Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
B Mechanical Features
(Rail- & Supply Unit WECS modules Exhaust valve drive)
C Hydraulic Systems
(Fuel injection - Servo oil Control oil Starting air)
E Service Aspects
(General (Dis)Assembly Inspection intervals)
F Control diagram
RT-flex Technology
Introduction Course
For Service Engineers, Ships Machinery Crew
and Engine Builders Personnel.
(Precondition: Understanding of Sulzer RTA engines.)
Size 0:
RT-flex50
Size I:
RT-flex58T-B
RT-flex60C
Size II: RT-flex68T-B
Size IV: RT-flex84T-D
RT-flex96C
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 1
p oq=J =p=fs l
Rail Unit(s)
WECS 9520, E 90
Shipyard Interface Box
(SIB)
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 2
p oq=J =p=fs o~=r
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 3
p oq=J =p=fs o~=r
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 4
p oq=J =p=fs o~=r=j~=m~
Fuel oil rail:
The fuel rail contains high pressure fuel of ~ 600 -
800 bar delivered by the fuel pumps of ICU`s
the supply unit during engine operation. The rail
pressure is regulated depending on engine load. Fuel rail
For each cylinder, there is an Injection Control Unit
(ICU) installed on the rail.
The rail is heated by a trace heating piping system. Control
Oil rail
Servo oil rail:
The servo oil rail contains fine filtered (6-micron)
high pressure servo oil, ~ 80-190 bar, delivered by
the servo oil pumps of the supply unit, depending
on engine load. For each cylinder there is a Valve
Control Unit / exhaust valve actuator installed on Servo oil rail
the rail.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 5
p oq=J =p=fs o~=r=m
Fuel, servo oil and control oil
inlet to the rails is between the
Shut-off valves two rail unit halves. For each
system there are two HP-pipes
Trace heating piping coming from the supply unit.
To each rail half, there is a
separate high press. pipe (from
supply unit) connected.
For redundancy reasons there
are two HP-pipes for each system.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 6
p oq=J =p=fs o~=r=m
Control oil high
pressure hoses
Trace heating
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 7
p oq=J =p=fs o~=r=m
Rail unit general drain piping. Possible leakages (fuel, oil, water) are collected for each rail
individually -> Alarm to Alarm System. The leakage is finally drained to sludge tank.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 8
p oq=J =p=fs f=`=r
Quantity piston sensor
An ICU has two different sections:
Injection quantity piston
Control oil side:
Control oil side The rail valves (LP1-valves) control the control oil
flow to the control oil block.
Rail valves Control oil
(LP1-valves) Fuel side:
return The fuel control valves are actuated by pistons in the
control oil block via thrust pieces. There is one valve
for one injector.
Fuel control The main body of the ICU includes the injection quantity
valves piston. Its stroke measurement sensor with housing is
attached to the main body.
Control- and fuel oil side are entirely separated from each
other. Nevertheless, leakages of both systems have a
common drain.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 9
p oq=J =p=fs f=`=r
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 10
p oq=J =p=fs f=`=r
Detection of leakages:
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 11
p oq=J =p=fs s~=`=r
To exhaust valve
3/2 way valve VCU-cover with non-return valve
The servo oil supply from the servo oil rail to 3/2 way valve
is done via connecting element. The 3/2 way valve is pre-
controlled by one rail valve (same type as for ICU, but it
VCU controls servo oil to actuate 3/2 way valve). The servo oil
cylinder flow into, or out of VCU cylinder is controlled by the 3/2
and piston way valve. The servo oil return pipe has a back pressure
of ~2-3 bars, in order to dampen pressure peaks. To the
Connecting upper part of the VCU/actuator pipe, there is a main
bearing oil inlet via a non-return valve, in order to
element
compensate the intended oil loss through the constant
orifice in the exhaust valve drive upper housing.
Note: The servo oil itself is filtered to 6-micron by the
Servo oil return automatic filter, in order to reach the required oil-
cleanliness for a hydraulic system. It is taken from the
main bearing oil system of the engine.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 12
p oq=J =p=fs s~=`=r
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 13
p oq=J =p=fs b~=s~=a
-The exhaust valve is actuated by a double piston drive, Oil inlet from
in order to save oil for actuation. Exhaust valve
- Two redundant exhaust valve stroke sensors for actuator pipe
monitoring.
- One measuring cone for stroke sensors
- The air spring piston has now gas tight piston rings
- the disc spring package is dampening opening stroke in Double piston
case of low air spring pressure. drive
- The lower housing itself is the air spring cylinder.
(notice the top position)
2 exhaust valve
stroke sensors
Joint Ring
Measuring cone
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 14
p oq=J =p=fs b~=s~=a
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 15
p oq=J =p=fs b~=s~=a
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 16
p oq=J =p=fs b~=s~
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 17
p oq=J =p=fs im=N=o~=s~
Rail valves:
Rail valve are quick acting 3/2-way solenoid valves. Each cylinder unit has four rail valves. Three of them are pre-controlling an
ICU, one of them is pre-controlling the valve control unit.
Following an injection/return- or open/close cmd of WECS, the corresponding coils are energized by a very short time (normal
operation ~2-3 ms, max.4.5 ms), but with a high current impuls (~50-60A). This makes the valve spindle move towards the
energized coil (~0.2mm movement). The high current impuls and the short travel of the valve spindle enable a very short
actuation time, what is indispensible for precise injection- or exhaust valve control.
(Detailed description of rail valve function in control systems chapter)
Coils
The rail valves are non-
serviceable. Nevertheless, if dirt
Valve spindle
particles are suspected to Iron core
influence proper operation, the
valves can be opened and blown
out by air. Pay attention to
assembly position of valve
spindle.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 18
p oq=J =p=fs p=r
Main components of a supply unit: Fuel intermediate
accumulator
Fuel side: The jerk-type fuel oil pumps deliver El.actuators
fuel into intermediate accumulator. To keep the
desired fuel rail pressure (600 - 800 bar), the pump
flow rate is regulated via regulating linkage and Fuel outlet
Servo oil collector to rail
el.actuators, receiving pressure setpoint signals
from WECS.
block
From the accumulator there are two outlets,
connecting the accumulator to the fuel rail via two
high pressure pipes.
2nd intermediate
Servo oil pumps gearwheel
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 19
p oq=J =p=fs p=r
3-lobe cams Supply unit gearwheel
Supply unit drive:
Since the supply unit, i.e. fuel pumps and servo oil pumps
have no timing, means they just supply more or less Camshaft bearing
quantity of fuel or oil, the camshaft doesnt have to have a covers
determined position compared to crankshaft. However the
position of the cams relative to each other must be
respected.
Servo oil
pump drive
gearwheel
2nd intermediate and pinions
gearwheel
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 20
p oq=J =p=fs p=r
Shutdown &
Shutdown solenoid Intermediate accumulator with
overpressur
valve 2 safety valves (1250 bar).
e regulating
valve,
Overpressure and safety
valves:
Fuel drain
The overpressure regulating valve
releases fuel back into return
pipe, if the fuel pressure rises
higher than 1050bar. In case of a
shutdown, the shutdown solenoid
valve is energized and the
overpressure regulating valve is
kept open -> fuel pressure drops
to 0 bar.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 21
p oq=J =p=fs p=r
Accumulator Fuel overpressure regulating valve:
Main bearing oil
pressure at norm. In case of the fuel pressure in intermediate
accumulator rises to ~1050bar, the overpressure
operation
regulating valve releases fuel to fuel return line.
The max. opening pressure is pre-adjusted from valve
Knurled screw manufacturer. Shims are used to give the right
and shims position to knurled screw, means if the screw is fully
screwed down to shims, 1050 bar are set. The min.
opening pressure, means when knurled screw is
Piston screwed fully out, is around 500bars (engine still
operational).
During normal operation, main bearing oil pressure
keeps the valve closed. When the opening fuel
pressure is reached, main bearing oil is released,
pressure above piston drops and fuel is released back
to fuel return line to booster unit.
Valve
seat and Emergency operation:
Fuel
In case of fuel pressure regulation failure (e.g.
needle pressure woodward actuator failure), resulting in a constantly
increase/ too high fuel pressure, the max. opening pressure can
decrease be reduced in order to remove load from fuelpump etc.
Fuel A good value will be between 600-800bar.
inlet
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 22
p oq=J =p=fs p=r=
Sol. Valve leakage
Engine shutdown function: drain
coarse
A shutdown is initiated by energizing the solenoid sinterfilter Shutdown
valve (energized from safety system directly). In Solenoid
this way, main bearing oil pressure above piston is valve
released, resulting in fuel pressure drop down to 0 MB-oil
bar in intermediate accumulator and thus in fuel
supply
rail. -> engine stops.
(more detailed description about shutdown in control
system chapter)
Piston
Lever for
manual
activation
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 23
p oq=J =p=fs c=m
Fuel pumps: Buffer space
Upper housing
Rollerguide
Lower housing
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 24
p oq=J =p=fs c=m
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 25
p oq=J =p=fs c=m
Plunger position at regulating linkage position:
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 26
p oq=J =p=fs c=m
Special measures in emergency Excentric shaft
cases: Roller guide Tool Nr:94430
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 27
p oq=J =p=fs o~=i~
El. Fuel pump actuators
Fuel pump regulating linkage:
Fork lever
Torsional springs
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 28
p oq=J =p=fs o~=i~
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 29
p oq=J =p=fs o~=i~
Special measures in emergency cases: Spacer
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 30
p oq=J =p=fs p=rI=p=l
Safety valve Non return valves at each inlet
Servo oil arrangement:
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 31
p oq=J =p=fs p=l=m
Swashplate angle encoder Case drain Control oil inlet Control oil return
Visual indication High pressure
outlet
Non return
Valve / anti
cavitation port
HP-outlet pressure
transmitter
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 32
p oq=J =p=fs p=l=m
Function principle of servo oil
pumps:
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 33
p oq=J =p=fs `=l=m
Pressure transmitter
For leakage detection
(signal to Alarm System)
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 34
p oq=J =p=fs `~=^=p
The Crank Angle Sensors are located on the free end of the crankshaft (or Geislinger Damper) They are separated from
the crankshaft by a special coupling. They create an exact digital signal of the momentary (= actual) crankshaft position
(0.360) The CA sensors have a resolution of 0.1
The spring loaded coupling absorbs all longitudinal and axial movement of the crankshaft. It drives a shaft which is
supported by two ball bearings. The bearings are oil lubricated. From the shaft a toothed belt drives each sensor.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 35
p oq=J =p=fs `~=^=p
The crank angle signal is absolutely indespensable for engine operation. At least one of the sensors must be
working. If one fails, WECS can detect the failure and will keep working with the healthy signal (plausibilty
check). In case both sensors fail, at least one of them must be replaced. There is no emergency operation
possible without at least one CA sensor!
The sensor can be exchanged easily. With the flyhweel at 0.0, the two red lines on the sensor must be flush.
If not, the toothed belt is one or more teeth off its position and has to be slackened again, so the sensor
wheel can be turned freely until the two red lines are flush. Then the belt has to be pre - tensioned with a
given force (4.5 kg). Also the complete sensor drive can be exchanged, a complete drive is a standard spare.
Standard spare parts: 2 Sensors; 1 complete drive unit, assembled; coupling parts.
Experience will show whether the sensors can perfom satisfactory over a long term. The sensors are
exposed to vibrations, heat and humidity. The belts have to be exchanged after a while (estimated lifetime
max. 3 years). The belts must be free of oil!
When working on the sensors or cables, the power must be switched off before disconnecting a cable!
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 36
p oq=J =p=fs `~=^=p
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 37
p oq=J =p=fs `~=^=p
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 38
p oq=J =p=fs `~=^=p
Correct assembly of the crank angle
sensors and -drive is indispensable
for the operational safety.
Worn face
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 39
p oq=J =p=fs `~=^=p
Fitting of shaft encoder
Apply Molykote to
sliding surface!
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 40
p oq=J =p=fs `~=^=p
No tensioning by feeling!
Use the tool....
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 41
p oq=J =p=fs `~=^=p
5. Turn the crankshaft for several turns to let the toothed belt find its running track.
6. If the belt tension has slackened, repeat the tensioning procedure. Check the belt tension
according the figure below.
7. Adjust and bend locking plates.
8. Tighten all screws and lock them.
Cylinder No 1 must be at its actual, physical TDC during the whole installation process!
(This is NOT necessarily corresponding with the TDC signal "tooth".!)
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 42
p oq=J =p=fs ^~=c
Servo oil and control oil is fine filtered before it enters the pumps and hydraulics. The automatic filter
has cartridges of nominal 6 m. There is an emergency bypass filter with 36 m mesh size.
The reason for filtering is to increase the lifetime and safety margin of all hydraulic components.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 43
p oq=J =p=fs ^~=c
The filter "sludge" goes back to the crankcase. It is filtered system oil which is clean enough for normal use.
In the filter control box the backflushing is initiated either by time or differential pressure. Flushing cycles are
counted. Alarms are generated if necessary (Overcurrent, differential pressure high etc)
Inside the box there is a switch with positions "Operation" and "Adjust". After switching to "Adjust" some
parameters become adjustable. Adjustable parameters are e.g. the flushing interval (1 hr 0 mins) etc
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 44
p=oq=J =p=fs m~=`=e~=p
WECS 9500/9520
Exhaust Valve Control Injection Control Starting Valve Control
Main Functions
Servo oil pressure Fuel pressure control
Auxiliary Functions
control
Servo oil
`=^W
`=~===W
Actuation of
automatic start
valve
Oil mist detector
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 PLEASE NOTE:
at 23HA. Proper setting of the air
stand-by control air spring pressure is essential
has to be adjusted for correct exhaust valve
to 6 bar at 19HA. timing.
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:
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 1
p oqJ=p=fs o=`=C=d
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:
The remote control processes the engine telegraph command with internal settings (scaling, load
program etc.) to a speed reference signal for the governing system.
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).
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 2
p oqJ=p=fs p~=p
4. Safety system:
Kongsberg Maritime, NABTESCO, SAM, Lyngs
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:
z WECS uses redundant BUS communication with safety system to activate its slowdowns /
shutdowns
z The safety system (not the WECS!) directly activates the emergency stop solenoid via
hardwiring to depressurize the fuel common rail;
Additionally the safety system delivers some digital outputs to WECS via CAN Module Bus:
z Two inverted main bearing oil slowdown signals (size IV only 1 signal) for dry-running
protection of the control-oil pumps.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 3
p oqJ=p=fs ^~=j
z Alarm signals from WECS control system, transmitted via redundant module bus connection.
z Alarm signals hardwired via E130 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
If propulsion control and alarm monitoring systems are provided by different suppliers, the
WECS9520 split version is used, and the interface is exclusively via MODbus
If propulsion control and alarm monitoring systems are provided by same supplier, the
WECS9520 integrated version is used, the interface can either be MODbus or CANopen bus.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 4
p oqJ=p=fs hj=^=`OM=~=oqJ
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 5
p oqJ=p=fs f~=b~=p=s
ECR Manual Panel
DENIS-9520 DENIS-9520 O==OPMs^`
Ethernet lmf
m Alarm System lmf
Speed ctrl. / RCS / SS Power
Supplies
FCM-20
FCM-20
FCM-20
spare FCM-20
FCM-20
FCM-20
FCM-20
CANopen
CANopen
online
Cyl. 4
Cyl. 5
Cyl. 3
Cyl. 6
Cyl. 1
Cyl. 2
SAir
ExVa Crank-Angle CR Pumps CR Pumps CR Pumps
3x EFIC SSI Bus Actuator Actuator Actuator For engines with more
than 6 cylinders
flex Engine
CA Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump
Local Manual Panel
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 6
p oqJ=p=fs p=b~=p=s
ECR Manual Panel
DENIS-9520 lmf O==OPMs^`
m Alarm System lmf
Speed ctrl. / RCS / SS Power
Supplies
ModBus
CANopen or Service Engine
Control Room ModBus port room
flex Engine
WECS-9520
CANopen System Bus
FCM-20
FCM-20
FCM-20
FCM-20
spare FCM-20
FCM-20
FCM-20
CANopen
online
Cyl. 4
Cyl. 5
Cyl. 3
Cyl. 6
Cyl. 1
Cyl. 2
SAir
ExVa Crank-Angle CR Pumps CR Pumps CR Pumps
3x EFIC SSI Bus Actuator Actuator Actuator For engines with more
than 6 cylinders
flex Engine
CA Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump
Local Manual Panel
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 7
p oqJ=p=fs tb`pJVROM=c~=a
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
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 8
p oqJ=p=fs c`jJOM=e~~=fLl==e
FCM-20 Hardware I/O High Power I/O
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 9
p oqJ=p=fs c`jJOM=e~~=fLl==i
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
MODbus Traffic
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 10
p oqJ=p=fs c`jJOM=j=c
The internal FCM-20 functions within the WECS-9520 can be separated in two groups:
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.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 11
p oqJ=p=fs `=c=f~
Turning Gear Disengaged (Dig. In)
FCM-20
FCM-20
FCM-20
FCM-20
FCM-20
Cyl. 4
Cyl. 5
Cyl. 2
Cyl. 3
Cyl. 1
Servo Oil
1 2 3 Servo Oil Pumps (CAN Module bus)
Inlet Press.
(4-20mA)
Autom.
1 Start 2 1 2 3 Fuel Supply Actuator (4-20mA)
Valve
(Dig. Out)
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 12
p oqJ=p=fs `=c=f~
Crankangle SSI Bus 1
24Vdc
E85 24Vdc out Exhaust Valve
Position Feedback
Power
4-20 mA
Supply
Fuel Quantity
Feedback
4-20 mA
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 13
p oqJ=p=fs o~~
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 14
p oqJ=p=fs `~=^=a
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 WECS-9520 measuring principle provides an absolute angle
resolution to make sure, 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.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 15
p oqJ=p=fs `~=^=a
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 16
p oqJ=p=fs f=`
Injection Control
(volumetric injection control) FCM-20
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 scaled fuel command.
Injection begin and end are triggered and actuated by the FCM-20.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 17
p oqJ=p=fs f=`=r
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 18
p oqJ=p=fs p=k=`
At very low load two of the three injection valves are cut out. This is used to avoid visible
smoke emission and to reduce fuel consumption.
Injecting with one (or two) nozzles a certain fuel volume takes longer than with 3 (or 2)
nozzles. This longer injecting time allows a more constant injection pressure and thus
improved atomization for an optimal combustion.
To avoid thermal stress to cylinder liners, the active nozzles are switched over every 20
minutes.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 19
p oqJ=p=fs b~=s~=`
Partition Device
p=
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 20
p oqJ=p=fs b~=s~=`
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 21
p oqJ=p=fs cnpI=sfq
FQS, VIT:
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 @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 22
p oqJ=p=fs cnpI=sfq
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
depends on RPM, charge air pressure -2.0
4.0 VIT B
This 3rd parameter is introduced to 3.0
IT B Angle [CA]
compensate differences in injection timing 2.0
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
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 23
p oqJ=p=fs sblI=sb`
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 and VEO are calculated by WECS, they cant be changed manually
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 24
p oqJ=p=fs c=m=`
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 25
p oqJ=p=fs c=m=`
Starting
Before and at begin of an engine start, the fuel actuators are set to a value defined in
the WECS-9520 parameters, normally it is 95% of the actuator output.
As soon as engine running is detected, the rail pressure is regulated to the desired
value (~700 bar).
Engine Running
FCM-20 #3 or #4 calculates the necessary rail pressure and the output signal to
the actuators (4-20 mA signal range).
2 transmitters supply the actual value from the fuel rail. 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.
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 @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 26
p oqJ=p=fs c=c~
Pressure Regulation
For faster response of the dynamic pressure regulation any change of the fuel
command is additionally transmitted as feed forward to the control loop.
Feed forward
r
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 27
p oqJ=p=fs c=m=`=
Shutdown
A shutdown from the Safety System is performed as follows:
RTflex size I (58TB/60C): 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 IV (84TD/96C): 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.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 28
p oqJ=p=fs p=C=`=l=`
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 29
p oqJ=p=fs p=l=m=`
A FCM-20 uses the fuel command 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 @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 30
p oqJ=p=fs `=l=m=`
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 31
p oqJ=p=fs p~=s~=`
For slow turning and slow turning failure reset the remote
control sends pulsed 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, if required.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 32
p oqJ=p=fs p~=s~=`
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 33
p oqJ=p=fs j=o~
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 introducing a FCM-20 module from stock as online spare in the system it
will load up the software and parameters from the modules already present in the
system. If installed as online spare without affecting 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 @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 34
p oqJ=p=fs p=o~
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.
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 @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 35
p oqJ=p=fs p=o~
TDC- Pick-up
A damaged TDC sensor is signaled by the WECS monitoring system, but will not
stop or slow down the engine operation.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 36
p oqJ=p=fs m=o~
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 37
p oqJ=p=fs l=o~
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 @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 38
p oqJ=p=fs j~~=`=m~
Similar panels are installed in ECR and
Local Control Panel.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 39
p oqJ=p=fs j~~=`=m~
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 40
p oq=J =p=fs f
Intention:
Introducing Service Engineers and Operating Engineers in some of the specialties
of daily life with the Common Rail Sulzer.
- Trace heating of rail unit, supply unit and rising pipes (all fuel parts). To avoid sticking
HFO the trace heating shall be on at all times. Especially important in port. The fuel inside
rising pipes and rail does not circulate and must be kept warm. To avoid starting difficulties
it is recommended to turn on the heating at least 4 hours before engine starting if it needed
to be stopped for some reason. All rail unit covers shall be kept close.
WARNING: When changing over bunker to MDO the trace heating must by all means be
stopped early enough to avoid overheating of the diesel oil.
- WECS: The WECS system shall always be kept on, there is no need of stopping it in port.
It is recommended to stop WECS power when unplugging sockets from modules,
when disconnecting the sockets of the crank angle sensors and when welding on
the engine. Power supply to a single cylinder can be stopped even with running engine,
after switching it back on the cylinder will boot and start working.
Do not use water washing devices anywhere near the WECS boxes!
- Oil treatment: Some of the hydraulic components are very grateful if they get only
clean oil. It avoids operational trouble and prolongs their lifetime a lot. The automatic
filter is a good and efficient provider of clean oil.
Should the filter indicate high differential pressure all the time this will surely be an
indicator for not so well treated main bearing oil.
Only in real emergency cases must the automatic filter be switched over to it's by-pass
side.
- Function test of main starting valve: The two solenoid valves are normally
activated together for high availability. Carry out a function test sometimes by
disabling each valve and starting the engine.
- To keep all engineers familiar with it: Do a local ("manual") start once in a while.
- Control oil pumps: The software that controls these pumps (= WECS) makes them run
BOTH when the M/E is stopped. If you find this annoying you can stop one or both of
them in port by its main breaker. Make it a habit to start them again when on stand-by.
Keep an eye on the fuel pump regulating racks. Does it move freely on all pumps? (You
can manually push a rod to a lower position, the other pumps will automatically
deliver a bit more.)
Look inside the housing of the servo oil pumps for possible leaks.
- After overhaul works in or around the rail unit and supply unit: Make use of the simulation
possibilities of WECS. Once you have the control oil pumps running you can manually
open and close the exhaust valves. This proves you that they work and that there is
nothing leaking. Use the turning gear to check whether the Bosch Rexroth Pumps are
reversing correctly!
- You can also use "Inj. venting" which will trigger all injection rail valves on-off for a minute.
Oil will flow through them and warm them up. You can also see leaks now.
The four most important tools for trouble shooting flex problems are:
Control Diagram
Alarm-log, indications of actual values.
Wiring diagrams of WECS (bUTIE85; E90, E95, E94, E96)
DENIS/WECS Signal List
Sensor fail alarms that go on and off. First Check: Power supply to sensor, cable connection. If
sensor itself seems to be the cause and has to be changed, do so at next opportunity.
If sensor can't be changed immediately, it's better to disconnect it, otherwise it might disturb the
function of the control system.
Disconnecting works fine with fuel quantity sensors, exhaust valve stroke sensors, rail pressure
transmitters and crank angle sensors.
"Injection quantity piston #n fail": Can be caused by different things like rail valve, FCM failure
or cold control oil, etc. No need to change the complete injection unit (!), either it disappears after a
while or you help it by depressurizing the fuel rail via shutdown valve.
Servo oil pump: Roller bearings, plungers, regulating valve, sealing. Overhaul
Injection control unit: Inspection and overhaul (only by Wartsila Switzerland or authorized Wartsila
workshop)
Crank angle sensors & drive: Belts, shaft sealing, sensors. Inspection & exchange
Sensors: Crank angle, rail pressure PT, inj. quantity piston, exh. vlv. position, etc.
Wires
a) modules:
The FCM module will probably have a limited lifetime. Its capacitors are exhausted after a certain
number of billions of cycles. How many is not yet known exactly, however they are designed to
last for several 10'000 hours of operation.
It can be exchanged very easily: Reduce engine power to half, switch off power supply to the
concerned unit, remove all attached plugs, slacken the holding bolts and take the module out.
Fitting in a new one goes exactly the other way. After switching the power back on the cylinder will
start working after few seconds as if nothing happened.
It is the engine builders great responsibility to make the wiring good the first time. This is as
important as alignment of gear wheels.
Nevertheless, there might be troubles caused by wiring defects and Engineers must face this
challenge. Here are some of the principal items to consider about working on wires:
Make sure no wires will not vibrate. They must not touch the covers or walls of the
boxes. They shall not run one across the other but all in the same direction.
Regular inspection of the wiring inside all boxes shall be done to avoid surprises.
If the wiring diagram indicates a shielded wire then a shielded wire must be used.
The shield must be connected to mass only where indicated.
The data cables, called CAN- Bus, is a special shielded wire. To replace it, BUS-
cable type must be used. BUS cable looks similar to normal shielded cable and can
be handled as such.
The diagrams indicate L and H wires: L stands for LowPower, H stands for
HiPower. In simpler words are L sensitive signal lines and H power lines. Important is
that these two classes are always guided separately with a distance of about 25 cm
to avoid interference to signals.
Charge Air press 1(2), meas fail. Check charge air transmitter 1, (transmitter 2)
Voltage supply 24V available on plug?
Check cabling
Servo Oil Pressure, Sensor 1(2), Meas. Check respective signals on WECS-Assistant (page MAIN).
Fail. Check servo oil p- transmitter 1(2) in RU,
Voltage supply 24V available on plug?
Check cabling
Module FCM #00 Fail Online Spare can be interchanged with spare part --- if failure persists after
exchanging the module, check the CAN System Bus
CAN System Bus / Crank Angle Bus Check CAN System Bus
Fail., FCM #nn
Exh. Valve # nn Position Meas. Fail. Check plug on cyl. cover box, sensor cabling and power supply.
Change sensor if necessary.
If failure appears intermittent, faulty sensor can provisionally be disconnected
in cyl. cover box, before repair is possible
Charge Air pressure 1&2, Meas. Fail Check charge air transmitter 1, (transmitter 2)
Voltage supply 24V available on plug?
Check cabling
Charge Air pressure, Meas. Fail diff hi Compare both charge air pressure indications
with ch.air gauge pressure indication to determine erratic sensor.
Check cabling and voltage supply to this sensor.
Replace sensor if necessary.
Control Oil Pressure Low At least 1 pump running? (2nd should start in case of low pressure)
Main oil supply and pressure after automatic filter OK?
Leakage or shut-off cock for oil drain open?
El. power to pump drives ok?
Control oil pump 1(2), fail. Check on main switchboard: Breaker on? Overload trip?
Current sensing relays in starter box ok?
Check cable from ctrl. oil pump starter box to FCM
Is pump hot?
Servo Oil press. 1+2 Meas. fail Check respective signals. Check cabling
Check servo oil p- transmitter 1(2) in RU,
Voltage supply 24V available on plug?
Servo Oil pressure, meas. Fail. Diff. hi Compare both servo oil pressure indications.
Check cabling and voltage supply to the faulty sensor.
Replace sensor if necessary.
Servo Oil Pressure hi DYNEX pump: Controller valve on pump not adjusted (after
overhaul).
Fuel Rail Pressure, Meas. Fail diff Hi Compare both fuel oil pressure indications
Check cabling and voltage supply to non-matching sensor.
Replace sensor if necessary.
.
Fuel Rail pressure Hi Check fuel pressure regulating linkage for free movement.
Check if fuel pressure actuators (Woodward) are switched on and working.
Assembly mistake of fuel pump? (After overhaul)
Fuel Rail pressure lo Check fuel pressure regulating linkage for free movement.
Check if fuel pressure actuators (Woodward) are switched on and working.
Is fuel supply pressure ok (7-10bar)?
Is there a leakage alarm pending?
Regulating valve 3.06 releases fuel (=> bearing oil supply to valve not ok)?
Size4: Temp monitoring alarm from fuel pump?
Injection Quantity #nn, Meas. fail Check cabling between E95 and injection quantity sensor, check plug.
Make sure space between sensor and piston-sleeve is clean and sleeve is
locked tight to piston.
If 24Vdc ok but no signal, change fuel quantity sensor.
Module FCM #nn Fail. System Bus 1+2 failed on this module?
Crank Angle Bus 1+2 failed on this module?
Module failed?
Exh valve #nn fail. Air spring pressure too high or too low?
Check non-return valve of bearing oil supply to actuator pipe.
Mechanical failure of exh. control v/v or partition device?
Exhaust rail valve failure?
Cable break from FCM to exhaust rail valve?
FCM failure?
Check non-return valve in air supply to air spring.
Injection qty piston #nn fail Could be consequence of rail valve failure.
Fuel viscosity too high? Steam trace heating off?
Fuel quantity sensor damaged?
If not recovering:
Try short manual opening of fuel SHD-valve with red solenoid lever.
Ultimately: Can also hint on seized quantity piston, ICU needs to be replaced.
Fuel quantity sensor damaged?
Control Oil Pressure Very Low At least 1 pump running? (2nd should start in case of low pressure)
Main oil supply and pressure after automatic filter OK?
Leakage or shut-off cock for oil drain open?
El. power to pump drives ok?
Servo Oil Pressure Very Low Oil pressure after automatic filter OK?
Control signal and cables to DYNEX / Bosch pumps OK?
Safety valve 4.23 open?
Drain from collector block open or inlet valves for servo oil rail closed?
Can appear shortly during engine start with Bosch pumps
Fuel Rail Pressure Very Low Check fuel pressure regulating linkage for free movement.
Fuel pressure actuators (Woodward) are switched on and working?
Is fuel supply pressure ok (7-10bar)?
Is there a leakage alarm pending?
Regulating valve 3.06 releases fuel (=> bearing oil supply to valve not ok, valve
seat damaged)?
Shut-off cocks at intermediate accumulator or rail inlet still closed after repair
works?
Crank angle 1+2, Fail. Check cables from angle transmitters to Cyl-EU's.
Check entire CA sensor drive,
Unlikely case that both transmitters fail together. Renew parts if necessary.
Excessive engine speed Engine was overspeeding. (more than 115% nominal RPM).
Rough weather? => Reduce RPM;
Check for separate alarms from CA-sensors or FCMs.