40 RT-Flex WECS-9520 Control

RT-flex Training g
Function of the RT-flex C t l System Control S t WECS-9520

Chapter 40 Rev. 0 25.06.08
Wrtsil Land & Sea Academy Page 1 Chapter 40 Feb. 2010
RT-flex, WECS-9520
Control Systems Overview
The RT-flex engine g control consists of internal engine control WECS-9520 and the external Propulsion Control System (PCS) (not Wrtsil supply) with
z z z z Remote Control (ECR (ECR, Bridge) Safety System Electric Governor Alarm Monitoring System
Wrtsil Land & Sea Academy
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Chapter 40
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RT-flex, WECS-9520
Bridge
Control Systems Overview

OPI
ECR
fV
E. G.
AMS
SS
Engine room
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Chapter 40
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RT-flex, WECS-9520
Basic RT-flex concept
Basic Schematic of the Wrtsil RT-flex system with electronically controlled common-rail for fuel injection and exhaust valve operation.
RT-flex Concept
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Chapter 40
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RT-flex, WECS-9520
WECS-9520
Engine control system WECS-9520: CS

The WECS-9520 is the core engine g control, , it p processes all actuation, , regulation and control directly linked to the engine:
z Common rail monitoring and pressure regulation z Injection and exhaust- and start valve control and monitoring z Interfacing via CANopen g external systems y p or MOD Bus z Engine performance tuning, IMO setting and -monitoring
WECS-9520 has no central computer but each cylinder has its own FCM-20 module for the cylinder related- and common functions.
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RT-flex, WECS-9520
WECS-9520
These FCM-20 modules are mounted directly y on the engine g and communicate via internal System CAN Bus. An operator access to the WECS-9520 is integrated in the user interface for the propulsion control flexView system and flexView. WECS-9520 is neither an engine remote control system nor a safety system.
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RT-flex, WECS-9520
Remote control system:
K Kongsberg b M Maritime, iti NABTESCO Lyngs NABTESCO, L
Remote Control
The remote control is the operator interface to the engine. Selectable control panels deliver following manoeuvring commands to the WECS9520 via CANbus or MODbus connection:
z Start, Start Brake air z Stop z Ahead z Astern
Air run Slow turning Slow turning failure reset
The remote control processes the engine telegraph command with internal settings (scaling, load program etc.) to a speed reference signal for the governing system. system
RT-flex, WECS-9520
Lyngs
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RT-flex, WECS-9520
Kongsberg Maritime
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NABTESCO
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Electronic Governor
Electronic governor system:

K Kongsberg b M Maritime, iti NABTESCO Lyngs NABTESCO, L
The electronic g governor system y supplies the fuel command for the WECS9520 and regulates the engine speed The fuel command is calculated from the speed reference signal of the RC RCsystem in relation to the engine load. Fuel limiter in the governor system limit the fuel command depending on actual speed and charge air pressure ( & torque to avoid engine operation beyond the propeller law curve (smoke limiter) Critical speed range and other restrictions by the propulsion system are programmed to the governor system
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RT-flex, WECS-9520
Safety System
Safety system:
Kongsberg Maritime, Lyngs
The safety system activates slowdowns and shutdowns in case of abnormal conditions of the engine or its auxiliary equipment. The function with the RT-flex RT flex engine is similar to the conventional engines engines, with some different / additional functions:
z WECS-9520 uses redundant BUS communication with safety system z The safety system (not WECS-9520 WECS 9520 !) directly activates the hardwired emergency-stop solenoid to depressurize the fuel common rail
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RT-flex, WECS-9520
Safety System
Additionally the safety system delivers some digital outputs to WECS-9520 via CAN Module Bus: z Inverted main bearing oil shutdown signals for starting and dry-running protection of the control oil pumps z Shutdown signal to WECS-9520, to activate WECS-internal shutdown responses WECS-9520 failures requesting speed reduction are activated by the governor system through AMS to the safety system
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RT-flex, WECS-9520
Alarm Monitoring
Alarm monitoring system:

Any possible system with class approval
The monitoring system receives alarm messages, divided in two groups: z Some general failures alarm signals are hardwired via E130 and E90 for follo ing general fail following failures: res Leakage Alarms: Rail Unit, Supply Unit, Injection Components Fuel Pressure Actuator Failure Fuel Pump Outlet Temp Deviation Monitoring Servo Oil Flow Monitoring (Dynex pumps only) WECS-9520 Power Supply Monitoring
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Alarm Monitoring
Other WECS-9520 WECS 9520 failure signals are transmitted via redundant (module (module-) ) bus connection: z The standard WECS-9520 execution uses a Modbus interface to send failure messages to the AMS via WECS-9520 modules FCM-20 #3 and FCM-20 #4 z If both propulsion control and alarm monitoring systems are from Kongsberg Maritime (Autochief C20 and Datachief C20), then the monitoring system can access WECS-9520 directly y via CANopen interface to FCM-20 #1 and FCM-20 #2 and no Modbus connection is required
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WECS-9520 failures on the AMS:
Alarm Monitoring
Total 6 different groups of WECS-9520 failures are transmitted via CAN / Modbus to the alarm monitoring system: z Passive Failures
Failures of redundant sensors, , busses or components p
z Common Failures
Cylinder unit failures without redundancy or common system failures that do not cause any speed reduction
z Cylinder Failures
Any cylinder unit failures that cause a slowdown via AMS / SS
z Rail Pressure Failures

Common rail pressure failures that cause a slowdown via AMS / SS
Q
Cylinder Lubrication Malfunction (Pulse Lubrication only)

Any cylinder lubrication malfunction that causes a slow down via AMS / SS
z WECS-9520 Critical Failures
0 System critical failures that cause immediate stopping of main engine (not by AMS / SS) and can not be overridden by safety system
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RT-flex, WECS-9520
Bus Systems
Bus systems used for WECS WECS-9520: 9520:

CANopen System Bus CANopen Module Bus ModBus SSI Bus B
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Control Room
ECR Manual Panel
Standard System
flexView 2 x 230VAC
Power Supplies
ModBus #3 M ModBus #4 M CANopen or ModBus #1 Module Bus #2 CANopen Module Bus #3 CANopen Module Bus #0
Engine room
WECS-9520
CANopen System Bus FCM-20 FCM-20 FCM-20
Rail Unit
FCM-20
FCM-20
FCM-20
Cyl. 3
Cyl. 4
Cyl. 5
Cyl. 1
Cyl. 2
Cyl. 6
4-20 mA
E95.1
Starting Valve VCU 3x ICU
E95.6
CANopen / PWM
online spare E90 SIB

Crank-Angle SSI Bus CA 2 CA 1 CAN Nopen Module Bus B #n Feb. 2010
Local Manual Panel
CO Pump Actuator for Fuel Pump Servo oil Pump
CO Pump Actuator for Fuel Pump Servo oil Pump Actuator for Fuel Pump Servo oil Pump
RT-flex Engine
Actuator for Fuel Pump Servo oil Pump
Cyl. Lubrication Modules Wrtsil Land & Sea Academy

ALM-20 ALM-20
CANopen Module Bus #4
ALM-20
Page 18
ALM-20
Chapter 40
ALM-20
ALM-20
FCM-20
CANopen o Module Bu us #n-1
RT-flex, WECS-9520
Control Room
OPI OPI
Standard System Kongsberg

ECR Manual Panel
flexView 2 x 230VAC
Power Supplies
CANopen Module Bus #1 #2 CANopen Module Bus #3 CANopen Module Bus #0
Engine room
WECS-9520
CANopen System Bus FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20
Rail Unit
Cyl. 3
Cyl. 4
Cyl. 5
Cyl. 1
Cyl. 2
Cyl. 6
4-20 mA
E95.1
Starting Valve VCU 3x ICU
E95.6
CANopen / PWM
online spare E90 SIB

Crank-Angle SSI Bus CA 2 CA 1 CAN Nopen Module Bus B #n Feb. 2010
Local Manual Panel
CO Pump Actuator for Fuel Pump Servo oil Pump
CO Pump Actuator for Fuel Pump Servo oil Pump Actuator for Fuel Pump Servo oil Pump
RT-flex Engine
Actuator for Fuel Pump Servo oil Pump
Cyl. Lubrication Modules Wrtsil Land & Sea Academy

ALM-20 ALM-20
CANopen Module Bus #4
ALM-20
Page 19
ALM-20
Chapter 40
ALM-20
ALM-20
FCM-20
CANopen o Module Bu us #n-1
RT-flex, WECS-9520
WECS-9520 Functional Design

Low signals, Busses and sensors
The WECS-9520 system is built with a single multifunctional electronic module FCM-20 = Flex Control Module 20. O FCM-20 One FCM 20 is i mounted t d per cylinder li d i in a cabinet bi t (E95) below the rail unit. An additional online spare module FCM-20 is located in the SIB Shipyard Interface Box (E90). (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.
Box Box
High signals Power PWM, Power, PWM Railvalves
E90 SIB E95.02 E95.01
Cable tray high Cable tray low
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Bus cabling
Terminator resistors
At each end of the Bus cable a terminator resistant of 120 MUST be installed to avoid signal reflection
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FCM-20 Module
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FCM-20 Hardware I/O
On the upper pp left-hand side of the FCM20 are the interface plugs for the high/pulsed power outputs. LEDs indicate I/O condition. Some change h their h i colour l i in case of ff failures il or short circuits. Blink codes give detailed failure information.
FCM-20 Hardware I/O High

High Power I/O ICU, Rail valve #1 ICU, Rail valve #2 ICU, Rail valve #3
VCU, Rail valve
Start Pilot Valve 24VDC out, Ctrl-Oil Pumps Auto. Main Start Valve Supply Man. Ctrl. Panels Servo Oil Pump Actuator
Power Supply 24VDC
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FCM-20 Hardware I/O
On the lower right-hand g side are the interface plugs for low power signals and databusses. LEDs indicate FCM-20 module & I/O condition. di i S Some change h their h i colour l i in case of failures or short circuits. Blink codes give detailed failure information.
FCM-20 Hardware I/O Low

Low Power I/O 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 A l Analogue I In 1 (R (Rail il P Pressure, Ch Charge Ai Air) )/F Failure il 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 Set point) Power Supply Failure Module ready, SW OK Failure on Module Not Applicable
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FCM-20 Module Functions
The internal Th i t l FCM-20 FCM 20 functions f ti within ithi the th WECS-9520 WECS 9520 can b be separated t di in two groups:
Cylinder Related Functions Common Functions
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Cylinder related functions:
Cylinder Related Function Interface
For synchronizing the injectioninjection and exhaust 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 Start-, injection- and exhaust valve control according to settings in data container and commands and parameters received across CANopen System bus
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Cylinder Related Function Interface

Crankangle SSI Bus 1 Crankangle SSI Bus 2
E85 Power Supply
24VDC C
24VDC out
Exhaust Valve Position Feedback 4-20 mA
Fuel Quantity Feedback 4-20 mA
Injection Control Unit 2 or 3 R Rail il valves l
Exhaust Control Unit 1R Rail il valve l
Start Pilot Valve
Crank Angle Sensors each 1 Clockbus 1 Databus
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Common functions:
FCM-20 Module Functions
Fuel- and servo oil rail pressure monitoring and regulation Fuel regulation, 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 i state, t t etc.) t ) Interface to propulsion control system and to backup panels in ECR and LC Failure indications with help of module LED's LED s Aux. blower request at low charge air pressure
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Turning Gear Disengaged (digital in)
Common Function Interface
Charge Air Pressure (4-20mA) 1

FCM-20 FCM-20 FCM-20 FCM-20
2
FCM-20
Cyl l. 4
Cyl l. 2
Cyl l. 1
Cyl l. 3
Cyl l. 5
Local MCP (CAN Module bus) ECR MCP Fuel Rail
Servo Oil Rail
TDC Pi Pickup k (di (digital it l in) i ) 1 2 3 Servo Oil Pumps (PWM current 0-2,2A) Automatic Start 2 Valve (digital out) 1 2 3 Fuel Supply Actuator (4-20mA)
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T Turning i Gear G Disengaged Di d (digital (di it l in) i ) Charge Air Pressure (4-20mA) 1
Common Function Interface Control Oil
2
FCM-20 FCM-20 FCM-20
FCM-20
FCM-20
Cyl l. 4
Cyl l. 2
Cyl. 1
Cyl l. 3
Cyl l. 5
Local MCP (CAN Module bus) ECR MCP Fuel Rail Servo Oil Rail Control Oil Rail Control Oil Pumps (digital out) 1
Some engine types only

TDC Pickup (digital in)
Servo Oil Pumps (PWM)
Automatic Start Valve (digital out) 1 2 3 Fuel Supply Actuator (4-20mA)
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Turning Gear Disengaged (digital in)
Common Function Interface Bosch

Size IV only
Charge Air Pressure (4-20mA)

FCM-20 FCM-20
1
FCM-20 FCM-20
2
FCM-20
Cyl l. 4
Cyl l. 2
Cyl l. 1
Cyl l. 3
Cyl l. 5
Local MCP (CAN Module bus) ECR MCP Fuel Rail Servo Oil Rail Control Oil Rail Control Oil Flow (4-20mA) Servo Oil Inlet Press. (4-20mA) Automatic Start 2 Valve (digital out) Control C t l Oil Pumps 1 (digital out)
TDC Pickup (digital in)
Servo Oil Pumps (CAN Module bus)
Fuel Supply Actuator (4-20mA)
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Manual Control Panels

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 Select Speed or fuel control mode Speed or fuel commands are set with a dial button on the RC supplier part of the CR / LC panels. Last command is stored stored, when taking over to other panel or from remote to manual control. Speed control mode is only possible, if the speed governor system in the PCS and the bus connection is operational. 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.
Speed/fuel command
RT-flex, WECS-9520
START AHEAD
Manual Control Panels

Resets shutdowns on the safety system
START ASTERN
A start sequence will be initiated to reach preselected engine speed / power in requested direction if no starting interlock pending Engine will be stopped immediately
Overrides shutdowns if pressed once, next pressing releases override (see to red LED indication) Resets audible alarms from safety system and slow turning failures on this panel If the Acknowledge button is pressed for more than 5 seconds, WECS-9520 SW info and all necessary IMO check values are indicated in the screen until button is pressed again Pre-selects blowers for automatic mode; start / stop depends on actual charge air pressure. starts blowers manually, if both charge air sensors fail. =>Display: Aux. Blower Man. Ctrl. / No Blowers running Stops blowers during automatic mode only if engine is not running. running In manual mode stops blowers at any time.
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STOP
Releases starting air in ahead direction t blow to bl engine i on air, as long as button is pressed Releases a slow turning sequence (one single turn). Slow turning failures are i di indicated di in the h display di l
Chapter 40
Feb. 2010
RT-flex, WECS-9520 Rail valves:

The rail valves are ultra-fast switching (~1 ms) electrohydraulic solenoid valves. Due to the high g actuation current and the thermal load on the solenoid coils, they must not be energized for more than 4.5 ms. This on-time is sampled, monitored and limited by WECS-9520
Rail Valves
Rail valves are bi-stable, i.e. selected position remains until counter-direction is set by WECS-9520 After installing or replacing a bi-stable valve, its position (open or close) is unknown. To make sure the valves are always in the safe No injection and Exhaust valve closed position iti when h th the engine i i is stopped, t d WECS-9520 sends set-pulses to all rail valves in regular intervals (~10 s)
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Crank Angle Detection
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 crank angle sensors for WECS-9520 have an absolute angle resolution, therefore the exact crank angle value is present immediately after powering up 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 Each sensor transforms angle data from an optical code disk into a bit frame. The FCM-20 modules read these bit frames from a SSI bus (Synchronous Serial Interface Bus)
RT-flex, WECS-9520
Crank Angle Detection
To synchronize the messages between FCM-20 modules and CA-sensors, each SSI bus has its own clock bus bus, the bit frames itself are sent via its data bus The two last FCM-20 are clock bus masters (e.g. #11 & #12 on a 12-cyl. RT-flex). I.e. FCM-20 #(last-1) supplies clock pulses to sensor 1 and the other modules on bus 1. FCM-20 #(last) supplies clock pulses to sensor 2 and the other modules on bus 2 Signals from both CA sensors are processed and checked for errors within each FCM-20 Sensor angle values are compared with TDC pulse signals from a pick-up on the fl h l If the flywheel. th TDC signal i ld does not t match t h with ith a sensors crank k angle l sector t around 0, a common failure or, depending on the deviation, a critical failure (engine stops) is initiated by the WECS-9520 The final master angle value is calculated from the measured angles and used to determine crank angle, engine speed and direction of engine rotation
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RT-flex, WECS-9520 Injection control:

(volumetric injection ( j control) ) Each FCM-20 calculates the necessary injection timing for its own cylinder by processing the crank angle signal and the fuel command received from the speed control.
Injection Control
Normal operation Some degrees before the piston reaches TDC, the FCM-20 calculates the correct injection b i angle, begin l t taking ki VIT and d FQS into i t consideration. id ti F Further th a deadtime d dti i added is dd d t 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 fuel command. Injection begin and end are triggered and actuated by the FCM-20. FCM-20
RT-flex, WECS-9520
Injection Control Unit

All components drawn in position Return (No Injection)
Schematic Layout of an Injection Unit When the rail valves are switched to I j ti f Injection, fuel li is supplied li d f 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-20, which compares this value with the fuel command received from When the desired amount of fuel has been electronic governor governor. injected the FCM-20 injected, FCM 20 switches the rail valves to
Fuel Quantity Signal Injection Control Valves Servo (control) oil side
Fuel oil side
return position. A second time delay appears, before the quantity piston movement is terminated. This injection return delay is compensated inside the WECS-9520. After the injection control valves interrupted the fuel supply to the injector nozzles, due to the rising pressure in space the fuel quantity piston moves back to its initial position.
Rail Valves
RT-flex, WECS-9520
Injection sector with dead time correction
Injection Curve
Injection return overshoot True Injection j begin g dead time Injection begin dead time Begin of injection threshold =4% Injection return dead time Fuel command signal
Injection dead times:
Injection command
Injection j q quantity yp piston begin of movement
Return command
In the upper graph the red curve shows a simplified injection curve, as given by the fuel quantity q y sensor during g one injection j stroke. The blue curve shows the command timeframe (angle) between the injection- and return commands to the rail valve coils. After an initial quantity piston movement of 4% the ramp is considered as injection. The time elapsed between the injection command and this point is the true injection begin deadtime. At the return command the piston movement still continues until the end of the return deadtime. This maximum injection value is used by WECS-9520 for actual fuel command processing. The injection return overshoot is compensated by the external speed regulator (by adopting fuel command until desired engine speed is reached).
RT-flex, WECS-9520 Low load operation:

At low engine load the WECS-9520 cuts out one or two of the three injection valves per cylinder. This is used to avoid visible smoke emission and to reduce fuel consumption. During any fuel injection the pressure of the injected fuel can only be controlled after an initial peak. To inject a certain fuel volume with one nozzle takes longer than with 2 nozzles. This longer injecting time allows a larger g p part of the fuel to be injected j with a controlled pressure and thus improved atomization for an optimized combustion.
Single Nozzle Control
To avoid thermal stress to cylinder liners, liners the active nozzles are cycled every 20 minutes. Cycling from one nozzle to another is done with a 20 seconds time delay between each cylinder to prevent smoke emission due to cold fuel injected through the new active hot nozzle. nozzle
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Single Nozzle Control
Sequential cut-out of injection nozzles for smokeless slow-steaming

Smokeless operation at low speed Usual operation 3 nozzles in unison
Alternative Alt ti 2 nozzle operation
Alternative Alt ti 1 nozzle operation
smokeless operation down to 12% rpm R1

RT-flex, WECS-9520 Exhaust valve control:
Exhaust Valve Control
The exhaust valve is opened by servo oil pressure and closed by an air spring, same as with conventional engines. Instead of cam and roller the actuation is done by VCUs. The stroke of the valve spindle is measured by one or two analogue position sensors for a feedback to the WECS-9520.
VCU Pi Piston t
Slide rod
VCU rail valve

RT-flex, WECS-9520
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 VCU rail valves are triggered to the Open position. Servo oil pressure operates the slide rod which supplies the servo oil to the space below the VCU piston. The VCU piston compresses the oil in the actuator pipe, which finally opens the exhaust valve spindle
Rail valve Slide rod Piston
Oil supply
Servo rail
Exhaust valve
Position sensor Spring air
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The time between the Open command and the initial movement of the spindle is measured. It is called opening p g deadtime This deadtime will be considered by switching the rail valve a little earlier for compensation of hydraulic and mechanic 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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RT-flex, WECS-9520
15% exhaust t valve stroke
Exhaust valve open deadtime
Exhaust valve close deadtime
The signal Exhaust valve open is triggered after 15% opening stroke already where for the Exhaust valve closed signal a closing stroke of 85% is needed. Therefore, the Exhaust valve close deadtime shown in the flexView is much longer than Exhaust valve open deadtime.
85% % exhaust valv ve stroke
RT-flex, WECS-9520 FQS, VIT:

These functions are known from the conventional engines:
FQS, VIT
FQS: Fuel Quality Setting

z Manual offset for the injection timing in relation to the fuel quality
VIT: Variable Injection Timing

z Advance / retard injection according to engine load for optimized fuel consumption and NOx emission. Different from the RTA engines, g , the injection j angles g for the RT-flex are no more related to the fuel cam angle (advanced injection begin => +, retarded => -), but to the
Crankangle g ( (CA) ) between 0 - 360.

As a result, an advanced injection begin or FQS setting [higher firing pressure] (e.g. +1.0 1.0 according to RTA philosophy) is now -1.0 1.0 in relation to the earlier injection angle (e.g. 2 instead of 3 CA).
RT-flex, WECS-9520
2.0 1.0 0.0
FQS, VIT
VIT A
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 -1.0 -2.0 -3.0 Charge g Air Pressure [-] []
The VIT angle calculation for the RT-flex depends on RPM, charge air pressure and fuel rail pressure This 3rd parameter is introduced to compensate t differences diff in i injection i j ti timing resulting from different fuel rail pressures Higher fuel pressure causes advanced injection and higher Pmax
IT A Ang gle [CA]
FQS, VIT:
4.0 IT B Angle [ CA] 3.0 20 2.0 1.0 0.0 -1.0 -2 2.0 0 Engine Speed [%] 0 10 20 30 40 50 60 70 80
VIT B
90 100 110 120
VIT C
4.0 3.0 IT C Angle [CA] ] 2.0 1.0 0.0 -1.0 0 -2.0 -3.0 30 -4.0 Fuel Rail Pressure [bar] 200 400 600 800 1000 1200 1400 1600
Thus the injection begin angle is retarded a bit with increasing fuel pressure
Fuel Rail pressure at CMCR
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RT-flex, WECS-9520 VEO, VEC:

The VEC is known from the conventional RTA84T-B/D engines: VEC: Variable Exhaust Exhaust-valve valve Closing
VE EC Angle [CA]
VEO, VEC
VEC
5 0 -5 0 -10 -15 -20 -25 25 -30 -35 Engine Speed [%] 10 20 30 40 50 60 70 80 90 100 110 120
Adopting compression pressure to keep the firing ratio (Pmax / Pcompr) within permitted range during advanced injection. Exhaust-valve 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.
20 VEO Angle [CA] 15 10 5 0 0 -5 10 20 30 40 50 60 70
VEO
80
90 100 110 120
Engine Speed [%]
VEC and VEO are calculated by WECS-9520 and can not be changed manually !
RT-flex, WECS-9520
Fuel Pressure Control
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RT-flex, WECS-9520
Fuel pressure control
Example:
Rail pressure varies over engine load. Low load: Service load:
High pressure to optimize combustion (reduce smoke) High pressure to optimize fuel consumption
Middle load and CMCR load: Low pressure to comply with IMO emission regulations
RT-flex, WECS-9520 Starting
Already Al d at t standstill, t d till th the f fuel l pump actuators t t respond dt to the th existing i ti pressure in the fuel rails and set their output accordingly If at the beginning g g of the staring g sequence q the fuel p pressure is still higher g than 400 bar, the actuators will be first at zero and than increase to setpoint WECS-9520 monitors the fuel rail pressure and releases engine firing as soon as a minimum required fuel rail pressure is reached This is one of the advantages of the RT-flex concept since, on the same engine revolution, some cylinders are still being pushed down by staring air, others f receive already fuel Starting air is finally cut-off at a certain speed limit set in the RCS system
Page 51
Chapter 40
Feb. 2010
RT-flex, WECS-9520 Engine Running
The two Th t pressure transmitters t itt on the th fuel f l rail il deliver d li th the current t pressure value l to WECS-9520. 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 WECS-9520 calculates the necessary rail pressure and the corresponding output signal to the actuators (4-20 mA signal) The fuel pumps charge up the fuel rail pressure via intermediate fuel accumulator or direct to the fuel rail, depending on the engine type f f fuel f The resulting pressure in the fuel rail depends on the quantity of delivered by the supply unit and the amount of fuel injected
Page 52
Chapter 40
Feb. 2010
RT-flex, WECS-9520 Pressure Regulation
Feed Forward
The jerk-type Th j kt fuel f l pumps react t to t a new actuator t t setting tti only l with ith the th next t following delivery stroke. This generates a deadtime until the pumps can compensate against a raising or falling fuel rail pressure To change the fuel rail pressure, a new fuel command is needed. For faster response of the dynamic pressure regulation any fuel command change is additionally transmitted as feed forward to the control loop
r Feed forward
Page 53
Chapter 40
Feb. 2010
RT-flex, WECS-9520 Shutdown
A shutdown from the Safety y System y is performed p as follows: The safety system releases the pressurized intermediate fuel accumulator to the fuel return line by opening the hydraulic fuel shutdown valve 3 3.07 07 via emergency stop solenoid 3.08 (ZV7061S) WECS-9520 WECS 9520 triggers the fuel actuator outputs 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 The red lever is NOT meant for emergency stop
3.08
3.07
Page 54
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Servo Oil Circuit
Page 55
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Servo & Control Oil Circuit Dynex

Some engine sizes only
Page 56
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Servo & Control Oil Circuit Bosch

Some size 4 engine only
Page 57
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Serv vo Oil Pressu e [bar]
Servo Oil Pressure Control
The servo oil rail pressure is controlled depending on the engine load. At part load the pressure is reduced to adjust the opening speed of the exhaust valve against the lower remaining gas pressure in the cylinder
250 200 150 100 50 0 0 10 20 30 40 50 60 70 80 90 100 110 120
WECS-9520 uses fuel command and Engine Load (MEP x n) [%] speed as engine load reference to calculate the necessary setpoint for the servo oil pressure. Each servo oil pump is controlled by a different FCM-20
Dynex: A pulse-width modulated (PWM) current signal is supplied to the solenoid mounted on the control plate of the pumps. This signal is setting the output of the axial piston pumps to maintain the required servo oil rail pressure Bosch: Pressure command and engine running direction are communicated via CAN bus to the Bosch electronic controller cards of the pumps While engine at standstill, the control oil circuit feeds the servo oil rail with appro imatel 75 bar approximately bar, adj adjusted sted at press pressure re red reducing cing valve al e 4.27 4 27 (some engine t types pes only)
RT-flex, WECS-9520
Control Oil Pressure Control RT-flex84/96, MKI
The control oil pumps supply an oil pressure of 200 bar to operate injection control valves l and dt to prime i th the servo oil il rail il ( (with ith reduced d d pressure), ) when h th the engine i i is at t standstill. Control oil pressure is adjusted at pressure retaining valves on the control oil collector block A dry-run protection in case of low bearing oil pressure is provided within the WECS-9520 software Bosch Pumps: z Below 50% engine load or control oil pressure less than 170 bar, both pumps are running i z At higher engine load one of the pumps is switched off Dynex Pumps: z Always one pump is running over the entire engine load range z The second pump starts only if the control oil pressure delivered by the running pump drops below 170 bar
Page 59
Chapter 40
Feb. 2010
RT-flex, WECS-9520
The automatic starting valve 2.03 is activated by solenoids ZV7013C and ZV7014C via FCM-20 #1 and FCM-20 #2, , if the remote control sends a START signal g over the bus The opening and closing of the starting pilot valves 2.07 is controlled by the corresponding FCM FCM-20, 20 depending on the crank angle The nominal opening angle is 0, closing at 110 On engines with a large number of cylinders the closing angle can be reduced in order to save starting air For slow turning the starting pilot valve will be operated by pulsing signals. The slow turning speed can be adjusted in the WECS-9520 parameters by adopting length l th of f the th pulses l Additionally an air run signal enables to blow the engine with starting g air
Starting Valve Control

2.03
2.07
Page 60
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Starting Valve Control
Page 61
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Module Redundancy
Redundancy, emergency operation with damaged control parts:

Flex Control Module FCM FCM-20 20
If an FCM-20 fails or being switched off, the corresponding cylinder is cut out and its common functions will fail, all other cylinders remain operative Any FCM-20 module can be exchanged with the online spare. The respective software and parameters are already stored within the online d l and d no software ft d l d or reprogramming i i spare module download is necessary When installing a new FCM-20 module from stock, it must first be installed in the E90 box (Cylinder 0) as online spare for updating
Page 62
Chapter 40
Feb. 2010
RT-flex, WECS-9520
System Redundancy
System CAN Bus, Module Bus (CANopen or MODbus) and SSI Bus (CA)
y two busses are active. If one bus is interrupted, p , shortened or else, , the Always second bus is still available for communication. Engine operation is not interrupted
WECS-9520 power supply (E85)

pp All FCM-20 modules have two redundant p power supplies
Bosch pump power supply (E87) (some engine types only)

All Bosch pumps have two redundant power supplies
Sensors
Most of vital sensors and transmitters are existing twice and their mean values are compared and then used for controlling the engine. If one sensor fails, WECS9520 indicates the specific sensor failure and continues to work with the remaining one
RT-flex, WECS-9520
Sensor Redundancy
Crank angle sensor

If one of the two crank angle sensors is out of order, WECS-9520 stays operational with the remaining crank angle sensor
1 But at least one sensor has to be operational !!

TDC Pick-up
A damaged TDC sensor is indicated by the WECS-9520 monitoring system, but will normally not stop or slow down the engine operation (=> else disconnect sensor)
Page 64
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Sensor Redundancy
Fuel quantity sensor

With a faulty f lt fuel f l quantity tit sensor, th the corresponding di FCM-20 FCM 20 uses a fi fixed d 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 sensor

Each exhaust valve has two redundant position sensors, RT-flex82 has only one. If both fail, the corresponding FCM-20 controls the exhaust opening and closing valve angles with fixed opening and closing times
Page 65
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Fuel pumps and actuators
Pump Redundancy
p actuator failed, , the connected regulating g g linkage(s) g ( ) has to be blocked If a fuel p pump manually in a suitable position. The remaining actuator(s) are compensating as much as possible. The fuel pressure control valve 3.06 limits the rail pressure to 1050 bar A damaged fuel pumps need to be lifted up with a tool and the other pumps need to deliver a higher output. Load might be restricted
Servo oil pumps

With one damaged servo oil pump the engine remains operational, at least at part load
Control oil p pumps p (some engine types only)

If 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 p pumps p damaged, g , emergency g y operation p is p possible with exclusive oil supply pp y from servo oil rail
RT-flex, WECS-9520
Shut down and Emergency Stop
Other Redundancies
Stopping the engine in case of emergency is done by different ways, where each one will stop the engine
z z z z Triggering the emergency stop valve y the g governor Fuel zero command released by Cutting injection Pulling fuel pumps to zero position
Remote Control / Speed Control System

With remote- or speed control out-of-order, the engine can still be operated in fuel control mode from the back-up panel in the engine control room or from the local control panel If the speed control is still operational, the WECS-9520 panels allow either fuel control mode or speed control mode from the manual control panels. panels If not, not only fuel control possible The manual control panels are a part of the WECS-9520 control system, independent from the propulsion system

40 RT-Flex WECS-9520 Control

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40 RT-Flex WECS-9520 Control

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RT-flex Training g

Function of the RT-flex C t l System Control S t WECS-9520

Control Systems Overview

Wrtsil Land & Sea Academy

Control Systems Overview

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

Engine control system WECS-9520: CS

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

Air run Slow turning Slow turning failure reset

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

Electronic governor system:

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

Alarm monitoring system:

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

z Rail Pressure Failures

Cylinder Lubrication Malfunction (Pulse Lubrication only)

z WECS-9520 Critical Failures

Wrtsil Land & Sea Academy

Bus systems used for WECS WECS-9520: 9520:

Wrtsil Land & Sea Academy

online spare E90 SIB

Local Manual Panel

CO Pump Actuator for Fuel Pump Servo oil Pump

Actuator for Fuel Pump Servo oil Pump

Cyl. Lubrication Modules Wrtsil Land & Sea Academy

CANopen Module Bus #4

CANopen o Module Bu us #n-1

Standard System Kongsberg

online spare E90 SIB

Local Manual Panel

CO Pump Actuator for Fuel Pump Servo oil Pump

Actuator for Fuel Pump Servo oil Pump

Cyl. Lubrication Modules Wrtsil Land & Sea Academy

CANopen Module Bus #4

CANopen o Module Bu us #n-1

WECS-9520 Functional Design

High signals Power PWM, Power, PWM Railvalves

E90 SIB E95.02 E95.01

Cable tray high Cable tray low

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

Wrtsil Land & Sea Academy

FCM-20 Hardware I/O High

VCU, Rail valve

Power Supply 24VDC

Wrtsil Land & Sea Academy

FCM-20 Hardware I/O Low

Wrtsil Land & Sea Academy

FCM-20 Module Functions

Wrtsil Land & Sea Academy

Cylinder Related Function Interface

Wrtsil Land & Sea Academy

Cylinder Related Function Interface

E85 Power Supply

Exhaust Valve Position Feedback 4-20 mA

Fuel Quantity Feedback 4-20 mA

Injection Control Unit 2 or 3 R Rail il valves l