RT-flex Size I & II Control Systems Overview

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

1. 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:

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

 Each cylinder has got its own module for the cylinder-related functions. Additionally all common control
functions are shared between these modules. This design allows to use only 1 type of module for the entire
engine, instead of different modules for different functions.

 1 additional spare online module is mounted in the shipyard interface box (SIB).

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Remote Control & Governor System

2. 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 CAN bus or MOD bus connection:

 Start, Brake Air  Air Run

 Stop
 Ahead  Slow Turning
 Astern  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.

3. 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 and cyclically updated on the bus connection to WECS9520.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Safety System

4. Safety system:
Kongsberg Maritime, NABTESCO, Lyngsø

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

 WECS uses redundant BUS communication with safety system

 The safety system (not the WECS!) directly activates the hardwired emergency-stop solenoid to
depressurize the fuel common rail;

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

 Inverted main bearing oil shutdown signals for starting and dry-running protection of the control-oil
pumps.

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

 Some WECS failures cause a speed reduction through the safety system or are activated through AMS
to the safety system, depending on the used propulsion control system.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Alarm Monitoring

5.1. Alarm monitoring system:

Any possible system with class approval

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

 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 Power Supply Monitoring

 Other WECS failure signals are transmitted via redundant (module-) bus connection.

• The standard WECS9520 execution uses a Modbus interface to send failure messages
to the AMS via WECS modules FCM #3 and #4.
• If both propulsion control and alarm monitoring systems can communicate via CANbus
(like Kongsberg Maritime Autochief C20 and Datachief C20), then the monitoring system
can access WECS9520 directly via CANopen interface to FCM#1 and #2 and no
Modbus connection is required.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Alarm Monitoring

5.2 WECS failures on the Alarm Monitoring System:

 5 different groups of WECS failures are transmitted via CAN/Modbus to the alarm monitoring system:

 Passive Failures.
 Failures of redundant sensors, busses or components:

 Common Failures;
 Cylinder unit failures without redundancy or common system failures that do not cause any
speed reduction;

 Cylinder Failures
 Any cylinder unit failures that cause a slowdown via AMS;

 Rail Pressure Failures

 Common rail pressure failures that cause a slowdown via AMS;

 WECS Critical Failures

 System critical failures that cause immediate stopping of main engine and can not be
overridden by safety system.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Standard External System
Control Room ECR Manual Panel
S S p e e dCmd = 1 0 0 . 5
Fu e l Cmd = 62 . 3
RPM
%
|
|
F u e l
Se r vo
Ra i l = 1 0 0 0Ba r
O i l = 2 00Ba r
2 x 230VAC

OPI
Tu r n i n g Gea r Eng ag ed | Con t r . O i l = 1 95Ba r

Propulsion control Alarm Mon. System

S t a r t I n t e r l oc k |

Speed ctrl. / RCS / SS Power

AUX SPEED REMOTE SAFETY
START AIR
AHEAD BLOWER CONTROL AUTOM. SYSTEM
RUN PRESEL. MODE CONTROL RESET

ECR
STOP SHD
MANUAL
OVERRIDE
CONTROL

Supplies
AUX. FUEL SOUND
START LOCAL
SLOW BLOWER CONTROL MANUAL OFF - ALM
ASTERN
TURNING STOP MODE CONTROL Designed by: ACKN.

WECS-9520 MANUAL CONTROL

CANopen Module Bus

or ModBus CANopen Module Bus #3 Service Engine
#1 #2 port room

ModBus #3

ModBus #4
flex Engine
WECS-9520
CANopen Module Bus #4
CANopen System Bus

FCM-20

FCM-20

FCM-20

spare FCM-20
FCM-20
FCM-20

FCM-20

CANopen

online
Cyl. 4

Cyl. 5
Cyl. 3

Cyl. 6
Cyl. 1

Cyl. 2

PWM E90 SIB

E95.1 4..20mA E95.6

SAir
ExVa
S S p e e d Cmd = 1 0 0 . 5 RPM | Fu e l Ra i l = 1 0 0 0Ba r

Crank-Angle
Fu e l Cmd = 6 2 . 3 % | Se r v o O i l = 2 0 0Ba r

CR Pumps CR Pumps Fuel Pressure

T u r n i n g Ge a r En ga g ed | Con t r . O i l = 1 9 5Ba r
S t a r t I n t e r l o c k |

3x EFIC SSI Bus Fuel Pressure Fuel Pressure Actuator For engines with more START AIR
AUX
BLOWER
SPEED
CONTROL
REMOTE
AUTOM.
SAFETY
SYSTEM

Actuator
AHEAD

Actuator
RUN PRESEL. MODE CONTROL RESET

than 6 cylinders STOP

ECR
MANUAL
SHD
OVERRIDE
CONTROL

flex Engine START

ASTERN
SLOW
AUX.
BLOWER
FUEL
CONTROL
LOCAL
MANUAL
SOUND
OFF - ALM

Servo oil Servo oil Servo oil Servo oil

TURNING STOP MODE ACKN.
CONTROL

CA
Designed by:

WECS-9520 MANUAL CONTROL

Pump Pump Pump Pump

Local Manual Panel

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II KM Autochief C20 and RT-flex

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II KM AC20 + DC20 System Version
ECR Manual Panel
OPI OPI 2 x 230VAC
S S p e e dCmd = 1 0 0 . 5 RPM | F u e l Ra i l = 1 0 0 0Ba r
Fu e l Cmd = 62 . 3 % | Se r vo O i l = 2 00Ba r
Tu r n i n g Gea r Eng ag ed | Con t r . O i l = 1 95Ba r
S t a r t I n t e r l oc k |

Power
AUX SPEED REMOTE SAFETY
START AIR
AHEAD BLOWER CONTROL AUTOM. SYSTEM
RUN PRESEL. MODE CONTROL RESET

ECR
STOP SHD
MANUAL
OVERRIDE
CONTROL

Supplies
AUX. FUEL SOUND
START LOCAL
SLOW BLOWER CONTROL MANUAL OFF - ALM
ASTERN
TURNING STOP MODE CONTROL Designed by: ACKN.

WECS-9520 MANUAL CONTROL

CANopen Module Bus CANopen Module Bus #3 Engine

Service port E85
Control Room #1 #2 room
flex Engine
WECS-9520
CANopen Module Bus #4
CANopen System Bus

FCM-20

FCM-20

spare FCM-20
FCM-20

FCM-20

FCM-20
FCM-20

CANopen

CANopen

online
Cyl. 4

Cyl. 5
Cyl. 3

Cyl. 6
Cyl. 1

Cyl. 2

PWM E90 SIB

E95.1 4..20mA E95.6

SAir
ExVa Crank-Angle CR Pumps CR Pumps Fuel Pressure
S S p e e d Cm d = 1 0 0 . 5 R PM | Fu e l Ra i l = 10 00Ba r
Fu e l Cm d = 6 2 . 3 % | Se r v o O i l = 2 00Ba r
Tu r n i ng Gea r Eng aged | Co n t r . O i l = 1 95Ba r
S t a r t I n t e r l oc k |

3x EFIC SSI Bus Fuel Pressure Fuel Pressure Actuator For engines with more
Actuator Actuator
START AUX SPEED REMOTE SAFETY

than 6 cylinders
AIR BLOWER CONTROL AUTOM. SYSTEM
AHEAD
RUN PRESEL. MODE CONTROL RESET

ECR
STOP SHD
MANUAL
OVERRIDE

flex Engine
CONTROL

AUX. FUEL SOUND

LOCAL

Servo oil Servo oil Servo oil Servo oil

START
SLOW BLOWER CONTROL OFF - ALM
ASTERN MANUAL

CA
TURNING STOP ACKN.
MODE CONTROL Designed b y:

WECS-9520 MANUAL CONTROL

Pump Pump Pump Pump

Local Manual Panel

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II WECS-9520 Functional Design

The WECS9520 system is built with a single multifunctional

Low signals,
electronic module FCM-20 = Flex Control Module 20 Busses and sensors

One FCM-20 is mounted per cylinder in a cabinet (E95)

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

E95.02
E95.01
Box Box

Cable tray high

Cable tray low

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II FCM-20 Hardware I/O High
FCM-20 Hardware I/O High Power I/O

On the upper left-hand side of the FCM-20 Injector 1 Railvalve

are the interface plugs for the high/pulsed Injector 2 Railvalve
power outputs.
LEDs indicate I/O condition. Some change Injector 3 Railvalve
their colour in case of failures or short
circuits. Blink codes give detailed failure
information. Exhaust V/v Railvalve

Start Pilot Valve

24Vdc out, Start Ctrl-Oil Pps

Aut. Main Start Valve

Power Supply Man. Ctrl. Panels

Servo Oil Pump Actuator

Power Supply 24vDC OK

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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
On the lower right-hand side are the • Exhaust V/v Position 1 FB ok / Failure
interface plugs for low power signals and • Exhaust V/v Position 2 FB ok / Failure
• Analogue In 1 (Rail Pressure, Charge Air…) / Failure
databusses.
• Analogue In 2 (Rail Pressure, Charge Air…) / Failure
LEDs indicate FCM-20 module & I/O •Analogue in 3 (Spare) / Failure
condition. Some change their colour in
case of failures or short circuits. Blink • CA Sensor 1 Short Circuit Power Supply
codes give detailed failure information. • CA Sensor 2 Short Circuit Power Supply

• CA-Sensor 1 Master / Clock or Data Failure

• CA-Sensor 2 Master / Clock or Data Failure

• CAN System Bus 1 Master / Bus Failure

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

• MODbus Traffic

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

• Digital Input 2 (Pressure Switches)
• Analogue Out (Fuel Actuator Setpoint)

• Power Supply Failure

• Module ready, SW ok
• Failure on Module

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II FCM-20 Module Functions

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

Common Functions & Cylinder Functions

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

2. Cylinder related functions:

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

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Common Function Interface
Turning Gear Disengaged (Dig. In)

P Charge Air (4-20mA) 1 2

FCM-20

FCM-20
FCM-20

FCM-20

FCM-20
S S p e e d Cm d = 1 0 0 . 5 RPM | Fu e l Ra i l = 1 0 0 0Ba r S S p e e d Cm d = 1 0 0 . 5 RPM | Fu e l Ra i l = 1 0 0 0Ba r
F ue l Cm d = 6 2 . 3 % | Se r vo O i l = 2 0 0Ba r Fu e l Cm d = 6 2 . 3 % | Se r v o O i l = 2 0 0Ba r
Tu r n i ng Ge a r Eng ag e d | Con t r . O i l = 1 9 5Ba r Tu r n i ng Ge a r Enga g e d | Co n t r . O i l = 1 9 5Ba r
S t a r t I n t e r l o c k | S t a r t I n t e r l o c k |

START AUX SPEED REMOTE SAFETY START AUX SPEED REMOTE SAFETY
AIR BLOWER CONTROL AUTOM. SYSTEM AIR BLOWER CONTROL AUTOM. SYSTEM
AHEAD AHEAD

Cyl. 4

Cyl. 5
Cyl. 2

Cyl. 3
Cyl. 1

RUN PRESEL. MODE CONTROL RESET RUN PRESEL. MODE CONTROL RESET

ECR ECR
STOP SHD STOP SHD
MANUAL MANUAL
OVERRIDE OVERRIDE
CONTROL CONTROL

AUX. FUEL LOCAL SOUND AUX. FUEL LOCAL SOUND

START START
SLOW BLOWER CONTROL OFF - ALM SLOW BLOWER CONTROL OFF - ALM
ASTERN MANUAL ASTERN MANUAL
TURNING STOP MODE ACKN. TURNING STOP MODE ACKN.
CONTROL Designed by: CONTROL Designed by:

WECS-9520 MANUAL CONTROL WECS-9520 MANUAL CONTROL

Local MCP (CAN Module bus) ECR MCP

Fuel Rail

Servo Oil Rail

The control rail is omitted
Control Oil Rail from the latest size I
design and from size II.

Control Oil Pumps (Dig. Out) 1 2 TDC Pickup (Dig. In)

1 2 1 2 3 Servo Oil Pumps (PWM)

Autom. Start Valve (Dig. Out)

1 2 Fuel Supply Actuator (4-20mA)

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Cylinder 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 Valve
Injection Control Unit Exhaust Control Unit 1 Clockbus 1 Databus
3 Railvalves 1 Railvalve

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Manual Control Panels
Resets shutdowns on the
safety system.

releases starting air in

ahead direction to blow Overrides shutdowns if
engine on air, as long as pressed once, next
button is pressed. pressing releases override
(see to red LED
indication).

releases a
slow turning
sequence. Resets audible alarms
from safety system and
Slow turning failures are
slow turning failures on
indicated in the display.
this panel.
Reset slow turning failure
If the Ackn. button is pressed for
with pushbutton:
more than 5 seconds, WECS-9520 SW
info and all necessary IMO check
• Pre-selects blowers for automatic mode; start / stop values are indicated in the screen
depends on actual charge air pressure. until button is pressed again.
• 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.
• In manual mode stops blowers at any time.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Railvalves

The railvalves are ultra-fast switching (~2ms) electro-hydraulic solenoid valves.

Due to the high actuation current and the thermal load on the solenoid coils they may
not be energized for more than 4.5ms. This “on”-time is sampled, monitored and
limited by the WECS-9520.
Rail-valves are bi-stable, i.e. selected position remains
until counter-direction is set by WECS.

After installing or replacing a bi-stable valve, its position

open/close is unknown.
To make sure the valves are always in the safe “No
injection” and “Exhaust valve closed” position when the
engine is stopped, WECS-9520 sends set-pulses to all
railvalves in regular intervals (~10s).

Wire Coil Magnet Piston

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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 (without having to initialize the angle transmitters before a vacant output
is present).
Two such angle transmitters are connected with serrated
belts to a specially designed drive shaft. This application
prevents transmission of axial and radial crankshaft
movements to the sensors.
Each sensor transforms angle data from an optical code
disk into a bit frame. The FCM modules read these bit
frames from a SSI bus (Synchronous Serial Interface Bus).

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Injection Control

Injection Control
(volumetric injection control) FCM-20

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.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Injection Control Unit

Schematic Layout of an Injection Unit

Size II and I new design the All components drawn in
When the railvalves are switched to rail valve supply is servo oil position “Return” (No Injection)

“Injection”, fuel is supplied from

volume  through injection control
valves 3.41 to the fuel nozzles. 
During fuel displacement the fuel
quantity piston moves inwards and
delivers a feedback signal analogue
to the injected fuel quantity to the
FCM, which compares this value
with the necessary amount (= LI).
Fuel Quantity Signal
Injection Control Valves When the desired amount of fuel has been injected,
the FCM-20 switches the railvalves to “return”
Ctrl. oil side
position. A second time delay appears, before the
quantity piston movement is terminated. This
injection return delay is compensated inside the
Fuel oil side WECS 9520. After the injection control valves
interrupted the fuel supply to the injector nozzles,
due to the rising pressure in space  the fuel
Rail Valves
quantity piston moves back to its initial position.
Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Injection Return Deadtime

Injection Deadtimes
INJ. RETURN OVERSHOOT

INJ. BEG. DEADT.

INJ. RETURN FUEL CMD.
DEADTIME SIGNAL

TRUE INJ. BEG. DEADTIME.

BEG. OF INJ.
THRESH. = 4%

INJ. SECTOR WITH DEADT. CORRECTION

INJECT INJ. QTY. PISTON RETURN

CMD. BEG. OF MOVEMENT CMD.

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 for actual fuel cmd.
processing. The injection return overshoot is compensated by the external speed
regulator (by adopting fuel command until desired engine speed is reached).
Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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.
Injecting with one nozzle a certain fuel volume 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 30 seconds time delay between each
cylinder to prevent speed from dropping down during nozzle transition.
When a new relatively cold nozzle takes over injection, smoke emission increases shortly
until operational temperature for injector is reached.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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. In the VCU (Valve Control Unit) a partition device
isolates the (fine-filtered) servo oil for the railvalve loop from the normal bearing oil for the
exhaust valve actuation. With the older size I execution the partition device and the
control valve are 2 different parts.
The stroke of the valve spindle is measured by 2 analogue position sensors for a
feedback to the WECS-9520.
VCU
Partition Device

Exhaust Rail Valve

Servo oil

VCU

Exhaust Control Valve

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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.
 The time between the “Open” command and the initial movement of the spindle is
measured. It is called opening deadtime.
 At the next revolution this deadtime will be considered by switching the rail valve a
little earlier for compensation of hydraulic delays.
 Analogue to the above mentioned, the valve closing angle is determined and
controlled by the FCM-20 including the VEC: “Variable Exhaust-Valve Closing”
and a closing deadtime.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II FQS, VIT

FQS, VIT:

These functions are known from the contemporary RTA engines:

 FQS: Fuel Quality Setting

 Manual offset for the injection timing

 VIT: Variable Injection Timing

 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).

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II FQS, VIT

2.0
VIT A
FQS, VIT: 1.0

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
and (new) fuel rail pressure. Charge Air Pressure [-]
4.0
VIT B
3.0
This 3rd parameter is introduced to

IT B Angle [°CA]
2.0
compensate differences in injection timing 1.0
resulting from different injection pressures. 0.0

Higher fuel pressure causes advanced -1.0

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

injection and higher P max. -2.0

Engine Speed [%]
VIT C
Thus the injection begin angle is retarded a 4.0
3.0
bit with increasing fuel pressure. Fuel Rail pressure at CMCR

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]

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II VEO, VEC

VEO, VEC:

The VEC (variable exhaust-valve closing) is known from the contemporary RTA 84T
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
-15
Adopting compression pressure to keep the -20

firing ratio (Pmax / Pcompr) within permitted range -25

-30

during advanced injection. -35

Engine Speed [%]

20 VEO
 VEO: Variable Exhaust-valve 15
Opening

VEO Angle [°CA]

10

5
Keeps the exhaust gas pressure blowback 0

constant by earlier valve opening at higher -5

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

speed for fuel economy and less deposits at

Engine Speed [%]

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

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & IIold version Fuel Pressure Control

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Fuel Pressure Control

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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.
Starting air is released until a minimum required fuel rail pressure is reached.
WECS monitors the fuel rail pressure and releases engine firing as soon as the rail
pressure raises above 320 bar.

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 #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.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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.
 The first event that happens before the system requires more or less fuel is a
change of the fuel command. For faster response of the dynamic pressure
regulation any fuel command change is additionally transmitted as feed forward to
the control loop.

Feed forward
r

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Fuel Pressure Control
Shutdown
A shutdown from the Safety System is performed as follows:

 RTflex size I (old version): The safety system releases the pressurized fuel rail
to the overflow tank by opening the pneumatic fuel shutdown valve 3.07 via
emergency stop solenoid 3.08 (ZV7061S).
 RTflex size I (new version) and size II: The safety system releases the
pressurized intermediate fuel accumulator to the fuel return line by opening the
hydraulic fuel shutdown valve 3.07 via emergency stop solenoid 3.08
(ZV7061S).
 WECS-9520 triggers the fuel actuator output to zero for terminating fuel feed to
the rail unit, while the engine is not yet stopped.
 Injection commands are blocked by the WECS-9520.

3.08

3.07

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & IIold version Servo & Control Oil Circuit

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Servo & Control Oil Circuit

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Servo Oil Pressure Control

The servo oil rail pressure is

250
controlled depending on the engine

Servo Oil Pressue [bar]

200
load. At part load the pressure is 150
reduced, because due to the lower 100
firing pressure, the servo oil pressure 50
must be adopted to adjust the 0
0 10 20 30 40 50 60 70 80 90 100 110 120
opening speed of the exhaust valve.
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. A pulse-width modulated current
signal is supplied to solenoids mounted on the control plate of the pumps. This signal
is setting the output of the axial pumps and accordingly the servo oil supply to the rail.
 With engine at standstill, the control oil circuit feeds the servo oil rail with
approximately 50 bar, adjusted at pressure reducing valve 4.27.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & IIold version Control Oil Pressure Control

Control oil pressure control:

The control oil pump(s) supply an oil pressure of 200 bar to operate injection rail
valves and to prime the servo oil rail (with reduced pressure), when the engine is at
standstill. The high actuation pressure for the injection rail valves is required for a fast
valve response and precise injection timing.
 One control oil pump starts up, as soon as main bearing oil pressure is available. During
starting and in low speed range both pumps are running.
 At higher engine speed one of the pumps is switched off and restarts only if the control oil
pressure delivered by the remaining pump drops below 170 bar.
 At engine stop, one pump is switched off again after a time delay. The other pump keep
on running as long as main bearing oil pressure is available. (Size IV: both pumps keep
on running).
 Control oil pressure is adjusted at pressure retaining valves inside rail unit.
 A dry-run protection in case of low bearing oil pressure is provided within the WECS
software.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & IIold version Control Air

Control air is used for:

 actuation automatic start

valve
 actuation em. stop valve
 air supply OMD
 flushing of autom. filter for
servo oil / control oil
circuits.
 air spring supply
 control air for air spring has
to be adjusted to 6.5 bar at
23HA.
 stand-by control air has to
be adjusted to 6 bar at
19HA.
PLEASE NOTE:
Proper setting of the air spring
pressure is essential for correct
exhaust valve timing.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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 and #2, if the
2.03
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 #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.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Starting Valve Control

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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.

 By approximately end of 2006 Wärtsilä Switzerland will introduce a functionality, where

after installing a FCM-20 module from stock as online spare, it will load up the software
and parameters from the modules already present in the system. If installed as online
spare this will not affect engine operation. If installed in any other place without valid
software, the module function will only be activated after completing data transfer to the
new module.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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)

 All modules have redundant power supplies.

Sensors
 All 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.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Sensor Redundancy

Crank angle sensor

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

TDC- Pick-up
 A damaged TDC sensor is signaled by the WECS monitoring system, but will normally not stop or slow
down the engine operation (=> else disconnect sensor).

Fuel quantity sensor

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

Exhaust valve position sensor

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

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II 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 (second) actuator(s) regulate(s) at a lower output and the fuel
pressure control valve 3.06 limits the rail-pressure to 950 bar.

Servo oil pumps

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

Control oil pumps

 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.

Training Makes A Difference @ Wärtsilä Training Center Winterthur / issue 01.2005 / JKU
RT-flex Size I & II Other Redundancies

Fuel shut down valve / Em. Stop valve

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

Remote Control / Speed Control System

 With damaged remote control or speed control, the engine can still be operated
from the back-up panel in the engine control room or from the local control panel.

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

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

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