Wartsila Fuel Pump - Maintenance

RTA58TMaintenance 5512–1/A1

1Wärtsilä NSD Switzerland Ltd

Key to Illustrations:

1 Spill valve2 Delivery valve3 Suction valve4 Relief valve5 Safety cut-out device6 Pressure bush7 Pressure bush8 Push rod9 Cover

10 Pin (short)11 Pin (long)12 Compression spring13 Compression spring14 Plunger

14a Plunger bush15 Cap screws16 Casing17 Orifice18 Screw plug

18a Drain screw19 Fuel injection pump block20 Screw plug21 Screw plug22 Regulating tappet23 Shut-off valve24 Vent valve25 Air cylinder26 V.I.T. indicator27 Pointer to setting shield28 Setting shield29 Load indicator30 Speed governor31 Eccentric shaft to

suction valve32 Eccentric shaft to

spill valve33 Valve housing34 Valve body35 Pressure spring36 Stop sleeve37 Disc38 Screw plug

39 Spacer40 Spacer41 Nut42 Withdrawing rod43 Disc44 Locking pin45 Setting screw46 Positioning unit47 Distance sleeve48 Lever49 Support50 Setting screw51 Setting screw52 Eccentric pin53 Roller guide54 Lever to regulating

linkage55 Shut-off valve (suction pipe)

55a Shut-off valve (spill pipe)56 Fuel channel57 Shut-off valve housing58 Vent screw59 Spindle guide60 Valve spindle61 O-ring62 O-ring63 O-ring64 O-ring65 O-ring

3.12 Fuel leverE Fuel inletD to the injection valvesK Check boreR Fuel return

U1 Spill valve to pump 1U2 Spill valve to pump 2D1 Delivery valve to pump 1D2 Delivery valve to pump 2S1 Suction valve to pump 1S2 Suction valve to pump 2

Tools:

1 Device for measuring 945522 Devices for measuring 945542 Fork spanners 945552 Special spanners 94555a2 Fork spanners 945571 Withdrawing device 945611 Socket insert wrench 945711 Torque wrench1 Grease gun

The fuel pump control can only be correctly adjusted, provided the regulating linkage bores arenot worn!Before starting preliminary measures to carry out checking and adjusting work on the fuel injec-tion pumps, the engine must be changed over to diesel oil before shutting it down!

A) Directions and permissible deviations

The correct adjustment of the fuel injection pump control is extremely important. Changes to the effective plunger(delivery) strokes may only be attempted when, on the occasion of checks, inadmissible deviations from the re-corded data of the setting table are established.The setting table which will be often mentioned in this description is handed over to the customer together with theshop trial documents.

Fuel Injection PumpAdjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing)

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Maintenance5512–1/A1RTA58T

2 Wärtsilä NSD Switzerland Ltd

a) Replacement of parts:

When parts of the fuel injection pumps (f.i. pumps for short) are replaced which influence the fuel injection control inany way then the f.i. pump controls must be checked and if necessary re-adjusted in compliance with the values ofthe setting table.

b) Cut-out checks:

In order to ensure that the engine can be shut-down at any time and can never overspeed, the various cut-outchecks must be carried out after the fuel injection pumps have been newly adjusted (see section F).

c) Adjusting data in the setting table:

The decisive adjusting data of the f.i. pumps and fuel cams is established for a specified load indicator position andentered in the fuel pump setting table.These are: � Idle stroke, begin of injection, total stroke, end of injection.

� The effective plunger stroke is arrived at by subtraction of idle stroke from total stroke.

d) Effective plunger (delivery) stroke in mm:

The effective plunger stroke is adjusted by modifying the length of the regulating tappet for the suction and spillvalves.In this manner shortening the regulating tappet produces an increase in the effective plunger stroke, and lengthen-ing the regulating tappet produces a reduction in the effective plunger stroke.

Adjusting the regulating tappet during operation is forbidden!

Equal effective plunger strokes on all f.i. pumps are necessary to obtain balanced power outputs on all the cylinders.For this reason the measured values of the individual f.i. pumps have to be compared with each other.

The maximum admissible deviation between the biggest and the smallest effective plunger stroke on individ-ual cylinders is 0.20 mm, and the deviation of the effective plunger stroke from the values in the setting table shouldnot exceed ± 0.10 mm.e) Begin of injection:

The begin of injection (°� T.D.C.) of a fuel injection pump may only be altered by turning the fuel cams and not byre-adjusting the regulating tappet of the suction valve.The deviation from the setting table shall not exceed ± 0.3�.

f) Equalizing the maximum cylinder (firing) pressures:

The equalizing of the maximum cylinder pressures may only be brought about by turning the fuel cam and not bychanging the lengths of the regulating tappets of suction and spill valves (on condition that the compression pres-sures are equal). Directions for the turning of fuel cams are given in group 4203–3.

g) Spacers for fuel delivery reduction:

While adjusting and checking the f.i. pumps no spacers may be inserted for delivery reduction. Directions to thiseffect are given under group 5512–1 in the Operating Manual.

B) Preparations (see also group 4003–2 of the Operating Manual)

1. Close shut-off valve for starting air with the handwheel to position CLOSED (closed by hand).

2. Start lubricating oil pumps for bearings and crossheads and set pressures for normal operation.

3. Disengage the turning gear, bring reversing lever on the local manoeuvring stand to AHEAD (RUN AHEAD),and stop lever 5.07 to RUN.

4. All pressure indicators (end position indication) of the valve groups D , located under the housings for the fuelinjection pumps and actuator pumps, must be actuated. Check whether the reversing valve 5.02 is also in posi-tion AHEAD (see Engine Control Diagram sheet 4003–2 in the Operating Manual) and that its position indicatoris not protruding.

5. Engage turning gear.

Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing)

1998

Attention



6. Drain the fuel injection pump block 19. Thereby proceed as follows:

– Shut off the fuel feed pumps.

– Close the corresponding shut-off valves 55(a) in the fuel channel 56, and loosen their vent screws 58 byseveral turns.

– Loosen carefully the drain screw 18a marked with red colour (Fig. ’A’ and ’H’) by several turns in the fuelinjection pump block 19 on the corresponding spill valve side which points away from the engine (possibil-ity of hot fuel!).

The screw plugs 18 and 21 (Fig. ’A’ and ’H’) are secured with LOCTITE No. 243 and should not beloosened for draining the fuel injection pump block.

Danger of accident! Always loosen first the vent screws 58, prior to loosening the correspond-ing drain screw 18a.

A

I

I55a55

56

18

21

62

21

56

19

21

2119

18

61 57 58

60

18a18a

I

00.7012

59

65

64


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Attention



7. Remove all covers 9, valve housings 33 and the corresponding internal parts (Fig. ’G’ and ’H’).

8. Wash suction and spill valves as well as their valve seats with clean diesel oil. Check that the valves slide easilyin their bodys and that the valve seats are undamaged. If necessary recondition the seat faces by careful grind-ing-in or replace the valves. Refit suction and spill valves (without their springs), apply MOLYKOTE G to thepressure bushs 6, and tighten these to a tightening angle of 25° (160 Nm) by means of the socket wrench insert

94571 and a torque wrench.

9. Check whether the spacers 39 and 40 of the dial gauge holders slide well and the dial gauge functions properly.If so, mount the dial gauge holders and screw them tight (see Fig. ’F1’ and ’F2’).

10. Draw fuel lever 3.12 out of position REMOTE CONTROL and engage it with the lever to the regulating linkage54 (Fig. ’R’). This move vents the air cylinder 25 (see also group 4003–2 of the Operating Manual). Set fuel levertogether with lever 54 to position ’8’.

11. Close shut-off valves 23 in the console to the control air supply. Open and actuate both vents 24 to drain the airbottles till they are without any air pressure (see Fig. ’B’).

12. Distance sleeve 47 must be fitted between the lever 48 and strap of support 49 as shown in Fig. ’C1’. By this, theeccentric shafts 31 for the suction valves are locked i.e. the V.I.T. indicator 26 is forced to be in position ’0’. Ifnecessary move the lever 48 correspondingly by means of the setting screws 50 and 51 in order to facilitate thefitting of the distance sleeve 47.

13. The V.I.T. indicator 26 must point to zero (Fig. ’C’).

� After completing the checking, the spacer sleeve 47 must again be disconnected, and forstoring be mounted as shown in Fig. ’C’. Turn back to the original position and lock the set-ting screws 50 and 51 if they have been adjusted.

� The joints of the regulating linkage between the governor and the f.i. pumps are equippedwith grease nipples. They must be lubricated weekly with MOLYKOTE paste G by a greasegun which is supplied with the tools.

� Tighten the drain screws 18a. Tighten the vent screws 58 and open the shut-off valves 55(a)in the fuel channel.

Steuerluftversorgung

CONTROL AIR SUPPLY

24

23

24

96.7010

287HA 287HB

B


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96.7009

I - I

II

50

31

48

48

26 32 27 28

47

49 46

47 49 48 49 51 50 2925

3.12

30

32

31

48282746

2654

C

C1

D


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96.7317

94561 4444

15

3 (1)

94561

4341

19

42

3

19

2

4143

42

1

19

94552 94554 15

40

39

14a

14

6

E

F1

For removal of the valve seats usethe withdrawing device 94561(see Fig. ’E’).It is used as follows:

Push the withdrawing rod 42 with-out any accessories right downthrough the valve body and pull itback until the spread forward endcomes against the front end of thevalve body.

Mount disc 43 and screw on nut 41but not right down yet.

Lead the locking pin 44 throughthe withdrawing rod until its ringenters the slot at the upper end.

By tightening the nut 41 the valvebody can now be pulled out of thepump block.

F1 = Arrangement of the dialgauge above the plunger(delivery valve)

F2 = Arrangement of the dialgauge above the suctionand spill valves.

F2


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96.7013

III - III

V - V

V

II

II

V

III III

P

P U1

20

15

4

S1

E

S2

38

3433

36

35

37

E

18

16

19

R

R

20

D2

U2

D1

GI

161763


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IV - IV

II - II

IVIV

6

15

4

15 9

11

12

21

8

21

18

14a

19

8

9

6 711

12

1013

2

3

H

9

21

5

00.7011

14

K 18a

19

1


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C) Mounting the dial gauge for adjustment andchecking of fuel injection pump timing

Adjusting the dial gauge above the suc-tion valve:

� Turn the engine till the roller reaches thehighest position (cam peak).

� Install the dial gauge above the suctionvalve (S), now closed, providing an initialtension and set to zero.

Adjusting the dial gauges above the spillvalve and plunger:

� Turn the engine ASTERN till the roller lieson the base circle of the cam.

� Install a dial gauge above the spill valve (U)which is now closed, and above theplunger providing an initial tension and setto zero.

J

K

96.7322

Spill valve(U)

Suction valve(S)

Spill valve(U)

Dial gauge set to ’0’

Suction valve(S) closed

Roller oncam peak

Cle

aran

ce

Dial gauges set to ’0’

Plunger Cle

aran

ce

Roller on cambase circle


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D) Adjustment of fuel injection pump timing

– Carry out the preparations according to the sections A) and B).

– All checking data may neither exceed nor fall bellow the deviations mentioned in section A).

– The required data below is to be taken from the fuel pump setting table.

1. Adjusting positions ⇒ Setting shield, normal position 8 (F.Q.S. + V.I.T. positions ’0’). . . . . . . . . . . . . . . . . .

2. Idle stroke ’a’ in mm ⇒ Suction valve closes at a plunger stroke of ’a’. . . . . . . . . . . . . . . . .

3. Begin of injection before T.D.C. in °� ⇒ Suction valve closes before T.D.C. in °�. . .

4. Total stroke ’b’ in mm ⇒ Spill valve opens at a plunger stroke of ’b’. . . . . . . . . . . . . . . .

5. End of injection after T.D.C. in °� ⇒ Spill valve opens after T.D.C. in °�. . . . . .

6. Effective plunger (delivery) stroke ⇒ Total stroke – idle stroke (’b’–’a’ in mm). . . . .

Adjusting the begin of injection:

� Turn the engine AHEAD till the dial gaugeabove the plunger shows the value of theidle stroke ’a’.

� Adjust the regulating tappet 22 with thespecial spanners (Fig. ’M’) so that the dialgauge above the suction valve (S) shows0.02 mm (Fig. ’L’).(When taking the reading the locking nut ofthe push rod in question must already havebeen tightened).

This position signifies:Suction valve closes = Begin of injection

� On the flywheel graduation check the crankangle before T.D.C. in ° and record it.

� If necessary the fuel cam must be turnedappropriately (see group 4203–3).

94557

94555

94555a

94557

96.7407

S S

U U94555a

94555

458

22

M

’a’

0.02

mm

L

98.7132

Cle

aran

ce

0.02 mm 0.00 mm

Plunger stroke ’a’(idle stroke)

Spill valve(U)

Suction valve(S)


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Adjusting the end of injection:

� Turn the engine AHEAD till the dial gaugeabove the plunger shows the value of thetotal stroke ’b’.

� Adjust the regulating tappet 22 with thespecial spanners (Fig. ’O’) so that the dialgauge above the spill valve (U) shows 0.02mm (Fig. ’N’).(When taking the reading the locking nut ofthe push rod in question must already havebeen tightened).

This position signifies:Spill valve opens = End of injection

� On the flywheel graduation check thecrank angle after T.D.C. in ° and record it.

N

96.7322

Suction valve(S)

Spill valve(U)

’b’

0.02

mm

O

0.00 mm 0.02 mm

Plunger stroke ’b’(total stroke)

Cle

aran

ce

94555

94555a

94557

96.7134

S S

U U

94555a

94555

458

22

94557


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E) Checking of fuel injection pump timing

– All checking data must be compared with the fuel pump setting table, and may neither exceed nor fall bellow thedeviations mentioned in section A).

Adjusting the begin of injection:

� Turn the engine AHEAD till the dial gaugeabove the suction valve (S) shows 0.02mm.

This position signifies:Suction valve closes = Begin of injection

� On the dial gauge above the plunger checkthe idle stroke ’a’ and record it.

� On the flywheel graduation check the crankangle before T.D.C. in ° and record it.

Adjusting the end of injection:

� Turn the engine AHEAD till the dial gaugeabove the spill valve (U) shows 0.02 mm.

This position signifies:Spill valve opens = End of injection

� On the dial gauge above the plunger checkthe total stroke ’b’ and record it.The effective plunger stroke is arrived at bysubtraction of ’b’–’a’.

� On the flywheel graduation check thecrank angle after T.D.C. in ° and record it.

P

’a’

0.02 mm 0.00 mm

Plunger stroke(idle stroke)

Suction valve(S)

Spill valve(U)

0.02

mm

Q

96.7322

Suction valve(S)

Spill valve(U)

0.02

mm

0.00 mm 0.02 mm

Plunger stroke ’b’(total stroke)

Cle

aran

ce

’b’

Cle

aran

ce


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F) Cut-out checks

The cut-out checks of the f.i. pumps are of major importance and must therefore be carried out after every re-adjust-ing of the f.i. pumps. We further recommend that these checks also be made after every major overhaul of the f.i.pumps. Thereby the following checks must be carried out:

1. Checking the fuel cut-out with the fuel lever 3.12:

This check has to be performed best subsequently to the adjustment and checking of the fuel injection pumptiming, whereby proceeding as follows:

� Turn the engine AHEAD till the dial gauge above the suction valve shows 0.02 mm, i.e. begin of injection (Fig.’L’).

� Set the fuel lever 3.12 together with the lever to the regulating linkage 54 to position zero (Fig. ’R’).

� Check the stroke on the dial gauge above the spill valve.(This amount must be compared with the value quoted in the fuel pump setting table; only a little discrepancy isallowed and it should be never less than 0.8 mm. )

� Check whether the zero positions on the load indicator 29 and the setting shield 28 of the f.i. pumps coincide(Fig. ’R’).

R

98.7136

29

3.1230

2631

4832 27 28

54


1998



2. Checking the manual cut-out on the f.i.pump:

� Cut out the drive of the fuel injection pump(see Operating Manual group 5512–2).

� There must be a visible clearance of about2 mm between the roller and the fuel campeak after cutting off.

98.7137

S 53 52

~2 m

m

3. Checking the safety cut-out device:

The instructions in the Operating Manual group 4003–1 must be strictly followed.

As the suction valve tappets are suddenly lifted with a jerk during this test, the suction valve units should be com-pletely installed or at least secured by means of a cover.

G) Installing the valves after a check

The following points must be observed when fitting the valves:

� All the valves and springs must be dipped in clean diesel oil before fitting them.

� If the pressure bushes 6 and 7 were once more removed after the resetting, their threads and seating surfacesmust also be coated with MOLYKOTE paste G; then tighten the pressure bushes to an angle of 25° [160 Nm](see Fig. ’H’).

� During the assembly, tighten the screws 15 carefully crosswise and in small steps with 60 Nm. Use MOLYKOTEpaste G as lubricant (see Fig. ’H’).


1998



H) Checking of stagnation pressure control valve

During a check-up on the fuel injection pumps, at the same time also the stagnation pressure control valves (Fig. ’T’)are to be removed, cleaned and examined. Slight damage to the seating surface of the valve body 34 and of thevalve housing 33 can be remedied by lapping-in with fine lapping paste.The parts of the stagnation pressure control valves may not be interchanged.

The valve stroke ’X1’ must be checked and if necessary readjusted, if the valve body 34, the seating surface ’A’ (Fig.’T’) on the fuel injection pump block 19 or on the valve housing 33 have been remachined or lapped in.

Checking and adjusting the valve stroke:

– Insert valve body 34 into the valve housing 33.Measure and record the distance ’X’ using adepth gauge (Fig. ’U’).

– Fit the disc 37 and the stop sleeve 36 in thecorresponding bore of the fuel injection pumpblock 19 (Fig. ’V’).

– Measure and record the distance ’Y’. 98.7220

T

U

V

X1

X

Y

36

33

33

34

37

19

34

3619

3735’A’

The difference X–Y results in the measured valve stroke.The calculated valve stroke is 1.40 ± 0.15 mm.

� If the valve stroke is below 1.25 mm it can be adjusted by remachining the small landing surface (touching disc37) of the stop sleeve 36.

� If the valve stroke is more than 1.65 mm the valve body 34 and the valve housing must be checked and if neces-sary replaced.

The engine must under no circumstances be operated with the valve body 34 or the pressurespring 35 removed.


1998�

Attention

Wartsila Fuel Pump - Maintenance

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