periodically the lubricating and fuel oil systems for leakages (see
80161 Servo oil leakage system and 80191 Fuel leakage system). Leakages can be localized in the rail unit by opening the corresponding hinged covers and casings. Ascertained leakages must be remedied at the next opportunity.
Drain off water (approx. one liter) daily from the vapour trap and check the
temperature (see 80191 Vapour trap).
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2010-07
RT-flex96C
02501/A1
Operation

Pressure and Temperature Ranges at Continuous Service Power MCR
Medium
System
Location of
measurement
Fresh water
Lube oil
Lube oil
Max.
Min.
Max.
Diff.
Inlet
Outlet each cylinder
70
max.
85
95
SAC, high temperature circuit HT
Inlet
15
70
80
(two-stage scavenge air cooler)
Outlet
120
SAC, low temperature circuit LT

(two-stage scavenge air cooler)
Inlet
25
36
Outlet
57
SAC, low temperature circuit LT
Inlet
25
36
(single-stage scavenge air cooler)
Outlet
76
Crosshead bearing
Inlet
Outlet
10
12
40
50
65
Servo oil
Servo oil pumps inl.
3.8
Main bearing
Inlet
4.8
40
50
Piston cooling
Inlet
4.8
40
50
max.
Cylinder cooling
80
30
Pads AHEAD
75
Torsional vibration damper
Supply
4.8
(if a GEISLINGER damper is used)
Housing inlet
Integrated axial damper
Supply
4.8
(chamber pressure)
Monitoring
1.7
Turbocharger bearing (ABB, TPL and
Inlet
2.5
A100L type)
Housing outlet
110
1.3
2.5
120
0.7
1.5
85
150
(with internal oil supply)
Turbocharger bearing (ABB, TPL and
Inlet
A100L type)
Housing outlet
(with external oil supply)
Inlet
Supply unit
(fuel pump) Inlet
After pressure retaining valve (fuel pump) Return
1)
10
2)
(pressure drop)
Air filter / silencer
max. 10 mbar
Intake from outboard
(pressure drop)
Ducting and filter
max. 20 mbar
new SAC
max. 30 mbar
fouled SAC
max. 50 mbar
Starting air
Engine inlet
12
25 / 30
Control air
Engine inlet
7.5
normal 6.5
normal 6.5
after cylinder
515
Deviation
50
Turbocharger inlet
515
Air spring of exhaust valve

Exhaust gas
Intake from engine room
Scavenge air cooler (SAC) (pressure drop)

Air
3)
Outlet each piston
Housing outlet
Scavenge air
3)
Thrust bearing
Turbocharger bearing (MHI, MET type)

Fuel oil
Temperature
[ C]
Min.
(high pressure)
(low pressure)
Gauge pressure
[bar]
Receiver
Manifold after turbocharger
Main distributor
7.5
new
max. 30 mbar
fouled
max. 50 mbar
Remarks to pressure and temperature ranges:
Limits for alarm, slow-down and shut-down; see group 02502.
Pressure measured about 5 m above crankshaft centre line.
1)
At 100% engine load.
2)
At stand-by condition; during commissioning of the fuel oil system, the fuel oil pressure at the
inlet of the fuel pumps is adjusted to 10 bar.
3)
The water flow has to be within the specified limits (scavenge air cooler specification).
1/ 1
2011-05
RT-flex96C
02502/A2
Operation

Alarms and Safeguards at Continuous Service Power
Medium Performance
Physical unit
Location
Signal No.
1)
Pressure
Engine inlet
Temperature
Engine inlet
Scavenge air cooling water

HT circuit
Two-stage SAC 4)
Fresh water
Pressure
Cooler inlet
Temperature
Cooler outlet
TE133134A
LT circuit
Two-stage SAC 4)
Fresh water
Pressure
Temperature
LT circuit
Single-stage SAC 4)
Fresh water
Pressure
Temperature
Pressure
Cooler inlet
Cooler inlet
Cooler outlet
Cooler inlet
Cooler inlet
Cooler outlet
Engine inlet
PT1361A
TE1371A
TE138184A
PT1361A
TE1371A
TE138184A
PT2001A
Temperature
Engine inlet
PS2002S
TE2011A
Pressure
Engine inlet
PT2021A
Pressure
PT2041A
16)
PT2042A
Cylinder cooling water
Lubricating oil
Bearing and piston cooling
(low pressure supply)
Crosshead bearing oil

(high pressure supply)
Servo oil
(for cylinder lubrication)
PT1101A
Servo and control oil
Pressure
Failure
Flow
Oil leakage monitoring

Thrust bearing
Level
Temperature
Supply unit
Pads AHEAD
Oil mist
Concentration
Crankcase
Piston cooling oil
Failure
Temperature
Detection unit
Diff. pressure
Flow
Inlet each cylinder

Inlet each cylinder
3)
Setting
value
[bar / _C]
Function
time delay
[sec]
2)
ALM
SLD
SHD
ALM
ALM
SLD
ALM
SLD
ALM
SLD
ALM
ALM
ALM
ALM
ALM
ALM
ALM
SLD
SHD
ALM
SLD
ALM
SLD
ALM
3 bar
2.8 bar
2.5 bar
70 _C
95 _C
97 _C
3.0 bar
2.5 bar
120 _C
125 _C
2 bar
25 _C
60 _C
2 bar
25 _C
70 _C 15)
4.8 bar
4.6 bar
4.1 bar
50 _C
55 _C
10 bar
9 bar
40 bar
70 bar
40 bar
70 bar
10 bar
0
60
60
0
0
60
0
60
0
60
0
0
0
0
0
0
0
60
10
0
60
0
60
3
3
3
3
0
PT2046A
ALM
PT2047A
ALM
10 bar
PT2051A
XS2053A
FS206166A
ALM
ALM
ALM
L
F
L
3.8 bar
no flow
0
0
0
ALM
ALM
SLD
SHD
ALM
SLD
ALM
ALM
SLD
SHD
SHD
H
H
H
H
H
H
F
H
H
H
L
max.
75 _C
80 _C
90 _C
80 _C
85 _C
0.6 bar
no flow
0
0
60
60
0
60
0
0
60
15
15
PS1101S
TE1111A
TE112134A
10)
Pressure
(leakage)
Kind of
signal
L
L
L
L
H
H
L
L
H
H
L
L
H
L
L
H
L
L
LL
H
H
L
L
L
H
L
H
H
PT1301A
Lubricating pump
Inlet FE
Lubricating pump
Inlet DE
Lubricating pump
Inlet FE
Lubricating pump
Inlet DE
Servo oil pump inlet
Automatic filter
Servo oil pump
Function
ALM
12)
1/ 3
7)
LS2055A
TE4521A
TS4521S
AS2401A
AS2401S
XS2411A
TE250114A
TE250114S
PS254154S
FS252134S
Pulse / 2012-06
02502/A2
Operation
RT-flex96C

Medium Performance
Physical unit
Location
Signal No.
1)
Turbocharger oil
(ABB, TPL and A100-L type)
Pressure
Inlet
PT261114A
Temperature
Housing outlet
PS261114S
TE260104A
Pressure
(with external
oil supply)
Temperature
Inlet
PT261114A
Temperature
Additional requirement with external
oil supply (TPL type)
oil supply (A100-L type)
Turbocharger oil
(MHI, MET type)

oil supply
GEISLINGER damper oil
Axial damper oil
Cylinder lubricating oil
Fuel oil
(see Viscosity-Temp.
Diagram 07101)
TE260104A
TE2621A
Inlet
TE2621A
Pressure
Inlet
PT261114A
Temperature
Housing outlet
PS261114S
TE260104A
Inlet
TE2621A
Pressure
Pressure
Casing inlet
Chamber aft side
Chamber fore side
Diff. pressure
Filter
Temperature 4) before supply unit
PT2711A
PT2721A
PT2722A
PS3121A
TE3411A
Pressure
Viscosity
PT3421A
Temperature
Fuel leakage monitoring
Exhaust gas
PS261114S
TE260104A
Housing outlet
(TPL type)
Housing outlet
A100-L type)
Inlet
Level
Temperature
4)
before supply unit

before supply unit
5)
Fuel pump
Outlet
Rail/Supply unit 7)
after each cylinder
TE343138A
7)
TE370114A
before each TC
6)
TE372124A
after each TC
6)
TE373134A
11)
11)
Condensation water
Temperature
Air receiver
after cooler
TE403134A
Temperature
each piston
underside
TE408194A
Level
(fire detection)
Water separator
before water
separator
2012-06 / Pulse
2/ 3
Kind of
signal
3)
Setting
value
[bar / _C]
Function
time delay
[sec]
2)
ALM
SLD
SHD
ALM
SLD
ALM
SLD
SHD
ALM
SLD
ALM
SLD
ALM
SLD
ALM
SLD
ALM
SLD
SHD
ALM
L
L
L
H
H
L
L
L
H
H
H
H
H
H
H
H
L
L
L
H
1 bar
0.8 bar
0.6 bar
110 _C
120 _C
1.3 bar
1.1 bar
0.9 bar
120 _C
130 _C
130 _C
140 _C
80 _C
85 _C
85 _C
90 _C
0.7 bar
0.6 bar
0.4 bar
85 _C
5
60
5
0
60
5
60
5
0
60
0
60
0
60
0
60
5
60
5
0
SLD
90 _C
60
ALM
SLD
ALM
ALM
ALM
ALM
ALM
ALM
ALM
ALM
ALM
H
H
L
L
L
H
H
L
L
H
L
D
60 _C
65 _C
1 bar
1.7 bar
1.7 bar
0.5 bar
50 160 _C
20 130 _C
7 bar
17 cSt
13 cSt
30 _C
0
60
0
60
60
0
0
0
0
0
0
30
ALM
ALM
ALM
SLD
SLD
ALM
SLD
ALM
SLD
ALM
ALM
SLD
ALM
H
H
D
H
D
H
H
H
H
L
H
H
H
max.
515 _C
50 _C
530 _C
70 _C
515 _C
530 _C
480 _C
500 _C
25 _C
60 _C
70 _C
80 _C
0
0
0
60
60
0
60
0
60
0
0
60
0
SLD
ALM
SLD
ALM
H
H
H
H
120 _C
max.
max.
max.
60
0
60
0
SLD
max.
60
13)
11)
Scavenge air
Function
LS407174A
LS407578A
14)
RT-flex96C
02502/A2
Operation

Medium Performance
Physical unit
Location
Signal No.
3)
Setting
value
[bar / _C]
Function
time delay
[sec]
PS4341S
LS435152A
ALM
ALM
ALM
SLD
SHD
ALM
L
H
L
L
LL
H
12 bar
7.5 bar
5.5 bar
5 bar
4.5 bar
max.
0
0
0
60
0
0
PT4401A
PT4411A
PT4421A
XS504649A
XS5056A
ALM
ALM
ALM
ALM
ALM
L
L
L
F
F
6 bar
5.5 bar
5 bar
0
0
0
0
0
XS5058A
ALM
ST511112S
SHD
110%
1)
Starting air
Air spring air
8), 9)
Leakage oil of air spring air

Control air
Pressure
Pressure
Engine inlet
Distributor
Level
Exhaust valve air

spring
normal supply 8) Pressure

safety supply 9) Pressure
Engine inlet
Engine inlet
Fuel pump actuator

WECS9520 control system
Failure
Power failure
CV723134C
Power supply box
E85
Cylinder lubricating system
Power failure
Power supply box

E85
Engine performance data

overspeed
Speed
Crankshaft
PT4301C
PT4341A
Function
Kind of
signal
2)
Remarks to alarms and safeguards:

1)
Signal number indicates interface to remote control (see 40033).
2)
Function:
SLD = Slow down
SHD = Shut down
ALM = Alarm
3)
Kind of signal:
D
= Deviation
F
= Failure
H
= High
L
= Low
LL
= Very Low
4)
Alternative execution.
5)
Not included in standard engine scope of supply.
6)
Other abbreviations:
TC
= Turbocharger
SAC = Scavenge Air Cooler
7)
Location of measurements and signal numbers see 80161 Servo oil leakage system and 80191 Fuel leakage system.
8)
Supply from board system for control and air spring air via pressure reducing
valve 23HA.
9)
Supply from starting air bottles 9.01 for control and air spring air via pressure
reducing valve 19HA.
10)
Alarm and slow-down are effective only above 40% engine power.
11)
Signal designation changes after amplifier (on engine) from TExxxxA to

TTxxxxA.
12)
Alarm is effective only above 30% engine power.
13)
Alarm is effective only above 40% engine power.
14)
Deviation from median (acts as no flow detection).
15)
Setting value:
IMO TIER II =
16)
80 _C
Alarm must be suppressed at engine standstill.
3/ 3
Pulse / 2012-06
RT-flex96C
Operation
02601/A1
Operation
Manoeuvring
1.
General
Correct manoeuvring and the resulting increase in engine load up to service
power, and decrease in load from the service power, is very important with the
usual high engine powers of today. Experience has shown that changing the load
too quickly in the upper power ranges can result in increased wear and fouling, especially of the piston rings and cylinder liners.
Slow load changes allow the piston rings to adapt themselves to the new running
conditions and therefore ensure optimum sealing.
On the other hand, there must always be sufficient power available within a short
time to ensure safe manoeuvring in ports and waterways.
2.
Manoeuvring
We generally understand manoeuvring as the operation of leaving port until release to SEA SPEED and from the port approach until FINISHED WITH ENGINE.
In particular the speed and direction changes as well as, in the wider sense, any
such alterations during normal service.
The manoeuvring range is the speed range up to and including the manoeuvring
speeds FULL AHEAD and FULL ASTERN . This range is usually divided into four
manoeuvring stages with correspondingly allocated speeds.
Remark: Depending on torsional vibration situation, a barred speed range
might exist.
Normally the FULL manoeuvring speed for engines driving fixed pitch propellers
corresponds to about 70% of the nominal speed which in turn represents about
35% of the nominal power. This means that, with the vessel sailing straight ahead,
about 2/3 of the nominal ships speed will be reached. In principle, a fully operational engine can be manoeuvred within the above mentioned manoeuvring range
already provided with the start fuel limiter and scavenge air limiter without any time
or performance restrictions.
Should the engine be accelerated quickly to FULL manoeuvring speed when the
vessel is at a standstill, the momentary engine load will be higher until the vessel
has reached sea-speed.
Manoeuvring can be done from the bridge (provided bridge control is installed),
from the manoeuvring console in the control room or at the local control panel on
the engine.
Special precautions have to be taken when manoeuvring at the local control panel.
Either heavy fuel oil or diesel oil can be used during manoeuvring, however, heavy
fuel oil is preferred (see 02701 General). The fuel used must have been suitably
treated (see Fuel Treatment, Fuel Oil System 07201).
The Operational data given in 02501 basically also apply during manoeuvring.
When manoeuvring on heavy fuel oil, the fuel has to be heated up enough to maintain its viscosity at inlet to the fuel pumps within the range given in the ViscosityTemperature Diagram 07101. The heating of the fuel oil system must be kept on.
The temperature of the cooling media must be kept as close as possible to the upper limits given for normal service (see Operating Data Sheet 02501).
1/ 3
2012-06
02601/A1
Operation
RT-flex96C
Manoeuvring
2.1
Reversing under normal operation, at control room manoeuvring console

As various makes of remote controls can be connected to the engine controls we
do not describe here the operation from the manoeuvring stand in the control
room. For this operation the documentation of the remote control makers must be
utilized.
2.2
Reversing at local control panel

(see also Local Control Panel 46181 and 40031 Engine local control)
Transfer and takeover from REMOTE AUTO. CONTROL (Remote Control)
to LOCAL MANUAL CONTROL (Local Control):
At the control room console, press button LOCAL MANUAL CONTROL (Local
Control) for mode transfer to local manual control.
At WECS9520 manual control panel (see 46181), press button LOCAL

MANUAL CONTROL to take over the control.
This mode of operation should, therefore, only be practised for a longer period of
time when the circumstances demand it, e.g. until the defect in the speed control system or until other faults in the remote control can be remedied.
In installations with controllable pitch propellers or with clutch couplings, some
additional precautions have to be taken and it is essential that there is good communication between the bridge and the local manoeuvring stand.
Remark: Since the speed is no longer being maintained by the speed control system, an engineer must be continuously stationed at the local manoeuvring stand
so that he can intervene immediately if necessary.
Reversing:
Turn rotary knob to 15% fuel injection quantity (see display).
runs in the correct direction.
Remark: On ships under way this procedure may under certain circumstances
take rather a long time (several minutes), as the propeller is dragged in the
wrong sense of rotation.
The above mentioned reversing procedure can also be carried out on ECR manual
control panel.
However, buttons and rotary switch function only in the corresponding mode of operation, i.e. with active control stand (see 46181 WECS9520 Manual control
panel).
2006
2/ 3
RT-flex96C
Operation
02601/A1
Manoeuvring
3.
Increasing power after release to SEA SPEED and decreasing

For the reasons given at the beginning, the engine load should only be increased
and decreased over a certain time span, usually 4050 minutes, between full manoeuvring and service power. However, this time span may not be less than 30
minutes when increasing the load and 15 minutes when decreasing it.
This increase and decrease in load is carried out by manual operation of corresponding devices on the local manoeuvring stand:
Exceptions to the above mentioned time limitations on speed and power reductions are critical alarm conditions in the engine room which demand a quicker reduction, or when a shut-down or automatic slow-down system is activated.
4.
Emergency manoeuvre
In the event of emergency manoeuvre, all the restrictions specified under sections
2 and 3 are lifted, i.e. the full power of the engine can be called on when necessary,
because the safety of the vessel has first priority.
3/ 3
2006
RT-flex96C
Operation
02701/A1
Operation
Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa
1.
General
Continuous operation with heavy fuel oil is recommended for engines and plants
provided for running on heavy fuel oil. Changing over from heavy fuel oil to diesel
oil operation may only be undertaken when absolutely necessary for example by:
D
Flushing the engine before maintenance works
Heating plant switched off in the drydock
Environmental requirements
To ensure safe changing over, consider the following items:
2.
Recommended viscosity at inlet to fuel pumps

The temperature necessary to make sure that the required viscosity of the fuel before inlet to the fuel pumps is reached is shown in the Viscosity-Temperature Diagram 07101. This temperature is hereafter referred to as the required preheating
temperature.
The preheating of the fuel is controlled by a viscosimeter.
Remark: During engine standstill fuel oil circulates through the fuel pumps on the
supply unit but not through the fuel rail; therefore changing over is not possible.
2.1
Changing over from diesel oil to heavy fuel oil (see schematic diagram 07201).
Plant side:
After changing over the three-way valve 21 the result is a mixture of diesel oil and
heavy fuel oil in the mixing unit 24. The viscosimeter controls the end-heater 26 in
such a way that the required viscosity (preheating temperature) of the mixture is
maintained. This preheating must be done slowly (temperature rise max. 15_C/
min.). Sudden temperature changes can lead to seizing of the fuel pump plungers.
The heating for the fuel filter 27 as well as for the fuel delivery and return pipes must
be kept on, at least until the required preheating temperature (read off at the thermometer before inlet to the fuel pumps) is reached.
Check the fuel pressure after low pressure feed pump and at fuel pump inlet (see
Engine side:
The trace heating on the engine (supply unit and fuel rail) must be turned on at
the latest when changing over from diesel oil to heavy fuel oil in the plant. All
covers of the rail unit must be closed.
If the engine room is completely cold the trace heating must be turned on
approximately one hour before changing over.
Before stopping the engine, changing over must be completely finished, thus
avoiding a mixture of diesel oil and heavy fuel oil in the fuel rail which may
cause viscosity problems during the next start.
It is recommended not to exceed 75% CMCR load during changing over and until
the required preheating temperature has been reached.
1/ 2
2012-06
02701/A1
Operation
RT-flex96C
Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa
2.2
Changing over from heavy fuel oil to diesel oil

Plant side:
To change over from normal heavy fuel oil service to diesel oil, the three way valve
21 has first of all to be repositioned accordingly. This results in a mixture of heavy
fuel and diesel oil in the mixing unit 24. The viscosity of the circulating mixture at a
certain temperature drops quickly corresponding to the increasing share of diesel
oil. After a short period the heating can be shut off.
Engine side:
The trace heating on the engine (supply unit and fuel rail) must be shut off at
the same time when changing over from heavy fuel oil to diesel oil in the plant.
A complete change over takes appropriately longer if the engine is running at

low load.
Attention! Running on diesel oil and with turned on trace heating is extremely dangerous for the engine!
Before stopping the engine, changing over must be completely finished,

avoiding a mixture of diesel oil and heavy fuel oil in the fuel rail which may
cause viscosity problems during the next start.
It is recommended to change over from heavy fuel oil to diesel oil operation at less
than 50% CMCR power.
2006
2/ 2
RT-flex96C
Operation
02702/A1
Viscosity - Temperature Diagram

Typical Values of Petroleum Fuel Oils
Oils can be pumped

only with difficulty or not
at all
005.711/91
Recommended viscosity before fuel pumps

Example:
To obtain the recommended viscosity before fuel pumps a fuel oil of 150 mm2/s
(cSt) at 50 _C must be heated to 108 120 _C.
1/ 1
2006
RT-flex96C
Operation
02801/A2
Operation
Operation at Low Load
1.
General
Pay attention to the following details:
2.
Checks and precautions in 02401.
Trace heating of the fuel oil system in operation.
Temperature of cooling medium within the normal range (see Operating Data
Sheet 02501).
Careful treatment of the fuel oil (see Fuel Treatment, Fuel Oil System
07201).
The cylinder lubricating oil quantity is automatically adapted to the lower load.
The lubricating oil quantities are regulated by the WECS9520 control system
in accordance with engine load.
WECS9520 Injection control

At low load the WECS9520 control system automatically cuts out one of the three
injection valves per cylinder. At very low load two of the three injection valves are
cut out.
This ensures optimal atomization and combustion, reducing smoke emission and
fuel consumption.
To spread the thermal load evenly in the combustion chamber, the WECS9520
control system changes the cutting out of the three injection valves in regular intervals.
There is no time restriction on operation at low load due to optimized combustion in
this range.
1/ 1
Pulse / 2006
RT-flex96C
Operation
02901/A1
Operation
Operation at Overload
1.
General
Normally, overload (110% of CMCR power) is only run during sea trials, in the presence of an authorized representative of the engine builder.
Running on overload, however, is to be limited to maximum one hour per day (see
also Interrelationship between Engine and Propeller 00701).
When running on overload, the engine must be monitored particularly carefully.
Upon any indication of irregularities, the load (power) has to be reduced.
The load indication (fuel injection quantity) and the exhaust gas temperature
before turbine serve to indicate the measure of engine load (see Operating
Data Sheet 02501 and Acceptance Records).
The coolant temperatures have to be kept within their normal ranges.
In normal service the full load position of the load indication (fuel injection quantity)
may not be exceeded (see Acceptance Records).
The maximum permissible position of the load indication (fuel injection quantity) is
to be found in the acceptance records. It may not be exceeded. The change of adjustments is only permissible in order to demonstrate the CMCR power, during sea
trials with overspeed of 104 to 108% of CMCR speed.
When running into strong head winds, in heavy seas, with heavy growth on the
ships hull and in shallow water, the ship resistance increases. Without any alteration to the speed setting the governor will maintain the engine speed; the position
shown on the load indication (fuel injection quantity) will increase.
1/ 1
2006
RT-flex96C
Operation
03101/A1
Shutting Down
General
1.
Unloading
Whenever circumstances permit, we recommend that the load be reduced slowly,
see Manoeuvring 02601.
2.
Stopping
From control room by remote control: (normal case)
Normally it is sufficient to move the telegraph to position STOP.
From control room by backup control box:
D
The engine is shut down by the engine control system WECS9520 after reducing the engine speed/power and pressing the STOP button at the ECR
manual control panel.
From local control panel: (see Control Diagram 40032 and Local Control Panel 46181)
D
The engine is shut down by the engine control system WECS9520 after reducing the engine speed/power and pressing the STOP button at the
WECS9520 manual control panel.
Remark: However, the buttons function only in the corresponding mode of operation, i.e. with active control stand.
2.1
In case of emergency
D
2.2
The engine can be stopped immediately by pressure releasing in the fuel rail
via fuel pressure control valve 3.06 by pressing EMERGENCY STOP button
in the control room (control console) or on the local control panel. At the same
time the fuel pump actuators move the regulating linkages to position 0.
Further possible way of stopping the engine

The engine can also be brought to a standstill by the following measure:
D
Switch off electric power to WECS9520 in the supply box E85.
Remark: This option should be carried out as an ultimate emergency measure

only!
1/ 1
2006
RT-flex96C
Operation
03201/A2
Shutting Down
Measures to be Taken after Stopping
1.
Measures for shorter service breaks (days to a few weeks)
1.1
Engine manoeuvrable
Where the engine must still be capable of being manoeuvred after it has been
stopped, pay attention to the following points:
1.2
WECS9520 engine control system must remain switched on.
All the pumps for cooling water, lubricating oil and fuel have to be kept running.
Control oil pump 3.721 or 3.722 on the engine has to be kept running.
Control air must be available and the starting air bottles should be replenished.
Maintain cylinder cooling water at the preheating temperature, and the lubricating oil is not to be cooled down.
The fuel must be held at the required temperature according to Viscosity-Temperature Diagram 07101.
Drain off water once per day from the vapor trap and fill with lubricating oil to a
minimum level of two liters (max. capacity three liters).
The lubricating oil can be added to the vapour trap via collecting trough (see
8019 Vapour trap).
Maintain operating temperature between 60_ C and 90_ C. The temperature

can be regulated by means of a ball valve in the steam piping (see 8019 Vapour trap).
Engine not manoeuvrable
After the engine has been stopped, the cooling water and lubricating oil
pumps should be left running for at least a further 20 minutes in order to allow
the temperatures to equalize. These media should not be cooled down below
their normal inlet temperatures. The sea-water pump can, therefore, usually
be stopped immediately.
Should the engine have been shut down during operation with heavy fuel oil,
then the circulation must be maintained via the fuel pumps and the fuel oil system must remain in operation.
The heating of the fuel oil pipework at the engine must be turned on. If the
heating needed to be stopped for maintenance works it must be turned on
again approximately four hours before engine start. If this measure is not required, then the engine operation must be changed to diesel oil before shutting down the engine (see 02701 Changing over from heavy fuel oil to diesel
oil and Measures to be taken before Putting Out of Service for Extended Period 06201).
The low pressure feed pump and booster pump can be stopped, if the engine
has been shut down while operating with diesel oil (see 07201 Layout of the
fuel oil system).
Drain off water daily from the vapour trap and refill with lubricating oil (maximum capacity three liters).
8019 Vapour trap).
The starting air supply must be closed after stopping the engine, i.e. close the
shut-off valves on the starting air bottles, turn the handwheel 2.10 to position CLOSED (closed by hand) at the shut-off valve for starting air 2.03 and
drain it by using the venting valves 2.21 and 2.27 (see Control Diagram
40032).
1/ 2
2012-06
03201/A2
Operation
RT-flex96C
Measures to be Taken after Stopping

D
The indicator valves in the cylinder covers are to be opened.
The turning gear can be engaged.
WECS9520 engine control system can be switched on.
Remark: Follow all the safety regulations when carrying out repair work or any
overhauls which are due (see Maintenance Manual 00111 and 00121 ). Release pressure from the fuel oil system if necessary.
Post-lubrication of the cylinders:
2.
Post-lubrication starts automatically during slow-down of the engine (speed

below 8%).
Close the shut-off valves on the control air supply (supply of air from the starting air bottles and the board system).
Where possible, keep the cooling water warm in order to prevent the engine
from cooling down too much. The cooling water pump is, therefore, kept running unless required to be stopped for maintenance work.
At relatively frequent intervals, turn the engine through by several revolutions

with the indicator valves open, using the turning gear (possibly done daily in
damp climates). Do this with the oil pump, one control oil pump running and by
means of MANUAL LUBRICATION ON CYL. at the same time. After completing this procedure, ensure that the piston comes to rest in a different position
each time (see 01401 MANUAL LUBRICATION).
Repair all the defects detected in service (leaks, etc.).
Measures for service interruptions over a longer period (weeks or months)

Refer to section 1.2 above and to Measures to be taken before Putting Out of Service for Extended Period 06201.
2010-07 / Pulse
2/ 2
RT-flex96C
04101/A2
Operation
Special Measures in Operation

Running-in of New Cylinder Liners and Piston Rings
Overview
1.
2.
3.
4.
5.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder lubricating oil feed rate . . . . . . . . . . . . . . . . . . . . . . . .
Running-in programme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1/3
1/3
2/3
2/3
3/3
General
After the fitting of new cylinder liners or even only after replacing piston rings, these
must be run-in. The purpose of running-in is to achieve a good sealing of the rings
as soon as possible.
Under no circumstances must any seizings occur on the running surfaces of cylinder liner and piston rings.
It is of the utmost importance that spare cylinder liners are purchased from recognized reliable manufacturers who apply modern material and machining technologies.
1.1
Preparations and checks to be carried out before starting the engine
Carry out all starting preparations according to 01101.
Furthermore, check the following points:
1.2
2.
Condition of piston rings, cylinder liners from piston underside and if there are
any signs of condensation or leakages (if the engine has not been started for
some time).
Scavenge air receiver and piston underside for contamination.
Water separator in clean condition.
Scavenge air receiver drains open and that high level alarm functions properly.
Cylinder lubricating oil feed rate set according to section 4.
Switch off VIT (user parameter, function VIT OFF in remote control). FQS set
to Zero.
The engine has to be run-in according to the guidelines of the running-in programme (section 5).
The load-up programme should not be completed faster than recommended.
It is necessary to occasionally inspect the condition of the running surfaces of

the piston rings and the cylinder liner to assess the status of running-in.
The stability and the level of the cylinder cooling water temperature must be
checked frequently (no fluctuations in temperature are permitted), (see Cylinder Liner 21241).
For running-in of single cylinders their load can be reduced temporarily by

function Inj. correction factor (see 40023 Maintenance settings).
Remarks on running-in
Fuel
For running-in the same fuel (HFO), correctly treated and properly preheated,
should be utilized as for normal operation.
1/ 3
Pulse / 2010-07
04101/A2
Operation
RT-flex96C

3.

Under normal operating condition as well as for running-in, a well cleaning, high-alkaline (BN) cylinder lubricating oil should be applied (see 07501 Cylinder lubricating oil) for the use of heavy fuel oils with high sulphur content.
4.
Cylinder lubricating oil feed rate
4.1
Increasing the feed rate

During the running-in phase the lubricating oil feed rate to the respective cylinder
must be raised, i.e. adjusted to 1.4 g/kWh (see 72181 Adjusting the feed rate of
lubricating oil).
4.2
Reducing the feed rate

Based on nominal power, the lubricating oil feed rate can be reduced as follows:
to 1.2 g/kWh after about 15 running hours
to 1.0 g/kWh after 50 running hours
to 0.9 g/kWh after 200 running hours and after inspections of the piston
rings and cylinder liners.
Due to regular checks of the piston rings and cylinder liners in the course of the
next 5001000 operating hours, the feed rate can be reduced in small steps until
the guide feed rate of 0.8 g/kWh is reached according to running-in programme.
4.3
Reducing the feed rate below the guide feed rate

A further reduction below the guide feed rate after 1000 running hours can be envisaged after confirmation that satisfactory conditions have been achieved at this
stage.
The reduction should be in steps of approximately 0.1 g/kWh, with periods of 500
to 1000 running hours between each step.
Any decision to reduce the feed rate should be based on the inspection results of
the running surface of the piston rings and cylinder liner through the scavenge
ports.
The above mentioned reduction for normal service depends mainly on:
2010-07 / Pulse
Operating conditions of engine
Sulphur content of heavy fuel oil
Operational considerations (cylinder lubricating oil costs versus cylinder liner

replacement and maintenance costs)
Selection of lubricating oil
Oil analysis of piston underside drain
2/ 3
3/ 3
60
80
CMCR
Power
100
CR Load
ndicator
Position
Fixed
ntrollable
Pitch
Pitch
Propeller
ropeller
10
15
20
25 50 200
Service speed / load
500
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
Running hours
Guide feed rate
1000
Cylinder oil feed rate

adjustment based on effective power
1.4
1.5
1.6
2.0
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
g/kWh g/BHPh
eff.
eff.
5.
Inspection of piston rings and cylinder liners
Remark: On vessels operating at slow steaming, the running-in procedure

may be postponed until the next load-up such as for turbocharger cleaning
or boiler soot blowing, i.e. the procedure must then be completed including
75% load before returning to slow steaming operation again.
Postponing of the running-in procedure is only possible if a full set of CC
rings (Chrome Ceramic) is installed combined with a new, fully honed or
previously run-in cylinder liner.
RT-flex96C
Operation
04101/A2

Running-in programme
Pulse / 2010-07
RT-flex96C
04201/A1
Operation

Indicator Diagrams
1.
General
Indicator diagrams shall only be drawn with a suitable, well working indicator at
constant power and speed, and in case of marine engines in calm sea and deep
water.
For the interpretation of the indicator diagrams note the respective cylinder number, engine speed, the positions of the load indicator and VIT.
2.
Definition of cylinder pressures

Higher compression ratio and fuel injection delay have been introduced to reduce
the NOx value for engines in compliance with the IMO rules.
The ratio of the maximum firing pressure to the compression pressure is within the
range of 0.90 to 1.25 at 100% load.
Depending on the engine rating and the corresponding IMO tuning, the diagram
curves can vary within the two following cases:
Case A
Case B
pF
Crank angle [_CA]

pC = compression pressure at TDC
3.
pC
Cylinder pressure [bar]
Cylinder pressure [bar]
pC
pF
Crank angle [_CA]

pF = maximum firing pressure
Interpretation of indicator diagrams and corresponding engine adjustments

Remark: The diagrams which have been drawn during the acceptance trial should
be taken as reference. For reference values on compression and maximum firing
pressures for the corresponding load and speed refer to the trial reports and performance curves.
1/ 3
2006
04201/A1
Operation
RT-flex96C
Indicator Diagrams
PF
PC
Case A
3.1
Maximum firing pressure too high at correct

compression pressure
Possible causes:
D
PC
The correction of the ignition pressure must be

carried out by adjusting the FQS to later (see
user parameter 40023).
004.758/00
Case B
PF
Ignition (start of injection) too early for the fuel

type in use.
A correction at the FQS may only be effected if all

cylinders show the same pressure deviation.
004.757/00
PF
Case A
PC
3.2
Maximum firing pressure too low at correct

compression pressure
Possible causes:
D
PC
Check the injection nozzles.
004.756/00
Case B
PF
Poor combustion: Nozzle tip with trumpets or

worn out.
Ignition (start of injection) too late for the fuel
type in use.
The correction of the ignition pressure must be

carried out by adjusting the FQS to earlier (see
user parameter 40023).
A correction at the FQS may only be effected if all
cylinders show the same pressure deviation.
004.755/00
PF
PC
Case A
3.3
Compression and maximum firing pressure

too low
Possible causes:
PC
004.754/00
Case B
PF
Actual load lower than assumed.
Exhaust valve leaking.
Check exhaust valve.

D
Scavenge air pressure too low.
Clean turbocharger or scavenge air cooler.
004.753/00
2006
2/ 3
Suction temperature too high.
VEC timing wrong i.e. exhaust valve closing

time too late (parameter in WECS9520).
RT-flex96C
04201/A1
Operation
Indicator Diagrams
PF
PC
Case A
3.4
Compression pressure and maximum firing

pressure too high
Possible cause:
PC
Engine overloaded.
VEC timing wrong.
004.752/00
PF
Case B
004.751/00
3/ 3
2006
RT-flex96C
Operation
04501/A2

Measures against Fouling and Fires in the Scavenge Air Spaces
1.
General
The principle cause of fouling is blow down of combustion products between piston
and cylinder into the scavenge air spaces. The fouling will be greater if there is incomplete combustion of the fuel injected (smoky exhaust).
2.
Causes and measures
2.1
Causes of poor combustion
2.2
The injection valves are not working correctly (trumpets at the nozzle tip).
The fuel is too cold particularly at low load.
Operation with a temporary shortage of air during extreme variations in engine loading and with the scavenge air pressure-dependent fuel limiter
(smoke limiter) in the governor set too high.
Overloading, insufficient supply of air due to restricted engine room ventilation, fouling of the silencer and diffuser on the air side of the turbocharger, fouling of the wire mesh and nozzle ring before turbocharger, fouling of the exhaust gas boiler, the air cooler and water separator, the air flaps in the
scavenge air receiver and of the scavenge ports.
Causes of blow-by of combustion products

D
Worn, sticking or broken piston rings.
Worn cylinder liner.
Individual cylinder lubricating quills are not working.
Damage to the running surface of the cylinder liners.
If one or more of these operating conditions prevail, residues, mainly consisting of

incompletely burned fuel and cylinder lubricating oil, will accumulate at the following points:
2.3
Between piston ring and piston ring groove.
On the piston skirt.
In the scavenge ports.
On the bottom of the cylinder jacket (piston underside).
With blow-by, hot combustion gases and sparks which have bypassed the piston rings between piston and cylinder liner running surface, enter the space
on the piston underside.
Leaky sealing rings in the piston rod gland as well as blocked drain pipes from
the piston underside will lead to an accumulation of system and cylinder lubricating oil and therefore to a major fire risk.
Causes of fires
Remark: Periodically check the bottom of the cylinder jacket and if necessary
clean it.
1/ 3
2006
04501/A2
Operation
RT-flex96C
2.4
2.5
Indications of a fire
D
Sounding of the respective temperature alarms.
A considerable rise in the exhaust gas temperatures of the cylinder concerned

and a rise in piston underside temperature.
Under certain conditions the turbocharger may start surging.
Fire fighting measures

We recommend the following:
D
Reduction of engine power.
Cutting out the fuel injection of the cylinder concerned (user parameter Inj.
CUT OFF in remote control).
Increase feed rate of lubricating oil to maximum so that lubrication is ensured

despite the increased temperature (see 72181 Adjusting the feed rate of lubricating oil).
Where the plant specifies a fire extinguishing system (carbon dioxide CO2)
the containers can be joined to the connections which have been provided on
the receiver. The respective shut-off valve must be absolutely leakproof.
Should for any reason a fire be feared then shut down the engine and fill the
scavenge space with CO2 gas.
Remark: Pay attention to paragraph 11 in 02101 Entering the engine after the
use of CO2.
D
If steam is used as a fire extinguishing medium, measures against corrosion

have to be taken.
A fire should have died down after 5 to 15 minutes. This can be verified by checking
the exhaust gas temperatures and the temperatures of the doors to the piston underside space.
Afterwards the engine must be stopped whenever possible and the cause of the
fire investigated.
CHECK
The following checks should be carried out:

D
Cylinder liner running surface, piston and piston rings.
Air flaps in the receiver (to be replaced if necessary).
Possible leakages.
Piston rod gland as far as possible.
Injection nozzles.
After a careful check, or if necessary repair, the engine can slowly be put back
on load with injection restarted and lubricating oil feed rate reset.
Should a stoppage of the engine not be feasible and the fire have died down, the
lubricating oil feed rate can be reset, the injection again cut in and the load slowly
increased.
Remark: Avoid running for hours with considerably increased cylinder lubrication!
2006 / Pulse
2/ 3
RT-flex96C
Operation
04501/A2
2.6
Preventive measures
As can be seen from the causes, good engine maintenance goes a long way to
safeguarding against fires in the scavenge air spaces. The following measures
have a particularly favourable influence:
Use of correctly spraying injection nozzles and keeping the air and gas passages clean (regular inspection and cleaning).
The permanent drain of dirty oil from the piston underside must always be assured.
To prevent accumulation of dirt, check the dirty oil drain pipes from the piston
underside for free passage. An obstruction can be detected by touching the
individual drain pipes with the hand (temperature difference). If one has only
surrounding temperature, the line must have been blocked by carbon deposits and needs to be cleaned as soon as possible.
3/ 3
Pulse / 2006
RT-flex96C
Operation
04601/A1

Instructions Concerning the Prevention of Crankcase Explosions
1.
General
Investigations into the causes of crankcase explosions with diesel engines have
shown that they can only occur under particular conditions and, therefore, are extremely rare.
The oil mist in the crankcase is inflammable over a very narrow range of concentration only. There must always be an extraneous cause to set off ignition such as hot
engine components. Only under these circumstances and the presence of a critical mixture ratio of oil mist and air can an explosion occur.
Engines are equipped, as standard, with an oil mist detector (see Oil Mist Detector
93141), which continuously monitors the intensity of oil mist in the crankcase and
triggers an alarm if the mist exceeds a limit of admissible intensity.
Good engine maintenance and deliberate action in cases of an alarm rule out explosions to a large degree.
2.
Measures to be taken in case of an alarm
Get a way from the engine, risk of explosion!
Reduce engine speed (power) immediately.
As soon as conditions allow, stop the engine.
Find cause and remedy as far as possible (see Operating Troubles 08401).
Attention! Should the engine be shut down because of a suspected heating-up of

a running gear, then neither the doors nor the checking covers of the crankcase
may be opened immediately. The heated areas must cool during at least 20 minutes, to prevent ignition by access to fresh air. Till the heated parts have cooled the
danger of an explosion is still possible. To prevent accidents no person may therefore stand in the vicinity of the explosion flaps of the crankcase doors. Where no
fire extinguishing plant is connected or not in use, a portable fire extinguisher must
be kept ready when the crankcase doors are opened later.
1/ 1
2006
RT-flex96C
Operation
05001/A1

General Information
1.
General
In the following descriptions Operation under Abnormal Conditions, measures
are given which must be taken when engine parts develop defects which cannot be
immediately rectified but where the engine must continue to be operated, or where
its operation must be resumed as soon as possible.
2.
Reduced power output

In emergency cases where the engine must run with one or more cylinders out of
operation, turbochargers out of service or reduced coolant flows etc., the engine
power must be reduced in order to prevent thermal overloading.
The full load position of the load indication (fuel injection quantity) or the maximum
exhaust gas temperature before the turbine (see Operating Data Sheet 02501)
may under no circumstances be exceeded. If necessary the engine speed and
power have to be reduced under observation of any barred speed range where
critical speeds exist.
In addition, the exhaust smoke must be checked and continuously observed as the
engine must not be operated with dark exhaust and under soot generating conditions. Speed and power must be reduced until the exhaust smoke has reached acceptable levels.
3.
Taking cylinders out of operation

When individual cylinders have been taken out of operation the turbocharger can
run into surging. This makes itself known by a loud sound. Surging can be detected visually at the pressure gauge as large fluctuations in the scavenge air pressure.
Should the surging occur at short intervals or even continuously, the speed has to
be suitably reduced.
Remark: Should individual cylinders be out of operation, it is possible (particularly
with engines having few cylinders) that the engine comes to rest in a position from
which it cannot be restarted, since none of the intact pistons lies within a starting
range. In such cases, the engine should be started for a short moment in the opposite direction in order to bring the crankshaft to another position. The possibility has
to be taken into account that the engine will not reverse so well and corresponding
precautions have to be taken together with the bridge.
1/ 1
2006
RT-flex96C
Operation
05101/A2

Operation with Injection Cut Out (One or More Cylinders)
1.
Measures
If it is necessary to cut out the injection of one or more cylinders, do the procedure
that follows:
In the remote control, cut out the injection of the related cylinder with the user
parameter Inj. CUT OFF.
Remark: If the reason for the injection cut out is a defective item in the injection
system (e.g. injection control unit, injection pipe, injection valves, etc.) it is only
necessary to cut out the injection of the related cylinder. If possible, make sure that
the exhaust valve always operates.
Attention! For safety, disconnect the electrical connections 9 from the pre-control
valves (rail valves) 8 on the related cylinder (see Fig. D).
If it necessary to keep the engine operating for a long period with the injection cut
out, do the procedure that follows:
Make a note of the lubricating oil feed rate settings. This will help you when
you start the injection again.
Decrease the lubricating oil feed rate for the related cylinder (see 72181
Pump element, paragraph 3.1).
Remark: The lubricating oil feed rate for the related cylinder must be kept to the
minimum.
2.
Replacing defective items and restarting
2.1
Exchange of defective injection control unit

Replace defective injection control unit at the first opportunity (see Injection Control Unit 55641 in the Maintenance Manual).
Risk of injury! Always use gloves and protective goggles when working on hot
components.
Procedure:
Stop the engine, turn off the trace heating, switch off the system oil and fuel
booster pumps and close the fuel inlet valve to the main engine.
Push the emergency stop button 2 on the local control panel 1 to release the
fuel oil pressure.
Additionally, on the fuel pressure control valve 3, push the red emergency
stop handle 5 of the fuel shutdown pilot valve 4 and secure it in pushed position with wire.
1/ 3
2012-11
05101/A2
Operation
RT-flex96C
A
1
Key to Illustrations:
1 Local control panel

2 Emergency stop button
CHECK
2012-11
Pressure control valve and local

control panel
3 Fuel pressure control valve 3.06
4 Fuel shutdown pilot valve 3.08
5 Stop handle
Close the main fuel return valve of the main engine.
Carefully loosen drain screw 6 by approximately two to three turns for the
pressure release of the fuel rail 5, ensuring that the pressure is completely released (see Fig. C).
Make sure the pressure is completely released, thus check the fuel leakage
cock by the leakage inspection device 3.12 of the supply unit.
Replace the defective injection control unit (see Injection Control Unit 55641
in the Maintenance Manual).
Close drain screw on the valve block and tighten it with a torque of 200 Nm.
Make sure that all fuel leakage cocks at the leakage inspection device 3.12
are closed (see also 80191 Fuel leakage system).
After performing the necessary maintenance work, reset the emergency stop
button on the local control panel.
Do a check for leaks.
Open the heating pipes.
Adjust the lubricating oil feed rate to the settings you made a note of before for
the related cylinder (see 72181 Pump element, paragraph 3.1).
In the remote control, cut in the injection of the related cylinder with the user
parameter Inj. RUN.
Connect the electrical connections 9 to the pre-control valves 8.
2/ 3
RT-flex96C
05101/A2
Operation
018.050/08
015.703/07
D
10
11
WCH00087
WCH00882
1
2
3
4
5
2.2
B
C
D
E
Control oil rail DE

Control oil rail FE
Fuel rail DE
Injection control unit
Valve block
Drain (screw) valve 3.68
Control oil rail 3.75
Fuel rail 3.05
6
7
8
9
10
11
Drain screw 3.82

Injection control unit 3.02
Pre-control valve (rail valve) 3.76
Electrical connection
Fuel rail valve block
High pressure fuel pipe
Exchange of defective injection pipe

Replace the defective injection pipe at the first opportunity (see Fuel Pressure Piping 87331 in the Maintenance Manual).
Remark: You can use the drain screws at the flange to localize an injection pipe
that has a leak (see 80191 Fuel leakage system).
You can temporarily isolate the injection pipe as follows:
Disconnect the electrical connections from the related pre-control valve 8

(injection will occur through the remaining injection pipe, however, this increases the injection time, which releases the alarm, Inj. time too long.)
Stop the engine.
Replace the defective injection pipe (see Fuel Pressure Piping 87331 in the
Maintenance Manual).
Procedure:
3/ 3
2012-11
RT-flex96C
Operation
05151/A1

Faults in High Pressure Fuel System
Overview
1.
2.
3.
4.
1.
Defective fuel pump
1.1
Identification
1.2
1.3
1.4
Defective fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Defective actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defective injection control unit . . . . . . . . . . . . . . . . . . . . . . . . . .
Defective fuel pressure control valve 3.06 . . . . . . . . . . . . . . .
1/8
3/8
5/8
7/8
Higher regulating shaft positions of the two fuel pump rows at the same output
compared with the acceptance report.
Abnormal noises such as knocking, scraping and ringing.
Alarm indication by level switch LS3426A and visual examination at leak indication LI3427L (see 80191 Fuel leakage system).
Pump plunger seized, spring broken, regulating sleeve blocked.
Roller blocked, damage to cam, roller guide seized.
Breakage of a HP piping.
Blocked regulating linkage.
Defective non-return valve.
Stop the engine.
Cut out the corresponding fuel pump (see Cutting Out and Cutting In of the
Fuel Pump 55562).
Replace defective parts at the first opportunity (see Fuel Pump 55561 and
Supply Unit 55522 in the Maintenance Manual).
Causes
Measures
Localisation of defective non-return valve in fuel pump and emergency operation

In case of an unexpected pressure drop in the fuel rail or impossibility to build up
the fuel rail pressure during engine start, this guideline localises a defective nonreturn valve or non-return valve spring in a fuel pump (delimitation method). It also
shows how the engine can be operated in such an emergency case.
In case a non-return valve in the fuel pump fails, fuel from all other fuel pumps can
escape via the defective pump to the low pressure system (when that plunger is in
its lower position, around BDC). This can be avoided if the regulating rack of this
pump is pulled to the zero position.
Emergency procedure:
Check if there is an indication of leakage in the alarm system.
To rule out that a leakage in the high pressure fuel system is causing the pressure drop, check:
High pressure pipes
Intermediate fuel accumulator
Fuel overpressure safety valves 3.52
High pressure fuel rising pipes
Fuel rail
1/ 8
2011-05
05151/A1
Operation
RT-flex96C
Faults in HP Fuel System
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.
With power supply in switched off position, force the regulating linkage to the
zero position.
Block the regulating rack 2 in this position with spacer 3 (tool 94555) as shown
in Fig. A.
Try to restart the engine.
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.
When the engine is not able to start, repeat procedure above on the opposite
bank.
Remark: 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.
In the steps as described above, it is possible to run the engine with limited load,
due to the reduced fuel pump capacity.
Further fault localisation:
The following steps describe the activation of the fuel pumps, where the regulating
rack was forced to the zero position in order to identify the defective fuel pump.
D
Engine remains in operation.
Power supply is still switched off.
Remove the spacer 3 (tool 94555) from the regulating rack of the fuel pumps
which are connected to one actuator.
Try to push the regulating rack to a delivery position.
If this is possible, both fuel pumps are working and can be enabled again.
Switch on power supply to the related actuator.
If it is not possible to push the regulating rack on one of the fuel pumps, i.e. this
is the defective fuel pump.
Block the regulating rack of this fuel pump with a spacer (tool 94555) in zero
position.
Bring back the remaining fuel pumps into operation.
Repeat the procedure to identify which of the remaining fuel pumps is defective.
Counter measures:
After the localisation of the defective fuel pump, there are two possibilities to run
the engine.
D
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 (tool 94555), see Fig. A.
In case the engine can be temporarily stopped:
After the localisation of the defective fuel pump, cut out this fuel pump (see
Cutting Out and Cutting In of the Fuel Pump 55562).
Now start the engine again and continue the voyage. We advise, however, to replace the defective fuel pump at the next opportunity.
2011-05
2/ 8
RT-flex96C
Operation
05151/A1
2.
Defective actuator
2.1
Identification
D
If an actuator fails, its regulating output turns to full quantity or remains in position. The regulating shaft position is on maximum or does not react to load
changes.
6 and 7 cylinder engines: At higher fuel consumption, the intact actuator

takes over the control of fuel quantity regulation.
8 to 14 cylinder engines: At higher fuel consumption, the intact actuators

take over the control of fuel quantity regulation.
At lower fuel consumption, fuel pressure control valve 3.06 takes over the fuel
pressure regulating function.
Remark: If all actuators fail, their regulating outputs turn to full quantity or remain in
position. The regulating shaft positions are on maximum or do not react to load
changes. Fuel pressure control valve 3.06 takes over the fuel pressure regulating
function over the whole load range. The fuel quantity flowed off is led into the fuel
return.
Operation with this regulating functions should be avoided if possible or be maintained only few hours, reduce rail pressure (see 2.3 Measures and 55561 Fuel
pressure control valve 3.06).
At an overpressure in the HP fuel circuit (failure or malfunction of fuel pressure
control valve 3.06), fuel overpressure safety valves 3.521 & 2 open and an alarm
is triggered by level switch LS3426A.
2.2
Causes
Actuator blocked.
Electrical interference (cable coupling defective, parting of a cable etc.).
3/ 8
2011-05
05151/A1
Operation
RT-flex96C
2.3
Measures
Failure of one actuator:
Fit spacer 3 (tool 94555) on regulating rack 2 in

position 0 to both fuel pumps with regard to the
faulty actuator (Fig. A).
2
Replace defective actuator at the first opportunity

(see Regulating Linkage 58011 in the Maintenance Manual).
4
3
Check control signals from WECS9520 and electric cables, if necessary replace them.
Ensure that the regulating linkage moves freely.
D
Spacer 3 (tool 94555) can also be fitted in position

max. depending on the preferential output (i.e.
mainly at full load).
Turn knurled screw at fuel pressure control valve

3.06 (see 55561) counter-clockwise till the stop.
Failure of all actuators:

2
3
2
Fit spacer 3 (tool 94555) on regulating rack 2 in

position 0 to all fuel pumps in a row, and in position
max. in the other row (Fig. B).
D
3
If higher load is required more pumps can be set to

position max. instead of 0.
Turn knurled screw at fuel pressure control valve

3.06 (see 55561) counter-clockwise till the stop.
012.345/04
DRAWN FOR
1112 CYLINDERS
Risk of injury! As the regulating linkage can be moved

unexpectedly during operation, take care of your hands
when fitting the spacers.
A Spacer in position 0
B Spacers in positions 0 and max.
1 Fuel pump 3.14

2 Regulating rack
2011-05
3 Spacer (tool 94555)

4 Actuator 3.21
4/ 8
RT-flex96C
05151/A1
Operation
3.
Defective injection control unit
3.1
Identification
3.2
3.3
Alarm indication in WECS9520 (remote control).
The fuel injection is cut off automatically (Inj. CUT OFF) on the corresponding
cylinder, and a SLOW DOWN will be released.
Leakage at the injection control unit.
Alarm indication by level switch LS3446C (fuel rail DE) or LS3447C (fuel rail
FE) due to leakages at the HP pipings to the injection valves (see 80191
Fuel leakage system).
Fuel quantity sensor defective.
Fuel quantity piston at the stop (caused by pre-control valve failure).
Pre-control valve (rail valve) defective.
Crack in the injection control unit.
Injection control valve seized.
Fuel quantity piston seized.
Breakage of a HP piping to the injection valves.
Causes
Measures
Fuel quantity sensor:
Remark: The engine does not have to be stopped.
Operation is possible also with a faulty fuel quantity sensor.
Replacing defective fuel quantity sensor:
Remove plug. Do not loose O-ring inside the socket!
Loosen and remove screws 3.
Remove fuel quantity sensor 2.
Oil O-ring 4 and fit new fuel quantity sensor.
Apply Never-Seez NSBT-8 to screws 3 and tighten them with a torque of

20 Nm.
Insert plug in the correct position. Important: Plug must be tight!
Key to Illustration: C
1
2
3
4
2
3

Fuel quantity sensor 3.03
Screw
O-ring
4
1
WCH00071
5/ 8
2011-05
05151/A1
Operation
RT-flex96C

Fuel quantity piston:
If the fuel quantity piston is at the stop, manually relieve fuel rail pressure
shortly at fuel shut-down pilot valve 3.08 (EM. STOP ZV7061S).
This valve is arranged on fuel pressure control valve 3.06 (see 55561).
If the fuel quantity piston sticks in a position, i.e. in most cases this is not a
seizure of the piston but a hydraulic locking caused by a rail valve stuck in
position Inject.
See section Injection control unit, if the measure taken is unsuccessful.
Pre-control valve (rail valve):

D
Replace defective pre-control valve at the first opportunity.
Stop the engine.
Switch off bearing oil pump.
Open drain screw 2 or 3 on valve block 1 by about two turns for pressure relief
in the control oil system (see Fig. D and E).
Remove cable 7.
Loosen screws 6 and remove them together with pre-control valve 5.
It is to be ensured that the three O-rings are put in the new pre-control valve
and the surfaces are clean.
Fit the pre-control valve, apply Never-Seez NSBT-8 to the four screws 6 and
tighten them with a torque of 2.5 Nm (see Fig. F and Injection Control Unit
55641 in the Maintenance Manual).
Important! Pay attention that the bore positions correspond.
CHECK
Close drain screw 2 or 3 and tighten it with a torque of 200 Nm.
Reconnect cable 7. Important: Plug must be tight!
018.050/08
015.703/07
F
9
7
5
6
WCH00072
I
2011-05
010.153/02
6/ 8
RT-flex96C
05151/A1
Operation

1
2
3
4
5
D Control oil rail DE

E Control oil rail FE
F Injection control unit
Valve block
Pre-control valve (rail valve) 3.76
6
7
8
9
Screw
Cable
Rail unit
Injection control unit:

The injection control unit must be shut off as an immediate measure in case of:
injection control unit cracked.
injection control valve or fuel quantity piston seized.
See 05101 Measures.

Remark: With injection cut off (Inj. CUT OFF), the engine can only be operated at
reduced load.
Replace defective injection control unit at the first opportunity (see 05101
Restarting of the injection and Injection Control Unit 55641 in the Maintenance Manual).
High pressure piping to injection valves:
Cut out the injection to the injection valves at a breakage of a HP piping (see
05101 Measures).
Replace defective injection pipe at the first opportunity (see 05101 Exchange of a defective injection pipe and Fuel Pressure Piping 87331 in the
4.
Defective fuel pressure control valve 3.06
4.1
Identification
4.2
Engine load drops or engine stops.
Fuel oil system pressure too low (alarm).
Regulating shaft position higher then normal or on maximum.
Whistling noises with running engine.
Retaining pressure set too low (knurled screw 4 not at the lower stop).
Defective fuel pressure control valve 2.
Fuel pressure control valve has opened or is leaky.
Causes
Remark: If the knurled screw is at the lower stop and nevertheless fuel oil drains off
the fuel pressure control valve, there is an indication of an internal leakage.
7/ 8
2011-05
05151/A1
Operation
RT-flex96C
4.3
Measures
Turn knurled screw 4 to the lower stop.
Overhaul or replace defective fuel pressure control valve 2 at the first opportunity.
Check oil supply to fuel pressure control valve, clean filter in the inlet.
Attention! Replacing of the fuel pressure control valve can only be carried out at
engine standstill!
The oil supply 7 from bearing oil system and intermediate fuel accumulator 3 must
be pressureless.
Switch off fuel booster pump 3.15 and bearing oil pump.
Close stop valves 3.621 & 2 after intermediate fuel accumulator and relieve
pressure with hand lever 6 on fuel shut-down pilot valve 5.
2
5
4
6
2
701.011.592
011.592/04
Key to Illustration:
1
2
3
4
2011-05
Supply unit G
Fuel pressure control valve 3.06
Intermediate fuel accumulator 3.04
Knurled screw
8/ 8
5 Fuel shut-down pilot valve 3.08

6 Hand lever
7 Bearing oil supply
RT-flex96C
Operation
05201/A2

Operation with Exhaust Valve Drive Cut Out
1.
General
As a rule, in the event of a defect in an exhaust valve drive, on the hydraulic piping
or on an exhaust valve, the fault must be corrected immediately.
Should this not be possible because the engine has to be put back in service, the
following measures have to be taken at the cylinder concerned.
2.
Emergency operation with exhaust valve closed
2.1
Cut out an exhaust valve drive

At malfunctions of the exhaust valve, especially if the closing or opening time deviates strongly.
The exhaust valve remains closed in the following emergency operation.
Cut out the injection (see 05101 Measures).
Set the exhaust valve drive for the cylinder concerned to MAN. CLOSE with
user parameter EXH. VALVE AUTO / MAN. in remote control.
Attention! For safety reasons the plugs must be disconnected from the pre-control valve (rail valve) of the corresponding cylinder.
Measures to be taken with defective exhaust valve drive:
D
In case of heavy leakage to outside.
Stop the engine.
Open drain screw 2 or 3 by about two turns for pressure relief in the servo and
control oil system (see Fig. A and B).
Remove plug 10 from connecting element 11 between servo oil rail 9 and exhaust valve drive 8. Fit shut-off plug 15 (tool 94586) and tighten screws 5 with
a torque of 130 Nm (see Fig. C and D).
Remove plug 12 from connection piece 14. Fit shut-off plug 15 (tool 94586)
and tighten screws 5 with a torque of 130 Nm (see Fig. C and D).
Measures to be taken by piping leakages:
2.2
Close stop valve 13 in oil piping 17 to the exhaust valve drive.
Operation with cut out exhaust valve drive

After taking the above measures the engine can be put back in service.
Remark: With one or more cut out exhaust valve drive(s), the engine can only be
operated at reduced load.
Generally the remarks in 05001 have to be observed. Furthermore the exhaust
gas temperature after cylinders may on no cylinder exceed the maximum limit of
515_C.
1/ 5
2007
05201/A2
Operation
RT-flex96C
2.3
Restarting of exhaust valve drive

Replace defective exhaust valve drive or HP piping at the first opportunity (see
Maintenance Manual, Exhaust Valve Drive 56121 and Hydraulic Piping for Exhaust Valve Drive 84601).
Exchange of shut off exhaust valve drive:
Stop the engine.
Close stop valve 13 in oil piping 17 to the exhaust valve drive.
Carefully remove plug 16 for draining the hydraulic piping.
Open drain screw 2 or 3 by about two turns for pressure relief in the servo and
control oil system (see Fig. A and B).
The shut off exhaust valve drive can now be replaced (see 56121 in the
Remark: Both shut-off plugs 15 (tool 94586) must be removed from the shut off
(defective) exhaust valve drive and replaced with plugs 10 and 12.
CHECK
2007
Fit and tighten plug 16.
Reopen stop valve 13.
Switch on bearing oil pump.
Set the exhaust valve drive for the cylinder concerned to AUTO with user parameter EXH. VALVE AUTO / MAN. in remote control.
Reconnect the plugs to the pre-control valve (rail valve).
Carry out a visual leakage test.
2/ 5
RT-flex96C
05201/A2
Operation
B
1
015.703/07
018.050/08
C
D
15
4
6
011.955/04
7
10
11
WCH00070
16
13
17 18 8 14 12
1
2
3
4
5
6
7
8
9
10
5 19
A
B
C
D
Control oil rail DE

Control oil rail FE
Exhaust valve drive
Shut-off plug (tool 94586)
Valve block
Drain screw 3.68
Drain screw 3.68
Screw
Servo and control oil return piping 4.63
Control oil drain pipe
Exhaust valve drive (actuator) 4.10
Servo oil rail 4.11
Plug 4.32
3/ 5
11
12
13
14
15
16
17
18
19
Connecting element
Plug 4.33
Stop valve 4.36
Connection piece
Shut-off plug (tool 94586)
Plug 4.34
Oil piping to exhaust valve drive
Servo oil return
Oil distributing piping
2010-07
05201/A2
Operation
RT-flex96C
Exchange of a defective hydraulic piping:
3.
Injection and exhaust valve drive are cut out (see paragraph 2.1).
Stop valve 13 closed in oil piping 17 to exhaust valve drive 8.
Stop the engine.
Carefully remove plug 16 for draining the hydraulic piping (see Fig. C).
Replace defective hydraulic piping (see 84601 in the Maintenance Manual).
Refit and tighten plug 16.
Reopen stop valve 13.
Set the exhaust valve drive for the cylinder concerned to AUTO with user parameter EXH. VALVE AUTO / MAN. in remote control.
Cutting in injection of the cylinder concerned with user parameter Inj. RUN in
remote control.
Switch on bearing oil pump.
Emergency operation with exhaust valve opened

This mode of operation is only required in case of water leakages into the combustion chamber (see also 05451).
3.1
Putting an exhaust valve out of service
Stop the engine.
Remove screw plugs 1 from lower housing 2 (see Fig. E).
Close venting cock 4.08 in the control air supply A . Thereby the air piping to
the exhaust valves is vented and the exhaust valve remains open.
Fit retaining screws 3 (tool 94259) as shown in Fig. F.
Attention! For safety reasons the plugs must be disconnected from the pre-control valve (rail valve) of the corresponding cylinder.
Put back air spring venting 4.08 to operating position after fitting the retaining
screws.
Remove the control signal plug from the starting valve.
Remark: Concerning the reduction in engine load, the same conditions apply as
under paragraph 2.2.
2007
4/ 5
RT-flex96C
05201/A2
Operation
3.2
Restarting an exhaust valve drive

Attention! After termination of the emergency operation with open exhaust valve,
the seating faces of the valve seat and head must be checked for perfect condition
(no hard dirt deposits). Seating faces with heavy deposits must be overhauled according to 27513 and 27514 in the Maintenance Manual.
After the defect has been corrected, the following must be carried out:
Close venting cock 4.08 in the control air supply A . Thereby the air piping to
the exhaust valves is vented and the exhaust valve remains open.
Unscrew retaining screws 3 (tool 94259) and refit screw plugs 1 (see Fig. E
and F).
Cut in the injection (see 05101).
Turn venting cock 4.08 back to operating position.
Reconnect the plugs to the pre-control valve (rail valve).
Reconnect the control signal plug to the starting valve.
Open stop valve in the lubricating oil pipe to the corresponding exhaust valve
for the next 24 operating hours (see 72181 Additional lubrication of exhaust
valve spindle).
011.963/04
Key to Illustrations: E and F

1 Screw plug
2 Lower housing
3 Retaining screw (tool 94259)
VW
011.532/07
VW Maximum exhaust valve stroke
5/ 5
Pulse / 2007
RT-flex96C
Operation
05251/A1

Faults in Servo and Control Oil System
1.
Defective automatic filter
1.1
Identification
1.2
1.3
Alarm indication in ship alarm system and in control box of automatic filter
(XS2053A).
Differential pressure too high.
Flushing intervals getting shorter.
Filter elements clogged.
Failure in the control or power supply.
Limiting values of the system oil reached or exceeded (see 07501 Attention
limits for selected system oil parameters).
If the automatic filter is clogged, switch over to bypass, the engine remains in
operation.
Clean clogged filter elements manually.
Examine reason of the clogging.
Remedy faults (see documentation of automatic filter supplier).
Check the condition of the system oil (see 07501 Taking oil samples).
If no flushing cycle is released, investigate reason (no control air, rotating motor, position switch or pneumatic flushing valve defective).
Causes
Measures
2.
Defective servo oil pump
2.1
Identification
2.2
2.3
Flow sensors FS2061A FS2066A indicate a pump failure, i.e. an alarm is

triggered in alarm and monitoring system (Servo oil pump n. flow).
Servo oil pump blocked, carrier at shearable overload protection broken (see
Servo Oil Pump 55511).
Failure of the actuators CV7221C CV7226C.
Failure of control current (cable coupling defective).
Causes
Measures
In case of a single pump failure, engine operation can be maintained over the entire load range.
Replace defective servo oil pump at the first opportunity (see 80161 Filling,
draining of servo and control oil system and Supply Unit 55521 in the Maintenance Manual).
Attention! The operating mode with a pump out of order must not be considered
as permanent. If another pump fails the engine will no longer be operative!
1/ 4
2006
05251/A1
Operation
RT-flex96C
3.
Defective exhaust valve drive
3.1
Identification
3.2
Alarm indication in WECS9520 (remote control Exh. valve late/not opening).
The fuel injection is cut off automatically (Inj. CUT OFF) on the corresponding
cylinder, and a SLOW DOWN will be released.
Alarm indication by level switches LS3444A or/and LS3445A due to leakages

at the HP pipings to the exhaust valves (see 80161 Servo and control oil system).
Pre-control valve (rail valve) defective.
3/2-way valve defective.
Piston in exhaust valve drive seized.
Breakage of a HP piping to the exhaust valve.
Causes
Pre-control valve (rail valve):

Replace defective pre-control valve at the first opportunity.
CHECK
2006
Stop the engine.
Open drain screw 2 or 3 on valve block 1 by about two turns for pressure relief
in the control oil system (see Fig. A and B).
Remove cable 9.
Loosen screws 8 and remove them together with pre-control valve 7.
Take care that the three O-rings are put in the new pre-control valve and the
surfaces are clean.
Fit the pre-control valve with four screws 8 and tighten the latter with a torque
of 2.5 Nm (see Fig. C and Exhaust Valve Drive 56121 in the Maintenance
Manual).
Important! Pay attention that the bore positions correspond.
Close drain screw 2 or 3 and tighten them with a torque of 200 Nm.
Reconnect cable 9. Important: Plug must be tight!
2/ 4
RT-flex96C
05251/A1
Operation
B
2
015.703/07
018.050/08
C
I
11
9
4
7
8
6
010.153/02
WCH00070
10
1
2
3
4
5
6
A Control oil rail DE

B Control oil rail FE
C Exhaust valve drive
Valve block
Drain screw 3.68
Drain screw 3.68
Servo oil rail 4.11
3/ 4
7
8
9
10
11
Rail valve 4.76

Screw
Cable
Exhaust valve drive (actuator) 4.10
Rail unit
2010-07
05251/A1
Operation
RT-flex96C
Defective exhaust valve drive:

The exhaust valve drive should be shut off as an immediate measure in case of:
3/2-way valve defective or piston in exhaust valve drive seized.
See Operation with Exhaust Valve Drive Cut Out 05201.

Remark: With one or more cut out exhaust valve drive(s), the engine can only be
operated at reduced load.
Replace defective exhaust valve drive at the first opportunity (see 05201
Restarting of exhaust valve drive and Exhaust Valve Drive 56121 in the
Hydraulic piping to exhaust valve:
Cut out the injection of the cylinder concerned at a breakage of a hydraulic

piping to the exhaust valve (see 05101 Measures).
Replace defective hydraulic piping at the first opportunity (see 05201 Exchange of a defective hydraulic piping and 84601 in Maintenance Manual).
4.
Defective control oil pump
4.1
Identification
4.2
4.3
In WECS9520 (remote control) alarm indication Control oil pump 1 (2) fails
or Control oil pressure low.
Control oil pressure drop at failure of both control oil pumps.
Slow-down actuated.
Control or power supply failed.
Electric motor, coupling or pump defective.
Pressure retaining valve 3.731A or 3.732A defective.
Safety valve 3.731B or 3.732B open.
Failed current measuring transducer in starter box (Phoenix Contact).
Upon failure of a control oil pump the second pump ensures the correct pressure. The engine remains in operation.
Replace defective control oil pump or failed current measuring transducer at

the first opportunity.
Causes
Measures
Remark: If both control oil pumps fail during operation, the servo oil system ensures the correct control oil pressure. However, this operation should only be maintained in case of emergency.
4.09
4/ 4
RT-flex96C
Operation
05351/A1

Operation without Crosshead Lubricating Oil Pump
1.
General
Upon failure of the crosshead lubricating oil pump, the crosshead bearing oil system is being operated at the lower pressure of the main bearing oil.
At reduced load the operation may be continued for the short time until the crosshead bearing oil pump is either repaired or replaced.
Attention!
40% engine power may not be exceeded (see 08201 Crosshead bearing oil
pressure drops.
This mode of operation may not be regarded as continuous. The booster

pump must be repaired/replaced as soon as possible and started up.
1/ 1
2006
RT-flex96C
Operation
05401/A2

Operation with Running Gear Partially or Totally Removed
1.
General
Should the engine have to be put back into operation after a defect in the running
gear of a cylinder, which cannot be immediately remedied, then, depending on the
type of defect, the following measures must be taken:
2.
Piston removed
Breakdown cases:
2.1
Piston cracked or leaking
Serious damage to piston and/or cylinder liner
Damage to piston rod gland and/or piston rod
Measures
The exhaust valve remains closed in the following emergency operation.
Cut out the injection (see 05101 Measures).
Cut out the exhaust valve drive (see 05201 Emergency operation with exhaust valve closed).
Remove control air pipe 7 from bend 6 (Fig. A).
Remove the bend from starting air pipe 5 and fit blank flange 8 (tool 94831).
Remove control signal plug 11 from the starting valve.
Fit cover plate 9 (tool 94345d) in place of the piston rod gland.
Mount cover and lifting plate 10 (tool 94324) onto the crosshead.
If necessary, close cooling water feed and return piping of the relevant cylinder.
Remark: The engine can only be operated at reduced load.

Generally the remarks in 05001 have to be observed. Furthermore the exhaust
gas temperature after cylinders may on no cylinder exceed the maximum limit of
515 _C.
3.
Piston, crosshead and connecting rod removed

Breakdown cases:
3.1
Defects to crosshead or guide shoes
Connecting rod bearing badly damaged
Defects on crosshead pin or on the connecting rod
With the exception of mounting cover and lifting plate 10 (tool 94324) onto the
crosshead pin, all measures under section 2.1 must be carried out.
Furthermore blank off the oil supply for piston cooling at OS and for the crosshead lubrication outside the engine.
Remove toggle lever 3.
Close shut-off valves for servo oil, lubricating oil inlet and relief valve on the
corresponding lubricating pump in order that no lubricating oil is injected in the
cylinder liner (see 72181 Lubricating pump).
Measures
Remark: Concerning the reduction in engine load, the same conditions apply as
under paragraph 2.1.
1/ 2
Pulse / 2006
05401/A2
Operation
RT-flex96C
Operation with Running Gear Partially or Totally Removed
B
9
1
11
7
6
001.687/97
C
10
4
2
5
9
B
4
011.993/04
2
3
OS
011.992/04
1
2
3
4
5
6
7
2006
A Sealing off the cylinder

B Covering for the gland bore
C Sealing off the crosshead
Exhaust valve
Crosshead
Toggle lever
Compression shim
Starting air pipe
Bend (starting air inlet)
Control air pipe
8
9
10
11
Blank flange (tool 94831)

Cover plate (tool 94345d)
Cover and lifting plate (tool 94324)
Control signal plug
OS Oil supply
2/ 2
RT-flex96C
Operation
05451/A1

Operation with Water Leakage into the Combustion Chamber
1.
General
As a rule in the event of a water leakage into the combustion chamber (crack in the
cylinder cover or liner) the part in question must be changed immediately.
2.
Measures
Should this not be possible but the engine has to be put back in service as soon as
possible, the following measures have to be taken at the cylinder concerned:
Close the valves to the cooling water inlet and outlet from the affected cylinder
(disconnect from the cooling system) and drain the cooling water via the drain
piping.
Operation with injection cut out (see 05101).
Operation with exhaust valve drive cut out (see 05201 Emergency operation
with exhaust valve opened).
Remark: If the cooling of the cylinder concerned is shut, there is a risk of overheating the combustion chamber by compression heat. Therefore the exhaust valve
must be opened to prevent damage to further components.
After taking the above measures the engine can no longer be operated at full load.
Generally the remarks on 05001 have to be observed. Furthermore the exhaust
gas temperature after cylinder may not exceed the maximum limit of 515 _C on
any cylinder.
This emergency operation may not be regarded as continuous. The defective cylinder cover or cylinder liner must be replaced as soon as possible.
After termination of this emergency operation, the measures for re-starting must
be observed (see 05201).
1/ 1
2006
RT-flex96C
Operation
05461/A1

Overpressure in the Combustion Chamber
1.
General
It is possible that overpressure can occur in the combustion chamber. Overpressure in the combustion chamber (i.e. too much fuel, oil, water or a permanently
closed exhaust valve etc.) can cause the relief (safety) valve to open and / or the
cylinder cover to lift.
Attention! Investigate the cause(s) of the overpressure immediately.
2.
Measures
Remove the cylinder cover and the water guide jacket for a visual inspection of the
combustion chamber (see 27081 in the Maintenance Manual).
Do the checks that follow:
Use the correct round bar to make sure that the nuts of the elastic studs 5 are
tight.
Put the hydraulic tensioning device 94215 in position as given in 27082

Maintenance Manual.
Carefully operate the hydraulic tensioning device. Increase the pressure until
the nuts become loose.
If the pressure is almost the same as the nominal tightening pressure, the
elastic studs are not overstressed and can be used again.
If the nuts become loose at a pressure of less than 20% of the nominal
tightening pressure, replace the elastic studs as given in the Maintenance Manual 27511.
Make sure that:
The gasket 6 is serviceable.
The surfaces AF on the cylinder cover 1 and liner 2 are in perfect condition.
The O-rings 7, 8, and 9 are replaced with new items.
If a relief valve is fitted (depending on Class requirements), do a check in

accordance with 27451 in the Maintenance Manual.
On the crankshaft, the two marks MA on all cylinders are in line. If the
marks are not in line, the crank has turned.
Attention! If the crank has turned, contact Wrtsil, Switzerland Ltd. immediately.
Remark: If the engine must be operational as soon as possible and the problem
cannot be rectified within reasonable time, see the instructions give in:
Operation with Running Gear Partially or Totally Removed 05401
Operation with Injection Cut Out (One or More Cylinders) 05101 or other related instructions.
1/ 2
2012
05461/A1
Operation
RT-flex96C
Overpressure in the Combustion Chamber
9
7
8
1
AF
3
9
019.005/09
019.021/09
MA 15 mm
008.326/01
11
10
1
2
3
4
5
6
7
3.
Cylinder cover
Cylinder liner
Water guide jacket (upper part)
Supporting ring
Elastic stud
Gasket
O-ring
8
9
10
11
O-ring
O-ring
Crank
Shaft journal
AF Seating surface
MA Mark (recess)
Cylinder cover
See the Maintenance Manual for:
2012
Removal and Fitting of the Cylinder Cover and Water Guide Jacket 27081
Loosening and Tensioning of the Cylinder Cover Elastic Studs 27082
2/ 2
RT-flex96C
Operation
05501/A1

Scavenge Air Cooler Out of Service / Failure of Auxiliary Blowers
1.
Scavenge air cooler out of service

When a scavenge air cooler is defective, water can enter the scavenge air receiver
and escape through the condensate and wash-water pipe into the condensate
drain unit of the scavenge air cooler drain. An alarm is triggered by the corresponding level switch.
Remark: Should the escape of water be observed in the venting unit at engine
standstill and running water pumps, a check for a cooler defect must be made as
soon as possible.
Where this is the case, we recommend that the following measures be taken:
D
Where operation permits, replace the defective cooler with the spare one as
soon as possible.
Shutting down and draining the defective cooler (only possible with dual-arrangement of coolers and turbochargers).
The individual cooling water supply and return pipes of the defective cooler
have to be closed off and the vent and drain cocks opened and left open.
Leakage water entering the receiver flows away through the drain pipes of the
scavenge air cooler and water separator into the collecting pipes.
When running in this mode, the scavenge air temperature will rise and thus
the exhaust gas temperature as well.
Therefore, the engine may only be loaded such that the normal scavenge air
temperature (measured after the scavenge air cooler) at service output is not
exceeded. The scavenge air temperature has to be continuously and carefully
monitored.
Should the scavenge air temperature rise too high, the engine speed must be
correspondingly reduced (maximum permissible scavenge air temperature
after cooler, see Alarms and Safeguards 02502).
Remark: In these cases the engine can be operated only at about 25% load.
In case of too high scavenge air temperature the water separator may be damaged.
2.
Failure of auxiliary blowers

Should one of the auxiliary blowers fail the engine can be started and operated. At
partial load more smoky exhaust must be expected.
When all auxiliary blowers fail the engine cannot be started.
1/ 1
2006
RT-flex96C
Operation
05601/A1

Defective Remote Control
1.
General
Should a fault have occurred in the remote control, rendering engine control from
the control room impossible, then the engine can be run at the local control panel.
Detailed descriptions are given in the groups:
Starting 02301
Manoeuvring 02601
Shutting Down 03101
Measures to be Taken after Stopping 03201
40031 Engine local control
Local Control Panel 46181
Attention! This form of engine operation should only be used when absolutely
necessary. The engineer must not leave the manoeuvring stand. The engine
speed must be observed frequently so that immediate action can be taken if large
deviations in speed occur.
1/ 1
2006
RT-flex96C
Operation
05701/A1

Defect in Speed Control System
1.
General
As a rule, a defect in the speed control system should be remedied as soon as possible (see documentation of the manufacturer). Should this not be possible, the
engine can be controlled at the local control panel.
In case the fuel command signal from the speed control system to WECS9520 is
lost with running engine, the latter will keep in operation, however with the last
known fuel command and an alarm will sound.
Detailed descriptions are given in the groups:
Starting 02301
Manoeuvring 02601
Shutting Down 03101
Measures to be Taken after Stopping 03201
40031 Engine local control
Local Control Panel 46181
Attention! This form of engine operation should only be used when absolutely
necessary. The engineer may not leave the manoeuvring stand. The engine speed
must be observed frequently so that immediate action can be taken if large deviations in speed occur.
1/ 1
2006
RT-flex96C
05901/A1
Operation

Turbocharger Out of Service
1.
General
Upon failure of a turbocharger the engine must be shut down as quickly as possible
to avoid worse damage.
Should repair or replacement of a turbocharger not be immediately possible, then
the engine can be run in Emergency Operation at reduced load and after the measures below have been taken.
In the mentioned Emergency Operation the engine should basically run only as
long as absolutely necessary. (For further instructions see 05001 Reduced power output).
The loads (outputs) given are guidance values. Depending on the condition of the
engine they may have to be further reduced.
2.
Breakdown case 1
(Part failure of turbocharger on engines equipped with several turbochargers)
Operable output relative to CMCR:
Number of turbochargers
1
2
3
4
Operable
output in %
fitted
on engine
broken down
approx. 50
approx. 66
approx. 33
approx. 75
approx. 50
approx. 25
Measures:
Remove expansion joint between the defective
turbocharger and exhaust manifold and fit blind
flanges 1 and 2 (tools 94653).
Remove expansion joint between the defective
turbocharger air outlet and diffusor, and fit blind
flanges 3 (tool 94655) and 4 (tool 94653). (Fit
blind flange 3 only if the air is drawn in through a
suction duct).
Check oil supply (pressure) of the other turbochargers. If the pressure has dropped, the supply must be plugged to the defective turbocharger (when restarting turbocharger be sure to
reopen lubricating oil supply).
011.934/04
Block the rotor of the defective turbocharger as

described in the turbocharger manual.
Remark: Scavenge air pressure, turbocharger
speed and firing pressures must never exceed
the values of normal operation.
1/ 2
2006
05901/A1
Operation
RT-flex96C
Turbocharger Out of Service
3.
Breakdown case 2
(Failure of all turbochargers on engines without exhaust bypass piping)
Operable output relative to CMCR:
Approx. 10 to 15%, depending on the output of
the auxiliary blowers.
Measures:
Block the rotors of the defective turbochargers
as described in the turbocharger manual.
In case of lube oil loss the supply must be
plugged (when restarting turbochargers be
sure to reopen lubricating oil supply).
Open all covers 5 on the receiver.
6
Expansion joints 6 can be removed additionally

on the air outlet.
Auxiliary blowers must run during operation.

Remark: Exhaust gas temperature before
turbocharger must not be higher than at normal
operation. Black thick smoky exhaust must be
avoided.
011.935/04
2006
2/ 2
RT-flex96C
Operation
06101/A1

Preparations before Starting after a Prolonged Shut-down Period or an Overhaul
1.
General
After the engine has been shut down for a few days, the same preparations have to
be made as required before starting (see Preparation before Taking into Service
01101).
2.
Special Measures
A function check of the engine control has to be carried out according to Control System Checking 40031.
If bearings or parts of the running gear have been replaced or removed for
checking, then the lubricating oil supply must be checked at normal oil pressure (see Operating Data Sheet 02501). Check visually through open running gear doors whether sufficient oil flows out of every bearing point.
In the course of the following operating period it is recommended to watch

these parts for abnormal heating. For this check stop the engine after its start,
at first in short intervals, later in longer intervals, and compare the temperature
of the respective parts with the one of those parts which had not been freshly
fitted (see 02101 Temperature sensing).
With regard to running-in new pistons, piston rings and cylinder liners, see
04101.
After draining the servo oil system, check whether the drain screw 43 (4.72) in
the collector block 3 (4.52) is tightened. If, however, only the servo oil rail 9
(4.11) has been drained, check whether the drain screws 24 and 24a in the
valve blocks before the servo oil rail are tightened (see 80161 Filling, draining of the servo and control oil system).
Check to ensure that there is free passage for the scavenge air and exhaust
gas.
If the cooling water for the scavenge air cooler has been drained, refill and
vent the system.
Close drains in the exhaust gas manifold and on the exhaust gas pipe if these
have been opened.
Analyze the lubricating oil quality (see Lubricating Oils 07501) after a prolonged shut-down period (several months).
1/ 1
2006
RT-flex96C
Operation
06201/A2

Measures to be taken before Putting Out of Service for Extended Period
1.
General
In the event of the engine being put out of service for an extended period, proper
precautions have to be taken in order to protect the engine against corrosion and
rust formation. There are two cases to be considered:
Case 1:
D
Period of several weeks with (reduced) ships crew on board.
Period of several months without ships crew on board.
Case 2:
Remark: If the engine is to be stopped for a long period of time, it must be thoroughly cleaned and preserved at the inside and the outside (ask for preserving
instructions from Wrtsil Switzerland Ltd.).
2.
Case 1
2.1
Measures and checks

Remark: It is recommended to run the engine on diesel oil instead of heavy fuel oil
for some time before shutting it down (see Changing Over from Diesel Oil to Heavy
Fuel Oil and Vice Versa 02701).
Close stop valves on the starting air receivers.
Bring handwheel 2.10 on shut-off valve for starting air 2.03 to position CLOSED (closed by hand) and open venting valves 2.21 and 2.27 (see Control
Diagram 40032).
Check on the pressure gauges whether no pressure is indicated.
Engage turning gear.
The water and oil pumps should be kept running for at least 20 minutes after
the engine has been stopped so that the cooled engine parts are brought to as
even a temperature as possible.
Open the indicator valves on the cylinder covers.
Post-lubrication starts automatically during slow-down of the engine (speed >

8%).
Cut out fuel pump by means of tool 94430 (see 55562).
Close the stop valves on the fuel tanks.
Open the drain valves of the exhaust gas manifold and on the exhaust gas
pipe, draining condensate and subsequently close the drain valves again.
Cover the exhaust gas manifold and the silencer of the turbocharger airtight
with a tarpaulin in order to prevent air circulation through the engine (risk of
condensed water formation).
1/ 2
Pulse / 12.08
06201/A2
Operation
RT-flex96C
Measures to be taken before Putting Out of Service for Extended Period
CHECK
2.2
For the scavenge air coolers, the measures recommended by the cooler
manufacturers should be followed. When such is not available, we recommend that the coolers be completely drained or the cooling water pump run
daily for about 30 minutes with the flow quantity regulating valves in the same
position as for normal running conditions.
Actuate manually the automatic control valve in the plant.
Keep cylinder cooling water approximately at room temperature (watch for

frost risks).
Remedy all the damage and leaks discovered during the previous running period and the checks made after shut down.
Carry out any scheduled overhauls, observing the general guidelines for
maintenance (see Maintenance Manual 00111 and 00121).
Where the auxiliary engines and boilers are also put out of operation and there
is risk of frost, all the cooling systems have to be drained off completely (in
such cases the empty cooling spaces have to be protected against corrosion).
Switch off WECS9520 by breaker in the power supply box E85.
Switch off the control box for the automatic filter.
Drain vapour trap in the leakage pipe from supply unit and refill with lubricating
oil (max. capacity three liters).
8019 vapour trap).
Within 48 hours after putting the engine out of service the following checks have to
be carried out:
Open cover of rail unit and check for condensate and corrosion traces.
Remove inspection cover from supply unit and check housing internal for condensate and camshaft, cams and roller for corrosion traces.
Measures and checks to be repeated

Weekly:
With the indicator valves open, turn the engine by means of the turning gear till
the piston has reached 60_ before or after TDC (check on flywheel) so that
cylinder lubricating oil can be fed directly into the piston ring packet. Select
corresponding cylinder number in field MANUAL LUBRICATION ON CYL. in
the operator interface.
Thereby the lubricating oil pump and at least one control oil pump must be in
operation (see Prepare the Cylinder Lubricating System 01401).
Subsequently turn the engine two full turns with the turning gear in order to
distribute the cylinder lubricating oil on the cylinder liner wall. The recommended intervals are weekly in dry and daily in damp climates. Stop the engine
each time in another position.
Drain off water from the vapour trap and refill with lubricating oil (max. capacity
three liters).
Open cover of rail unit and check for condensate and corrosion traces.
Remove inspection cover from supply unit and check housing internal for condensate and camshaft, cams and rollers for corrosion traces.
Remark: If there are signs of corrosion, the affected parts must be carefully
cleaned and subsequently protected with an anticorrosive oil providing an anti-rust
finish.
Reduce intervals of post-lubrication and apply (spraying) oil to the dry parts.
2010-07 / Pulse
2/ 2
RT-flex96C
Operation
07101/A1
Operating Media
Diesel Engine Fuels
Overview
1.
2.
3.
4.
5.
6.
7.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/11
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11
Notes to heavy fuel oil requirements . . . . . . . . . . . . . . . . . . . . 4/11
Distillate fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/11
Notes on distillate fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11
Bio derived fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/11
Fuel additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/11
General
Almost all mineral residual and distillate and some renewable fuel oils may be
burned in a diesel engine provided suitable measures are taken. Nevertheless, the
quality of the fuel will have a bearing on the frequency of overhauls and the effort
required for the preparation of the fuel. Consequently it is primarily economic considerations which according to the type, size and speed of the engine, as well as
its application determine the fuel quality margins.
Gas oils and diesel oils (distillates) can be used in all Wrtsil engines subject to
some limitations. Wrtsil 2-stroke diesel engines are designed to operate on up to
700 mm2/s (cSt) at 50_C viscosity heavy fuel oil (ISO 8217:2010 RMK 700 grade)
provided that adequate fuel preheating and pre-treatment is undertaken. In case
of fuels with very low sulphur content care must be taken, particularly when running-in new piston rings and cylinder liners.
Heavy fuel oil must be treated in an appropriate fuel treatment plant.
When bunkering, the fuel suppliers may report only a few of the values listed in
Quality requirements, frequently merely the density and maximum viscosity. This
hampers the assessment of a fuel oil thus it is important to obtain a full certificate of
analysis with each bunker.
The supplier should guarantee the stability of the fuel, i.e. resistance to the formation of sludge. Furthermore, the fuel must not have any corrosive effect on the injection equipment and must not contain used lubricating oil or any chemical
wastes.
Mixing of fuel oils from different bunkers should be avoided as far as practicable,
since there is a risk of incompatibility difficulties if fuels having different compositions are mixed (for instance this may cause fouling of filters or excessive sludge
formation which will overload the fuel preparation equipment). Fresh bunkers
should always be placed in empty tanks and not on top of old bunkers.
1/ 11
2012-06
07101/A1
Operation
RT-flex96C
Diesel Engine Fuels
2.
Heavy fuel oil

Diesel engine fuels include a variety of petroleum products ranging from gas oil to
heavy fuel oil. Gas oil is produced from crude oil by distillation and processing
whereas heavy fuel oil is mainly the residue left after distillation of the crude oil. To
obtain the desired viscosity the residue is blended down with lighter, less viscous
components. Modern refineries also apply so-called secondary conversion processes such as visbreaking and catalytic cracking to obtain a higher yield of lighter
products. The residual products are used as blending stocks for heavy fuel oil.
Marine fuels are usually differentiated by viscosity. The viscosity is indicated in
mm2/s, commonly referred to as centistokes (cSt) and measured at 50 _C. The
fuels are classified according to ISO 8217 and the latest revision is the fourth edition dated 15 June 2010.
It has to be noted that viscosity itself is not a quality criterion. To evaluate the quality
and suitability of a fuel for use in a diesel engine, a number of characteristics such
as those listed in the fuel oil requirements table have to be considered.
For assessing the ignition properties of a distillate diesel fuel the CETANE number
(by standardized engine test) or the CETANE index (by calculation) have been
used. The ignition and combustion properties are of particular importance for medium and high-speed engines. Experience has shown that for low-speed diesel
engines the ignition properties are of minor importance except for some very poor
fuels which are seldom encountered.
The use of fuel oils with properties approaching the maximum limits requires very
good supervision and maintenance of the engine and, in particular, of the fuel treatment equipment. With fuels of poor quality and inadequate fuel preparation, premature overhauling and added maintenance costs have to be faced.
The values in the column Bunker limit (ISO 8217:2010 RMK700) indicate the
minimum quality of heavy fuel as bunkered, i.e. as supplied to the ship/installation.
Good operating results have been achieved with commercially available fuels conforming to ISO 8217 limits. However, the use of fuel with lower density, metal, ash
and carbon residue content can be expected to have a positive influence on overhaul periods, by improving combustion and exhaust gas composition as well as
reducing wear.
The fuel oil as bunkered must be processed before it enters the engine. It is recommended that the relevant specifications of Wrtsil Switzerland Ltd are followed
for the design of the fuel treatment plant. The minimum centrifuge capacity is 1.2 x
CMCR x BSFC / 1000 (litres/hour), which correspond to 0.21 l/kW. The fuel oil
treatment has to remove sludge and reduce catalyst fines and water to the recommended engine inlet limits.
According to ISO 8217 it is forbidden to add foreign substances such as used oil or
chemical waste to the fuel, because of the hazards for the ship crew, machines and
environment. Testing for foreign substances like acids, solvents and monomers
with titrimetric, infrared and chromatographic tests is not standard but recommended, because of the high likelihood of damage these substances can cause to
fuel treatment, fuel injection equipment, pistons, rings, liners and exhaust valves
and seats. Turbocharger, exhaust system and boiler fouling may also occur due to
poor fuel quality.
The engine inlet fuel quality is based on the latest ISO 8217:2010 specification.
Bunkers complying with ISO 8217:2005 may be used until the latest ISO specification is fully implemented. In such cases, the higher values for carbon residue and
vanadium can be tolerated.
In particular, it is imperative that the fuel is fit for purpose in the relevant engine
application.
2012-06
2/ 11
RT-flex96C
07101/A1
Operation
Diesel Engine Fuels
Wrtsil fuel oil requirements and quality limits at the engine inlet based on ISO 8217:2010 *1)
Parameter
Unit
Bunker limit
Test method
Required fuel
quality at
Engine inlet
mm2/s [cSt]
max. 700
ISO 3104
13 ...17 *2)
kg/m3
max. 1010 *3)
ISO 3675/12185
max. 1010
870
Calculated
870
m/m [%]
Statutory
requirements
ISO 8754/14596
max. 4.5
_C
min. 60.0
ISO 2719
min. 60.0
mg/kg
max. 2.00
IP 570
max. 2.00
mg KOH/g
max. 2.5
ASTM D 664
max. 2.5
m/m [%]
max. 0.10
ISO 103072
max. 0.10
m/m [%]
max. 20.00
ISO 10370
max. 20.00
_C
max. 30
ISO 3016
max. 30
v/v [%]
max. 0.50
ISO 3733
max. 0.20
m/m [%]
max. 0,150
ISO 6245
max. 0,150
Vanadium
mg/kg [ppm]
max. 450
ISO 14597/
IP501/470
max. 450
Sodium
mg/kg [ppm]
100
IP501/IP470
max. 30
Aluminium plus Silicon
mg/kg [ppm]
max. 60
ISO 10478/
IP501/470
max. 15
Kinematic viscosity at 50 _C
Density at 15 _C
CCAI
Sulphur
*4)
Flash point
Hydrogen sulhide
*5)
Acid number
Total sediment aged
Carbon residue: micro
Pour point (upper)
*6)
Water
Ash
Used lubricating oils (ULO)
ULO present if:
may not be present:

Calcium and zinc
Ca>30 and Zn>15
IP501 or
Ca>30 and Zn>15
or
IP470
or
Ca>30 and P>15
IP500
Ca>30 and P>15
mg/kg
Calcium and phosphorous
Do not use if:
1mm2/s=1cSt (Centistoke)
*1)
ISO standards can be obtained from the ISO Central Secretariat, Geneva,
Switzerland (www.iso.ch).
*2)
For WX engines the fuel viscosity at fuel pump inlet may be in the range
13...20 mm2/s (cSt)
*3)
Limited to max. 991kg/m3 if the fuel treatment plant cannot remove water from
high-density fuel oil.
*4)
ISO 8217:2010, RMK700. Note that lower sulphur limits may apply based on
statutory requirements and sulphur limits are not defined in ISO 8217:2010.
*5)
The hydrogen sulphide limit will only apply from 1 July 2012, until then the value is given as a guide.
*6)
Purchasers shall ensure the pour point is adequate for the equipment on
board, especially for operation in cold climates.
Remark: Explanations to the listed parameters in the above table, see notes in
section 3.
3/ 11
2012-06
07101/A1
Operation
RT-flex96C
Diesel Engine Fuels
3.
Notes to heavy fuel oil requirements
3.1
Viscosity
The recommended viscosity range before the engine is 13...17 mm2/s (cSt). As a
guidance, the necessary preheating temperature for a given nominal viscosity can
be taken from the viscosity temperature diagram below:
Seconds Saybolt Universal

Seconds Redwood No. 1
Kinematic Viscosity [mm 2/s (cSt)]
F10.4779
Recommended viscosity range before the fuel pumps

Example:
To obtain the recommended viscosity before the fuel pumps, the fuel
oil of 380 mm2/s [cSt] at 50 C must be heated up to 130...140 C.
2012-06
4/ 11
RT-flex96C
Operation
07101/A1
Diesel Engine Fuels

The maximum admissible viscosity of the fuel that can be used in an installation
depends on the heating and fuel preparation facilities available. The throughput
and the temperature of the fuel going through the centrifuges must be adjusted in
relation to the viscosity to achieve good separation. Heating the fuel above 150C
to reach the recommended viscosity at engine inlet is not recommended because
the fuel may start to decompose, form deposits and be dangerous as it will probably be well above the flash point.
3.2
Density
Fuel oil density is determined largely by the composition of the fuel and a high density indicates a high aromatic content. It may not be possible to measure the density at 15 C using conventional methods, thus the measurement is made at a higher
temperature and then converted and adjusted to the reference temperature. Most
bunkers are to the ISO 8217:2010 RMG specification which has a maximum density of 991.0 kg/m3. Appropriate fuel preparation equipment which can be adjusted
for a fuel density greater than 991.0 kg/m3 must be available on board if high density fuels are used.
3.3
CCAI (Calculated Carbon Aromaticity Index)

The ignition and combustion characteristics of a residual fuel in a diesel engine are
dependent on the specific engine design, load profile and fuel oil properties.
The CCAI is a calculated measure of the ignition properties or ignition delay of the
residual fuel based on the viscosity and density. It has no bearing on the combustion properties. In particular, the CCAI limit is useful in quantifying uncharacteristic
fuels with unusual density-viscosity relationships.
Further tests are available for determining ignition and combustion properties and
these may be helpful in investigating the performance of problematic fuels.
3.4
Sulphur
Sulphur limits are no longer specified in the ISO 8217:2010 specification as this
value is limited by statutory requirements. The maximum sulphur level which may
be used in Wrtsil 2-stroke engines is 4.5% m/m.
The alkalinity (BN) of the cylinder lubricating oil should be selected with regard to
the sulphur level of the fuel in use. The engine may be operated for short periods of
a few hours on a cylinder oil with the incorrect BN, but prolonged operation must be
avoided.
Indications for the selection of the BN of lubricating oil in relation to the sulphur content of the fuel oil are found in Service Bulletin RT18.4: Running in of cylinder liners and rings and in section 07501 Lubricating Oils in this manual.
3.5
Flash point
The flash point is an important safety and fire hazard parameter for diesel fuels.
Fuel should always be considered to be a fire hazard as it is possible for a flammable vapour to form above residual fuels in tanks even if the temperature is below
the flash point. Caution must be exercised on vessels as the residual fuel is heated
well above the flash point to facilitate filtration and injection.
3.6
Hydrogen sulphide
H2S is a highly toxic gas and exposure to high concentrations is hazardous and
can be fatal. At low concentrations it has a smell reminiscent of rotten eggs, but
cannot be sensed at intermediate concentrations, where it results in nausea and
dizziness. At high concentration it is fatal. Care must thus be taken when opening
tanks or opening fuel lines as H2S vapour could be present.
5/ 11
2012-05
2012-06
07101/A1
Operation
RT-flex96C
Diesel Engine Fuels
3.7
Acid number
Fuels with high acid numbers have caused fuel injection system damage in the
past. Most fuels have a low acid number, which is not detrimental, but if the acid
number is above 2.5 mgKOH/g, there is an increased likelihood of problems.
Some naphthenic residual fuels can have an acid number greater than 2.5
mgKOH/g but still be acceptable. This can only be determined by further detailed
laboratory analysis in which the strong acid number is determined.
3.8
Sediment, carbon residue, asphaltenes

High levels of sediment, carbon residue and asphaltenes impair the combustion
quality of the fuel and promote increased wear and fouling of engine components.
Asphaltenes also have a bearing on the stability of blended fuels and can cause
problems of excessive sludge formation in centrifugal separators, filters and lead
to deposits on the tank bottom if the blend becomes unstable. To minimize compatibility risks, care should be taken to avoid mixing bunkers from different suppliers
and sources in the storage tanks on board. Care must also be taken when heavy
fuel oil is blended onboard to reduce the viscosity. Paraffinic distillate, when added
to a heavy fuel oil of low stability reserve, can cause the asphaltenes to settle out,
resulting in heavy sludge formation. Heavy fuel oil may contain up to 14% asphaltenes and should present no ignition and combustion problems in 2-stroke engines if the fuel preparation equipment is adjusted correctly.
3.9
Pour point
The operating temperature of the fuel has to be kept about 5...10C above the pour
point to ensure easy pumping.
3.10
Water
The water content of the fuel oil must be reduced by centrifuging and by use of
proper draining arrangements on the settling and service tanks. A thorough removal of water is strongly recommended, to reduce the content of hydrophilic cat
fines and sodium in the fuel oil. Sodium is not a natural oil component but marine
fuel oil is often contaminated with sea water containing sodium, 1.0% sea water in
the fuel oil corresponds to 100 ppm sodium.
To achieve a good separating effect, the throughput and the temperature of the fuel
must be adjusted in relation to the viscosity. With high-viscosity fuels, the separating temperature must be increased whereas the throughput must be decreased in
relation to the nominal capacity of the separator. For recommended operating
data, refer also to the separator instruction manual.
3.11
Ash and trace metals

Fuel oils with low ash, vanadium, sodium, aluminium, silicon, calcium, phosphorous and zinc contents are preferable. These components tend to promote mechanical wear, high-temperature corrosion and the formation of deposits in the
turbocharger, exhaust system and boilers.
3.11.1 Vanadium and sodium

Sodium compounds depress the melting point of vanadium oxide and sulphate
salts, especially when the vanadium to sodium ratio is 3:1. High sodium levels (as
well as lithium and potassium) at the engine inlet can cause fouling of turbocharger, exhaust system and boilers. The effect of high-temperature corrosion and the
formation of deposits can be counteracted by the application of ash modifiers.
2012-06
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RT-flex96C
Operation
07101/A1
Diesel Engine Fuels
3.11.2 Aluminium and silicon

Aluminium and silicon in the fuel oil are regarded as an indication of the presence
of catalytic fines (cat fines). These are particles of hard oxides (porcelain-like
round particles) which cause high abrasive wear to pistons, piston rings and cylinder liners. This material is used as a catalyst in certain processes in petroleum refining and can find its way into marine fuels. The most dangerous cat fines are of
the size 10 to 20 microns.
Cat fines tend to be attracted to water droplets and are very difficult to remove from
the fuel oil. Practical experience has shown that with proper treatment in the fuel
separator the aluminium and silicon content of 60 ppm (mg/kg) can be reduced to
15 ppm (mg/kg) which is considered as just tolerable. For efficient separation, a
fuel temperature as close as possible to 98C is recommended. With more than 40
ppm cat fines in the bunkered fuel, reduced throughput in the separator is recommended and the equipment manufacturer instructions must be adhered to.
Cat fines can accumulate in the sediment of the fuel tank from previous bunkers
and be mixed into the fuel when the sediment is churned up in bad weather. For this
reason all fuels should be assumed to contain cat fines, even if this is not apparent
from the fuel analysis, making continuous and efficient centrifuging of paramount
importance.
Note that the Al+Si limit in the new ISO 8217:2010 specification has been reduced
to 60 mg/kg for the RMG and RMK grades.
3.12
Used lubricating oil and other contaminants

Used lubricating oils and chemical waste should not be blended into the residual
fuel oil pool. Used lubricating oil can cause instability in fuel oil as the base oil is
typically very paraffinic and can lead to excessive sludge formation. Most used lubricating oil is from crankcases, thus significant amounts of calcium, zinc, phosphorous and other additive and wear metals can contaminate the fuel oil. The limits
in ISO 8217: 2010 and the Wrtsil specification are designed to ensure that no
used lubricating oil is in the fuel oil based on the limits of detection of the test methods and the levels of these metals which can naturally occur in fuel oil.
Chemical waste should definitely not be added to the fuel oil. There have been isolated cases of unreacted polymers, styrene and other chemical substances occurring in fuel oil. These can lead to excessive fuel gumming, partial solidification and
filter blocking. They can have a detrimental impact on fuel injection systems and
lead to fuel pump plungers and injectors sticking.
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4.
Distillate fuel requirements

Wrtsil distillate fuel requirements and quality limits at the engine inlet based
on ISO 8217:2010
Parameter
Unit
Bunker limit
Test method
Required fuel
quality at
Engine inlet
mm2/s [cSt]
max. 11.0
min. 2.0
ISO 3104
min. 2.0
regardless of
temperature
kg/m3
max. 900.0
ISO 3675/12185
max. 900.0
min. 35
ISO 4264
min. 35
m/m [%]
2.0
ISO 8754/14596
max. 2.0
_C
min. 60.0
ISO 2719
min. 60.0
mg/kg
max. 2.0
IP 570
max. 2.00
mg KOH/g
max. 0.5
ASTM D 664
max. 0.5
Total sediment by
hot filtration
m/m [%]
max. 0.10
ISO 103071
max. 0.10
Oxidation stability
g/m3
max. 25
ISO 12205
max. 25

method on 10% volume distillation residue (for grades
DMX, DMA and DMZ)
m/m %
max. 0.30
ISO 10370
max. 0.30

method (grade DMB)
m/m %
max. 0.30
ISO 10370
max. 0.30
Pour point (upper) winter *3)
_C
max. 0
ISO 3016
max. 0
Pour point (upper) summer
_C
max. 6
ISO 3016
max. 6
Clear & bright
v/v [%]
max. 0.30
ISO 3733
max. 0.20
m/m [%]
max. 0,010
ISO 6245
max. 0.010
mm
max. 520
ISO 121561
max. 520
Kinematic viscosity at 40 _C
Density at 15 _C
Cetane index
Sulphur
*1)
Flash point
Hydrogen sulphide
*2)
Acid number
Appearance
Water
Ash
Lubricity, corrected wear
scar diameter (wsd 1.4) at
60 _C
Clear & bright
1mm2/s=1cSt (Centistoke)
*1)
The purchaser shall define the maximum sulphur content in accordance with
prevailing statutory requirements.
*2)
The hydrogen sulphide limit will only apply from 1 July 2012, until then the value is given as a guide.
*3)
Purchasers shall ensure the pour point is adequate for the equipment on
board, especially for operation in cold climates.
Remark: Explanations to the listed parameters in the above table, see section 5.
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Distillate fuels are increasingly being used in 2-stroke engines in order to meet
area specific emission standards. They are typically easier to operate than residual fuel, but caution still needs to be exercised for some issues. See Service Bulletin
RT82: Distillate Fuel Use.
ISO 8217: 2010 specifies DMX, DMA, DMZ and DMB categories. The Wrtsil engine inlet specification is based on the DMB grade which is the highest viscosity
grade. The DMX grade may not be bunkered as the viscosity could be below 2.0
mm2/s and the flash point could be below 60C.
5.
Notes on distillate fuel requirements
5.1
Viscosity
The recommended viscosity range on residual fuel oil before the engine inlet is
13...17 mm2/s (cSt). However, as distillate fuel does not have such a high viscosity,
a minimum viscosity of 2.0 mm2/s (cSt) at the fuel pump inlet shall apply. Change
over from distillate to residual fuel and back again needs to be carefully managed
to ensure trouble free operation. Please see the Service document: Engine operation on MDO/MGO and change-over from HFO to MDO/MGO as well as the
Service Bulletin RT82: Distillate Fuel Use. In some cases the minimum viscosity
of 2.0 mm2/s (cSt) at the fuel pump inlet may not be achieved. In such cases, a fuel
cooling system will be required to ensure that the minimum viscosity is present at
the inlet to the fuel pumps.
5.2
Density
Distillate density is determined largely by the composition of the fuel and a high
density indicates a high aromatic content.
5.3
Cetane Index
The ignition and combustion characteristics of a distillate fuel in a diesel engine is
dependent on the specific engine design, load profile and fuel properties. The Cetane Index is a calculated measure of the ignition properties or ignition delay of the
fuel based on the distillation and density. It is determined by the density and the
temperature when 10%, 50% and 90% of the fuel is distilled. It has no bearing on
the fuel combustion properties.
5.4
Sulphur
Sulphur limits are specified in the ISO 8217:2010 specification distillate fuels but
care must be taken to ensure compliance with statutory requirements. The alkalinity (BN) of the cylinder lubricating oil should be selected with regard to the sulphur
content of the fuel in use. The engine may be operated for short periods of a few
hours on a cylinder oil with the incorrect BN, but prolonged operation must be
avoided. Indications for the selection of the BN of lubricating oil in relation to the
sulphur content of the fuel oil are found in Service Bulletin RT18.4: Running in of
cylinder liners and rings and in section 07501 Lubricating Oils in this manual.
5.5
Flash point
The flash point is an important safety and fire hazard parameter for diesel fuels.
Fuel should always be considered to be a fire hazard as it is possible for a flammable vapour to form above fuels in tanks even if the temperature is below the
flash point.
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5.6 Hydrogen sulphide

H2S is a highly toxic gas and exposure to high concentrations is hazardous and
can be fatal. At low concentrations it has a smell reminiscent of rotten eggs, but
cannot be sensed at intermediate concentrations, where it results in nausea and
dizziness. At high concentration it is fatal. Care must thus be taken when opening
tanks or opening fuel lines as H2S vapour could be present.
5.7 Acid number
Fuels with high acid numbers have caused fuel injection system damage in the
past. Most fuels have a low acid number, which is not detrimental, but if the acid
number is above 2.5 mgKOH/g, there is an increased likelihood of problems.
5.8 Sediment
High levels of sediment impair the combustion quality of the fuel and promote increased wear and fouling of engine components. High sediment levels can lead to
filter blocking or frequent discharge from automatically cleaning filter systems.
See section 3.8 in the Heavy Fuel Oil section for blending considerations.
5.9
Pour point
The operating temperature of the fuel has to be kept about 5...10C above the pour
point to ensure easy pumping. This is unlikely to be an issue for distillate fuel except in extremely cold conditions.
5.10 Water
The water content of the distillate fuel can be reduced by allowing the fuel to settle
in service tanks and when processed through the separator.
5.11 Ash and trace metals
Distillates should have low ash, vanadium, sodium, aluminium, silicon, calcium,
phosphorous and zinc contents, at least relative to residual fuels. These components tend to promote mechanical wear, high-temperature corrosion and the
formation of deposits in the turbocharger, exhaust system and the boilers.
5.12 Used lubricating oil and other contaminants
Lubricating oils and chemical waste must not be blended into the distillate fuel
pool. Lubricating oil can cause water retention due to the large amount of detergent present and additive metals such as calcium, magnesium, zinc and phosphorous could increase the ash content to the point where the specification is exceeded.
Chemical waste must not be added to distillate fuel. There have been isolated
cases of chemical waste substances occurring in fuel. These can lead to excessive fuel gumming, partial solidification and filter blocking. They can have a detrimental impact on fuel injection systems and lead to fuel pump plungers and injectors sticking.
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6.
Bio-derived products and Fatty Acid Methyl esters (FAMEs)

Such components may be found in marine fuels as they can result in a reduction of
greenhouse gases and SOx emissions. The majority of bio-fuel components in the
diesel pool are FAMEs, which result from a special chemical treatment of natural
plant oils. These components are mandated in automotive and agricultural diesel
in a number of countries. FAME is specified in ISO 14214 and ASTM D 6751.
FAME typically has good ignition and very good lubricity properties as well as perceived environmental benefits. However the following concerns about FAME are
well founded:
a tendency to oxidation and thus long term storage stability issues.
an affinity for water and a nutrient for microbial growth.
poor low temperature properties.
FAME material deposition on exposed surfaces, including filter elements.
Where FAME is being considered as a fuel, care must be taken to ensure that the
vessels storage, handling, treatment, service and machinery systems are compatible with such a product.
7.
Fuel Additives
Generally fuel additives are not required to ensure satisfactory operation of fuels
complying with the ISO 8217:2010 standard. However, some operators may wish
to use specific additives to address some fuel properties. Wrtsil can evaluate
such additives and provide a No objection letter for specific additives if they meet
internal requirements. Wrtsil does however not accept any liability or responsibility how so ever occurring for the performance or potential damage caused by the
use of such additives.
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Operating Media
Fuel Treatment, Fuel Oil System
1.
General
Heavy fuel oils, as they are supplied today for burning in diesel engines, require a
careful treatment which makes the installation of a suitable plant necessary. According to present techniques the most effective cleaning of liquid fuels from solids
and water is achieved by centrifugal separators.
2.
Treatment of heavy fuel oils and treatment plant

Heavy fuel oils are contaminated mostly with solids and water. Should uncleaned
or insufficiently treated heavy fuel oil enter the engine, it can cause unacceptably
rapid wear on engine components like piston rings, cylinder liners, injection
pumps, valves etc. Furthermore excessive sediment can be formed in the combustion spaces.
Particularly sodium in the fuel oil (which originates from sea water) leads to formation of deposits on pistons and in the turbocharger. For this reason, water must be
separated carefully out of the fuel oil.
Settling tanks are used for the first steps of treatment. However, they only effect a
coarse separation, particularly of free water from the heavy fuel oil. To keep them
effective settling tanks must have the sludge and water, accumulating in the tank
bottom, periodically drained off.
The main cleaning is effected by optimally dimensioned and correctly adjusted and
operated centrifuges. Modern designs render superfluous the previously necessary adaptation of the gravity discs to varying densities of heavy fuel oils in use.
Modern machines automatically expel the sludge from the centrifuge. For modern
power plants, designed for burning heavy fuel oils of the lowest grade, such centrifuges are an absolute necessity. This applies in particular when heavy fuel oils with
densities of 991 kg/m3 and higher and with viscosities of 700 cSt/50 _C must be
used.
Homogenizers can improve combustion properties to some extent. They will, however, be of no help in the removal of solids from the fuel oil. They are therefore to be
regarded solely as auxiliaries in the treatment plant.
Filters hold back solids of a specified size and shape. They can, however, practically not hold back water. Water will partly even cause accelerated fouling of filters.
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3.
Heavy fuel oil and diesel fuel oil separation (see Fig. A)
As a result of experience we strongly recommend the use of modern centrifuges
for the treatment of heavy fuel oils.
The separating effect, i.e. the cleaning effect depends on the throughput and on
the viscosity of the heavy fuel oil. As a general rule, the smaller the throughput
(m3/h or ltr/h) and the lower the viscosity of the heavy fuel oil, the better the separating efficiency. A too high throughput and/or too low separation temperature
would considerably reduce the separator efficiency. If the heavy fuel oil separators
are not operating at peak efficiency, impurities (e.g. cat fines) in the bunkers might
not be sufficiently removed and this can cause extensive damage (high piston ring,
cylinder liner and fuel injection equipment wear) to the main engine.
This necessitates heating the heavy fuel oil before it enters the centrifuge and
maintaining the working temperature at a constant level within a tolerance of 2
C. The separation temperature is to be as close as possible to 98 C.
It is important when processing heavy fuel oils that strict adherence is made
to the separator makers instructions!
The sludge removed by centrifuging must be removed periodically from the separator drum. In the case of self cleaning centrifuges the sequence of the emptying
process may be controlled automatically but even in such a plant the correct function and the frequency of proceedings must be kept under control by the operating
personnel. Of utmost importance is the unimpeded drain of the sludge from the
drum, so that unacceptably high back pressure does not impair the function of separation and thereby of cleaning the heavy fuel oil. This point must absolutely be
assured in operation by periodical inspections.
I
II
III
IV
2006
10
007.969/97
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4.
Layout of fuel oil system (see Fig. B)

In the recommended standard plant the complete fuel system is kept under pressure to prevent the evaporation of any water in the fuel at the temperature required
for the heavy fuel oil.
At the corresponding position of the 3-way valve 21, heavy fuel is drawn from the
daily tank 2 by the low pressure feed pump 23 which supplies it to the mixing unit
24. The booster pump 25 takes the fuel from there and delivers it to the fuel pumps
28 via end-heater 26 and filter 27. The rated capacity of the booster pump 25 is
several times higher than that of the engine fuel consumption rate. The fuel not
consumed by the engine flows back to mixing unit 24.
The required system pressure is set by the pressure regulating valve 31, the pressure at inlet to the fuel pumps by pressure retaining valve 31a (adjusting value see
The pump 23 supplies only as much fuel from the daily tank 2 as the engine consumes. The contents of the heavy fuel oil daily tank 2 must be heated, if necessary.
However, the official safety regulations limit the temperature to which it can be
heated.
Only the fuel oil between the mixing unit 24 and the fuel system on the engine must
be heated to the required injection temperature. This is done by the end-heater 26.
If necessary during preheating, the heating systems of the mixing unit 24 and the
return pipe can be put on.
The installation should be laid out with non-return valves in such a manner that no
heavy fuel oil can enter the diesel oil daily tank 3.
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B
VII
VIII
IX
30
33
36
31a
21
VI
32
29
28
34
20
31
37
009.492/02
27
2006
26
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1
2
3
4
5
6
7
8
9
10
A Heavy fuel and diesel oil separating system

B Layout of fuel oil system
20
21
22
23
Heavy fuel oil settling tank

Heavy fuel oil daily tank
Diesel oil daily tank
Heavy fuel oil separator supply pump
Heavy fuel and diesel oil supply pump
Suction filter
Heavy fuel oil preheater
Three-way valve
Self-cleaning heavy fuel oil separator
Self-cleaning heavy fuel oil /
diesel oil separator
Main engine
Three-way valve
Suction filter
Low pressure feed pump
24
25
26
27
28
29
30
31
31a
32
33
34
36
37
Mixing unit, heatable and insulated

Booster pump
End-heater
Fuel filter, heatable
Supply unit (fuel pumps)
Bypass pipe
Pressure regulating valve
Pressure retaining valve
Fuel leakage rail unit
Fuel rail
Fuel leakage supply unit
Return pipe
Air overflow pipe
I
II
III
IV
V
to diesel oil storage tank

from heavy fuel oil transfer pump
Draining/de-watering
from diesel oil storage tank
to separator sludge tank
VI
VII
VIII
IX
X
to heavy fuel oil separator

to vent manifold
from diesel oil separator
from heavy fuel oil separator
from the transfer pump
Flow indicator
Heated & insulated pipes
PI Pressure gauge
TI Thermometer
Insulated pipes
DAH Differential pressure alarm high
Pressure regulating valve
DPI Differential pressure indication
Sight glass
LAL Fluid level alarm, low
Viscosimeter
LAH Fluid level alarm high

VAH Viscosity alarm high
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Operating Media
Scavenge Air and Compressed Air
1.
Scavenge air
The air required for scavenging and charging of the cylinders is drawn in and compressed (see Turbocharging 65001) by the turbocharger either from the engine
room or from outside, depending on the installation.
The aspirated air must be as clean as possible, to keep the wear of cylinder liner,
piston rings, compressor wheel of the turbocharger etc. small. For this purpose silencers are fitted to the suction part, which must be serviced and or cleaned (see
Cleaning the Turbocharger in Operation 65101).
2.
Starting air / control air
2.1
Starting air
The starting air required for starting the engine (max. 30 bar) is pumped into the
starting air bottles by compressors. For starting the air enters the cylinder directly.
It must therefore be clean and dry. The starting air bottles must be drained periodically of accumulated condensed water (see Starting Air Diagram 80181).
2.2
Control air
The control and air spring air taken from the shipboard system must be clean and
dry required for the engine control.
To safeguard of control air supply unit A , additional compressed air, available at
reduced pressure from the starting air, takes over in case the air supply fails (see
Control Diagram 40032).
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Lubricating Oils
1.
General
The engine has separate lubricants for system and cylinder lubrication.
2.
System oil
The system oil provides lubrication for the bearings, the running parts of the engine
and for the crosshead assembly. In addition, it is used as hydraulic fluid in the servo
oil system of the engine and also cools the pistons. (see 80161).
An additive-type crankcase oil of the SAE 30 viscosity grade must be used as system oil. It must have a minimum BN of 5, detergent properties and meet load carrying performance in the FZG gear machine test method A/8, 3/90 according to ISO
146351, failure load stage 11 as a minimum. Good thermal stability, anti-corrosion and antifoam properties and good demulsifying performance are further requirements.
Remark: Approved lubricating oils are shown in the Global Lubricating Oils
Wrtsil 2-stroke engines currently valid for the respective engine type (see also
section 7). For other or new lubricants, please contact Wrtsil Switzerland Ltd.
2.1
Oil care
System oil:
In order to always maintain the lubricating oil in good condition over a long period of
time, effective oil treatment is necessary. This is achieved by using a self-cleaning,
centrifugal separator working as purifier in by-pass, by circulating the oil from the
oil tank through the separator. The system oil volume should be centrifuged at
least three times a day through the separator operating at 40% throughput of its
rated capacity. The recommended oil temperature for this treatment is 90 _C unless otherwise advised by the separator supplier.
Solid contaminants (dirt) and water must be removed from the oil as completely as
possible. There is always the risk that water can enter the system and cause corrosive attack on engine parts, particularly with sea water. Water contamination can
also lead to bacterial infection of the oil resulting in loss of lubrication capability and
heavy corrosion of the system. Good maintenance is the most effective precaution
to keep water out of the oil. The water content of the lubricating oil should not exceed 0.2% by mass over an extended period of time. If higher water contamination
is observed, special measures such as intensified treatment in the separator or in a
renovating tank must be considered.
Servo oil system:
In order to prolong the lifetime of the sliding parts, fine filtered oil is used in this system. Branched off from the system oil it passes through an additional automatic
filter with a mesh size of 25 mm, which flushes back to the system oil.
The function of the flushing process and the low differential pressure shall be monitored during operation of the automatic filter (see Normal Running 02401 and
documentation of the automatic filter manufacturer).
The bypass filter element may be used temporarily for inspecting and cleaning the
regular elements, or if these must be removed for any reason.
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2.2
Attention limits for selected system oil parameters

The condition of the lubricating system oil charge can be assessed by analysing
selected parameters. With regular checks a deterioration can be detected at an
early stage and remedial measures taken.
The following guiding limits should not be exceeded for a long period in service:
Parameter
Unit
Viscosity at 40 _C
mm2/s
Flash point (COC)
_C
min.
200 ASTM D 92
Total insolubles
m/m [%]
max.
0.70 ASTM D 893b
Base Number (BN)
mgKOH/g
max.
12 ASTM D 2896
Water content
m/m [%]
max.
0.20 ASTM D 95 or
D 1744
Calcium
mg/kg [ppm]
max.
6000 ICP
Zinc
mg/kg [ppm]
min.
100 ICP
Phosphorus
mg/kg [ppm]
min.
100 ICP
[cSt]
Limit
Test method
max.
140 ASTM D 445
If one of the limits is reached appropriate remedial action should be considered to

correct the situation. Such action may be intensified purification (reduction of
throughput, adjustment of temperatures), treating in a renovating tank (settling
tank) or partial exchange of the oil charge. It is advisable to consult the oil supplier
in such a case.
These limits are set out as a guidance. The quality condition of the oil in circulation,
however, cannot be fully judged by a single parameter. Other oil parameters must
be used in context to be able to find the cause of the problem and the appropriate
remedy for correction.
If the Base Number (BN) of the system oil rises sharply check the piston rod stuffing box and piston rod condition.
A certain consumption and replenishment of system oil is required to keep the system oil in good condition. The replenishment prevents a rise in system oil BN. A
small rise in BN is often an indication that the system oil consumption is low.
The open cup type of flash point determination (e.g. COC) should be used to decide if a partial or complete change of oil charge is necessary. The closed cup flash
point determination (e.g. PMCC) can be used to monitor the system oil condition,
but not for oil change.
The FZG performance to method ISO 146351 of the oil charge is particularly important if a new gear wheel is fitted or has been polished, in order to provide protection against scuffing during the running-in of the gears. If the system oil has been in
use for more than a year, the FZG performance of the oil should be determined to
establish whether the performance is adequate for the new or polished gear/s.
Regular on board checks of BN and water content should be performed in order to
obtain an early indication of oil degradation.
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2.3
Taking oil samples

At regular intervals, i.e. about every 3000 operating hours, it is recommended that
a sample of the system oil be taken and forwarded to a laboratory for analysis.
With the oil pump running and the engine oil at operating temperature, drain a
small quantity of oil from a cock in the lubricating system to flush out any dirt accumulated in this cock and rinse the clean sample container with some oil.
Subsequently take an oil sample in the sample bottle marked with the following
information for the laboratory:
3.
Ships name or name of plant
Engine type
Engine serial number
Date of sampling
Operating hours of oil and of engine
Oil brand and quality

A high-alkaline cylinder lubricating oil of the SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100 _C is recommended. However, cylinder
oils of the viscosity grades SAE 40 and SAE 60 may be used under certain circumstances. The alkalinity of the oil is indicated by its Base Number (BN) measured in
mgKOH/g. The base number of cylinder lubricants is not an index for detergency,
but a direct measure of alkalinity. The alkalinity of the lubricating oil must be chosen
with regard to the sulphur content of the fuel and lubricating oil feed rate. The higher the sulphur content, the higher the lubricating oils BN must be (see section 7
Lubricating oil list).
The choice between BN 40 and BN 70 and other BN cylinder lubricants depends
on the fuel sulphur content. Intermediate and wide range BN lubricants are now
also being marketed, refer to the Global Lubricating Oils Wrtsil 2-stroke Engines. The general cylinder oil BN recommendations dependent on fuel sulphur
content are as follows:
Notes:
1.
The maximum fuel oil sulphur content will reduce from 4.5% max to 3.5% max
from 1 January 1012.
2.
1.0% < Sulphur < 1.5% operation on BN 70 lubricant: Reduce the cylinder oil
feed rate to the guide feed rate to minimize piston crown deposits.
3.
1.5% < Sulphur < 2.0% operation on BN 40 lubricant: Increase the lubricant
feed rate to ensure there is adequate alkalinity to prevent liner and piston ring
corrosion. If this mode is often used, check scrapedown BN to ensure adequate alkalinity.
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Cylinder oils of excessively high BN for the fuel sulphur can lead to excessive piston crown deposit accumulation. Piston crown deposits need to be carefully monitored through port inspections as they can lead to lubricant film breakdown and
excessive liner, piston and ring wear.
BN 40 lubricants are formulated with neutral additives (low BN contribution) to
boost the detergency level and thermal stability back to the level of a BN 70 lubricant. No significant increase in corrosive cylinder liner and piston ring wear is to be
expected when using BN 40 lubricants, at least up to 2.0% sulphur provided that
the lubricant feed rate is kept high.
BN 40 lubricants tend to form fewer and softer deposits on the piston crown land
and in the exhaust regions, e.g. on the turbocharger nozzle ring relative to the BN
70 and other higher BN products at the same feed rate.
Remark: The BN 40 products can safely be used with heavy fuel oil with sulphur
content in the range 1.5% to 2.0% as well. The feed rate may have to be increased
depending on remaining BN measured in the piston underside drain oil or scrapedown samples. There is an increasing range of intermediate and other BN cylinder
oils available. Follow the Global Lubricating Oils Wrtsil 2-stroke Engines and
lubricant company recommendations.
To avoid problems with fuel sulphur content, it is good practice to keep enough of
the previous bunker. This can be used until an analysis of the sulphur content of the
new bunker has been received.
3.1
Oil analysis of the piston underside drain or scrape down samples

Analysis of the piston underside drain or scrape down oil are gaining in importance. These analyses are conducted to assess cylinder liner and ring wear rates
and to optimize the cylinder oil feed rate. Wear metals, remaining BN, viscosity,
fuel components and water are measured. Additional benefits are that piston rod
stuffing box condition can be monitored by considering the amount of system oil
additive metals in the sample. It is important to monitor trends and not absolute
values, and to consider the actual amount of oil that is being drained in relation to
the analysis results.
4.
Turbocharger oil (with independent lubricating system)

To select and maintain the turbocharger lubricating oil, the recommendations given in the suppliers instruction manual must be observed.
5.
Turning gear oil

For the choice and maintenance of the lubricant, the recommendations given in
the suppliers instruction manual must be observed.
6.
Lubricant for flywheel and pinion gear teeth

The selection and application of the lubricant must be in compliance with the specification by Wrtsil Switzerland Ltd, instructions 32061 in the Maintenance
Manual and the recommendations by the supplier (see also paragraph 7.2).
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7.
Lubricating oil list
7.1
Approved lubricating oil list (Valid as at 24 December 2010)

Oil Supplier
BP
Castrol
Chevron
(FAMM, Texaco,
Caltex)
ExxonMobil
Total
Cylinder Oil *a)
Cylinder Oil *b)
Recommended for fuel with
> 1.5% sulphur
< 1.5% sulphur
Energol OE-HT 30
Energol CLO 50M
Energol CLDX 405

Energol CLO-505 *c)
CDX 30
Cyltech 80 AW
Cyltech 70
Cyltech 40 SX
Cyltech 50 S *c)
Veritas 800
Marine 30
Taro Special HT 70
Taro Special HT LS 40
Mobilgard 300
Mobilgard 570
Mobilgard L 540
EXXMAR XA
EXXMAR X 70
Mobilgard XN5744E*d)
Atlanta Marine D 3005
Talusia HR 70
System Oil
Talusia LS 40
Talusia Universal *e)

Shell
Melina S 30
Alexia 50
Alexia LS
Melina 30
Remarks:
*a) Between 1.5% and 2.0% sulphur in the fuel, also BN 40 can be used
*b) Between 1.0% and 1.5% sulphur in the fuel, also BN 70 can be used, but only
for a short period with a low feed rate
*c) This BN 50 cylinder lubricant can be used up to 3.0% sulphur in the fuel
*d) This BN 60 cylinder oil is approved for the sulphur range: 1.5% to 4.0%
*e) This BN 57 cylinder lubricant can be used over the whole fuel sulphur range
5/ 7
2012-06
07501/A1
Operation
RT-flex96C
Lubricating Oils
Oil Supplier
AGIP
19 May 2005
System Oil
Cladium 50
Cylinder Oil *a)
Cylinder Oil *b)
> 1.5% sulphur
> 1.5% sulphur
Punica 570
Naval 50
Bardahl
17 Mar 2009
Chevron
18 Sep 2003
Doro AR
Taro Special 70
FL Selenia
10 Oct 2006
MESYS 3006
MECO 5070
Marinol RG 7050
Gdanska
14 Nov 1995
SeaLub Alliance
25 Feb 2009
*1
GulfSea SuperBear 3008
IOC
07 Jun 2006
Servo Marine 0530
Servo Marine 7050
LUKOIL
11 Nov 10
Navigo 6 SO
Navigo 70 MCL
Marinelub 7050
Mexicana de Lubricantes
22 Aug 2008
JX Nippon Oil &
Energy Corporation
10 Dec 2008
Marine S30
Marine C705
Pertamina
1 Oct 2009
Medripal 307
Medripal 570
Petrobras
6 Dec 2006
Marbrax CAD-308
Marbrax CID-57
PetroChina
26 Feb 2008
KunLun DCC3008
KUNLUN DCA 5070H
SK
3 Apr 2007
Supermar AS
Supermar Cyl 70 plus
*1 Limited to bore size of 62 cm
*2
GulfSea Cylcare DCA5070H

Cylinder Oil 5070
Sinopec
15 Nov 2010
*2
*2
*2
Marbrax CID-54-AP
Marbrax CID-55 *C)
*2 Limited to Engines built before 1995
The application must be in compliance with the Wrtsil general lubricating oil requirements and recommendations. Lubricants should be used as recommended
in the Wrtsil Service Bulletin RT18.4 and manuals. The supplying oil company
undertakes all responsibility for the performance of the oil in service to the exclusion of any liability of Wrtsil Switzerland Ltd.
2012-06
6/ 7
RT-flex96C
07501/A1
Operation
Lubricating Oils
7.2
Lubricant for flywheel and pinion gear teeth

Supplier
Brand
Lubrication Engineers Inc.
LE 5182
PYROSHIELD
Klber Lubrication
Mnchen KG
Klberfluid
CF 3 ULTRA
The application must be in compliance with the general requirements and instructions 32061 in the Maintenance Manual. The supplying company undertakes all
responsibility for the performance of the lubricant in service to the exclusion of any
liability of Wrtsil Switzerland Ltd.
7/ 7
2012-06
RT-flex96C
07601/A1
Operation
Operating Media
Cooling Water / Cooling Water Treatment
1.
General
To avoid service stoppages the cooling water must have certain properties, which
generally can only be attained by suitable cooling water treatment. Untreated
cooling water very soon leads to problems in the cooling system due to corrosion
and/or formation of sediments and deposits.
2.
Raw water for closed cooling water circuits

When the cooling system is replenished, the raw water must without fail be totally
desalinated water or condensate water from the fresh water generators. Condensate water is highly corrosive and must therefore be made suitable as a coolant by
the addition of corrosion inhibitors.
Only in exceptional situations should drinking water or process water be used from
the local mains. Its hardness must on no account exceed 10_ dH (German hardness degrees). If the water exceeds this limit, it must be desalinated and brought to
the hardness value indicated below.
Sea water must never be used as raw water because of its high salt content.
The following values should be used as a nominal guide for the desired raw water
quality:
Parameter
Value
Hardness
3 to 10_dH
Chlorides and sulphates content
not more than 100 mg/liter
pH value
8 to 10
If in doubt, a water analysis must be carried out and advice sought from Wrtsil
Switzerland Ltd.
Corrosion protective oils (emulsifiable oils) for treating the cooling water must not
be used. Water-oil emulsions can lead to considerable risks of fouling the cooling
system.
3.
Cooling water in operation

To be suitable, cooling water must (as already mentioned before) be treated by the
applicable and correctly administered corrosion inhibitor. Inhibitors with NITRITE
and BORATE active ingredients give good corrosion protection in service. A list of
proven and tested marketed products can be obtained from Wrtsil Switzerland
Ltd. upon request. The dosage must be strictly adhered to in accordance with the
instructions of the manufacturer, and the coolant must be periodically checked in
service to maintain the correct concentration.
It is recommended that suppliers of inhibitors who can also provide expert advice
for the initial fill as well as for later in service queries be selected.
Coolant leakages have to be topped up by adding the right water amount with the
correctly metered additive. Loss by evaporation has to be made up by appropriate
raw water alone (see above). By doing this an over concentration of inhibitors is
prevented.
The cooling water in the cooling system should have a pH value of 8 to a maximum of 10.
1/ 2
2012-06
07601/A1
Operation
RT-flex96C
Cooling Water / Cooling Water Treatment
4.
Cleaning the cooling water system

For a new fill the complete cooling system must be clean, free from grease and oil
and must not contain any foreign particles or remnants such as swarf from the
manufacturing process.
A replacement of the cooling system water may become necessary if the heat
transfer and with it the cooling effect is diminished by oil or the gradual formation of
sediment and deposits. Such problems will occur earlier where the care of the
cooling water and of the cooling system has not been given the required attention.
The complete system must then be treated with a suitable detergent agent (degreasing, dissolution of chalk and solid sediments). Before filling with the prepared
cooling water, the system must be thoroughly rinsed and all residual acid remnants
must be neutralized.
For this purpose numerous suitable cleaning agents are available, which we do not
list here. We again recommend, however, to consult a firm of specialists for recommendations.
After the cooling system has been cleaned, it must be refilled with suitable water
and corrosion inhibitors and monitored carefully to ensure a long and trouble free
service life.
5.
Antifreeze
Antifreeze is generally not required for ship engines in regular service, and should
thus not be used during operation. However, there may be a need for antifreeze if
vessels are laid up in areas where ambient temperatures can decrease well below
freezing. In such cases, use the minimum amount of anti-freeze to meet the coldest anticipated temperatures. Most commercial antifreeze formulations are
blended for a dilution ratio of about 50/50 with water. Make sure that enough compatible corrosion inhibitor is available in the antifreeze / water blend to ensure satisfactory operation if a lower dilution ratio is used. The recommendations of the
antifreeze and corrosion inhibitor suppliers must be obtained and adhered to.
The heat transfer rate of the cooling system fluid is reduced with increasing antifreeze content. Consequently the engine must be operated at reduced maximum
power if more than 20% antifreeze is used in the cooling system.
2012-06
2/ 2
RT-flex96C
Operation
08001/A2
Operating Troubles
General
1.
General
If the operating and maintenance instructions are conscientiously observed, unforeseen operating interruptions can be avoided to a large extent.
Should a fault occur just the same, do not search for faults at random but investigate possible causes systematically. This applies in particular to difficulties in starting and stopping the engine.
Possible failures listed below are described with their possible causes to be found
in the respective group.
1.1
1.2
Troubles during starting and stopping (see 08101)

D
Engine does not turn when starting
Engine oscillates back at start or fails to attain speed
Engine turns on starting air but receives no fuel oil
Engine does not fire when starting
Individual cylinders do not fire or do not fire properly when starting
Engine fires violently when starting
Engine cannot be stopped
Irregularities during operation (see 08201)

At the same load indication in comparison with previous readings or with data in
the shop trial documents.
1.3
Scavenge air pressure drops
Scavenge air pressure rises
Exhaust temperature before turbocharger rises
Exhaust temperature of individual cylinder rises
Exhaust temperature of individual cylinder drops
Firing pressure of all cylinders drops
Engine speed drops
Exhaust smoky
Engine runs irregularly or misfires at times (individual or all cylinders)
Engine stops by itself
Irregularities in the cylinder cooling water system
Crosshead bearing oil pressure drops to main bearing oil pressure
Cylinder lubrication fails
Trouble with exhaust valve
Surging of turbochargers
Oil mist detector gives alarm
Engine thermally overloaded
Scavenge air pressure excessively high
Troubles and damages with engine parts (see 08401)
Hot running of a piston
Hot running of running gear parts
1/ 2
Pulse / 12.09
08001/A2
Operation
RT-flex96C
General
1.4
Failures and defects of WECS components (see 08501)
12.09 / Pulse
WECS passive failure
WECS common failure
WECS cylinder failure
WECS pressure failure
WECS critical failure (WECS engine failure)
Malfunction of cylinder lubrication
2/ 2
RT-flex96C
08101/A1
Operation
Operating Troubles
Troubles during Starting and Stopping
1.
Troubles during starting
(Designations and part code numbers see Control Diagram 40032)

Case of trouble
Possible causes
Remedial measures
Engine does not turn when

starting
Shut-off valves on starting air bottles are

closed
Open shut-off valves
Starting air pressure is too low
Fill air bottles
Oil pressure, water pressure or air pressure

for air spring are too low, pressure switches
have triggered a SHUT-DOWN
Reset SHUT-DOWN
Inactive control stand
Press corresponding button

for mode transfer or to take
over the control
Failure in remote control system / telegraph

system
Check Remote Control System or contact supplier
Starting interlock by RCS
Check indication of starting

interlock in RCS (turning gear,
shut-down, auxiliary blower),
release interlock
Signal interruption from RCS to WECS9520
Check plugs, activity of CAN

BUS, for loose or broken
wires
Inactive control stand
Press corresponding button

for mode transfer or to take
over the control
Turning gear is engaged, blocking valve 2.13

prevents passage of control air to v. unit E
Disengage turning gear
Control valve 2.05 to starting air shut-off

valve is either jammed or does not open fully.
Clean control valve 2.05
Starting from control room:
Starting at the engine:
Solenoid valves ZV7013C and ZV7014C fail in Clean or replace, check cabling
valve unit
E
Plug(s) removed from solenoid valve(s) in

valve unit E
Plug in
Shut-off valve for starting air is in position

CLOSED (closed by hand)
Turn shut-off valve to position

AUTOMAT
Shut-off valve for starting air does not open,

being stuck; non-return valve is jammed and
does not fully open
Clean and overhaul shut-off

valve completely
Auxiliary blowers do not run
Start auxiliary blowers
Air flaps in scavenge air receiver defective

(no pressure can be built up by the auxiliary
blowers)
Overhaul or replace air flaps
No air spring pressure or pressure too low
Open shut-off cock 4.08 in

control air supply unit A
check pressure (see 40031
Control air supply unit)
1/ 5
2006
08101/A1
Operation
RT-flex96C
Case of trouble
Engine oscillates on starting or fails to come up to

speed
Possible causes
Remedial measures
Non-return valve (4.06) on exhaust valve

wrongly fitted, heavy knocking noises and
valve does not completely close
Check and fit properly (see

Maintenance Manual 27512)
Starting valves jammed or plug not connected
Overhaul starting valves or

reconnect plug
Different causes
Try to start in opposite running direction
Individual cylinders receive either no, or insufficient starting air (restriction in starting air
piping, solenoid valve(s) ZV7241C (to 54C)
seized, cabling interrupted to FCM20 module)
Check starting air piping,

flame arrester and remedy restriction, clean or replace corresponding solenoid valve(s),
check electric signal
Starting air pressure too low
Fill air bottles
Stop valve 4.36 before exhaust valve drive

closed (oil supply)
Open stop valve 4.36
Wrong positions of shut-off valves and ball

cocks in servo and control oil system
Check positions (see 01301)
Engine turns on starting air Speed control system is defective, does not
but receives no fuel oil, reg- release regulation of fuel injection quantity
ulation of fuel injection
quantity is in Pos. zero %
See documentation of remote

control supplier. Check electric signal from speed control
system to WECS9520
Fuel rail pressure too low, connection between actuators and regulating linkage disconnected
Fit connecting rods (see

Maintenance Manual 58011)
Fuel rail pressure too low, regulating linkage

blocked in position zero
Check regulating linkage, repair damage
Fuel rail pressure too low, knurled screw of

fuel pressure control valve 3.06 not at lower
stop
Check fuel pressure control

valve 3.06 (see 05151)
Piston or control slide in injection control unit

3.02, piston in pre-control valve ZV7201
seized
Replace injection control unit

or pre-control valve (see
05151)
Shut-off valves in high pressure circuit on engine (fuel) closed
Open shut-off valves (see

01201)
Heavy leakage in high pressure circuit (fuel)

on engine
Check for leakage, see

80191 Fuel leakage system
Engine turns on starting air

but receives no fuel oil
Fuel booster pressure is insufficient, pressure Adjust fuel booster pressure

retaining valve is set too low, booster pump
does not discharge
Shut-off valves before engine closed
2006
2/ 5
Open shut-off valves
RT-flex96C
08101/A1
Operation
Case of trouble
Possible causes
Remedial measures
No ignitions when starting
Injected fuel quantity is too small, speed setting is in too low a position
Readjust speed setting
Fuel oil is either unsuitable or its viscosity is

too high
Prepare fuel oil system (see

01201)
Starting air pressure is insufficient to turn engine over fast enough
Fill air bottles
Auxiliary blower or air flaps in scavenge air

receiver defective
Overhaul or replace auxiliary

blower or air flaps
Compression pressures are too low, piston

rings in poor condition, exhaust valves do not
close properly
Replace piston rings, grind

seating surfaces of valve
head and valve seat
High pressure circuit leaking (fuel pump, intermediate fuel accumulator, rising pipe, fuel
rail, injection control unit)
Investigate and remedy leakage with control oil pump in

service; pipe (tool 94583) between fuel rail and control oil
rail connected
Injection control unit cut out by WECS9520

(function)
Switch on injection in remote

control (user parameter Inj.
RUN)
Connections leaking on injection control unit
Tighten properly, regrind sealing faces
Pre-control valve valve(s) ZV7201C (to H)

defective
Replace defective pre-control

valve valve(s)
No electric signal to pre-control valve(s)

ZV7201C (to H)
Check cabling, check LEDs

on FCM20 module, if necessary replace it
Exhaust valve malfunction, no electric signal

to pre-control valve valve(s) ZV7201A/B (to
14A/B)
Check cabling, check LEDs

on FCM20 module, if necessary replace it
Injection nozzles leaking, nozzle needles

sticking
Replace injection nozzles
Individual holes in injection nozzle blocked
Replace nozzle tip
Compression pressure in cylinder insufficient

to ignite fuel oil

seating surfaces of valve
head and valve seat
Exhaust valve spindle seized
Replace defective parts
FCM20 module, power supply interrupted,

plug removed or wrongly connected, internal
failure
Switch on power supply, connect plug, replace FCM20

module
Piston in exhaust valve drive (actuator) 4.10,

slide rod in 3/2-way valve or piston in precontrol valve ZV7201 seized
Replace whole unit
Individual cylinders do not

fire or do not fire properly
when starting
3/ 5
2006
08101/A1
Operation
RT-flex96C
Shut off exhaust valve drive closed with shutoff plugs (tools 94586) or stop valve 4.36
Replace tools 94586 by plugs

4.32 & 4.33 (original) or open
stop valve 4.36, see 05201
Starting valves do not open, either being

stuck or damaged or getting no signal
Overhaul or replace starting

valves, check cabling
4/ 5
RT-flex96C
Operation
08101/A1
Case of trouble
Possible causes
Remedial measures
Violent firing when starting
Fuel rail pressure too high, fuel regulation

fails
Check power supply, cabling,

regulating linkage
Cylinders were over-lubricated before starting, accumulation of cylinder oil in combustion spaces
Reduce speed setting (fuel injection quantity) till oil accumulation has burned, avoid
over-lubrication
Auxiliary blowers were not running during

previous starting attempts, accumulation of
fuel oil in combustion space
Reduce speed setting (fuel injection quantity)
Fuel injection quantity (start fuel charge) is

set too high
Reduce speed setting (fuel injection quantity)
Fuel limiter is set too high
Readjust setting to standard

value
2.
Troubles with stopping
Case of trouble
Possible causes
Remedial measures

with rotary switch or telegraph in control room
Cable connector defective
Stop engine with EMERGENCY STOP button (see

Shutting Down 03101)

with rotary switch on local
control panel
Cable connector defective
Stop engine with EMERGENCY STOP button (see

Shutting Down 03101)
5/ 5
2006
RT-flex96C
08201/A2
Operation
Operating Troubles
Irregularities During Operation
At the same load indication in comparison with previous readings or with data in
the acceptance records:
Case of trouble
Possible causes
Remedial measures
Scavenge air pressure

drops
Scavenge air cooler fouled on air side

Water separator fouled or damaged
See 66061 Air side cleaning

of the SAC in service
High intake temperature before turbocharger
Ensure air intake
Diffusor, blower and inducer to turbocharger

fouled or damaged
See Cleaning the Turbocharger in Operation 65101 and

Manual of Turbocharger
Silencer before turbocharger fouled

Turbine rotor blading fouled or damaged
Nozzle ring of turbocharger damaged
Exhaust gas boiler (plant side) fouled, increased resistance or back pressure after
turbine respectively
Clean at first opportunity
Scavenge air pressure rises Nozzle ring of turbocharger fouled or partially

choked
See Cleaning the Turbocharger in Operation 65101
Exhaust temperature before Air deficiency due to defect or considerable

turbocharger rises
fouling of turbocharger, silencer or scavenge
air cooler
See Cleaning the Turbocharger in Operation 65101,

66061 Air side cleaning of
the SAC in service and
Exhaust temp. of individual

cylinders rises
Exhaust temp. of individual

cylinders drops
Air flaps in scavenge air receiver fouled or

defective
Clean, overhaul or replace
Injection nozzles worn
Replace
High intake temperature before turbocharger
Ensure air intake
Scavenge ports in cylinder liner dirty
Clean
Air flaps in scavenge air receiver fouled or

defective
Clean, overhaul or replace
Injection nozzles worn
Replace
Scavenge ports in cylinder liner dirty
Clean
Fire in piston underside space
see Measures against Fouling

and Fires in the Scavenge Air
Spaces 04501
Exhaust valve leaking
Grind valve seat and head
Exh. thermometer of resp. cylinder defective
Replace
Injection nozzles in poor condition, nozzle tip

broken
Replace nozzle tip
The respective cylinder receives less fuel oil

due to leaking HP pipes or injection valves
Grind sealing faces or replace

defective parts
Exhaust valve does not open, exhaust valve

drive or its pressure pipe defective
Cut out injection and exhaust

valve drive of respective cylinder (see 05101 & 05201)
Exh. thermometer of resp. cylinder defective
Replace
1/ 6
2006
08201/A2
Operation
RT-flex96C
Case of trouble
Possible causes
Remedial measures
Firing pressure of all cylinders drops
Spring fracture in connecting unit of shaft en- Replace

coder drive (crank angle sensor unit)
Control oil pressure too low, control oil pumps Replace control oil pumps at
failed (resulting in wrong begin of injection)
next opportunity (see 05251)
Engine speed drops
Speed setting from speed control system reduced or limited
Check speed control system
Fuel injection quantity from speed control

Normal situation
system limited to avoid overload at heavy sea
Exhaust smoky
2010-07
Hull resistance increased due to growth/ageing, propeller damaged
See Interrelationship between

Engine and Propeller 00701
Defect in an injection control unit, defective

HP piping to injection valves
Cut out or replace (see

05101 and 05151)
Fouling of air and exhaust gas passages
See section 1 Scavenge air

pressure drops
Air deficiency! Fouling of either gas or air

side of turbocharger, scavenge air cooler, air
flaps in receiver, scavenge ports in cylinder
liners or fouling in exhaust boiler
See section 1 Scavenge air

pressure drops
Engine overloaded
Reduce fuel injection quantity
Engine runs with excessive cylinder lubricating oil
See 72181 and 72182
Injection nozzles atomize fuel oil incompletely, e.g. due to trumpet formation, eroded
or blocked spray holes
Clean, check and readjust or

replace
Fuel oil unsuitable or of too high a viscosity,

insufficiently pre-heated
See 02701 Recommended

viscosity before fuel pumps
Compression pressure too low, piston rings

leaking, exhaust valve leaking

valve seat and head
Bores in vent screw for upper housing of

exhaust valve choked up, exhaust valves
close too late
Check and clean
Servo oil pressure too low, actuating oil pressure supply interrupted, servo oil pump control defective, oil leakage
Check oil flow, investigate

and remedy leakage
No or only one auxiliary blower runs at part

load
Switch on auxiliary blowers
2/ 6
RT-flex96C
08201/A2
Operation
Case of trouble
Possible causes
Remedial measures
Engine runs irregularly or

misfires at times, individual
or all cylinders
High water content in the fuel oil
See 07201 Treatment of

heavy fuel oils and treatment
plant
Fuel oil temperature before fuel pumps too

low or too high
See 02701 Recommended

viscosity before fuel pumps
Pressure in the fuel rail too low, disturbance

with fuel pressure control valve 3.06, one or
several fuel pumps do not deliver fuel
See 05151 Defective fuel

pressure control valve 3.06,
check pressure transmitter
Engine stops by itself (with- Fuel oil daily tank empty or fuel supply interout shut-down indication)
rupted, fuel oil filters choked, booster pump
failed, faulty switching, fuel rail pressure too
low, regulating linkage defective, fuel leakage
Top up daily tank, clean filter,

investigate other causes and
remedy them, check regulating linkage, repair fault, investigate and remedy leakage
Failure in electric power supply to

WECS9520
Remedy cause and restart

WECS9520
Speed setting system defective, e.g. broken

wires
Clear fault
Engine fails at heavy sea
Switch on Heavy Sea Mode

see 40023 User parameters
Irregularities in cylinder
cooling water system
Air collecting in cooling spaces or in pipes

due to insufficient venting
Vent
Pressure fluctuates:
Drop of static pressure at inlet to cooling water pump due to throttling in return pipe or
draining of expansion tank
See plant instructions
Exhaust gases blowing into cooling water

due to a crack (cylinder liner, cylinder cover,
valve cage)
See Operation with Water

Leakage into the Combustion
Chamber 05451
Shut-off valves in pipes of affected cylinders

shut by mistake or defective
Open or replace
Cooling spaces insufficiently vented
Vent
Cooling water pipes or water passages

choked, insufficient water flow
See Cooling Water / Cooling

Water Treatment 07601
Piston running hot
See Troubles and Damages

with Engine Parts 08401
Exhaust gases blowing into cooling water

due to a crack (cylinder liner, cylinder cover,
valve cage)
See Operation with Water

Leakage into the Combustion
Chamber 05451
Plant side faulty (regulating valve, cooling

water cooler etc.)
See plant instructions
Increased cooling water

temperature at outlet of
individual cylinders:
Increased cooling water

temperature on all cylinders:
Crosshead bearing oil pres- Crosshead bearing oil pump failed, oil feed
sure drops to main bearing effected via non-return valve from main bearoil pressure
ing oil system
3/ 6
Reduce engine load to 40%.

Repair crosshead bearing oil
pump as soon as possible,
until then raise main bearing
pressure as much as possible
2006
08201/A2
Operation
RT-flex96C
Cylinder lubrication
Full or partial failure of cylinder lubrication leads to earlier wear of piston rings and
cylinder liners. However, it may also lead to piston seizure. Only in emergencies,
and then at reduced power and only for the minimum possible time, should an engine be operated without cylinder lubrication.
Failures and defects in the cylinder lubricating system cause failure messages in
the WECS9520 which are led to the alarm and monitoring system.
In addition LEDs on the ALM20 modules light up indicating the relevant failures
and defects (see also 08501 Malfunction of cylinder lubrication and 72181
LED indications).
Case of trouble
Possible causes
Remedial measures
Cylinder lubrication fails

Lack of lubricating oil:
Daily tank empty, shut-off valve before lubricating oil filter 8.17 closed or filter element
clogged
Top up daily tank, open shutoff valve, exchange or clean

filter element
Shut-off valve (lubricating oil) on lubricating

pump(s) closed or air in cylinder lubricating
system
Open shut-off valve (lubricating oil) or vent cylinder lubricating system (filter, pump,
pipes to lubricating quills)
One or several lubricating quill(s) blocked on

cylinder liner
Check lubricating quill(s), if

necessary overhaul it(them)
or replace defective parts
Failure of lubricating pump: No or too low servo oil pressure
4/2-way solenoid valve, pressure transmitter

or pump body defect
2006 / Pulse
4/ 6
Open stop valves 4.305 & 6,

check servo oil pressure, adjust pressure on pressure reducing valves 8.111 & 2 if
required or check and adjust
settings of shut-off valves on
lubricating pump
Replace defective parts (see
documentation of lubricating
pump manufacturer)
RT-flex96C
08201/A2
Operation
Case of trouble
Possible causes
Remedial measures
Troubles with exhaust valve Step piston in exhaust valve defective

Exhaust valves knock:
Exhaust valve does not

open:
Exhaust valve does not

shut:
Overhaul, replace
Oil feed to exhaust valve drive insufficient
Open stop valve 4.36
Strainer holes in vent screw to exhaust valve

considerably enlarged (erosion)
Replace vent screw
Leakage in hydraulic piping
Remedy leakage, replace piping
Heavy leakage in hydraulic valve drive
Remedy, if necessary replace

parts
Non-return valve 4.35 in exhaust valve drive

defective
Overhaul, replace
Piston in exhaust valve drive (actuator) 4.10,

slide rod in 3/2-way valve seized
Replace exhaust valve drive

as whole unit
Pre-control valve (rail valve) defective or

cable plug loose
Pre-control (rail valve) or reconnect cable plug (see

05251)
Air spring pressure too low (t 2 bar)
Investigate cause: leakage,

pressure reducing valve,
pressure in starting air bottles
Exhaust valve shank or step piston seized
Overhaul, replace
Turbocharger
Short, loud howling with simultaneous pressure fluctuations on the air side.
When this occurs sporadically, surging does not directly affect the engine, but the
air flow rate is diminished.
Case of trouble
Possible causes
Remedial measures
Surging of turbochargers
Overload, air deficiency
See Cleaning the Turbocharger in Operation 65101,

66061 Air side cleaning of
the SAC in service and
Cylinder fails (injection, exhaust valve drive)
Check injection control and

exhaust valve drive
5/ 6
2006
08201/A2
Operation
RT-flex96C
Oil mist detector

Risk of explosion! Keep away from engine! Particularly avoid areas next to explosion relief valves (see Instruction Concerning the Prevention of Crankcase Explosions 04601).
Case of trouble
Possible causes
Remedial measures
Oil mist detector gives

alarm
Part of a running gear getting hot
Reduce load (rpm) immediately

Stop engine as soon as the
situation permits
Investigate cause, remedy as
far as possible (see Safety
Precautions and Warnings
02101 & Troubles and Damages with Engine Parts
08401)
Exhaust Waste Gate

On engine equipped with an exhaust waste gate, failures and defects of the exhaust waste gate and Low-Load Tuning cause excessive thermal engine overload
or a too high scavenge air pressure.
Case of trouble
Possible causes
Remedial measures
Engine thermally overloaded

(slow-down released)
Butterfly valve remains in OPEN position at

load range < 85%
Reset screw for manual

operation at solenoid valve
ZV7076C (see 81351)
Overhaul (replace) butterfly
valve
As a temporary countermeasure install blind flange in exhaust bypass and operate engine only up to 85% load
Scavenge air pressure excessively high

(slow-down released)
Butterfly valve stuck in CLOSED position at

load range > 85%
Overhaul (replace) butterfly

valve
Check function of solenoid
valve, overhaul or replace the
latter
As a temporary countermeasure operate engine only up
to 85% load
12.09
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RT-flex96C
08401/A2
Operation
Operating Troubles
Troubles and Damages with Engine Parts
1.
Hot running of a piston

Possible indications:
(although the combustion is in order)
D
Increase of piston cooling oil outlet temperature
Increase of jacket cooling water outlet temperature
Increase of piston underside temperature
Possible causes
Remedial measures
Gas blow-by via defective or worn piston rings
Cut out injection of affected cylinder for a while (see

05101)
Scuffing at cylinder liner surface due to lack of

cylinder lubricating oil
Increase cylinder lubrication oil feed rate of affected cylinder

with user parameter Lubrication > Feed Rate (see
72181 Adjusting the feed rate of lubricating oil)
Should temperature still not drop, or rise again after injection
is cut in, cut injection out again (see 05101) and stop engine as soon as possible, then wait until cylinder and piston
have cooled down
Check running surface of piston and cylinder liner
If the damage is slight, seizure portions can be smoothed
out with an oil stone
If the damage is heavy, replace piston, piston skirt and cylinder liner
Should a replacement of these parts not be feasible for any
reason, remove piston, taking necessary precautions (see
05401)
2.
Hot running of running gear parts
Possible causes
Remedial measures
Defective oil pipe or pipe connection
Reduce speed (power) and increase bearing oil pressure
Water in lubricating oil (rusty journals)

Dirt in lubricating oil
If temperature continues to increase, engine has to be

stopped and allowed to cool down
Physical damage to bearing or journals during

fitting
Take necessary precautions for preventing crankcase explosions (see 04601)
Insufficient bearing clearance
Inspect and dismantle bearing which has been running hot
Bearing deformation (waisted studs not tightened according to instructions)
Depending on possibilities, either overhaul or replace damaged parts, or remove defective running gear (see 05401)
Insufficient bearing oil pressure (check pressure gauge and oil pressure monitoring system)
Level in oil tank too low. Pump partially drawing air
1/ 1
Pulse / 2006
RT-flex96C
Operation
08501/A2
Operating Troubles
Failures and Defects of WECS Components
Overview
1.
2.
3.
4.
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/36
LED indications on FCM20 module . . . . . . . . . . . . . . . . . . . . 2/36
LED indications on ALM20 module . . . . . . . . . . . . . . . . . . . . 3/36
Failure indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/36
Failure grouping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/36
Failure of pulse lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/36
Blink code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/36
WECS passive failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6/36
WECS common failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15/36
WECS cylinder failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27/36
WECS pressure failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31/36
WECS critical failure (WECS engine failure) . . . . . . . . . . . . . 34/36
Malfunction of cylinder lubrication . . . . . . . . . . . . . . . . . . . . 35/36
General
Failures and defects of WECS components cause failure messages which are led
to the operator flexView and alarm and monitoring system.
The following tables are an overview helping to interpret all failure indications. An
additional blink code of the LEDs is provided on the FCM20 or ALM20 modules
in order to render more precisely if there are several failure indications.
1/ 39
Pulse / 12.09
08501/A2
Operation
RT-flex96C
2.
LED indications on FCM20 module
A
Inject
1
X11 X12
01
09
FCM20
flex Control Module
3
08
Part No:
Ser. No:
HW Rev:
Prod. Date:
16
Exhaust X13 X14

17
25
Start Vlv
Bin Out
3
24
32
X16 X15
PWM
Power
IN
S+ 33
S
S+
S
40
3
1
3
X22
49
X24 In/Out
ID
65
InjQ
ExD
ExF
AI1
AI2
72
AI3
X25
CA PF
73
CA1
CA2
80
X26
81
56
CAN
S1
S2
M
ModBus
X23
88
57
X27
89 In/Out
BI1
3
64
96
HIGH SIDE
SSI
CA1
CA2
AQ
Module
PF
SW
Fail
LOW SIDE
Key to Illustration: A
1
2
3
4
Connector (COMBICON)
Cable holder
Screw
LEDs
Remark: Screws 3 of connectors 1 and cable holders 2 must always be tightened!
The LEDs are not directly connected with the connector nearby. Only the textlabel
next to them indicates their meaning.
12.09
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RT-flex96C
08501/A2
Operation
3.
LED indications on ALM20 module
B
1
4
2
4
4
PART NO :
SER. NO :
HW REV. :
PROD. DATE :
014.537/06
014.538/06
Key to Illustration: B
1
2
3
4
Connector (COMBICON)
Control box 41.nn
Screw
LEDs
3/ 39
Pulse / 12.09
08501/A2
Operation
RT-flex96C
4.
Failure indications
4.1
Failure grouping
All WECS failure indications are part of the following failure groupings and are always indicated together with the corresponding group.
Failure group
4.2
Failure effects
Measures
WECS passive failures
Failures of redundancy systems (fail- Investigate cause and repair at

ure of a redundant component, sysearliest opportunity
tem or an assembly), do not have direct influence on engine operation
WECS common failures
Failures of common kind, have little

influence on engine operation
Investigate cause and repair at

earliest opportunity
WECS cylinder failures
Failures that result in loss of a cylinder resulting in engine power reduction, trigger an immediate slow-down
in safety system
Immediate repair required for

unrestricted engine operation
WECS pressure failures A few failures in pressure systems of

the engine (fuel, servo oil rail etc.)
affecting whole engine, trigger an immediate slow-down in safety system
Overriding of slow-down is not

recommended, immediate repair
required for unrestricted engine
operation
WECS critical failures

(WECS engine failures)
Must be repaired immediately to restart the engine
Failures affecting an engine stop by

the WECS
Failure of pulse lubrication

Type of failure
Failure effects
Measures
WECS lubrication
passive failures
Failures do not have direct influence Investigate cause and repair at earlion cylinder lubrication, however, they est opportunity
trigger a WECS passive failure, i.e.
failures of redundancy systems
(power supply, CAN Bus to ALM20
or FCM20 modules)
malfunction Cyl. #n
Failures cause malfunction of cylinImmediate repair required for unreder lubrication of a cylinder triggering stricted engine operation
a slow-down in safety system
Fuel injection of corresponding cylinder should be cut out until failure has
been remedied
malfunction
Failures that result in loss of cylinder

lubrication triggering a slow-down in
safety system
Immediate repair required for unrestricted engine operation

Fuel injection of corresponding cylinder should be cut out until failure has
been remedied
Additional information of flexView alarm journal:

The alarm journal of flexView displays additional helpful details, if flexView is
brought to access level Adjust. Go to page ADJUST attemping to change any parameter. A password (flexView) is asked and when its entered, the new access
level is set. No any parameter must be changed.
12.09 / Pulse
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RT-flex96C
08501/A2
Operation
4.3
Blink code
RED LED Fail.:
The RED LED Fail. indicates a failure on the corresponding FCM20 module and
whether the failure status is active or inactive on YELLOW LEDs.
Failure status
LED Fail.
active (present failure)
blinking
inactive (old failure)
permanently on
no failure
off (dark)
Remark: Due to the location of control boxes E95.01 to E95.14, danger of mistakes exist with the view of the LEDs on FCM20 modules. Therefore, always
make sure that the correct LEDs are checked!
2x represents failure code
any yellow LED
Past failure
displayed during one hour
fail LED
starts every 30 seconds or after
displaying of a current failure
2x represents failure code
Current failure
yellow LED
fail LED
starts repeating as long as
current failure occurs
Startup:
Right side (low side):
After switching power ON, the LEDs SSI (CA1, CA2) and CAN (S1, S2 and M) are
lighting red about four seconds. The fail LED is lighting red about two seconds.
Thereafter the yellow LEDs In/Out (from InjQ to AI3), CAN (S1, S2, and M) and the
green SW LED lights up.
Left side (high side):

After switching power ON, the green Power IN LED lights up.
5/ 39
12.09
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Operation
RT-flex96C
4.4
WECS passive failure
Failure text
ME scavenge air pressure sensor #1 meas. fail.

Failure LED:
FCM20 No.
LED
#03
AI2
Blink intervals
Yellow
1x
Cause: Sensor signal < 2mA or > 22mA

Fault finding, remedies:
Check pressure transmitter PT4043C
Check supply voltage 24 VDC on plug X27 (terminals 94+/96) in E95.03 and
on transmitter plug (2+/1)
Check cabling from pressure transmitter PT4043C to E12 and E95.03
Re-establish proper wiring from pressure transmitter PT4043C to E95.03
Exchange pressure transmitter PT4043C if necessary
Failure LED:
FCM20 No.
LED
#03
AI2
Blink intervals
Red
None
Cause: A short circuit of the sensor power supply is in addition to the failure text indicated by a steady red LED
Failure text
Unplug pressure transmitter PT4043C and plug X27 in E95.03
Measure cables with multimeter on plug X27 terminal 94 and 95 against each
other and against ground for short circuit or earth fault
Exchange damaged cables or provisionally fix with insulation tape for remedy
until spares are available
Measure transmitter for earth fault, replace pressure transmitter PT4043C if required
If red LED remains ON with disconnected X27, replace FCM20 module #03
ME scavenge air pressure sensor #2 meas. fail.

Failure LED:
FCM20 No.
LED
#04
AI2
Blink intervals
Yellow
1x
Cause: Sensor signal < 2mA or > 22mA

Check pressure transmitter PT4044C
on transmitter plug (2+/1)
Check cabling from pressure transmitter PT4044C to E12 and E95.04
Failure LED:

FCM20 No.
LED
#04
AI2
Blink intervals
Red
None
12.09
Measure cables with multimeter on plug X27 terminal 94 and 95 against each
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RT-flex96C
08501/A2
Operation

Failure text
ME servo oil pressure sensor #1 meas. fail.

Failure LED:
FCM20 No.
LED
#01
AI2
Blink intervals
Yellow
1x
Cause: Sensor signal < 2 mA or > 22 mA (failure signal release is 3 seconds delayed)
Check pressure transmitter PT2071C on servo oil rail
on transmitter plug
Check cabling from pressure transmitter PT2071C to E95.01
Failure LED:
FCM20 No.
LED
#01
AI2
Blink intervals
Red
None
Failure text
Measure cables with multimeter on plug X27 terminals 94 and 95 against each
ME servo oil pressure sensor #2 meas. fail.

Failure LED:
FCM20 No.
LED
#02
AI2
Blink intervals
Yellow
1x
Check pressure transmitter PT2072C on servo oil rail
on transmitter plug
Failure LED:
FCM20 No.
LED
#02
AI2
Blink intervals
Red
None
7/ 39
12.09
08501/A2
Operation
RT-flex96C
Failure text
ME fuel rail pressure sensor #1 meas. fail.

Failure LED:
FCM20 No.
LED
#03
AI1
Blink intervals
Yellow
1x
Check pressure transmitter PT3461C on fuel rail
Check supply voltage 24 VDC on plug X25 (terminal 79+ / housing ) in E95.03
and on transmitter plug
Failure LED:
FCM20 No.
LED
#03
AI1
Blink intervals
Red
None
Remark: ID fault FCM20 module #03 comes up
Failure text
ME fuel rail pressure sensor #2 meas. fail.

Failure LED:
FCM20 No.
LED
#04
AI1
Blink intervals
Yellow
1x
Cause: Sensor Signal < 2 mA or > 22 mA (failure signal release is 3 seconds delayed)
Check pressure transmitter PT3462C on fuel rail
Check supply voltage 24 VDC on plug X25 (terminal 79+ / housing ) in E95.04
and on transmitter plug
Failure LED:
FCM20 No.
LED
#04
AI1
Blink intervals
Red
None
12.09
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RT-flex96C
08501/A2
Operation

Failure text
WECS module FCM20 #00 fail.

Failure LED:
FCM20 No.
LED
#00 (E90)
Fail
Blink intervals
Red or None
None
Cause: Missing communication on CAN S1 and CAN S2 bus on FCM20 module #00
No heartbeat signal from this module received by the remaining modules in the
system on either S-bus
Check that both CAN S-bus plugs X22 and X23 are correctly inserted
Check that wiring of S-bus cables to plugs X22 and X23 is correct (no mixup of +
and )
Check that FCM20 module #00 is powered1-on
Replace FCM20 online spare module if necessary
Remark: In case of this failure a service computer possibly connected to CAN M

#0 will loose its communication
Failure text
WECS any FCM20 module cyl. ID lost

Failure LED:
FCM20 No.
LED
#00 to #14
ID
Blink intervals
Red
None
Cause: Invalid identification jumper setting on X25

Check cabling address on plug X25 of corresponding FCM20 module

Re-establish proper wiring of identification jumpers on X25 of the corresponding FCM20 module
Remark: If this failure occurs during a running FCM20 module, it will not affect
engine operation
If this failure occurs when the FCM20 module is powered-off or a FCM20
module restarts with this failure present, then the running FCM20 module will
not resume its function and the corresponding cylinder is cut out
Failure text
WECS CAN S-bus connection fail. FCM20 #00

Failure LED:
FCM20 No.
#00 (E90)
LED
S1 or S2
Blink intervals
Red
flashing
Cause: Missing bus connection on CAN S-bus #1 or CAN S-bus #2 on FCM20 #00
module
Check that both CAN S-bus plugs X22 and X23 are correctly inserted on this
online spare module
Re-establish proper cable connection on plugs X22 and X23 on FCM20

online spare module
Cycle modules power supply off and on for this module
Replace the FCM20 #00 module if failure persists
9/ 39
12.09
08501/A2
Operation
RT-flex96C

Failure text
WECS CAN S-/ SSI bus connection fail. FCM20 #nn

Failure LED:
FCM20 No.
LED
#01 to #14
None
Blink intervals
None
None
Cause: Either both CAN S-bus #1 and crankangle signal #1 or CAN S-bus #2 and crankangle signal #2 missing on FCM20 module
Failure:
Check that plug X22 is correctly connected to the corresponding FCM20

module
Connect plug X22 properly to corresponding FCM20 module
FCM20 No.
LED
#01 to #14
S2 and CA2
Blink intervals
Red
None
Cause: Either both CAN S-bus #1 and crankangle signal #1 or CAN S-bus #2 and crankangle signal #2 missing on FCM20 module
Fault finding, Remedies:
Failure text
Check that plug X23 is correctly connected to the corresponding FCM20

module
Connect plug X23 properly to corresponding FCM20 module
WECS CAN S1-bus fail.

Failure LED:
FCM20 No.
LED
#01 to #14
S1
Blink intervals
Red
Flashing
Cause: CAN system bus #1 monitoring / CAN controller failure (failure signal release is 3
seconds delayed)
Check cable connection on corresponding FCM20 module (plug X22, terminals 49/50)
Check proper termination of S1-bus with 120 ohm resistors on first and last
FCM20 plug X22 (refer to el. drawings)
Re-establish proper cable connection corresponding on FCM20 module
Replace the corresponding FCM20 module if failure appears on one module

only
Failure text
WECS CAN S2-bus fail.

Failure LED:
FCM20 No.
LED
#01 to #14
S2
Blink intervals
Red
Flashing
Cause: CAN system bus #2 monitoring / CAN controller failure (failure signal release is 3
seconds delayed)
Check cable connection on corresponding FCM20 module (plug X23, terminals 57/58)
Check proper termination of S2-bus with 120 ohm resistors on first and last
FCM20 plug X23 (refer to el. drawings)
Re-establish proper cable connection corresponding on FCM20 module

only
12.09
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RT-flex96C
08501/A2
Operation

Failure text
WECS Modbus fail. FCM20 #01 or #02

Failure LED:
FCM20 No.
#01 and #02
LED
Modbus
Blink intervals
Dark
None
Cause: Modbus monitoring, no communication (failure signal release is 3 seconds

delayed)
Failure text
Check cable connection in corresponding FCM20 module (plug X23, terminals 63/64) if LED does not light up
Check cabling and connections in control boxes E90 and AMS / PCS boxes
Check proper termination of modbus with 120 ohm resistors on AMS / PCS side
and FCM20 side (refer to el. drawings)
Re-establish proper cabling, connection and termination in the corresponding

FCM20 module and control boxes

only
WECS CAN M-bus fail. FCM20 #01 to #04

Failure LED:
FCM20 No.
LED
#01 to #04
Blink intervals
Red
None
Cause: CAN M-bus monitoring, except FCM20 #00 failure (failure signal release is 3
seconds delayed)
Check cable connection in corresponding FCM20 module (plug X22, terminals 55/56)
Check bus cabling and connections in control box E90:
Check bus cabling on PCS side (FCM20 #01 and #02)
Check bus cabling on ECR manual control panel side (FCM20 #03)
Check bus cabling on LC manual control panel side (FCM20 #04)
Check CAN M-bus cabling on ALM20 modules to FCM20 modules of last

and penultimate cylinders
Re-establish proper cabling, connection and termination at the corresponding

FCM20 module and control boxes
Replace the corresponding FCM20 module if necessary
11/ 39
Pulse / 12.09
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Operation
RT-flex96C

Failure text
ME crank angle #1 fail.

Failure LED:
FCM20 No.
LED
#01 to #14
SSI CA1
Blink intervals
Red
1x
Cause: Crank angle sensor (GT5126C) data transmission failure or FCM20 module
(penultimate cylinder) switched off
If failure is indicated on all cylinder modules, check sensor (GT5126C) and

replace it if necessary
Otherwise check SSI-bus terminating resistors 120 ohm on plug X22 (terminals
51/52, 53/54) of FCM20 #01
If failure is indicated on one module only, check on corresponding module,

whether cable connections are ok on plug X22 (terminals 51/52, 53/54)
If failure indication on a successive group of FCMs: Check SSI-bus cabling on

plug X22 (terminals 51/52, 53/54) from highest failing cylinder and to next
higher cylinder without alarm
Re-establish proper cabling and connection in the corresponding FCM20

module
Re-establish proper SSI-bus terminating resistors 120 ohm on plug X22 (terminals 51/52, 53/54) of FCM20 #01

only
Failure text
ME crank angle #2 fail.

Failure LED:
FCM20 No.
#01 to #14
LED
SSI CA2
Blink intervals
Red
1x
Cause: Crank angle sensor (GT5127C) data transmission failure or FCM20 module
(last cylinder) switched off
If failure is indicated on all cylinder modules, check sensor (GT5127C) and

replace it if necessary
Otherwise check SSI-bus terminating resistors 120 ohm on plug X23 (terminals
59/60, 61/62) of FCM20 #01

whether cable connections are ok on plug X23 (terminals 59/60, 61/62)
If failure indication on a successive group of FCMs: Check SSI-bus cabling on

plug X23 (terminals 59/60, 61/62) from highest failing cylinder and to next
higher cylinder without alarm
Re-establish proper cabling and connection in the corresponding FCM20

module
Re-establish proper SSI-bus terminating resistors 120 ohm on plug X23 (terminals 59/60, 61/62) of FCM20 #01

only
12.09
12/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME exhaust valve #nn position meas. fail.

Failure LED:
FCM20 No.
#01 to #14
LED
Ex.D or Ex.F
Blink intervals
Yellow
1x
Cause: Sensors ZT5421C to 34C (driving end) or ZT5441C to 54C (free end) signal
< 2 mA or > 22 mA (failure signal release is 3 seconds delayed)
Check plug on corresponding terminal box E95.21 to E95.34 at cylinder cover
Check corresponding cabling to sensor and FCM20 module (plug X24, terminals 68 to 72)
Re-establish proper cabling and connections in the corresponding FCM20

module and in the terminal box
Replace corresponding sensor if necessary
If failure appears periodically, temporarily plug can be disconnected on terminal box until repair is possible
Failure LED:
FCM20 No.
#01 to #14
LED
Ex.D or Ex.F
Blink intervals
Red
None
Check corresponding cabling to sensor and FCM20 module (plug X24, terminals 68 to 72)
Re-establish proper cabling and connections in the corresponding FCM20

module and in the terminal box
Replace corresponding sensor if necessary
If failure appears periodically, exchange cable-plug assembly to E95 with spare
Remark: Temporarily plug can be disconnected on terminal box until repair is

possible
Failure text
ME start pilot valve #nn loop fail.

Failure LED:
FCM20 No.
#01 to #14
LED
Start Vlv
Blink intervals
Red
None
Cause: Broken connection or short circuit

Failure text
Check plug in terminal box E95.41 to E95.54 at cylinder cover
Check cabling between corresponding solenoid valve and FCM20 module

(plug X15, terminals 33/34) for earth faults, short circuit or bad contact
Re-establish proper cabling and connections between corresponding solenoid

valve and FCM20 module (plug X15)
WECS cylinder lubrication passive failure

Failure LED:
FCM20 No.
LED
None
Blink intervals
None
None
Cause: Interrupted power supply #1 or #2

Check cabling in E85, E90 and E41.xx
Check whether power supply is interrupted by circuit breakers in E85
Re-establish proper cabling and connections in E85, E90 (terminals 40/41) and
E41.xx (plug X2, terminals 21/22)
13/ 39
Pulse / 12.09
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Operation
RT-flex96C

Failure text
WECS cylinder lubrication passive failure

Failure LED:
FCM20 No.
Last or penultimate
LED
CAN M
Blink intervals
Red
None
Cause: No signal communication CAN M#YY or #XX

Check cabling in FCM20 module of last and penultimate cylinders (plug X22,
terminals 55/56)
Check whether defective CAN M-Bus is indicated on ALM20 modules (LED:

CAN1 or CAN2)
Re-establish proper cabling and connections in FCM20 module of last and

penultimate cylinders (plug X22, terminals 55/56)
Re-establish proper wiring of corresponding CAN M-Bus
Failure LED:
ALM20 No.
LED
#01 to #14
Fail
Blink intervals
Red
3x
Cause: ALM20 module occurs an identification failure

12.09 / Pulse
Check corresponding ALM20 module is active, however, after a restarting of

all ALM20 modules, corresponding ALM20 remains inactive
Check cabling address on plug X1 of corresponding ALM20 module
Check on ALM20 modules (plug X1, terminals 16/17) and corresponding resistor (for values see 72181 Resistor on plug X1)
Re-establish correct connections in corresponding ALM20 module (plug X1,

terminals 16/17)
Replace resistor on plug X1 of corresponding ALM20 module
Replace corresponding ALM20 if necessary
14/ 39
RT-flex96C
08501/A2
Operation

4.5
WECS common failure
Failure Text
ME scavenge air pressure sensor #1+2 meas. fail.

Failure LED:
FCM20 No.
LED
#03 and #04
AI2
Blink intervals
Yellow
2x
Cause: Both sensor signals < 2 mA or > 22 mA

Check pressure transmitters PT4043C and PT4044C
Check supply voltage 24 VDC on plugs (X27) and cabling in E12, E95.03 and
E95.04
Check cabling to E12, E95.03 and E95.04
Re-establish proper cabling and connections in E12, E95.03 and E95.04
Replace at least one pressure transmitter immediately
Failure LED:
FCM20 No.
LED
#03 and #04
Blink intervals
AI2
Red
None
Failure Text
Unplug pressure transmitters PT4043 and PT4044C and plugs X27
Measure transmitters for earth fault, replace if required
If red LED remains ON with disconnected plug X27, replace corresponding

FCM20 module
ME scavenge air pressure meas. fail. diff. high

Failure LED:
FCM20 No.
LED
#03 and #04
AI2
Blink intervals
Yellow
3x
Cause: Sensor PT4043C and PT4044C ok, but difference > 0.2 bar (failure signal
release is 5 seconds delayed)
Failure Text
Compare both scavenge air pressure indications in operator interface with

pressure gauge to detect differing pressure transmitter
Check cabling in E12, E95.03 and E95.04
Readjust transmitter or replace it if necessary
ME scavenge air pressure high

Failure LED:
FCM20 No.
LED
#03 and #04
AI2
Blink intervals
Yellow
None
Cause: Malfunction of exhaust waste gate (engine with LLT during high load > ca. 85%)
Cable break of cabeling between FCM20 module #05 (plug X15, terminals
39/40) and solenoid valve ZV7076C or short circuit
Scavenge air pressure > 105% (faillure signal release is 2 seconds delayed)
Remark: Failure is suppressed under following conditons:
Shut-down, stop command, scavenge air pressure sensor # 1+2 meas. fail.
Reduce engine power
Check cabeling between FCM20 Module #05 and solenoid valve ZV7076C
If cabeling ok, check function of butterfly valve (see 81351)
Re-establish proper cabeling and connections between FCM20 module #05

and solenoid valve ZV7076C
15/ 39
12.09
08501/A2
Operation
RT-flex96C
If necessary change butterfly valve or solenoid valve (see 08201 Exhaust

Waste Gate)
16/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME control oil pressure meas. fail.

Failure LED:
FCM20 No.
LED
#05
AI1
Blink intervals
Yellow
1x
Check pressure transmitter PT2081C on control oil rail
Check supply voltage 24 VDC on plug X25 (terminal 79/80) in E95.05 and on
transmitter plug
Failure LED:
FCM20 No.
LED
#05
Blink intervals
AI1
Red
None
Failure text
ME control oil pressure low

Failure LED:
FCM20 No.
LED
#05
AI1
Blink intervals
Yellow
5x
Cause: Control oil pressure < 170 bar and > 100 bar (failure signal release is 50 seconds delayed)
Remark: Failure is suppressed under following conditions:
Slow turning, air run and control oil meas. fail.
Check: Is at least one pump in operation? In case of too low pressure, 2nd
pump should start
Check oil supply of bearing oil system and pressure after automatic filter
Is drain valve 3.68 (control oil rail DE or FE) open or leakage in control oil system?
Adjust or replace retaining/safety valves 3.73
Check control oil pumps for damage
Manually start 2nd pump if required
Eliminate leakages in the control oil system
17/ 39
12.09
08501/A2
Operation
RT-flex96C

Failure text
ME control oil pump #1 fail.

Failure LED:
FCM20 No.
#03
LED
Bin Out
Blink intervals
Yellow
1x
Cause: Control oil pump #1 fail (failure signal release is 5 sec delayed)
Remark: Control oil pump #1 switched on, pressure transmitter PT2081C measure Ok and control oil pressure is very low
Failure text
Check on starter control box: overload trip, is pump hot?
Check cable connection between starter control box, E90 and FCM20 module
in E95.03 (plug X15, terminals 38/39)
If there is no pressure but pumps are running, check valves in distributor block,
leakage alarm from LS2085A?
Re-establish proper wiring between starter control box, E90 and FCM20 module #03 (plug X15, terminals 38/39)
ME control oil pump #2 fail.

Failure LED:
FCM20 No.
#04
LED
Bin Out
Blink intervals
Yellow
1x
Cause: Control oil pump #2 fail (failure signal release is 5 sec delayed)
Remark: Control oil pump #2 switched on, pressure transmitter PT2081C measure Ok and control oil pressure is very low
12.09
Check on starter control box: overload trip, is pump hot?
Check cable connection between starter control box, E90 and FCM20 module
in E95.04 (plug X15, terminals 38/39)
If there is no pressure but pumps are running, check valves in distributor block,
leakage alarm from LS2085A?
Re-establish proper wiring between starter control box, E90 and FCM20 module #04 (plug X15, terminals 38/39)
18/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME servo oil pressure sensor #1+#2 meas. fail.

Failure LED:
FCM20 No.
LED
#01 and #02
AI2
Blink intervals
Yellow
2x
Cause: Both sensor signals < 2 mA or > 22 mA (failure signal release is 3 seconds
delayed)
Check pressure transmitters PT2071C and PT2072C on servo oil rail
Check supply voltage 24 VDC on plugs X27 (terminals 94+/96) in E95.01 and
E95.02 and on transmitter plugs
Check cabling to E95.01 an E95.02
Re-establish proper wiring from pressure transmitter to E95.01 or E95.02
Failure LED:
FCM20 No.
LED
#01 and #02
AI2
Blink intervals
Red
None
Failure text
Unplug pressure transmitters PT2071C and PT2072C and plugs X27
Measure cables with multimeter on plugs X27 terminals 94 and 95 against each
Measure transmitters for earth fault, replace pressure transmitter if required

FCM20 module
ME servo oil pressure meas. fail. diff. high

Failure LED:
FCM20 No.
LED
#01 and #02
AI2
Blink intervals
Yellow
3x
Cause: Sensor PT2071C and PT2072C ok, but difference > 10 bar (failure signal
Failure text
Compare both servo oil pressure indications
With engine stopped and servo oil rail depressurised, establish witch of the
pressure transmitters deviates
If possible, change engine load through a wider range and verify which pressure transmitter does not follow linearly to the changing servo oil pressure
Check cabling in E95.01 and E95.02 of differing pressure transmitter (plug

X27, terminals 94/95)
Re-establish proper cabling of differing pressure transmitter
Replace pressure transmitter PT2071C or PT2072C
ME servo oil pressure high

Failure LED:
FCM20 No.
LED
#01 and #02
AI2
Blink intervals
Yellow
4x
Cause: Servo oil pressure 15 bar > setpoint, engine speed > 8% (failure signal release is
5 seconds delayed)
Pressure controllers not adjusted in servo oil pumps after overhaul
19/ 39
12.09
08501/A2
Operation
RT-flex96C
Dirt particle obstructs the function of a pressure controller

Adjust pressure controllers in servo oil pumps
20/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME servo oil pressure low

Failure LED:
FCM20 No.
LED
#01 and #02
AI2
Blink intervals
Yellow
5x
Cause: Servo oil pressure 15 bar < setpoint, engine speed > 8% (failure signal release is
10 seconds delayed)
Slow turning, air run, shut-down and servo oil pressure very low, control oil
meas. fail.
Check oil pressure after automatic filter
Check control signals and cabling to servo oil pumps
Safety valve 4.23 or drain valve 4.72 on collector block open?
Stop valves before servo oil rail closed?
Pump drive, shaft 4.50 broken (pump temperatur low, no vibrations) or pump
defective
Leakages on the rising pipes between collector block and servo oil rail (leakage
alarm?)
Exchange corresponding pressure controller (CV7221C to CV7226C) if necessary
Eliminate leakages or close corresponding rising pipe with stop valves until repair is possible (see 80161)
Remark: In severe cases temporarily switch off injection and exhaust valve
operation on 1 or 2 units to raise servo oil pressure
Attention: Prevent switching off units in firing order sequence, do not operate
engine near resonance vibrations due to misfiring
Failure text
ME servo oil pump #1 fail.

Failure LED:
FCM20 No.
LED
#03
PWM
Blink intervals
Red
1x
Cause: Setpoint pressure controller of servo oil pump CV7221C > 100 mA (Failure
signal release is 30 seconds delayed)
Check cable connections between pump #1 and E95.03
Check plug connection on pressure controller CV7221C
FCM20 #03 in E85 switched off
Re-establish proper cabling and connections between pump #1 and E95.03
If necessary change pressure controller CV7221C
Failure text

Failure LED:
FCM20 No.
#04
LED
PWM
Blink intervals
Red
1x
Cause: Setpoint pressure controller of servo oil pump CV7222C > 100 mA (failure signal
21/ 39
12.09
08501/A2
Operation
RT-flex96C

Failure text

Failure LED:
FCM20 No.
LED
#05
PWM
Blink intervals
Red
1x
Failure text

Failure LED:
FCM20 No.
#06
LED
PWM
Blink intervals
Red
1x
ME servo oil pump #5 fail. (for 10 to 14 Cyl. only)
Failure text
Failure LED:
FCM20 No.
#07
LED
PWM
Blink intervals
Red
1x
ME servo oil pump #6 fail. (for 14 Cyl. only)
Failure text
Failure LED:
FCM20 No.
#08
LED
PWM
Blink intervals
Red
1x
12.09
22/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME fuel rail pressure sensor #1+#2 meas. fail.

Failure LED:
FCM20 No.
LED
#03 and #04
AI1
Blink intervals
Yellow
2x
Cause: Both sensor signals < 2 mA or > 22 mA (failure signal release is 3 seconds
delayed)
Check pressure transmitters PT3461C and PT3462C on fuel rail
Check supply voltage 24 VDC on plugs (X25, terminal 79 and ground) and
cabling to E95.03 and E95.04
Check cabling to E95.03 and E95.04
Re-establish proper wiring from pressure transmitter to E95.03 or E95.04
Failure LED:
FCM20 No.
LED
#03 and #04
AI2
Blink intervals
Red
None
Unplug pressure transmitters PT 3461C and PT3462C and plugs X25
Remark: ID fault FCM20 module #03 and #04 come up
Failure text
Measure transmitters for earth fault, replace pressure transmitter if required

FCM20 module
ME fuel rail pressure meas. fail. diff. high

Failure LED:
FCM20 No.
LED
#03 and #04
AI1
Blink intervals
Yellow
3x
Cause: Sensor PT3461C and PT3462C ok, but difference > 50 bar (failure signal
Compare both fuel rail pressure indications
With engine stopped and fuel rail depressurised, establish witch of the pressure transmitters deviates
If possible change engine load range to vary fuel rail pressure and verify which
sensor does not follow linearly
Check cabling of differing pressure transmitter (plug X25, terminal 79/80)
Re-establish proper cabling of differing pressure transmitter
Replace pressure transmitter if necessary
23/ 39
12.09
08501/A2
Operation
RT-flex96C

Failure text
ME fuel rail pressure high

Failure LED:
FCM20 No.
LED
#03 and #04
AI1
Blink intervals
Yellow
4x
Cause: Fuel rail pressure 100 bar > fuel pressure setpoint (failure signal release is 10
seconds delayed)
Remark: Failure is suppressed at engine stand still
Check regulating linkage for free movement
Check if fuel pump actuators are switched on and working
Check for actuator alarms in alarm monitoring system
If alarms come up every time the engine speed is reduced, check that all fuel
pump racks are in no delivery position, when actuator output is 0%
Remark: Can appear if engine is repeatedly started and stopped without having
any fuel injection release in between
Failure text
Adjust fuel racks to proper gaps at minimum/maximum position
If required exchange damaged fuel pump actuators
ME fuel rail pressure low

Failure LED:
FCM20 No.
LED
#03 and #04
AI1
Blink intervals
Yellow
5x
Cause: Fuel rail pressure 100 bar < fuel pressure setpoint (failure signal release is 10
seconds delayed)
No engine running, no start command, fuel rail pressure very low
12.09
Check whether fuel pump actuators are switched on and act properly
Check actuator alarms in AMS
Check whether fuel supply pressure of 7 to 10 bar is ok
Any leakage alarms active? Check test valves 3.12 on supply unit for tracing
leak source (see 80191)
Check whether oil supply to fuel pressure control valve 3.06 is ok or valve seat
seized
Check if fuel pressure control valve 3.06 is leaking (this can be heard by a whistling sound)
Check alarms (TE3431 to 38A) for temperature monitoring
Fuel overpressure safety valve(s) 3.52 leaking
Non-return valves 3.22 in intermediate fuel accumulator or fuel pump covers

damaged?
Check: Fuel pump plunger seized (fuel pump does not deliver)
Eliminate leakages
Replace defective valves
Regrind sealing surfaces on rising pipes between intermediate fuel accumulator and fuel rail if there are leakeages discovered or isolate single leaking pipe
temporarily until repair possible
24/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME crank angle difference between #1 and #2

Failure LED:
FCM20 No.
#01 to #14
LED
Blink intervals
SSI CA1
Red
3x
Cause: Crank angle sensor #1 and #2 ok, but difference > 1.0_
Failure text
Check if toothed belt has shifted or slackened
When flywheel is at TDC of Cyl. 1, both sensors must indicate 0_ CA (in

operator interface
Adjust offset parameter in flexView or belt position on the sensor drive unit
Engine stopped: Run trend line of both crank angle sensor signals in flexView
Turn engine over once on turning gear and confirm both sensors are exactely
parallel
ME crank angle #1 / TDC low shift

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Yellow
2x
Cause: Tolerance > 2.0_

Crank angle sensor or toothed belt shifted
Remark: Failure is suppressed at shut-down
Failure text
Check for wrong TDC offset adjustment
Check possibility of shifted crankshaft
Adjust correct distance of TDC pickup to flyweel tooth
Adjust offset parameter or belt position if necessary
ME crank angle #2 / TDC low shift

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Yellow
4x

Failure text
ME crank angle #1 / TDC high shift

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Yellow
3x

25/ 39
12.09
08501/A2
Operation
RT-flex96C

Failure text
ME crank angle #2 / TDC high shift

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Yellow
5x

Failure text
ME TDC signal fail.

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Yellow
1x
Cause: No TDC signal from pickup ZS5123C (failure signal release is 10 seconds
delayed)
Check cabling from pickup ZS5123C to E95.05 and correct distance between
pickup and flywheel tooth
Check cabling, supply voltage and signal from pickup ZS5123C to E95.05 (plug
X27, terminals 89/90/91)
Re-establish proper cabling from pickup ZS5123C to E95.05
Adjust distance between pickup and flywheel tooth if necessary
Replace pickup if necessary
For emergency operation disconnect TDC pickup temporarily if pickup fault

prevents engine operation
Failure text
ME TDC signal fail.

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Red
None
12.09
Unplug TDC pickup ZS5123C and plug X27 in E95.05
Measure cable with multimeter on plug X27 terminals 89 and 90 against each
Measure pickup for earth fault, replace if required
26/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME injection quantity sensor #nn meas. fail.

Failure LED:
FCM20 No.
LED
#01 to #14
InjQ
Blink intervals
Yellow
1x
Cause: Sensor signal ZT5461C to 74C < 2 mA or > 22 mA (failure signal release is 3
seconds delayed)
Check cabling to corresponding fuel quantity sensor
Check: Plug must fit tightly on socket
Make sure whether measuring sleeve is properly mounted on fuel quantity

piston
Re-establish proper cabling between corresponding FCM20 module and fuel

quantity sensor
Replace sensor if feedback is instable or disconnect plug temporarily if no

spares available
Failure LED:
FCM20 No.
LED
#01 to #14
InjQ
Blink intervals
Red
None
Unplug fuel quantity sensor and plug X26
Remark: CA sensor failure if FCM # last or penultimate cylinder
Failure text
Measure cable with multimeter on plug X26 terminals 86 and 87 against each
other and against ground (terminal 88) for short circuit or earth fault
Exchange fuel quantity sensor if required

FCM20 module
ME injection timing fail. cylinder #nn (injection time too short)

Failure LED:
FCM20 No.
LED
#01 to #14
Failure text
InjQ
Blink intervals
Yellow
5x
ME injection timing fail. cylinder #nn (injection time too long)

Failure LED:
FCM20 No.
LED
#01 to #14
InjQ
Blink intervals
Yellow
6x
Cause: Injection timing on corresponding cylinder to injection timing average < 0.6 or
>1.5 (failure signal release is 60 seconds delayed)
Engine speed below low load, injection cylinder #nn cut off
Check: Injection time on cylinders deviates from other cylinders
Check injection curve with flexView
Check: Cracked, seized or stuck injection nozzle
Check: Leakage from injection pipe (alarm)
Check: Too low opening pressure of injection valves
Check: Consequence of rail valve 3.76 failure: Check return ON-time in

operator interface (can occur when operating with temporarily disconnected
plug)
Eliminate the leakage from injection pipe
27/ 39
12.09
08501/A2
Operation
RT-flex96C
Replace the corresponding nozzle tip or rail valve if necessary
Replace injection control unit if required
28/ 39
RT-flex96C
08501/A2
Operation

ME exhaust waste gate not closed (engine with LLT only)
Failure Text
Failure LED:
FCM20 No.
LED
#01
None
Blink intervals
None
None
Cause: Butterfly valve remains in OPEN position at load range < 85%
Broken connection to positon sensor ZS5372C or short circuit
Engine thermally overloaded (butterfly valve stuck in OPEN position) measures see 08201 Exhaust Waste Gate
Check on flexView card ExhWgt, Para: Waste Gate Position, should show
Not Closed
Check status indication on butterfly valve, position indication OPEN appears

on green field background if waste gate valve is open
Check cabeling between FCM20 Module #01 (plug X27, terminals 89/90) and
position sensor ZS5372C

and position sensor ZS5372C
If necessary change position sensor
ME exhaust waste gate not open (engine with LLT only)
Failure Text
Failure LED:
FCM20 No.
LED
#01 or #05
None
Blink intervals
None
None
Cause: Butterfly valve stuck in CLOSED position at load range > 85%
Broken connection to solenoid valve ZV7076C or short circuit
Reduce engine power


Waste Gate)
29/ 39
12.09
08501/A2
Operation
RT-flex96C
4.6
WECS cylinder failure
Failure text
WECS module FCM20 #nn fail.

Failure LED:
FCM20 No.
LED
#01 to #14
Fail
Blink intervals
Red
None
Cause: Can S1 and S2 bus monitoring FCM #01 to #14 no heartbeat (failure signal
Failure text
Check LEDs on FCM20 module
Red LED lights up: Check cabling on corresponding FCM20 module and
plugs X22 and X23
Re-establish proper cabling on corresponding FCM20 module and plugs X22

and X23
Replace corresponding FCM20 module if failure occurs on one module only
ME both CA / TDC low shift

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Yellow
2 x and 4 x
Cause: CA low shift CA #1 and CA #2

Check if TDC offset is wrongly adjusted
CA sensors mounted without correct setting of flywheel to TDC angle?
Crank angle sensor drive shaft wrongly assembled after overhaul?
Adjust offset parameter or belt position as required
Remark: Measured offset in flexView changes depending of engine speed. Do

not adjust offset to zero at full engine speed, as it may trigger this failure at
higher ASTERN revolutions.
Failure text
Assemble sensor drive properly
ME exhaust valve #nn fail. (late / not opening)

Failure LED:
FCM20 No.
#01 to #14
LED
Ex.D
Blink intervals
Yellow
2x
Cause: Late opening w15_ (failure signal release is 3 revolutions delayed)

12.09
Check rail valve 4.76 (ON times high?)
Check cable connection between rail valve and corresponding FCM20

module
If on all units: Check air spring pressure too high?
Check non-return valve of bearing oil supply to actuator pipe
Check: Mechanical failure in exhaust valve drive 4.10
Check: Seized hydraulic piston in valve drive 4.03
Check: FCM20 module defective
Re-establish proper cable connection between rail valve and corresponding

FCM20 module
Replace corresponding FCM20 module or exhaust valve drive if necessary
30/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME exhaust valve #nn fail. (early closing)

Failure LED:
FCM20 No.
#01 to #14
LED
Ex.D
Blink intervals
Yellow
3x
Cause: Early closing w10_ (failure signal release is 2 revolutions delayed)

Failure text
Check air spring pressure (too high?)
Check non-return valve of bearing oil supply to actuator pipe
ME exhaust valve #nn fail. (late / not closing)

Failure LED:
FCM20 No.
#01 to #14
LED
Ex.D
Blink intervals
Yellow
4x
Cause: Late closing w15_ (Failure signal release is 3 revolutions delayed)

Failure text
Check rail valve 4.76 (ON times high?)
Check cable connection between rail valve and corresponding FCM20

module
Check air spring pressure (too low?)
Check non-return valve 4.06 in connection of air spring pipe on cylinder cover
Check: Seized hydraulic piston in valve drive 4.03
Re-establish proper cable connection between rail valve and corresponding

FCM20 module
Replace rail valve or non-return valve 4.06 if necessary
ME exhaust valve #nn fail. (closing deadtime too long)

Failure LED:
FCM20 No.
#01 to #14
LED
Ex.D
Blink intervals
Yellow
5x
Cause: Closing deadtime Cyl. #nn / Closing deadtime average >1.5 (failure signal
release is 4 revolutions delayed)
Failure text
Check air spring pressure (too low?)
Check non-return valve 4.06 in connection of air spring pipe on cylinder cover
Check: Valve drive 4.03 seized or valve stem fretting on guide bush
Replace corresponding valve drive 4.03 or exhaust valve drive 4.10, if necessary
Replace rail valve or non-return valve 4.06 if necessary
ME manual injection cutoff cylinder #nn

Failure LED:
FCM20 No.
#01 to #14
LED
None
Blink intervals
None
None
Cause: Indication of a manually selected cut-off, no failure!
31/ 39
12.09
08501/A2
Operation
RT-flex96C

Failure text
ME injection quantity piston fail. cylinder #nn (late / no return)

Failure LED:
FCM20 No.
LED
#01 to #14
InjQ
Blink intervals
Yellow
2x
Cause: Injection quantity piston return value > 5.5 mA (failure signal release is 30
seconds delayed)
Engine stand still, injection quantity piston stuck in max. position, injection
quantity measurement fail
Failure text
Consequence of rail valve 3.76 failure: Check return ON-time in operator

interface
Make sure measuring sleeve is properly mounted on fuel quantity piston
Check: Viscosity of fuel too high? (after longer engine stop and shut off heating)
Replace quantity sensor if feedback is instable or disconnect plug temporarily if

no spares available
Press shortly manual lever on fuel shut-down pilot valve 3.08
Briefly stop power to corresponding FCM20 module
Replace rail valve if necessary
Can also hint on seized quantity piston, replace injection control unit if confirmed
ME injection quantity piston fail. cylinder #nn (no movement)

Failure LED:
FCM20 No.
LED
#01 to #14
InjQ
Blink intervals
Yellow
3x
Cause: No piston movement sensed at injection begin angle (failure signal release is 3
revolutions delayed)
Engine stand still, injection quantity piston stuck in max. position, injection
quantity measurement fail
Consequence of rail valve 3.76 failure: Check inject ON-time in operator interface
Remark: Failure can appear if injection control unit is operated with disconnected fuel quantity sensor and fV Adjust PARA Art.InjQtyRate is set too high
12.09
32/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME injection quantity piston fail. cylinder #nn (stuck in max. position)

Failure LED:
FCM20 No.
LED
#01 to #14
InjQ
Blink intervals
Yellow
4x
Cause: Injection quantity piston return value > 18 mA (failure signal release is 30 seconds delayed)
Failure signal recovery is 10 seconds delayed
Consequence of rail valve 3.76 failure: Check return ON-time in operator

interface
Replace sensor if feedback is instable or disconnect plug temporarily if no

spares available
Press shortly manual lever on fuel shut-down pilot valve 3.08
Can also hint on seized fuel quantity piston, replace injection control unit
Remark: Failure can appear if injection control unit is operated with disconnected fuel quantity sensor and fV Adjust PARA Art.InjQtyRate is set too low
33/ 39
12.09
08501/A2
Operation
RT-flex96C
4.7
WECS pressure failure
Failure Text
ME scavenge air pressure very high

Failure LED:
FCM20 No.
LED
#03 and #04
AI2
Blink intervals
Yellow
4x
Cause: Malfunction of exhaust waste gate (engine wit LLT during high load > ca 85%)
Cable break of cabeling between FCM20 module #05 (plug x15, terminals
39/40) and solenoid valve ZV7076C or short circuit
Scavenge air pressure > 110% (failure signal release is 2 seconds delayed)
Shut-down, stop command, scavenge air pressure sensor #1+2 meas. fail.
Failure text
Reduce engine power


Waste Gate)
Take countermeasures (see manual of turbocharger manufacturer)
ME control oil pressure very low

Failure LED:
FCM20 No.
LED
#05
AI1
Blink intervals
Yellow
6x
Cause: Control oil pressure < 100 bar (failure signal release is 50 seconds delayed)
12.09
Check: Is at least one pump in operation? In case of too low pressure, 2nd
pump should start
Check oil supply of bearing oil system and pressure after automatic filter
Is drain valve 3.68 (control oil rail DE or FE) open or leakage in control oil system?
Adjust or replace retaining/safety valves 3.73
Check control oil pumps for damage
Manually start 2nd pump if required
Eliminate leakages in the control oil system
34/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME servo oil pressure very low

Failure LED:
FCM20 No.
LED
#01 and #02
AI2
Blink intervals
Yellow
6x
Cause: Servo oil pressure 50 bar < setpoint, engine speed > 8% (failure signal release is
5 seconds delayed)
Shut-down, stop command, air run, slow turning, servo oil pressure sensor #1+2
meas. fail.
Check oil pressure after automatic filter
Check control signals and cabling to servo oil pumps
Safety valve 4.23 or drain valve 4.72 on collector block open?
Stop valves before servo oil rail closed?
Pump drive, shaft 4.50 broken (pump temperatur low, no vibrations) or pump
defective
Leakages on the rising pipes between collector block and servo oil rail (leakage
alarm?
Exchange corresponding pressure controller (CV7221C to CV7226C) if necessary
Eliminate leakages or close corresponding rising pipe with stop valves until repair is possible (see 80161)
Remark: In severe cases you can temporarily switch off injection and exhaust
valve operation on 1 or 2 units to raise servo oil pressure
Attention: Prevent switching off units in firing order sequence, do not operate
engine near resonance vibrations due to misfiring
35/ 39
12.09
08501/A2
Operation
RT-flex96C

Failure text
ME fuel rail pressure very low

Failure LED:
FCM20 No.
LED
#03 and #04
AI1
Blink intervals
Yellow
6x
Cause: Fuel rail pressure 150 bar < fuel pressure setpoint (failure signal release is 10
seconds delayed)
Stop command, shut-down, engine stand still, fuel rail pressure sensor #1+2
meas. fail.
12.09
Check whether fuel pump actuators are switched on and act properly
Check actuator alarms in AMS
Check whether fuel supply pressure of 7 to 10 bar is ok
Any leakage alarms active? Check test valves 3.12 on supply unit for tracing
leak source (see 80191)
Check whether oil supply to fuel pressure control valve 3.06 is ok or valve seat
seized
Check if fuel pressure control valve 3.06 is leaking (this can be heard by a whistling sound)
Check alarms (TE3431 to 38A) for temperature monitoring
Fuel overpressure safety valve(s) 3.52 leaking
Non-return valves 3.22 in intermediate fuel accumulator or fuel pump covers

damaged?
Check: Fuel pump plunger seized (fuel pump does not deliver)
Eliminate leakages
Replace defective valves
Regrind sealing surfaces on rising pipes between intermediate fuel accumulator and fuel rail if there are leakages discovered or isolate single leaking pipe
temporarily until repair possible
36/ 39
RT-flex96C
08501/A2
Operation
4.8
WECS critical failure (WECS engine failure)
Failure text
ME crank angle #1+2 fail.

Failure LED:
FCM20 No.
#01 to #14
LED
SSI CA1 and CA2
Blink intervals
Red
2x
Cause: Both crank angle measurements failure

2 FCMs detecting a crank angle 1+2 failure
Failure text
Check crank angle sensor unit and terminal box E96 for damage
Check: LED also lights up if FCM20 module of penultimate cylinder will be

switched off (no clockmaster)
Check: LED indication on all modules: Check SSI-bus terminating resistors on

plugs X22 and X23 of FCM20 #01

whether cable connections are ok on plugs X22 and X23
Re-establish proper cabling and connections in E96
Replace at least one crank angle sensor immediately
ME both CA / TDC high shift

Failure LED:
FCM20 No.
LED
#05
BI1
Blink intervals
Yellow
3 x and 5 x

Failure text
Check whether TDC offset wrongly adjusted
ME excessive engine speed

Failure LED:
FCM20 No.
LED
None
Blink intervals
None
None
Cause: Engine was overspeeding (> 115% nominal speed)

Check separate alarms from CA sensors

Reduce engine speed in case of heavy sea
37/ 39
12.09
08501/A2
Operation
RT-flex96C
4.9
Malfunction of cylinder lubrication

Malfunctions and defects of the control system of cylinder lubrication are indicated
by LEDs on the ALM20 modules (see Fig. B), however, irregularities with lubricating pump components or occurring in the lubricating and servo oil system are
described in 08201 Cylinder lubrication.
Failure text
ME cylinder lubrication malfunction cylinder #nn

Failure LED:
ALM20 No.
#01 to #14
LED
CAN1 and/or CAN2
Blink intervals
Red
None
Cause: LED indication on one module: Cable break on plug X2 on corresponding

ALM20 module
LED indication on all modules: CAN Bus #1 / #2 malfunction
LED indication on one module: Check cabling on plug X2 (terminals 25 and 26

CAN #1 and/or terminals 27 and 28 CAN #2 on corresponding ALM20 module
LED indication on all modules: Check CAN module bus from the last and the
penultimate cylinder on FCM20 module (plug X22, terminals 55 and 56)
Replace ALM20 module if necessary
Failure LED:
ALM20 No.
#01 to #14
LED
VLV and Fail
Blink intervals
Red
None
Cause: Short circuit of cabling from ALM20 module (plug X1, terminals 11 and 12) to
4/2-way solenoid valve (ZV7131 to 44C)
Check corresponding cabling, if cabling ok: 4/2-way solenoid valve malfunction

(coil R~18 ohm)
Re-establish proper corresponding cable connection between ALM20

module (plug X1, terminals 11 and 12) and 4/2-way solenoid valve
Replace corresponding 4/2-way solenoid valve if necessary (see 08201

Cylinder lubrication)
Failure LED:
ALM20 No.
#01 to #14
LED
VLV and Fail
Blink intervals
Red
None / 1x
Cause: Cable break of cabling from ALM20 module (plug X1, terminals 11 and 12) to
4/2-way solenoid valve (ZV7131 to 44C)
Check corresponding cabling, if cabling ok: 4/2-way solenoid valve malfunction

(coil R~18 ohm)

module (plug X1, terminals 11 and 12) and 4/2-way solenoid valve
Replace corresponding 4/2-way solenoid valve if necessary (see 08201

Cylinder lubrication)
Failure LED:
ALM20 No.
LED
#01 to #14
Fail
Blink intervals
Red
None
Cause: Short circuit of cabling from ALM20 module (plug X1, terminals 13 and 14) to
pressure transmitter (PT3131 to 44C)
Check cabling on corresponding ALM20 module, if cabling ok: pressure

transmitter malfunction

module (plug X1, terminals 13 and 14) and pressure transmitter
Replace corresponding pressure transmitter (PT3131 to 44C) if necessary

(see 08201 Cylinder lubrication)
Pulse / 12.09
38/ 39
RT-flex96C
08501/A2
Operation

Failure text
ME cylinder lubrication malfunction cylinder #nn

Failure LED:
ALM20 No.
LED
#01 to #14
Fail
Blink intervals
Red
2x
Cause: Cable break of cabling from ALM20 module (plug X1, terminals 13 and 14) to
pressure transmitter (PT3131 to 44C)
Check cabling on corresponding ALM20 module, if cabling ok: pressure transmitter malfunction
Re-establish proper corresponding cable connection between ALM20 (plug

X1, terminals 13 and 14) and pressure transmitter
Replace corresponding pressure transmitter (PT3131 to 44C) if necessary

(see 08201 Cylinder lubrication)
Failure LED:
ALM20 No.
LED
#01 to #14
Power
Blink intervals
Dark
None
Cause: No power supply of individual ALM20 module

Check power supply units U500 / U501 and their circuit breakers F500 / F501 in
E85
If green LED DC OK is ON, check cabling on corresponding ALM20 module

(plug X2, terminals 21 and 22 or 23 and 24)
f green LED DC OK is flashing, check cabling on corresponding ALM20

module and / or corresponding ALM20 module (short circuit?)
Re-establish proper cable connection between E85 and corresponding

ALM20 module (plug X2, terminals 21 and 22 or 23 and 24)
Replace corresponding ALM20 module (short circuit?)
Failure text
ME cylinder lubrication malfunction

Failure LED:
ALM20 No.
#01 to #14
LED
Pressure
Blink intervals
Yellow
None
Cause: No successful pulse lubrication

Cylinder lubricating pumps malfunction
Malfunction of one or all cylinder lubrication triggers a slow-down
Electrically defect: check cabling to pressure transmitter, 4/2-way solenoid

valve and WECS9520
Check malfunction of ALM20 module
Check: No or too low servo oil pressure
Check lubrication pump components (see 08201 Cylinder lubrication fails)
Re-establish proper cabling to pressure transmitter, 4/2-way solenoid valve

and WECS9520
Replace corresponding ALM20 module or lubrication pump components, if

necessary (see 08201 Cylinder lubrication fails)
39/ 39
12.09 / Pulse
RT-flex96C
Operation
Group1
Group 1
Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11321/A1

Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12031/A1
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19031/A1
1/ 1
RTflex96C / OM / 2006
RT-flex96C
11321/A1
Operation
Main Bearing
1.
General
Bearing shell 2 is placed into bearing girder 5 of the bedplate and held in the centre
by locating pin 7. The running surface is lined with white metal.
The bearing cover is pressed against the bearing girder by waisted studs 3 and
round nuts 4 which are pretensioned hydraulically. The waisted studs 3 are fitted
with a non-hardening locking compound.
The bearing cover 1 serve at the same time as upper bearing part, therefore, it is
also lined with white metal at the inside. Depending on design, to position the bearing cover four locating pins 8 or two keys have been provided in the mating surface
of the bearing shell.
The first two main bearings at the driving end and the adjoining main bearings on
the camshaft drive for 814 cylinder engines are provided with smaller bearing
shells and bearing covers.
2.
Lubrication
The main bearings are supplied with oil OE from the bedplate side. The oil
reaches the bearing running surface through groove ON and bores OB.
9
3
4
1
7
WM
OB
008.897/01
ON
OB
1
2
3
4
5
6
7
8
9
OB
OE
ON
WM
OE
1/ 1
Bearing cover
Bearing shell
Waisted stud
Round nut
Bearing girder
Crankshaft
Locating pin
Key
Column
Bore
Oil inlet
Groove
White metal
2006
RT-flex96C
12031/A1
Operation
Thrust Bearing
1.
General
The thrust bearing is situated at the driving end of the engine. The thrust created by
the ships propulsion is transmitted by thrust bearing flange DF of the crankshaft
via the thrust pads into bedplate 9.
Arbor support 11 prevent the thrust pads from being turned out. Depending on the
sense of rotation of the crankshaft or propeller, thrust pads 2 or 3 take up the axial
thrust forces.
There are seven thrust pads on either side of the thrust bearing flange.
On 6 and 7 cylinder engines the gear wheel on crankshaft 7 is mounted on top of
the thrust bearing flange DF and drives the lower intermediate wheel for supply
unit 8 (see Fig. C and D).
On 8 to 14 cylinder engines the supply unit drive is situated at mid-engine.
2.
Lubrication
The thrust pads are lubricated with bearing oil which is led by lubricating oil pipe 13
to spray nozzles 14. The nozzles are dimensioned in such a way that in operation
an oil film forms between thrust bearing flange DF and thrust pads (hydraulic
wedge).
II - II
I
13
10
4/5
FUEL SIDE
EXHAUST SIDE
11
015.526/07
1/ 3
6.07
12031/A1
Operation
RT-flex96C
Thrust Bearing
I-I
10
13
15
12
17
14
1
DF
6
16
OE
OE
II - II
10
8
4/5
FUEL SIDE
EXHAUST SIDE
11
013.844/06
I
2006
2/ 3
RT-flex96C
12031/A1
Operation
Thrust Bearing
I-I
10
12
17
1
DF
6
16
3
2
7
9
OE
OE
008.906/01
1
2
3
4
5
6
7
8
9
10
A
B
C
D
Cross section 8 to 12 cylinder

Longitudinal section 8 to 12 cylinder
Cross section 6 and 7 cylinder
Longitudinal section 6 and 7 cylinder
Bearing cover
Thrust pads (driving end)
Thrust pads (free end)
Waisted stud for bearing cover
Round nut
Crankshaft
Gear wheel on crankshaft
Lower intermediate wheel for supply unit
Bedplate
Column
3/ 3
11
12
13
14
15
16
17
Arbor support
Flywheel
Lubricating oil pipe
Spray nozzle
End casing
Bearing shell
2-part oil baffle
DF Thrust bearing flange

OE Bearing oil inlet
2006
RT-flex96C
19031/A1
Operation
Tie Rod
1.
General
Tie rods 1 fasten cylinder jacket 9, column 10 and bedplate 11 together at four
points around the cylinder (see Fig. B).
Each tie rod is equipped with a two-part bush 2 which is firmly fastened by two
clamp screws 7 (see detail II) located at the bottom of cylinder jacket 9. These
guide bushes prevent the tie rod from vibrating. For additional vibration damping
the space around the lower part of the tie rod till mid-column is filled with oil which
enters through a filling bore in way of the crosshead guide plate.
The lower thread (detail I) of the intermediate ring is provided with a drain groove
AN. Through this drain groove some oil and possible condensate water can
always drain away (in case of engine standstill).
6
5
3
II
III
III
II
III - III
9
10
7
2
B
I
9
10
11
1
AN
4
1
2
3
4
5
6
11
001.435/97
A Tie rod
B Tie rod arrangement (8 cylinder engine)
Tie rod
Two-part bush
Upper intermediate ring
Lower intermediate ring
Round nut
Protective cap
7
8
9
10
11
AN
1/ 1
Clamp screw
O-ring
Cylinder jacket
Column
Bedplate
Drain groove in intermediate ring
2006
RT-flex96C
Operation
Group2
Group 2
Cylinder Liner

Piston Rod Gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23031/A1
Injection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27221/A1
Starting Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27281/A1
Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27511/A2
1/ 2
Pulse / RTflex96C / OM / 12.08
RT-flex96C
21241/A2
Operation
Cylinder Liner
with Pulse Feed Lubrication
1.
General
The cylinder liner 1 is installed in the cylinder jacket 4 with the supporting ring 2.
The nuts of the waisted studs fasten the cylinder cover 6, cylinder liner 1 and supporting ring 2 to the cylinder jacket 4. The three screws 8 also attach the supporting
ring 2 to the cylinder jacket 4. This makes sure that the supporting ring 2 stays
attached to the cylinder jacket 4 when the liner is pulled out.
2.
Cooling
The cooling water flows through connection KE into the water space WR and
rises to flow through the cooling bores KB. The cooling water then flows into water
guide jacket 3 and into the annular space RR to cool the cylinder cover 6 and exhaust valve cage.
The antipolishing ring 11 fitted in the cylinder liner, removes heavy coke deposits
from the piston crown during operation.
Remark: The automatic cooling water temperature control keeps the cooling water temperature as steady as possible at a constant temperature during all load
conditions. This prevents too much expansion and contraction of the top part of the
cylinder liners.
The maximum admissible temperature fluctuations are:
D
2_C at constant load
4_C during load changes (transient conditions)
The O-ring 9 prevents leakage from the water space WR into the annular space
RR1. If there is a leak through the O-ring 9 into RR1, the O-ring 10 prevents a
possible leak from RR1 into the scavenge space SR. If cooling water leaks
through the check bore KC, or accumulates in the scavenge space SR the Orings 9 and 10 must be replaced at the next opportunity.
A non-hardening compound seals the two metallic sealing surfaces MD between
the supporting ring 2 and cylinder jacket 4.
3.
Lubrication
Cylinder lubricating oil flows through eight lubricating quills 5 to the surface of the
cylinder liner 1. The row of lubricating grooves SN milled around the circumference of the cylinder liner running surface makes sure that lubricating oil is equally
distributed (see also Lubricating Quill 21381).
The oil grooves OG (collection / pressure reduction grooves) decrease the backflow from the scavenge ports. This reduces the possibility of metal particle transfer
to adjacent cylinders, which can cause piston operation problems. Also, oil between the piston rings is collected in the oil grooves and stays on the surface of the
cylinder liner. This oil collection can decrease the lube oil feed rate.
The arrangement and function of the pulse lubrication is described in 72181.
1/ 2
Pulse Feed / 2012-06
21241/A2
Operation
RT-flex96C
Cylinder Liner

7
7
RR
3
KB
11
MD
5
WR
2
KE
RR1
SN
WE
9
KC
OG
MD
10
4
1
EXHAUST SIDE
FUEL SIDE
SS
SR
WCH00848
Key:
1
2
3
4
5
6
7
8
9
10
11
2012-06 / Pulse Feed
Cylinder liner
Supporting ring
Water guide jacket
Cylinder jacket
Lubricating quill
Cylinder cover
Exhaust valve seat
Screw
O-ring
O-ring
Antipolishing ring
KB
KC
KE
MD
RR
RR1
SN
SR
SS
WE
WR
OG
2/ 2
Cooling bores (in the cylinder liner)

Check bore
Cooling water inlet
Metallic sealing
Annular space
Annular space (void of water)
Lubricating groove
Scavenge space (piston underside)
Scavenge ports
Water space drain
Water space
Oil grooves (collection / pressure reduction)
RT-flex96C
21241/A3
Operation
Cylinder Liner
with Pulse Jet Lubrication
1.
General
The cylinder liner 1 is installed in the cylinder jacket 4 with the supporting ring 2.
The nuts of the waisted studs fasten the cylinder cover 6, cylinder liner 1 and supporting ring 2 to the cylinder jacket 4. The three screws 8 also attach the supporting
ring 2 to the cylinder jacket 4. This makes sure that the supporting ring 2 stays
attached to the cylinder jacket 4 when the liner is pulled out.
2.
Cooling
The cooling water flows through connection KE into the water space WR and
rises to flow through the cooling bores KB. The cooling water then flows into water
guide jacket 3 and into the annular space RR to cool the cylinder cover 6 and exhaust valve cage.
The antipolishing ring 11 fitted in the cylinder liner, removes heavy coke deposits
from the piston crown during operation.
Remark: The automatic cooling water temperature control keeps the cooling water temperature as steady as possible at a constant temperature during all load
conditions. This prevents too much expansion and contraction of the top part of the
cylinder liners.
The maximum admissible temperature fluctuations are:
D
2 _C at constant load
4 _C during load changes (transient conditions)
The O-ring 9 prevents leakage from the water space WR into the annular space
RR1. If there is a leak through the O-ring 9 into RR1, the O-ring 10 prevents a
possible leak from RR1 into the scavenge space SR. If cooling water leaks
through the check bore KC, or accumulates in the scavenge space SR the Orings 9 and 10 must be replaced at the next opportunity.
A non-hardening compound seals the two metallic sealing surfaces MD between
the supporting ring 2 and cylinder jacket 4.
3.
Lubrication
Cylinder lubricating oil is injected to the running surface of the cylinder liner
through eight lubricating quills 5. A row of lubricating grooves SN is milled around
the circumference of the cylinder liner running surface makes sure that lubricating
oil is equally distributed (see also Lubricating Quill 21381).
The oil grooves OG (collection / pressure reduction grooves) decrease the backflow from the scavenge ports. This reduces the possibility of metal particle transfer
to adjacent cylinders, which can cause piston operation problems. Also, oil between the piston rings is collected in the oil grooves and stays on the surface of the
cylinder liner. This oil collection can decrease the lube oil feed rate.
The arrangement and function of the pulse lubrication are described in 72181.
1/ 2
Pulse Jet / 2012-06
21241/A3
Operation
RT-flex96C
Cylinder Liner

7
RR
3
KB
11
MD
WR
SN
5
2
KE
RR1
8
SB
WE
9
KC
MD
OG
10
4
FUEL SIDE
SS
SR
EXHAUST SIDE
WCH00849
Key:
1
2
3
4
5
6
7
8
9
10
11
2012-06 / Pulse Jet
Cylinder liner
Supporting ring
Water guide jacket
Cylinder jacket
Lubricating quill
Cylinder cover
Exhaust valve seat
Screw
O-ring
O-ring
Antipolishing ring
KB
KC
KE
MD
RR
RR1
SB
SN
SR
SS
WE
WR
OG
2/ 2
Cooling bores in the cylinder liner

Check bore
Cooling water inlet
Metallic sealing
Annular space
Annular space void of water
Row of lubricating bores
Lubricating groove
Scavenge space (piston underside)
Scavenge ports
Water space drain
Water space
Oil grooves (collection / pressure reduction)
RT-flex96C
21381/A1
Operation

1.
General
Eight lubricating quills are installed around the circumference of the cylinder liner.
The lubricating oil flows through separate pipes from the lubricating pump 15 to
every lubricating quill.
The bush 6 and flange 12 seal the water chamber WR (Fig. B).
15
EXHAUST
SIDE
017.958/08
2.
Function
The lubricating pump 15 supplies the preset feed rate of lubricating oil at high pressure through connection SE into the lubricating quills 5. The non-return valve 8
opens and the lubricating oil flows to the lubricating grooves through lubricating
point SA, and then equally distributed on the cylinder liner wall (see also Cylinder
Liner 21241 and Cylinder Lubrication 72181).
When the oil pressure decreases after the pulse feed, the force of the pressure
spring 9 closes the non-return valve 8.
1/ 2
21381/A1
Operation
RT-flex96C
B
6
11
12
13
9
2
SA
16
7
WCH00443
SE
10
WR
1
2
3
4
5
6
7
8
9
10
14
A Arrangement of lubricating quills

B Lubricating quill
Piston
Piston ring
Cylinder liner
Supporting ring
Lubricating quill
Bush
Screwed union
Non-return valve
Pressure spring
Filling pin
11
12
13
14
15
16
Joint
Flange
Flange
Screw
Lubricating pump
Union nut
SA Lubricating point in cylinder

SE Lubricating oil inlet
WR Water chamber
2/ 2
RT-flex96C
21381/A2
Operation

1.
General
The lubricating quills 4 are installed around the circumference of the cylinder liner
(see Fig. A).
The lubricating quill is guided through supporting ring 3 and has a surrounding
sealing arrangement and an injection unit to inject lubricating oil on the cylinder
liner wall. The bush 5 and flange 9 seal the water chamber WR (see Fig. B).
The screws 11 are asymmetrically arranged, thus the lubricating quill can only be
fitted in its correct position. This makes sure of correct lubrication oil distribution
through the spray jets in the nozzle tip 8 (see also 72181 paragraph 8.2, Radial
oil distribution).
A
4
13
12
EXHAUST
SIDE
015.508/07
2.
Function
The lubricating pump 12 supplies the guide feed rate of lubricating oil at high pressure through the connection SE in the lubricating quills. The non-return valve 7
opens and the lubricating oil is injected on to the cylinder liner wall through the
nozzle tip 8.
When the oil pressure decreases after the injection, the non-return valve 7 closes.
1/ 2
Pulse Jet / 2012-06
21381/A2
Operation
RT-flex96C
B
7
11
SE
SA
8
6
2
WR
1
WCH00857
10
1
2
3
4
5
6
7
8
9
2012-06 / Pulse Jet
A Arrangement of lubricating quills

B Lubricating quill
Piston
Cylinder liner
Supporting ring
Lubricating quill
Bush
Housing
Non-return valve
Nozzle tip
Flange
10
11
12
13
Flange
Screw
Lubricating pump
Union nut
SA Lubricating point in cylinder liner

SE Lubricating oil inlet
WR Water chamber
2/ 2
RT-flex96C
23031/A1
Operation
Piston Rod Gland
1.
General
The piston rod gland prevents the contamination of the bearing oil by combustion
residues (coke / cylinder lubricating oil) and seals scavenge space KU against
crankcase KG (see Fig. A).
A
KU
LA
AB
KG
FUEL SIDE
MS
011.458/03
2.
Function
Two scraper rings 3 and sealing ring 6 scrape dirty oil from piston rod 10. This oil
flows through bores OB, is collected on the bottom of scavenge space KU, and
flows then through the drain on fuel side.
Attention! The dirty oil drain from scavenge air space KU must always be free
(see 02401). A major fire risk exists, if the dirty oil does not flow off (see 04501)!
Two 4-part sealing rings 6 and 6a prevent the escape of scavenge air into the
crankcase. The low air pressure caused by gap losses is released via vent in the
plant.
Remark: Increased oil drain is a symptom of leaky sealing rings 6 and 6a.
The oil accumulated via relief passages EB in the neutral space NR flows back
through oil leakage drain LA and leakage oil pipe AB (see Fig. A and B). For
determining the leakage oil quantity measuring point MS can be used.
Six ring supports 4 carry two scraper rings 5 each and these scrape bearing oil off
piston rod 10 and lead it back to crankcase KG via oil bore LO.
All ring types are pressed against piston rod 10 by tension springs 7 and 8.
Four protection pins 11 pressed into cover 2 from the side protect the cylinder liner
surface from scratching damage, when the piston is removed and/or fitted together with the piston rod gland.
1/ 2
2006
23031/A1
Operation
RT-flex96C
Piston Rod Gland
I-I
10
1
7
OB
3
6a
6
6a
6
EB
11
KU
LA
NR
KG
5
4
FUEL SIDE
9
011.451/03
8
LO
LO
011.455/03
I
1
2
3
4
5
6, 6a
7
8
9
10
11
2006
A Arrangement of piston rod gland

B Piston rod gland
Housing (2-part)
Cover (2-part)
Scraper ring (4-part)
Ring support (3-part)
Scraper ring (3-part)
Sealing ring (4-part)
Tension spring
Tension spring
Cylinder jacket
Piston rod
Protection pin (Nylatron)
AB
EB
KG
KU
LA
LO
MS
NR
OB
SO
2/ 2
Leakage oil pipe

Relief passage
Crankcase
Piston underside (scavenge space)
Relief of air pressure from space NR
(leakage oil drain)
Bearing oil drain
Measuring point
Neutral space
Oil bore
Dirty oil drain
RT-flex96C
27221/A1
Operation
Injection Valve
1.
General
Three injection valves 1 are installed in each cylinder cover.
Fuel, which leaks due to the needle clearance, drains through the leakage fuel
drain LA to the leakage pipe 13 (see Fig. B and Fuel Oil System 80191).
Remark: A larger leakage fuel quantity is normal due to the groove in the needle 4.
Fuel, which can leak between the nozzle body 3 and nozzle holder 2 rises and appears at the upper edge of the cylinder cover at LB.
Remark: If fuel leaks between the nozzle body 3 and nozzle holder 2, overhaul
these parts at the next opportunity. If the sealing face DF leaks, exhaust gas also
escapes through LB.
For testing, dismantling, assembling and setting of the injection valves, see
27221 in the Maintenance Manual.
Attention! The fuel leakage pipes 13 have high pressure fuel. Before removal, use
the drain valve 3.65 to depressurize them (see 80191 Fuel leakage system).
2.
Function
The injection control unit 11 supplies fuel at high pressure to the three injection
valves. The fuel quantity required for injection flows through the fuel feed BH and
bore BB to the nozzle body 3. The high pressure fuel lifts the needle 4 off its seat
against the force of the compression spring 6 and a fuel mist is injected into the
combustion chamber. When the fuel pressure decreases, the compression spring
6 pushes the needle 4 down and the fuel injection stops.
BH
7
LA
6
2
LB
BB
5
DF
WCH00379
1/ 4
2012-06
27221/A1
Operation
RT-flex96C
Injection Valve
1
10
10
13
13
14
011.516/04
11
1
2
3
4
5
6
7
8
9
10
2012-06
12
A Injection valve
B Arrangement at cylinder cover
Injection valve 3.01

Nozzle holder
Nozzle body (with needle seat)
Needle (for nozzle body)
Nozzle tip
Compression spring
Spring tensioner
Collar nut
Cylinder cover
High pressure fuel piping 3.47
2/ 4
11
12
13
14

Fuel rail 3.05
Leakage fuel pipe 3.49
Collecting piece
BB
BH
DF
LA
LB
Fuel bore
Fuel feed (high pressure)
Sealing face
Leakage fuel drain
Leakage fuel outlet (gap)
RT-flex96C
Operation
27221/A1
Injection Valve
3.
Pressure release and drainage of injection valve

The fuel leakage pipes 1 and fuel injection valves 2 on the cylinder cover are connected to the common fuel leakage pipe 3 which is pressurised. A non-return valve
4 is placed on the common fuel leakage pipe 3 to avoid flow back of the fuel oil.
A manually operated drain valve 5 at the fuel leakage pipe of the injection valves
allows the fuel oil to be drained and releases the remaining pressure in the injection valves at engine stop.
Remark: At every removal of the cylinder cover, the fuel leakage pipe has to be
disconnected. When removing the pipe connection at the cylinder cover a certain
amount of fuel oil is flowing out which is a risk for injuries with hot fuel oil. Drain the
pipe, using a bucket or bin to collect the drained fuel oil (see also 80191 Fuel
leakage system and Maintenance Manual 87331).
C
1
2
4
3
1
2
3
4
Fuel leakage pipe

Fuel injection valve 3.01
Common fuel leakage pipe
Non-return valve (NRV)
C Location of Non-return valve

D Piping
5
6
7
8
3/ 4
Drain valve 3.65

Fuel injection pipe
Cylinder cover
Cylinder liner
2012-11
27221/A1
Operation
RT-flex96C
Injection Valve
D
7
2012-11
4/ 4
RT-flex96C
Operation
27281/A1
Starting Valve
1.
General
Every cylinder cover 7 is provided with a starting valve, which is controlled electrically by the FCM20 module. With that the engine can be started and when reversing it can be slowed down (see also Manoeuvring 02601). I.e. at certain piston
positions starting air streams into the cylinder during these processes.
The parameter settings, i.e. opening and closing of the starting valve with regard to
the crank position, are adjusted in the remote control (WECS9520).
In the schematic diagram 40032 the starting valve bears number 2.07.
2.
Function
Ready for operation:
Space AL is charged with starting air pressure. Space P3 is charged through
bores EB and thereby assists spring 5 in the closing of the valve. Connection SL
is under pressure from the starting air piping. Via valve 8 space P2 in housing 4 is
connected with supply SL. The starting valve is shut.
Starting:
The 5/2-way solenoid valve 8 is controlled by the FCM20 module. Space P1 is
pressurized, space P2 is vented. The valve is opened and starting air flows to the
cylinder space. The piston is moved downwards and the engine begins to turn.
When the engine begins firing, a higher pressure (firing pressure) exists in the
combustion space and therefore the starting valve remains closed during this high
pressure phase.
Slow-down of the engine for reversing:
During reversing, when the ship is still in motion, the engine is dragged by the propeller in the wrong direction of rotation. The starting valve opens by approx. 100 _(
before TDC and starting air fills the cylinder space. By compressing this air the engine is braked in order to be re-started in the new direction of rotation. Depending
on the ship speed (dragging of the engine by the propeller) this manoeuvre must
be delayed (this may take several minutes). I.e. as soon as the engine speed falls
below the set limit, the starting valve will be operated via the engine control system
in order to release braking air / starting air and thereby initiating a successful engine start.
1/ 2
2006
27281/A1
Operation
RT-flex96C
Starting Valve
I-I
II
II
P1
1
2
3
P2
4
5
P3
SL
EB
6
AL
Key:
011.528/04
2006
2/ 2
1
2
3
4
5
6
7
8
Cover
Ring
Piston
Housing
Compression spring
Valve spindle
Cylinder cover
5/2-way solenoid valve
AL
EB
P1P3
SL
Starting air
Connecting bore
Air spaces
Control air connection
from starting air piping
RT-flex96C
Operation
27511/A2
Exhaust Valve
1.
General
The exhaust valve is installed in the centre of the cylinder cover 21 (see Fig. A)
and has the parts that follow: Valve drive, valve cage 1, valve spindle 6, valve seat
20 and air spring LF.
The valve stroke sensor 19 monitors and transmits the open and closed positions
of the valve spindle 6 to the WECS9520 control system (see Fig. B).
If the balance of the valve opening and the force of the air spring changes, damage
can occur to the exhaust valve. For safety reasons, the disc springs 16 are
installed to prevent damage to the exhaust valve.
The thrust piece 12 prevents damage to the inside piston 5 and the top of the valve
spindle 6 when the exhaust valve operates.
2.
Function
Opening:
When the piston in the exhaust valve control unit operates, hydraulic oil HO flows
through the hydraulic oil connection 14 into the upper housing 3. The inside piston
5 and the outside piston 4 move down. The air spring piston 10, which is attached
to the valve spindle 6, moves down against the pressure of the air spring LF and
the exhaust valve opens. The force of the exhaust gas on the rotation wing 17 turns
the valve spindle 6.
Closing:
When the hydraulic oil pressure in the exhaust valve control unit decreases, (i.e.
when the slide rod in the exhaust valve control unit opens the related relief passages), the air spring LF pushes the air spring piston 10 up. The valve spindle 6
pushes the inside piston 5 and the outside piston 4 up and the exhaust valve
closes. The hydraulic oil in the upper housing 3 flows back to the exhaust valve
control unit.
2.1
Venting of hydraulic system (Fig. B and C)

Hydraulic oil and air in the system flow continuously through the bores in the vent
screw 15 into the leakage oil collection space LS This hydraulic oil / air drains
through the bore VB to the leakage oil drain LO. The hydraulic oil that flows
through the internal bores of the exhaust valve control unit continuously makes up
the oil loss to the hydraulic system.
2.2
Air supply to air spring (Fig. D)

Compressed air enters the air inlet connection LE then flows through the inlet
bore EB to the air spring LF. When the exhaust valve opens the air spring piston
10 moves down, which compresses the air in the air spring LF. Some of the air
flows back through the inlet bore EB. After the exhaust valve closes, compressed
air flows into the the air spring LF again.
1/ 4
Pulse / 2012-06
27511/A2
Operation
RT-flex96C
Exhaust Valve
3.
Lubrication (Fig. B to E)
Leak oil from the outside and inside pistons 4, 5 lubricates the air spring piston 10.
Surplus oil in the leakage oil collection space LS drains through the bore VB to
the leakage oil drain LO. While the exhaust valve closes, oil flows through the air
spring piston 10 and enters the air spring LF. The air from the air inlet LE
changes the oil that accumulates at the bottom of the air spring LF (inlet bore EB)
into an oil mist. This oil mist lubricates the top part of the valve spindle 6. When the
exhaust valve opens, excess oil is forced out of the air spring LF and flows
through the air spring pipe into an accumulator. The oil in the the accumulator automatically drains through the leakage oil collection pipe into the crankcase.
Oil from the oil bath OB lubricates the valve spindle 6 (see Fig. E).
The oil supply OV to the guide bush 7 makes sure of additional lubrication to the
valve spindle 6 during the initial operating hours, or after an exhaust valve overhaul.
Remark: For data about additional lubrication and initial operating hours / hours
after exhaust valve overhaul, see 72181 Additional lubrication of exhaust valve
spindle).
III
II
III
II
IV
IV
21
011.535/04
701.011.535
I
FUEL SIDE
2012-06 / Pulse
2/ 4
RT-flex96C
27511/A2
Operation
Exhaust Valve
I-I
3
15
4
HO
5
12
14
8
11
13
LS
19
10
LF
6
2
16
9
1
7
17
20
21
WCH00850
3/ 4
Pulse / 2012-06
27511/A2
Operation
RT-flex96C
Exhaust Valve
II - II
III - III
LS
VB
2
LF
2
1
LO
LE
EB
18
E
IV - IV
OB
9
7
OV
014.456/06
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
6.07 / Pulse
A
B
C
D
E
Arrangement in cylinder cover

Exhaust valve
Leakage oil drain
Air inlet to air spring
Valve spindle lubrication
Valve cage
Lower housing
Upper housing
Outside piston
Inside piston
Valve spindle
Guide bush
Piston guide
Distance ring
Air spring piston
Intermediate flange
Thrust piece
Measuring cone
Hydraulic oil connection
Vent screw
Disc spring
17
18
19
20
21
EB
HO
LE
LF
LO
LS
OB
OV
VB
4/ 4
Rotation wing
Non-return valve
Valve stroke sensor
Valve seat
Cylinder cover
Inlet bore to air spring

Hydraulic oil (high pressure)
Air inlet to air spring
Air spring
Leakage oil drain
Leakage oil collection space
Oil bath (valve spindle lubrication)
Oil supply to guide bush
Connecting bore
RT-flex96C
Operation
Group3
Group 3
Axial Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31461/A1

Connecting Rod and Connecting Rod Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33031/A1
Crosshead and Guide Shoe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33261/A1
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34031/A1
Crosshead Lubrication and Piston Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36031/A1
1/ 2
RT-flex96C
Operation
31461/A1
Axial Damper
1.
General
The engine is equipped with an integrated axial damper. The duty of the axial
damper is the reduction of axial vibrations.
The damper consists of an upper 1, and a lower cylindrical part 2, which are both
screw fastened to the last bearing girder, and of a damping flange FK which is a
part of the crankshaft. The damping effect can be adjusted by means of a throttling
valve.
2.
Function
Bearing oil OE is supplied via orifices 8 into the spaces OR to both sides of flange
FK on crankshaft 10. The bigger part of the oil, thus imprisoned, can only circulate
in case of axial crankshaft movements through throttle valve 3 from one space
OR to the other. The remaining part of the oil is drained due to the radial and axial
clearance of the sealing rings as well as the venting screws.
The damping effect can be adjusted by spindle 4.
Remark: In general, the adjustment of the throttle valve is preset during the engine
assembly. A different adjustment of the throttle valve may only be done in connection with an axial vibration measurement. In case the adjustment of the throttle
valve has been changed, the setting screws have to be secured again with locking
device 5 against unintentional mis-adjustment.
The setting value of the spindle has to be engraved on a nameplate in the immediate vicinity of the throttle valve.
In order to exceptionally permit taking readings at different throttle positions of the
spindle during sea-trials, an opening has been provided at the top side of the casing. Through this opening, normally closed by a cover, the spindle position can be
altered using a special spanner.
Any displacement of this spindle must be avoided!
The engine must not be operated with the spindle 4 removed or with the oil supply
to the axial damper interrupted!
3.
Monitoring system
The engine is equipped with an axial damper monitoring system arranged above
the end casing at the free end. The oil pressure in the aft side and fore side chamber of the axial damper is monitored, and in case of oil pressure drop an alarm is
triggered (setting values see Alarms and Safeguards 02502).
The reason for this alarm must be investigated and remedied:
Orifices in the pressure gauge pipes clogged
Shut-off valves closed in the pressure gauge pipes
Low oil pressure and / or high oil temperature in the bearing oil system
Throttle valve mal-adjusted
Excessive wear of the sealing rings, e.g. caused by dirt particles (clearance
too big).
1/ 2
2010-07
31461/A1
Operation
RT-flex96C
Axial Damper
I-I
5 4
14
12
OR
OE
8
1
9
10
6
7
FK
001.420/97
11
13
Key:
1
2
3
4
5
6
7
8
9
2006
Upper part of cylinder

Lower part of cylinder
Throttle valve
Spindle
Locking device
Small sealing ring
Large sealing ring
Orifices
Bearing cover
10
11
12
13
14
Crankshaft
Bearing girder (part of bedplate)
Oil pipe
Damper
Counterweight
FK Flange on crankshaft
OE Oil inlet
OR Oil spaces
2/ 2
RT-flex96C
33031/A1
Operation
Connecting Rod and Connecting Rod Bearings
1.
General
The connecting rod connects the crosshead with the crankshaft and converts the
linear stroke movement of the piston into a turning movement. Replaceable bearing shells are fitted on connecting rod 1 for the top and bottom end bearings (items
4 and 5). The bearing covers for the top and bottom end bearings (items 3 and 2)
are lined with white metal. Locking segments 9 prevent incorrect fitting of the
crosshead pin.
2.
Lubrication
Crosshead lubricating oil reaches the top end bearing through connection KE,
and drillings in the crosshead pin admit lubricating oil to the guide shoes. Crosshead lubricating oil reaches the bottom end bearing through oil bore OB in connecting rod 1.
Bearing lubricating oil is fed through connection KO for piston cooling through
corresponding drillings in the crosshead pin and piston rod.
6
9
11
KO
8
KE
4
8
Key:
1
2
3
4
1
OB
5
6
7
8
9
10
11
7
10
5
11
2
Connecting rod
Lower bearing cover
Upper bearing cover
Bearing shell for
top end bearing (crosshead)
Bearing shell for
bottom end bearing
Studs to top end bearing
Studs to bottom end bearing
Locking segment
Round nut
Round nut
Cylindrical pin
KE Crosshead lube oil inlet

KO Piston cooling oil inlet
OB Oil bore through connecting
rod shank
003.896/96
1/ 1
2006
RT-flex96C
33261/A1
Operation
Crosshead and Guide Shoe
1.
General
The crosshead guides piston rod 5 and absorbs the lateral forces originating from
connecting rod 7.
The piston rod 5 is screw fastened to crosshead pin 1. The bearing lubricating oil
required for cooling the piston is led through slot NS and bore OV to the piston.
The oil OR flows back to the crosshead pin through oil pipe 10 and returns to the
crankcase through drain OA.
The guide shoes 2 rest on the small diameters of the crosshead pin. They are
guided in the guide ways of column 9 by guide rails 4.
The retaining covers 3 hold middle parts 11 to the crosshead pin during removal;
they allow only a limited rotating movement.
OV
OR
OV
10
5
2
OA
001.419/97
1/ 2
2006
33261/A1
Operation
RT-flex96C
Crosshead and Guide Shoe
FUEL SIDE
4
NS
2
1
3
11
KE
KO
EXHAUST SIDE
001.419/97
1
2
3
4
5
6
7
8
9
2006
Crosshead pin
Guide shoe
Retaining cover
Guide rail
Piston rod
Bearing shell for top end bearing (crosshead)
Connecting rod
Upper bearing half for top end bearing
Column
2/ 2
10 Oil pipe to piston

11 Middle part
KE
KO
NS
OA
OR
OV
Crosshead lubricating oil inlet

Oil inlet for piston cooling oil inlet
Slot (groove) in connecting rod
Oil drain into crankcase
Oil return from piston
Oil approach in piston rod
RT-flex96C
34031/A1
Operation
Piston
1.
General
The piston consists basically of piston crown 1, piston skirt 3, piston rod 5, the oil
cooling components and piston rings 2. The piston crown and piston rod are fixed
by means of hydraulically tightened twelve elastic bolts 9 and round nuts 10. The
piston skirt 3 is directly screw fastened to piston rod 5.
The piston rod is fastened to crosshead pin 8 in a particular position. A compression shim 7 is fitted between them, its thickness being adapted to the compression
ratio.
Remark: All piston rings have to be fitted with marking TOP upwards. Equipment
of the piston rings see Maintenance Manual 34251.
2.
Piston cooling
The piston crown is cooled by bearing oil. The piston cooling oil KO is fed from the
crosshead pin into the two inlet slots EN. From here it flows outside the oil pipe 6
(arranged in piston rod 5) till spray plate 4. The cooling oil is sprayed into the cooling bores of the piston crown through nozzles in the spray plate. From there the oil
OR flows through the oil pipe into the crosshead pin from where it emerges sideways.
SO
2
3
9
10
Key:
5
6
OR
KO
EN
KO
7
8
1
2
3
4
5
6
7
8
9
10
Piston crown
Piston rings
Piston skirt
Spray plate
Piston rod
Oil pipe to spray plate
Compression shim
Crosshead pin
Elastic bolt
Round nut
EN
KO
OR
SO
Inlet slot (groove)

Piston cooling oil
Oil return from piston
Spray oil
013.122/05
1/ 1
2006
RT-flex96C
36031/A1
Operation
Crosshead Lubrication and Piston Cooling
1.
General
The pistons are cooled by bearing lubricating oil. The crosshead is lubricated by
bearing oil which has been boosted to a higher pressure. Both oil systems are led
to the crosshead via a double articulated lever with separate oil supplies.
2.
Crosshead lubrication
The crosshead lubricating oil KE reaches connecting piece 8, which is fitted to
connecting rod 10, by-passing through support 4, lower lever 6 and upper lever 7.
The oil enters the ring space RR through bore BA. The crosshead pin is lubricated through bores in the top end bearing shell 9 (see Fig. A). Bore OB through
connecting rod 10 leads the oil to the bottom end bearing.
TDC
KG
KE
KO
1
6
EXHAUST SIDE
2
WHEN ASSEMBLING TAKE
CARE OF LEVER POSITION
BDC
8
BA
10
OB
001.520/97
RR 9 11
1/ 2
2006
36031/A1
Operation
RT-flex96C
Crosshead Lubrication and Piston Cooling
3.
Piston cooling
Bearing oil KO passes through support 4, lower lever 6 and upper lever 7 to connecting piece 8, which is fitted to connecting rod 10. The cooling oil is led to the
piston through bore BB, ring space OR, bores in the top end bearing shell 9 and
bores BC, then outside the oil pipe 3 through piston rod 1. The oil then flows
through oil pipe 3 to the central bore in crosshead pin 11 and returns to the crankcase. Part of the piston cooling oil is used to lubricate guide shoes 2 and guide
shoe pins as shown in Fig. B (see also 33261).
Attention! When fitting upper lever 7 to connecting piece 8 great care must be taken that the toggle lever (knee) KG buckles upwards as per Fig. A. Wrongly
fitted, this would certainly lead to very grave damage to the toggle lever, the crosshead and the column. Besides this it will cause interruption of the lubricating
oil supply with further heavy damage resulting.
B
OA
3
1
A Articulated lever arrangement
B Cross section through crosshead
BC
BB
8
11
2
9
10
OR
001.519/97
2006
2/ 2
1
2
3
4
5
6
7
8
9
10
11
Piston rod
Guide shoe
Oil pipe
Support
Column
Lower lever
Upper lever
Connecting piece
Top end bearing shell
Connecting rod
Crosshead pin
Bore for crosshead lubricating oil

Bore for piston cooling oil
Bore in crosshead pin
Inlet for crosshead lubricating oil
Inlet for piston cooling oil
Toggle lever (knee)
Piston cooling oil return
Bore for crosshead lubricating oil to
bottom end bearing
OR Ring space for piston cooling oil
RR Ring space for crosshead
lubricating oil
BA
BB
BC
KE
KO
KG
OA
OB
RT-flex96C
Operation
Group4
Group 4
Engine Control
Engine Control System WECS9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40021/A2
User Parameters and Maintenance Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40023/A2
Regular Checks and Recommendations for WECS9520 . . . . . . . . . . . . . . . . . 40024/A2
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40031/A2
Control Diagram
Designations (Description to 40031, 40032 and 40033) . . . . . . . . . . . . . . . . 40032/A0
Control Diagram for Pulse Feed Lubrication (8 to 14 Cylinders) . . . . . . . . . . . . 40032/A3
Control Diagram for Pulse Feed Lubrication (6 and 7 Cylinders) . . . . . . . . . . . . 40032/A4
Control Diagram for Pulse Jet Lubrication (8 to 14 Cylinders) . . . . . . . . . . . . . . 40032/A5
Control Diagram for Pulse Jet Lubrication (6 and 7 Cylinders) . . . . . . . . . . . . . 40032/A6

Detailed Control Diagrams with Interfaces to the Plant . . . . . . . . . . . . . . . . . . . . 40033/A2
Drive Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41041/A1
Shut-off Valve for Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43251/A1
Control Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46051/A1
Local Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46181/A1
Pick-up for Speed Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46281/A1
1/ 16
RT-flex96C
Operation
40021/A2
Engine Control System WECS9520
Overview
1.
2.
3.
3.1
3.2
3.3
3.4
3.5
4.
4.1
4.2
4.3
4.4
4.5
5.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/16
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/16
Engine-related control functions . . . . . . . . . . . . . . . . . . . . . . . 3/16
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/16
Fuel pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/16
Servo oil pressure setpoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/16
Control oil pressure supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/16
Cylinder lubricating system control . . . . . . . . . . . . . . . . . . . . 8/16
Cylinder-related control functions . . . . . . . . . . . . . . . . . . . . . . 9/16
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/16
Injection control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/16
Exhaust valve control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/16
Starting valve control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/16
Crank angle sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/16
Communication between WECS9520 and
external systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13/16
General
The WECS9520 (Wrtsil Engine Control System) has been specially designed
for two-stroke engines with Wrtsil Common Rail technology, covering all enginerelated (section 3) and cylinder-related (section 4) control functions.
Engine-related control functions:
Fuel rail pressure
Servo oil pressure for exhaust valve drive
Control oil pressure supply
Cylinder-related control functions:
Volumetric injection control (including VIT)
Exhaust valve control (including VEO and VEC)
Starting valve control
Crank angle sensor
The Common Function to the external systems is ensured by data buses to the
propulsion control system and to the ship alarm and monitoring system (section 5).
They serve as interface between operator and engine control.
2.
Components
Fig. A is a schematic representation of the related components and their interconnections.
Main components of WECS9520:
Control box E90 (SIB) as communication to the external systems, containing

a FCM20 module as Online Spare.
Per cylinder a control box E95.xx, containing a FCM20 module each for engine and cylinder-related control functions.
All modules are connected by the system bus.

All control boxes (E90, E95.xx) are arranged on the rail unit, and power supply box
(E85) is placed nearby the engine.
1/ 16
Pulse / 2006
40021/A2
Operation
RT-flex96C
Ship Alarm and

Monitoring System
Connector for
Service Access
Remote
Control
System
Safety
System
ECR
Manual
Control
Telegraph
System
Electr. Speed
Control System
Engine Control Room

Rail Unit
FCM20
Online Spare
System Bus
SIB
E90
PCS Bus
Alarm Bus
FCM20
Cyl. 6
FCM20
Cyl. 5
FCM20
Cyl. 4
FCM20
Cyl. 3
FCM20
Cyl. 2
FCM20
Cyl. 1
E95.06
E95.05
E95.04
E95.03
E95.02
E95.01
Local
Manual
Control
E25
WECS
Power
Supply
E85
DRAWN FOR
6 CYLINDERS
2006
(nearby Engine)
2/ 16
#1
#2
Power Supply
2 x 220 VAC
(Single Phase)
RT-flex96C
40021/A2
Operation
3.
Engine-related control functions
3.1
General
All engine-related control functions are distributed within six FCM20 modules
(cylinders 16) for 6 to 10 cylinder engines, however, there are eight modules for
11 to 14 cylinder engines. The last and penultimate modules are provided for the
control functions of the cylinder lubricating system.
For safety reasons all important functions, input and output signals of the modules
are redundant. The engine remains in operation if one module fails. The power
supply is also redundant (see Fig. B).
A defective module has to be replaced with the Online Spare module.
The control box E90 must subsequently be completed with a new module as Online Spare which will receive a download of all application data.
B
FCM20
Online Spare
E90
2 x System Bus
2 x SSI
FCM20
Cyl. 6
FCM20
Cyl. 5
FCM20
Cyl. 4
FCM20
Cyl. 3
FCM20
Cyl. 2
FCM20
Cyl. 1
Control
Oil Rail
Pressure
Engine
TDC Signal
Lubricating Pump
(each Cylinder)
Fuel
Pump Actuators
Fuel Rail
Pressure
Common
Starting Valves
Servo Oil
Rail Pressure
Crank Angle Unit
DRAWN FOR
6 CYLINDERS
Servo Oil
Pump Actuators
Scavenge Air
Pressure
3/ 16
Control
Oil Pumps
Scavenge Air
Pressure
Exhaust
Waste Gate
(optional)
Pulse / 12.09
40021/A2
Operation
RT-flex96C

Functions:
3.2
Fuel pressure control
Servo oil pressure control
Monitoring and triggering functions
Servo oil pumps
Control oil pumps
Fuel pump actuators
Cylinder lubricating system control
Fuel pressure control
C
Injection
Fuel Rail (1 or 2-part design depending on number of cylinders)
Fuel Pressure
Control Valve
Intermediate Fuel Accumulator

Supply Unit
Drive
Fuel Pump
Actuators
Fuel
Pumps
Fuel Overpressure Safety Valve
Fuel Shut-down
Pilot Valve
Fuel Booster
Pump
(Plant)
Main Bearing Oil
FCM20
Cyl. 4
FCM20
Cyl. 3
System Bus
WCH00368
Starting:
At starting, the fuel pump actuators are set to start position.
Engine running:
The fuel pressure is dependent on the engine load.
The control loop for the fuel rail pressure can basically be described as follows:
WECS9520 generates a control signal based on engine speed and fuel

command.
The signals from the FCM20 modules control the fuel pump actuators. Each
actuator regulates two or three fuel pumps depending on the number of cylinders via the regulating racks.
The resulting fuel rail pressure is measured by two pressure transmitters as

feedback to the FCM20 modules of cylinders 3 & 4.
Shut-down:
At shut-down the fuel pump actuators are set to position zero and the fuel shutdown pilot valve is activated by the safety system.
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3.2.1 Emergency mode

One actuator brokendown:
If one of the fuel pump actuators is brokendown, its regulating linkage remains in
position or moves to maximum position by means of a spring.
The other actuators still control the fuel pressure. Below medium load any surplus
fuel is released by the fuel pressure control valve.
3.2.2 Monitoring
Pressure:
The pressure is monitored. If out of tolerance, a failure is indicated.
Sensors:
The sensors are monitored. If out of range or exceeding difference, a failure is indicated, and it can furthermore be observed with blinking LEDs on FCM20 modules
of cylinders 3 & 4 (see 08501 Failures and Defects of WECS Components).
3.3
Servo oil pressure setpoint
D
Servo Oil Rail (1 or 2-part design depending on number of cylinders)
from/to
Control Oil System
Servo Oil Pumps

with Internal
Press. Controllers
Exhaust Valve
Drive
Safety
Valve
Supply Unit
Drive
Servo and Control Oil

(add. Filtered Lube Oil)
FCM20 FCM20 FCM20 FCM20 FCM20 FCM20
Cyl. 6
Cyl. 5
Cyl. 4
Cyl. 3
Cyl. 2
Cyl. 1
System Bus
DRAWN FOR
6 CYLINDERS
5/ 16
2006
40021/A2
Operation
RT-flex96C
3.3.1 Pressure setpoint

An internal mechanical pressure controller with an electrical setpoint is provided
for each servo oil pump. This setpoint is determined by a pulse width modulation
(PWM) signal.
The setpoint is mainly dependent on the engine load and generated in the FCM20
module.
A closed loop control compensates pressure losses in the pipes between the servo
oil pumps and the servo oil rail.
Every pressure controller of the four to six pumps (depending on number of cylinders) is connected to a FCM20 module (cylinders 3, 4, 5, 6, 7 & 8). This decentralization increases the availability of the servo oil system.
One servo oil pump may fail, however, the system keeps running. The load is taken
over by the other pumps.
3.3.3 Sensor monitoring
Pressure:
Sensors:
The sensors are monitored. If out of range or exceeding difference, a failure is indicated, and it can furthermore be observed with blinking LEDs on FCM20 modules
of cylinders 1 & 2 (see 08501 Failures and Defects of WECS Components).
2006
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40021/A2
Operation
3.4
Control oil pressure supply
Control Oil Rail (1 or 2-part design depending on number of cylinders)

to Control Oil Rail
(for 8 to 14 Cyl.)
Pressure
Reducing
Valve
to Injection
Control Units
from/to
Servo Oil System
Pressure
Retaining
Valves
Safety
Valves
FCM20
Cyl. 3
FCM20
Cyl. 4
FCM20
Cyl. 5
System Bus
Control Oil
Pump Unit
Servo and Control Oil

(add, filtered Lube Oil)
3.4.1 General
The control oil system is used to control the injection.
One of the two electrically-driven control oil pumps provides the control oil pressure, maintaining it over the entire load range. During engine start and at low load
(up to approx. 50%) both control oil pumps are running.
Prior to engine start a servo oil rail pressure of 50 bar is produced via the pressure
reducing valve, until the engine-driven servo oil pumps deliver the required pressure.
Upon failure of a control oil pump the second pump ensures the correct pressures.
3.4.3 Pressure monitoring
It can be observed with the relevant blinking LED on FCM20 module of cylinder 5
(see 08501 Failures and Defects of WECS Components).
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2006
40021/A2
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RT-flex96C
3.5
Cylinder lubricating system control
F
Servo Oil Rail
Servo Oil Rail
Pressure
Reducing
Valve
Filter
Lubricating
Pump
to next Pump
to next Pump
4/2-way
Solenoid
Valve
ALM20
Cyl. 1
ALM20
Cyl. 2
ALM20
Cyl. 3
Lubricating
Oil
ALM20
Cyl. 4
ALM20
Cyl. 5
ALM20
Cyl. 6
ALM20
Cyl. 7
ALM20
Cyl. 8
FCM20
Cyl. 7
FCM20
Cyl. 8
CAN Bus
DRAWN FOR
8 CYLINDERS
System Bus
3.5.1 General
The last and penultimate FCM20 modules are provided for the control functions
of the cylinder lubricating system. Each ALM20 (control unit) actuates a lubricating pump when receiving the corresponding control signal from the FCM20. The
dual execution of the system bus, CAN bus and power supply ensures the redundancy.
Upon failure of a FCM20 module or bus the second FCM20 module or bus ensures the control of the cylinder lubricating system, however, a passive failure is
indicated in WECS9520 (see also 08501).
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Operation
4.
4.1
Cylinder-related control functions

General
Every cylinder is equipped with an FCM20 module. A redundant system bus provides communication between the FCM20 modules.
The FCM20 modules receive the crank angle signal via a redundant SSI bus.
If a FCM20 module breaks down, the respective cylinder is cut out. The other
FCM20 modules remain in operation.
Functions:
Exhaust valve control (including VEO/VEC)
Module Bus
(CANopen)
Starting
Valve
Exhaust Rail Valve
Position
Sensor
Position
Sensor
Exhaust Valve Position
Rail Valve Return
Rail Valve Injection
Rail Valve Return
Rail Valve Return
Injection Quantity
Injection Quantity Sensor
Injection Rail Valves 1 to 3
Start Air Pilot Valve
Exhaust Valve Position
Rail Valve Close
Volumetric injection control (including VIT)
Rail Valve Open
FCM20
System Bus (CANopen)
2 x SSI
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Operation
RT-flex96C
4.2
Injection control
H
Control
Oil
Rail Valves
Fuel Quantity
Piston
Fuel Quantity
Sensor
Injection
Return
Injection
Control
Valves
Fuel Quantity
Signal
Injection
Valves
Fue
l
Rail
Fuel
012.843/05
All components are shown

in position NO INJECTION
Injection valve control function:
All injection valves, respectively the injection rail valves of a cylinder, are controlled
individually, but with one common feedback signal for the injected fuel quantity.
Normally all injection valves are activated at the same time. Special operation
modes enable injection with only one or two injection valve(s) or with spray interruption (multi-shooting patterns), (see also 02801 WECS9520 Injection control).
In order to improve atomizing at low load one or two injection valves are cut out
automatically.
The FCM20 is used to amplify control outputs up to the required signal level for
the rail valves.
Rail valve ON-time measurement:
The rail valves supply is cut off as soon as the valve piston has moved. This is
measured ON-time and indicated in the remote control.
It allows a certain interpretation of the rail valve condition.
Initial setpulse:
Since the rail valves are bistable, their initial position is undefined. Therefore, at
engine standstill, setpulses are periodically applied to the rail valves to obtain a
defined position.
2006 / Pulse
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RT-flex96C
40021/A2
Operation
Injection control:
Fuel injection is controlled as follows:
Calculation of injection begin with reference to crank angle and VIT.
Releasing the injection by actuating the rail valves.
The time difference between injection start signal and injection begin is called
injection deadtime. The injection begin is detected with the movement of the
fuel quantity piston.
The actual injection quantity is determined by the stroke of the fuel quantity
piston. The injection is stopped when the fuel quantity piston reaches the calculated stroke.
Based on the control signal the injection quantity is calculated by the governor.
On the following injection cycle, the calculation of the correct injection time includes the measured injection deadtime.
The functionality of the injection system is monitored at each cycle.
Reversing:
For running the engine ASTERN, the crank angle is mirrored.
Emergency mode:
If the fuel quantity sensor is broken, the control system converts the fuel command signal from the corresponding FCM20 module into a time period. This cylinder is then controlled with timed injection.
4.3
Exhaust valve control
I
Rail Valve
Exhaust
Control Valve
approx.
4 bar
Position
Sensors
Exhaust
Valve Drive
Air Spring
Air
Servo
Oil
008.342/01
All components are shown

in position CLOSED
Exhaust valve function:
The exhaust valve opens and closes once per crankshaft revolution. Its movement
is measured by two position sensors.
The FCM20 is used to amplify control outputs up to the required signals for the rail
valves.
11/ 16
Pulse / 2006
40021/A2
Operation
RT-flex96C
Rail valve ON-time measurement:

The time between start signal and moving the valve piston is measured and indicated in the remote control.
Initial setpulse:
Since the rail valves are bistable, their initial position is undefined. Therefore, at
engine standstill, setpulses are periodically applied to the rail valves to obtain a
defined position.
Exhaust valve control:
The exhaust valve movement is controlled as follows:
The opening command of the exhaust valve is calculated with reference to

crank angle and VEO.
Triggering of the opening rail valve.
Measuring opening deadtime: Displacement time from 015% valve stroke.
The closing command is calculated with reference to crank angle and VEC.
Triggering of the closing rail valve.
Measuring closing deadtime: Displacement time from 10015% valve stroke.
After a completed crankshaft revolution the timing for the next cycle is corrected according to the deadtime of the previous one.
Reversing:
For running the engine ASTERN, the crank angle is mirrored.
Emergency mode:
In case of one broken position sensor the process goes on with the functioning
sensor.
In case of both broken position sensors the process continues with time control for
the affected cylinder.
4.4

The starting valve is opened and closed directly by the FCM20 once per crankshaft revolution at a certain crank angle until the engine is running.
Reversing:
For starting the engine ASTERN, the crank angle is mirrored.
4.5
Crank angle sensor

Two crank angle sensors are mounted at the free end; they are driven by the crankshaft via a coupling. They provide an absolute angle signal (not an incremental signal).
Both signals are transmitted to each FCM20, however, excluded is the Online
Spare module.
Following works on the crank angle sensors or their associated drives, the signals
must be compared to the reading on the flywheel. If necessary the offset must be
readjusted on the remote control.
Crank angle signal monitoring:
Both crank angle signals and the TDC signal are compared with each other.
An alarm, slow-down or shut-down is indicated if the three signals do not correspond within a certain tolerance.
2006
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RT-flex96C
Operation
40021/A2
5.
Communication between WECS9520 and external systems

WECS9520 provides the following data communications to:
Propulsion control system
Ship alarm and monitoring system
Control panel at local manoeuvring stand
BACKUP control box in control room.
The standard version of WECS9520 covers the following external communications:

D
2 redundant data cables to remote control
2 redundant data cables to ship alarm and monitoring system
1 data cable to local control panel
1 data cable to BACKUP control box in control room
1 data cable to a connector at BACKUP control box of remote control for connecting a notebook of the service personnel.
Schematic diagrams see Fig. I and A.

Remark: The communications between the systems may differ slightly depending
on approved system manufacturer (see therefore the relevant documentation).
5.1
Propulsion control system

The propulsion control system is divided into the following subsystems:
D
Remote control system (RCS)
Electronic speed control system
Safety system
Telegraph system
Remark: The safety and telegraph systems work independently and are fully operational also at failure of the remote control functions.
5.2
Remote control system

Main functions:
D
Start, stop, reversing
Automatic slow turning
Auxiliary blower control
Transfer control
Speed setting
Automatic speed setting program
Information about current WECS9520 status is available in the remote control.

This includes measured values of sensors, alarm indications, parameter settings
and trendlines (see documentation of remote control manufacturer).
13/ 16
Pulse / 2006
40021/A2
Operation
RT-flex96C

User parameters e.g. maximum fuel limit, running-in mode and FQS can be adjusted by the engine operator.
All commands to run the engine, e.g. AHEAD or ASTERN, are generated in the
RCS according to operator requirements.
On the other hand, the corresponding FCM20 generates a load signal to the RCS
out of the average from the measured fuel quantity signals.
Two charge (scavenge) air signals are transmitted to RCS via WECS9520, therefore, the signal is redundant.
If WECS9520 detects a failure, it sends an alarm signal to the ship alarm system
or a slow-down / shut-down signal to the safety system.
Parameter setting:
The parameters are divided into two groups:
User parameters, access without password
Expert parameters, access with password only
User parameters e.g. maximum fuel limit, running-in mode and FQS can be adjusted by the engine operator.
Expert parameters are changed only by service personnel, mainly during commissioning. A typical expert parameter is the firing order of the engine, which is set
only once. A connector for service access is provided in the engine control room.
5.3
BACKUP control box

It is part of the propulsion control system and arranged in the ECR console. The
same control functions can be carried out as at the local control panel (see also
46181).
5.4
Electronic speed control system

D
Maintains engine speed at required value from remote control
Transfers fuel command to WECS9520
Fuel quantity limitation depending on charge (scavenge) air pressure and engine protection
The speed control system for the engine is an independent electronic device and
not part of WECS9520.
WECS9520 receives a fuel command signal from the speed governor.
This signal is distributed to all FCM20 modules. This is the setpoint for the fuel
quantity to be injected.
In case of a speed control system failure, the engine can be run either in:
LOCAL mode by manually adjusted fuel quantity at local control panel, or
ECR BACKUP mode from BACKUP control box in control room.
Attention! In BACKUP mode an engine with controllable pitch propeller (CPP)

shall be operated with blocked propeller pitch to avoid overspeed.
2006
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RT-flex96C
Operation
40021/A2
5.5
Safety system
Main functions:
D
Emergency stop
Overspeed protection
Automatic shut-down
Automatic slow-down
Each irregularity generates within WECS9520 a request to the safety system.

See detailed failure description in 08501 Failures and Defects of WECS Components.
5.6
Telegraph system
D
Used for transmission of manoeuvring orders from the wheelhouse to the control room and local control panel.
15/ 16
2006
40021/A2
Operation
RT-flex96C
J
Ship Alarm and
Monitoring System

DENIS9520
Remote Control Specification
Independent Subsystems:
Alarm
Signals
Alarms
Electronic
Speed Control
System
Telegraph
System
Alarm and
Slowdown Signals
D E N I S 9 5 2 0
E n g i n e
Signals for Alarm
Indications
WECS Alarm Signals
Bus for Service Access
Bus to ECR Manual Control Panel
Feedback Signals from WECS
Command Orders from RSC/Speed Control
Bus
Signal for Safety
Signal for Control
Bus
Signals for Alarm and Slowdown
Safety
System
Connector for
Service Access
Remote
Control
System
ECR Manual
Control Panel
Slow-downs
S p e c i f i c a t i o n
Bus to LCP
E10, E20, etc.

Control Terminal Boxes
Sensors and Actuators
E25
Local
Control
Panel
Local Indications
E90
E110, E120, etc.
WECS Shipyard Interface Box
Alarm Terminal Boxes
WECS9520
Alarm Sensors
WECS Sensors and Actuators
RTflex Engine
2006 / Pulse
16/ 16
RT-flex96C
Operation
40023/A2
User Parameters and Maintenance Settings
1.
General
User parameter settings are accessible to the operator without password.
Maintenance settings are accessible to the operator with password or key only
depending on remote control manufacturer!
Setting or altering the parameters listed in WECS9520 can be carried out using
the Operator interface of the remote control as follows:
User parameters in USER
Maintenance settings in ADJUST.
How to reach these areas in order to alter the corresponding values is described in
the manual of the remote control manufacturer.
1.1
Overview of user parameters
Parameter
Purpose and effect
FQS
(Fuel quality setting)
FQS can be set to adjust maximum firing pressure to nominal value.

A negative correction angle will advance the injection
begin and increase max. pressure.
A positive correction angle will retard the injection begin
and reduce max. pressure.
VIT on/off
VIT is normally switched on (shown as ON).

It can be switched off (shown as OFF) for running-in. OFF
means injection begins at nominal angle independent of
the engine power.
Inj. cut off

(Injection cut off)
Can be used to stop fuel injection to individual cylinders if

necessary (e.g. in case of liner/piston ring problems or
damaged injection system). The exhaust valve remains in
normal operation.
Inj. venting
(Injection venting)
Injection units of individual cylinders or all of them can be

vented. Rail valves of cylinders will be rhythmically activated for some time. It is advisable that a control oil pump
is running.
This should be done preferably before every engine start
after a stop of some hours.
Exv. A/M Cmd

(Exhaust valve auto/manual command)
Use it to manually open and close single exhaust valve at

stopped engine. Useful for testing and venting, e.g. after
maintenance works.
Preconditions: One control oil pump must be running,
building up some pressure in servo oil rail. Air spring pressure must be up.
Switching Control Oil

Pumps
Start standby pump and stop the running one.
Start Valves Checking

(Common start valves 1/2,
enable/disable)
For function checks of control valves on shut-off valve for

starting air.
Switch off a valve in order to check the other one.
Heavy Sea Mode
Can be switched on in case of heavy sea. This function

sets the fuel rail pressure to a constant value, independent
of the engine power. Pressure control becomes more
stable. Switch off when weather conditions have normalized and before manoeuvring.
Lubrication (Feed rate)
Adjusting desired feed rate in steps of 0.1 g/kWh.
1/ 2
Pulse / 12.08
40023/A2
Operation
RT-flex96C
User Parameters and Maintenance Settings
1.2
Overview of maintenance settings

Parameter
Purpose and effect
Crank Angle (PARA3)

Crank angle offset, engine
TDC offset
Crank angle settings and checks after maintenance or replacement of crank angle sensor unit.
Input of crank angle deviations (mean values) and checking of measured values.
Exv. closing offset

(Exhaust valve closing
offset)
Cylinder pressure fine tuning in service:

Permits adjusting of compression pressure.
Inj. begin offset

(Injection begin offset)
Cylinder pressure fine tuning in service:

Permits adjusting of maximum firing pressure.
Inj. correction factor

Injected fuel quantity for each cylinder can be reduced indi(Injection correction factor) vidually to 80 %. Useful to run in single cylinders or in case
of running troubles on single cylinders.
Servo oil pump,
Pr. setp. tun.
(Servo oil pump,
pressure setpoint tuning)
2006
Should be done at initial adjusting of engine at shop trial.

In case of exchange of a servo oil pump it could become
necessary to readjust if one pump at low load gives indication of No Flow. In this case, increase pressure value by
trial and error.
2/ 2
RT-flex96C
Operation
40024/A2
Regular Checks and Recommendations for WECS9520
1.
General
For safety reasons redundant control systems and the components in standby
mode should be checked periodically for trouble-free functioning.
2.
Monthly checks
2.1
LOCAL MANUAL CONTROL (Local Control)
3.
Quarterly checks
3.1
Level switch
Carry out an engine start in LOCAL MANUAL CONTROL mode.
See 80161 Servo oil leakage system and 80191 Fuel leakage system.
3.2
Check electric cable junctions.
Remove the terminals cover from the sensor and change the selector switch
from MAX to MIN.
An alarm should be triggered and the LED display on the sensor shows red.
Set the selector switch back to the original position and fit the terminals cover.
Power supply to FCM20 & ALM20 modules and fuel pump actuators
Check in power supply box E85 if all of the corresponding circuit breakers are
cut in (see also Location of flex Electronic Components 93621 and block diagram in box E85).
Check the main supply switch-over functions by cutting out and in the AC #1 at
the main switch board (plant side). WECS9520 must remain in full operation.
Remark: Carry out the above check only at engine standstill, e.g. during the start
preparations.
3.3
Pressure switch PS5017C on shut-off valve

Remark: If the pressure switch PS5017C on the shut-off valve is defective, starting in LOCAL MANUAL CONTROL mode (Local Control) is not possible.
At engine standstill, push LOCAL MANUAL CONTROL (Local Control) at

WECS9520 manual control panel (see 46181).
Check the indications of the turning gear:
engaged = switch open
disengaged = switch closed
1/ 2
Pulse / 2006
40024/A2
Operation
RT-flex96C
Regular Checks and Recommendations for WECS9520
3.4
Starting air control valves
Switch off one of the starting air control valves activated by FCM20 of cylinder1 or 2 in the remote control (user parameter, function Start Valves Checking).
Carry out an engine start with starting air (AIR RUN) only or slow turning.
Repeat the test procedure with the second control valve.
Remark: After every start attempt, WECS9520 reactivates both control valves
automatically.
4.
5.
Recommendations for replacing FCM20 modules
Carry out at engine standstill if possible.
Cut out the power supply to the modules concerned and control box E90.
Insert Online Spare module from control box E90.
The control box E90 must subsequently be completed with a new module as
Online Spare which will receive a download of all application data.
Recommendations for replacing ALM20 modules
2006 / Pulse
Can be carried out during engine operation or at standstill.
Replace defective ALM20 module.
Check function of new ALM20 module (outer LEDs), see 72181 ALM20
module.
2/ 2
RT-flex96C
Operation
40031/A2
Engine Control
Overview
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/10
2.
Functions of control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/10
3.
Engine local control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/10
4.
Checking the engine control system . . . . . . . . . . . . . . . . . . . 3/10
4.1
General preparatory works . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/10
4.2
4.3
Control air supply unit A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/10

Starting up of WECS9520 control system . . . . . . . . . . . . . . 4/10
4.4
Safety and alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/10
4.5
Automatic filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/10
4.6
Auxiliary blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/10
4.7
Control oil and servo oil system . . . . . . . . . . . . . . . . . . . . . . . 6/10
4.8
Exhaust valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10
4.9
Cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10
4.10 Regulating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/10

4.11 Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/10
4.12 Starting system and start interlock . . . . . . . . . . . . . . . . . . . . . 8/10
4.13 Overspeed system and start preparations . . . . . . . . . . . . . 10/10
4.14 Start on fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/10
1.
General
The DENIS9520 (Diesel Engine CoNtrol and OptImizing Specification) and the
WECS9520 (Wrtsil Engine Control System) have been designed in such a
manner, that various remote controls can be used. To this end all nodes are exactly
defined. Terminal boxes are mounted on the engine, to which the cable ends from
the control room or from the bridge (depending on remote control) can be connected.
The engine control comprises all parts which are necessary for operation, monitoring and safety of the engine.
Synopsis of engine control (40032):
The Control Diagram is a schematic synopsis of all control components and of
their functional connections.
All code numbers and designations used in the following description are found in
the control diagram and summary 40032.
Detailed control diagram with interfaces in the plant (40033):
On these pages individual diagram sections of the engine control connected by
function are shown in detail.
They provide a general view of:
Connection of the individual systems.
Interfaces from engine to plant or to remote control respectively.
Monitoring and safeguard instrumentation.
Code designations for the identification of external connectors.
1/ 10
Pulse / 4.09
40031/A2
Operation
RT-flex96C
Engine Control
2.
Functions of control
The engine control permits carrying out the following functions:
Starting, operation, manoeuvring and shutting down.
Regulating the engine speed.
Partly safeguarding and monitoring the engine.
All functions can be checked (see paragraph 4. Checking the engine control system before commissioning the engine).
Interlocks protect against and prevent manoeuvring errors.
3.
Media of the control
Pressures
Control air from board system
7 8 bar 1)
Control air from starting air bottle
max. 25 / 30 bar 2)
Starting air from starting air bottle
max. 25 / 30 bar
Main bearing and piston cooling oil
4.8 6.0 bar
10 12 bar
Servo oil
100 200 bar
Control oil
200 bar
1)
Adjusted to 6.5 bar with pressure reducing valve 23HA
2)
Adjusted to 6 bar with pressure reducing valve 19HA
Engine local control

The engine can be operated on local control panel (see also 46181).
This mode of operation can be chosen e.g. in case of electronic speed control system or remote control failures. The operator may under no circumstances leave
the local manoeuvring stand. He must regularly observe the engine speed enabling him to immediately adjust the fuel supply when the speed varies to some extent.
At WECS9520 manual control panel (see 46181), press button LOCAL

MANUAL CONTROL (Local Control) for mode transfer to local manual control.
Turn rotary knob for fuel injection quantity to approx. 15% start fuel charge
(see display).
runs.
Slowly adjust rotary knob for fuel injection quantity until the engine runs at the
required speed. The corresponding value can be read on display and speed
indicator.
Starting:
2006
2/ 10
RT-flex96C
Operation
40031/A2
Engine Control
Reversing:
Turn rotary knob to 15% fuel injection quantity (see display).
runs in the correct direction.
Remark: On ships under way this procedure may under certain circumstances
take rather a long time (several minutes), as the propeller is dragged in the
wrong sense of rotation.
Stopping:
Reduce engine speed / load with rotary knob.
Press button STOP.
Remark: The above mentioned starting procedure may also be carried out on
ECR manual control panel.
However, buttons and rotary knob function only in the corresponding mode of operation, i.e. with active control stand (see 46181 WECS9520 manual control
panel).
4.
Checking the engine control system

Should elements of the pneumatic control system have been dismantled, removed
or replaced during an overhaul, then a general operational check must be made
before recommissioning. The following passages describe how to proceed.
The item numbers of the following mentioned valves and designations correspond
to those in the schematic engine control diagram 40032 and detailed control diagrams 40033.
Attention! Any detected leakages must be eliminated during checking the control
system!
4.1
4.2
General preparatory works
Open indicator valves.
Close shut-off valves on starting air bottles. Close shut-off valve for starting air
2.03 with handwheel 2.10. Vent starting air supply pipe with venting valve
2.21.
Vent starting air distributor main using venting valve 2.27.
Vent control air bottle 287HA.
Remove roller lifting tools if fitted.
Control oil pumps 3.721 and 3.722 must be cut out (main switch).
Control air supply unit A
Open 30 bar feed to control air supply unit using shut-off cock 36HC at connection A2.
Adjust air for air spring and control air to 6 bar with reducing valve 19HA. For
this shut-off cock 36HA must be open. The pressure can be checked on pressure gauges PI4341M and PI4412M.
Open 8 bar feed from board supply system to control air supply unit using
shut-off cock 36HB at connection A1.
Adjust air for air spring and control air to 6.5 bar with reducing valve 23HA.
The pressure can be checked on pressure gauges PI4341M and PI4412M.
Make sure air is fed to valve unit E via blocking valve 2.13.
3/ 10
2006
40031/A2
Operation
RT-flex96C
Engine Control
4.3
Starting up of WECS9520 control system
D
4.4
Switch on all breakers in the power supply box E85.
Check that both green indication LEDs light up on all FCM20 modules.
The FCM20 modules are able to function if no red LEDs light up after the
countdown process.
Safety and alarm system
WECS9520, RCS, safety system, alarm and monitoring system must be

switched on.
Actuate EMERGENCY STOP on the control room console as well as on the

local control panel. Check each time if fuel shut-down pilot valve 3.08 is electrically activated (i.e. the coil is energized).
For the safety system the setting of the pressure switches must be carried out
with falling pressures by means of the compressed air pump (tool), in accordance with the following table:
Attention! Before setting and testing pressure switch PS2002S switch off power
supply for control oil pumps to avoid dry-running (see also Pressure Switches and
Pressure Transmitters 92581).
Medium
Code No.
Pressure
Action
Time delay
Cylinder cooling water
PS1101S
2.5 bar
Stop
60 s
Main bearing oil
PS2002S
4.1 bar
Stop
10 s
Piston cooling oil
PS2541xxS
0.6 bar
Stop
15 s
PS4341S
4.5 bar
Stop
0s
Air spring
Remark: The above setpoints are for reference only. Valid settings see Operating
Data Sheet 02502.
D
For passive failure monitoring a resistor must be inserted in the plug of the
following pressure switches between connections 2 and 3:
PS1101S
PS2002S
PS4341S
For passive failure monitoring a resistor must be inserted in the plug of pressure switches PS2541SPS25xxS between connections 1 and 3.
The value of the resistors depend on the remote control supplier:

Supplier
2012-06
Resistor
[kOhm]
Power
[W]
KONGSBERG Maritime
10
0.6
NABTESCO
5.6
0.6
SAM / Lyngs
8.2
0.6
4/ 10
RT-flex96C
40031/A2
Operation
Engine Control
Trigger a system alarm in the oil mist detection system by means of:
removing a plug from the junction box or
starting the Test Menu in the control unit.
Connect smoke testing instrument (tool) to test connection on a sensor. Simulate oil mist and with that trigger an alarm in the safety system.
Check pick-ups for speed measurement:
4.5
Turn crankshaft with turning gear. LEDs on speed pick-ups go on and off
in the pattern of passing teeth.
Check level switches in the condensate drain units. Release a high-level

alarm by manual actuating of the floater.
Check level switch in the leakage oil return. Release a high-level alarm by
manual actuating of the floater.
Ensure compressed air at the automatic filter. Check whether stop valve 4.37
is open in oil pipe before automatic filter, and stop valve is closed in pressure
compensating pipe near the oil outlet.
Ensure power supply at control box and turn on main switch.
Bring selector switch in the control box to Adjust ( ll ). On the display the parameters can be adjusted as follows:
(see also instructions of filter manufacturer)
Automatic filter
Function
4.6
Parameter
Adjustment
Flushing interval in h
PA2
Flushing interval in min.
PA3
Flushing interval in sec.
PA4
20
Flushing interval monitoring

(alarm)
PA8
ON
Bring selector switch in the control box back to Operation ( l ).
Touch Flushing button on the display. A flushing cycle of 20 seconds duration

must now be initiated.
Observe whether the motor of the rotating device turns in the indicated direction (clockwise viewed from top).
Switch on electric power supply for all auxiliary blowers.
Press button LOCAL MANUAL CONTROL at WECS9520 manual control

panel (see 46181) in order to takeover the control.
Auxiliary blower 1 must start immediately.
All other auxiliary blowers must start with a delay of four to six seconds.
This delay period can be set on time relay in the auxiliary blower control box.
Repeat this test at ECR manual control panel.
Check rotation direction of all auxiliary blowers.
Auxiliary blowers
5/ 10
4.09
40031/A2
Operation
RT-flex96C
Engine Control
Connect compressed air pump (tool) to pressure transmitters PT4043C and

PT4044C, simulating scavenge air pressure (04 bar TIER I or 06 bar TIER
II). Disconnect cables from terminal 18 (PT4043C) resp. terminal 20
(PT4044C) and connect an ammeter between terminal and corresponding
cable in terminal box E12. Check that transmitter output (420 mA) corresponds with simulated pressure (04 bar TIER I or 06 bar TIER II). If necessary adjust or replace transmitter(s). Reconnect cables to terminals after test.
Auxiliary blower start/stop hysteresis (see following table) is adjusted in remote control.
Remove compressed air pump.

IMO TIER I
IMO TIER II
cost optimized
effency optimized
Pressure
A
[barG]
Pressure
B
[barG]
Pressure
A
[barG]
Pressure
B
[barG]
Pressure
A
[barG]
Pressure
B
[barG]
< 0.35
> 0.45
< 0.60
> 0.80
< 0.80
> 1.00
Test of auxiliary blowers in ECR manual control panel:
Switch off power supply of FCM20 module #4.
Command and feedback of auxiliary blowers shall still be working.
If not, check cabling to starter box(es).
Test of auxiliary blowers in ECR manual control panel:
4.7
Switch off power supply of FCM20 module #3.
Command and feedback of auxiliary blowers shall still be working.
If not, check cabling to starter box(es).
Control oil and servo oil system
2010-07
Start main bearing oil pump and check whether the operating pressure is
properly adjusted.
Start control oil pump 3.721 and check control oil pressure of 200 bar. If necessary adjust pressure by means of pressure retaining valve 3.731A. The
pressure can be read off on display of WECS9520 manual control panel
(46181).
Due to cold oil temperature the oil pressure may be indicated slightly higher.
Stop control oil pump 3.721.
Start control oil pump 3.722 and check control oil pressure of 200 bar. If necessary adjust pressure by means of pressure retaining valve 3.732A. The
pressure can be read off on display of WECS9520 manual control panel.
Open stop valves 4.301 to 4.303 in the connection between servo oil rail
and control oil rail.
Adjust pressure in servo oil rail 4.11 to 50 bar by means of pressure reducing
valve 4.27. The pressure can be read off on display of WECS9520 manual
control panel.
6/ 10
RT-flex96C
Operation
40031/A2
Engine Control
4.8
Exhaust valve drive
Open exhaust valve 4.01 of cylinder 1 manually in remote control (user parameter, function Exv. A/M Cmd).
Simultaneously with opening the exhaust valve, note indicated values (mA) in
remote control, EXV of fields Open position sensor 1/2.
Remark: These values must be noted immediately after opening the exhaust valve, since the valve will automatically close slowly.
4.9
Shut exhaust valve 4.01 of cylinder 1.
With exhaust valve closed, note indicated values (mA) in remote control, EXV
of fields Open position sensor 1/2.
Repeat procedure above for each exhaust valve.
The shown values shall be approximately the same for all cylinders. If not, the
valve is not fully open or the sensors are defective.
Set parameters of each exhaust valve drive to AUTO in remote control (user
parameter, function Exv. A/M Cmd).
Check whether all ALM20 modules are electrically connected. The display
(upper LED part) lights up green with power supply switched on and correctly
working lubricating system software.
Open stop valves 4.305 and 4.306.
Check servo oil pressure of 60 bar. If necessary adjust it by means of pressure

reducing valves 8.111 and 8.112. The value can be read off on pressure
gauges PI2041L and PI2042L.
Ensure lubricating oil supply and cleanness of piping filter 8.17.
Put shut-off valves and relief valves in the lubricating pumps to operating position (to stop fully turned out).
Check whether stop valve is opened in oil pipe to exhaust valves (see 72181
Additional lubrication of exhaust valve spindle).
Vent lubricating oil filter 8.17, measurement tube 8.19 and all lubricating
pumps 8.06.
Select corresponding cylinder number in field MANUAL LUBRICATION ON

CYL. in the operator interface or actuate MANUAL EMERGENCY on 4/2-way
solenoid valve, checking whether lubricating oil is fed to the row of lubricating
grooves in the cylinder liner through the lubricating quills.
Remark: According to requirements number of lube pulses can be altered (e.g. 20

lube pulses for checking feeding or for venting) LUBRICATION > in field MANUAL LUB. PULSE in the operator interface.
Set parameter for feed rate, e.g. 1.4 g/kWh for running-in (see Cylinder Lubrication 72181 and 04101 Cylinder lubricating oil feed rate).
Verify if the regulating linkages to the fuel pumps have been fitted according to
Maintenance Manual 58011 Adjusting the regulating linkage.
Ensure that the regulating linkage moves freely over the entire stroke.
4.10 Regulating linkage
Never switch on actuators which are disconnected from the regulating linkage, or disconnect the regulating linkage of already powered up actuators!
This leads to actuator damage!
7/ 10
Pulse / 2010-10
40031/A2
Operation
RT-flex96C
Engine Control
4.11 Fuel oil system
Start fuel booster pump 3.15.
Check if pressure retaining valve 3.53 has been set to a pressure difference of
35 bar. The pressures before and after the pressure retaining valve can be
read off pressure gauges PI3421L and PI3431L (setting values see also Operating Data Sheet 02501).
All stop valves after intermediate fuel accumulator 3.04 and before fuel rail
3.05 must be open.
Check whether knurled screw is adjusted and tightened at its lower stop corresponding to the opening pressure on fuel pressure control valve 3.06.
Remove plug 3.39 and the nut with conical plug on stop valve 3.40 and connect the pipe (tool 94583) between fuel rail 3.05 and control oil rail 3.75.
Start main bearing oil pump and control oil pump 3.721.
Open stop valve 3.40 between control oil rail and fuel rail. Fuel rail must now
be pressurized with 120200 bar.
Start the venting function of the injection system in remote control (user parameter, functions Inj. Venting and Venting all).
The fuel pressure shall not drop too much, then the venting function is completed.
Press all EMERGENCY STOP buttons, triggering a shut-down.
Fuel pressure control valve 3.06 must open at once, and the pressure in fuel
rail 3.05 must drop to 0 bar. This pressure drop can be watched on display of
WECS9520 manual control panel (46181).
Close stop valve 3.40.
Relieve pressure in fuel rail 3.05 and control oil rail 3.75. Remove the flexible
hose (tool 94583) between fuel rail 3.05 and control oil rail 3.75. Refit and
tighten plug 3.39 and the nut with conical plug.
Reset EMERGENCY STOP so that the system is operative again.
4.12 Starting system and start interlock

Start interlock:
2010-07
Shut-off valve for starting air 2.03 is closed and starting air supply piping
vented.
Turning gear is engaged.
Loosen the piping to valve unit E at connection E6. No air must come out of
the pipe.
Slowly disengage turning gear. As long as the pinion of the turning gear is engaged, and as long as the clearance between the tooth of the flywheel and the
pinion of the turning gear does not exceed 10 mm, no air must issue from the
piping. This check has to be made when engaging and disengaging the turning gear.
Reconnect the piping to connection E6. Disengage the turning gear.
8/ 10
RT-flex96C
Operation
40031/A2
Engine Control
Shut-off valve for starting air:
Remove shuttle valve 115HA from valve unit E .

(pay attention not to lose the three O-rings!)

Press button AIR RUN.
Check that both solenoid valves ZV7013C and ZV7014C are energized (using screwdriver or magnet tester), and control air comes out at both outer
bores at shuttle valve place in valve unit E .
Shut-off valve for starting air 2.03 manually closed, no active shut-downs released, turning gear disengaged and auxiliary blowers switched off by means
of AUX. BLOWER STOP button.
Press button START AHEAD at WECS9520 manual control panel.
Indications No Aux. Blower Running and Start Interlock must be displayed

on WECS9520 manual control panel. No start command is released.
Carry out same test with START ASTERN button.
Press button AUX. BLOWER PRESEL. and carry out both tests START
AHEAD and START ASTERN.
The auxiliary blowers start and control air comes out at both outer bores at
shuttle valve place in valve unit E .
Refit shuttle valve 115HA with O-rings in valve unit E .
Turning gear interlocks:

D
Turning gear is engaged.
Check whether pressure switch PS5017C (switching point 2 bar) and switch
ZS5016C are not activated (open contact).
Indication Turning Gear Engaged must be displayed on both WECS9520

manual control panels, i.e. at the control room console and local manoeuvring
stand.
Attention, very important! It must be ensured that the engine is ready for service,
shut-off valve for starting air 2.03 is closed and starting air supply piping vented.

Press button START AHEAD.
Indication Start Interlock must be displayed on both WECS9520 manual

control panels. No start command is released.
Repeat test also from ECR manual control panel and with remote control.
Disengage turning gear.
Indication Start Interlock disappears from both WECS9520 manual control

panels. Start command is cleared in remote control.
9/ 10
2006
40031/A2
Operation
RT-flex96C
Engine Control
4.13 Overspeed system and start preparations
Close venting valves 2.21 and 2.27. Put handwheel 2.10 of shut-off valve for
starting air 2.03 in position AUTOMAT and open shut-off valves at the starting
air bottles.
Turning gear is disengaged.
Set the overspeed safeguard monitoring to < 30 rpm.
Make absolutely sure that the safety system checks have been carried out
successfully and fuel shut-down pilot valve 3.08 functions properly.
Switch on main bearing, crosshead and control oil pumps, and if there are oil
pumps for turbochargers with external supply.
Switch on cooling water pumps.

Start the engine with air only by pressing AIR RUN button.
When the engine reaches a speed of 30 rpm, the overspeed monitoring

should respond, activating a shut-down.
Fuel pressure control valve 3.06 must open, and existing pressure in fuel rail
3.05 must drop at once. This can be watched on display of WECS9520
manual control panel.
At the same time the fuel pump actuators move the regulating linkages to
position 0.
Reset the overspeed monitoring so that the system is operative again.
If these overspeed tests have been successfully completed, the overspeed

monitoring in the safety system can be set to nominal speed +10%.
The engine is ready for service (see 01101 Checks and preparations).
Turn the engine with air by pressing AIR RUN button.
Set fuel injection quantity to 25% with rotary knob on local control panel.
The engine can now be started by pressing START AHEAD button on

WECS9520 manual control panel. Regulate the speed by means of rotary
knob for fuel injection quantity. Run the engine until all cylinders fire regularly.
Press button STOP. The engine stops.
At WECS9520 manual control panel, press button REMOTE AUTO. CONTROL for mode transfer to remote control.
After takeover the engine can be started via remote control.
4.14 Start on fuel oil
2006
10/ 10
RT-flex96C
40032/A0
Operation
Control Diagram
Designations (Description to 40031, 40032 and 40033)
1.
Summary of part code numbers

A
B
C
D
E
F
G
H
I
K
L
1.
01
04
2.
03
04
05
06
07
08
09
10
13
21
27
3.
01
02
03
04
05
06
08
10
12
14
15
17
19
20
21
22
24
28
29
331
332
333
334
34
Control air supply unit

Fuel supply
Fuel injection
Servo oil supply
Valve unit for start
Exhaust valve drive
Supply unit
Instrument panel
Pressure switches, pressure transmitters
Local control panel
Control oil pump unit
39
40
41
42
43
45
46
47
48
49
521
522
53
55
56
621
622
65
67
68
71
721
722
731A
731B
732A
732B
74
75
76
771
772
78
791
792
801
802
82
85
Speed setting system

Crank angle sensor unit
Speed pick-ups
Starting system
Shut off valve for starting air
Non-return valve
Control valve
Drain and test valve
Starting valve
Flame arrester
Relief valve
Handwheel for shut-off valve
Blocking valve on turning gear
Venting valve
Venting valve
Fuel system
Fuel injection valve
Injection control unit
Fuel quantity sensor
Fuel rail
Fuel pressure control valve
Fuel shut-down pilot valve
Level switch
Leakage inspection device
Fuel pumps
Fuel booster pump (plant)
Leakage inspection point
Cut-out device (tool)
Fuel pump linkage
Fuel pump actuator
Non-return valve
Fuel inlet pipe
Piping
Fuel rising pipe
Stop valve
Stop valve
Stop valve
Stop valve
Non-return valve with throttle
1/ 3
Plug
Stop valve
Injection control valve
Fuel quantity piston
Actuator piston
Control oil return piping
Fuel leakage pipe
Injection pipe
Fuel leakage pipe pressurized
Fuel leakage pipe injector
Fuel overpressure safety valve
Fuel overpressure safety valve
Camshaft
Non-return valve
Stop valve
Stop valve
Drain valve
Non-return valve
Drain valve
Return piping
Control oil pump 1
Control oil pump 2
Safety valve
Safety valve
HP control oil piping
Control oil rail
Rail valve
Pressure transmitter
Stop valve
Stop valve
Stop valve
Stop valve
Drain screw
Condensation water trap
Pulse / 2012-06
40032/A0
Operation
RT-flex96C
01
02
03
06
08
10
11
14
15
16
17
Exhaust valve drive

Exhaust valve
Air spring
Valve drive
Non-return valve with throttle
Air spring venting
Exhaust valve actuator
Servo oil rail
Leakage inspection point
Servo oil pump
Pressure control valve
Inspection point
63
641
642
66
68
69
701
702
71
72
76
771
Servo oil return piping

Actuator pipe
Disc spring
Two-stage piston
Stroke sensor
Stroke sensor
Stroke measuring device
Drain valve
Rail valve
18
20
22
23
24
251
252
261
262
263
264
27
29
301
302
303
305
306
32
33
34
35
36
37
39
41
42
44
45
50
51
52
54
55
Level switch
Automatic filter
Crankcase
Safety valve
Non-return valve
Stop valve
Stop valve
Stop valve
Stop valve
Stop valve
Stop valve
Pressure reducing valve
Non-return valve
Stop valve
Stop valve
Stop valve
Stop valve
Stop valve
Plug
Plug
Plug
Non-return valve
Stop valve
Stop valve
Gear wheel crankshaft
Intermediate wheel supply unit
Gear wheel
Gear wheel
Pinion
Carrier with shearable overload protection
Supply pipe
Collector block
Flow sensor
Servo oil rising pipe
772
82
Drain screw
18
Monitoring
Collector for leakage oil from air spring
06
09
111
112
12
13
17
19

Cylinder lubricating pump
Lubricating quill with non-return valve
Lubricating quill with injection nozzle
Non-return valve
Piping filter
Measuring tube
01
02
03
04
05
06
Engine room
Starting air bottles
Oil pump (low pressure)
Oil pump (high pressure)
Oil filter
Oil cooler
Non-return valve (on engine)
4.
2012-06 / Pulse
7.
8.
9.
2/ 3
RT-flex96C
40032/A0
Operation
PS3121A
PT2041A
PT2042A
PT2046A
PT2047A
PT2051A
PT2071C
PT2072C
PT2081C
PT2083A
PT3421A
PT3461C
Sensors
Cyl. lube oil filter diff. pressure
Cyl. lube servo oil (FE)
Cyl. lube servo oil (DE)
Cyl. lube servo oil leakage (FE)
Cyl. lube servo oil leakage (DE)
Servo oil pump inlet pressure
Servo oil rail pressure
Control oil pressure
Control oil pressure, leak
Fuel pressure supply unit
Fuel rail pressure
PT3462C
Fuel rail pressure
LS2055A
LS2085A
LS3426A
LS3444A
LS3445A
LS3446A
Servo oil supply unit, leak

Control oil supply unit, leak
Fuel supply unit, leak
Rail unit general leak (DE)
Rail unit general leak (FE)
Injection control unit or pipe for
injection valve leak (DE)
Injection control unit or pipe for
injection valve leak (FE)
Servo oil pump 16 (flow)
LS3447A
FS206166A
GT5126C
GT5127C
TE343138C
ZS5016C
ZS5018C
ZS5123C
ZS5372C
ZT542134C
ZT544154C
ZT546174C
Remark:
Crank angle sensor 1

Crank angle sensor 2
Fuel pump A1B4,
outlet temperature
Turning gear disengaged
Shut-off valve for starting air
manually closed
Engine TDC signal
Exhaust waste gate, closed*
Exhaust valve 114, open and
close positions (DE)
Exhaust valve 114, open and
close positions (FE)
Fuel injection quantity
cylinder 114
CV723134C
CV722126C
Actuators
Fuel pump actuator A1B2
Servo oil pump actuator No. 16
XS504649A
ZV720114A/B
ZV720114CH
ZV724154C
ZV713144C
ZV7061S
ZV7013C
ZV7014C
ZV7076C
Fuel pump actuator failure

Exhaust valve actuator Cyl. 114
Injection control unit Cyl. 114
Starting air pilot valve Cyl. 114
4/2-way solenoid valve Cyl. 114
EM. STOP (fuel shut-down pilot valve)
Common start valve 1
Common start valve 2
Exhaust waste gate control valve*
PI2041L
PI2042L
PI2051L
PI2071M
PI2081M
PI3421L
PI3431L
PI3462M
LI2056L
LI2057L
LI2058L
LI2059L
LI3427L
LI3428L
LI3429L
LI3452L
LI3453L
LI3455L
LI3456L
Local indications
Cylinder lubrication servo oil (FE)
Cylinder lubrication servo oil (DE)
Servo oil pump (inlet pressure)
Control oil pressure
Fuel pressure supply unit inlet
Fuel pressure supply unit outlet
Fuel rail pressure
Servo oil pipe, leak Ind. upper section
Servo oil pipe (DE), leak indication
lower section
Servo oil pipe, leak Ind. upper section
Servo oil pipe (FE), leak indication
lower section
Fuel supply unit, pump and
HPpipe leak
Fuel supply unit, HPpipe DE and FE
and intermediate fuel accumulator, leak
Fuel relief valves, leak
Fuel HPpipe DE, leak Ind. lower section
Fuel HPpipe, leak Ind. upper section
Fuel HPpipe FE, leak Ind. lower section
Fuel HPpipe, leak Ind. upper section
FI2076L
Exhaust valve hydraulic oil, HP pipe

leak Ind. on exhaust valve actuator
SI5101M
Engine speed
* Optional
Systems are drawn for engines in STOP position, reversed AHEAD with unpressurised circuits.
Circuits:
Starting air and cooling water

Control air
Low pressure oil
High pressure oil
3/ 3
Low pressure fuel

High pressure fuel
Heating
Pulse / 12.09
RT-flex96C
40032/A3
Operation
Control Diagram
for Pulse Feed Lubrication (8 to 14 Cylinders)
WCH00428
1/ 1
RT-flex96C
40032/A4
Operation
Control Diagram
for Pulse Feed Lubrication (6 and 7 Cylinders)
WCH00429
1/ 1
RT-flex96C
40032/A5
Operation
Control Diagram
for Pulse Jet Lubrication (8 to 14 Cylinders)
WCH00430
1/ 1
Pulse Jet / 2011-05
RT-flex96C
40032/A6
Operation
Control Diagram
for Pulse Jet Lubrication (6 and 7 Cylinders)
1.02
WCH00431
1/ 1
Pulse Jet / 2011-05
RT-flex96C
Operation
40033/A2

Detailed Control Diagrams with Interfaces to the Plant
On the following pages 3 to 22 the complete engine control with the auxiliary systems, split up into their various functions, has been precisely represented. It includes all interfaces to the plant and remote control with clear designations for the
identification of internal and external connectors.
Overview of the systems
Path No.
range
Page
Air supply
30
Bearing and cooling oil supply
40
Hydraulic and control oil supply (6 and 7 cylinders)*
50
Hydraulic and control oil supply (8 to 14 cylinders)*
50
Fuel supply (6 and 7 cylinders)*
60
Fuel supply (8 to 14 cylinders)*
60
Starting system
110
Speed control
150
10
Cylinder lubrication Pulse Feed*
170
11
Cylinder lubrication Pulse Feed (8 to 14 cylinders)*
170
12
Cylinder lubrication Pulse Jet*
170
13
Cylinder lubrication Pulse Jet (8 to 14 cylinders)*
170
14
Exhaust gas / turbocharger type TPL, A100-L and MET / charge

air / auxiliary blower (1-stage charge air cooler)*
Exhaust gas / turbocharger type TPL, A100-L and MET / charge
air / auxiliary blower (2-stage charge air cooler)*
300
15
300
16
Exhaust valve drive, air spring (6 and 7 cylinders / Pulse lubr.)*
310
17
Exhaust valve drive, air spring (8 to 14 cylinders / Pulse lubr.)*
310
18
Fuel injection (6 and 7 cylinders)*
330
19
Fuel injection (8 to 14 cylinders)*
330
20
Cooling water (cylinder)
340
21
Main bearing & crosshead bearing lubrication, piston cooling, oil

mist detector (OMD)
350
22
Design execution alternative
(continuation on page 2)
1/ 22
Pulse / 2011-05
40033/A2
Operation
RT-flex96C
Detailed Control Diagrams with Interfaces to the Plant
Remarks for easier understanding of the individual diagrams:

Each diagram has a path No. range allotted to the system part, which is subdivided
at the page edge (on the right) into 10 sections. These path numbers designate
the junctions from one diagram to the other.
One piping leading away in the direction of the arrow is marked with the path No.
(framed) which lies above this No. in the section part. The number below the rectangle is the target path number.
Example:
Page 3
Page 9
CONTROL AIR
CONTROL AIR
38
38
119
38
39
Path-No.
118
119
In this example the control air tube carrying number 38 (page 3) leads to target
path No. 119 (page 9). Where two equal path numbers appear additional letter
indications are used for identification, e.g. on page 3 No. 38 and 38A.
The interfaces to the remote control as well as local alarm and monitoring instruments have been designated by expressive symbols (box with rounded corners).
Signal from / to engine

Manner of circuit
12.08
2/ 22
ZS
5123 C
Letter code
for functional identification
Letter code for systems
Numeral
RT-flex96C
Operation
40033/A2
WCH00382
Air Supply
3/ 22
2011-03
40033/A2
Operation
RT-flex96C
WCH00065
Bearing and Cooling Oil Supply
2010-07
4/ 22
RT-flex96C
Operation
40033/A2
Hydraulic and Control Oil Supply
WCH00422
6 and 7 Cylinders
5/ 22
2011-05
40033/A2
Operation
RT-flex96C
Hydraulic and Control Oil Supply
WCH00423
8 to 14 Cylinders
2011-05
6/ 22
RT-flex96C
Operation
40033/A2
Fuel Supply
WCH00383
6 and 7 Cylinders
7/ 22
2011-03
40033/A2
Operation
RT-flex96C
Fuel Supply
WCH00384
8 to 14 Cylinders
2011-03
8/ 22
RT-flex96C
Operation
40033/A2
013.112/05
Starting System
9/ 22
12.08
40033/A2
Operation
RT-flex96C
WCH00064
Speed Control
2010-07
10/ 22
RT-flex96C
Operation
40033/A2
11/ 22
WCH00432
Cylinder Lubrication Pulse Feed
40033/A2
Operation
RT-flex96C
Cylinder Lubrication Pulse Feed
WCH00083
(8 to 14 Cylinder)
12/ 22
RT-flex96C
Operation
40033/A2
13/ 22
Pulse Jet / 2011-05
WCH00433
Cylinder Lubrication Pulse Jet
40033/A2
Operation
RT-flex96C
Cylinder Lubrication Pulse Jet
015.517/07
(8 to 14 Cylinder)
12.08 / Pulse Jet
14/ 22
RT-flex96C
Operation
40033/A2
WCH00385
Exhaust Gas / Turbocharger Type TPL, A100-L and MET / Charge Air / Auxiliary Blower
for 1-Stage Charge Air Cooler
15/ 22
2011-05
40033/A2
Operation
RT-flex96C
WCH00386
Exhaust Gas / Turbocharger Type TPL, A100-L and MET / Charge Air / Auxiliary Blower
for 2-Stage Charge Air Cooler
2011-05
16/ 22
RT-flex96C
Operation
40033/A2
Exhaust Valve Drive / Air Spring
018.023/08
6 and 7 Cylinders / Pulse lubr.
17/ 22
Pulse / 12.08
40033/A2
Operation
RT-flex96C
Exhaust Valve Drive / Air Spring
018.024/08
8 to 14 Cylinders / Pulse lubr.
12.08 / Pulse
18/ 22
RT-flex96C
Operation
40033/A2
Fuel Injection
WCH00387
6 and 7 Cylinders
19/ 22
2011-03
40033/A2
Operation
RT-flex96C
Fuel Injection
WCH00388
8 to 14 Cylinders
2011-03
20/ 22
RT-flex96C
Operation
40033/A2
21/ 22
12.08
013.120/05
Cooling Water (Cylinder)
40033/A2
Operation
RT-flex96C
018.010/08
Main Bearing & Crosshead Bearing Lubrication / Piston Cooling / OMD
12.08
22/ 22
RT-flex96C
41041/A1
Operation
Drive Supply Unit
1.
General
The camshaft connection of supply unit 8 is driven by gear wheel 1 on crankshaft 6
via intermediate wheels 2 and 3. The camshaft connection turns in the opposite
sense to the direction of rotation of the crankshaft (see also Supply Unit 55521).
On 6 and 7 cylinder engines the drive is placed at the driving end (see Fig. B). On
812 cylinder engines the drive is arranged at mid-engine (see Fig. C).
The condition of the tooth profile must be checked periodically. In particular new
gear wheels must be checked frequently after a short running-in period (see Maintenance Manual 41031).
Should abnormal noises be heard from the area of the gear train, their cause must
be established immediately.
2.
Lubrication
The bearings 5 of intermediate wheels 2, 3 and the bearing for the camshaft connection are lubricated with bearing oil. The gear teeth are supplied with bearing
lubricant through oil spray nozzles 7 (see Lubricating Oil Diagram 80161).
I-I
II
8
4
7
5
3
7
2
FUEL SIDE
EXHAUST SIDE
1
7
011.518/04
II
1/ 2
2006
41041/A1
Operation
RT-flex96C
Drive Supply Unit
II - II
I
I
9
1
2
3
4
5
2006
II - II
011.524/04
A Cross section (812 cylinders)

B Drive at driving end (longitudinal section, 6 and 7 cylinders)
C Drive at mid-engine (longitudinal section, 812 cylinders)
Gear wheel on crankshaft

Lower intermediate wheel
Upper intermediate wheel
Gear wheel for supply unit
Bearing for intermediate wheels
6
7
8
9
2/ 2
Crankshaft
Oil spray nozzle
Supply unit
Column
RT-flex96C
Operation
43251/A1
Shut-off Valve for Starting Air
1.
General
(see figure and Control Diagram 40032).
The shut-off valve for starting air blocks off or releases the starting air into the engine. It can be put in the following positions by means of the handwheel:
CLOSED (closed by hand)
AUTOMAT
OPENED (opened by hand)
When the engine is on stand-by or in operation the shut-off valve is positioned at

AUTOMAT where it is held by the locking lever 6.
CHECK
The test valve 2.06 can be actuated to check whether the valve opens. When the
shut-off valve is ready for operation then valve 1 opens which is clearly audible,
however, the engine will not be started.
Remark: When the engine is not in service, the following measures must be taken:
Close the shut-off valves of starting air bottles 9.01.
Close the shut-off valve by means of handwheel 5 (locking lever 6 in position

CLOSED).
Open venting valve 2.21 (by that the shut-off valve and the air feed pipes are
vented).
Open venting valve 2.27 (by that the starting air distribution piping is vented).
After each manoeuvring period the starting air distributor piping must be drained of
condensate water. To this end venting valve 2.27 has been provided in the distributor piping (see also Starting Air Diagram 80181).
2.
Function
Ready for starting:
Space ER is filled with starting air from inlet pipe LE. Space VR is filled through
balancing bore EB. Valve 1 is held shut by spring 3 and by the pressure in space
VR.
Starting:
Common start valve 8 or 11 is activated by the corresponding FCM20 module
(see also 40021 Engine-related control functions).
Control valve 7 is actuated by control air SL via common start valve 11 and vents
space VR. Valve 1 opens and starting air from space ER enters to the starting air
distribution piping LV via non-return valve 2.
End of start:
Control valve 7 closes space VR which again fills with starting air via the balancing
bores EB. Valve 1 shuts.
Function check:
When valve 2.06 is actuated on the ready-to-start engine, space VR is vented and
valves 1 opens audibly.
1/ 2
2006
43251/A1
Operation
RT-flex96C
Shut-off Valve for Starting Air
LV
1
EB
ER
DT
LE
EV
3
VR
4
7
TV
I
10
12
8
SL
11
018.954/09
12
5
013.088/05
Key:
1
2
3
4
5
6
7
8
9
10
11
12
2010-07
Valve
Non-return valve
Spring
Spindle
Handwheel
Locking lever
Control valve 2.05
Common start valve ZV7014C
Duplex non-return valve 115HA
Pressure switch PS5017C
Common start valve ZV7013C
Limit switch ZS5018C
2/ 2
DT To instrument panel and

pressure transmitter PT4301C
EB Balancing bore
ER Air inlet space
EV To venting valve 2.21
LE Air inlet piping
LV To starting air distributor piping
and starting valves 2.07
SL Control air
TV To test valve 2.06
VR Valve space
RT-flex96C
46051/A1
Operation
Control Air Supply
1.
General
The compressed air required for the air spring of the exhaust valves and the turning gear interlock is primarily taken from the shipboard system. The air must be
clean and dry in order to prevent blockages occurring in the control units.
The air piping system is arranged in such a way that, upon failure of the shipboard
system supply, reduced compressed air will be taken from the starting air system.
The shut-offs, pressure reducing valve, filters etc. necessary for feeding air to the
various units are summarized in the control air supply unit A (Fig. C).
The designations used to identify the individual pieces of equipment on the illustrations are identical to the ones used on the Control Diagram 40032.
15
16
1
17
B
3
FREE END
013.065/05
1/ 2
2006
46051/A1
Operation
RT-flex96C
Control Air Supply
C
6
5
8
14
7
14
15
13
16
12
10
9
1
2
3
4
5
6
7
8
9
10
11
12
13
2006
11
010.475/02
17
A Arrangement of control air supply

B Diagram of control air supply unit A
C Control air supply unit A

Air bottle 287HA
Condensate water container
Condensate water drain valve
Pressure transmitter PT4401A
Pressure gauge PI4401L
Pressure gauge PI4411L
Pressure reducing valve 23HA
Pressure reducing valve 19HA
Non-return valve 342HA
Non-return valve 342HB
Filter 351HA
2/ 2
14 Control valve
15 Shut-off and venting cock 36HB
for control air
16 Shut-off and venting cock 36HC
for starting air
17 Shut-off and venting cock 36HA
(4.08) for air spring
A1 Control air from board system
A2 Starting air from starting air
bottles 9.01
A3 Connection to air bottle 287HA
A6 Air spring air supply
RT-flex96C
46181/A1
Operation
Local Control Panel
1.
General
Control components are provided in the local control panel required for operating
the engine. As this panel is supplied by the remote control manufacturer, the relevant components may differ from the example in Fig. B.
Brief instructions for manoeuvring from the local control panel are given on nameplate for LOCAL MANUAL CONTROL (Local Control) by operating elements (for
detailed description see 40031 Engine local control and Manoeuvring 02601).
2.
Fitted components
2.1
WECS9520 MANUAL CONTROL panel

The WECS9520 manual control panel, supplied by Wrtsil Switzerland Ltd. to
the remote control manufacturers, contains buttons and indications necessary for
running the engine from the local manoeuvring stand (in backup mode).
Remark: The buttons function only in the corresponding mode of operation, i.e.
with an active control stand. The functions described below may also be carried
out on ECR manual control panel which is arranged in the control room console.
The two manual control panels are connected to WECS9520 which will power
them, and therefore these function independently of the remote control. However,
they are always identically, and for any problems regarding the manual control
panels, please contact Wrtsil Switzerland Ltd.
Operating buttons and their functions:
3
xx
xx
xx
xx
xx
xx
xx
xx
6
START
AHEAD
AIR
RUN
AUX.
BLOWER
PRESEL.
SPEED
CONTROL
MODE
STOP
START
ASTERN
SLOW
TURNING
AUX.
BLOWER
STOP
FUEL
CONTROL
MODE
REMOTE
AUTOM.
CONTROL
SAFETY
SYSTEM
RESET
ECR
MANUAL
CONTROL
SHD
OVERRIDE
LOCAL
MANUAL
CONTROL
SOUND
OFF-ALM.
ACKN.
WECS9520 MANUAL CONTROL
1/ 4
2006
46181/A1
Operation
RT-flex96C
Local Control Panel
Button
Designation Colour
Function
Purpose and action
LED
START
AHEAD
GREEN
none
Engine START AHEAD

Interruption running ASTERN
(reversing from ASTERN - AHEAD)
Auxiliary blower preselect signal is

generated automatically
STOP
GREY
RED
Engine STOP interrupts fuel

injection
LED lights up as long as STOP

order is on
START
ASTERN
RED
none
Engine START ASTERN

Interruption running AHEAD
(reversing from AHEAD - ASTERN)
Auxiliary blower preselect signal is

generated automatically
AIR
RUN
GREY
GREEN
Engine start with starting air only

(fuel command adjusted to zero )
After a longer shut-down or maintenance works with opened indicator
valves
LED lights up as long as button is

pressed
Operation functions at engine
standstill only
AUX.
BLOWER
PRESEL.
GREY
GREEN
Set auxiliary blower status from

STOP to PRESELECT
LED lights up, if auxiliary blowers

are preselected
Effected by pressing the buttons
AUX. BLOWER PRESEL. or
START AHEAD / START ASTERN
SPEED
CONTROL
MODE
GREY
GREEN
Setting of speed nominal value to

electronic speed control system,
adjustable by rotary knob (speed /
fuel)
LED lights up, if SPEED CONTROL

MODE is selected
LED FUEL CONTROL MODE extinguishes
REMOTE
AUTOM.
CONTROL
GREY
GREEN
Transfer LOCAL MANUAL CONTROL (Local Control) to REMOTE

AUTOM. CONTROL (Remote
Control)
During transfer of control both

green LEDs blink and then light up
constantly after takeover
ECR
MANUAL
CONTROL
GREY
GREEN
Transfer LOCAL MANUAL CONTROL (Local Control) to ECR

MANUAL CONTROL
During transfer of control both

green LEDs blink and then light up
constantly after takeover
SLOW
TURNING
GREY
GREEN
Releasing an automatic SLOW

TURNING (AHEAD)
Slow turning sequence can be
stopped at any time by pressing
button once again
LED blinks during SLOW TURNING

Programme is stopped automatically, if engine finished a complete revolution or by malfunction
AUX.
BLOWER
STOP
GREY
RED
Switching auxiliary blowers off

manually
LED lights up, if auxiliary blowers

are switched off (start impulse to
auxiliary blowers cancelled)
2006
2/ 4
RT-flex96C
46181/A1
Operation
Local Control Panel
Button
Designation Colour
Function
Purpose and action
LED
FUEL
CONTROL
MODE
GREY
RED
LOCAL
MANUAL
CONTROL
GREY
GREEN
Setting of fuel injection quantity to

WECS9520,
adjustable by rotary knob (speed /
fuel)
LED lights up, if FUEL CONTROL

MODE is selected
Upon failure of electr. speed control
system or if fuel injection quantity
regulation is required
Transfer from ECR MANUAL CONTROL to LOCAL MANUAL CONTROL (Local Control)
After takeover of control both green

LEDs light up constantly
Transfer from REMOTE AUTOM.

Takeover to LOCAL MANUAL
CONTROL (Remote Control) to LO- CONTROL must be acknowledged
CAL MANUAL CONTROL (Local
at control room console
Control)
SAFETY
SYSTEM
RESET
GREY
GREEN
SHD
OVERRIDE
GREY
RED
Resetting of still blocked shut-down

conditions in safety system
LED lights up, if all shut-down conditions are established again and
that all shut-downs can be reset
Overriding of shut-downs
If a shut-down with possibility of

overriding is present, LED blinks or
lights up constantly if it is overridden
Reestablish previous condition (i.e.
of a shut-down still indicated or not
reset)
Resetting override (by constantly

lighting LED)
SOUND
OFF ALM
ACKN.
GREY
none
Switch off acoustical alarms (bell /

buzzer)
Information about version and
check of software on display
(Shut-down) alarm indications

change from blinking to constantly
lighting up
Pressing button for approx. 5 seconds
Display:
D
Speed setting
Fuel rail pressure
Fuel injection quantity (fuel command)
Control oil rail pressure
Furthermore, important conditions (statuses) are displayed in 3rd and 4th scanning
line on the left as:
Turning Gear Engaged and No Aux. Blower Running
Emergency stop
Overspeed
Shut-down active
Shut-down expected
Slow-down request
Start interlock (together with indication in 3rd scanning line)
3/ 4
2006
46181/A1
Operation
RT-flex96C
Local Control Panel

2.2
Remote control
Rotary knob for speed setting or fuel injection quantity adjustments
Emergency stop
Telegraph
AST.
AHD.
RPM
3
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
SPEED / FUEL
EMERG.
STOP
7
11
TELEGRAPH
10
013.066/05
FUEL SIDE
1
2
3
4
5
6
2006
A WECS9520 Manual control panel

B Front view of local control panel (example)
C Arrangement of local control panel
Control panel
Nameplate with brief instruction
WECS9520 manual control panel
Display
Attendance buttons
LEDs
4/ 4
7
8
9
10
11
Rotary knob (speed / fuel)

ME tachometer
Emergency stop button
Telegraph
Instrument panel
RT-flex96C
46281/A1
Operation
Pick-up for Speed Measurement
1.
General
To measure the engine speed (rpm) several proximity sensors have been combined to a speed pick-up unit, arranged on the front side of the column.
For safety reasons three electrically separated proximity sensor groups are provided for:
Speed detection in RCS
Overspeed safety system
Speed control system
2.
Function
The speed impulse measurement takes place with proximity sensors 2 contactless (inductive) at the toothing of flywheel 4. The electric speed signals are transferred via DENIS9520 to the remote control system for monitoring the load and
speed-dependent functions, as well as to the speed indicating instruments.
Proximity sensor 2a is provided to indicate the comparison measurement of the
TDC position for the crank angle transmitters.
013.068/05
7
6
4
3
4 mm
A Schematic diagram
B Arrangement of measuring points
1
2, 2a
3
4
5
6
7
011.523/04
2 2 2a
1/ 1
Pick-up holder
Proximity sensor
Crank angle mark
Flywheel
Casing
Column
Terminal box
2006
RT-flex96C
Operation
Group5
Group 5
Servo Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55511/A1

Supply Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55521/A1
Fuel Pump, Intermediate Fuel Accumulator, Fuel Pressure Control Valve 3.06 . . 55561/A1
Cutting Out and Cutting In of the Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55562/A1
Control Oil Pump Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55711/A1
Regulating Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58011/A1
1/ 2
RT-flex96C
55511/A1
Operation
Servo Oil Pump
1.
General
The servo oil pumps 2 are integrated in the supply unit 1 (see Supply Unit 55521).
These pumps (wobble-plate pumps) ensure the supply of servo oil for the movements of the exhaust valves and the supply of control oil for the injection system
upon failure of the control oil pumps. They are operated with additionally filtered
bearing oil. The servo oil is fed to the pumps via the automatic filter 6 (see Fig. A).
2.
Function
In normal operation the pumps are controlled in such a manner that the load of the
total load range is equally distributed to them.
The electrically controlled pressure regulating system (nominal pressure value depending on engine load) adjusts the servo oil system pressure over the entire load
range, i.e. high pressure (about 200 bar) at high engine load, and reduced pressures at low engine load.
Shearable overload protections SB on each shaft 5 prevent total loss of the gear
wheel 3 if a pump is seized completely (see Fig. C).
In case of a single pump failure, engine operation can be maintained over the entire load range.
In every inlet pipe 10 there are flow sensors 8 monitoring the oil supply through the
servo oil pumps. A possible failure of a pump is indicated in the alarm and monitoring system.
Attention! The operating mode with a defective pump must not be considered as
permanent. If another pump fails the engine will no longer be operative!
The defective pump has to be exchanged as quickly as possible (see Maintenance
Manual 55521).
A
6
2
1/ 2
013.283/05
12
2006
55511/A1
Operation
RT-flex96C
Servo Oil Pump
1
8
2
10
11
4
018.030/08
1
2
3
4
5
6
7
8
12.08
SB
A Arrangement of automatic filter

B Arrangement of servo oil pump
C Longitudinal section of servo oil pump drive
Supply unit G
Servo oil pump 4.15
Gear wheel 4.44
Pinion 4.45
Shaft (carrier) 4.50
Automatic filter 4.20
Supply pipe 4.51
Flow sensor FS206166A
9
10
11
12
Stop valve 4.37

Inlet pipe
Distributing pipe
Oil pipe to control oil pump unit L
SB Shearable overload protection

(predetermined breaking point)
2/ 2
RT-flex96C
Operation
55521/A1
Supply Unit
1.
General
The supply unit is mounted on the drive column on fuel side (see Drive Supply Unit
41041). It comprises the servo and fuel oil supply as well as their driving and regulating systems.
Depending on number of cylinders, one or two relief valve(s) for pressure monitoring in the camshaft housing is (are) provided on the rear side of the supply unit.
Moreover siphon 19 prevents oil mist from escaping into the crankcase.
Further components are integrated in or mounted on the housing of the supply unit:
Camshaft connection:
It consists of camshaft 2, fuel cam 3, gear wheel shaft 4, gear wheels 5 and 6 for
camshaft and pinion 7. It is hydraulically pre-tensioned with bolts 9 and round nuts
10. The bedding is ensured by bearing halves 11 and thrust bearing ring halves 12.
Servo oil pumps:
Depending on the number of cylinders of the engine, four to six servo oil pumps 13
are mounted on the front of the supply unit. The drive is effected via gear wheel 6,
pinion 7 and shaft 14.
Description see Servo Oil Pump 55511.
Fuel pumps:
Depending on the number of cylinders of the engine, four, six or eight fuel pumps
15 in V-version are mounted on the supply unit.
Description see Fuel Pump, Intermediate Fuel Accumulator and Fuel Pressure
Control Valve 3.06 55561.
Regulating linkage:
The regulating linkage 16 is arranged on both fuel pump rows. Depending on number of cylinders two, three or four actuators 17 (electrical control elements) control
all fuel pumps 15 simultaneously. Every actuator is connected to two fuel pumps.
Description see Regulating Linkage 58011.
Intermediate fuel accumulator:
The intermediate fuel accumulator 18 is arranged between the fuel pumps 15.
Description see Fuel Pump, Intermediate Fuel Accumulator and Fuel Pressure
Control Valve 3.06 55561.
2.
Lubrication
Lubrication of the bearings, fuel pumps, and spray nozzles is ensured by the oil
inlets OE via oil bores OB and oil pipings OL.
1/ 2
6.07
55521/A1
Operation
RT-flex96C
Supply Unit
15
OB
1 14
I
OL
OL
OE
12
4
OE
6
011.558/04
3 11
9 10
19
13
DRAWN FOR
1114 CYLINDERS
018.031/08
Key:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
18
15
17
16
15
16
17
18
19
DRAWN FOR
810 CYLINDERS
12.08
OB
OE
OL
Housing
Camshaft 3.55
Fuel cam
Gear wheel shaft
Gear wheel 4.42
Gear wheel 4.44
Pinion 4.45
Upper intermediate wheel 4.41
Bolt
Round nut
Bearing half
Thrust bearing ring half
Servo oil pump 4.15
Shaft (carrier 4.50)
(w. shearable overload protection)
Fuel pump 3.14
Regulating linkage 3.20
Fuel pump actuator 3.21
Siphon
Oil bore
Oil inlet
Oil piping
013.852/06
2/ 2
RT-flex96C
55561/A1
Operation
Fuel Pump, Intermediate Fuel Accumulator and Fuel Pressure Control Valve 3.06
1.
General
Depending on the number of cylinders four, six or eight fuel pumps 1 are fitted in
the supply unit (see Fig. A).
The fuel pumps supply high pressure fuel into the fuel rail through the HP pipes,
intermediate fuel accumulator 2 and fuel rising pipes.
The fuel pumps are controlled to supply the necessary quantity of fuel to keep the
required pressure (load-dependent) in the fuel rail.
DRAWN FOR
810 CYLINDERS
2.
013.298/05
Function
The compression spring 12 keeps the lower spring carrier 14 against the guide
piston 13, which in turn keeps the roller 15 against the cam 17. When the cam 17
moves the roller 15 up, the guide piston 13 moves up and the lower spring carrier
14 compresses the spring 12. The pump plunger 19 then moves up. The control
grooves ST in the pump plunger 19 control the necessary fuel quantity.
When the toothed rack 10 moves, the teeth mesh with the teeth on the regulating
sleeve 9 and the regulating sleeve turns. The regulating sleeve 9 turns the driver
KM and thus the pump plunger 19.
When the pump plunger passes BDC, fuel flows through the two inlet bores ZB
and the two control grooves ST into the plunger chamber PR (see Fig. C). The
quantity of fuel that enters the plunger chamber PR is dependent on the regulating position (between 0 for zero supply and 10 for maximum supply).
Remark: No fuel is supplied when inlet bores ZB overlap control grooves ST in
position 0.
The toothed racks are connected to the fuel regulating shafts through pretensioned spring links. The actuators, through the regulating linkages, turn the fuel
regulating shafts simultaneously (see Regulating Linkage 58011).
1/ 8
2005
55561/A1
Operation
RT-flex96C
3.
Lubrication
The fuel pump is lubricated with engine lube oil which enters the lower housing 4
through inlet bore OE in the housing of the supply unit.
Some of the engine lube oil lubricates the guide piston 13, roller pin 16 and roller 15
through spot faces, annular groove and bores in the guide piston. Lube oil the flows
down lubricates the surface of the cam 17.
Engine lube oil also flows through the oil bores OB, in the upper housing 5 and
pump cylinder 18, to lubricate the regulating sleeve 9.
Leakage fuel lubricates the pump plunger 19. Leakage fuel and leakage oil from
the regulating sleeve 9 flows through the drain bores BB into an internal bore in
the supply unit housing.
HD
6
SP
7
LB
BE
ZB
18
BA
SR
19
22
10
OB
21
11
KM
12
14
20
BB
OE
13
16
15
WCH00854
2012-06
2/ 8
RT-flex96C
55561/A1
Operation
POSITION 0
POSITION 5
POSITION 8
PR
BDC
ST
ZB
19
18
008.645/00
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
4.
008.645/00
008.645/00
A Arrangement of fuel pump

B Fuel pump
C Control groove of pump plunger
Fuel pump 3.14

Lower housing
Upper housing
Pump cover
Valve body
non-return valve
Valve block
Regulating sleeve
Toothed rack
Upper spring carrier
Compression spring
Guide piston
Lower spring carrier (with umbrella)
Roller
Roller pin
Cam
Pump cylinder
19
20
21
22
BA
BB
BE
HD
KM
LB
OB
OE
PR
SP
SR
ST
ZB
Pump plunger
Orifice
Oil pipe
Covering
Fuel outlet
Leakage fuel drain bore
Fuel inlet
HP to intermediate fuel accumulator
Driver of pump plunger
Leakage fuel outlet
Lubricating oil bore
Lubricating oil inlet
Plunger chamber
Accumulation chamber
Suction chamber
Control groove
Inlet bore

The fuel pumps deliver fuel at high pressure into the intermediate fuel accumulator.
The intermediate fuel accumulator decreases the pressure pulsations generated
from the fuel that flows flow through fuel pump.
Remark: A defective HP pipe or fuel pump can only be replaced when the engine
has stopped (see Maintenance Manual 55561).
The screw plugs 9 (Fig. D) are installed to give correct leakage localization at the
intermediate fuel accumulator.
The overpressure safety valves 3 in the flange 4 open if the maximum pressure is
more than the specified limit e.g. when the fuel viscosity is too high.
The fuel drain is indicated with an alarm from the level switch LS3426A and can
also be recognized by the leakage monitoring (see 80191 Fuel leakage System).
If a breakdown occurs, the stop valves 5 and 6, in the end flange 7, can be used to
cut out the related fuel rising pipe (see Fuel Oil System 80191).
3/ 8
2012-06
55561/A1
Operation
RT-flex96C
3
2
WCH00846
WCH00392
10
HD
HD
HD
DRAWN FOR
810 CYLINDERS
BH
BH
8
7
6
WCH00392
9
018.032/08
D Intermediate fuel accumulator
1 Housing
2 Inlet flange
3 Fuel overpressure safety valves
3.521 & 3.522
4 Flange
5 Stop valve 3.621
6 Stop valve 3.622
2012-06
4/ 8
7
8
9
10
End flange
Fuel rising pipe 3.29
Screw plug
BH High pressure to fuel rail

HD High pressure from fuel pumps
RT-flex96C
Operation
55561/A1
5.
5.1
General
Normal operation:
Attention! In normal operation the knurled (adjusting) screw 8 must be
turned fully clockwise (in).
The WECS9520 regulates the fuel pressure, which remains below the opening
pressure of the fuel pressure control valve 1. The fuel pressure control valve is normally closed (see also 40021 Fuel pressure control).
The fuel pressure control valve functions as a pressure relief valve and opens if the
fuel pressure is more than approximately 950 bar. The adapted adjusting disc 7
and tightened knurled screw 8 is used to adjust the opening pressure (see Fig. E
and Fig. F).
Emergency stop:
The safety system activates the fuel shut-down pilot valve 6, which decreases the
fuel pressure to less than 200 bar (in most cases to 0 (zero) bar). Therefore an injection is no longer possible.
Remark: The fuel shut-down pilot valve is only one of three actuating devices to
shut down the engine. The other devices are:
immediate injection stop (WECS9520)
fuel pump delivery to 0 (zero).
Emergency operation:
Attention! For emergency operation the knurled (adjusting) screw 8 must be
turned fully counterclockwise (out).
The fuel pressure control valve takes over the fuel pressure regulating function if a
failure occurs in the fuel pressure regulating system when:
there are missing or incorrect control signals
the fuel pump actuator(s) are out of service
there is a blocked regulating linkage.
The fuel pumps 18 are fixed in the maximum delivery position. This can be applied
to all fuel pumps or to only one fuel pump, depending on the failure (see 05151
Defective actuator).
If the fuel pressure exceeds the opening pressure, the fuel pressure control valve
will open, gradually draining enough fuel to keep the adjusted maximum pressure.
In this case a longer operating time should be avoided.
The knurled screw must therefore be turned fully counterclockwise. This reduces
the opening pressure to approximately 600 bar, to make sure of safe operation
over the whole load range.
Remark: When the fuel pressure control valve opens, a loud whistling noise indicates fuel drainage.
5/ 8
12.08
55561/A1
Operation
RT-flex96C
E
2
1
5
6
4
8
9
18
17
3
WCH00845
BA
10
011.592/04
5.2
Function
Regulating function:
Due to the oil pressure on top of the piston 11, the valve tip 12 is pushed on to the
valve seat 13. The fuel pressure also works against the oil pressure regulating valve 16. When the fuel pressure increases, the oil pressure decreases. The valve tip
12 is lifted from the valve seat and fuel is drained if the oil pressure drops below a
certain threshold value.
The compression springs 14, 15 and knurled screw 8 define the regulating characteristic of the oil pressure regulating valve 16.
Function check:
During normal operation, make sure that the fuel pressure control valve functions
correctly as follows:
Carefully turn the knurled screw counterclockwise until the valve starts to open to
release the fuel pressure.
Emergency stop function:
If the fuel shut-down pilot valve 6 is energized, the oil pressure on top of the piston
11 is released. The valve tip is lifted from the valve seat and fuel is drained.
2012-06
6/ 8
RT-flex96C
55561/A1
Operation
6
OE
8
7
11
14
15
12
13
16
BE
WCH00846
BA
1
2
3
4
5
6
7
8
9
10
11
12
E
F
Arrangement of fuel pressure control valve 3.06


Bearing oil supply pipe
Non-return valve 3.67
Bearing oil drain
Leakage control pipe
Fuel shut-down pilot valve 3.08
Adjusting disc
Knurled screw
Fuel outlet pipe
Piston
Valve tip
7/ 8
13
14
15
16
17
18
Valve seat
Compression spring
Compression spring
Oil pressure regulating valve
Supply unit G
Fuel pump 3.14
BA Fuel outlet (drain)

BE Fuel inlet
OE Oil inlet
2012-06
55561/A1
Operation
RT-flex96C
6.
Pressure release and drainage of IFA and supply unit

If any maintenance work on the supply unit has to be made, perform the below
mentioned procedure to release the pressure and to drain the fuel in the supply unit
and on the main inlet pipe.
A drain pipe with ball valve 5 is mounted at the flange to the supply unit main fuel
inlet pipe 3. Open the ball valve to release the pressure and to drain the fuel in the
supply unit and fuel pumps 2.
1
G
4
3
2
1 Intermediate Fuel Accumulator

2 Fuel pump
3 Fuel inlet pipe
Fuel leakage inspection device and

level switch
4 Fuel outlet pipe
5 Ball valve
The fuel will be drained via the fuel drain pipe into the fuel oil overflow tank (fuel
leakage tank). After performing the maintenance work make sure the ball valve 5
at the main fuel inlet pipe 3 is closed again.
Remark: The design with the ball valve was introduced in 2006. Engines built before 2006 are not equipped with the described ball valve. The pressure release and
drainage of the fuel can be done by loosening the flange connection of the main
fuel inlet pipe of the supply unit as far as necessary.
2012-11
8/ 8
RT-flex96C
55562/A1
Operation
Cutting Out and Cutting In of the Fuel Pump
1.
Generel
As a rule, in the event of a defect in a fuel pump (e.g. seizing of pump plunger) or a
HP pipe break between fuel pump and intermediate fuel accumulator, the fault
must be remedied immediately.
Should this not be possible because the engine has to be put back in service, the
corresponding fuel pump can be cut out.
Cutting out and cutting in of defective fuel pumps may only be carried out at engine
standstill!
It is not allowed to run the engine with a complete fuel pump removed, otherwise it
will reduce oil supply, i.e. there is a risk of lubrication lack to the other fuel pumps.
In case of a cam breakdown, both fuel pumps running on the relevant cam must be
cut out.
Remark: With one fuel pump cut out the engine may be maintained approximately in unrestricted operation.
With two fuel pumps cut out the engine can only be operated at reduced load.
Furthermore take into consideration, that with a fuel pump cut out system oil
loss will increase!
2.
2.1
Device for cutting out and cutting in
A
3
16
9
14
CLEARANCE
13
11
1
4 10
013.862/06
1
2
3
4
5
6
7
8
A
B to F
G
H and I
Cam
Roller
Guide piston
Square hole
Blank flange
Screw
Inspection cover
Blank flange (tool 94569)
Cut-out device
Cutting out sequence
Arrangement of blank flanges
Cutting in sequence
9
10
11
12
13
14
Eccentric shaft
Fixing block
Flange
Dowel pin
Setscrew
O-ring
tool 94430
15 Blank flange (tool 94569a)

16 Supply unit
1/ 4
2010-07
55562/A1
Operation
RT-flex96C
2.2
Cutting out procedure
Starting position:
D
Engine at standstill.
Remove inspection cover 7 and ascertain position

of the corresponding cam. Turn the engine with turning gear till roller 2 of guide piston 3 reaches the cam
peak (see also Fig. D).
5
6
7
Loosen screws 6 and remove them together with

blank flange 5 and its gasket.
TOP
13
12
10
9
14
Turn fixing block 10 at eccentric shaft 9 till it engages

and mark TOP pointing upwards as dowel pin 12.
D
Setscrew 13 must be turned back.
D
Push tool 94430 till the stop with dowel pin 12 and
mark TOP pointing upwards.
16
9
13
12
The fixing block 10 has engaged in square hole 4 of

guide piston 3. Edge of eccentric shaft is approximately in line (flush) with supply unit 16.
Make sure that O-ring 14 is not damaged.
4 10
TOP
13
Fasten flange 11 to the housing of the supply unit

with setscrew 13 pointing upwards. Pay attention to
mark TOP.
12
180 _
11
6
9 12
Turn eccentric shaft 9 through 180_ in a clockwise

direction using open end ring spanner AF30, and
dowel pin 12 from position START to END.
D
Roller 2 is lifted by the cam (see Fig. A).
13
9
Lock eccentric shaft 9 with setscrew 13 so that it can

not turn back.
013.863/06
6.07
2/ 4
RT-flex96C
Operation
55562/A1
G
Remove high pressure pipe from the cut-out
fuel pump.
15
Fit blank flange 8 (tool 94569) to fuel pump.

8
Fit blank flange 15 (tool 94569a) to intermediate fuel accumulator.
014.695/06
15
014.526/06
014.525/06
3/ 4
2010-07
55562/A1
Operation
RT-flex96C
2.3
Cutting in procedure
Starting position:
13
Engine at standstill.
Remove inspection cover 7 and ascertain position

of the corresponding cam. Turn the engine with turning gear till roller 2 of guide piston 3 reaches the cam
peak (see also Fig. B and D).
9
11
Loosen and turn setscrew 13 back so that eccentric

shaft 9 can be turned.
Attention! Setscrew may not project any more in the
groove of flange 11 (see Fig. H).
I
Turn eccentric shaft 9 through 180_ in an anticlockwise direction using open end ring spanner AF30,
and dowel pin 12 from position END to START.
12
9
180 _
Loosen and remove screws 6.

Withdraw tool 94430.
Fit blank flange 5 (with gasket) and tighten it with
screws 6 (see Fig. B).
12
11
6
013.864/06
Finally store tool 94430.

Remove blank flanges 8 & 15 and refit high pressure
pipe (see Fig. G and Maintenance Manual 55561
Fitting of a fuel pump).
2006
4/ 4
RT-flex96C
55711/A1
Operation
1.
General
The control oil pump unit 1 is arranged on fuel side (Fig. A).
The required oil is branched off after the automatic filter and supplied to control oil
pump 4 via oil piping 5.
1.1
Function
One of the two electrically-driven control oil pumps 6 provides the control oil pressure of 200 bar, maintaining it over the entire load range. If low load is exceeded for
some time, the non-running pump is started and the running pump is switched off.
The control oil pumps are started and stopped automatically by the WECS9520.
Attention! Stop valve 3 before the automatic filter and stop valves 19 must be
open.
After every pump outlet there is a pressure retaining valve 7 and 8 each used for
pressure adjustment in the control oil system, as well as a safety valve 9 and 10
each fitted in distribution block 6.
Double-walled HP control oil pipings 11 and 12 lead to the control oil rail in the rail
unit. The mentioned oil is used for actuating the injection control units (see also
80161 Servo and control oil system).
12
11
4(a)
I
DRIVING END
OR
1
3
LO
013.206/05
2.
Leakage monitoring
Leakages of a HP piping (e.g. failure of the inner pipe) are monitored by pressure
transmitter 13 indicating an alarm in the alarm and monitoring system. However,
the engine can be operated normally.
The non-return valves 14 prevent the intermediate space of the intact HP piping
from filling up with oil.
Attention! The operating mode with a defective HP piping must not be considered
as permanent.
A defective HP piping has to be exchanged as quickly as possible!
A possible pressure can be relieved by means of drain screw 17 and the accumulated leakage oil be drained.
General leakages in the control oil pump unit are monitored by level switch 18 (see
80161 Servo and control oil leakage system).
1/ 2
2011-03
55711/A1
Operation
RT-flex96C

2.1
Localization of a defective HP piping

Keep control oil pumps running during engine standstill.
Close all stop valves 19 and open drain screw 17.
D Control Oil Pressure Leckage alarm from pressure transmitter 13 disappears (if not, there is a defect in pressure transmitter).
Close drain screw (tightening torque 200 Nm) and reopen stop valves one by
one till the leakage alarm is indicated again.
I-I
14
HD
II
15
13 14
10
17
20
7
16
OE
DRIVING END
OR
8
16
19
19
II
4a
18
013.207/05
701.011.546
1
2
3
4, 4a
5
6
7
8
9
10
11
12
13
12.08
A Arrangement of control oil pump unit

B Control oil pump unit L
Control oil pump unit L

Stop valve 4.37
Control oil pumps 3.721 & 2
Oil piping
Distributor block
Pressure retaining valve 3.731A
Pressure retaining valve 3.732A
Safety valve 3.731B
Safety valve 3.732B
HP control oil piping 3.74
2/ 2
14
15
16
17
18
19
20
HD
LO
OE
OR
Non-return valve
Flange
Drain screw
Level switch LS2085A
Stop valves 3.791 & 2
Pressure switch PS2051C
HP oil
Leakage oil drain (pump trough)
Oil inlet
Oil return
RT-flex96C
Operation
58011/A1
Regulating Linkage
1.
General
The mechanical regulating linkage is arranged for both fuel pump rows (see Fig.
A). It permits the regulating racks 17 to be positioned in fuel pumps 16 by the
movement of actuator levers 6.
There are two, three or four electrically-operated (fuel pump) actuators provided,
depending on number of cylinders. Every actuator controls two fuel pumps.
Therefore the regulating shafts are designed in two parts as for engines with eight
or more cylinders.
The positions of the actuators 1 and regulating shafts 2 are indicated at supports 3
(see Fig. B).
2.
Function
Controlled by the WECS9520 system the actuators regulate the required fuel
quantity, maintaining the necessary operating pressure in the fuel rail.
During normal operation the actuators work simultaneously, i.e. the regulating
position and the fuel quantity of all fuel pumps are identical.
If a pump plunger seizes and therefore blocks the regulating rack, the spring links
(items 13 and 14) ensure proper regulation of the other pump by the actuator.
Appropriate measures to be taken see Cutting Out and Cutting In of the Fuel Pump
55562.
6 and 7 cylinder engines:
If an actuator fails, its regulating output turns to full quantity (torsion spring) or remains in position. The other actuator takes over the control of the fuel quantity regulation (see also 05151 Defective actuator).
8 to 14 cylinder engines:
If an actuator fails, its regulating output turns to full quantity (torsion spring) or remains in position. The other actuators take over the control of the fuel quantity regulation (see also 05151 Defective actuator).
Remark: In the lower load range (at lower fuel consumption) fuel pressure control
valve 3.06 takes over the fuel pressure regulating function as the fuel quantity supply can not further be reduced by the actuator(s) (see also 55561Fuel pressure
control valve 3.06).
1/ 2
2006
58011/A1
Operation
RT-flex96C
Regulating Linkage
A
1
17
2
16
II
013.074/05
13
15 12 14
DRAWN FOR
810 CYLINDERS
FUEL SIDE
012.338/04
I-I
II
17
6
7
11
9
2
11
3
5
10
012.340/04
012.341/04
DRAWN FOR
1112 CYLINDERS
1
2
3
4
5
6
7
8
9
2006
A Arrangement of regulating linkage

B Actuator position indicator
Actuator 3.21
Regulating shaft 3.20
Support
Intermediate shaft
Pointer
Actuator lever
Connecting rod
Limit lever for actuator lever
Lever
10 Connecting rod for intermediate

and regulating shafts
11 Lever for connecting rod 10
12 Forked lever
13 Limit lever
Spring link
14 Torsion spring
15 Torsion spring
16 Fuel pump 3.14
17 Regulating (toothed) rack
2/ 2
RT-flex96C
Operation
Scavenge Air System
Group6
Group 6
Scavenge Air Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64201/A1

Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65001/A1
o

Turbocharger TPL Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65101/A1
Turbocharger MET Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65101/A2
Turbocharger A100-L Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65101/A3
Auxiliary Blower and Switch Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65451/A1
Scavenge Air Cooler: Operating Instructions and Cleaning . . . . . . . . . . . . . . . . . . . 66061/A1
Scavenge Air Waste Gate (Blow off Valve for Low Suction Temperatures) . . . . . . 67351/A1
1/ 2
RTflex96C / OM / 2011-05
RT-flex96C
64201/A1
Operation
1.
General
The scavenge air receiver 1 is fitted to the cylinder jacket 9 on the exhaust side.
The longitudinal wall 12 divides the scavenge air receiver into two spaces VR and
RC. The air flaps 2 are installed on the wall between VR and RC below the scavenge air cooler inlet.
2.
Function
During operation, the turbocharger blows scavenge air through SL into the charging module 4 through the scavenge air cooler 14 and water separator 13 into the
pre-space VR. The scavenge air flows through air flaps 2 into the receiver space
RC. The scavenge air then flows through openings in the cylinder jacket 9 to the
piston underside KU and through scavenge ports into the cylinder (when the respective piston is near BDC). Air flaps prevent back-flow into pre-space VR of the
receiver.
Depending on number of cylinders two or three auxiliary blowers 7 are mounted on
top of the receiver. During engine start or at low engine load, the auxiliary blowers
are switched on. The auxiliary blowers suck scavenge air from pre-space VR via
suction box 11. This scavenge air then flows into the receiver space RC. The air
flaps 3 fitted below the suction box 11 prevent back-flow of the air when the auxiliary blowers are switched off.
Depending on number of cylinders, a relief valve 16 is mounted at one or both ends
of the scavenge air receiver. The relief valve opens when the air pressure increases above the permitted value in the receiver space RC. The relief valve can
have either a compression spring, or cup springs installed.
When the engine has stopped, access to the receiver is possible through the
hinged covers 6. It is possible to inspect some of the cylinder liner running surface,
part of the piston, the piston rings and piston rod gland from the receiver space
RC.
Remark: If the exhaust gas turbochargers are defective, the covers 10 and 15 at
the charging module 4 must be opened for emergency operation (see Turbocharger Out of Service 05901).
II
I
8
7
11
16
III
6
6
10
4
013.076/05
II
DRAWN FOR
8 CYLINDERS
1/ 2
2012-06
64201/A1
Operation
RT-flex96C
II-II
SL
12 3
4
WCH00847
10
9
III
IV
RC
14
KU
16
6
WA
VR
15
13
15
018.046/08
WA
WW
WS
IV
2
1
2
3
4
5
6
7
8
9
10
11
Scavenge air receiver

Air flaps
Air flaps to auxiliary blower
Charging module
Stop plate
Hinged cover
Auxiliary blower
Electric motor
Cylinder jacket
Cover
Suction box (support for
exhaust gas manifold)
12 Longitudinal wall
13 Water separator
2012-06
14 Scavenge air cooler with pre-stage

15 Cover
16 Relief valve (with compression springs or
disc springs)
KU
RC
SL
VR
WA
WS
Piston underside
Receiver space
Scavenge air from the exhaust gas turbocharger
Pre-space
Water drain from receiver (oleiferous)
Condensate after scavenge air cooler and
dirty water from scavenge air cooler cleaning
WW Water drain from water separator
2/ 2
RT-flex96C
Operation
65001/A1
Turbocharging
1.
General
Turbochargers are exactly tuned to the engine depending on the number of cylinders, service output, mode of operation etc..
Indications on operation, maintenance and servicing are described in the respective documentation of the manufacturer (which is part of the Operating Instruction).
The cleaning of turbochargers in operation is described in 65101.
2.
Function
Exhaust gas AG from the cylinders is accumulated in exhaust gas manifold 10,
led to turbine 12 of TC and thereafter comes out to the environment AP through
the ship-side exhaust system. The exhaust gas rotates the turbine which drives
compressor 11 mounted on the same shaft.
The compressor draws fresh air FL from the engine room via a filter/silencer and
compresses it to the so-called scavenge air pressure SL. The scavenge air
heated by the compression process is led in charging module 17 to scavenge air
cooler 16 which cools the air to a lower temperature range. Depending on the humidity in the air, the cooling action produces a considerable amount of condensate
water which is separated in water separator 15 and drained off via several drains
WA.
The scavenge air passes from the receiver pre-space VR to receiver space RR
through air flaps 13 and then into space KU of the piston underside.
When piston 6 is near to BDC (inlet ports open) scavenge air flows into cylinder 3
through inlet ports 5.
After the compression, combustion, and expansion process, exhaust valve 1
opens and exhaust gas AG flows into exhaust gas manifold 10, completing the
cycle.
When starting the engine or in the case of low load operation, auxiliary blower 7
supplies air into receiver space RR. Air flaps 13 and 18 prevent a back-flow of air
(see also Scavenge Air Receiver 64201).
1/ 2
2006
65001/A1
Operation
RT-flex96C
Turbocharging
9
10
AG
AP
FL
2
7
11
3
18 12
SL
4
5
KU
RR
VR
16
6
17
15
13
14
011.599/04
AO WA WS
Key:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
2006
Exhaust valve
Cylinder cover
Cylinder liner
Cylinder jacket
Inlet ports
Piston
Auxiliary blower
Air inlet casing
Expansion piece
Exhaust gas manifold
Compressor
Turbine
Air flaps
Receiver
Water separator
16 Scavenge air cooler (with pre-stage)

17 Charging module
18 Air flaps before auxiliary blower
AG
AO
AP
FL
KU
RR
SL
VR
WA
WS
2/ 2
Exhaust gas after cylinder

Oily-water drain
Exhaust gas, outlet
Fresh air
Piston underside space
Receiver space
Scavenge air after blower (compressor)
Receiver pre-space
Water drain from water separator
Condensate after scavenge air cooler
RT-flex96C
Operation
65101/A1

Turbocharger TPL Type
Overview
1.
2.
3.
4.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wash-cleaning of compressor . . . . . . . . . . . . . . . . . . . . . . . . . .
Wash-cleaning of turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dry cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1/8
1/8
3/8
6/8
General
The exhaust gas turbochargers are equipped with a washing arrangement. It is
possible to clean the compressor and the turbine while the turbocharger is running.
Periodic cleaning prevents or reduces contamination. This allows the intervals between overhauls to be considerably prolonged. If the dirt accumulation becomes
excessive (scavenge air pressure drops and higher exhaust gas temperatures)
the turbocharger must be dismantled for cleaning, whereby the instructions in the
turbocharger manual must be followed (see Operating Data Sheet 02501 for admissible pressure drop).
The cleaning of the silencer must take place following visual judgement. This
should, however, only be carried out with the engine at shut-down (see also turbocharger manufacturers instructions).
Remark: The fouling on the air side can be limited to a minimum with an additional
felt mattress installed on the top of the silencer (coarse filter).
Based on an increasing pressure difference np (of 50% compared to shop test value at same engine load) or discolouration of the filter mat, the felt must be changed
and the dirt can be washed out.
The following devices i.e. methods are available for periodical cleaning:
2.
Wash-cleaning of compressor (wet cleaning)
Wash-cleaning of turbine (wet cleaning at reduced engine load)
Dry cleaning of turbine (at full service load)
Wash-cleaning of compressor (see Fig. A)

Cleaning intervals:
Every 24 operating hours
Operating condition:
The cleaning must take place when the engine is at working temperature and the
load is as high as possible (full service load), i.e. at high turbocharger speed.
1/ 8
2006
65101/A1
Operation
RT-flex96C
2.1
Cleaning procedure
Open filling cap 2. Fill water container 1 with clean

fresh water (without cleaning agents).
The water quantity is specified in the following table.
Close filling cap and open shut-off valve 3 for

approx. three minutes.
Close shut-off valve and check, that all water has
been sucked out.
The success of the cleaning operation can be evaluated by increased scavenge air pressure or by the
lowering of the exhaust gas temperature.
010.321/02
1
2
3
4
D
Water container
Filling cap
Shut-off valve
Water hose to compressor inlet
When the compressor has been cleaned successfully in this manner, the engine should be kept operating under load for at least five minutes.
Remark: In dirty operating conditions the cleaning procedure can be repeated according to the following table.
Should the cleaning remain unsuccessful, we recommend to check and overhaul
the turbocharger by an authorized ABB service company.
2010-07
Turbocharger
Water quantity
Number of
cleaning cycles
Type
[I]
max.
TPL 85
2/ 8
RT-flex96C
3.
65101/A1
Operation
Wash-cleaning of turbine (see Fig. B to E)

Cleaning intervals:
Every 50 to 500 operating hours
Guidance values
The cleaning interval depends upon environmental influences on the intake
air and the extent of contamination of the turbocharger.
The cleaning in service is best carried out on a routine basis. Regular wet
cleaning is recommended, at first every 100 running hours (e.g. once a week).
Depending on the contamination observed during turbocharger overhaul, the
cleaning interval should be adapted accordingly.
Engine power output must be reduced so that the exhaust gas temperature before
the turbine is not higher or the scavenge air pressure is not lower than the limiting
values mentioned below.
Limiting values:
The temperature before the turbine should be below 430 _C.
The scavenge air pressure should be between 0.30.6 bar prior to the turbine
cleaning.
The water pressure should be 1 bar after shut-off valve 5 during water injection.
We recommend to wash the turbine at a scavenge air pressure of 0.4 bar (auxiliary
blower in operation).
Only clean fresh water without detergents or solvents is to be used for wet
cleaning.
Water supply must be min. 2 bar.
If an SCR (Selective Catalytic Reduction) installation is fitted, the ammonia or

urea injection must be stopped before the turbine is washed.
After cleaning, the injection should only be restarted once the exhaust temperature before cleaning has been reached again.
3/ 8
2006
65101/A1
Operation
RT-flex96C
3.1
Cleaning procedure
9
8
Change handle 8 of ball cock 7 in drain pipe 9 for the

gas outlet casing to position WW. The tube for
scavenge air 10 is closed at the same time. Pay
attention to the marks for the corresponding positions (see Fig. B). When the outlet is free, exhaust
gas now flows from drain pipe 9. Should this not be
the case, then the outlet must be freed. Only then
may the washing process be started!
10
Reduce engine power till the required scavenge air

pressure.
WA
Before wet cleaning operate the engine at constant

load for at least 5 minutes.
POSITION MARKS
Fresh water supply must be at hand till shut-off valve

2.
8
01.7146
BS
WW
C
13
12
Couple connecting hose 3 to claw couplings 4 and

open shut-off valve 2.
Open shut-off valve 5 slowly till pressure gauge indicates 1.0 bar. Inject water for ten minutes.
5
3
Remark: Discharge of water appears after about 2 to 3

minutes, but it may not necessarily appear.
2
CHECK
01.7147
4
9
10
The lower turbocharger speed and lower exhaust gas

temperature after turbocharger are signs whether
enough water is being injected.
Attention! In cases of emergency (e.g. ships safety),
the engine load can be increased immediately during the
washing procedure. However, the water supply is to be
shut off immediately by means of shut-off valve 5.
Now shut the valves in the following sequence:
7
9
Shut-off valve 5
Shut-off valve 2 of fresh water distributing pipe 1
Remark: Remove connecting hose 3.

D
When no more water flows out of drain pipe 9, turn

ball cock handle 8 back to operating position BS.
Pay attention to the marks for the corresponding
positions (see Fig. B).
4/ 8
01.7148
11
2010-07
RT-flex96C
65101/A1
Operation
Remark: On no account must the engine be shut down immediately after turbine
washing. It should be operated for at least 10 minutes above 25% load in order to
dry out the complete exhaust gas installation.
The cleaning should be repeated when the exhaust gas temperature after turbine
is still too high at higher loads.
When no improvement in temperature behaviour is seen after three cleaning procedures, the turbocharger must be dismantled for cleaning, whereby the instructions in the Turbocharger Manual must be followed .
ENGINE
PLANT
1
2
3
4
13
14
12
9
99.7656
11
1
2
3
4
5
6
7
8
9
Fresh water distributing pipe

Shut-off valve
Connecting hose
Claw coupling
Shut-off valve
Tube for water connection
Ball cock
Ball cock handle
Drain pipe
B
C
D
E
10
Ball cock positions (turbocharger wash-water outlet)

Arrangement of wash-water inlet to turbocharger
Arrangement of wash-water outlet from turbocharger
Schematic diagram of turbocharger cleaning
10
11
12
13
14
Tube for scavenge air

Drain pipe with funnel
Gas inlet casing
Gas outlet casing
Air outlet casing
BS Operating position
WA Wash-water drain
WW Wash position
5/ 8
2006
65101/A1
Operation
4.
RT-flex96C
Dry cleaning
Instead of water, dry solid particles in the form of granules are used for cleaning. A
certain quantity of them, depending on the turbocharger size, is blown by compressed air into the exhaust pipe before the turbocharger.
The solid particles have a mechanical cleaning effect, possible deposits on nozzle
ring and turbine blades being removed. However, since it is not possible to remove
fairly thick deposits with the comparatively small quantity of solid particles required
for each cleaning, this method has to be used more frequently.
This cleaning method has confirmed the excellent cleaning effect at exhaust gas
temperatures over 500 _C before turbocharger.
4.1
Dry cleaning of turbine (see Fig. F to G)

Cleaning intervals:
Every 24 48 operating hours
Guidance values
Operating conditions:
Limiting values:
4.2
The scavenge air pressure should be above 0.5 bar.
The required quantity of solid particles is shown in the following table.

Turbocharger
Type
Quantity
[l]
TPL 85
3.0
Granulate specification
Materials:
Hard, granulated materials, such as natural core granulates, softblast media

or active charcoal particles.
Mean grain size:
1.2 to 2.0 mm
Density:
max. 2.0 kg/dm3
Storage:
Clean and dry area
Suppliers:
See documents of the turbocharger manufacturer
Remark: The dry cleaning plant must be blown through with compressed air prior
to the proper cleaning (preparation). Therewith, possible collected deposits or
condensate are being removed from the pipes.
2010-07
6/ 8
RT-flex96C
4.3
65101/A1
Operation
Cleaning procedure
10
5
2
4
9
1
3
8
7
6
1
2
3
4
5
6
7
014.025/06
F Arrangement of dry cleaning plant

G Schematic diagram
Pressure vessel
Closing cover
Shut-off valve
3-way valve for compressed air & vent
Shut-off valve
Compressed air distribution
Compressed air supply pipe
8 Hose line
9 Relief valve
10 Gas inlet casing
DL Compressed air
EL Vent
Escaping residue:
The granulate is burnt by the high exhaust temperatures and expelled together
with finely removed dirt.
Attention! It may occur that during dry cleaning part of the blown-in solid particles
escape through the chimney in singed condition.
7/ 8
2010-07
65101/A1
Operation
RT-flex96C
ENGINE
PLANT
DL
9 2
10
EL
6
7
4
1
013.346/05
3
8
Initial position, engine in normal operation (no cleaning procedure):

D
3-way valve 4 in position VESSEL VENTING.
Shut-off valves 3 and 5 closed.
Pressure vessel 1 empty and closed by means of

closing cover 2.
Compressed air must be at hand till 3-way valve 4.
Cleaning procedure:
CHECK
Check whether shut-off valve 3 is closed and pressure vessel 1 is vented by means
of 3-way valve 4.
Carefully loosen (a possible pressure is relieved) and remove closing cover 2

from pressure vessel 1.
Fill pressure vessel with the required quantity of granulates and close it again
by means of the closing cover.
Open 3-way valve 4 (position vent EL closed and passage to pressure vessel
1 open).
Open shut-off valves 5 and 3.
The granulates are blown now into gas inlet casing 10 with compressed air.
Close shut-off valves 3 and 5 after about three to four minutes (cleaning procedure is finished).
Close 3-way valve 4 (position vent EL open and passage to pressure vessel
1 closed).
Remark: The cleaning should be repeated when the mean exhaust gas temperature after turbine is still too high at higher loads.
When no improvement in temperature behaviour is seen after three cleaning procedures, the turbocharger must be dismantled for cleaning, whereby the instructions in the Turbocharger Manual must be followed.
2010-07
8/ 8
RT-flex96C
65101/A2
Operation

Turbocharger MET Type
Overview
1.
2.
3.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/5
Wash-cleaning of compressor . . . . . . . . . . . . . . . . . . . . . . . . . . 1/5
Dry cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/5
General
2.

Cleaning intervals:
Approx. 100 operating hours
Guidance values
The cleaning must take place at reduced engine power (t 50% load), i.e. at lower
turbocharger speed as shown in the following table:
Turbocharger
Water quantity
Injection time
Type
Speed [rpm]
[I]
[Min.]
MET 83SE (II)

MET 83MA
approx.
45006000
3.0
approx. 12
1/ 5
2010-07
65101/A2
Operation
RT-flex96C
2.1
Cleaning procedure
Reduce engine power till the required turbocharger
speed.
A
2
1
D
CHECK
Before wash-cleaning operate the engine at

constant load for at least five minutes.
Check whether the screen is not clogged in the water

container!
Open hinged cover 2. Fill water container 1 with
clean fresh water (without cleaning agents).
D
Close hinged cover and open shut-off valve 3 for

approx. one to two minutes.
4
011.641/04
Close shut-off valve 3 and check whether all water

has been sucked of the container.
D
1
2
3
4
D
2006
The water quantity is specified in the table.
The success of the cleaning operation can be evaluated by increased scavenge air pressure or by the
lowering of the exhaust gas temperature.
Water container
Hinged cover
Shut-off valve
Water hose to compressor inlet
When the compressor has been cleaned successfully in this manner, the engine should be kept operating under load for at least 5 minutes.
2/ 5
RT-flex96C
65101/A2
Operation
3.
Dry cleaning
Dry solid particles in form of granules are used for cleaning. A certain quantity of
them, depending on turbocharger size, is blown by compressed air into the
exhaust pipe before the turbocharger.
3.1
Dry cleaning of turbine (see Fig. B and C)

Cleaning intervals:
Every 100 operating hours
Guidance values
The cleaning in service is best carried out on a routine basis. Regular cleaning
is recommended, at first every 100 running hours (e.g. once a week). Depending on the contamination observed during turbocharger overhaul, the cleaning interval should be adapted accordingly.
The cleaning must take place when the engine is at working temperature and
the load is as high as possible (full service load), i.e. at high turbocharger
speed.
The scavenge air pressure must be above 0.5 bar.
The maximum turbocharger speed and required quantity of solid particles for
the corresponding tubocharger type is shown in the following table:
Limiting values:
Turbocharger
3.2
Quantity
Type
Speed [rpm]
[I]
MET 83SE (II)

MET 83MA
max. 9400
3.5
Materials:
Hard, granulated materials, such as milled walnut shell or grain (rice, wheat
etc.)
Mean corn size:
2.0 to 2.8 mm (grain diameter within 3 mm)
Storage:
Clean and dry area
Suppliers:
Remark: The dry cleaning device must be blown through with compressed air
prior to the proper cleaning (preparation). Therewith, possible collected deposits
or condensate are being removed from the pipes and the device cooled down.
3/ 5
2010-07
65101/A2
Operation
RT-flex96C
3.3
Cleaning procedure
I
8
10
8
5
7
I
5
9
7
4
1
II
7
II
4
2
1
011.642/04
1
2
3
4
5
6
B Arrangement of dry cleaning device

C Schematic presentation
Pressure vessel
Closing nut
Shut-off valve
Shut-off valve
Shut-off valve
7
8
9
10
Cleaning pipe
Exhaust pipe before turbocharger
Gas inlet casing
Exhaust gas manifold
DL Compressed air
Escaping residue:
2006
4/ 5
RT-flex96C
65101/A2
Operation
ENGINE
PLANT
DL
3
6
8
9
Shut-off valves 4 and 5 closed.
Pressure vessel 1 empty and closed by means of

closing nut 2.
Compressed air must be at hand till shut-off valve 4.
2
4
Blow through (preparation):
5
011.657/04
Close shut-off valves 5 and 4 after about two minutes (blow-through is finished).
Cleaning procedure:
Carefully loosen (a possible pressure is relieved) and remove closing nut 2

from pressure vessel 1.
Fill pressure vessel with the required quantity of granulates and close it again
by means of the closing nut.
The granulates are blown now into the exhaust pipe 8 with compressed air.
Close shut-off valves 5 and 4 after about two minutes (cleaning procedure is
finished).
5/ 5
2006
RT-flex96C
65101/A3
Operation

Turbocharger A100-L Type
Overview
1.
2.
3.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/6
Wash-cleaning of compressor . . . . . . . . . . . . . . . . . . . . . . . . . . 1/6
Dry cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/6
General
2.

Cleaning intervals:
Every 24 operating hours.
1/ 6
2011
65101/A3
Operation
RT-flex96C
2.1
Cleaning procedure
Remove insulation at the flange of filter silencer 4 (if present).
Unscrew lock 1 at filler opening 2.
Fill can 3 with clean fresh water (without cleaning agents).
The water quantity is specified in the following table.
Carefully fill the water into the filling opening with the can.
Check, that all water has been sucked out.
The time for sucking out the water is 4 to 15 seconds.
Screw in lock 1 and hand-tighten it.
Fit insulation at the flange of the filter silencer 4 (if present).
The success of the cleaning operation can be evaluated by increased scavenge air pressure or by the lowering of the exhaust gas temperature.
1
2
3
4
5
Lock
Filler opening
Can
Filter silencer
Air outlet casing
WCH00159
3
D
1
When the compressor has been cleaned successfully in this manner, the engine should be kept operating under load for at least 5 minutes.
Remark: In dirty operating conditions the cleaning procedure can be repeated according to the following table.
Should the cleaning remain unsuccessful, we recommend to check and overhaul
the turbocharger by an authorized ABB service company.
2011
Turbocharger
Water quantity
Number of
cleaning cycles
Type
[I]
max.
A180-L
3.0
A185-L
3.0
A190-L
3.0
2/ 6
RT-flex96C
65101/A3
Operation
2.2
Checking the filter plug

Disassembly and checking of filter plug 1 is required, if 20 seconds after the cleaning process water is still visible in filler opening 2.
Loosen and remove the filter plug with a box spanner (AF24).
Clean the drill holes of the filter plug.
Fit the filter plug and tighten it with a torque of 45 Nm.
Key to Illustration: B
3
2
1 Filter plug
2 Filler opening
3 Air outlet casing
WCH00160
3/ 6
2011
65101/A3
Operation
3.
RT-flex96C
Dry cleaning
Dry solid particles in the form of granules are used for cleaning. A certain quantity
of them, depending on the turbocharger size, is blown by compressed air into the
exhaust pipe before the turbocharger.
3.1
Dry cleaning of turbine (see Fig. C to E)

Cleaning intervals:
Every 24 48 operating hours
Guidance values
The cleaning must take place when the engine is at working temperature and
the load is as high as possible (full service load), i.e. at high turbocharger
speed.
The scavenge air pressure should be above 0.5 bar.
The required quantity of solid particles is shown in the following table.
Limiting values:
3.2
2011
Turbocharger
Type
A180-L
Quantity
[l]
2.5
A185-L
3.0
A190-L
3.5
Materials:
Hard, granulated materials, such as natural core granulates, softblast media

or active charcoal particles.
Mean grain size:
1.2 to 2.0 mm
Density:
max. 1.2 kg/dm3
Storage:
Clean and dry area
Suppliers:
4/ 6
RT-flex96C
65101/A3
Operation
3.3
Cleaning procedure
D
6
ENGINE
PLANT
DL
7
5
9
10
8
2
1
5
8
WCH00161
10
WCH00420
3
11
1
2
3
4
5
6
7
8
WS
C Arrangement of dry cleaning device

D Schematic diagram of dry cleaning plant
E Schematic diagram of dry cleaning device
Container for granulate material

Cover cap
3-way valve for compressed air & vent
On-Off valve
Protecting valve
Compressed air supply pipe
Pipe
9 Cleaning instructions
10 Gas inlet casing
11 Ball valve
DL Compressed air
EL Vent
WS Condensate drain
Escaping residue:
5/ 6
2011
65101/A3
Operation
RT-flex96C
ENGINE
PLANT
DL
10
EL
6
7
3
1
4
WCH00421

D
3-way valve 3 in position CONTAINER VENTING.
On-Off valve 4 and protection valve 5 closed.
Container 1 empty and closed by means of cover

cap 2.
Compressed air must be at hand till 3-way valve 3.
Cleaning procedure:
Remark: The dry cleaning plant must be blown through with compressed air prior
to the proper cleaning (preparation). Therewith, possible collected deposits or
condensate are being removed from the pipes.
CHECK
Open ball valve 11, drain the condensate and close it again.
Check whether On-Off valve 4 is closed and container 1 is vented by means of

3-way valve 4.
Carefully loosen (a possible pressure is relieved) and remove cover cap 2

from container 1.
Fill container with the required quantity of granulates and close it again by
means of the cover cap.
Set 3-way valve 3 (position vent EL closed and passage to container 1 open).
Open On-Off valve 4 and protection valve 5.
The granulates are blown now into gas inlet casing 10 with compressed air.
Close On-Off valve 4 and protection valve 5 after about three to four minutes
(cleaning procedure is finished).
Set 3-way valve 3 (position vent EL open and passage to container 1 closed).
2011
6/ 6
RT-flex96C
65451/A1
Operation
Auxiliary Blower and Switch Box
1.
Auxiliary blower
The auxiliary blowers 4 driven by electric motors 5 are mounted to the upper receiver side 2. They supply air from the receiver pre-space via suction casing into
the receiver space during the start and operation at low load. Back-flow to the receiver, of the air blown in by the auxiliary blowers, is prevented by air flaps (see
Scavenge Air Cooler 64201).
A
6
3
1
2
B
5 4
SS
011.544/04
DS
701.011.544
A Arrangement of auxiliary blower

B Auxiliary blower
1
2
3
4
5
6
Auxiliary blower right hand design

Receiver
Exhaust gas turbocharger
Blower
Electric motor
Exhaust manifold
DS Pressure side
SS Suction side
1/ 2
2006
65451/A1
Operation
RT-flex96C
Auxiliary Blower and Switch Box
2.
Switch box
For each auxiliary blower an electrical switch box 1 is provided and supplied by the
engine builder.
Operating function:
Pressing e.g. START AHEAD button, the 1st auxiliary blower starts immediately
and all other auxiliary blowers start with approx. 46 seconds delay, provided that
electric supply is switched by the main switch 6 (the voltage indication 2 is lit).
When the exhaust gas turbochargers produce a sufficiently high pressure in the
receiver, the auxiliary blowers are cut off.
Should the scavenge air pressure sink below the minimum pressure, the auxiliary
blowers are again switched on (see 40031 Auxiliary Blowers).
8
1
7
5
4
2
3
012.802/05
1
2
3
4
2010-07
Switch box
Voltage indicator
Service indicator
Overload indicator
C Switch box (example)

5
6
7
8
2/ 2
Lamp test
Main switch
Hour counter
Amperage indicating instrument
RT-flex96C
Operation
66061/A1
Scavenge Air Cooler

Operating Instructions and Cleaning
1.
General
After each exhaust gas turbocharger a scavenge air cooler (SAC for short) is
installed in the charging module whose purpose is cooling the compressed and
thereby heated scavenge air before it gets to the cylinders via water separator and
scavenge air receiver. The standard cooler is a single-stage multi-pass cooler. The
cooling water flows through the cooler in four water passes in the opposite direction of the air flow. It enters the cooler at KE, flows through it in various directions,
and leaves at KA. The temperature difference water / scavenge air is thus distributed equally along the whole cooler.
2.
Operating instructions
As accumulated air in the cooling water system of the scavenge air cooler can lead
to operating troubles on the engine and to damage of the SAC, proper functioning
of the SAC venting must be ensured.
The scavenge air cooler temperature must be checked periodically in accordance
with Operating Data Sheet 02501.
Should an alarm be triggered in operation by level switch 20 or 20a for the condensate drain unit 18 or 18a, it must be investigated whether the water is condensate
water or scavenge air cooling water. Should the latter be the case, then the cooler
must be dismantled and repaired (see Maintenance Manual 66061).
To prevent damage to the SAC, the correct cooling water flow must be maintained
in operation. The flow of cooling water must not be throttled at partial load nor during manoeuvring.
Remark: The butterfly valves at the cooling water inlet and outlet pipes must not be
used for controlling the flow rate, otherwise the water separators (plastic) could be
damaged due to too high scavenge air temperatures at higher loads.
Concerning operation with a defective scavenge air cooler, recommendations can
be found in 05501.
As a guide to proper functioning of the SAC, the temperature difference between
scavenge air outlet and cooling water inlet at the SAC can be taken as a basis. The
two temperature values have to be checked periodically. If the difference increases while engine load and cooling water flow remain unchanged, it is a sign of
increasing fouling of the SAC.
If the fouling is on the water side of the SAC, the scavenge air temperature increases.
If the fouling is on the air side, the pressure difference (np) of the scavenge air
through the SAC increases. This does not show the full effect of the fouling because an increased resistance also causes a reduced air throughput from the
turbocharger (pay attention to limiting values). More detailed indications for the
monitoring of the SAC in operation are given in 02501.
Higher scavenge air temperature and reduced air flows both lead to increased
thermal loading of the engine and to higher exhaust gas temperatures.
Air side cleaning of the pre-stage of the SAC can be carried out on the running engine.
1/ 4
2006
66061/A1
Operation
RT-flex96C
Scavenge Air Cooler: Operating Instructions and Cleaning

3.
Air side cleaning of SAC in service

The equipment necessary for air side cleaning of the SAC is installed on the engine
(see Fig. A).
3.1
Cleaning intervals
At the beginning we recommend to clean the SAC weekly. If there is no change in
the pressure difference (np) through the SAC, the cleaning interval can be increased (e.g. monthly).
Furthermore, take into account that the pressure difference may not exceed the
maximum limit (np increase of 50% compared to shop test value at same engine
load) (see also Maintenance Manual 03801).
The degree of SAC contamination depends on a major extent on the condition of
the air intake and the air suction filter maintenance on the turbocharger.
3.2
Cleaning procedure
The cleaning should be carried out with the engine operating at partial load, i.e.
below 50% load (see also instruction panel on the engine). The air temperature
after compressor (turbocharger) must not be much above 100 C as otherwise too
much of the cleaning agent will vaporize.
Reduce the engine power to the mentioned
values.
A
PLANT
ENGINE
8
FW
Open shut-off valve 11 and ball cock 12.

Open slowly shut-off valve 10, fill fresh water
and add the specified quantity of cleaning
fluid (see paragraph Cleaning agent) into
container 1 (max. 30 litres) through filling funnel 14.
10
14
12
9
DL
7
16
Remark: Cleaning fluid diluted with fresh water

can also be filled into the funnel using a can. In this
case shut-off valve 10 remains closed.
11
15
2
3
13
KA
4
22
18
17a
17
Open shut-off valve 10 as much as to avoid a

reflux of fresh water into the filling funnel.
Close ball cock 12 and shut-off valve 11.
KE
18a
Compressed air and fresh water must be

available at shut-off valves 9 and 10.
Open shut-off valve 9 and ball cock 13 on

container 1, by which the content is sprayed
through spray nozzles 16 within about two
minutes.
Open ball cocks 17 and 17a and drain washwater.
Close shut-off valve 9 and ball cock 13.
011.634/04
Open shut-off valve 11 till container 1 is

vented.
Close ball cocks 17 and 17a.
Repeat the same procedure after about 10
minutes, but add no cleaning fluid.
D
2006
2/ 4
The cleaning process is hereby completed.
RT-flex96C
Operation
66061/A1

Remark: As dirt loosened from the cooling fins might collect in the water separator
elements or in the scavenge air receiver 4, they must occasionally be checked and
cleaned out (see Maintenance Manual).
3.3
Cleaning agent
In principle only products from reputable firms should be utilized, their instructions
concerning mixing ratio etc. have to be followed in detail.
For in-service cleaning, only such cleaning agents which have a sufficiently high
flash point may be used.
The cleaning fluid must be diluted with fresh water in accordance with the suppliers instructions.
Remark: Detailed instructions on operation, maintenance and repair of scavenge
air coolers are given in the Instruction Leaflet issued separately by the cooler
manufacturer.
It is practical to obtain these Instruction Leaflets directly from the makers. It is also
possible to order such Instruction Leaflets from the engine manufacturer or supplier. State the following information:
Engine type and No.
Engine supplier
Cooler manufacturer and type
Required language
3/ 4
2006
66061/A1
Operation
RT-flex96C

5
8 ENGINE PLANT
FW
10 6
14
DL
12
11
9
1
13
EL
24
3
4
21
22
20
20a
18
18a
17
17a
19
23
018.056/08
OW
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17, 17a
12.08
WE
WA WE
A Schematic arrangement of washing plant

B Arrangement of washing water system on engine
Container
Pre-stage SAC
Scavenge air cooler
Receiver
Wash-water distributing pipe
Compressed air distributing pipe
Shut-off valve
Shut-off valve
Shut-off valve
Shut-off valve
Shut-off valve (vent)
Ball cock
Ball cock
Filling funnel
Distributing tube
Spray nozzle
Ball cock
4/ 4
18, 18a
19
20, 20a
21
22
23
24
EL
FW
DL
KA
KE
OW
WA
WE
Condensate drain unit

Throttling disc
Level switch
Condensate and wash-water drain
Water separator
Venting unit
Cylinder cooling water and SAC drain
Vent
Fresh water 2.5 bar
Compressed air from board system 7 8 bar
Cooling water outlet
Cooling water inlet
Drain to sludge water tank (oleiferous)
Drain to water drain tank
Drain to bilge water tank
RT-flex96C
67351/A1
Operation
Scavenge Air Waste Gate (Blow off Valve for Low Suction Temperatures)
1.
General
Depending on the engine version a scavenge air waste gate is provided. It protects
the engine against too high scavenge air pressure in arctic conditions (outside
temperatures below + 5_C). The waste gate acts as safety valve, i. e. the overpressure is blown off into the engine room.
One, two or three waste gate valves 2 and 2a are fitted to the scavenge air receiver
depending on number of cylinders.
A
2
2a
1
2
I
DRIVING END
013.079/05
DRAWN FOR
712 CYLINDERS
2.
Function
Under normal operating conditions both waste gate valves 2 and 2a remain
closed. The piston is kept in closed position in consequence of the scavenge air
pressure in pressure space DR via non-return valve 16 and spring force (6).
When the temperature of the air intake from outside drops below of the values
mentioned in the following table, solenoid valve 9 will be energized. The scavenge
air pressure via pressure reducing valve 10 and non-return valve 17 in the pressure space DR is lower as in DR1, therefore the higher pressure in DR1 moves
piston 5 against the spring force into open position, and scavenge air is blown off
into the engine room via silencer 3.
Activation of opening and closing phases:
All waste gate valves are opened or closed at the same time:
Opening: solenoid valves 9, 9a energized
Closing:
solenoid valves de-energized.
The activation of the opening and closing phases is depending on the outside temperature measured with temperature sensor TE3991C.
Valve
Outside temperatures
activation
Engine without
WHR
Engine with
WHR
Opening
+ 5 _C
5 _C
Closing
+ 10 _C
0 _C
Opening pressure
0.8 bar
0.7 bar
WHR (Waste Heat Recovery system)
1/ 3
2006
67351/A1
Operation
RT-flex96C
Scavenge Air Waste Gate
13
10
18
12
9 (9a)
19
17
12
16
6
15
11
7
DR1
5
EB
14
DR
SA
17
10
SL
013.080/05
DR1 DR
1
2, 2a
3
4
5
6
7
8
9, 9a
10
11
12
13
2006
A
B
C
D
16
Arrangement of scavenge air waste gate

Waste gate valve
Temperature measuring point (plant)
Control diagram
Scavenge air receiver

Waste gate valve
Silencer
Valve housing
Piston
Compression spring
Adjusting screw (stroke limitation)
Lock nut
Solenoid valve
Cover
Scavenge air piping
Adjusting screw (pressure adjustment)
2/ 3
14
15
16
17
18
19
DR
DR1
EB
SA
SL
Test connection (valve)

Test connection (SL)
Non-return valve
Non-return valve
Temperature sensor
Air suction duct to turbochargers
Pressure space (retaining pressure)

Pressure space (scavenge air pressure)
Venting bore
Scavenge air outlet (silencer)
Scavenge air
RT-flex96C
67351/A1
Operation
Scavenge Air Waste Gate
3.
Checking the adjustments

(only necessary after faults, overhauls or replacements of waste gate valves)
Valve stroke:
D
On engine at standstill or in operation up to a load of max. 75% at normal suction temperatures (> +5_C).
Piston 5 must be closed.
Loosen lock nut 8 and screw in adjusting screw 7 till the stop.
Adjust nominal stroke according to the following table (one turn corresponds
to a stroke of 1.5 mm). Secure adjusting screw with locking nut.
Number of
cylinders
Number of
waste gates
Stroke [mm]
18.0
10.5
12.0
13.5
10
15.0
11
16.5
12
18.0
14
14.0
Opening pressure:
4.
The opening pressure is adjusted with pressure reducing valve 10.
Operate the engine at approx. 50% load (scavenge air pressure > 1 bar).
Energize solenoid valve 9 (i.e. simulating low air intake temperature).
Connect pressure gauge to test connection 14 (opening pressure see table on

page 1), and to test connection 15 (scavenge air pressure > 1 bar).
Possible deviation of the opening pressure must be corrected with adjusting

screw 13 at pressure reducing valve 10. Secure adjusting screw with locking
nut again.
Function check
A function check must be carried out periodically (intervals see Maintenance
Manual 67351) or prior to voyages in regions with arctic conditions.
Procedure:
Energize solenoid valve 9 during operation at part load (approx. 50% load).
As soon as the waste gate valve is opened scavenge air escapes via silencer
3.
Remark: If a malfunction in the waste gate valve occurs it must be overhauled according to Maintenance Manual 67351 at the first opportunity.
3/ 3
2006
RT-flex96C
Operation
Group7
Group 7
with Pulse Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72181/A2
with Pulse Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72181/A3
Instructions Concerning Measurement of
Cylinder Lubricating Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72182/A2
1/ 15
RT-flex96C
72181/A2
Operation
with Pulse Feed
Overview
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/14
Description of cylinder lubricating system . . . . . . . . . . . . . . 1/14
Lubricating oil filter and measurement tube . . . . . . . . . . . . . 3/14
Lubricating pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/14
ALM20 module (control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . 9/14
Lubricating quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/14
Additional lubrication of exhaust valve spindle . . . . . . . . . 12/14
Control of cylinder lubricating system . . . . . . . . . . . . . . . . . 13/14
1.
2.
3.
4.
5.
6.
7.
8.
1.
General
A separate lubrication system lubricates the cylinder liners, pistons and the exhaust valve spindle. The feed rate of cylinder lubricating oil to each lubricating
point can be adjusted and is load-dependent controlled through the engine control
system WECS9520.
1.1

Under normal operating conditions, a high-additive, alkaline cylinder lubricating oil
is required. The alkalinity of the lubricating oil must be selected with regard to the
sulphur content of the fuel (see Lubricating Oils 07501).
1.2
Cylinder lubricating oil for running-in

For running-in we recommend the use of approved normal cylinder lubricating oil
(see Running-in of New Cylinder Liners and Piston Rings 04101).
2.
Description of cylinder lubricating system

The diagram in Fig. A shows the complete system, which has the following components:
Daily service tank 1 for cylinder lubricating oil . . . . (plant side)
Lubricating oil filter 8.17 . . . . . . . . . . . . . . . . . . . . . . (one per engine)
Lubricating pump 8.06 . . . . . . . . . . . . . . . . . . . . . . . . (one per cylinder)
Control unit ALM20
Lubricating quill 8.09 with non-return valve . . . . . . (eight per cylinder)
The engine control system WECS9520 controls the cylinder lubrication system (see 40021 Cylinder lubricating system control)
1/ 15
72181/A2
Operation
RT-flex96C
with Pulse Feed
A
1
WCH00434
2.1
Daily service tank (plant side)

The daily service tank 1 for the cylinder lubricating oil is installed in a position at an
applicable height above the engine. Static pressure makes the oil flow down
through the supply pipe and lubricating oil filter 8.17 to the lubricating pumps 8.06.
2.2
Arrangement of lubricating pumps (Fig. B and Fig. C)

Each cylinder has a lubricating pump 1. The lubricating pump is designed as a
compact self-supporting unit and is attached to the support 16. The pump and support are attached to the supporting ring 14 on exhaust side.
Servo oil drives the lubricating pumps when the related control signal is released
from the engine control system WECS-9520. All lubricating pumps are connected
to servo oil oil connection pipes 11 (loop piping).
The pressure reducing valves 2 and 3 decrease the branched-off servo oil pressure to 60 bar. For safety reasons, the servo oil pipes 10 and 11 to the lubricating
pumps are double-walled.
The pressure transmitters 5, 7 monitor the inner HP pipes for leaks. If there is a
leak (e.g. breakage of the inner HP piping), an alarm is triggered in the alarm and
monitoring system. A visual indication of leakage can be seen when the screw plug
10 (see Fig. F) on the last lubricating pump(s) is/are opened a maximum of two
turns.
For 6-cylinder and 7-cylinder engines, the servo oil supply to all lubricating pumps
is supplied from the servo oil rail at the free end (see also Control and Auxiliary
Systems 40033).
2/ 15
RT-flex96C
72181/A2
Operation
with Pulse Feed
13
8
15
5
14
14
15
16
WCH00852
11
10
12
1
2
4
5
8
10
B Arrangement of lubricating pumps
Lubricating pump 8.06

Pressure reducing valve 8.111
Stop valve 4.306
Servo oil pipe
3/ 15
FREE
END
11
12
13
14
15
16
Servo oil connecting pipe

Servo oil return pipe
Servo oil rail 4.11
Supporting ring
Lubricating quill
Support
72181/A2
Operation
RT-flex96C
with Pulse Feed

13
9
3
DRIVING
END
11
15
14
10
1
3
6
7
9
10
3.
16
12
WCH00852
C Arrangement of lubricating pumps

Stop valve 4.305
Servo oil pipe
11
12
13
14
15
16

Servo oil rail 4.11
Supporting ring
Lubricating quill
Support
Lubricating oil filter and measurement tube (Fig. D)

The lubricating oil filter (filter) 1 and measurement tube 4 are installed upstream
from the lubricating oil distribution to the lubricating pumps. The differential pressure sensor 5 (which is part of the filter system), monitors the fouling factor. If the
pressure is more than the specified limited value, an alarm is triggered in the alarm
and monitoring system. If this alarm is triggered, the fouled filter element must be
exchanged (see paragraph 3.2).
3.1
Venting the filter

The filter must be vented:
at the first commissioning
after changing filter elements
4/ 15
RT-flex96C
72181/A2
Operation
3.2
with Pulse Feed
Exchange of filter element

The exchange of fouled filter elements can be done during operation, without interruption of the oil flow to the lubricating pumps.
Move the lever 2 on the lubricating oil filter 1 and replace the fouled filter element.
D
8
Key to Illustration: D
Filter and measurement tube
7
4
9
6
2
1
1
2
3
4
5
6
7
8
9
Lubricating oil filter 8.17

Lever
Supply pipe
Measurement tube 8.19
Ball valve
Differential-pressure sensor PS3121A
Scale (on measurement tube)
Vent cock
Distribution pipe
017.961/08
3.3
Measurement of consumption at measurement tube

The integrated magnetic level indicator and scale 7 is used to measure the lubricating oil consumption.
Using the operator interface, the (theoretical) specific feed rate is set with determined parameters in the engine control system WECS9520.
To verify the settings and the correct functions of the components in the cylinder
lubricating system, a measurement of the consumption is done using the measurement tube 4.
Remark: The lubricating oil level must never drop below the mark (1) on scale because air can get into the system and cause malfunctions.
Procedure:
Close the ball valve 5.
Open the vent cock 8.
When the oil appears on the scale 7, mark the position then start the time measurement.
After a period of between 15 to 20 minutes, stop the time measurement and

mark the position of the oil level on the scale 7 again.
Open the ball valve 5.
Keep the vent cock 8 open until bubble-free oil flows, then close the vent cock.
Read the distance between the two marks on the scale 7, then apply the conversion factor (1 cm = 0.33 l) to find the consumed quantity in liters.
Remark: The conversion factor depends on the size of the measurement tube 4
and the measurement tube that has the scale 7.
The actual feed rate can be subsequently found (see Instructions Concerning
Measurement of Cylinder Lubricating Oil Consumption 72182).
5/ 15
72181/A2
Operation
4.
Lubricating pump
4.1
General
RT-flex96C
with Pulse Feed
The modular design of the lubricating pump means that the main components can
be quickly replaced while the engine is running.
The lubricating pump has the parts that follow: pump body 1, baseplate 2, 4/2-way
solenoid valve 3 and accumulator 4 (see Fig. E).
The ALM20 module (control unit) is located near the lubricating pump.
Remark: If a lubricating pump fails and a slow-down is released by the safety system, the fuel injection of the related cylinder must be cut out (see 05101 Measures).
Baseplate:
The main components are installed on the baseplate 2. The servo oil feed and further routing of the media are integrated in the baseplate. The servo oil is looped
through the baseplate to the downstream lubricating pump.
To replace the main components while the engine is running, the shut-off valves 6
(servo oil) and 7 (lubricating oil inlet) and the relief valve 8 are integrated in the
baseplate (see the documentation of the lubricating pump supplier).
Remark: Fully screwed out valves relate to normal operation (work setting).
Pump body:
The primary function of the pump body 1 is a pressure intensifier and distributor.
Servo oil flows to the drive side of the central piston, which actuates the central
piston. The movement of the central piston affects the metering piston, which
moves in the same direction. A set screw limits the central piston stroke determining thus the metering rate, which is equal for all metering pistons. The vent screws
11 and 12 vent the lubricating pump (see paragraph 4.3).
4/2-way solenoid valve:
Related signals control the 4/2-way solenoid valve 3, which then releases the relevant oil bores to actuate the central piston in the pump body.
Accumulator:
The function of the accumulator 4 is to cushion pressure peaks in the servo oil
pipes, which keeps the servo oil pressure constant.
The pre-startup check and recurrent tests of the gas cushion (gas pre-charge
pressure) must be done in accordance with the documentation of the lubricating
pump supplier (see Maintenance Manual 72181).
ALM20 module (control unit):
Each lubricating pump has an ALM20 module. The ALM20 module monitors
pressure and pulse supply data from the lubricating pump and sends this data to
the engine control system WECS9520. This makes sure that the lubricating
pump functions correctly.
LEDs show the function status of the lubricating pump and the ALM20 module
(see paragraph 5).
Remark: An ALM20 module can be replaced during engine operation, or at
standstill (see 40024 Recommendations for replacing ALM20 modules and
Location of flex Electronic Components 93621).
6/ 15
RT-flex96C
72181/A2
Operation
with Pulse Feed
OS
9
12 11
5
1
2
OZ
SR
3
7
SS
10
15
014.535/06
4
14
SE
014.534/06
16
13
1
2
3
4
5
6
7
8
9
Lubricating pump
Pump body
Baseplate
4/2-way solenoid valve ZV713144C
Accumulator
Pressure transmitter PT313144C
Shut-off valve (servo oil)
Shut-off valve (lubricating oil inlet)
Relief valve
Lubricating oil outlet port
with non-return valve
10 ALM20 module (control unit)
11 Vent screw (servo oil)
4.2
12
13
14
15
16
Vent screw (lubricating oil)

Test connection
Fill connection
Control box E41.0114
Support
OS
OZ
SE
SR
SS
Oil to lubricating quill

Oil supply
Servo oil inlet
Servo oil return
Servo oil to next lubr. pump
Function
Servo oil flows through the 4/2-way solenoid valve 3 (Fig. E) into the bottom of the
central piston, and keeps the central piston in its upper limit position. The movement of the central piston affects the metering pistons, which also move in the
same direction. The metering pistons release the lubricating oil inflow and the metering ducts are filled with lubricating oil.
When the engine control system WECS9520 triggers a lube pulse, the ALM20
module actuates the 4/2-way solenoid valve. When the servo oil flows to the drive
side of the central piston, the central piston moves down. The servo oil at the bottom of the central piston flows back into the servo oil return pipe through the reversed 4/2-way solenoid valve. The central piston is pushed into its bottom limit
position. At the same time high pressure lubricating oil flows through the non-return valves in the lubricating oil outlet ports and is injected into the cylinder liner
through the lubricating quills.
7/ 15
72181/A2
Operation
RT-flex96C
with Pulse Feed

After the central piston has reached its lower limit position, the engine control system WECS9520 switches over the 4/2-way solenoid valve. Servo oil now flows
through the 4/2-way solenoid valve to the bottom of the central piston and moves
the central piston into its top limit position. The servo oil on the drive side of the
central piston is forced through the 4/2-way solenoid valve back to the servo oil
inlet. At the same time, the released metering ducts are filled again with lubricating
oil, ready for another lube pulse.
4.3
Venting the lubricating pump

Vent screws 11 (servo oil) and 12 (lubricating oil) in the pump body 1 are used to
vent the lubricating pump (see Fig. F).
Remark: For venting, the cylinder lubricating system must be ready for operation
(see Prepare the Cylinder Lubricating System 01401).
The lubricating pump must be vented:
after maintenance
in case of operating troubles (operating pressure, feed rate)
Put an oil tray below the lubricating pump.
Open the vent screw 12 a maximum of three turns.
Keep the vent screw 12 open until bubble-free oil flows, then close and tighten
the vent screw.
Remove the oil tray.
Lubricating oil:
Servo oil:
Attention! The servo oil system is under high pressure. Always wear safety
goggles because oil can spurt when the vent screw 11 is loosened.
Select the related cylinder number in the field MANUAL LUBRICATION ON

CYL. in the operator interface, or actuate MANUAL EMERGENCY on the
4/2-way solenoid valve (see Fig. F).
the vent screw.
8/ 15
RT-flex96C
72181/A2
Operation
with Pulse Feed
12
11
1
3
9
10
5
13
4
6
1
2
3
4
5
6
7
4.4
014.536/06
8
F
Last Lubricating pump
Pump body
Baseplate
Accumulator
Blind flange
Shut-off valve (lubricating oil)
8
9
10
11
12
13
Relief valve
Screw plug
Screw plug
Vent screw (servo oil)
Assembly pin (max. 3.5 mm)
Venting the lubricating oil system

After the filter and lubricating pumps are vented, the pipes to the lubricating quills
must be vented.
Loosen all the bottom union nuts on the angle unions of the lubricating quills
approximately two turns (see Lubricating Quill 21381).
Remark: When loosening or tightening the bottom union nuts, use an open-ended
spanner to hold the angle union in position. See the Maintenance Manual 21381
for the correct torque value for the bottom union nut.

4/2-way solenoid valve 3 (see Fig. F).
When bubble-free oil flows, tighten the bottom union nuts on the lubricating
quills.
Do the steps above for the remaining lubricating oil pipes.
When all lubricating oil pipes are vented, the cylinder oil injection can be
checked through the scavenge air ports when the piston is in TDC.
Remark: When the assembly pin 11 is pushed inward, the central piston in the lubrication pump moves a full stroke to release a single lube pulse.
Note that manual lubrication is not the same as pre-lubrication. Pre-lubrication is
part of the PLS control system and is executed automatically.
9/ 15
72181/A2
Operation
RT-flex96C
4.5
with Pulse Feed
Maintenance on lubricating pump components

If it is necessary to overhaul or replace the lubricating pump components, see the
documentation from the pump manufacturer for the maintenance procedures and
torque-tightening values.
For faults, causes and remedies see 08201 Cylinder lubrication fails and the
documentation from the pump manufacturer.
5.
ALM20 module (control unit)

The ALM20 module actuates the 4/2-way solenoid valve, which releases a lube
pulse. The ALM-20 module uses metering pressure too check for quill failures, air
cavity or lubricating oil deficiency and drive problems (evaluation of pressure
curves during oil flow).
3
6
4
5
8
9
13
10
11
12
4
5
PART NO :
SER. NO :
HW REV. :
PROD. DATE :
014.537/06
14
7
13
014.538/06
1
2
3
4
5
6
7
Control box
H ALM20 module

ALM20 module
Cover
LED (pressure)
LED (SW)
Cable connection (to lubricating pump)
Cable connection (to control)
10/ 15
8
9
10
11
12
13
14
LED (CAN2)
LED (CAN1)
LED (VLV)
LED (FAIL)
LED (POWER)
Plug (X1 / X2)
Name plate
RT-flex96C
72181/A2
Operation
5.1
with Pulse Feed
LED indications
LEDs 4 and 5, which are visible from outside, indicate the function status of the
lubricating pump and the control (see Fig. G).
LED
LED 4
(pressure)
Indication
Function status
Flashes YELLOW Indicates a successful lube pulse
(SW)
Shows RED
Indicates an electrical short-circuit of

pressure transmitter (PT313144C)
LED 5
Flashes GREEN
Module ready for software download
Shows GREEN
Ready for operation
Remark: A lube pulse is not released at every piston stroke. At part load, the lube
pulses start only after several piston strokes.
When the cover 3 is removed from the ALM20 module, more LEDs that give detailed information can be seen (see Fig. H).
LED
Indication
Function status
LEDs 8 / 9
Shows YELLOW
Active CAN Bus
(CAN2 / CAN1)
Shows RED
LED 10
(VLV)
Flashes YELLOW Indicates instantaneous lube pulse

released
Shows RED
and LED 11 (FAIL) shows RED:

Shows RED
and LED 11 (FAIL) flashes once

RED: Indicates a cable failure on
LED 11
None
(FAIL)
Shows RED
and LED 10 (VLV) stays off:

Flashes RED,
twice
Indicates a cable failure of pressure

transmitter (PT313144C)
Flashes RED,
three times
Indicates an identification failure of

ALM20 module
Shows GREEN
Power supply on
None
Power supply off
LED 12
(POWER)
Failed CAN Bus (failure)
11/ 15
Injection circuit ok
72181/A2
Operation
RT-flex96C
5.2
with Pulse Feed
Resistor in plug X1
Each ALM-20 module has a built-in resistor in the plug X1 (at terminals 16 and 17).
The value of each resistor is related to the cylinder number.
Remark: Before inserting a new resistor, make sure that the value is correct for the
related cylinder number. See the table below:
6.
Cylinder
No.
Control box
No.
Resistor
Ohm []
E41.01
330
E41.02
390
E41.03
470
E41.04
560
E41.05
680
E41.06
820
E41.07
1.0K
E41.08
1.2K
E41.09
1.5K
10
E41.10
1.8K
11
E41.11
2.2K
12
E41.12
2.7K
14
E41.14
3.9K
Lubricating quill
Lubricating oil flows through the lubricating quills, located on the the circumference
of the supporting ring, to the row of lubricating grooves.
The function of the lubricating quill is described in 21381.
12/ 15
RT-flex96C
72181/A2
Operation
7.
with Pulse Feed
Additional lubrication of exhaust valve spindle

The additional lubrication feed to the exhaust valve spindle must normally be open
(see also Exhaust Valve 27511, Fig. E).
The lubricating oil pipe 4 is branched off from the tee union at one of the lubricating
quills 2. When the lubricating pump 1 releases a lube pulse, some lubricating oil
flows through the non-return valve 5, orifice 6 and stop valve 7 to the exhaust valve
spindle.
Remark: The cylinder oil feed to the valve guide bush is left open over all load
ranges.
J
2
3
4
4
2
7
6
6
3
1
SE
OZ
WCH00156
015.522/07
SR
I
J
1
2
3
4
5
6
Schematic presentation
Arrangement on cylinder No. 1

Lubricating quill 8.12
Lubricating oil pipe to lubr. quill
Lubricating oil pipe to exh. valve
Non-return valve
Orifice
13/ 15
7 Stop valve
8 Supporting ring
OZ Oil supply
SE Servo oil inlet
SR Servo oil return
72181/A2
Operation
RT-flex96C
with Pulse Feed
8.
Control of cylinder lubricating system
8.1
Control system
Valve
ALM20
Cyl. 8
ZV3138C
PT3138C
Sensor
ALM20
Cyl. 2
ZV3132C
PT3132C
ALM20
Cyl. 1
ZV3131C
Power supply
E90
PT3131C
E85
CAN Bus
FCM20
Cyl. 7
Crank angle
sensor unit
GT5126C
GT5127C
FCM20
Cyl. 8
System Bus
DRAWN FOR
8 CYLINDERS
The control system consists of a row of ALM20 modules, one module for each
cylinder. The communication is ensured through the CAN Bus, however, for safety
reasons one more CAN Bus gives the redundancy. The power supply box E85
supplies electrical power to the control box E90 and then to the ALM20 modules.
Each ALM20 module has a pressure transmitter and a 4/2-way solenoid valve.
The pressure transmitter monitors the metering pressure. The 4/2-way solenoid
valve, which actuates the lubricating pump.
The engine control system WECS9520 controls the above arrangement through
the FCM20 modules of the last and penultimate cylinders. Dual execution gives
the redundancy of the CAN Bus, and the communication to the crank angle sensors (see 40021).
14/ 15
RT-flex96C
Operation
8.2
72181/A2
with Pulse Feed
Vertical oil distribution

The feed timing determines the vertical oil distribution. It is adjusted, with its percentage distribution of the lubricating oil feed rate, using the parameters in the engine control system WECS9520 during the first commissioning (see Fig. L).
8.3
Adjusting the feed rate of lubricating oil

The lubricating oil feed rate can be adjusted between 3.0 g/kWh and 0.5 g/kWh,
altering the range in steps of 0.1 g/kWh. This adjustment can be done using the
parameters Lubrication and Feed Rate individually for each cylinder or globally
for all cylinders.
The guide feed rates for running-in of new cylinder liners and piston rings and after
the running operation are described in 04101 Cylinder lubricating oil feed rate
and Running-in programme.
15/ 15
RT-flex96C
72181/A3
Operation
with Pulse Jet
Overview
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/14
Description of cylinder lubricating system . . . . . . . . . . . . . . 1/14
Lubricating oil filter and measurement tube . . . . . . . . . . . . . 3/14
Lubricating pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5/14
ALM20 module (control unit) . . . . . . . . . . . . . . . . . . . . . . . . . . 9/14
Lubricating quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/14
Additional lubrication of exhaust valve spindle . . . . . . . . . 12/14
Control of cylinder lubricating system . . . . . . . . . . . . . . . . . 13/14
1.
2.
3.
4.
5.
6.
7.
8.
1.
General
A separate lubrication system lubricates the cylinder liners, pistons and the exhaust valve spindle. The feed rate of cylinder lubricating oil to each lubricating
point can be adjusted and is load-dependent controlled through the engine control
system WECS9520.
1.1

Under normal operating conditions, a high-additive, alkaline cylinder lubricating oil
is required. The alkalinity of the lubricating oil must be chosen with regard to the
sulphur content of the fuel (see Lubricating Oils 07501).
1.2
Cylinder lubricating oil for running-in

For running-in we recommend the use of approved normal cylinder lubricating oil
(see Running-in of New Cylinder Liners and Piston Rings 04101).
2.
Description of cylinder lubricating system

The diagram Fig. A illustrates the complete system which consists of the following
components:
D
Daily service tank 1 for cylinder lubricating oil . . . . (plant side)
Lubricating oil filter 8.17 . . . . . . . . . . . . . . . . . . . . . . (one per engine)
Lubricating pump 8.06 . . . . . . . . . . . . . . . . . . . . . . . . (one per cylinder)
Control unit ALM20
Lubricating quill 8.12 with injection nozzle . . . . . . . (eight per cylinder)
The engine control system WECS9520 controls the cylinder lubrication system (see 40021 Cylinder lubricating system control)
1/ 15
Pulse Jet / 2012-06
72181/A3
Operation
RT-flex96C
with Pulse Jet
A
1
WCH00435
2.1
Daily service tank (plant side)

The daily service tank 1 for the cylinder lubricating oil is installed in a position at an
applicable height above the engine. Static pressure makes the oil flow down
through the supply pipe and lubricating oil filter 8.17 to the lubricating pumps 8.06.
2.2
Arrangement of lubricating pumps (Fig. B and Fig. C)

Each cylinder has a lubricating pump 1. The lubricating pump is designed as a
compact self-supporting unit and is attached to the support 16. The pump and support are attached to the supporting ring 14 on exhaust side.
Servo oil drives the lubricating pumps when the related control signal is released
from the engine control system WECS-9520. All lubricating pumps are connected
to servo oil oil connection pipes 11 (loop piping).
The pressure reducing valves 2 and 3 decrease the branched-off servo oil pressure to 60 bar. For safety reasons, the servo oil pipes 10 and 11 to the lubricating
pumps are double-walled.
The pressure transmitters 5, 7 monitor the inner HP pipes for leaks. If there is a
leak (e.g. breakage of the inner HP piping), an alarm is triggered in the alarm and
monitoring system. A visual indication of leakage can be seen when the screw plug
10 (see Fig. E) on the last lubricating pump(s) is/are opened a maximum of two
turns.
For 6-cylinder and 7-cylinder engines, the servo oil supply to all lubricating pumps
is supplied from the servo oil rail at the free end (see also Control and Auxiliary
Systems 40033).
2012-06 / Pulse Jet
2/ 15
RT-flex96C
72181/A3
Operation
with Pulse Jet
13
5
FREE
END
14
15
16
11
10
1
12
1
2
4
5
8
10
WCH00853
B Arrangement of lubricating pumps

Stop valve 4.306
Servo oil pipe
3/ 15
11
12
13
14
15
16

Servo oil rail 4.11
Supporting ring
Lubricating quill
Support
Pulse Jet / 2012-06
72181/A3
Operation
RT-flex96C
with Pulse Jet
13
C
7
15
DRIVING
END
1
3
11
6
10
14
16
12
1
3
6
7
9
10
3.
WCH00853
C Arrangement of lubricating pumps

Stop valve 4.305
Servo oil pipe
11
12
13
14
15
16

Servo oil rail 4.11
Supporting ring
Lubricating quill
Support
Lubricating oil filter and measurement tube (Fig. D)

The lubricating oil filter (filter) 1 and measurement tube 4 are installed upstream
from the lubricating oil distribution to the lubricating pumps. The differential pressure sensor 5 (which is part of the filter system), monitors the fouling factor. If the
pressure is more than the specified limited value, an alarm is triggered in the alarm
and monitoring system. If this alarm is triggered, the fouled filter element must be
exchanged (see paragraph 3.2).
3.1
Venting the filter

The filter must be vented:
2012-06 / Pulse Jet
by the first commissioning
after changing filter elements
4/ 15
RT-flex96C
72181/A3
Operation
3.2
with Pulse Jet
Exchange of filter element

Exchanging of fouled filter elements can be carried out during operation, without
interruption of the oil flow to the lubricating pumps.
Change over lever 2 on lubricating (double) oil filter 1 and replace fouled filter
element.
D
8
Key to Illustration: D
5
9
6
2
1
3
017.918/08
3.3
Filter and measurement tube
7
1
2
3
4
5
6
7
8
9
Lubricating oil filter 8.17

Lever
Supply pipe
Measurement tube 8.19
Ball valve
Differential-pressure sensor PS3121A
Scale (on measurement tube)
Vent cock
Distribution pipe
Measurement of consumption at measurement tube

The integrated magnetic level indicator and scale 7 is used to measure the lubricating oil consumption.
Using the operator interface, the (theoretical) specific feed rate is set with determined parameters in the engine control system WECS9520.
To verify the settings and the correct functions of the components in the cylinder
lubricating system, a measurement of the consumption is done using the measurement tube 4.
Remark: The lubricating oil level must never drop below the mark (1) on the scale
because air can get into the system and cause malfunctions.
Procedure:
Close the ball valve 5.
Open the vent cock 8.
When the oil appears on the scale 7, mark the position then start the time measurement.
After a period of between 15 to 20 minutes, stop the time measurement and

mark the position of the oil level on the scale 7 again.
Open the ball valve 5.
Keep the vent cock 8 open until bubble-free oil flows, then close the vent cock.
Read the distance between the two marks on the scale 7, then apply the conversion factor (1 cm = 0.33 l) to find the consumed quantity in liters.
Remark: The conversion factor depends on the size of the measurement tube 4
and the measurement tube that has the scale 7.
The actual feed rate can be subsequently found (see Instructions Concerning
Measurement of Cylinder Lubricating Oil Consumption 72182).
5/ 15
Pulse Jet / 2012-06
72181/A3
Operation
4.
Lubricating pump
4.1
General
RT-flex96C
with Pulse Jet
The modular design of the lubricating pump means that the main components can
be quickly replaced while the engine is running.
The lubricating pump has the parts that follow: pump body 1, baseplate 2, 4/2-way
solenoid valve 3 and accumulator 4 (see Fig. E).
The ALM20 module (control unit) is located near the lubricating pump.
Remark: If a lubricating pump fails and a slow-down is released by the safety system, the fuel injection of the relevant cylinder must be cut out (see 05101 Measures).
Baseplate:
The main components are installed on the baseplate 2. The servo oil feed and further routing of the media are integrated in the baseplate. The servo oil is looped
through the baseplate to the downstream lubricating pump.
To replace the main components while the engine is running, the shut-off valves 6
(servo oil) and 7 (lubricating oil inlet) and the relief valve 8 are integrated in the
baseplate (see the documentation of the lubricating pump supplier).
Remark: Fully screwed out valves relate to normal operation (work setting).
Pump body:
The primary function of the pump body 1 is a pressure intensifier and distributor.
Servo oil flows to the drive side of the central piston, which actuates the central
piston. The movement of the central piston affects the metering piston, which
moves in the same direction. A set screw limits the central piston stroke determining thus the metering rate, which is equal for all metering pistons. The vent screws
11 and 12 vent the lubricating pump (see paragraph 4.3).
4/2-way solenoid valve:
Related signals control the 4/2-way solenoid valve 3, which then releases the relevant oil bores to actuate the central piston in the pump body.
Accumulator:
The function of the accumulator 4 is to cushion pressure peaks in the servo oil
pipes, which keeps the servo oil pressure constant.
The pre-startup check and recurrent tests of the gas cushion (gas pre-charge
pressure) must be done in accordance with the documentation of the lubricating
pump supplier (see Maintenance Manual 72181).
ALM20 module (control unit):
Each lubricating pump has an ALM20 module. The ALM20 module monitors
pressure and pulse supply data from the lubricating pump and sends this data to
the engine control system WECS9520. This makes sure that the lubricating
pump functions correctly.
LEDs show the function status of the lubricating pump and the ALM20 module
(see section 5).
Remark: An ALM20 module can be replaced during engine operation, or at
standstill (see 40024 Recommendations for replacing ALM20 modules and
Location of flex Electronic Components 93621).
2012-06 / Pulse Jet
6/ 15
RT-flex96C
72181/A3
Operation
with Pulse Jet
OS
9
12 11
5
1
2
OZ
SR
3
7
SS
10
15
014.535/06
4
14
SE
014.534/06
16
13
1
2
3
4
5
6
7
8
9
Lubricating pump
Pump body
Baseplate
Accumulator
Pressure transmitter PT313144C
Shut-off valve (lubricating oil inlet)
Relief valve
Lubricating oil outlet port
with non-return valve
10 ALM20 module (control unit)
11 Vent screw (servo oil)
4.2
12
13
14
15
16

Test connection
Fill connection
Support
OS
OZ
SE
SR
SS
Oil to lubricating quill

Oil supply
Servo oil inlet
Servo oil return
Servo oil to next lubr. pump
Function
Servo oil flows through the 4/2-way solenoid valve 3 (Fig. D) into the bottom of the
central piston, and keeps the central piston in its upper limit position. The movement of the central piston affects the metering pistons, which also move in the
same direction. The metering pistons release the lubricating oil inflow and the
metering ducts are filled with lubricating oil.
When the engine control system WECS9520 triggers a lube pulse, the ALM20
module actuates the 4/2-way solenoid valve. When the servo oil flows to the drive
side of the central piston, the central piston moves down. The servo oil at the bottom of the central piston flows back into the servo oil return pipe through the reversed 4/2-way solenoid valve. The central piston is pushed into its bottom limit
position. At the same time high pressure lubricating oil flows through the non-return valves in the lubricating oil outlet ports and is injected into the cylinder liner
through the lubricating quills.
7/ 15
Pulse Jet / 2012-06
72181/A3
Operation
RT-flex96C
with Pulse Jet

After the central piston has reached its lower limit position, the engine control system WECS9520 switches over the 4/2-way solenoid valve. Servo oil now flows
through the 4/2-way solenoid valve to the bottom of the central piston and moves
the central piston into its top limit position. The servo oil on the drive side of the
central piston is forced through the 4/2-way solenoid valve back to the servo oil
inlet. At the same time, the released metering ducts are filled again with lubricating
oil, ready for another lube pulse.
4.3
Venting the lubricating pump

Vent screws 11 (servo oil) and 12 (lubricating oil) in the pump body 1 are used to
vent the lubricating pump (see Fig. F).
Remark: For venting, the cylinder lubricating system must be ready for operation
(see Prepare the Cylinder Lubricating System 01401).
The lubricating pump is to be vented:
after maintenance
in case of operating troubles (operating pressure, feed rate)
the vent screw.
Lubricating oil:
Servo oil:
Attention! The servo oil system is under high pressure. Therefore, always wear
safety goggles because oil can spurt when the vent screw 11 is loosened.
2012-06 / Pulse Jet

4/2-way solenoid valve (see Fig. F).
the vent screw.
8/ 15
RT-flex96C
72181/A3
Operation
with Pulse Jet
12
11
1
3
9
10
5
13
4
6
1
2
3
4
5
6
7
4.4
014.536/06
8
F
Last Lubricating pump
Pump body
Baseplate
Accumulator
Blind flange
Shut-off valve (lubricating oil)
8
9
10
11
12
13
Relief valve
Screw plug
Screw plug
Venting screw (servo oil)
Venting screw (lubricating oil)
Assembly pin (max. 3.5 mm)
Venting the lubricating oil system

After the filter and lubricating pumps are vented, the pipes to the lubricating quills
must be vented.
Loosen all the bottom union nuts on the angle unions of the lubricating quills
approximately two turns (see Lubricating Quill 21381).
Remark: When loosening or tightening the bottom union nuts, use an open-ended
spanner to hold the angle union in position. See the Maintenance Manual 21381
for the correct torque value for the bottom union nut.
Select corresponding cylinder number in field MANUAL LUBRICATION ON

CYL. in the operator interface or actuate MANUAL EMERGENCY on 4/2-way
solenoid valve 3 (see Fig. F).
When bubble-free oil flows, tighten the bottom union nuts on the lubricating
quills.
Do the steps above for the remaining lubricating oil pipes.
When all lubricating oil pipes are vented, the cylinder oil injection can be
checked through the scavenge air ports when the piston is in TDC.
Remark: When the assembly pin 11 is pushed inward, the central piston in the lubrication pump moves a full stroke to release a single lube pulse.
Note that manual lubrication is not the same as pre-lubrication. Pre-lubrication is
part of the PLS control system and is executed automatically.
9/ 15
Pulse Jet / 2012-06
72181/A3
Operation
RT-flex96C
4.5
with Pulse Jet
Maintenance on lubricating pump components

If it is necessary to overhaul or replace the lubricating pump components, see the
documentation from the pump manufacturer for the maintenance procedures and
torque-tightening values.
For faults, causes and remedies see 08201 Cylinder lubrication fails and the
documentation from the lubricating pump supplier.
5.
ALM20 module (control unit)

The ALM20 module actuates the 4/2-way solenoid valve, which releases a lube
pulse. The ALM-20 module uses metering pressure too check for quill failures, air
cavity or lubricating oil deficiency and drive problems (evaluation of pressure
curves during oil flow).
3
6
4
5
8
9
13
10
11
12
4
5
PART NO :
SER. NO :
HW REV. :
PROD. DATE :
014.537/06
14
7
13
014.538/06
1
2
3
4
5
6
7
2012-06 / Pulse Jet
Control box
H ALM20 module

ALM20 module
Cover
LED (pressure)
LED (SW)
Cable connection (to lubricating pump)
Cable connection (to control)
10/ 15
8
9
10
11
12
13
14
LED (CAN2)
LED (CAN1)
LED (VLV)
LED (FAIL)
LED (POWER)
Plug (X1 / X2)
Name plate
RT-flex96C
72181/A3
Operation
5.1
with Pulse Jet
LED indications
LEDs 4 and 5, which are visible from outside, indicate the function status of the
lubricating pump and the control (see Fig. G).
LED
LED 4
(pressure)
Indication
Function status
Flashes YELLOW Indicates a successful lube pulse
(SW)
Shows RED
Indicates an electric short-circuit of

LED 5
Flashes GREEN
Module ready for software download
Shows GREEN
Ready for operation
Remark: A lube pulse is not released at every piston stroke. At part load, the lube
pulses start only after several piston strokes.
When the cover 3 is removed from the ALM20 module, more LEDs that give detailed information can be seen (see Fig. H).
LED
Indication
Function status
LEDs 8 / 9
Shows YELLOW
Active CAN Bus
(CAN2 / CAN1)
lighting RED
LED 10
(VLV)
Flashes YELLOW Indicates instantaneous lube pulse

released
Shows RED
and LED 11 (FAIL) shows RED:

Shows RED
and LED 11 (FAIL) flashes once

RED: Indicates a cable failure on
LED 11
None
(FAIL)
Shows RED
and LED 10 (VLV) stays off:

Flashes RED,
twice
Indicates a cable failure of pressure

transmitter (PT313144C)
Flashes RED,
three times
Indicates an identification failure of

ALM20 module
Shows GREEN
Power supply on
None
Power supply off
LED 12
(POWER)
Failed CAN Bus (failure)
11/ 15
Injection circuit ok
Pulse Jet / 2012-06
72181/A3
Operation
RT-flex96C
5.2
with Pulse Jet
Resistor in plug X1
Each ALM-20 module has a built-in resistor in the plug X1 (at terminals 16 and 17).
The value of each resistor is related to the cylinder number.
Remark: Before inserting a new resistor, make sure that the value is correct for the
related cylinder number. See the table below:
6.
Cylinder
No.
Control box
No.
Resistor
Ohm []
E41.01
330
E41.02
390
E41.03
470
E41.04
560
E41.05
680
E41.06
820
E41.07
1.0K
E41.08
1.2K
E41.09
1.5K
10
E41.10
1.8K
11
E41.11
2.2K
12
E41.12
2.7K
14
E41.14
3.9K
Lubricating quill
Lubricating oil is injected on the cylinder liner wall through the lubricating quills located on the circumference of the supporting ring.
The function of the lubricating quill is described in 21381.
2012-06 / Pulse Jet
12/ 15
RT-flex96C
72181/A3
Operation
7.
with Pulse Jet
Additional lubrication of exhaust valve spindle

The additional lubrication feed to the exhaust valve spindle must normally be open
(see also Exhaust Valve 27511, Fig. E).
The lubricating oil pipe 4 is branched off from the tee union at one of the lubricating
quills 2. When the lubricating pump 1 releases a lube pulse, some lubricating oil
flows through the non-return valve 5, orifice 6 and stop valve 7 to the exhaust valve
spindle.
Remark: The cylinder oil feed to the valve guide bush is left open over all load
ranges.
2
3
4
2
7
6
2
1
SE
OZ
SR
1
2
3
4
5
6
015.522/07
H Schematic presentation
I Arrangement on cylinder No. 1

Lubricating quill 8.12
Lubricating oil pipe to lubr. quill
Lubricating oil pipe to exh. valve
Non-return valve
Orifice
13/ 15
015.523/07
7 Stop valve
8 Supporting ring
OZ Oil supply
SE Servo oil inlet
SR Servo oil return
Pulse Jet / 2012-06
72181/A3
Operation
RT-flex96C
with Pulse Jet
8.
Control of cylinder lubricating system
8.1
Control system
Valve
ALM20
Cyl. 8
ZV3138C
PT3138C
Sensor
ALM20
Cyl. 2
ZV3132C
PT3132C
ALM20
Cyl. 1
ZV3131C
Power supply
E90
PT3131C
E85
CAN Bus
FCM20
Cyl. 7
Crank angle
sensor unit
GT5126C
GT5127C
FCM20
Cyl. 8
System Bus
DRAWN FOR
8 CYLINDERS
The control system consists of a row of ALM20 modules, one module for each
cylinder. The communication is ensured through the CAN Bus, however, for safety
reasons one more CAN Bus gives the redundancy. The power supply box E85
supplies electrical power to the control box E90 and then to the ALM20 modules.
Each ALM20 module has a pressure transmitter and a 4/2-way solenoid valve.
The pressure transmitter monitors the metering pressure. The 4/2-way solenoid
valve, which actuates the lubricating pump.
The engine control system WECS9520 controls the above arrangement through
the FCM20 modules of the last and penultimate cylinders. Dual execution gives
the redundancy of the CAN Bus, and the communication to the crank angle
sensors (see 40021).
2012-06 / Pulse Jet
14/ 15
RT-flex96C
Operation
8.2
72181/A3
with Pulse Jet
Radial oil distribution

Spray holes in the nozzle tip of the injection unit in the lubricating quill determine
the radial oil distribution. Based on the relevant engine type the numbers of spray
holes and oil jet angle ensure an excellent distribution on the whole circumference
of the cylinder liner wall.
8.3
Vertical oil distribution

The injection timing determines the vertical oil distribution. It is adjusted, with its
percentage distribution of the lubricating oil feed rate, by means of parameters in
the engine control system WECS9520 during the first commissioning.
8.4
Adjusting the feed rate of lubricating oil

The lubricating oil feed rate can be adjusted between 3.0 g/kWh and 0.5 g/kWh,
altering the range in steps of 0.1 g/kWh. This adjustment can be done using the
parameters Lubrication and Feed Rate individually for each cylinder or globally
for all cylinders.
The guide feed rates for running-in of new cylinder liners and piston rings and after
the running operation are described in 04101 Cylinder lubricating oil feed rate,
and Running-in programme.
15/ 15
Pulse Jet / 2012-06
RT-flex96C
Operation
72182/A2
Instructions Concerning Measurement of Cylinder Lubricating Oil Consumption
1.
Determination of actual cylinder lubricating oil consumption

Basically the cylinder lubricating oil consumption can be measured at any engine
power output.
As the engine is equipped with a load-dependent cylinder lubricating system, care
should be taken that during the measurement the engine speed and power are
kept as constant as possible.
The cylinder lubricating system is provided with a measurement tube which contains an indicating instrument permitting accurate measuring in a short time (see
72181 Measurement of consumption at measurement tube)
In order to determine the actual cylinder lubricating oil consumption, the oil levels
must be marked and the exact time recorded at the start and end of the measurement.
The consumed oil quantity can be determined by reading the distance between the
two marks and converted into litres (litres x density = weight of oil in kg).
In order to calculate the specific cylinder lubricating oil consumption, the power
output during the test must be known. This output can be established:
1.2
a)
from the curve fuel injection quantity (%) x engine speed (FQ x rpm). See acceptance records. However, the curve corresponds with the engine running
on diesel oil.
b)
from the field Est. Power displayed in the operator interface

fuel injection quantity (%) x engine speed (FuelCmd x n)
Calculation of specific cylinder lubricating oil consumption

for a) + b):
Spec. cylinder lubricating oil consumption = 1000 G g/kWh [g/BHPh]
P
G = Cylinder lubricating oil consumption in kg/h
P = Effective engine power output in kW [BHP] derived from curve FQ x rpm
or nominal power and FuelCmd x n
2.
Determination of theoretical cylinder lubricating oil consumption

The theoretical cylinder lubricating oil consumption is defined by parameters set in
the engine control system WECS9520.
By means of impulses, the cylinder lubricating oil consumption (kg/h) can be calculated using the following data:
G = 3600 V Z
t
Delivery volume of the lubricating oil pump (V) per injection pulse (ml)
Oil density () (typical value 0.92 kg/l)
Number of injection pulses (Z) during measurement period of time (t) in sec.
1/ 3
Pulse / 12.08
72182/A2
Operation
RT-flex96C
2.1.
Determination of specific cylinder lubricating oil consumption of a consumption measurement

Parameter settings and function of the cylinder lubricating system can be checked
using a consumption measurement (parallel measurement).
The procedure is described in 72181 Measurement of consumption.
The specific cylinder lubricating oil consumption (feed rate) can be calculated according to this formula:
R = 3600 (h k) .
ftP
R = Specific cylinder lubricating oil consumption (g/kWh)
h = Measuring height (cm)
k = Conversion factor (l/cm)
= Oil density (g/l) (typical value 920 g/l)
f = Correction factor (see table below)
t = Measurement period of time (seconds)
P = Engine power output (kW during measurement)
(V = Oil volume (l) [h k])
Engine power output
Correction factor
100
1.00
75
1.02
50
1.06
20
1.25
10
1.56
Example 12 RT-flex96C:
R=
12.08 / Pulse
3600 (44 0.33) 920

1.02 1080 54 240
= 0.8 g/kWh
Meas. period of time
18 min. = 1080 sec.
Measuring height
44 cm
Conversion factor
0.33 l/cm
Oil density
920 g/l
Correction factor
1.02
Output at 75%
54 240 kW
2/ 3
RT-flex96C
Operation
72182/A2
3.
Recommended cylinder lubricating oil feed rate

We recommend to reduce the cylinder lubricating oil feed rate in steps after
completion of the running-in period (see 04101).
This value is relative to the nominal output at nominal speed. The value so set remains due to the load-dependent cylinder lubricator control approximately
constant over a wide power output range relative to the engine service power in
operation.
Experience gained from evaluating the running surfaces of pistons, piston rings
and cylinder liners, will determine what cylinder lubricating oil quantity is most economical for a given engine.
When information is given to us about the consumption of cylinder lubricant, it
should always be related to litre or kg per hour or per 24 hours, indicating at the
same time (as far as known):
Engine type and number of cylinders
Engine speed
Fuel injection quantity
Set lubricating oil volume
Number of pulses during measurement
Engine power output during measurement
Delivery volume of lubricating pump
Description of lubricating oil used
Specification of fuel oil
Fuel oil consumption in metric tons per 24 hours
3/ 3
Pulse / 12.08
RT-flex96C
Operation
Piping Systems
Group8
Group 8

Turbocharger TPL and A100-L Type with Internal Supply . . . . . . . . . . . . . . . . . 80161/A5
Turbocharger TPL and A100-L Type with External Supply . . . . . . . . . . . . . . . . . 80161/A6
Turbocharger MET Type with Internal Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80161/A7
Turbocharger MET Type with External Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 80161/A8
Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80171/A1
Starting Air Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80181/A1
Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80191/A1
Exhaust Waste Gate (Low-Load Tuning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81351/A1
Drainage System and Wash-water Piping System . . . . . . . . . . . . . . . . . . . . . . . . . . . 83451/A1
1/ 12
Pulse / RTflex96C / OM / 2011-05
RT-flex96C
Operation
80161/A5

Turbocharger TPL and A100-L Type with Internal Supply
Overview
1.
2.
3.
4.
5.
6.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
Bearing and turbocharger oil system . . . . . . . . . . . . . . . . . . . 1/12
Crosshead lubricating oil system . . . . . . . . . . . . . . . . . . . . . . 3/12
Servo and control oil system . . . . . . . . . . . . . . . . . . . . . . . . . . 5/12
Servo and control oil leakage system . . . . . . . . . . . . . . . . . . . 8/12
Filling, draining of servo and control oil system . . . . . . . . 11/12
General
The oil necessary for the engine control and lubrication (with the exception of cylinder lubrication) is raised by pump 1 to the necessary bearing oil pressure and by
crosshead lubricating oil pump 4 to the pressure necessary for the crosshead lubrication (pressure values see Operating Data Sheet 02501).
The oil distribution to the various lubricating points is shown on the following schematic lubricating oil diagrams.
The lubrication of the cylinder liner and the exhaust valve spindle are described in
72181.
The arrangement of pumps, filters, heat exchangers, etc. is shown on the plant diagram which is supplied separately from the engine documentation.
2.
Bearing and turbocharger oil system (Fig. A)

Bearing oil is supplied to oil pipe 10 and main bearings 9 through bores in the bearing girders via oil inlet pipe 5 on exhaust side.
Bearing oil is also used to cool the piston via toggle lever 15.
For actuating the exhaust valves, oil (hydraulic rod) is led to the exhaust valve
drives via oil supply pipe 26 and oil distributing pipe 27 (see also Fig. C). From
distributing pipe 18 oil is also used for the function of fuel pressure control valve
3.06 at the intermediate fuel accumulator (see also Fig. C, 80191 High pressure
circuit and Control Diagram 40032).
The integrated axial damper 8 and if there is a vibration damper 25 are supplied
and cooled with bearing oil.
Via distributing pipe 18 and internal bores in supply unit 20 ensuring oil supply of
the bearings, spray nozzles and fuel pumps (see Supply Unit 55521 and Fuel
Pump, Intermediate Fuel Accumulator and Fuel Pressure Control Valve 3.06
55561).
The bearing oil and crosshead bearing oil systems are interconnected through
non-return valve 6.
Turbocharger TPL type:
Bearing oil is supplied to the turbochargers 29 through the oil inlet pipe 28 via the
oil inlet pipe 5 on exhaust side. The oil is returned via the venting tank 30 (air separator integrated in the charging module) and the outlet pipe 31 back to the crankcase.
Turbocharger A100-L type:
oil inlet pipe 5 on exhaust side. The oil is returned via the outlet pipe 31 back to the
crankcase.
1/ 12
Pulse / 2011-05
80161/A5
Operation
RT-flex96C

A device (ball valves 36 & 37) for taking oil samples is arranged in the outlet (drain)
for dirty oil 35 from piston underside (see also 07501 Cylinder lubricating oil).
Remark: Ball valves 36 remain open and ball valves 37 closed during operation.
Taking dirty oil samples:
Close ball valve 36.
After about hour open ball valve 37 and take dirty oil sample.
Close ball valve 37 and reopen ball valve 36 (operating position).
A
TPL TYPE
PLANT
EL
29
ENGINE
29
A100-L TYPE
32
EL
31
31
33
30
TR
27
12
18
DV
TR
28
26
36
37
20
16
EL
38
35
14
24 23
16
18
21
13
6 22
8
34
17
15
17
1
2
OE
25 33
OA
10
19
WCH00424
11
OA
33
LO
KO
AO
2011-05
2/ 12
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
3.
80161/A5
Operation
Bearing and turbocharger oil system
Oil pump
Oil filter
Oil cooler
Crosshead lubricating oil pump
Oil inlet pipe on exhaust side
Non-return valve
Oil distributing pipe, crosshead lubrication
Axial damper
Main bearing
Oil inlet to main bearing
Thrust bearing
Piston
Bottom end bearing
Crosshead pin
Toggle lever for piston cooling
and crosshead lubrication
Intermediate wheel bearing
Spray nozzle
Distributing pipe
Drive supply unit
Supply unit
Lower and upper intermediate wheels
Axial damper monitoring
Dirty oil collector main
from piston underside
24 Leakage oil collector main

from piston rod gland
25 Vibration damper
26 Oil supply pipe
27 Oil distributing pipe
28 Oil inlet pipe
29 Turbocharger
30 Venting tank (for TPL type only)
31 Outlet pipe
32 Venting pipe
33 Throttle
34 Crank angle sensor unit
35 Outlet (drain) for dirty oil
36 Ball valve
37 Ball valve (for taking oil samples)
38 Crankcase venting pipe
AO
DV
EL
KO
LO
OA
OE
TR
Drain and vent

to fuel pressure control valve 3.06
Vent
Bearing and turbocharger oil
to oil drain tank
from oil drain tank
Turbocharger oil return
Crosshead lubricating oil system (Fig. B)

The lubrication of crosshead pins 9 and bottom end bearings 8 to the connecting
rods is effected through toggle levers 10.
Remark: Should the crosshead lubricating oil pump 4 fail, then the crosshead lubricating oil system is supplied with bearing oil pressure. Under such conditions
the engine can only be operated at reduced load of 40%.
3/ 12
2011-05
80161/A5
Operation
RT-flex96C
B
11
PLANT
13
ENGINE
12
9
7
10
4
5
8
6
2
3
1
2
012.038/04
OA
OA
OE
LO
KO
AO
1
2
3
4
5
6
7
8
9
10
2011-05
B Crosshead lubricating oil system
Oil pump
Oil filter
Oil cooler
Non-return valve
Bottom end bearing
Crosshead pin
4/ 12
11 Leakage pipe from air spring

12 Leakage collecting pipe from
exhaust valve and air spring
13 Leakage oil return
AO
KO
LO
OA
OE
Drain
Crosshead lubricating oil
Bearing oil
to oil drain tank
from oil drain tank
RT-flex96C
4.
Operation
80161/A5
Servo and control oil system (Fig. C and D)

The servo and control oil system is provided for controlling the exhaust valve
movement and the injection control units. The required oil is branched off from the
main bearing oil system.
4.1
Control oil pump

One of the two electrically-driven control oil pumps 6 provides the control oil pressure of 200 bar, maintaining it over the entire load range. During engine start and at
low load (up to approx. 50%) both control oil pumps are running.
Prior to engine start a servo oil rail pressure of 50 bar is produced via pressure reducing valve 29 till the engine-driven servo oil pumps 5 deliver the required pressure. Moreover they increase the pressure in the fuel rail when required via tool
94583 (see 80191 High pressure circuit and 01201 Priming the fuel system on
the engine).
Attention! The control oil pump must not be put into operation with the oil supply
shut off. The stop valve 20 must be open prior to start-up! (see 01301 Checks to
be carried out on servo and control oil system).
4.2
Servo oil system

Oil reaches the servo oil pumps 5 via automatic filter 1, supply pipe 7 and distributing pipe 18.
Do not operate the engine with the oil supply to the servo oil pumps interrupted.
The stop valve 20 must always be open during operation!
Dependent on the electrically controlled pressure regulating system (nominal
pressure value depending on engine load), the servo oil pumps deliver oil to servo
oil rail 9 via collector block 3 and rising pipe 8. The stop valves 23 of connecting
pipe 19 must always be open! Leakage control points 34 are arranged at the
flanges of the rising pipes and collector block 3 (see section 5).
Remark: In every inlet pipe there are flow sensors 35 monitoring the oil supply
through the servo oil pumps. A possible failure of a pump is indicated in the alarm
and monitoring system.
For controlling the exhaust valve spindle movement (hydraulic cam) servo oil is
used which flows to exhaust valve drives 10 and their control valves (rail valves)
via the servo oil rail, and back to the engine via return 53.
The lubricating pumps of the of cylinder lubricating system are driven by servo oil
from rail 9. The pressure of the branched off servo oil ZS is reduced to 60 bar by
means of pressure reducing valves (see Cylinder Lubrication 72181 and Control
Diagram 40032).
4.3
Control oil system

Control oil which is branched off from supply pipe 7 after the automatic filter feeds
the control oil pumps.
The control oil pressure of 200 bar is maintained over the entire load range to ensure actuation (hydraulic cam) of injection control units 16.
If both control oil pumps fail, the injection control units are controlled with servo oil
pressure via non-return valves 28.
5/ 12
Pulse / 2011-05
PLANT
2011-05 / Pulse
6/ 12
55
56
25
26
4
27
25
26
33
59
46
27
36
6
ZS
29
30
53
65 30
39
28
40 41
58
17
51
24
15
22
35
52
18
19
3
34
23
14
52
22
24
57
32
LO
HO
SO
AO
30 64
ZS
10
44
39
41
28
31
Operation
018.093/09
54
62
2
53
60
63
42
43
45
34
37
61
38
48
21
50
47
49
15 16
12
20
ENGINE
11
13
80161/A5
RT-flex96C
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
80161/A5
Operation
C Servo and control oil system

Servo oil supply D
Collector block 4.52
Servo oil pump 4.15
Supply pipe 4.51
Servo oil rising pipe 4.55
Servo oil rail 4.11
Exhaust valve actuator 4.10
Supply pipe (hydraulic rod)
Actuator pipe 4.66
Exhaust valve 4.01
Distributing pipe
Connecting pipe servo oil rail
Stop valve 4.37
Drain screw 4.82
Pressure retaining valves 3.731A & 2A
Safety valves 3.731B & 2B
Stop valves 4.301 to 3
Flexible hose
Leakage inspection point 4.14
Plug 4.32
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
AO
HO
LO
OE
SO
ZS
Plug 4.33
Pressure retaining valves 4.641 & 2
Stop valve 3.40
Drain valve 3.68
Safety valve 4.23
Drain screw 4.72
Plug 4.34
Non-return valve with throttle 3.34
Stop valve 4.36
Plug (only for emergency operation)
Leakage drain from servo oil supply
Return piping 3.71 from control oil pumps
Dirty oil drain from automatic filter
Drain from safety valve & drain screw 43
Drain from fuel pressure control valve 3.06
Leakage drain from control oil pump unit
Leakage drain from rising pipe 4.55 (DE)
Leakage drain from rising pipe 4.55 (FE)
Control pipe of leakage drain 60
Stop valve 4.305
Stop valve 4.306
Drain
Hydraulic oil
Bearing oil
from oil drain tank
to lubricating pumps
Remark: If necessary plugs 37 and 38 can be replaced with shut-off plugs (tools)
at engine standstill for cut out the exhaust valve drive (see 05201 Emergency
operation with exhaust valve closed).
Defective flexible hoses 31 can be removed at engine standstill and the corresponding openings in control oil rail as well as the return pipe be closed by means
of plugs 49 and 50 (tool 94587), if there are no spare hoses available.
7/ 12
Pulse / 2011-05
80161/A5
Operation
RT-flex96C
5.
Servo and control oil leakage system
5.1
Leakage and oil drains

Part of the drains with clean oil is led back to the bearing oil system via the engine.
The other drains with dirty oil flows back to the sludge tank in the plant (see Fig.
C).
Drains into the column on fuel side:
Servo and control oil return piping 53 from rail unit.
Return piping 55 from control oil pumps via pressure retaining and safety
valves.
Drains into the housing of the supply unit:
Drain 57 from safety valve and drain screw at the collector block.
Leakage drain 60 from rising pipe 4.55 (DE)
Leakage drain 61 from rising pipe 4.55 (FE)
Drains back to the plant:
Drain from control pipe 62 of leakage drain 60
Leakage drain 54 from servo oil supply via level switch LS2055A.
Leakage drain 59 from control oil pump unit via level switch LS2085A.
Drain 58 from fuel pressure control valve 3.06 via leakage drain 54.
Drain 56 of dirty oil from automatic filter.
All important leakages in the servo and control oil system are monitored by level
switches (LS).
In case of excessive quantity the corresponding alarm is triggered:
Level switch
LS3444A
LS3445A
5.2
Location
Monitored components
driving end Leakages (fuel, servo and control oil) from rail
unit, by leaky hydraulic piping between exhaust
free end
valve drive (check bore in cover) and exhaust
valve
LS2055A
A part of leakages from rising pipes and connecting pipe, leakages from collector block and
servo oil supply
LS2085A
Leakages from control oil pump unit
Leakage inspection points

Two leakage inspection points 34 are provided for the proper leakage localization
of rising pipes 8 and connecting pipe 19 (see Fig. C).
If an alarm has been triggered by level switch 32 (LS2055A), the leakage inspection points allow the location of the leakage and corresponding measures can be
taken.
2011-05
8/ 12
RT-flex96C
Operation
80161/A5
Procedure:
Risk of injury! Always use gloves when working on hot components! Always wear
safety goggles; oil may spurt out when opening covers and loosening drain screws
and plugs.
Carefully open plugs 4 and 5 by max. one turn and check whether oil flows out
or not, take also notice of the name plate (see Fig. D).
If oil flows out at one of the two plugs 4 (5), i.e. the corresponding servo oil
rising pipe 8 (8) is defective.
In this case stop valves 21 (21a) and 22 (22a) must be closed.
Remark: If oil flows out from both plugs, this indicates a defect in connecting pipe
19.
To be sure whether the leakage is from the connecting pipe, loosen at the upper inspection point one of the two drain screws 1 or 2 by approx. two turns
and check whether oil flows out, yes or no (see Fig. E).
If oil flows out, i.e. connecting pipe 19 is defective.
In this case both stop valves 23 and 23a must be closed.
Remark: The stop valves must be opened or closed till the stop and tightened
with a torque of 200 Nm in both positions.
Pay attention that the stop valves of the same rising pipe are closed.
The engine may be maintained in unrestricted operation at the required operating
temperature with only one rising pipe, until the defective pipe has been replaced.
At a servo oil temperature of t35 _C the engine can only be operated at reduced
load.
D
Leakages from distributing pipes 18, outlet pipes 12 or their connections can
be detected by opening cover 11.
9/ 12
2011-05
80161/A5
Operation
RT-flex96C
8
61
60
8a
11
4
5
12
13
62
63
7
32
III
013.902/06
II-II
23a
II
2
10
23
1(2)
1
10
II
8a
10
III
22a
22
23a
23
19
8
24a
24
012.030/04
1
2
3
4
5
6
7
8
8a
9
10
11
12
18
2011-05
D Lower leakage inspection point

E Upper leakage inspection point
Drain screw LI2056L

Drain screw LI2058L
Plug LI2057L (rising pipe DE)
Plug LI2059L (rising pipe FE)
Cover
Supply pipe 4.51
Servo oil rising pipe (DE) 4.55
Servo oil rising pipe (FE) 4.55
Casing
Flange
Name plate
Outlet pipe
Distributing pipe
10/ 12
19
21
21a
22
22a
23
23a
24
24a
32
60
61
62
63

Stop valve 4.251
Stop valve 4.252
Stop valve 4.261
Stop valve 4.262
Stop valve 4.263
Stop valve 4.264
Drain screw 4.82
Drain screw 4.82
RT-flex96C
Operation
80161/A5
6.
Filling, draining of servo and control oil system
6.1
Filling and venting (see Fig. C, E to I)
Check whether stop valve 20 is open before automatic filter 1.
Check whether drain screw 43 is tightened in collector block 3.
Check whether stop valves 21 and 21a in the collector block and stop valves
22, 22a, 23 and 23a before servo oil rail 9 are open till the stop and tightened
with a torque of 200 Nm in this position.
Check whether stop valves 30 are open in the connection between servo oil
rail (DE and FE) and control oil rail (DE and FE).
Start bearing oil pump.

Bearing oil is delivered to the collector block via automatic filter and servo oil
pumps. The non-return valves 45 are opened due to the delivery pressure in
the distributor block and oil flows into the servo oil rail (DE and FE) through
rising pipes 8 (8a).
Loosen screws 64 by three turns in connecting element VE between servo oil

rail 9 and exhaust valve drive 10 of the first and last cylinders (see Fig. G).
If oil flows out, close the screws 64 and tighten them with a torque of 130 Nm.
Oil reaches the control oil rails (DE and FE) via non-return valves 28.
6.2
Open drain screws 41 and 41a in valve block VB of the control oil rails (DE
and FE), (see Fig. H and I).
After approx. one minute, close the drain screws and tighten them with a
torque of 200 Nm.
Draining (see Fig. C, F to I)

Servo oil system:
The servo oil system can be drained with drain screw 43 in collector block 3.
Open drain screw 43.
Attention! After draining the servo oil system retighten drain screw 43.
D
If, however, only the servo oil rail 9 must be emptied, drain screw 24 or 24a can
be used.
Control oil system:

The control oil rail 15 can be drained with drain screw 41 or 41a (see Fig. H and I).
Open the drain screw in valve block VB of the control oil rail (DE or FE) and
leave them in this position until the system is drained.
Attention! After draining the control oil system the drain screw must be closed and
tightened with a torque of 200 Nm.
11/ 12
201105
80161/A5
Operation
RT-flex96C
F
3
I
21, 21a
43
18
41
7
013.903/06
15
VB
018.049/08
66
10
37
VE
30
41a
015.703/07
40
011.981/04
3
5
7
9
10
15
18
21, 21a
30
2011-05
F
G
H
I
VB
15
Supply unit and collector block

Servo oil rail
Control oil rail DE
Control oil rail FE

Servo oil pump 4.15
Supply pipe 4.51
Servo oil rail 4.11
Distributing pipe
Stop valves 4.303
12/ 12
37
40
41, 41a
43
66
Plug 4.32
Stop valve 3.40
Drain screw 3.68
Drain screw 4.72
Screw
VB Valve block (control oil rail DE)

VB Valve block (control oil rail FE)
VE Connecting element (servo oil rail)
RT-flex96C
Operation
80161/A6

Turbocharger TPL and A100-L Type with External Supply
Overview
1.
2.
3.
4.
5.
6.
7.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
Bearing oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
Turbocharger oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/12
General
72181.
2.
Bearing oil system (Fig. A)

55561).
non-return valve 6.
1/ 12
Pulse / 2011-05
80161/A6
Operation

3.
RT-flex96C
Turbocharger oil system (Fig. A)

The lubricating oil supply for the exhaust gas turbochargers (lubrication of the plain
bearings and cooling) is ensured by an external lubricating oil system.
Turbocharger TPL type:
The lubricating oil is supplied to turbochargers 29 by a lubricating pump which is

integrated in the plant. The oil is returned via the venting tank 30 (air separator integrated in the charging module) to the lubricating oil tank.
Turbocharger A100-L type:

integrated in the plant. The oil is returned via the outlet pipe 31 to the lubricating oil
tank.
Remark: Prior to starting the engine actuate the lubricating oil pump (see 01101
Checks and preparations).
In case of service interruptions (longer than 24 hours) the lubricating oil supply to
the exhaust gas turbochargers should be shut off.
A
PLANT
EL
29
TPL TYPE
32
ENGINE
A100-L TYPE
29
EL
33
30
TE
32
TA
28 31
27
12
26
36
18
DV
37
20
16
EL
38
35
14
24 23
16
18
21
13
6 22
8
34
17
15
17
1
2
OE
25 33
OA
10
19
WCH00425
11
OA
33
LO
KO
AO
2011-05
2/ 12
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
4.
80161/A6
Operation
Oil pump
Oil filter
Oil cooler
Non-return valve
Axial damper
Main bearing
Thrust bearing
Piston
Bottom end bearing
Crosshead pin
Spray nozzle
Distributing pipe
Drive supply unit
Supply unit
Leakage oil collector main
25
26
27
28
29
30
31
32
33
34
35
36
37
38
Vibration damper
Oil supply pipe
Oil distributing pipe
Oil inlet pipe
Turbocharger
Venting tank (for TPL type only)
Outlet pipe
Venting pipe
Throttle
Outlet (drain) for dirty oil
Ball valve
Ball valve (for taking oil samples)
Crankcase venting pipe
AO
DV
EL
KO
LO
OA
OE
TA
TE
Drain and vent

Vent
to oil drain tank
from oil drain tank
Turbocharger outlet
Turbocharger inlet

3/ 12
2011-05
80161/A6
Operation
RT-flex96C
B
11
PLANT
13
ENGINE
12
9
7
10
4
5
8
6
2
3
1
2
012.038/04
OA
OA
OE
LO
KO
AO
1
2
3
4
5
6
7
8
9
10
2011-05
Oil pump
Oil filter
Oil cooler
Non-return valve
Bottom end bearing
Crosshead pin
4/ 12

AO
KO
LO
OA
OE
Drain
Bearing oil
to oil drain tank
from oil drain tank
RT-flex96C
5.
Operation
80161/A6

5.1
Control oil pump

the engine).
5.2
Servo oil system

Diagram 40032).
5.3
Control oil system

5/ 12
Pulse / 2011-05
PLANT
2011-05 / Pulse
6/ 12
55
56
25
26
4
27
25
26
33
59
46
27
36
6
ZS
29
30
53
65 30
39
28
40 41
58
17
51
24
15
22
35
52
18
19
3
34
23
14
52
22
24
57
32
LO
HO
SO
AO
30 64
ZS
10
44
39
41
28
31
Operation
018.093/09
54
62
2
53
60
63
42
43
45
34
37
61
38
48
21
50
47
49
15 16
12
20
ENGINE
11
13
80161/A6
RT-flex96C
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
80161/A6
Operation

Servo oil supply D
Servo oil pump 4.15
Supply pipe 4.51
Servo oil rail 4.11
Actuator pipe 4.66
Exhaust valve 4.01
Distributing pipe
Stop valve 4.37
Drain screw 4.82
Flexible hose
Plug 4.32
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
AO
HO
LO
OE
SO
ZS
Plug 4.33
Stop valve 3.40
Drain valve 3.68
Safety valve 4.23
Drain screw 4.72
Plug 4.34
Stop valve 4.36
Stop valve 4.305
Stop valve 4.306
Drain
Hydraulic oil
Bearing oil
from oil drain tank
7/ 12
Pulse / 2011-05
80161/A6
Operation
RT-flex96C
6.
6.1

C).
valves.
switches (LS).
Level switch
LS3444A
LS3445A
6.2
Location
free end
valve
LS2055A
servo oil supply
LS2085A

taken.
2011-05
8/ 12
RT-flex96C
Operation
80161/A6
Procedure:
and plugs.
19.
load.
D
9/ 12
2011-05
80161/A6
Operation
RT-flex96C
8
61
60
8a
11
4
5
12
13
62
63
7
32
III
013.902/06
II-II
23a
II
2
10
23
1(2)
1
10
II
8a
10
III
22a
22
23a
23
19
8
24a
24
012.030/04
1
2
3
4
5
6
7
8
8a
9
10
11
12
18
2011-05

Drain screw LI2056L

Drain screw LI2058L
Cover
Supply pipe 4.51
Casing
Flange
Name plate
Outlet pipe
Distributing pipe
10/ 12
19
21
21a
22
22a
23
23a
24
24a
32
60
61
62
63

Stop valve 4.251
Stop valve 4.252
Stop valve 4.261
Stop valve 4.262
Stop valve 4.263
Stop valve 4.264
Drain screw 4.82
Drain screw 4.82
RT-flex96C
Operation
80161/A6
7.
7.1


7.2
torque of 200 Nm.
Draining (see Fig. C, F to I)

Servo oil system:
D
be used.
Control oil system:

11/ 12
2011-05
80161/A6
Operation
RT-flex96C
F
3
I
21, 21a
43
18
41
7
013.903/06
15
VB
018.049/08
66
10
37
VE
30
41a
015.703/07
40
011.981/04
3
5
7
9
10
15
18
21, 21a
30
2011-05
F
G
H
I
VB
15

Servo oil rail
Control oil rail DE
Control oil rail FE

Servo oil pump 4.15
Supply pipe 4.51
Servo oil rail 4.11
Distributing pipe
Stop valves 4.403
12/ 12
37
40
41, 41a
43
66
Plug 4.32
Stop valve 3.40
Drain screw 3.68
Drain screw 4.72
Screw

RT-flex96C
Operation
80161/A7

Turbocharger MET Type with Internal Supply
Overview
1.
2.
3.
4.
5.
6.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
Bearing and turbocharger oil system . . . . . . . . . . . . . . . . . . . 1/12
General
72181.
2.
Bearing and turbocharger oil system (Fig. (A)

55561).
non-return valve 6.
oil inlet pipe 5 on exhaust side. The oil is returned via the venting tank 30 (air separator integrated in the charging module) and the outlet pipe 31 back to the crankcase.
1/ 12
Pulse / 6.07
80161/A7
Operation
RT-flex96C
A
28
31
PLANT
WCH00856
33
PLANT
33
29
ENGINE
DRAWN FOR 14 CYL
TR
29
ENGINE
32
EL
31
31
30
30
TR
27
12
TR
18
DV
26
36
35
14
38
20
16
EL
7
28
37
24 23
16
18
21
13
6 22
8
34
17
15
17
1
2
OE
25 33
OA
10
19
WCH00426
11
OA
33
LO
KO
AO
2012-06
2/ 12
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
3.
80161/A7
Operation
Oil pump
Oil filter
Oil cooler
Non-return valve
Axial damper
Main bearing
Thrust bearing
Piston
Bottom end bearing
Crosshead pin
Spray nozzle
Distributing pipe
Drive supply unit
Supply unit
24 Leakage oil collector main

25 Vibration damper
26 Oil supply pipe
27 Oil distributing pipe
28 Oil inlet pipe
29 Turbocharger
30 Venting tank
31 Outlet pipe
32 Venting pipe
33 Throttle
34 Crank angle sensor unit
35 Outlet (drain) for dirty oil
36 Ball valve
37 Ball valve (for taking oil samples)
38 Crankcase venting pipe
AO
DV
EL
KO
LO
OA
OE
TR
Drain and vent

Vent
to oil drain tank
from oil drain tank
Turbocharger oil return

3/ 12
2011-05
80161/A7
Operation
RT-flex96C
B
11
PLANT
13
ENGINE
12
9
7
10
4
5
8
6
2
3
1
2
012.038/04
OA
OA
OE
LO
KO
AO
1
2
3
4
5
6
7
8
9
10
2006
Oil pump
Oil filter
Oil cooler
Non-return valve
Bottom end bearing
Crosshead pin
4/ 12

AO
KO
LO
OA
OE
Drain
Bearing oil
to oil drain tank
from oil drain tank
RT-flex96C
Operation
4.
80161/A7

4.1
Control oil pump

the engine).
4.2
Servo oil system

Diagram 40032).
4.3
Control oil system

5/ 12
Pulse / 2006
PLANT
12.08 / Pulse
20
ENGINE
6/ 12
55
33
59
46
27
36
53
65 30
39
28
40 41
58
17
51
24
15
22
35
52
18
19
3
34
23
14
52
22
24
57
32
LO
HO
SO
AO
30 64
ZS
10
44
39
41
28
31
Operation
018.093/09
54
62
2
53
60
63
42
43
45
34
37
61
38
48
21
50
47
49
15 16
12
56
25
26
4
27
25
26
6
ZS
29
30
11
13
80161/A7
RT-flex96C
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
80161/A7
Operation

Servo oil supply D
Servo oil pump 4.15
Supply pipe 4.51
Servo oil rail 4.11
Actuator pipe 4.66
Exhaust valve 4.01
Distributing pipe
Stop valve 4.37
Drain screw 4.82
Flexible hose
Plug 4.32
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
AO
HO
LO
OE
SO
ZS
Plug 4.33
Stop valve 3.40
Drain valve 3.68
Safety valve 4.23
Drain screw 4.72
Plug 4.34
Stop valve 4.36
Stop valve 4.305
Stop valve 4.306
Drain
Hydraulic oil
Bearing oil
from oil drain tank
7/ 12
Pulse/ 2010-07
80161/A7
Operation
RT-flex96C
5.
5.1

C).
valves.
switches (LS).
Level switch
LS3444A
LS3445A
5.2
Location
free end
valve
LS2055A
servo oil supply
LS2085A

taken.
12.08
8/ 12
RT-flex96C
80161/A7
Operation
Procedure:
and plugs.
19.
load.
D
9/ 12
2006
80161/A7
Operation
RT-flex96C
8
61
60
8a
11
4
5
12
13
62
63
7
32
III
013.902/06
II-II
23a
II
2
10
23
1(2)
1
10
II
8a
10
III
22a
22
23a
23
19
8
24a
24
012.030/04
1
2
3
4
5
6
7
8
8a
9
10
11
12
18
12.08

Drain screw LI2056L

Drain screw LI2058L
Cover
Supply pipe 4.51
Casing
Flange
Name plate
Outlet pipe
Distributing pipe
10/ 12
19
21
21a
22
22a
23
23a
24
24a
32
60
61
62
63

Stop valve 4.251
Stop valve 4.252
Stop valve 4.261
Stop valve 4.262
Stop valve 4.263
Stop valve 4.264
Drain screw 4.82
Drain screw 4.82
RT-flex96C
80161/A7
Operation
6.
6.1


6.2
torque of 200 Nm.
Draining (see Fig. C and Fig. F to Fig. I)

Servo oil system:
D
be used.
Control oil system:

11/ 12
2006
80161/A7
Operation
RT-flex96C
F
3
I
21, 21a
43
18
41
7
013.903/06
15
VB
018.049/08
66
10
37
VE
30
41a
015.703/07
40
011.981/04
3
5
7
9
10
15
18
21, 21a
30
2010-07
F
G
H
I
VB
15

Servo oil rail
Control oil rail DE
Control oil rail FE

Servo oil pump 4.15
Supply pipe 4.51
Servo oil rail 4.11
Distributing pipe
Stop valves 4.303
12/ 12
37
40
41, 41a
43
66
Plug 4.32
Stop valve 3.40
Drain screw 3.68
Drain screw 4.72
Screw

RT-flex96C
Operation
80161/A8

Turbocharger MET Type with External Supply
Overview
1.
2.
3.
4.
5.
6.
7.
1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
Bearing oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/12
Turbocharger oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/12
General
72181.
2.
Bearing oil system (Fig. A)

55561).
non-return valve 6.
1/ 12
Pulse / 6.07
80161/A8
Operation
RT-flex96C
Turbocharger oil system (Fig. A)
3.
The lubricating oil supply for the exhaust gas turbochargers (lubrication of the plain
bearings and cooling) is ensured by an external lubricating oil system.
integrated in the plant. The oil is returned via the venting tank 30 (air separator integrated in the charging module) to the lubricating oil tank.
Remark: Prior to starting the engine actuate the lubricating oil pump (see 01101
Checks and preparations).
In case of service interruptions (longer than 24 hours) the lubricating oil supply to
the exhaust gas turbochargers should be shut off.
33
PLANT
29
33
29
28
ENGINE
31
PLANT
EL
TE
30
30
ENGINE
WCH00856
DRAWN FOR 14 CYL TR
TA
28 31
27
12
26
36
20
35
14
38
37
16
EL
7
24 23
16
18
21
13
6 22
8
34
17
15
18
DV
17
1
2
OE
2012-06
25 33
OA
10
2/ 12
19
WCH00427
LO
KO
AO
11
OA
33
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
4.
80161/A8
Operation
Oil pump
Oil filter
Oil cooler
Non-return valve
Axial damper
Main bearing
Thrust bearing
Piston
Bottom end bearing
Crosshead pin
Spray nozzle
Distributing pipe
Drive supply unit
Supply unit
Leakage oil collector main
25
26
27
28
29
30
31
32
33
34
35
36
37
38
Vibration damper
Oil supply pipe
Oil distributing pipe
Oil inlet pipe
Turbocharger
Venting tank
Outlet pipe
Venting pipe
Throttle
Outlet (drain) for dirty oil
Ball valve
Ball valve (for taking oil samples)
Crankcase venting pipe
AO
DV
EL
KO
LO
OA
OE
TA
TE
Drain and vent

Vent
to oil drain tank
from oil drain tank
Turbocharger outlet
Turbocharger inlet

3/ 12
2011-05
80161/A8
Operation
RT-flex96C
B
11
PLANT
13
ENGINE
12
9
7
10
4
5
8
6
2
3
1
2
012.038/04
OA
OA
OE
LO
KO
AO
1
2
3
4
5
6
7
8
9
10
2006
Oil pump
Oil filter
Oil cooler
Non-return valve
Bottom end bearing
Crosshead pin
4/ 12

AO
KO
LO
OA
OE
Drain
Bearing oil
to oil drain tank
from oil drain tank
RT-flex96C
Operation
5.
80161/A8

5.1
Control oil pump

the engine).
5.2
Servo oil system

Diagram 40032).
5.3
Control oil system

5/ 12
Pulse / 2006
PLANT
12.08 / Pulse
20
ENGINE
6/ 12
55
33
59
46
27
36
53
65 30
39
28
40 41
58
17
51
24
15
22
35
52
18
19
3
34
23
14
52
22
24
57
32
LO
HO
SO
AO
30 64
ZS
10
44
39
41
28
31
Operation
018.093/09
54
62
2
53
60
63
42
43
45
34
37
61
38
48
21
50
47
49
15 16
12
56
25
26
4
27
25
26
6
ZS
29
30
11
13
80161/A8
RT-flex96C
RT-flex96C
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
80161/A8
Operation

Servo oil supply D
Servo oil pump 4.15
Supply pipe 4.51
Servo oil rail 4.11
Actuator pipe 4.66
Exhaust valve 4.01
Distributing pipe
Stop valve 4.37
Drain screw 4.82
Flexible hose
Plug 4.32
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
AO
HO
LO
OE
SO
ZS
Plug 4.33
Stop valve 3.40
Drain valve 3.68
Safety valve 4.23
Drain screw 4.72
Plug 4.34
Stop valve 4.36
Stop valve 4.305
Stop valve 4.306
Drain
Hydraulic oil
Bearing oil
from oil drain tank
7/ 12
Pulse / 2010-07
80161/A8
Operation
RT-flex96C
6.
6.1

C).
valves.
switches (LS).
Level switch
LS3444A
LS3445A
6.2
Location
free end
valve
LS2055A
servo oil supply
LS2085A

taken.
12.08
8/ 12
RT-flex96C
80161/A8
Operation
Procedure:
and plugs.
19.
load.
D
9/ 12
2006
80161/A8
Operation
RT-flex96C
8
61
60
8a
11
4
5
12
13
62
63
7
32
III
013.902/06
II-II
23a
II
2
10
23
1(2)
1
10
II
8a
10
III
22a
22
23a
23
19
8
24a
24
012.030/04
1
2
3
4
5
6
7
8
8a
9
10
11
12
18
12.08

Drain screw LI2056L

Drain screw LI2058L
Cover
Supply pipe 4.51
Casing
Flange
Name plate
Outlet pipe
Distributing pipe
10/ 12
19
21
21a
22
22a
23
23a
24
24a
32
60
61
62
63

Stop valve 4.251
Stop valve 4.252
Stop valve 4.261
Stop valve 4.262
Stop valve 4.263
Stop valve 4.264
Drain screw 4.82
Drain screw 4.82
RT-flex96C
80161/A8
Operation
7.
6.1


6.2
torque of 200 Nm.
Draining (see Fig. C and Fig. F to Fig. I)

Servo oil system:
D
be used.
Control oil system:

11/ 12
2006
80161/A8
Operation
RT-flex96C
F
3
I
21, 21a
43
18
41
7
013.903/06
15
VB
018.049/08
66
10
37
VE
30
41a
015.703/07
40
011.981/04
3
5
7
9
10
15
18
21, 21a
30
2010-07
F
G
H
I
VB
15

Servo oil rail
Control oil rail DE
Control oil rail FE

Servo oil pump 4.15
Supply pipe 4.51
Servo oil rail 4.11
Distributing pipe
Stop valves 4.303
12/ 12
37
40
41, 41a
43
66
Plug 4.32
Stop valve 3.40
Drain screw 3.68
Drain screw 4.72
Screw

RT-flex96C
Operation
80171/A1
Cooling Water System
1.
General
The schematic diagram shows the cylinder cooling water system on the engine.
The arrangement of pumps, coolers, fresh water generator, heater, expansion
tank, valves and throttling discs for flow control etc. are found in the separate documentation for the plant layout (shipyard side). Also the layouts of raw water (seawater) for the scavenge air, lubricating oil and jacket cooling water coolers are
shown in the layout diagram.
The cooling water system is a closed circuit, which, connected to an expansion
tank, is subject to a static pressure. The cooling of cylinder liners, cylinder covers
and exhaust valve cages is effected by treated cooling water.
In order to bring the cooling water to operating temperature even before the engine
has started a cooling water heater is installed in the plant.
The cooling water must be treated with an approved cooling water inhibitor to prevent corrosive attack, sludge formation and scale deposits in the system (see
Cooling Water / Cooling Water Treatment 07601).
Attention! Should the engine be taken out of operation for a longer period of time,
please consider when frost threatens that the cooling water system must be
drained. Thereby it must be kept in mind that it is chemically treated water which
must be decontaminated in accordance with local laws or rulings. For the new filling the instructions for water treatment must be observed.
Automatic cooling water temperature control:
In order to avoid undue tensions in the combustion chamber components, such as
cylinder liners and cylinder covers, the cooling water outlet temperature must be
maintained under all load conditions as steady as possible; max. admissible temperature fluctuations are:
D
2 _C at constant load
4 _C during load changes (transient conditions)
With regard to pressures, temperature ranges, alarm and safety setting points see
Operating Data Sheets 02501 and 02502.
1/ 3
2006
80171/A1
Operation
RT-flex96C
2.
Function
The cooling water pump delivers cooling water, via distributing pipe 1 arranged on
exhaust side, to the various cylinders, where it flows successively through cylinder
liner 3, water guide jacket 4, cylinder cover 5 and exhaust valve cage 6. At the end
of outlet collector main 9, outlet piping 10 is connected to the expansion tank by a
vent piping providing continual venting of the system.
The water flows from outlet piping 10 via a temperature regulating valve to the
cooler and back to the pump. The suction side of the pump is joined to the expansion tank by a balance pipe. This balance pipe ensures the static pressure and also
compensates any water losses and water expansion.
A throttling disc 7 is fitted in the outlet piping of each cylinder and dimensioned to let
pass a certain flow of cooling water through the cylinder. The operating pressure
can be adjusted in the system with throttling disc 11 in outlet piping 10.
Draining:
With shut-off valves 8 and 12 the cylinders can be separated individually from the
cooling water system and drained using ball cock 13.
Remark: However, the ball cock does not have to be opened, if only the cylinder
cover must be removed, as in this case the cooling water flows off via level bypass
pipe 17.
2006
2/ 3
RT-flex96C
80171/A1
Operation
EL
9
10
11
WA
8
7
6
ENGINE
PLANT
5
4
3
8
1
WE
12
17
13
EL
15
14
ZE
16
011.995/04
EA
KW
ENGINE
WD
PLANT
KA
KE
EL
Key to Diagram:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Distributing pipe
Support ring
Cylinder liner
Water guide jacket
Cylinder cover
Exhaust valve cage
Throttling disc, cylinder outlet
Shut-off valve at cylinder
Outlet collector main
Outlet piping
Throttling disc, water outlet
Shut-off valve for draining
Ball cock to drain
Cylinder jacket
3/ 3
15 Scavenge air cooler

16 Shut-off valve
17 Level bypass pipe
EA
EL
KA
KE
KW
WA
WE
WD
ZE
Water drain
Vent
Cooling water outlet (SAC)
Cooling water inlet (SAC)
Cooling water
Cooling water outlet
Cooling water inlet
Drain pipe
Cylinder drain
2006
RT-flex96C
80181/A1
Operation
Starting Air Diagram
1.
General
The piping arrangement of the starting air system is shown on the schematic diagram.
The control air required for the control of the engine is supplied by control air supply
unit 6 and control air bottle 5. The correlation with the engine control is depicted in
control diagrams 40032 and 40033.
The compressed air used should be clean and dry.
The starting air system must be cleared of condensed water by opening the drain
valves at regular intervals.
4
4
13
ENGINE
PLANT
LE
SL
DL
6
4
AZ
EW
1
3
5
10
12
AL
LE
LF
11
013.083/05
Key to Diagram:
1
2
3
4
5
6
7
8
9
10
11
Shut-off valve for starting air

Non-return valve
Control valve and valve unit for start E
Safety valve
Air bottle for control air supply unit A
Starting valve
Cylinder cover
Flame arrester
Automatic fine filter
Turning gear
12 Blocking valve on turning gear

13 Oil leakage return from air spring
AL
AZ
DL
EW
LE
LF
SL
1/ 1
Starting air
Starting air inlet
Compressed air from board system
Vent and drain
Control air (board supply)
Air spring air
Start. air for control air stand-by supply & air spring
2006
RT-flex96C
Operation
80191/A1
Fuel Oil System
1.
General
For heavy fuel operation, the pre-heating is used to keep the engine warm during a
short engine stop.
All of the pipes to the injection control units 11 have heating pipes and applicable
insulation.
For safety, the fuel rail is installed in the rail unit (casing) 45. All of the pipes have
double-walls in the high pressure circuit outside the rail unit casing.
2.
Low pressure circuit

The fuel oil is delivered via inlet pipe 1 to fuel pumps 2 by a booster pump installed
in the plant. The delivered fuel quantity is considerably greater than actually required by the engine. The specified booster pressure is adjusted by pressure
retaining valve 4. The surplus fuel is led back to the system via return pipe 3.
2.1
Setting the pressure retaining valve

The setting values of the fuel pressure have to be adjusted in accordance with the
indications on Operating Data Sheet 02501 for fuel pump inlet and fuel pump
return (after pressure retaining valve).
The pressure to be adjusted on pressure gauge 5 fuel pump return is raised when
adjusting spindle 39 is turned in a clockwise direction (+) and, when it is turned in
an anti-clockwise rotation, lowered (). Both locking nuts 40 and 41 must be loosened for adjusting the spindle.
3.
High pressure circuit

Prior to the first commissioning or after maintenance works on the high pressure
circuit, the fuel rail 10 can be connected to the control oil rail by tool 94583. The
control oil pump generates the required pressure for priming and venting the high
pressure circuit (see 01201 Priming the fuel system on the engine).
The pumps 2 deliver fuel under high pressure into the fuel rail via HP pipes 6, intermediate fuel accumulator 8 and rising pipes 9. They supply as much fuel as necessary to maintain the required pressure (load-dependent) in the fuel rail (see Fuel
55561).
Pressure pulsations generated by the conveyance of the fuel pumps in the system
are reduced by means of the intermediate fuel accumulator.
The injection control units 11 control the fuel injection volume to each injection valve 12.
Leakage inspection points 14 are provided on the flanges of the fuel rising pipes 9
and connecting pipes 13. In this way, possible leakages may be localized easily
(see section 4).
1/ 8
12.08
2011-03
HD
BL
LB
HL
PLANT
DZ
ST
DR
33
LA
ENGINE
43
27
26
2/ 8
18
36
24
28
31
38
21
19
BZ
DR
32 34 29 30
23
BR
35
1
3
25 10
17
14
5a
44 16 8 15
46
45
14
37
17
14
6
2
13
12
16
42
44
22
10
WCH0393
Operation
PLANT
ENGINE
20
33
14
11
45
80191/A1
RT-flex96C
Fuel Oil System
RT-flex96C
80191/A1
Operation
Fuel Oil System

A Fuel oil system on engine

B Pressure retaining valve
1
2
3
4
5, 5a
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Fuel inlet pipe 3.24

Fuel pump 3.14
Fuel return pipe
Pressure retaining valve 3.53
Pressure gauge
HP pipes 3.28
Injection pipe 3.47
Fuel rising pipe 3.29 (high pressure)
Fuel rail 3.05
Injection valve 3.01
Connecting pipe
Vapor trap (siphon) 3.85
Leakage monitoring 3.17
Fuel overpressure safety valves 3.521 & 2
Leakage drain pipe of rising pipe and
from intermediate fuel accumulator
29 Leakage pipe of rear line fuel pumps
(bank A)
30 Leakage pipe of front line

fuel pumps (bank B)
31 Leakage pipe from fuel
overpressure safety valves
32 Drain pipe
33 Fuel leakage (collecting) pipe 3.46
34 Fuel leakage from fuel pumps
35 Leakage pipe from supply unit
36 Connection from bearing oil system
37 Fuel leakage collecting pipe from
injection valves
38 Plug 3.39
39 Adjusting spindle
40 Locknut
41 Locknut
42 Leakage drain from rail unit DE
43 Leakage drain from rail unit FE
44 Drain screw 3.82
45 Rail unit (casing)
46 Drain valve 3.65
BL
BR
BZ
DR
DZ
HD
HL
LA
LB
ST
Fuel piping system

Fuel return
Fuel supply
Steam outlet
Steam inlet
High pressure piping system
Heating (tracing) pipe
to fuel overflow tank
Fuel leakage pipe
to sludge tank
010.238/02
3/ 8
39
40
41
2011-03
80191/A1
Operation
RT-flex96C
Fuel Oil System
4.
Fuel leakage system

All important leakages in the fuel oil system are monitored by level switches (LS).
In case of excessive leakage quantity the corresponding alarm is triggered:
4.1
Level switch
Location
LS3444A
LS3445A
free end
unit
LS3446A
LS3447A
driving end Injection pipe 7 to injection control units 11 (fuel

free end
quantity piston)
LS3426A
Fuel rising pipes 9, connecting pipe 13 (8 to 14

cylinders), intermediate fuel accumulator 8, HP
pipes 6, fuel pumps 2 and responding fuel overpressure safety valves 25
Leakage monitoring
Leakage monitoring 24 and several leakage inspection points 14 are provided for
proper leakage localization (see Fig. A).
If an alarm has been triggered by level switch 19 (LS3426A), the leakage can be
localized at leakage monitoring 24, and the corresponding measures taken (see
Fig. C).
Stop valves 57 to 60 and ball valve 61 are normally closed.
Control pipe 46, LI3427L:
Leakages from fuel pumps 2 of fuel pump row, bank A and their HP pipes 6
(leaky seat of HP pipe and pump cover or crack in pump cover).
Leakages from fuel pumps 2 of fuel pump row, bank B and their HP pipes 6
(leaky seat of HP pipe and pump cover or crack in pump cover).
Leakages from fuel rising pipe 9, connecting pipe 13 (8 to 14 cylinders), and

intermediate fuel accumulator 8 i.e. leaky sealing surface of its flanges.
Leakages from fuel overpressure safety valves 25.
Procedure:
safety goggles; fuel may spurt out on casings, drain screws when opening them or
loosening the screwed pipe couplings.
2011-03
Open ball valve 61 at collecting trough 51.
Open and close stop valves 57 to 60 one by one till the leakage is localized.
LI3427L (e.g. break of HP pipe between fuel pump and intermediate fuel accumulator).
Open the corresponding casing after determining which of the pump row is
leaky.
Carefully loosen screwed pipe coupling of leakage pipe 52 on the fuel pumps
and check whether fuel flows out.
4/ 8
RT-flex96C
Operation
80191/A1
Fuel Oil System

A defective HP pipe 6 may only be replaced at engine standstill!
If the HP pipe cannot be replaced immediately, then the corresponding fuel pump
must be cut out (see Cutting Out and Cutting In of the Fuel Pump 55562).
D
LI3428L (break of fuel rising pipe 9 between intermediate fuel accumulator 8

and fuel rail 10 or connecting pipe 13).
Upper inspection point: Loosen one of the two drain screws 53 by approx. two
turns and check whether fuel flows out, yes or no (see Fig. D).
Yes: In this case connecting pipe 13 is defective.
Both stop valves 17 must be closed.
No: In this case one of the two fuel rising pipes 9 is defective.
Lower inspection point: Loosen one of the two drain screws 54 by approx. two
turns and check whether fuel flows out yes or no. Now it is possible to ascertain which of the fuel rising pipes 9 is leaky (see Fig. E).
Attention! Opening and closing of the shut-off valves may only be carried out in
slow-down operation (fuel rail pressure max. 500 bar).
Cut out the defective fuel rising pipe by means of stop valves 15 and 16 (see
Fig. A).
Remark: The stop valves 15, 16 and 17 must be opened or closed till the stop
and tightened with a torque of 100 Nm in both positions.
Pay attention that stop valves 15 and 16 of the same fuel rising pipe are closed.
The engine may be maintained in unrestricted operation (reset slow-down) at the
required fuel oil temperature and with only one rising pipe, until the defective pipe
has been replaced.
In case of leaky sealing surfaces of flanges on the intermediate fuel accumulator,
there are screw plugs at the relevant flanges provided for leakage localization (see
55561 Intermediate fuel accumulator).
Attention! Do not open these screw plugs under no circumstances on the
running engine!
Leakages may be localized on condition that:
engine is at standstill
stop valves 15 are closed after intermediate fuel accumulator 8.
all screw plugs are opened in the flanges on intermediate fuel accumulator.
fuel booster pump 3.15 is in operation.
engine rotates with turning gear pressurizing therewith the intermediate fuel
accumulator.
If the low pressure circuit must be emptied (i.e. due to removal of a fuel pump),
it can be drained via drain pipe 32 by means of drain cock 63 and screw plug
64. Ball valve 61 at collecting trough 51 must be opened beforehand (see Fig.
C).
5/ 8
2011-03
80191/A1
Operation
RT-flex96C
Fuel Oil System
Leakage localization at injection pipes 7 (3.47):

D
Alarm by level switch 20 (LS3446A) or 21 (LS3447A).
Carefully loosen drain screw 50 on flange 51 of injection pipe 7 by approx. two

turns and check whether fuel flows out or not (see Fig. F).
Procedure:
Remark: The affected cylinder can be mostly ascertained at the exhaust temperature deviation after cylinder.
Replace defective injection pipe (see 05101 Exchange of defective injection

pipe and Maintenance Manual 87331).
A defective injection pipe may only be replaced at engine standstill!

If the injection pipe cannot be replaced immediately, then the injection of the corresponding cylinder must be cut out (see Operation with Injection Cut Out 05101).
Remark: With injection cut out (Inj. CUT OFF), the engine can only be operated at
reduced load.
Leakage localization at injection control units 11 (3.02):
D
Alarm by level switch 20 (LS3446A) or 21 (LS3447A).
No leakage was ascertained during checking injection pipes 7.
Carefully loosen nut with conical plug 65 on return pipe 66 by max. two
turns and check whether fuel flows out or not (see Fig. G).
Procedure:
Risk of injury! Never remove nut with conical plug during operation; hot fuel may
spurt!
Replace defective injection control unit (see 05101 Exchange of defective

injection control unit and Maintenance Manual 55641).
A defective injection control unit may only be replaced at engine standstill!

If the injection control unit cannot be replaced immediately, then the injection of the
corresponding cylinder must be cut out (see Operation with Injection Cut Out
05101).
4.2
Vapor trap (see Fig. C)

Vapour trap 18 is fitted in the leakage pipe from supply unit 35, preventing contamination in the supply unit and consequential (rust) damage on the camshaft, cams
and fuel pump rollers.
Measures and checks:
During operation, drain off water daily by means of ball valve 67 (approx. one
liter fuel / water emulsion).
Maintain operating temperature between 60_ C and 90_ C.
The temperature can be regulated by means of ball valve 68 in the steam piping.
Attention! For its proper functioning, the vapour trap must not be completely
drained.
D
2011-03
The vapour trap should be drained during a longer engine stop, and then however refilled with lubricating oil (max. capacity three liters). The lubricating oil
can be added to the vapour trap via collecting trough 51 and opened ball valve
61.
6/ 8
RT-flex96C
80191/A1
Operation
Fuel Oil System
64
31
6
63
2
52
31
28
30
29
32
24
62
28
62
29
30
48
49
50
47
57
58
60
59
51
34
61
19
68
35
013.274/05
18
67
WCH00085
10
53
55
IV
IV
13
44
10
013.071/05
54 56 8
II
II - II
II
56 54
012.005/04
7/ 8
2011-03
80191/A1
Operation
RT-flex96C
Fuel Oil System
G
III -III
7
56
55
65
66
11
012.007/04
III
56
55
III
018/052/08
11
10
2
6
7
8
9
10
11
13
18
19
24
28
29
30
31
32
34
35
44
47
012.006/04
C
D
E
F
G
Leakage monitoring and vapor trap

Upper leakage inspection point
Lower leakage inspection point
Leakage inspection point of fuel pump
Leakage inspection point of injection control unit
Fuel pump 3.14

HP pipe 3.28
Injection pipe 3.47
Fuel rising pipe 3.29
Fuel rail 3.05
Connecting pipe
Vapor trap (siphon) 3.85
Leakage monitoring 3.12
Leakage inspection pipe of rising pipe and
from intermediate fuel accumulator
Leakage pipe of back line fuel pumps (bank A)
Leakage pipe of front line fuel pumps (bank B)
Leakage pipe from fuel overpressure
safety valves
Drain pipe
Fuel leakage from fuel pumps
Leakage pipe from supply unit
Drain screw 3.82
Control pipe LI3427L (to item 29)
2011-03
10
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
8/ 8

Collecting trough
Leakage pipe from HP pipe 7 and fuel pump
Drain screws LI3453L, LI3456L
Drain screws LI3452L, LI3455L
Drain screw
Flange
Stop valve (to item 46)
Ball valve
Non-return valve
Drain cock
Screw plug (ventilation)
Nut with conical plug
Return pipe
Ball valve
Ball valve
RT-flex96C
Operation
81351/A1
Exhaust Waste Gate (Low-Load Tuning)
1.
General
The engine can be optimized in the lower load range applying the Low-Load Tuning (LLT).
The Low-Load Tuning concept is based on the combination of a specifically designed turbocharging system setup and appropriately adjusted engine parameters related to fuel injection and exhaust valve control. This allows enhancing the
performance of engines while operating at low part loads, in particular in the range
up to 70% load, by realizing considerably reduced fuel consumption as well as lower thermal load and thus improved engine reliability.
The turbocharging system consists of turbochargers specified differently from the
conventional tuning variants for achieving higher scavenge air pressure in the
range up to ca. 85% load and an exhaust waste gate for reducing the scavenge air
pressure to about the same levels as with conventional tuning variants in the range
between approximately 85 and 100% load.
2.
Function
In the load range < 85% according to ISO conditions, the exhaust waste gate remains closed, i.e. butterfly valve 1 is maintained in closed position by means of the
spring force of the control actuator 2.
Opening:
If the engine load exceeds 8590%, the scavenge air pressure increases over the
preset limiting value. Solenoid valve 5 is activated by the Wrtsil Engine Control
System WECS9520, air spring air is released via control air pipe 13 and the butterfly valve opens.
Closing:
If the engine load is reduced below 85% and the scavenge air pressure drops below the preset limiting value, the WECS9520 deenergizes the solenoid valve,
which interrupts the air spring air supply. The system will be vented and the butterfly valve closes by the spring force of the control actuator.
Failures and defects cause failure messages in the WECS9520 which are led to
the alarm and monitoring system (see 08201 Exhaust waste gate and Failures
and Defects of WECS Components 08501).
3.
Function check
During a longer operation period at low engine load with closed exhaust waste
gate, it is recommended to manually open the butterfly valve at least once per
week.
Remark: This check can be carried out either at engine standstill or with the engine
running at less than 70% load.
Procedure:
Turn screw 6 at solenoid valve 5 inwards till butterfly valve 1 opens. Subsequently reset the screw.
or
Set manual command to OPEN on the USER or ExhWgt page of the flexView.
The butterfly valve will close automatically after 20 seconds.
1/ 2
2011-03
81351/A1
Operation
RT-flex96C
Exhaust Waste Gate (Low-Load Tuning)

9
8
9
2
10
13
12
2
3
WCH00349
WCH00395
11
II
7
6
14
II
5
5
AS
EL
FREE END
018.868/09
WCH00396
1
2
3
4
5
6
7
8
9
2011-03
Butterfly valve
Control actuator (one or two)
Feedback sensor ZS5372C
Orifice
Solenoid valve ZV7076C
Screw for manual operation
Air spring air pipe
Exhaust manifold
Exhaust by-pass line
10
11
12
13
14

Control air supply
Cardan rod
Control air pipe
Ball valve
AS to butterfly valve
EL Vent
2/ 2
RT-flex96C
Operation
83451/A1
Drainage System and Wash-water Piping System
1.
General
The drain piping, in particular that from piston underside 9, from piston rod glands 7
and from exhaust gas turbocharger 3, must be periodically checked for free passage.
Condensate may flow out before and after the cooler at the water drain (10), depending on ambient temperature and humidity. Under extreme ambient conditions
a quantity of up to 0.16 kg/kWh of condensate may result.
2.
Condensate drain
Every charging module is equipped with individual condensate drains.
A perfect functioning of these drains must be ensured.
The following important points have to be taken into account:
D
All perhaps existing valves must be fully open in the drain pipes.
Remark: Ball cocks 17 and 17a usually remain closed.

D
Dirt particles (rust residue) are collected in the condensate drain units 19 and
19a; they must be removed periodically (shortly open ball cocks 17 or 17a).
Check periodically water flow through sight glasses 21 and 21a.
See also 02401 Checks and precautions.

Remark: If an alarm has been triggered via a level switch 6 or 6a in the water drain
(10), then a bigger quantity of condensate can be drained by opening ball cock 17
or 17a.
The reason for this alarm has to be investigated and remedied immediately.
Defective scavenge air cooler (see 05501).
Throttling discs 16 choked.
Excessive dirt deposits in the condensate drain unit 19 or 19a.
If the choked throttling disc 16 cannot be immediately cleaned, ball cock 17 or 17a
only may be opened until the same discharge quantity is reached as over the open
throttling disc (pay attention to scavenge air pressure).
Attention! This operating mode must not be regarded as a permanent condition!
The throttling disc must be cleaned as soon as possible, however only at engine
standstill. When fitting the throttling disc pay attention to its bore position!
No-one or inadequate drain leads to an excessive collection of condensate in the
scavenge air receiver. Water in liquid or evaporated state swept along by the air
flow has a negative influence on the piston running behaviour and leads to wear
increase of piston rings and cylinder liners.
1/ 3
2006
83451/A1
Operation
RT-flex96C
ENGINE
PLANT
FW
2
22
DL
13
15
EL
3
14
4
7
9
12
5
18
6a
ES
ES
6
21
21a
19
19a
17
17a
11
OW
10
16
20
WE
WA WE
23
24
WCH00067
2010-07
2/ 3
RT-flex96C
83451/A1
Operation

Key to Diagram:
1
2
3
4
5
6, 6a
7
8
9
10
11
12
13
14
15
16
17, 17a
Wash-water distributing pipe

Compressed air distributing pipe
Wash-water drain from TPL TC
Cylinder cooling water and
scavenge air cooler drain
Condensate collecting pipe
from water separator
Level switch for condensate drain
Dirty oil from piston rod gland (vent)
Engine
Dirty oil drain from piston underside
Condensate collecting pipe
Dirty water collecting pipe
Condensate and wash-water drain
from scavenge air cooler
Scavenge air cooler with pre-stage
Scavenge air cooler washing plant
Throttling disc
Ball cock
3/ 3
18 Water drain from scavenge air

receiver (oily water)
19, 19a Condensate drain unit
20 Venting unit
21, 21a Sight glass
22 Connecting hose
23 Sludge oil trap (with heating coil)
24 Sludge oil tank
DL
EL
ES
FM
LAH
LI
OW
TI
WA
WE
Air line from board system

Vent
To venting collector
From fresh-water hydrophore system
Level alarm high
Level indicator
Drain to oil / water drain tank
Temperature indicator
To water drain tank
Drain to bilge water tank
2010-07
RT-flex96C
Operation
Engine Monitoring
Group9
Group 9
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92151/A1

Crank Angle Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92231/A1
Pressure Switches and Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92581/A1
Intelligent Combustion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93081/A1
Oil Mist Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93141/A1
Location of flex Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93621/A1
1/ 1
RTflex96C / OM / 2012-05
RT-flex96C
92151/A1
Operation
Instrument Panel
1.
General
Instrument panel 1 is arranged beside to the control box. It contains important
pressure gauges required for the visual observation of the pressures. Pressure indications for fuel, servo and control oil are provided in the local control panel (see
46181).
Fig. B shows the schematic arrangement of instrument panel H with the same
indications also contained in the Control Diagram 40032.
The corresponding pressure switches and pressure transmitters have been
described in 92581.
4 (5)
I-I
1
2
7
6
8
3
10
009.549/02
009.550/02
9
Key to Illustrations
Fig. A and B:
009.554/02
1/ 1
1
2
3
4
5
6
7
8
9
10
Instrument panel
Cover plate
Precision control valve
Manometer 4 bar
Manometer 6 bar
Manometer 10 bar
Manometer 25 bar
Manometer 40 bar
Throttle piece
Anti-vibration mounting
2010-07
RT-flex96C
92231/A1
Operation
Crank Angle Sensor Unit
1.
General
The crank angle sensor unit is arranged at the free end. The connecting unit 2 is
fastened to crankshaft 10 over driving shaft 1. It receives all unwanted radial and
axial movements of the crankshaft.
Indicating the crank angle position, both crank angle sensors 7 are driven by
toothed belt 8. The position of the TDC signal is monitored by a separate proximity
sensor (see Pick-up for Speed Measurement 46281).
All deviations are monitored and indicated with an alarm, slow-down or shut-down.
Lubrication of ball bearing 9 must be ensured by carrying out periodical checks at
engine standstill (see Maintenance Manual 03801 and 92231).
I-I
II - II
2
4 6
OE
II
I
008.758/00
II
9
008.757/00
10
1
2
3
4
5
6
Driving shaft
Connecting unit
Shaft encoder drive
Shaft
Housing
Protection hood
7
8
9
10
Crank angle sensor (GT5126C, 27C)

Toothed belt
Ball bearing
Crank shaft
OE Oil inlet
1/ 1
2006
RT-flex96C
92581/A1
Operation
Pressure Switches and Pressure Transmitters
1.
General
All the pressure switches and transmitters are mounted on a common plate on the
fuel side. They fulfil monitoring functions of the pressure systems in case of too low
a pressure or in the case of a pressure loss.
Their control signals effect the following commands:
Alarm (ALM)
Slow down (SLD)
Shut down (SHD)
See Alarms and Safeguards at Continuous Service Power 02502.

Fig. A gives a schematic diagram of the pressure switches and pressure transmitters I with the indications, as also determined in the control diagram 40032.
I
PS1101S
PT1101A
CYL. COOLING WATER
PT2051A
SERVO OIL UNIT INLET
P7
PT3421A
P4
FUEL BEFORE
SUPPLY UNIT
PT1301A
PT4043C
CHARGE AIR IN
CHARGE AIR COOL. WATER
AIR RECEIVER
HT-CIRCUIT INLET COOLER

PT1361A
A Pressure switches and pressure

transmitters I
B Arrangement of pressure switches
and pressure transmitters
PT4044C
CHARGE AIR COOL. WATER
CHARGE AIR IN
INLET COOLER
AIR RECEIVER
PT4301C
PT2001A
PS2002S
MAIN BEARING OIL
P3
STARTING AIR
PS4341S
PT4341A
P2
AIR SPRING
PT2021A
CROSSHEAD BEARING OIL
1
2
3
4
5
6
7
8
9
10
11
12
Plate
Pressure switch
Switch box
Regulating valve
Connecting piece
Throttle piece
Warning plate
6 bar
10 bar
16 bar
40 bar
4 bar
6 bar
KF Cable
PT4421A
P8
CONTROL AIR
013.086/05
1/ 2
2006
92581/A1
Operation
RT-flex96C
Pressure Switches and Pressure Transmitters
KF
1
8
12
7
6 (2)
3
5
10
014.263/06
3
6 (2)
11
2010-07
2/ 2
RT-flex96C
Operation
93081/A1
Intelligent Combustion Control
Overview
1
2
2.1
2.2
2.3
3
3.1
3.2
3.3
4
4.1
4.1
4.2
4.3
1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
User qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Residual dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation and maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure transducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In-cylinder pressure evaluation . . . . . . . . . . . . . . . . . . . . . . . . .
ICC - Installation and control . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation of ICC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ICC-EXV card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ICC-INJ card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ICC-INDICATION card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1/9
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1/9
2/9
2/9
2/9
2/9
3/9
3/9
5/9
5/9
5/9
7/9
9/9
Introduction
The Intelligent Combustion Control (ICC) system makes sure that the engine in
service is operated according to its original shop test performance. This is done
automatically in and independently of the fuel used on board a vessel (e.g. HFO).
At present, the engine control parameters (e.g. start of injection or exhaust valve
timing) are optimized manually within their permitted range depending on measured peak firing and compression pressures. This manual readjustment procedure is not done regularly, thus further optimization potential can be exploited by
permanently working closed-loop control.
Because of this functionality, the engine operation is always optimized.
2.
Safety
Remark: The Intelligent Combustion Control system can only be installed, operated, serviced and repaired by qualified personnel.
2.1
User qualification
Qualified personnel are those who have been trained, appointed and instructed by
the systems user. The personnel are familiar with the relevant standards, provisions, accident-prevention regulations and plant conditions by virtue of their training, experience and instruction. They are entitled to perform the necessary work
while at the same time recognizing and avoiding possible hazards.
The definition of skilled personnel and the ban on the use of unqualified personnel
is regulated by DIN VDE 0105 or IEC 364.
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Operation
RT-flex96C
2.2
Residual dangers
The ICC system is manufactured in accordance with the generally recognized
rules of engineering, industrial safety and accident-prevention regulations. However, during its use it is possible that hazards could occur, which can lead to injuries
to personnel or which could cause damage to other property.
The ICC system is therefore to be used only in a technically faultless state, with
due attention being paid to the operating instructions. In particular, faults capable
of impairing safety must be corrected without delay.
2.3
Installation and maintenance

Read the local accident-prevention regulations and the related operating and
maintenance instructions when you work on the machine or system. In particular,
the shutdown procedure for the machine or system must be followed as described
in the related instruction manual.
3.
Description
The ICC system is an optional part of the WECS9520, which adjusts the peak
firing pressure of the engine according to engine design criteria. The firing and the
compression pressure of all cylinders are balanced by modifying the injection timing and exhaust valve timing within their permitted operation range. All modifications of engine control parameters by the activated ICC are compliant with the vessels IMO certificate.
When the ICC system is switched on, it limits the pressure rise of the engine as an
included safety functionality. This reduces excessive wear of engine components,
risks of overload and also avoids potential incorrect manual adjustments in case of
open-loop control.
3.1
Pressure transducers
The precise and continuously measured in-cylinder pressure of all units forms the
basis of the ICC system.
The pressure transducers (Pressductor technology, based on a magneto-elastic
measuring principle) are used to measure the in-cylinder pressure.
The transducers (see Fig. A) are installed on the cylinder cover just below the indicator cocks (one on each cylinder).
Cylinder pressure transducers
2012
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RT-flex96C
93081/A1
Operation
The transducers have a unique blow-through design. Usually before main engine
start, the indicator cocks are opened while slowly turning the engine. During that
time, all potential combustion residuals (especially from HFO usage) are blown
out.
This cleaning function guarantees precise measurement data over long-term operation and reduced maintenance effort.
3.2
In-cylinder pressure evaluation

The compression pressure cannot be measured directly because of combustion
and fuel injection that can occur before TDC.
In the ICC system, the compression pressure of each cycle is calculated using the
polynomial formula based on the position of the piston.
The peak firing pressure is the highest measured pressure value in the crank angle
range between start of injection and approximately 20CA after TDC as shown in
Fig. B.
Firing Pressure
Pressure at 0CA
Cylinder pressure trace of a two-stroke engine

The pressure increase (the difference between firing pressure and compression
pressure) is limited by the ICC system, e.g. to 40 bar, to avoid mechanical overload.
3.3
ICC - Installation and control

The necessary firing pressure, derived from the shop test, is converted back (by a
reverse ISO correction) to site conditions at each actual operating point of the engine. This ensures that the engine firing pressure is adjusted according to its design criteria and the engine is not overloaded while the full potential is exploited.
Together with the ICC, there are temperature and pressure sensors (that are directly connected to the WECS9520) installed upstream of the turbocharger (TC)
compressor inlet and in the scavenge air receiver. This continuous real-time ambient condition adaptation allows for the regional climate, daily variations and overall
engine performance.
3/ 9
2012
93081/A1
RT-flex96C
Operation

The cylinder pressure raw data of each unit is taken as an analogue input signal
from the pressure transducer into the WECS9520 as shown in the ICC installation overview below (see Fig. C).
Barometric
pressure
TC compressor inlet temperatures
Scavenge air temperatures
Dynamic cylinder pressure signals

Initially, the signal is filtered in the WECS9520 then routed to a controller. Adjustments of this actual measured pressure value to its corrected set-point value at a
certain engine load are done accordingly. This real-time site correction and comparison, shown in the pressure control stratehy (see Fig. D), is done for each individual engine cycle.
TC compressor inlet air temperature

Scavenge air temperature
TC compressor inlet pressure
2012
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RT-flex96C
Operation
93081/A1
4.
Operation
4.1
Operation of ICC
In the WECS9520 it is possible to set to on or off each individual sub-function of
the ICC system. The system adjusts the necessary average value of the firing
pressure to its site-corrected set-point value. This balances the firing pressure of
all units and balances the compression pressure.
When all sub-functions are set to off, the engine operates in a conventional openloop control mode.
The in-cylinder pressure balancing and the firing pressure control are enabled beyond the operating range of the auxiliary blowers (the auxiliary blowers are
switched off).
The balanced compression and firing pressures are obtained by individually adjusting the exhaust valve timing and injection timing of each cylinder unit.
Pronounced differences of single unit values for exhaust valve operation and injection timing compared to other units are already a hint for hardware issues of certain
cylinder units and should be further investigated.
4.2
ICC-EXV card
This flex-view card (see Fig. E) shows the measured values of the compression
pressure for each cylinder together with the average value of compression pressure for all cylinders. On the right-hand diagram, the exhaust valve closing offset
values and the average offset value are shown.
5/ 9
2012
93081/A1
RT-flex96C
Operation
When the compression pressure balancing function is set to ON (see Fig. F) this
offset is calculated by ICC system.
When the compression pressure balancing function is set to OFF (see Fig. G),
this offset is the same as on the flexView Adjust card adjusted by the operator.
From the ICC-EXV card (Fig. E), the compression pressure balancing function
can be set to ON as follows:
Select [Shift] + [Arrow UP]
To confirm, select [Shift] + [Enter] (see the workflow in Fig. H).
2012
6/ 9
RT-flex96C
Operation
93081/A1
4.3
ICC-INJ card
This flex-view card (see Fig. I) shows the measured values of the cylinder firing
(combustion) pressure in each cylinder unit. The yellow horizontal line shows the
average firing pressure value and the green horizontal line shows the firing pressure set-point. On the right-hand diagram, the injection begin timing offset and the
average offset value is shown.
When the firing pressure balancing function is set to ON (see Fig. J), the ICC system calculates the offset.
When the firing pressure balancing function is set to OFF (see Fig. K), this offset is
the same as shown on the flexView Adjust card adjusted by the operator.
7/ 9
2012
93081/A1
RT-flex96C
Operation
From the ICC-INJ card, the firing pressure balancing function can be set ON as
follows:
To confirm, select [Shift] + [Enter] (see the workflow in Fig. L).
When the firing pressure control function is set to ON (see Fig. M), the related
Fuel Quality Setting (FQS) is calculated by the ICC system and displayed in the top
left-hand corner of the ICC-INJ card (Fig. I).
When the firing pressure control function is set to OFF (see Fig. N), the fuel quality
setting is the same as shown on the flexView USER card adjusted by the operator.
2012
8/ 9
RT-flex96C
Operation
93081/A1
From the ICC-INJ card, the firing pressure control function can be set ON as follows:
To confirm, select [Shift] + [Enter] (see the workflow in Fig. O).
4.4
ICC-INDICATION card
The ICC-indication card (see Fig. P) displays the data that follows:
The compression firing pressures and firing pressures for each cylinder unit.
The firing pressure set-point.
The air pressure and air temperature upstream of the TC compressor.
The scavenge air temperature.
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2012
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93141/A1
Operation
Oil Mist Detector
1.
General
The engine is equipped with an oil mist detector. The oil mist detection system includes control panel 1 located in the control room, sensors 2 and junction boxes 3
on the engine. The system continuously measures the density of oil mist in the
crankcase and triggers an alarm when the oil mist intensity is too high.
With this, possible bearing damages can be detected at an early stage and explosions in the crankcase can be prevented (see also Instructions Concerning the
Prevention of Crankcase Explosions 04601).
There are sensors mounted on fuel side of the engine provided for every cylinder of
the divided crankcase and the drive supply unit. Moreover sensors are fitted in the
housing of supply unit 9 (see Fig. B).
Remark: On engines with more than 14 measuring points there is a 2nd branch box
arranged.
2.
Function
Every single sensor monitors optically the density of oil mist and, in addition
checks itself for any internal faults.
Data communication occurs from junction box to control panel (see Fig. A).
The adjustments can be programmed in the control panel.
The menu-driven software contains three user levels:
D
USER:
Read-out of data only.
OPERATOR: Password-protected level for access to most adjustments

and functions.
SERVICE:
Password-protected level for authorized staff of manufacturer

and service personnel.
Remark: Detailed instructions regarding adjustments, commissioning and fault

detection, as well as servicing and maintenance work, are contained in the respective Manual of the manufacturer.
A
ENGINE ROOM
CONTROL ROOM
5
2
7
9
1/ 2
WCH00074
2010-07
93141/A1
Operation
RT-flex96C
Oil Mist Detector
B
III
II
III
FUEL SIDE
III - III
II
2
2
8
7
015.638/07
1
2
3
4
5
6.07
A Schematic presentation
B Arrangement of sensors
Control panel
Sensor
Junction box
Data cable
Power cable
6
7
8
9
2/ 2
Engine
Engine housing (column)
Test connection
Supply unit
RT-flex96C
Operation
93621/A2
Location of flex Electronic Components
1.
General
The electronic components required for the engine control system WECS9520
are mainly arranged on the engine (Fig. A and B).
Exception is the power supply box which is placed nearby the engine (Fig. C).
2.
Control boxes
The most important control and power supply boxes are described as follows:
E90 (SIB):
Control box serves as communication to the external systems and contains a
FCM20 module as Online Spare.
It is arranged on the rail unit at the free end.
E95.01 to E95.14:
Control boxes (depending on number of cylinders) contain a FCM20 module
each.
They are arranged on the rail unit at every cylinder.
E41.01 to E41.14:
Control boxes (depending on number of cylinders) contain a ALM20 module
each for controlling the cylinder lubricating system.
They are arranged nearby the lubricating pumps at every cylinder.
E85:
Power supply box for FCM20 & ALM20 modules and fuel pump actuators is
placed in the engine room nearby the engine.
Among other parts there are circuit breakers able to interrupt the power to FCM20
modules or fuel pump actuators when required individually or completely or to all
ALM20 modules.
Remark: The power supply is redundant. To interrupt the whole WECS9520,
make sure that both power inputs are switched off (see also block diagram in the
control box).
1/ 2
Pulse / 2006
93621/A2
Operation
RT-flex96C
Arrangement of flex Electronic Components
FREE END
4
2
013.090/05
014.551/06
EXHAUST SIDE
C
Power supply box
located in engine
room nearby engine
Key to Illustrations: Fig. A and B

1
2
3
4
E85
2006 / Pulse
2/ 2
Control box E90

Control box E95.01 (Cyl. 1)
Control box E41.14 (Cyl. 14)
Rail unit

OM RT Flex96c - WECS 9520 - Pulse - 2012 11

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RT-flex96C

WECS9520 / Dynex Servo Oil Pump

Wrtsil Switzerland Ltd

24hrs Support: +41 52 262 80 10

Summary for Operation Manual (OM)

Guide for Symbols and

Operating Data Sheet

Completed with new groups, i.e. 2124-1/A3, 2138-1/A2,

Row with SIPWA-TP deleted

3rd paragraph: Remark concerning tool 94844 added

10th paragraph: Drain screws 24 & 24a with (4.82)

Fig. 'A': Stop valve deleted; drain screws 17 with (3.82)

Fig. 'A': Stop valve deleted

Measures to be taken before putting out of service revised

ISO standard adapted, table 'Fuel oil requirements' revised

Lubricating oils (sections 3 and 7) revised

ME servo oil pump #5, #6 fail: Numbers of cylinders

Control diagram adapted; execution with 'Pulse Jet'

Control and Auxiliary

Control diagrams revised; execution with 'Pulse Jet'

Servo Oil Pump

Pinion 4.45 adapted according to modification

Pinion 4.45 adapted according to modification

Fuel pump revised

Control Oil Pump Unit

Control oil pump revised

Scavenge Air Receiver

Scavenge air receiver revised

Scavenge Air Cooler

Additional drain with orifice adapted between scavenge air

Summary for Operation Manual (OM)

Lubricating Oil System

Operating Data Sheet

Servo oil pump inlet: Max. pressure deleted

Operating Data Sheet

Signal No. PT2051A_ALM_H deleted, piston cooling oil:

8135-1: Exhaust Waste Gate added

Engine Control System

Sensor ZS5372C and actuator ZV7076C added

FCM-20 Cyl. 1 & 5

New criteria added under 3.4: ME scavenge air pressure

Paragraph 1.2: The last two points added

Failures and Defects of

Last sentence deleted, as engine operation is also possible

Instructions Concerning Measurement (...) adapted for

Drainage System and

Fuel Oil System

Vapor trap integrated in fuel leakage system, therefore 1.1

Operation with Exhaust

Fig. 'C' modified

Fig. 'C' modified

3rd, 5th and 6th paragraphs added

Diesel Engine Fuels

Summary for Operation Manual (OM)

Engine speed drops: 4th remedial point: Shut off altered to

4th sentence adapted: The damping effect can be adjusted

corr. table added; 4.11: former 5th paragraph deleted

Plugs 3.37 and 3.38 deleted; vapor trap designed before

Control and Auxiliary

Path-No. 48: under carrying number 48 path-No. 150

Shut-off Valve for Starting Control valve modified

Cleaning Turbocharger in Modifications introduced according to ABB instructions: 2.1

Cleaning Turbocharger in MET 83MA turbocharger added