RT-flex mechanical features

Mechanical Features
(RT-flex Specific Parts only)

Chapter 20

© Wärtsilä Land & Sea Academy Page 1 Chapter 20 19-Mar-08

RT-flex mechanical features RT-flex specific parts only

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RT-flex mechanical features Overview, RT-flex50 (Size 0)

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

WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes

Automatic filter
Supply unit

© Wärtsilä Land & Sea Academy Page 3 Chapter 20 19-Mar-08

RT-flex mechanical features Overview, RT-flex60C (Size 1)

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

WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes

Automatic filter
Supply unit

© Wärtsilä Land & Sea Academy Page 4 Chapter 20 19-Mar-08

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

Rail Unit(s)
WECS-9520,
E90 Shipyard
Interface Box (SIB)
or at the free end
(smaller engines)

WECS-9520, E95
Cylinder Electronic
Unit Terminal boxes

Supply unit
Control oil
Automatic filter Pumps

© Wärtsilä Land & Sea Academy Page 5 Chapter 20 19-Mar-08

RT-flex mechanical features Rail Unit

For engines with more than 7

cylinders, the rail unit is split in two
parts.

Both rail-sections (forward/aft) for

fuel-, servo- oil are cross
connected by high pressure pipes.
=> Same pressure in the related
rails of both halves.

WECS-9520 Cylinder-Electronic
Unit boxes (E95) are fitted on the
outer front side

SIB (E90) Box on free end or in the

middle of the rail unit depending on
the number of cylinders (more than
7 cylinders in the middle)

Protection bars

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RT-flex mechanical features Rail Unit, Size 0

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RT-flex mechanical features Rail Unit, Size 1

RT-flex58T, MKI RT-flex58T, MKII

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RT-flex mechanical features Rail Unit, Size 2

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RT-flex mechanical features Rail Unit, Size 4

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RT-flex mechanical features Rail Unit Main Parts
Steam Fuel oil rail
Fuel oil rail: ICU‘s
The fuel rail contains high pressure fuel of
~ 600 - 800 bar delivered by the fuel pumps of
the supply unit.

For each cylinder, there is an Injection Control

Unit (ICU).
The rail is heated by a trace heating piping system.

Servo oil rail:

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

Control oil rail (some engine types only): Servo oil rail
The control oil rail contains 200 bar control oil (constant pressure) delivered by the control
oil pumps. VCU’s

Additional return/leakage piping:

Fuel ICU-leakage pipe
Common servo oil/control oil return pipe
Main bearing oil pipe for exhaust valve actuator pipe (some engine types only)
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RT-flex mechanical features (fuel) Injection Control Unit (ICU)

RT-flex96C

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RT-flex mechanical features ICU, Size 0

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RT-flex mechanical features ICU, Size 1

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RT-flex mechanical features ICU, Size 2

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RT-flex mechanical features ICU, Size 4

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RT-flex mechanical features ICU
Fuel quantity sensor
Servo (control) oil side:
Fuel quantity piston The rail valves control the oil flow to the control oil
block.
Servo (control) oil side
Fuel side:
Servo oil The fuel control valves are actuated by pistons in the
Rail valves return control oil block. There is one valve for each injector.
The main body of the ICU includes the injection
quantity piston.
Fuel control “Fuel Quantity Sensor” in a housing kept away from
valves the hot block.

Control- and fuel oil side are entirely separated from

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

Working principle:
Each ICU is pre-controlled by 2 or 3 rail valves to
Servo oil open or close the way for fuel from the rail to the
supply injection nozzles.
Fuel side Fuel for each injection, necessary stroke is calculated
and quantified, then injected, measured and corrected
for the next injection.
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RT-flex mechanical features Fuel Nozzle

Fuel nozzle with

“venting spiral”
(not valid for “MKI”)

Opening pressure 375 bar

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

Valid for flex 50B, 58T (MKII),

60C (MKII), 68B, 84T-D

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RT-flex mechanical features VCU

Valid for flex 58T (MKI),

60C (MKI), 96C-B

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RT-flex mechanical features VCU (MKI, 96C-B)

To exhaust valve
The servo oil supply from the servo oil rail to
3/2 way valve the 3/2 way valve is done via connecting
element. The 3/2 way valve is pre-controlled by
a rail valve (same type as for ICU).
Rail valve
Main bearing oil The servo oil return pipe has a back pressure
supply of ~2-3 bar to dampen pressure peaks.

To the upper part of the VCU/actuator pipe,

there is a main bearing oil inlet via a non-return
valve, in order to fill up the oil losses through
the orifice in the exhaust valve drive.
VCU cylinder
and piston

Connecting
element

Servo oil return

Shown for flex 58T (MKI),

60C (MKI), 96C-B

© Wärtsilä Land & Sea Academy Page 21 Chapter 20 19-Mar-08

RT-flex mechanical features VCU (50B, “MKII”, 68B, 84T-D)
Rail Valve

Valid for flex 50B, 58T (MKII),

To exhaust
valve drive 60C (MKII), 68B, 84T-D
3/2 way valve

The VCU sits directly on the servo rail.

In order to refill the intended oil loss through
the constant orifice in the exhaust valve drive
upper housing, there is an internal orifice to
the upper part of the VCU/actuator pipe.

Servo oil return

VCU piston

HP-hoses to/
Servo oil supply from ICU

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RT-flex mechanical features Rail Unit Piping

Shown for RT-flex96C-B

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RT-flex mechanical features Rail Unit Piping

Shown for RT-flex96C-B

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RT-flex mechanical features Rail Unit Piping, Size 0

ICU
Trace heating

Fuel oil rail

Fuel overpressure
regulating valve

Servo oil rail

VCU

Servo oil
return pipe
© Wärtsilä Land & Sea Academy Page 25 Chapter 20 19-Mar-08
RT-flex mechanical features Rail Unit Piping, Size 0

Fuel oil rail

Trace heating

ICU

Servo oil rail

VCU

Servo oil
return pipe
© Wärtsilä Land & Sea Academy Page 26 Chapter 20 19-Mar-08
RT-flex mechanical features Rail Unit Piping, Size 1 MKI
Fuel rail:
VCUs The fuel rail contains high pressure
ICUs fuel of ~ 600 -900 bar delivered by
the fuel pumps of the supply unit
during engine operation. The rail
pressure is regulated depending on
engine load. For each cylinder, there
is an Injection Control Unit (ICU)
installed on the fuel rail. The ICUs
are actuated by help of control oil
pressure. WECS is activating the
ICUs for injection control. The rail is
Fuel rail
heated by a trace heating piping
system.
Servo oil return pipe
Servo oil rail:
The servo oil rail contains fine filtered
Main bearing oil supply (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
Servo oil rail there is a Valve Control Unit /
exhaust valve actuator (VCU)
Control oil supply rail installed on the servo oil rail. WECS
is activating the VCUs for exhaust
Control oil return rail valve control.

© Wärtsilä Land & Sea Academy Page 27 Chapter 20 19-Mar-08

RT-flex mechanical features Rail Unit Piping, Size 1 MKI

Additional piping in previous

design:

ICU fuel drain pipe. (constant

orifice leakage drained to fuel
return to booster unit)
Fuel leakage drain (ICU
internal leakage or injection Trace heating
pipe leakage)
Control oil supply rail to
supply actuating control oil to
ICUs.
Separate control oil return
rail.
Main bearing oil supply to
VCU (refilling of drained oil
through constant orifice in
exhaust valve drive) ICU fuel drain pipe

Fuel leakage drain to overflow tank

© Wärtsilä Land & Sea Academy Page 28 Chapter 20 19-Mar-08

RT-flex mechanical features Rail Unit Piping, Size 1 MKI
Control oil pumps Control oil pumps:
- Two electrically driven
SHD-valve control oil pumps supply
arrangement control oil with constant
pressure of 200Bar to the
control oil supply rail.

Control oil Overpressure regulating

supply rail valve:
- Similar function as the
Control oil valve used for new design,
return rail but the SHD function is not
included. (fuel drained to
overflow tank)

SHD-valve arrangement:
- The SHD solenoid valve
(energised by Safety
System) enables control air
to the SHD-servo, that
activates the SHD-valve
itself to depressurize the fuel
system. (fuel drained to
overflow tank)

Overpressure regulating valve

© Wärtsilä Land & Sea Academy Page 29 Chapter 20 19-Mar-08

RT-flex mechanical features Rail Unit Piping, Size 1 MKII
Fuel oil rail:
The fuel rail contains high pressure fuel of ~ 600 -900
bar delivered by the fuel pumps of the supply unit
during engine operation. The rail pressure is regulated ICUs
depending on engine load.
For each cylinder, there is an Injection Control Unit
(ICU) installed on the fuel rail. The ICUs are actuated
by help of servo oil pressure via hydraulic HP-hoses.
WECS is activating the ICUs for injection control.
Fuel 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 servo oil rail. VCUs
WECS is activating the VCUs for exhaust
valve control.

The high pressure rails of new design are

made of single pipes. The ones of old design Servo oil rail
rail of rail pipe sections.
© Wärtsilä Land & Sea Academy Page 30 Chapter 20 19-Mar-08
RT-flex mechanical features Rail Unit Piping, Size 1 MKII

Additional return/leakage piping: Fuel leakage pipe

One fuel leakage pipe (back to

overflow tank)
One common servo oil return pipe
(back to crankcase)
Trace heating (steam or thermo oil) Safety valve

Fuel system overpressure valves:

Servo oil return pipe
SHD and overpressure regulating
valve. Opening pressure approx. Trace heating
1050bar for overpressure regulation.
The SHD-solenoid is activated by
Safety System to depressurize the
fuel system (fuel drained to return
pipe to booster unit).
SHD and overpressure
Safety valve. Opening pressure
regulating valve
1250bar. (fuel drained to overflow
tank).

© Wärtsilä Land & Sea Academy Page 31 Chapter 20 19-Mar-08

RT-flex mechanical features Rail Unit Piping, Size 4
Control oil
high pressure
hoses

Trace heating

Fuel oil rail

ICU and injection high pressure

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

Servo oil rail Control oil rail

Main bearing oil supply pipe for Servo oil (and control oil)
upper side of VCU (flex96C-B common return pipe
only)

© Wärtsilä Land & Sea Academy Page 32 Chapter 20 19-Mar-08

RT-flex mechanical features Rail Unit Piping

At each inlet, there are shut-off valves, in order to

isolate individual HP-pipes in case of leakages.

Fuel-, servo- and control oil inlet to the rails are

between the two rail unit halves (if more than 7
cylinders).

For redundancy reasons there are for each

system two rising pipes connected to the two rail
unit halves.

The cross-connection high pressure pipes enable

a direct connection between each rail for
pressure equalization
if one HP pipe is broken, it can be shut-off on
both ends and the remaining one feeds both
rails

© Wärtsilä Land & Sea Academy Page 33 Chapter 20 19-Mar-08

RT-flex mechanical features Rail Unit Piping

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

© Wärtsilä Land & Sea Academy Page 34 Chapter 20 19-Mar-08

RT-flex mechanical features Fuel Rail Pipe

Shown for RT-flex96C

The fuel rail pipe is made of one piece.

The bore has a shape of a “peanut”.

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RT-flex mechanical features Rail Valves

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RT-flex mechanical features Rail Valve RV-2
Injection / Valve open

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 VCU. Flex50 has only two rail valves per ICU.
Following an injection/return- or open/close command of WECS-9520, the
corresponding coils are energized for a very short time (normal operation
~1 ms, max. 4.5 ms), but with a high current impulse (~50-60A).
Iron core
This makes the valve spindle move towards the energized coil
(~0.3 mm stroke). Valve spindle
Control oil inlet
The high current impulse and the short travel of the valve
Inlet/outlet to ICU/VCU
spindle enable a very short actuation time, which is Outlet to return pipe
indispensable for precise injection- or exhaust valve control.

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

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

No injection / Valve close

© Wärtsilä Land & Sea Academy Page 37 Chapter 20 19-Mar-08
RT-flex mechanical features Exhaust Valve Drive (50-B, MKI)

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RT-flex mechanical features Exhaust Valve Drive (60C)

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

One measuring cone for stroke sensors

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

Exhaust valve spindle

© Wärtsilä Land & Sea Academy Page 39 Chapter 20 19-Mar-08

RT-flex mechanical features Exhaust Valve Drive (58T-B, MKI)

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RT-flex mechanical features Exhaust Valve Drive (60C, MKI)

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RT-flex mechanical features Exhaust Valve Drive (96C)

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

One measuring cone for stroke sensors

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

Exhaust valve spindle

© Wärtsilä Land & Sea Academy Page 42 Chapter 20 19-Mar-08

RT-flex mechanical features Exhaust Valve Drive (96C)
Damper Orifice

Oil inlet from

exhaust valve
actuator pipe Thrust piece

Double piston
drive

Measuring cone

Two exhaust valve

stroke sensors
Air spring piston

Disc spring package

Exhaust valve spindle

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RT-flex mechanical features Supply Unit Drive, Size 0

Single lobe drive

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RT-flex mechanical features Supply Unit Drive, Size 1

RT-flex58T-B RT-flex60C

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RT-flex mechanical features Supply Unit Drive, Size 2

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RT-flex mechanical features Supply Unit Drive, Size 3

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RT-flex mechanical features Supply Unit Drive, Size 4

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RT-flex mechanical features Supply Unit Drive

3-lobe cams Supply unit gearwheel

The supply unit is driven by the crankshaft, via Drawn for Size 4
two intermediate gearwheels.

3-lobe cams are mounted to the camshaft (size 0

with single lobe mono block camshaft and size 3
with 2-lobe mono block camshaft).

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. Camshaft bearing
covers
Since the supply unit, i.e. fuel pumps and servo
oil pumps have no timing, means they just supply
fuel or oil, the camshaft doesn‘t have to have a Servo oil
pump drive
determined position compared to crankshaft.
gearwheel
However the position of the cams relative to 2nd intermediate and pinions
each other must be respected. gearwheel

© Wärtsilä Land & Sea Academy Page 49 Chapter 20 19-Mar-08

RT-flex mechanical features Supply Unit, Size 0

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RT-flex mechanical features Supply Unit, Size 1

RT-flex60

RT-flex58T

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RT-flex mechanical features Supply Unit, Size 2

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RT-flex mechanical features Supply Unit, Size 3

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RT-flex mechanical features Supply Unit, Size 4

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RT-flex mechanical features Supply Unit
Fuel intermediate
Fuel side: accumulator
The „jerk-type“ fuel oil pumps deliver fuel
into the intermediate accumulator. To keep Fuel outlet
the rail pressure (600 - 900 bar), the pump Electric actuators to rail
flow rate is regulated via regulating linkage
Servo oil collector
and el. actuators, by pressure set point block
signals from WECS.

From the accumulator there are two outlets,

connecting the accumulator to the fuel rail
via two rising pipes.

Servo oil side:

The servo oil pumps are made by Dynex or Servo oil
outlet to rail Fuel pumps
Bosch. They deliver servo oil into servo oil
collector block with a pressure of ~ 80 -190
bar. There are two outlets from the collector
block, connecting to the servo oil rail via two
rising pipes.

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

© Wärtsilä Land & Sea Academy Page 55 Chapter 20 19-Mar-08

RT-flex mechanical features Supply Unit, size 4
Shutdown & Shutdown solenoid
overpressure valve
regulating
valve
Fuel drain

Fuel pressure
retaining valve

Fuel inlet from Fuel return to

booster unit mixing tank Intermediate accumulator with
two safety valves (1’250 bar).

© Wärtsilä Land & Sea Academy Page 56 Chapter 20 19-Mar-08

RT-flex mechanical features Fuel Pump

© Wärtsilä Land & Sea Academy Page 57 Chapter 20 19-Mar-08

RT-flex mechanical features Fuel Pump

Fuel pumps: Buffer space

The jerk-type fuel pumps deliver a variable Non return valve

quantity of fuel to the intermediate accumulator Pump cover
and fuel rail, in order to maintain the Pump cylinder
demanded rail pressure.
They do not have any timing. Pump plunger
To change the feed quantity, the pump plunger
Regulating sleeve
is turned by the regulating rack. Regulating rack
Compression spring
The roller guide/roller assembly and regulating
sleeve are lubricated by main bearing oil via a
double orifice.
Roller guide Upper housing

Roller
Lower housing

© Wärtsilä Land & Sea Academy Page 58 Chapter 20 19-Mar-08

RT-flex mechanical features Fuel Pump

© Wärtsilä Land & Sea Academy Page 59 Chapter 20 19-Mar-08

RT-flex mechanical features Fuel Pump
RT-flex mechanical features Regulating Linkage

Fuel pump regulating linkage:

Electric fuel pump actuators
The regulating linkage is moved by Woodward
(ProAct IV) electric actuators. They receive a
position set point signal from WECS.
One actuator controls two fuel pumps (the
arrangement of actuators can differ among
engine cylinder numbers).

The torque from linkage shaft to fork lever is

transmitted in both directions via torsional
springs. If a regulating rack of a pump is stuck
for some reason, the springs will compensate,
Local position so the other pump can still be regulated.
indication (0-10).
No load indicator !!
Torsional springs
Fork lever

Additional spring to push the rack,

in case of failure, to full position

© Wärtsilä Land & Sea Academy Page 61 Chapter 20 19-Mar-08

RT-flex mechanical features Supply Unit, Servo Oil (96C)
Servo oil pumps arrangement:
The servo oil pumps supply oil to the collector block, which has two high pressure outlet pipes to the
servo oil rail. A safety valve limits the max. pressure to 230 bar.
The number of servo oil pumps depends on the number of cylinders. If one pump fails, the engine can
still be operated.
Flow sensor
Safety valve Non return valves
at each inlet

High pressure
pipes

Collector Block

Oil supply Servo oil

pumps

Bosch pumps arrangement (some engines only). Dynex pumps arrangement

© Wärtsilä Land & Sea Academy Page 62 Chapter 20 19-Mar-08
RT-flex mechanical features Servo Oil Pump „Dynex“
RT-flex mechanical features Servo Oil Pump „Dynex“

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RT-flex mechanical features Servo Oil Pump „Bosch“, flex96C-B

The Bosch servo oil pumps are axial piston swash-

plate type pumps. They supply oil to the collector
block and via two high pressure pipes to the servo
oil rail. A safety valve limits the max. pressure to
230 bar.
The number of servo oil pumps depends on the
number of cylinders. If one pump fails, the engine
can still be operated at full load.
When the engine turning direction is reversed, the
swash-plate of the pumps needs to be reversed as
well.
Control oil is used to move the swash-plate to
position.

© Wärtsilä Land & Sea Academy Page 65 Chapter 20 19-Mar-08

RT-flex mechanical features Servo Oil Pump „Bosch“

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

Non return
Valve / anti
cavitation port
Proportional
valve solenoid- Anti cavitation
Proportional inlet (from
valves valve position servo oil main
transmitter Proportional supply pipe)
valve

HP-outlet pressure
transmitter

Main oil inlet

© Wärtsilä Land & Sea Academy Page 66 Chapter 20 19-Mar-08

RT-flex mechanical features Servo Oil Pump „Bosch“

The Bosch-Rexroth pumps have its own

regulating system, getting pressure
setpoint signals and ahead/astern signals
from WECS.
The anti-cavitation port avoids cavitation
in the pump body, if a pump does not
move the swashplate to the appropriate
engine running direction. (pump tries to
suck in from HP-outlet pipe).
In such a case, the non-return valve at
anti-cavitation port opens. Servo oil from
main supply pipe is sucked in via anti-
cavitation port and delivered out again
via main inlet. The oil will thus flow "idle"
through the pump.
This is default in case of black out, the B,B1 Pressure Port SAE 1 1/2 "
swashplate swings to ASTERN position SB Anti Cavitation Port SAE 2 "
S Suction Port SAE 3 "
to prevent servo oil overpressure due to
P,SP Control Pressure Port M18x1.5
windmilling engine without servo oil Rkv Pilot Fluid Drain M22x1.5
consumption. R(L) Return (Aeration) M42x2

© Wärtsilä Land & Sea Academy Page 67 Chapter 20 19-Mar-08

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

RT-flex58T, MK1

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RT-flex mechanical features Control Oil Pumps, Size 4
RT-flex mechanical features Service Pump

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RT-flex mechanical features Automatic Filter

The automatic filter unit filters the servo (and control-) oil to 6 m.
The by-pass filter has a mesh
size of 36 m.
The filter "sludge" goes back to
the crankcase.

© Wärtsilä Land & Sea Academy Page 71 Chapter 20 19-Mar-08

RT-flex mechanical features Crank Angle Sensor (CA)

The crank angle sensors are located on the free end of the crankshaft (or Geislinger Damper).

The crank angle signal is absolutely indispensable

for engine operation.
At least one of the sensors must be working. If one
fails, WECS-9520 can detect the failure and will
keep working with the healthy signal (plausibility
check). In case both sensors fail, the engine will
stop without delay.

There is no emergency operation

possible without at least one CA
sensor!

© Wärtsilä Land & Sea Academy Page 72 Chapter 20 19-Mar-08

RT-flex mechanical features CA-Sensor

They are separated from the crankshaft by a special coupling. They create an exact digital signal of the
actual crankshaft position (0….360°) The CA sensors have a resolution of 0.1°

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

Shielded BUS cables transmit the signals to the

WECS-9520 control.

CA-Sensors are delivered in a box

CA-Sensor, complete with holder and cable.

© Wärtsilä Land & Sea Academy Page 73 Chapter 20 19-Mar-08

RT-flex mechanical features CA-Sensor

© Wärtsilä Land & Sea Academy Page 74 Chapter 20 19-Mar-08

RT-flex mechanical features CA-Sensor

Connection unit CA Sensors

© Wärtsilä Land & Sea Academy Page 75 Chapter 20 19-Mar-08