RT-flex Training

Function of the RT-flex

Control System
WECS-9520

Chapter 40
Rev. 0
25.06.08

© Wärtsilä Land & Sea Academy Page 1 Chapter 20 25-Jun-08

RT-flex, WECS-9520 Control Systems Overview

The RT-flex engine control consists of

„ internal engine control WECS-9520 and the

„ external Propulsion Control System (PCS) (not Wärtsilä supply) with

z Remote Control (ECR, Bridge)
z Safety System
z Electric Governor
z Alarm Monitoring System

© Wärtsilä Land & Sea Academy Page 2 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Control Systems Overview

Bridge
OPI

ECR
E. G. AMS SS
fV

Engine room

© Wärtsilä Land & Sea Academy Page 3 Chapter 40 21-Oct-08

RT-flex, WECS-9520 RT-flex Concept

Basic RT-flex concept

Basic Schematic of
the Wärtsilä RT-flex
system with
electronically
controlled common-
rail systems for fuel
injection and
exhaust valve
operation.

© Wärtsilä Land & Sea Academy Page 4 Chapter 40 21-Oct-08

RT-flex, WECS-9520 WECS-9520

Engine control system WECS-9520:

„ The WECS-9520 is the core engine control, it 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 external systems via CANopen 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.

© Wärtsilä Land & Sea Academy Page 5 Chapter 40 21-Oct-08

RT-flex, WECS-9520 WECS-9520

„ These FCM-20 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 and flexView.

„ WECS-9520 is neither an engine remote control system nor a safety

system.

© Wärtsilä Land & Sea Academy Page 6 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Remote Control

Remote control system:

Kongsberg Maritime, NABTESCO, Lyngsø

„ The remote control is the operator interface to the engine. Selectable

control panels deliver following manoeuvring commands to the WECS-
9520 via CANbus or MODbus connection:
z Start, Brake air • Air run
z Stop • Slow turning
z Ahead • Slow turning failure reset
z Astern

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

© Wärtsilä Land & Sea Academy Page 7 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Lyngsø

© Wärtsilä Land & Sea Academy Page 8 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Kongsberg Maritime

© Wärtsilä Land & Sea Academy Page 9 Chapter 40 21-Oct-08

RT-flex, WECS-9520 NABTESCO

© Wärtsilä Land & Sea Academy Page 10 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Electronic Governor

Electronic governor system:

Kongsberg Maritime, NABTESCO, Lyngsø

„ 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).

© Wärtsilä Land & Sea Academy Page 11 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Safety System

Safety system:
Kongsberg Maritime, 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 RT-flex engine is similar to the
conventional RTA engines, with some different / additional functions:

z WECS-9520 uses redundant BUS communication with safety system

z The safety system (not WECS-9520 !) directly activates the hardwired

emergency-stop solenoid to depressurize the fuel common rail

© Wärtsilä Land & Sea Academy Page 12 Chapter 40 21-Oct-08

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 through AMS to the
safety system.

© Wärtsilä Land & Sea Academy Page 13 Chapter 40 21-Oct-08

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
following general failures:
• 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

© Wärtsilä Land & Sea Academy Page 14 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Alarm Monitoring

„ Other WECS-9520 failure signals are transmitted via redundant (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 via CANopen interface to FCM-20 #1 and FCM-20
#2 and no Modbus connection is required.

© Wärtsilä Land & Sea Academy Page 15 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Alarm Monitoring

WECS-9520 failures on the AMS:

„ 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
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
z Rail Pressure Failures
 Common rail pressure failures that cause a slowdown via AMS
Q Cylinder Lubrication Malfunction (Pulse Lubrication only)
 Any cylinder lubrication malfunction that causes a slow down via AMS
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

© Wärtsilä Land & Sea Academy Page 16 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Bus Systems

Bus systems used for WECS-9520:

„ CANopen System Bus
„ CANopen Module Bus
„ ModBus
„ SSI Bus

© Wärtsilä Land & Sea Academy Page 17 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Standard System
ECR Manual Panel
Control Room 2 x 230VAC
Propulsion control Alarm & Monitoring flexView
Speed ctrl. / RCS / SS System Power
Supplies
CANopen or ModBus CANopen Module Bus #3 Service Engine
#1 Module Bus #2 port room

ModBus #4
ModBus #3
Rail Unit
WECS-9520
CANopen System Bus

FCM-20

FCM-20

FCM-20

FCM-20

spare FCM-20
FCM-20

FCM-20

online
Cyl. 3

Cyl. 6
Cyl. 4

Cyl. 5
Cyl. 1

Cyl. 2

E95.1 E90 SIB

E95.6
4-20 mA
CANopen / PWM

Starting Valve
Crank-Angle

CANopen Module Bus #n-1

VCU
SSI Bus

CANopen Module Bus #n

Local Manual CO Pump CO Pump
3x ICU
Panel Actuator for Actuator for Actuator for Actuator for
CA 2
Fuel Pump Fuel Pump Fuel Pump Fuel Pump
RT-flex Engine CA 1
Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump

Cyl. Lubrication CANopen Module Bus #4

Modules

ALM-20
© Wärtsilä Land & Sea Academy ALM-20 ALM-20
Page 18
ALM-20 ALM-20
Chapter 40 21-Oct-08 ALM-20
RT-flex, WECS-9520 Standard System “Kongsberg”
ECR Manual Panel
Control Room OPI
OPI 2 x 230VAC
flexView
Power
Supplies
CANopen Module Bus #3 Service Engine
CANopen Module Bus
#1 #2 port room

Rail Unit
WECS-9520
CANopen System Bus

FCM-20

FCM-20

FCM-20

FCM-20

spare FCM-20
FCM-20

FCM-20

online
Cyl. 3

Cyl. 6
Cyl. 4

Cyl. 5
Cyl. 1

Cyl. 2

E95.1 E90 SIB

E95.6
4-20 mA
CANopen / PWM

Starting Valve
Crank-Angle

CANopen Module Bus #n-1

VCU
SSI Bus

CANopen Module Bus #n

Local Manual CO Pump CO Pump
3x ICU
Panel Actuator for Actuator for Actuator for Actuator for
CA 2
Fuel Pump Fuel Pump Fuel Pump Fuel Pump
RT-flex Engine CA 1
Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump

Cyl. Lubrication CANopen Module Bus #4

Modules

ALM-20
© Wärtsilä Land & Sea Academy ALM-20 ALM-20
Page 19
ALM-20 ALM-20
Chapter 40 21-Oct-08 ALM-20
RT-flex, WECS-9520 WECS-9520 Functional Design

The WECS-9520 system is built with a single multifunctional

electronic module FCM-20 = Flex Control Module 20. Low signals,
One FCM-20 is mounted per cylinder in a cabinet (E95) Busses and sensors

below the rail unit.

An additional online spare module FCM-20 is located in the
SIB Shipyard Interface Box (E90). High signals
The modules communicate between each other on a fast Power, PWM,
Railvalves
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 E90 SIB
sensitive low power lines like databus cables and sensors.
E95.02
E95.01
Box Box

Cable tray high

Cable tray low

© Wärtsilä Land & Sea Academy Page 20 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Bus cabling

Terminator resistors
„ At each end of the Bus cable a
terminator resistant of 120Ω
MUST be installed to avoid signal
reflection.

© Wärtsilä Land & Sea Academy Page 21 Chapter 40 21-Oct-08

RT-flex, WECS-9520 FCM-20 Module

© Wärtsilä Land & Sea Academy Page 22 Chapter 40 21-Oct-08

RT-flex, WECS-9520 FCM-20 Hardware I/O High
High Power I/O
FCM-20 Hardware I/O
Injector 1 Railvalve
On the upper left-hand side of the FCM-20 Injector 2 Railvalve
are the interface plugs for the Injector 3 Railvalve
high/pulsed power outputs.
LED’s indicate I/O condition. Some change
their colour in case of failures or short
Exhaust V/v Railvalve
circuits. Blink codes give detailed failure
information.

Start Pilot Valve

24VDC out, Ctrl-Oil Pps

Auto. Main Start Valve
Supply Man. Ctrl. Panels

Servo Oil Pump Actuator

Power Supply 24vDC OK

© Wärtsilä Land & Sea Academy Page 23 Chapter 40 21-Oct-08

RT-flex, WECS-9520 FCM-20 Hardware I/O Low
Low Power I/O
FCM-20 Hardware I/O • FCM/20 Cylinder # Identification Error
• Fuel Qty. Feedback ok / Failure
• Exhaust V/v Position 1 FB ok / Failure
On the lower right-hand side are the • Exhaust V/v Position 2 FB ok / Failure
• Analogue In 1 (Rail Pressure, Charge Air…) / Failure
interface plugs for low power signals
• Analogue In 2 (Rail Pressure, Charge Air…) / Failure
and databusses. • Analogue in 3 (Spare) / Failure
LED’s indicate FCM-20 module & I/O
• CA Sensor 1 Short Circuit Power Supply
condition. Some change their colour in
• CA Sensor 2 Short Circuit Power Supply
case of failures or short circuits. Blink
codes give detailed failure information. • 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

© Wärtsilä Land & Sea Academy Page 24 Chapter 40 21-Oct-08

RT-flex, WECS-9520 FCM-20 Module Functions

The internal FCM-20 functions within the WECS-9520 can be

separated in two groups:

„ Cylinder Related Functions

„ Common Functions

© Wärtsilä Land & Sea Academy Page 25 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Cylinder Related Function Interface

Cylinder related functions:

„ 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
„ Start-, injection- and exhaust valve control according to settings in data
container and commands and parameters received across CANopen
System bus

© Wärtsilä Land & Sea Academy Page 26 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Cylinder Related Function Interface

Crankangle SSI Bus 1

Crankangle SSI Bus 2

E85 24VDC
24VDC out Exhaust Valve
Position Feedback
Power
4-20 mA
Supply

Fuel Quantity
Feedback
4-20 mA

Crank Angle Sensors

each
Start Pilot
Injection Control Unit Exhaust Control Unit 1 Clockbus 1 Databus
Valve
2 or 3 Rail valves 1 Rail valve

© Wärtsilä Land & Sea Academy Page 27 Chapter 40 21-Oct-08

RT-flex, WECS-9520 FCM-20 Module Functions

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
„ Aux. blower request at low charge air pressure

© Wärtsilä Land & Sea Academy Page 28 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Common Function Interface
Turning Gear Disengaged (digital in)

Charge Air Pressure (4-20mA) 1 2

FCM-20

FCM-20

FCM-20
FCM-20

FCM-20

Cyl. 4

Cyl. 5
Cyl. 2

Cyl. 3
Cyl. 1

Local MCP (CAN Module bus) ECR MCP

Fuel Rail

Servo Oil Rail

TDC Pickup (digital in)

1 2 3

Servo Oil Pumps (PWM current 0-2,2A)

Automatic 1 2 3
1 Start 2 Fuel Supply Actuator (4-20mA)
Valve
(digital out)

© Wärtsilä Land & Sea Academy Page 29 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Common Function Interface “Control Oil”
Turning Gear Disengaged (digital in)

Charge Air Pressure (4-20mA) 1 2

FCM-20

FCM-20
FCM-20

FCM-20
FCM-20

Cyl. 4

Cyl. 5
Cyl. 2

Cyl. 3
Cyl. 1

Local MCP (CAN Module bus) ECR MCP

Fuel Rail

Servo Oil Rail Some engine

Control Oil Rail types only

Control Oil Pumps (digital out) 1 2 TDC Pickup (digital in)

1 2 1 2 3 Servo Oil Pumps (PWM)

Automatic Start Valve (digital out)

1 2 3 Fuel Supply Actuator (4-20mA)

© Wärtsilä Land & Sea Academy Page 30 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Common Function Interface “Bosch”
Turning Gear Disengaged (digital in)
Size IV only
Charge Air Pressure (4-20mA) 1 2

FCM-20

FCM-20

FCM-20
FCM-20

FCM-20

Cyl. 4

Cyl. 5
Cyl. 2

Cyl. 3
Cyl. 1

Local MCP (CAN Module bus) ECR MCP

Fuel Rail

Servo Oil Rail

Control Oil Rail

Control Oil Control Oil

Flow Pumps 1 2 TDC Pickup (digital in)
(4-20mA) (digital out)

Servo Oil
Inlet Press. 1 2 3 Servo Oil Pumps (CAN Module bus)
(4-20mA)

Automatic
1 Start 2 1 2 3 Fuel Supply Actuator (4-20mA)
Valve
(digital out)

© Wärtsilä Land & Sea Academy Page 31 Chapter 40 21-Oct-08

RT-flex, WECS-9520 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, 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
© Wärtsilä Land & Sea Academy Page 32 Chapter 40 21-Oct-08
RT-flex, WECS-9520 Manual Control Panels
Resets shutdowns on the
safety system.

Releases starting air in

ahead direction to blow
engine on air, as long as Overrides shutdowns if
button is pressed. pressed once, next
pressing releases override
(see to red LED indication).
Releases a
slow turning
sequence. Resets audible alarms from
safety system and slow
turning failures on this
Slow turning failures are
panel.
indicated in the display.
Reset slow turning failure
with pushbutton: If the Ackn. button is pressed for more
• Pre-selects blowers for automatic mode; start / stop than 5 seconds, WECS-9520 SW info
depends on actual charge air pressure. and all necessary IMO check values
• starts blowers manually, if both charge air sensors fail. are indicated in the screen until button
=>Display: Aux. Blower Man. Ctrl. / No Blowers running is pressed again.

• Stops blowers during automatic mode only if engine is not

running.
• In manual mode stops blowers at any time.

© Wärtsilä Land & Sea Academy Page 33 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Rail Valves

Rail valves:

The rail valves are ultra-fast switching (~1 ms) electro-

hydraulic solenoid valves.
Due to the high 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 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
when the engine is stopped, WECS-9520 sends
set-pulses to all rail valves in regular intervals (~10 s).

© Wärtsilä Land & Sea Academy Page 34 Chapter 40 21-Oct-08

RT-flex, WECS-9520 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).

© Wärtsilä Land & Sea Academy Page 35 Chapter 40 21-Oct-08

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, 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 flywheel. If the TDC signal does not match with a sensor’s crank angle
sector around 0°, a common failure or a critical failure (engine stops) is
initiated by the WECS-9520 (depending on the deviation angle).
„ The final master angle value is calculated from the measured angles and
used to determine crankangle, engine speed and direction of engine rotation.

© Wärtsilä Land & Sea Academy Page 36 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Injection Control

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.

Normal operation
Some 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 fuel command. Injection begin and
end are triggered and actuated by the FCM-20.

© Wärtsilä Land & Sea Academy Page 37 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Injection Control Unit
All components drawn in
position “Return” (No Injection)
Schematic Layout of an Injection Unit
When the railvalves are switched to
“Injection”, fuel is supplied from
volume Ê through injection control Ê
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. injected, the FCM-20 switches the railvalves to
Fuel Quantity Signal
Injection Control Valves “return” position. A second time delay appears,
before the quantity piston movement is terminated.
Servo (control)
oil side This injection return delay is compensated inside
the WECS-9520. After the injection control valves
interrupted the fuel supply to the injector nozzles,
Fuel oil side
due to the rising pressure in space Ê the fuel
quantity piston moves back to its initial position.
Rail Valves
© Wärtsilä Land & Sea Academy Page 38 Chapter 40 21-Oct-08
RT-flex, WECS-9520 Injection Curve
Injection sector with dead time correction
Injection dead times:
Injection return
overshoot
True Injection begin
dead time
Injection return Fuel command
True injection dead time signal
begin dead
time
Begin of injection
threshold =4%

↑
Injection Injection quantity piston Return command
command begin of movement

In the upper graph the red curve shows a simplified injection curve, as given by the fuel
quantity sensor during one injection stroke.
The blue curve shows the command timeframe between the injection- and return
commands to the railvalve 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 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).
© Wärtsilä Land & Sea Academy Page 39 Chapter 40 21-Oct-08
RT-flex, WECS-9520 Single Nozzle Control

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 part of the fuel to be injected with a
controlled pressure and thus improved atomization for
an optimized combustion.
To avoid thermal stress to cylinder liners, the active nozzles are cycled every 20
minutes. Cycling from one nozzle to another is done with a 10 seconds time delay
between each cylinder to prevent smoke emission due to “cold” fuel injected through
the new active hot nozzle.

© Wärtsilä Land & Sea Academy Page 40 Chapter 40 21-Oct-08

RT-flex, WECS-9520 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
2 nozzle
operation

Alternative
1 nozzle
operation

smokeless operation down to 12% rpm R1

© Wärtsilä Land & Sea Academy Page 41 Chapter 40 21-Oct-08

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 Sulzer engines. A partition device isolates the servo oil from the
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.

VCU Piston

Exhaust
Control Valve

Exhaust Rail Valve

© Wärtsilä Land & Sea Academy Page 42 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Exhaust Valve Control

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 exhaust control valve which supplies the servo oil to the space below
the partition device. The partition device piston compresses the oil in the actuator
pipe, which finally opens the exhaust valve spindle.

Rail valve Slide rod Piston Exhaust valve

Oil supply

Servo rail

Position sensor

Spring air

© Wärtsilä Land & Sea Academy Page 43 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Exhaust Valve Control

„ The time between the “Open” command and the initial movement of the spindle
is measured. It is called opening 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.

© Wärtsilä Land & Sea Academy Page 44 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Exhaust Valve Control

15% exhaust
valve stroke

85% exhaust
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”.

© Wärtsilä Land & Sea Academy Page 45 Chapter 40 21-Oct-08

RT-flex, WECS-9520 FQS, VIT

FQS, VIT:
These functions are known from the conventional RTA engines:

„FQS: Fuel Quality Setting

z Manual offset for the injection timing

„VIT: Variable Injection Timing

z Advance / 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).

© Wärtsilä Land & Sea Academy Page 46 Chapter 40 21-Oct-08

RT-flex, WECS-9520 FQS, VIT
2.0

1.0
VIT A
FQS, VIT:

IT A Angle [°CA]
0.0
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
-1.0

The VIT angle calculation for the RT-flex -2.0

depends on RPM, charge air pressure -3.0

Charge Air Pressure [-]
and (new) fuel rail pressure.
4.0 VIT B

This 3rd parameter is introduced to 3.0

IT B Angle [°CA]
2.0
compensate differences in injection timing 1.0
resulting from different fuel rail pressures. 0.0
0 10 20 30 40 50 60 70 80 90 100 110 120
-1.0
Higher fuel pressure causes advanced -2.0

injection and higher Pmax. Engine Speed [%] VIT C

Thus the injection begin angle is retarded 4.0

3.0 Fuel Rail pressure at CMCR
a bit with increasing fuel pressure.
IT C Angle [°CA]
2.0
1.0
0.0
-1.0 0 200 400 600 800 1000 1200 1400 1600
-2.0
-3.0
-4.0
Fuel Rail Pressure [bar]

© Wärtsilä Land & Sea Academy Page 47 Chapter 40 21-Oct-08

RT-flex, WECS-9520 VEO, VEC

VEO, VEC:

The VEC is known from the conventional RTA84T-B/D engines:

VEC
„VEC: Variable Exhaust-valve Closing 5
0
-5 0 10 20 30 40 50 60 70 80 90 100 110 120

VEC Angle [°CA]

-10

Adopting compression pressure to keep the -15

-20
firing ratio (Pmax / Pcompr) within permitted -25
-30
range during advanced injection. -35
Engine Speed [%]

20 VEO
„VEO: Variable Exhaust-valve Opening

VEO Angle [°CA]

15

10

Keeps the exhaust gas pressure blowback 5

0
constant by earlier valve opening at higher 0 10 20 30 40 50 60 70 80 90 100 110 120
-5
speed for fuel economy and less deposits at Engine Speed [%]

piston underside.
VEC and VEO are calculated by WECS-9520 and can not be changed manually !

© Wärtsilä Land & Sea Academy Page 48 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Fuel Pressure Control

© Wärtsilä Land & Sea Academy Page 49 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Fuel Pressure Control

Starting
„ Already at standstill the actuators respond to the existing pressure in the fuel
rails and set their output accordingly. With depressurized common rail the lever
output is 95-100% depending on WECS-9520 parameters.
„ WECS-9520 monitors the fuel rail pressure and releases engine firing as soon
as a minimum required fuel rail pressure is reached.
„ Starting air is cut-off at a certain speed limit set in the RCS system.

© Wärtsilä Land & Sea Academy Page 50 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Fuel Pressure Control

Engine Running
„ 2 transmitters supply the actual value from the fuel rails. 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.
„ FCM-20 #3 or FCM-20 #4 calculates the necessary rail pressure and
the output signal to the actuators (4-20 mA signal range).
„ 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.

© Wärtsilä Land & Sea Academy Page 51 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Feed Forward

Pressure Regulation
„ The jerk-type fuel pumps react to a new actuator setting only with the next
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

© Wärtsilä Land & Sea Academy Page 52 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Fuel pressure control

Example:

Rail pressure varies over engine load.

ƒ Low load: High pressure to optimize combustion (reduce smoke)
ƒ Middle load and CMCR load: Low pressure to comply with IMO emission regulations
ƒ Service load: High pressure to optimize fuel consumption

© Wärtsilä Land & Sea Academy Page 53 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Fuel Pressure Control

Shutdown
A shutdown from the Safety System is performed as follows:

„ 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 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

3.08
„ The red lever is NOT meant for emergency stop
3.07

© Wärtsilä Land & Sea Academy Page 54 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Servo Oil Circuit

© Wärtsilä Land & Sea Academy Page 55 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Servo & Control Oil Circuit “Dynex”
Some engine sizes only

© Wärtsilä Land & Sea Academy Page 56 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Servo & Control Oil Circuit “Bosch”
Some size 4 engine only

© Wärtsilä Land & Sea Academy Page 57 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Servo Oil Pressure Control

The servo oil rail pressure is controlled

Servo Oil Pressue [bar]

250
depending on the engine load. At 200
part load the pressure is reduced, as 150
due to the lower firing pressure, the 100
servo oil pressure must be adopted 50
to adjust the opening speed of the 0
exhaust valve. 0 10 20 30 40 50 60 70 80 90 100 110 120
Engine Load (MEP x n) [%]

„ A FCM-20 uses fuel command and 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 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 the servo oil supply to the rail.
„ Bosch: Pressure command and engine direction are delivered via CAN bus to
the electronic controller cards for the pump.
„ With engine at standstill, the control oil circuit feeds the servo oil rail with
approximately 75 bar, adjusted at pressure reducing valve 4.27.

© Wärtsilä Land & Sea Academy Page 58 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Control Oil Pressure Control

The control oil pump(s) supply an oil pressure of 200 bar to operate injection control
valves and to prime the servo oil rail (with reduced pressure), when the engine is at
standstill.
„ Control oil pressure is adjusted at pressure retaining valves on the control oil
block.
„ A dry-run protection in case of low bearing oil pressure is provided within the
WECS-9520 software.
„ Bosch Pumps:
z From standstill until 50% engine load both pumps are running.
z 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.
„ Dynex Pumps
z Always one pump is running over the entire engine load range.
„ In single pump mode, the active pump changes after each new start to the
stand-by pump to have similar operating hours on both pumps.

© Wärtsilä Land & Sea Academy Page 59 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Starting Valve Control

The opening and closing of the starting pilot valves 2.07 is

controlled by the corresponding FCM, depending on
the crank angle.
2.07
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 2.03
and FCM-20 #2, if the remote control sends a START
signal over the bus.
For slow turning and slow turning failure reset the remote
control sends separate signals to FCM-20 #1 and FCM-
20 #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.

© Wärtsilä Land & Sea Academy Page 60 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Starting Valve Control

© Wärtsilä Land & Sea Academy Page 61 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Module Redundancy

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
respective software and parameters are already stored within the online
spare module and no software download or reprogramming 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.

© Wärtsilä Land & Sea Academy Page 62 Chapter 40 21-Oct-08

RT-flex, WECS-9520 System Redundancy

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/E87)

„ All modules have two redundant power supplies.

Sensors
„ Most of 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.

© Wärtsilä Land & Sea Academy Page 63 Chapter 40 21-Oct-08

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 signaled by the WECS-9520 monitoring system, but
will normally not stop or slow down the engine operation (=> else disconnect
sensor).

© Wärtsilä Land & Sea Academy Page 64 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Sensor Redundancy

Fuel quantity sensor

„ With a damaged fuel quantity sensor, the corresponding FCM-20 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 sensor

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

© Wärtsilä Land & Sea Academy Page 65 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Pump Redundancy

Fuel pumps and actuators

„ If 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 remaining actuator(s) regulate(s) at a lower output, the fuel
pressure control valve 3.06 limits the rail-pressure to 1’050 bar.
„ Damaged fuel pumps need to be lifted up with a tool and the other pumps need to
deliver a higher output. It might be required to raise the booster inlet pressure.

Servo oil pumps

„ With one damaged servo oil pump the engine remains operational at full load, with
2 (or more) damaged pumps operation is possible at part load only.

Control oil pumps (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 pumps damaged, emergency operation is possible with exclusive oil supply from
servo oil rail.

© Wärtsilä Land & Sea Academy Page 66 Chapter 40 21-Oct-08

RT-flex, WECS-9520 Other Redundancies

Fuel shut down valve / Emergency Stop valve

„ With fuel shutdown valve 3.07 or the emergency stop solenoid 3.08 damaged,
Shutdown / emergency stop commands are processed by only blocking
injections commands and triggering fuel actuator output to zero by WECS-9520.
Stopping the engine is always possible.

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. If not, only
fuel control possible.
„ The manual control panels are a part of the WECS-9520 control system and
offer specified functionality, independent from the propulsion system
manufacturer.

© Wärtsilä Land & Sea Academy Page 67 Chapter 40 21-Oct-08