01 RT-Flex 4 Course a Overview

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / hk

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pìäòÉê oq=J ÑäÉñ=páòÉ=fsAvailable Chapters of this Course:

A Short Introduction (Philosophy of flex-technology) B Mechanical Features (Rail- & Supply Unit – WECS modules – Exhaust valve drive)

C Hydraulic Systems (Fuel injection - Servo oil – Control oil – Starting air) D Control System: WECS-9520 (System layout - Injection – Exhaust valve – Rail pressure – misc.) E Service Aspects (General – (Dis)Assembly – Inspection intervals) F Control diagram G Introduction of CISERV Korea (Mission – Vision – Customer satisfaction - Team – Office & Workshop – Organization – Workshop layout – Service offered – Welding repair)

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RT-flex TechnologyIntroduction CourseFor Service Engineers, Ship’s Machinery Crew and Engine Builders‘ Personnel.(Precondition: Understanding of Sulzer RTA engines.)

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Size 0:Size 0: RTRT--flex50flex50Size I: Size I: RTRT--flex58Tflex58T--BB

RTRT--flex60Cflex60CSize II:Size II: RTRT--flex68Tflex68T--BBSize IV:Size IV:RTRT--flex84Tflex84T--DD

RTRT--flex96Cflex96C

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Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / hk Page 1

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Rail Unit(s)

WECS 9520, E 95.x Cyl EU Terminal boxes

WECS 9520, E 90 Shipyard Interface Box(SIB)

Supply unitControl oilpumps

Automatic filter

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For cylinder numbers >7 the rail unit is split in 2 parts. (Reason: Handling duringassembly and transportation.)

Both rail-sections (fwd/aft) are connected by fuel-, servo-and control oil rail high press. pipes.-> Same pressure in the relatedrails of both halfes.

WECS Cyl-EU boxes arefitted on the outer front side

SIB (E90) Box on free end oras shown on the left picture

E90 Shipyard Interface Box



Rail Unit for flex Size IV

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Fuel rail

Servo oil rail

ICU`s

VCU's/Exhaust valve actuator

ControlOil rail

o~áä=råáí=j~áå=m~êíëFuel oil rail:The fuel rail contains high pressure fuel of ~ 600 -800 bar delivered by the fuel pumps ofthe supply unit during engine operation. The rail pressure is regulated depending on engine load. For each cylinder, there is an Injection Control Unit(ICU) installed on the rail. The rail is heated by a trace heating piping system.

Servo oil rail:The servo oil rail contains fine filtered (6-micron) high pressure servo oil, ~ 80-190 bar, delivered by the servo oil pumps of the supply unit, depending on engine load. For each cylinder there is a Valve Control Unit / exhaust valve actuator installed on the rail.

Control oil rail:The control oil rail contains 200 bar control oil(constant pressure) delivered by the control oil pumps. Control oil is used to actuate the control pistons of the ICU`s.

Additional return/leakage piping:- One fuel ICU-leakage pipe - One common servo oil/control oil return pipe - One main bearing oil supply pipe for VCU



Fuel, servo oil and control oilinlet to the rails is between thetwo rail unit halves. For eachsystem there are two HP-pipescoming from the supply unit.To each rail half, there is a separate high press. pipe (fromsupply unit) connected. For redundancy reasons thereare two HP-pipes for each system.

The cross-connection high pressure pipes enable a directconnection between each rail.For two reasons:1. Pressure equalisation2. If one high pressuresupply pipe is broken, theremaining one will fill up bothrails. At each inlet, there are shut-offvalves, in order to isolateindividual HP-pipes in case ofleakages.

Cross-connections

Shut-off valves

Trace heating piping

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Main bearing oil supply pipe forupper side of valve control unit VCUand exhaust valve actuator pipe.

Servo oil and control oil railcommon return pipe.(back to crankcase/sump tank)

ICU and injection high pressurepipe leakage drain pipe. (connected to leakage collector-> Alarm to Alarm System)

Trace heating

Control oil highpressure hoses




Rail unit general drain piping. Possible leakages (fuel, oil, water…) are collected for each railindividually -> Alarm to Alarm System. The leakage is finally drained to sludge tank.




An ICU has two different sections:

Control oil side:The rail valves (LP1-valves) control the control oil flow to the control oil block.

Fuel side:The fuel control valves are actuated by pistons in the control oil block via thrust pieces. There is one valve for one injector.The main body of the ICU includes the injection quantity piston. Its stroke measurement sensor with housing is attached to the main body.

Control- and fuel oil side are entirely separated from each other. Nevertheless, leakages of both systems have acommon drain.

Working principle: (detailed description in control systems)Each ICU is pre-controlled by 3 rail valves (1 for eachinjection valve). At a calculated crankangle, they get aninjection command impulse from WECS. The fuel control valves will open and fuel injection will take place, while the quantity piston measures continuously the fuel amountinjected. Once the proper amount was injected, the railvalves will get a “injection stop” impulse from WECS.

Injection quantity piston

Control oil side

HFO side

Rail valves(LP1-valves)

Fuel controlvalves

Quantity piston sensor

Control oilsupply

Control oilreturn

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Special measures in emergencycases:

In case of a heavy internal or external fuelleakage of the ICU, which cannot be fixedimmediately, the fuel supply from fuel rail to thecorresponding ICU can be shut off. The screwplug with tool Nr.94585 can be installed insteadof the venting plug shown in the sketch. Thecontrol oil supply and return can be shut in a similar way. (refer to MM 0510-1/A1)

If for any other reason the injection of a unitneeds to be stopped, this can be done manually through the WECS user interface (user parameter), or it will happen automatically as a consequence after other alarms.

Venting of fuel oil system:

After a major overhaul or to fill up an empty fueloil system, venting can be done by removing the a.m. plug. The booster pumps will supply theneccessary fuel pressure.

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Detection of leakages:

Internal leakages of all ICU`s and high pressureinjection pipes (on one rail unit half) aremonitored by one leakage sensor. In order to find out whether the leakage actually comes from theICU or a injection pipe, the connection flangesshown below have a screw plug. By openingthose plugs, the leaking pipes can be located. If no pipe is leaking, an ICU can be the cause. In order to locate a leaking ICU, observe the injection time on all units, observe exhaust gas temperatures after cylinders, or run the enginewith reduced load (i.e. < slow down speed) and cut off the injection of all units (one by one). If theleakage stops after a certain unit was cut off, thisICU can be suspected.

Spare part handling/Overhaul:

Wartsila has established an exchange basedservice for complete ICU`s, in case an ICU isconsidered to be damaged, or if it is time for an regular overhaul (~15`000-20`000 running hrs). Only Wartsila approved workshops are allowed to overhaul ICU`s!

Screw plug for leakage checking




Main bearing oilsupply

Servo oil return

Connectingelement

Rail valve (LP1)

To exhaust valve

Components of a Valve Control Unit:

The servo oil supply from the servo oil rail to 3/2 way valveis done via connecting element. The 3/2 way valve is pre-controlled by one rail valve (same type as for ICU, but itcontrols servo oil to actuate 3/2 way valve). The servo oilflow into, or out of VCU cylinder is controlled by the 3/2 way valve. The servo oil return pipe has a back pressureof ~2-3 bars, in order to dampen pressure peaks. To theupper part of the VCU/actuator pipe, there is a mainbearing oil inlet via a non-return valve, in order to compensate the intended oil loss through the constantorifice in the exhaust valve drive upper housing.Note: The servo oil itself is filtered to 6-micron by theautomatic filter, in order to reach the required oil-cleanliness for a hydraulic system. It is taken from themain bearing oil system of the engine.

3/2 way valve

VCU cylinderand piston

VCU-cover with non-return valve

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Components of an exhaust valve drive:

Main differences to a conventional RTA-valve drive:

-The exhaust valve is actuated by a double piston drive, in order to save oil for actuation.

- Two redundant exhaust valve stroke sensors formonitoring.

- One measuring cone for stroke sensors- The air spring piston has now gas tight piston rings- the disc spring package is dampening opening stroke in

case of low air spring pressure.- The lower housing itself is the air spring cylinder.

(notice the top position)

Exhaust valve spindle

Air spring piston

Measuring cone

Double pistondrive

Damper

Disc spring package

2 exhaust valvestroke sensors

Oil inlet fromExhaust valveactuator pipe

Constant orifice

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Joint Ring



Working principle: (Detailed description in controlsystems)The valve control unit is pre-controlled by the rail valve. At a certain crankangle, it gets an „exhaust valve open“impulse signal from WECS. Servo oil flows via rail valveto the lower side of the 3/2 way valve spindle and movesit up. Thus, servo oil flow to the VCU-cylinder is enabled. Via bores in the VCU-piston, oil flows into the lower sideof the piston and moves it up to the upper end stop.-> the exhaust valve opens.

At another calculated angle, WECS transmits an„exhaust valve close“ signal to the rail valve. The 3/2way valve spindle moves down by spring pressure and the valve control unit piston is pushed down by airspring pressure. The servo oil underneath the piston isdrained to the servo oil return pipe. -> the exhaust valveis closing.The max. exhaust valve stroke is given by the upper end stop of the piston. Due to certain control bores orchamfers, the piston has a progressive movement. Means, it starts to move fast and slows down, as it getscloser to the end stop.

Note: on the upper side of the piston is main bearing oil, on the lower side servo oil -> „partition device“(alternative name for VCU). The non-return valve in theVCU-Cover enables main bearing oil flow into, but notout of the actuator pipe.

Rail valve

VCU piston

3/2 way valvespindle

Actuator pipe withmain bearing oil




Special measures in emergency cases:

If the injection of a certain cylinder was cut off, the exhaustvalve shall remain operational.

In case of a heavy leakage of exhaust valve actuator, actuatorpipe or valve drive, the servo oil supply can be shut off byinstalling plug (Tool Nr.94586). The main bearing oil supplycan easily be interupted by a shut-off valve as well. In such a case, the engine is operated with a closed exhaust valve and cut - off injection.Additionally, the „exhaust valve open/close“ impuls signalsto the rail valve must be stopped manually (user parameter),in order to avoid alarms from exh.valve monitoring system.

In case of exh.valve drive failure, the control impuls signalscan just be stopped manually by user parameter but only ifthe injection was manually stopped previously!The exhaust valve remains closed.

When a cylinder cooling water leakage into combustionspace occurs, the engine shall be operated with an openexh.valve. Therefore the valve is moved open manually byuser parameter (will close by itself after a short time!), and pins Nr.94259 can be inserted. Of course the injection is to be cut off as well!



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pìäòÉê oq=J ÑäÉñ=páòÉ=fsRail valves:

Rail valve are quick acting 3/2-way solenoid valves. Each cylinder unit has four rail valves. Three of them are pre-controlling an ICU, one of them is pre-controlling the valve control unit.Following an injection/return- or open/close cmd of WECS, the corresponding coils are energized by a very short time (normal operation ~2-3 ms, max.4.5 ms), but with a high current impuls (~50-60A). This makes the valve spindle move towards theenergized coil (~0.2mm movement). The high current impuls and the short travel of the valve spindle enable a very shortactuation time, what is indispensible for precise injection- or exhaust valve control. (Detailed description of rail valve function in control systems chapter)

Valve spindle

Coils

Iron core

Control oil/Servo oil inletInlet/outlet to ICU/VCU

Outlet to common return pipe

El.sockets

The rail valves are non-serviceable. Nevertheless, if dirt particles are suspected to influence proper operation, thevalves can be opened and blownout by air. Pay attention to assembly position of valvespindle.

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pìäòÉê oq=J ÑäÉñ=páòÉ=fsMain components of a supply unit:

Fuel side: The „jerk-type“ fuel oil pumps deliverfuel into intermediate accumulator. To keep thedesired fuel rail pressure (600 - 800 bar), the pump flow rate is regulated via regulating linkage and el.actuators, receiving pressure setpoint signalsfrom WECS.From the accumulator there are two outlets, connecting the accumulator to the fuel rail via twohigh pressure pipes.

Servo oil side: The servo oil pumps are axial piston swashplate pumps from Bosch-Rexroth. They deliver servo oil into servo oil collector blockto keep the operating pressure of servo oil ~ 80 -190 bar. There are two outlets from collector block, connecting to the servo oil rail via two high pressure pipes.

The number of fuel- and servo oil pumps dependson the number of cylinders.

Fuel pumps

Servo oil pumps

Fuel intermediateaccumulator

Servo oil collectorblock

Servo oiloutlet to rail

Fuel outletto rail

2nd intermediategearwheel

El.actuators

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Supply unit drive:

The supply unit is driven by the crankshaft, via twointermediate gearwheels. The 2nd interm. gearwheel drivesthe supply unit gearwheel, which drives the camshaft forfuel pumps and the servo oil pumps gearwheel.

The 3-lobe cams are hydraulically fitted and can thereforebe individually replaced.

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

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

3-lobe cams Supply unit gearwheel

Servo oilpump drivegearwheeland pinions2nd intermediate

gearwheel

Camshaft bearingcovers

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pìäòÉê oq=J ÑäÉñ=páòÉ=fsIntermediate accumulator with

2 safety valves (1250 bar).

Fuel inlet from booster unit

Shutdown & overpressure regulating valve,

Fuel drain

Fuel returnto booster unit (mixing unit),via pressure retainingvalve.

Overpressure and safetyvalves:

The overpressure regulating valvereleases fuel back into returnpipe, if the fuel pressure riseshigher than 1050bar. In case of a shutdown, the shutdown solenoidvalve is energized and theoverpressure regulating valve iskept open -> fuel pressure dropsto 0 bar.

There are two safety valves on each side of the intermediateaccumulator, adjusted to an opening pressure of 1250bar. They only open, whenoverpressure regulating valve isnot limiting the pressure, due to malfunction.

Shutdown solenoidvalve

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pìäòÉê oq=J ÑäÉñ=páòÉ=fsFuel overpressure regulating valve:

In case of the fuel pressure in intermediateaccumulator rises to ~1050bar, the overpressureregulating valve releases fuel to fuel return line. The max. opening pressure is pre-adjusted from valvemanufacturer. Shims are used to give the right position to knurled screw, means if the screw is fullyscrewed down to shims, 1050 bar are set. The min. opening pressure, means when knurled screw isscrewed fully out, is around 500bars (engine still operational).During normal operation, main bearing oil pressurekeeps the valve closed. When the opening fuelpressure is reached, main bearing oil is released, pressure above piston drops and fuel is released back to fuel return line to booster unit.

Emergency operation:In case of fuel pressure regulation failure (e.g. woodward actuator failure), resulting in a constantlytoo high fuel pressure, the max. opening pressure canbe reduced in order to remove load from fuelpump etc. A good value will be between 600-800bar.

Drain to return pipe

Fuelinlet

Knurled screwand shims

Accumulator

Valveseat andneedle

Fuelpressureincrease/decrease

Main bearing oilpressure at norm.operation

Piston

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Engine shutdown function:

A shutdown is initiated by energizing the solenoidvalve (energized from safety system directly). In this way, main bearing oil pressure above piston isreleased, resulting in fuel pressure drop down to 0 bar in intermediate accumulator and thus in fuelrail. -> engine stops.(more detailed description about shutdown in controlsystem chapter)

ShutdownSolenoidvalve

MB-oilsupply

coarsesinterfilter

Lever formanualactivation

Piston

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Fuel pumps:

The jerk-type fuel oil pumps deliver a variable quantity of fuel to the intermediateaccumulator and fuel rail, in order to maintain the demanded fuel rail pressure. They don`t have any timing. To change the feed quantity, the pump plunger is turned by the regulating rack, which is moved by regulating linkage (seenext pages).

The rollerguide/roller assembly and regulating sleeve are lubricated by mainbearing oil.

Regulating rack

Buffer space

Non return valve

Pump plunger

Pump cylinder

Compression spring

Rollerguide

Lower housing

Upper housing

Pump coverRegulating sleeve

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Plunger position at regulating linkage position:

Pos: 0No delivery

Pos: 5Half delivery

Pos: 10Full delivery

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Special measures in emergencycases:

In normal operation, all fuel pumps deliver roughlythe same quantity. If a pump is defective, it will bedetected by WECS (temperature difference at fuelHP-outlet). The regulating linkage position will be higher than normal at a given fuel command.In such cases, the affected pumps need to be cutout mechanically by lifting the roller from the camby excentric shaft tool. This can only be done at engine standstill.

With one pump cut out, the engine can still beoperated at full load. If two pumps are cut out, operation is only possible at part load.

Excentric shaftTool Nr:94430Roller guide

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Fuel pump regulating linkage:

The regulating linkage is moved by Woodward (ProAct IV) electric actuators, that receive a position setpoint signal from WECS. One actuator controls two fuel pumps (thearrangement of actuators can differ among enginecylinder numbers).

The torque from linkage shaft to fork lever istransmitted in both directions via torsional springs. If a regulating rack of a pump is stuck for somereason, the springs will compensate, so the otherpump can still be regulated.

El. Fuel pump actuators

Local positionindication (0-10)

Torsional springs

Fork lever

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Special measures in emergency cases:

In case of one or all el.actuator fail, the correspondinglinkage stays in position or moves to full output position. The remaining working actuators will compensate theregulation for the failed one.

A torsional spring on each regulating shaft will pull thelinkage to full output, if the affected actuator has no torqueforce anymore (el.power loss)In addition, spacers can be installed on regulating rack of affected pump. Depending on, how many pumps are fixedin max. position, the fuel rail pressure cannot be regulatedproperly anymore. A constantly higher fuel rail pressurewill result. The emergency overpressure regulating valvewill limit the max. pressure accordingly. For longtermoperation, the opening pressure of that one must bereduced.

When internal actuator faults occur, the position is kept on actual position.

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Regulating rack

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Servo oil arrangement:

The servo oil pumps are axial piston -swashplate-type pumps from Bosch -Rexroth. They supply oil to the collector block, which has two high pressure outletpipes to the servo oil rail. A safety valvelimits the max pressure to 230 bar.The number of servo oil pumps depends on the number of cylinders. If one pump fails,the engine can still be operated at full load.When the engine turning direction ischanging, the swashplate of the pumpsneeds to be reversed.Control oil is used to move the swashplateinto position.

Servo oilpumps

Collector Block

Servo oil high pressurepipes

Servo oil supply

Non return valves at each inletSafety valve

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High pressureoutlet

Anti cavitationinlet (fromservo oil mainsupply pipe)

Non returnValve / anticavitation port

Control oil inlet Control oil returnCase drain

Main servo oil inlet

Swashplate angle encoder

Proportional valve positionencoder

Proportional valve solenoid-valves

Visual indication

Proportionalvalve

HP-outlet pressuretransmitter

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Function principle of servo oilpumps:

The Bosch-Rexroth pumps have its ownregulating system, getting pressure setpointsignals and ahd/ast signals from WECS.(details in Control Systems)

The anti-cavitation port avoids cavitation in thepump body, if a pump doesn`t move theswashplate to the appropriate engine runningdirection. (pump tries to suck in from HP-outletpipe).In such a case, the non-return valve at anti-cavitation port opens. Servo oil from mainsupply pipe is sucked in via anti-cavitation portand delivered out again via main inlet, see schematic drawing. The oil will thus flow "idle" through the pump.

6 ports as described are connectedB,B1 Pressure Port SAE 1 1/2 "

SB Anti Cavitation Port SAE 2 "

S Suction Port SAE 3 "

P,SP Control Pressure Port M18x1.5

Rkv Pilot Fluid Drain M22x1.5

R(L) Return (Aeration) M42x2

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HP-Inlets from pumps

2 Pressure retaining valves

2 Overpressure relief valves

3 HP-outlets for double wall pipes control oil rails

3 shut of valves for 3 outlets

Pressure transmitterFor leakage detection(signal to Alarm System)

Drain valve for leakage

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CAS pre-assembled with holder and dataCable. The 2 red lines must be in line when cyl 1is in TDC.

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The Crank Angle Sensors are located on the free end of the crankshaft (or Geislinger Damper) They are separated from the crankshaft by a special coupling. They create an exact digital signal of the momentary (= actual) crankshaft position (0….360°) The CA sensors have a resolution of 0.1°

The spring loaded coupling absorbs all longitudinal and axial movement of the crankshaft. It drives a shaft which is supported by two ball bearings. The bearings are oil lubricated. From the shaft a toothed belt drives each sensor.

Shielded BUS cables transmit the Signals to the WECS control.


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•The crank angle signal is absolutely indespensable for engine operation. At least one of the sensors must be working. If one fails, WECS can detect the failure and will keep working with the healthy signal (plausibilty check). In case both sensors fail, at least one of them must be replaced. There is no emergency operation possible without at least one CA sensor!

•The sensor can be exchanged easily. With the flyhweel at 0.0°, the two red lines on the sensor must be flush. If not, the toothed belt is one or more teeth off its position and has to be slackened again, so the sensor wheel can be turned freely until the two red lines are flush. Then the belt has to be pre - tensioned with a given force (4.5 kg). Also the complete sensor drive can be exchanged, a complete drive is a standard spare.

•Standard spare parts: 2 Sensors; 1 complete drive unit, assembled; coupling parts.

•Experience will show whether the sensors can perfom satisfactory over a long term. The sensors are exposed to vibrations, heat and humidity. The belts have to be exchanged after a while (estimated lifetime max. 3 years). The belts must be free of oil!

•When working on the sensors or cables, the power must be switched off before disconnecting a cable!







Correct assembly of the crank angle sensors and -drive is indispensablefor the operational safety.

These pages intend to sharpen theawarness of service- and assembly people.All necessary informations areavailable in the Maintenace Manual,chapter 9.

Dropped gear wheel collar

Gear wheel

Worn face

Sensor pully, dropped off side ring: Consequence of overthightened belt.




Apply Molykote to sliding surface!

Fitting of shaft encoder

1. Turn crank shaft to TDC of cyl. 1

2. Insert shaft encoder into the guide of the bearing housing. Fasten screws slightly.

3. Push shaft encoder (with black holder plate!) inwards

4. Check whether the holder plate moves freely in the bearing housing



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Fitting of toothed belt1. Lay toothed belt onto the gear wheels in the position where the two red marks

of the gear wheels are flush. (The wheel of the sensor is freely movable….)

2. Push shaft encoder outwards till belt is slightly tensioned. Slightly tighten the screws. Re - check if red marks are flush!

3. Align toothed belt in running direction and apply spring balance

4. Tension the belt slightly with the balance, loosen the screws and apply 4.5 kg. Tighten the screws.

Cylinder No 1 must be at its actual, physical TDC during the whole installation process! (This is NOT necessarily corresponding with the TDC signal "tooth"….!)

No tensioning by feeling! Use the tool....



It's important to recheck tension afterseveral engine revs. It will mostly become abit slack as consequence of alignement on the wheels.

Visual check for belt tension see sketch: Belt teethon TDC and BDC of wheel must rest in ground.


5. Turn the crankshaft for several turns to let the toothed belt find its running track.

6. If the belt tension has slackened, repeat the tensioning procedure. Check the belt tension according the figure below.

7. Adjust and bend locking plates.

8. Tighten all screws and lock them.

Cylinder No 1 must be at its actual, physical TDC during the whole installation process! (This is NOT necessarily corresponding with the TDC signal "tooth"….!)


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Servo oil and control oil is fine filtered before it enters the pumps and hydraulics. The automatic filterhas cartridges of nominal 6 µm. There is an emergency bypass filter with 36 µm mesh size.The reason for filtering is to increase the lifetime and safety margin of all hydraulic components.

Control box with indications


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The backflushing is automatically initiated by the control box either

A) time controlled (after 1 hour) orB) if the differential pressure across the filter becomes too high (0.35 bar)

The filter "sludge" goes back to the crankcase. It is filtered system oil which is clean enough for normal use.

In the filter control box the backflushing is initiated either by time or differential pressure. Flushing cycles arecounted. Alarms are generated if necessary (Overcurrent, differential pressure high etc…)Inside the box there is a switch with positions "Operation" and "Adjust". After switching to "Adjust" someparameters become adjustable. Adjustable parameters are e.g. the flushing interval (1 hr 0 mins) etc…


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Auxiliary FunctionsAuxiliary FunctionsAuxiliary Functions

WECS 9500/9520Injection ControlExhaust Valve Control Starting Valve Control

Servo oil pressure control

Fuel pressure control

Main FunctionsMain FunctionsMain Functions

Control oil pumps control

Valve stroke measurementICU stroke measurement

Crank angle detection


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Injection Control(volumetric injection control)

CCM

VDM

CYL-EU


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Schematic Layout of an Injection UnitAll components drawn in

position “Return” (No Injection)


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Servo oil


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Actuation ofautomatic start valveOil mist detectorflushing of autom. filter for servo oil / control oil circuits.air spring supplycontrol air for air spring has to be adjusted to 6.5 bar at 23HA.stand-by control air has to be adjusted to 6 bar at 19HA.

PLEASE NOTE: Proper setting of the air spring pressure is essential for correct exhaust valve timing.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 05.2005 / JKU Page 1

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The RT-flex engine control is combined between the internal engine control WECS-9520and the external Propulsion Control System, which comprises Remote Control; Safety System, El. Governor- and Alarm Monitoring System:

1. Engine control system: WECS-9520The WECS-9520 is the core engine control, it processes all actuation, regulation and control directly linked to the engine:

Common rail monitoring and pressure regulationInjection and exhaust- and start valve control and monitoring Interfacing external systems via CANopen or MOD Bus Engine performance tuning, IMO setting and -monitoring

The WECS modules are mounted directly on the engine and communicate via internal System CAN Bus. An operator access to the WECS-9520 is integrated in the user interface for the propulsion control system.

Each cylinder has got its own module for the cylinder-related functions. Additionally all common functions are shared between these modules.

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2. Remote control system: Kongsberg Maritime, NABTESCO, SAM, Lyngsø,

The remote control is the operator interface to the engine. Selectable control panels deliver following manoeuvring commands to the WECS-9520 via CAN bus or MOD bus connection:

Start, Brake AirStopAheadAstern

The remote control processes the engine telegraph command with internal settings (scaling, load program etc.) to a speed reference signal for the governing system.

3. Electronic governor system:Kongsberg Maritime, NABTESCO, SAM, Lyngsø, ABB

The electronic governor system supplies the fuel command for the WECS-9520 and regulates the engine speed. The fuel command is calculated from the speed reference signal of the RC-system in relation to the engine load. Fuel limiter in the governor system limit the fuel command depending on actual speed and charge air pressure to avoid engine operation beyond the propeller law curve (smoke & torque limiter).

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Air RunSlow Turning Slow Turning Failure Reset



4. Safety system:Kongsberg Maritime, NABTESCO, SAM, Lyngsø

The safety system activates slowdowns and shutdowns in case of overspeed or other abnormal conditions of the engine or its auxiliary equipment. The function with the RTflex engine is similar to the conventional RTA engines, with some different / surplus functions:

WECS uses redundant BUS communication with safety system to activate its slowdowns / shutdownsThe safety system (not the WECS!) directly activates the emergency stop solenoid via hardwiring to depressurize the fuel common rail;

Additionally the safety system delivers some digital outputs to WECS via CAN Module Bus:

Two inverted main bearing oil slowdown signals (size IV only 1 signal) for dry-running protection of the control-oil pumps.

Shutdown signal to WECS, to activate WECS-internal shutdown responses.

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5. Alarm monitoring system:Any possible system with class approval

The monitoring system receives alarm messages, divided in two groups:

Alarm signals from WECS control system, transmitted via redundant module bus connection. Alarm signals hardwired via E130 for following general failures:

Leakage Alarms: Rail Unit, Supply Unit, Injection Components;Fuel Pressure Actuator Failure;Fuel Pump Outlet Temp Deviation MonitoringServo Oil Flow Monitoring

If propulsion control and alarm monitoring systems are provided by different suppliers, the WECS9520 “split version” is used, and the interface is exclusively via MODbus

If propulsion control and alarm monitoring systems are provided by same supplier, the WECS9520 “ integrated version” is used, the interface can either be MODbus or CANopen bus.

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Control Room

WECS-9520

Service portCANopen

Crank-Angle

SSI Bus

CANopen System Bus

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Alarm System

FCM

-20

Cyl

. 1

CR Pumps Actuator

Servo oilPump

FCM

-20

Cyl

. 2

FCM

-20

Cyl

. 3

FCM

-20

Cyl

. 5

FCM

-20

Cyl

. 6

FCM

-20

onlin

e sp

are

FCM

-20

Cyl

. 4

4..20mA

CR Pumps Actuator

Servo oilPump

Servo oilPump

Servo oilPump

For engines with morethan 6 cylinders

CA

E90 SIBE95.1

ExVa3x EFIC

E95.6

PowerSupplies

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CR Pumps Actuator

Engineroom

PWM

flex Engine

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SAir

EthernetDENIS-9520 DENIS-9520

E85

CANopen

flex Engine

Local Manual Panel

CA

Nopen

CA

Nopen

ECR Manual Panel


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Control Room

WECS-9520

Serviceport

CANopen orModBus

Crank-Angle

SSI Bus

CANopen System Bus

Alarm System

FCM

-20

Cyl

. 1

CR Pumps Actuator

Servo oilPump

FCM

-20

Cyl

. 2

FCM

-20

Cyl

. 3

FCM

-20

Cyl

. 5

FCM

-20

Cyl

. 6

FCM

-20

onlin

e sp

are

FCM

-20

Cyl

. 4

4..20mA

CR Pumps Actuator

Servo oilPump

Servo oilPump

ModBus

Servo oilPump

For engines with morethan 6 cylinders

CA

E90 SIBE95.1

flex Engine

E95.6

PowerSupplies

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CR Pumps Actuator

Engineroom

PWM

flex Engine

CA

Nopen

lmflmf

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ExVa3x EFIC

SAir

Local Manual Panel

DENIS-9520ECR Manual Panel



The WECS9520 system is built with a single multifunctional electronic module FCM-20 = Flex Control Module 20

One FCM-20 is mounted per cylinder in a cabinet (E95) below the rail unit.An additional online spare module FCM-20 is located in theSIB Shipyard Interface Box (E90).The modules communicate between each other on a fast internal CANopen system bus.Additionally each module has got two module busses (1x CANopen, 1x MODbus) that are used for communication to external systems (PropCS, ALM), backup control panels, actuators (size IV).

The internal module layout and the cable trays in the rail unit entirely separate circuits with high EMC noise, like power cables or pulsed current lines (PWM, rail valves) from sensitive low power lines like databus cables and sensors.

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Low signals, Low signals,

High signals, High signals,

BussesBusses and sensorsand sensors

Power, PWM, RailvalvesPower, PWM, Railvalves

E95.02E95.01

E90 SIB

Cable tray highCable tray highCable tray lowCable tray low

Box Box



High Power I/O

Injector 1 Railvalve



Exhaust V/v Railvalve

Start Pilot Valve

24Vdc out, Start Ctrl-Oil PpsAut. Main Start Valve

Power Supply Man. Ctrl. Panels

Servo Oil Pump Actuator

Power Supply 24vDC OK

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FCM-20 Hardware I/O

On the upper left-hand side of the FCM-20 are the interface plugs for the high/pulsed power outputs.LEDs indicate I/O condition. Some change their colour in case of failures or short circuits. Blink codes give detailed failure information.


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• FCM/20 Cylinder # Identification Error•Fuel Qty. Feedback ok / Failure

• Exhaust V/v Position 1 FB ok / Failure• Exhaust V/v Position 2 FB ok / Failure

• Analogue In 1 (Rail Pressure, Charge Air…) / Failure• Analogue In 2 (Rail Pressure, Charge Air…) / Failure

• Analogue in 3 (Spare) / Failure

• CA Sensor 1 Short Circuit Power Supply• CA Sensor 2 Short Circuit Power Supply

• CA-Sensor 1 Master / Clock or Data Failure• CA-Sensor 2 Master / Clock or Data Failure

• CAN System Bus 1 Master / Bus Failure• CAN System Bus 2 Master / Bus Failure• CAN Module Bus 1 Traffic / Bus Failure

• MODbus Traffic

• Digital Input 1 (Turning Gear Engaged; TDC Pick-up)• Digital Input 2 (Pressure Switches)

• Analogue Out (Fuel Actuator Setpoint)

• Power Supply Failure• Module ready, SW ok

• Failure on Module• Not Applicable

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FCM-20 Hardware I/O

On the lower right-hand side are the interface plugs for low power signals and databusses.LEDs indicate FCM-20 module & I/O condition. Some change their colour in case of failures or short circuits. Blink codes give detailed failure information.



The internal FCM-20 functions within the WECS-9520 can be separated in two groups:

Common Functions & Cylinder Functions

1. Common functions:Fuel- and servo oil rail pressure regulation and monitoring, control oil pumps control.Storage and processing of tuning data (IMO, engine-specific and global settings)Internal WECS monitoring (power supply, SW-watchdog, CRC- & HW-checks)Calculation and processing of common control variables (VIT, VEC, VEO, engine state)Interface to propulsion control system and to backup panels in CR and LC.Failure indications with help of module LED`s.

2. Cylinder related functions:Start-, injection- and exhaust valve control according to settings in data container and commands and parameters received across CANopen System bus.For synchronizing the valve control timing with the crank angle, each FCM-20 reads and processes the crank angle signals from the SSI-Bus and calculates speed, angle and rotational direction of its cylinder.

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M-2

0C

yl. 1

FCM

-20

Cyl

. 2

FCM

-20

Cyl

. 3

FCM

-20

Cyl

. 5

FCM

-20

Cyl

. 4

Fuel Rail

Servo Oil Rail

Control Oil Rail

Control Oil Flow(4-20mA)

Servo Oil Pumps (CAN Module bus)

Fuel Supply Actuator (4-20mA)

Turning Gear Disengaged (Dig. In)

P Charge Air (4-20mA)

TDC Pickup (Dig. In)

1 2

1 2

1 2 3

1 2 3Autom. Start Valve(Dig. Out)

1 2

How external units are divided between FCM-20 #1 to FCM #5

Control Oil Pumps (Dig. Out)

Servo Oil Inlet Press.(4-20mA)

Local MCP (CAN Module bus) ECR MCP


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Injection Control Unit3 Railvalves

Exhaust Control Unit1 Railvalve

Start Pilot Valve

Exhaust ValvePosition Feedback

4-20 mA

Fuel QuantityFeedback4-20 mA

24Vdc out

Crank Angle SensorsEach

1 Clockbus 1 Databus

E85

Power Supply

24Vdc

Crankangle SSI Bus 2

Crankangle SSI Bus 1



The railvalves are ultra-fast responding (~2ms) bi-stable solenoid valves.Due to the high actuation current and the thermal load on the solenoid coils they may not be energized for more than 4ms. This “on”-time is sampled, monitored and limited by the WECS-9520.

After installing or replacing a bi-stable valve, its position open/close is unknown.To make sure the valves are always in the safe “No injection” and “Exhaust valve closed”position when the engine is stopped, WECS-9520 sends setpulses to all railvalves in regular intervals (~10s).

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Wire Coil Magnet Piston



Crank angle detection :

Without direct mechanical crank angle transmission to the control elements for fuel injection and exhaust valves it is necessary to measure the actual crank angle electrically. The WECS-9520 measuring principle provides an absolute angle resolution to make sure, the exact crank angle value is present immediately after powering up (without having to initialize the angle transmitters before a vacant output is present).

Two such angle transmitters are connected with serrated belts to a specially designed drive shaft. This application prevents transmission of axial and radial crankshaft movements to the sensors.

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To synchronize the messages between FCM-20 modules and CA-sensors, each sensor has an own SSI-Clock Bus. (SSI = Synchronous Serial Interface Bus). For every clock bus one of two redundant FCM-20 supplies a clock pulse to the sensor and the other modules. These modules are the clock bus masters.Each crank angle sensor (or shaft encoder) supplies angle data signals in a bit frame to all FCM-20 modules via its SSI-Data Bus.Signals from both CA sensors are processed and checked for errors within each FCM-20. A final master angle is calculated from the measured angles.The final master angle value is compared with a TDC pulse signal from a pick-up on the flywheel. If the difference between master angle and TDC signal is too large, an alarm, slowdown or shutdown is initiated by the WECS-9520 (depending on the deviation angle).The final master angle value is used to determine crankangle, engine speed and direction of engine rotation.

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Normal operationSome degrees before the piston reaches TDC, the FCM-20 calculates the correct injection begin angle, taking VIT and FQS into consideration. Further a deadtime is added to compensate the time-difference between the injection command from the control system and the real injection begin. The deadtime is measured during the injection cycle by comparing the elapsed time between command release and begin of movement fuel quantity sensor. The fuel quantity sensor further gives a feedback of the amount of injected fuel and is compared with the scaled fuel command. Injection begin and end are triggered and actuated by the FCM-20.

Injection Control(volumetric injection control)

Each FCM-20 calculates the necess-ary injection timing for its own cylinder by processing the crank angle signal and the fuel command received from the speed control.

FCM-20

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Schematic Layout of an Injection UnitWhen the railvalves are switched to “Injection”, fuel is supplied from volume through injection control valves 3.41 to the fuel nozzles. During fuel displacement the fuel quantity piston moves inwards and delivers a feedback signal analogue to the injected fuel quantity to the FCM, which compares this value with the necessary amount (= LI).

Once the desired amount of fuel has been injected, the FCM-20 switches the railvalves to “return”position. Immediately the injection control valves interrupt the fuel rail pressure from the fuel nozzles. Due to the rising pressure in space the fuel quantity piston moves back to its initial position.

Injection Control Valves

Rail Valves

Fuel Quantity Signal

Fuel oil side

Ctrl. oil side

All components drawn in position “Return” (No Injection)




At very low load two of the three injection valves are cut out. This is used to avoid visible smoke emission and to reduce fuel consumption. Injecting with one (or two) nozzles a certain fuel volume takes longer than with 3 (or 2) nozzles. This longer injecting time allows a more constant injection pressure and thus improved atomization for an optimal combustion. To avoid thermal stress to cylinder liners, the active nozzles are switched over every 20 minutes.

Special injection patternsAlso injection spray interruptions (multi-shooting patterns), register injection patterns are possible to optimize atomization. This feature is not yet used on the current engines.

Low Load operation

At low engine load the WECS-9520 cuts out one of the three injection valves per cylinder.

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Exhaust Valve Control

The exhaust valve is opened by servo oil pressure and closed by an air spring, same as with conventional Sulzer engines. A “partition device” (VCU, valve control unit) isolates the (fine-filtered) servo oil for the rail valve loop from the normal bearing oil for the exhaust valve actuation. The stroke of the valve spindle is measured by 2 analogue position sensors for a feedback to the WECS-9520.

Partition Device

Exhaust Control Valve

Exhaust Rail Valve

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Detailed functional description of the exhaust valve control:

The valve opening angle is calculated in each FCM-20 according to measured crank angle, nominal opening angle and VEO: “Variable Exhaust-Valve Opening”.The exhaust rail valves are triggered to the “Open” position.Servo oil pressure operates the control piston inside the valve control unit. This

movement builds up oil pressure for opening the exhaust valve spindle. The time between the “Open” command and the initial movement of the spindle is

measured. It is called opening deadtime. At the next revolution this deadtime will be considered by switching the rail valve a

little earlier (or later) for compensation of hydraulic delays.Analogue to the above mentioned, the valve closing angle is determined and

controlled by the FCM-20 including the VEC: “Variable Exhaust-Valve Closing” and a closing deadtime.

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FQS, VIT:

These functions are known from the contemporary RTA engines:

FQS: Fuel Quality SettingManual offset for the injection timing

VIT: Variable Injection TimingAdvance / retard injection according to engine load for optimized fuel consumption and NOx emission.

Different from the RTA engines, the injection angles for the RT-flex are no more related to the firing pressure (advanced injection begin => “+”, retarded => “-”), but to the

Crankangle (CA) between 0° - 360°. As a result an advanced injection begin or FQS setting [higher firing pressure] (e.g. +1.0° according to RTA philosophy) is now -1.0° in relation to the earlier injection angle (e.g. 2° instead of 3° CA).

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-2.0

-1.0

0.0

1.0

2.0

3.0

4.0

0 10 20 30 40 50 60 70 80 90 100 110 120

Engine Speed [%]

IT B

Ang

le [

°CA

]

-3.0

-2.0

-1.0

0.0

1.0

2.0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2

Charge Air Pressure [-]

IT A

Ang

le [

°CA

]

-4.0-3.0-2.0-1.00.01.02.03.04.0

0 200 400 600 800 1000 1200 1400 1600

Fuel Rail Pressure [bar]

IT C

Ang

le [

°CA

]

FQS, VIT:

The VIT angle calculation for the RT-flex depends on RPM, charge air pressure and (new) fuel rail pressure.

This 3rd parameter is introduced to compensate differences in injection timing resulting from different injection pressures.Higher fuel pressure causes advanced injection and higher P max.Thus the injection begin angle is retarded a bit with increasing fuel pressure. Fuel Rail pressure at CMCR

VIT A

VIT B

VIT C

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VEO, VEC:

The VEC (variable exhaust-valve closing) is known from the contemporary RTA 84T B/D engines:

VEC: Variable Exhaust-valve Closing

Adopting compression pressure to keep the firing ratio (Pmax / Pcompr) within permitted range during advanced injection.

VEO: Variable Exhaust-valve Opening

Keeps the exhaust gas pressure blowback constant by earlier valve opening at higher speed for fuel economy and less deposits at piston underside.

-35

-30

-25

-20

-15

-10

-5

0

5

0 10 20 30 40 50 60 70 80 90 100 110 120

Engine Speed [%]

VEC

Ang

le [

°CA

]-5

0

5

10

15

20

0 10 20 30 40 50 60 70 80 90 100 110 120

Engine Speed [%]

VEO

Ang

le [

°CA

]

VEC

VEO

VEC and VEO are calculated by WECS, they can’t be changed manually

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StartingBefore and at begin of an engine start, the fuel actuators are set to a value defined in the WECS-9520 parameters, normally it is 95% of the actuator output. As soon as engine running is detected, the rail pressure is regulated to the desired value (~700 bar).

Engine RunningFCM-20 #3 or #4 calculates the necessary rail pressure and the output signal to the actuators (4-20 mA signal range). 2 transmitters supply the actual value from the fuel rail. For faster response of the dynamic pressure regulation, any change of the fuel command for the speed control is additionally transmitted as feed forward to the control loop.The fuel pumps charge up the fuel rail pressure via intermediate fuel accumulator. The resulting pressure in the rail depends on the quantity of supplied oil coming from the supply unit and the outgoing fuel to the injectors.

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Pressure RegulationFor faster response of the dynamic pressure regulation any change of the fuel command is additionally transmitted as feed forward to the control loop.

Feed forward

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r

∑



Shutdown

A shutdown from the Safety System is performed as follows:

RTflex size I (58TB/60C): The safety system releases the pressurized fuel rail to the overflow tank by opening the pneumatic fuel shutdown valve 3.07 via emergency stop solenoid 3.08 (ZV7061S). RTflex size IV (84TD/96C): The safety system releases the pressurized intermediate fuel accumulator to the fuel return line by opening the hydraulic fuel shutdown valve 3.07 via emergency stop solenoid 3.08 (ZV7061S).

WECS-9520 triggers the fuel actuator output to zero for terminating fuel feed to the rail unit, while the engine is not yet stopped.

Injection commands are blocked by the WECS-9520.

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The servo oil rail pressure is controlled depending on the engine load. At part load the pressure is reduced, because due to the lower firing pressure, the servo oil pressure must be adopted to adjust the opening speed of the exhaust valve accordingly.

0

50

100

150

200

250

0 10 20 30 40 50 60 70 80 90 100 110 120

Engine Load (MEP x n) [%]

Serv

o O

il Pr

essu

e [b

ar]

A FCM-20 uses the fuel command as engine load reference to calculate the necessary setpoint for the servo oil pressure.Each servo oil pump is controlled by a different FCM. A pulse-width modulated current signal is supplied to solenoids mounted on the control plate of the pumps. This signal is setting the output of the axial pumps and accordingly the servo oil supply to the rail. With engine at standstill, the control oil circuit feeds the servo oil rail with approximately 50 bar, adjusted at pressure reducing valve 4.27.

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Control oil pressure control:

The control oil pump(s) supply an oil pressure of 200 bar to operate injection rail valves and to prime the servo oil rail (with reduced pressure), when the engine is at standstill. The high actuation pressure for the injection rail valves is required for a fast valve response and precise injection timing.

One control oil pump starts up, as soon as main bearing oil pressure is available. (Size IV: both pumps are starting up).During starting and in low speed range both pumps are running.At higher engine speed one of the pumps is switched off and restarts only if the control oil pressure delivered by the remaining pump drops below 170 bar. At engine stop, one pump is switched off again after a time delay. The other pump keep on running as long as main bearing oil pressure is available. (Size IV: both pumps keep on running).Control oil pressure is adjusted at pressure retaining valves inside rail unit.A dry-run protection in case of low bearing oil pressure is provided within the WECS software.

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The opening and closing of the starting pilot valves 2.07 is controlled by the corresponding FCM, depending on the crank angle. The nominal opening angle is 0°, closing angle is 110°For engines with a large cylinder number the closing angle can be reduced in order to save starting air. The automatic starting valve 2.03 is activated by solenoids ZV70113C and ZV7014C via FCM-20 #1 and #2, if the remote control sends a constant START signal over the bus.

For slow turning and slow turning failure reset the remote control sends pulsed signals to FCM-20 #1 and #2. The slow turning speed can be adjusted in the WECS-9520 parameters by adopting pulse cycles. Additionally an Air Run signal enables to blow the engine with start air, if required.

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Redundancy, emergency operation with damaged control parts :

Flex Control Module FCM-20

If a FCM-20 fails, the corresponding cylinder is cut out, all other cylinders remain operative.

Any FCM-20 module can be exchanged with the online spare. The respectivesoftware and parameters are already stored within the online spare module and no software download or reprogramming is necessary.

When introducing a FCM-20 module from stock as online spare in the system it will load up the software and parameters from the modules already present in the system. If installed as online spare without affecting operation. If installed in any other place without valid software, the module function will only be activated after completing data transfer to the new module.

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System CAN Bus, Module Bus (CANopen or MODbus) and SSI Bus (CA)Always two busses are active. If one bus is interrupted, shortened or else, the second bus is still available for communication. Engine operation is not interrupted.

WECS-9520 power supply (E85)All modules have redundancy by doubled primary and/or secondary power supplies.

SensorsAll vital sensors and transmitters are existing twice and their mean values are used for controlling the engine. If one sensor fails, WECS-9520 indicates the specific sensor failure and continues to work with the remaining one.

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Crank angle sensorIf one of the two crank angle sensors is out of order, WECS stays operational with the remaining crank angle sensor. If both sensors are damaged, the engine can not be operated! It is necessary to replace at least one sensor.

TDC- Pick-upA damaged TDC sensor is signaled by the WECS monitoring system, but will not stop or slow down the engine operation.

Fuel quantity sensorWith a damaged fuel quantity sensor, the FCM uses a fixed deadtime to calculate the injection begin angle and an artificial fast ramp signal for the fuel quantity, which results in less injected fuel on the affected unit than at normal operation.

Exhaust valve position sensorEach exhaust valve has two redundant position sensors. If both fail, the FCM controls the exhaust opening and closing valve angles with optimised, fixed opening and closing times



Fuel pumps and actuatorsIf a fuel pump / actuator is damaged, the connected regulating linkage(s) can be blocked manually in full delivery position. The corresponding fuel pumps deliver max. pressure. The (second) actuator(s) regulate(s) at a lower output and the fuel pressure control valve 3.06 limits the rail-pressure to 950 bar.

Servo oil pumpsWith one damaged servo oil pump the engine remains operational at full load, with 2 damaged pumps operation is only possible in lowest part load.

Control oil pumpsIf a control oil pump fails, the servo oil rail feeds the control oil circuit via non-return valve 4.29, until the second control oil pump builds up pressure. With both control oil pumps damaged, emergency operation is possible with exclusive oil supply from servo oil rail.

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Fuel shut down valve / Em. Stop valveWith fuel shutdown valve 3.07 or the emergency stop solenoid 3.08 damaged, any stop commands are processed by only blocking injections commands and triggering fuel actuator output to zero. Stopping the engine is always possible.

Remote Control / Speed Control SystemWith damaged remote control or speed control, the engine can still be operated from the back-up panel in the engine control room or from the local control panel.

If the speed control is still operational, the new WECS-9520 panels allow either fuel control mode or speed control mode from the manual control panels.

The manual control panels are a part of the WECS-9520 control system and offer one specified functionality, independent from the propulsion system manufacturer.

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Selector buttons for manoeuvring commands. Start Air is released as long as AH / AS buttons are pressed. The engineer can decide, when and for how long start- or brake air is supplied.

Select Speed or fuel control

Speed and fuel commands are set with a dial button on the RC supplier part of the CR / LC panels. Last command is stored, when taking over to other panel or from remote to manual control.

Similar panels are installed in ECR and Local Control Panel.

All necessary information is shown on the display:

• Speed and / or Fuel Command• Start Interlocks• Safety events (SHD, SLD, OVSPD)• Rail pressures


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If the Ackn. button is pressed for more than 5 seconds, WECS-9520 SW info and all necessary IMO check values are indicated in the screen for 10 seconds.



Chapter F: Service and Operation

Intention:

Introducing Service Engineers and Operating Engineers in some of the specialtiesof daily life with the Common Rail Sulzer.

What to think of and look at on daily rounds.

What do to if there's trouble.

Which parts to overhaul...

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- Normal Operation; Things to Consider.The flex part of the engine requires different treatment from other engines: The following list

mentions some thoughts. It can be extended:

- Trace heating of rail unit, supply unit and rising pipes (all fuel parts). To avoid sticking HFO the trace heating shall be on at all times. Especially important in port. The fuel inside rising pipes and rail does not circulate and must be kept warm. To avoid starting difficulties it is recommended to turn on the heating at least 4 hours before engine starting if it needed to be stopped for some reason. All rail unit covers shall be kept close.WARNING: When changing over bunker to MDO the trace heating must by all means be stopped early enough to avoid overheating of the diesel oil.

- WECS: The WECS system shall always be kept on, there is no need of stopping it in port.It is recommended to stop WECS power when unplugging sockets from modules, when disconnecting the sockets of the crank angle sensors and when welding on the engine. Power supply to a single cylinder can be stopped even with running engine, after switching it back on the cylinder will boot and start working.

Do not use water washing devices anywhere near the WECS boxes!

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- Oil treatment: Some of the hydraulic components are very grateful if they get only clean oil. It avoids operational trouble and prolongs their lifetime a lot. The automatic filter is a good and efficient provider of clean oil.Should the filter indicate high differential pressure all the time this will surely be an indicator for not so well treated main bearing oil.Only in real emergency cases must the automatic filter be switched over to it's by-pass side.

- Function test of main starting valve: The two solenoid valves are normally activated together for high availability. Carry out a function test sometimes by disabling each valve and starting the engine.

- To keep all engineers familiar with it: Do a local ("manual") start once in a while.

- Control oil pumps: The software that controls these pumps (= WECS) makes them run BOTH when the M/E is stopped. If you find this annoying you can stop one or both of them in port by its main breaker. Make it a habit to start them again when on stand-by.

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- Visual checks on daily rounds:The top covers of the rail unit lift up easily, so look inside daily and check for leaks, etc.

Keep an eye on the fuel pump regulating racks. Does it move freely on all pumps? (You can manually push a rod to a lower position, the other pumps will automatically deliver a bit more.)

Look inside the housing of the servo oil pumps for possible leaks.

-WECS modules, spare parts:Any FCM module can be used on any engine.This is NOT true for WECS 9500! (CCM,MCM have to be loaded with plant specific software)

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- Crank angle sensors and –drive:Check daily if the lube oil pipe feels warm. If not the fine orifice at the inlet to the housing may be clogged.Open the cover every few months and look inside. Are the belts Ok and with correct tension? Is there and dirt, oil? Do sensor wheels have play?

- After overhaul works in or around the rail unit and supply unit: Make use of the simulation possibilities of WECS. Once you have the control oil pumps running you can manually open and close the exhaust valves. This proves you that they work and that there is nothing leaking. Use the turning gear to check whether the Bosch Rexroth Pumps are reversing correctly!

- You can also use "Inj. venting" which will trigger all injection rail valves on-off for a minute. Oil will flow through them and warm them up. You can also see leaks now.

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The four most important tools for trouble shooting flex problems are:

Control DiagramAlarm-log, indications of actual values.Wiring diagrams of WECS (bUTIE85; E90, E95, E94, E96…)DENIS/WECS Signal List

If available, use trend lines to find out if a value is unstable.In most cases the alarm tells you straightforward what the problem is – provided you are familiar with the structure of the systems and of WECS.

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pìäòÉê oq=J ÑäÉñ=páòÉ=fsCombination of Alarms: Some situations create not one but a series of alarms. This can be confusing. Look at the first one that came up! Logical sense may still be required to pinpoint the exact source of trouble.

Possible procedure of troubleshooting in cases where origin is not clear:1st Exchange FCM module with neighbor cylinder. 2nd Exchange potentially involved rail valve with neighbor cylinder.Exchanging with neighbor cylinders makes it very clear if a component is really faulty or not. So do it before using an expensive spare.

Sensor fail alarms that go on and off. First Check: Power supply to sensor, cable connection. If sensor itself seems to be the cause and has to be changed, do so at next opportunity. If sensor can't be changed immediately, it's better to disconnect it, otherwise it might disturb the function of the control system.

Disconnecting works fine with fuel quantity sensors, exhaust valve stroke sensors, rail pressure transmitters and crank angle sensors.

"Injection quantity piston #n fail": Can be caused by different things like rail valve, FCM failure or cold control oil, etc. No need to change the complete injection unit (!), either it disappears after a while or you help it by depressurizing the fuel rail via shutdown valve.

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pìäòÉê oq=J ÑäÉñ=páòÉ=fsParts that Need Regular Inspection, Overhaul or Exchange:

• Fuel pumps: Plunger Exchange

• Fuel pumps regulating rack: bearings Exchange

• Servo oil pump: Roller bearings, plungers, regulating valve, sealing. Overhaul

• Control oil pumps: Plunger units Exchange

• Camshaft: Cam surface and fuel pump rollers. Inspection

• Injection control unit: Inspection and overhaul (only by Wartsila Switzerland or authorized Wartsila workshop)

• Fuel pressure regulating valve, shutdown valve. Overhaul

• Automatic filter Overhaul

• Hydraulic hoses, check condition and replace after some years.Exchange

• Crank angle sensors & drive: Belts, shaft sealing, sensors. Inspection & exchange

• FCM modules Exchange

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Not opened by Service- or Operation Engineers must be: Injection unit and electronic modules. Injection units can only be overhauled with special tools and skills and this must be left to W-Switzerland or authorized repairers. The E-modules can’t be repaired . Concerning the servo oil pumps, be it Dynex or Bosch/Rexroth, they basically can be opened, following the respective makers' instruction. It is strongly suggested to leave such overhaul works to shore workshops where absolutely clean conditions are given and where the necessary experience is.

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Modules: FCM - Module

Sensors: Crank angle, rail pressure PT, inj. quantity piston, exh. vlv. position, etc.Wires…

a) modules:The FCM module will probably have a limited lifetime. Its capacitors are exhausted after a certain number of billions of cycles. How many is not yet known exactly, however they are designed to last for several 10'000 hours of operation.

It can be exchanged very easily: Reduce engine power to half, switch off power supply to the concerned unit, remove all attached plugs, slacken the holding bolts and take the module out. Fitting in a new one goes exactly the other way. After switching the power back on the cylinder will start working after few seconds as if nothing happened.

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pìäòÉê oq=J ÑäÉñ=páòÉ=fsb) Sensors are quite easy to exchange. They are so designed that a failure of one sensor does notharm engine operation.

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c) Wires:A Flex-engine has hundreds of wires and each one is important for something.A loose or broken cable can stop one cylinder, can stop an exhaust valve or can simplycause a sensor-alarm.

It is the engine builders’ great responsibility to make the wiring good the first time. This is asimportant as alignment of gear wheels.Nevertheless, there might be troubles caused by wiring defects and Engineers must face thischallenge. Here are some of the principal items to consider about working on wires:

• Make sure no wires will not vibrate. They must not touch the covers or walls of theboxes. They shall not run one across the other but all in the same direction.

• Regular inspection of the wiring inside all boxes shall be done to avoid surprises.• If the wiring diagram indicates a shielded wire then a shielded wire must be used.

The shield must be connected to mass only where indicated.• The data cables, called CAN- Bus, is a special shielded wire. To replace it, BUS-

cable type must be used. BUS cable looks similar to normal shielded cable and canbe handled as such.

• The diagrams indicate “L” and “H” wires: “L” stands for LowPower, “H” stands forHiPower. In simpler words are L sensitive signal lines and H power lines. Important isthat these two classes are always guided separately with a distance of about 25 cmto avoid interference to signals.

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pìäòÉê oq=J ÑäÉñ=páòÉ=fs tb`p=m~ëëáîÉ=c~áäìêÉë

Check CAN System BusCAN System Bus / Crank Angle Bus Fail., FCM #nn

Check CAN System BusCAN System Bus Fail, FCM#00

Online Spare can be interchanged with spare part --- if failure persists after exchanging the module, check the CAN System Bus

Module FCM #00 Fail

Check respective signals.Check fuel p- transmitter 1(transmitter 2) in RU: Voltage supply 24V available on plug?Check cabling to E95.

Fuel Rail pressure, sensor 1(2), Meas. Fail.

Check respective signals on WECS-Assistant (page MAIN). Check servo oil p- transmitter 1(2) in RU, Voltage supply 24V available on plug?Check cabling

Servo Oil Pressure, Sensor 1(2), Meas. Fail.

Check charge air transmitter 1, (transmitter 2)Voltage supply 24V available on plug?Check cabling

Charge Air press 1(2), meas fail.

CountermeasuresAlarm Indication


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Check plug on cyl. cover box, sensor cabling and power supply.Change sensor if necessary.If failure appears intermittent, faulty sensor can provisionally be disconnected in cyl. cover box, before repair is possible

Exh. Valve # nn Position Meas. Fail.

Check CAN Module BusCAN Module Bus #nn Fail.

CountermeasuresAlarm Card Indication


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At least 1 pump running? (2nd should start in case of low pressure) Main oil supply and pressure after automatic filter OK?Leakage or shut-off cock for oil drain open?El. power to pump drives ok?

Control Oil Pressure Low

Check wiring.Sensor, power supply or sensor cable defective?

Control Oil Pressure, Meas. Fail

Reduce M/E power; Verify on local manometer if pressure is really too high. Take countermeasures according to T/C manual.

Charge Air Overpressure

Compare both charge air pressure indications with ch.air gauge pressure indication to determine erratic sensor.Check cabling and voltage supply to this sensor.Replace sensor if necessary.

Charge Air pressure, Meas. Fail diff hi

Check charge air transmitter 1, (transmitter 2)Voltage supply 24V available on plug?Check cabling

Charge Air pressure 1&2, Meas. Fail




DYNEX pump: Controller valve on pump not adjusted (after overhaul).

Servo Oil Pressure hi

Compare both servo oil pressure indications.Check cabling and voltage supply to the faulty sensor.Replace sensor if necessary.

Servo Oil pressure, meas. Fail. Diff. hi

Check respective signals. Check cablingCheck servo oil p- transmitter 1(2) in RU, Voltage supply 24V available on plug?

Servo Oil press. 1+2 Meas. fail

Check on main switchboard: Breaker on? Overload trip? Current sensing relays in starter box ok?Check cable from ctrl. oil pump starter box to FCMIs pump hot?

Control oil pump 1(2), fail.




Check fuel pressure regulating linkage for free movement. Check if fuel pressure actuators (Woodward) are switched on and working.Is fuel supply pressure ok (7-10bar)?Is there a leakage alarm pending? Regulating valve 3.06 releases fuel (=> bearing oil supply to valve not ok)?Size4: Temp monitoring alarm from fuel pump?

Fuel Rail pressure lo

Check fuel pressure regulating linkage for free movement. Check if fuel pressure actuators (Woodward) are switched on and working.Assembly mistake of fuel pump? (After overhaul)

Fuel Rail pressure Hi

Compare both fuel oil pressure indicationsCheck cabling and voltage supply to non-matching sensor.Replace sensor if necessary..

Fuel Rail Pressure, Meas. Fail diff Hi

Check respective signals.Check fuel p- transmitter 1(transmitter 2) in RU: Voltage supply 24V available on plug?Check cabling to E95.

Fuel Rail Pressure 1+2, Meas fail




Check cabling between E95 and injection quantity sensor, check plug. Make sure space between sensor and piston-sleeve is clean and sleeve is locked tight to piston. If 24Vdc ok but no signal, change fuel quantity sensor.

Injection Quantity #nn, Meas. fail

CA sensor drive or belts shifted?TDC offset wrongly adjusted?Possibility of shifted crankshaft?

Crank Angle, TDC lo shift

Check TDC-Pickup for correct cabling and correct distance to flywheel tooth . Measure voltage supply and signal. Replace sensor if necessary.

TDC signal, fail

Belt shifted or slack?When flywheel is at TDC#1, both sensors must show 0°CA.Adjust sensor offset parameter or belt position, if required.If only on one cylinder: Check E95 SSI bus wiring, replace FCM if necessary;If on a successive group of FCMs: Check SSI bus wiring from highest failing cyl. number to next higher cylinder without alarm

Crank Angle, Difference




Could be consequence of a rail valve failure. Not injecting with all active injector nozzles.Sometimes observed under rough sea conditions with quick load changes.Might be too low opening pressure of injector valve. Cracked or seized injection nozzles?Could be consequence of injector pipe leakage.Can occur when operating with stroke feedback disconnected

Inj. #nn timing fail.

Check indication on corresponding BOSCH controller cardPower Supply 24Vdc ok?Replace Bosch controller cardcheck wiring, check plugs and cables to solenoids and feedback sensors on Bosch pumps.

Servo Oil pump #n, Failure

Any Co - Alarms?Pipe crack?Check local swash plate indication (Bosch Rexroth only)

Servo Oil pump #n, No flow

Oil pressure after automatic filter OK? Control signal and cables to DYNEX / Bosch pumps OK? Safety valve 4.23 open?Drain from collector block open or inlet valves for servo oil rail closed?Can appear shortly during engine start with Bosch pumps.

Servo Oil Pressure lo



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Could be consequence of rail valve failure.Fuel viscosity too high? Steam trace heating off?Fuel quantity sensor damaged?If not recovering:Try short manual opening of fuel SHD-valve with red solenoid lever.Ultimately: Can also hint on seized quantity piston, ICU needs to be replaced.Fuel quantity sensor damaged?

Injection qty piston #nn fail

Manual (User-) Cutoff or Automatic Cutoff IndicationInjection #nn Cutoff

Air spring pressure too high or too low?Check non-return valve of bearing oil supply to actuator pipe.Mechanical failure of exh. control v/v or partition device?Exhaust rail valve failure?Cable break from FCM to exhaust rail valve?FCM failure?Check non-return valve in air supply to air spring.

Exh valve #nn fail.

System Bus 1+2 failed on this module?Crank Angle Bus 1+2 failed on this module?Module failed?

Module FCM #nn Fail.



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Check fuel pressure regulating linkage for free movement. Fuel pressure actuators (Woodward) are switched on and working?Is fuel supply pressure ok (7-10bar)?Is there a leakage alarm pending? Regulating valve 3.06 releases fuel (=> bearing oil supply to valve not ok, valve seat damaged)?Shut-off cocks at intermediate accumulator or rail inlet still closed after repair works?

Fuel Rail Pressure Very Low

Oil pressure after automatic filter OK? Control signal and cables to DYNEX / Bosch pumps OK? Safety valve 4.23 open?Drain from collector block open or inlet valves for servo oil rail closed?Can appear shortly during engine start with Bosch pumps

Servo Oil Pressure Very Low

At least 1 pump running? (2nd should start in case of low pressure) Main oil supply and pressure after automatic filter OK?Leakage or shut-off cock for oil drain open?El. power to pump drives ok?

Control Oil Pressure Very Low



pìäòÉê oq=J ÑäÉñ=páòÉ=fs tb`p=båÖáåÉ=c~áäìêÉë

Engine was overspeeding. (more than 115% nominal RPM).Rough weather? => Reduce RPM;Check for separate alarms from CA-sensors or FCMs.

Excessive engine speed

Check cables from angle transmitters to Cyl-EU's.Check entire CA sensor drive, Unlikely case that both transmitters fail together. Renew parts if necessary.

Crank angle 1+2, Fail.

CA sensor drive or belts shifted?TDC offset wrongly adjusted?Possibility of shifted crankshaft?

Crank angle / TDC Hi shift


Date post:	18-Apr-2015
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01 RT-Flex 4 Course a Overview

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