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WECS 9500
The RT-flex engine control is shared between the internal engine control WECS-9500 and external operation and control systems:
The WECS modules are mounted directly on the engine and communicate via CAN-bus. An independent operator interface, the WECS-Assistant, is located in the engine control room for WECS-alarm monitoring, trending and parameter access.
RCS Suppliers
The remote control is the operator interface to the engine. Selectable control panels deliver four manoeuvring commands to the WECS-9500: Start (incl. air braking & slow turning) Stop Ahead 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.
RCS Suppliers
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 2 additional safety-system channels to activate its slowdowns / shutdowns; The safety system (not the WECS!) directly activates the emergency stop solenoid to depressurize the fuel common rail; It delivers some digital outputs to WECS: Two inverted main bearing oil slowdown signals (size IV only 1 signal) for automatic starting of the control-oil pumps; One shutdown signal to each WECS master controller module (MCM) to activate WECS-internal shutdown responses.
ECR Equipment
Safety system
Selector WECS COM-EU And CR Backup panel Telegraph Unit Remote Control Panel
Denis 6 vs Denis 9
Some basic differences between DENIS for RTA and for RT-flex:
DENIS 1, 5, 6 RTA DENIS 9 RT-flex
Manoeuvring Signals Start, Ahead, Astern are wired to solenoids and converted into pneumatic signals. Backup control is optional. Emergency control is done by mechanic shaft and cams acting on pneumatic valves of the engine control. Load signal RC receives load signal from transmitter on intermediate shaft. VIT, VEC Functions provided in RC system. Safety System Shutdown activates fuel cut-out devices and emergency stop solenoid valve 126HB. angle
Manoeuvring Signals Start, Ahead, Astern, Stop are wired to WECS. Twin Backup control (CR and LC) is standard. Emergency control Backup panels deliver manoeuvring signals and fuel commands to WECS inputs, independent from the RC inputs channels. Load signal WECS supplies a fuel command feedback as load signal to the RC system. VIT, VEC, VEO Functions included in WECS program. Safety System Shutdown activates fuel shutdown valve, WECS inhibits injection commands and fuel rail supply.
ASM
Gateway
VDM
COM EU Components
COM EU Components
The ASM selects and monitors the MCMs, default active master is always MCM 1. In case of the active module failing, the ASM switches over to the second MCM. Additionally the ASM: interfaces certain signals from and to the MCMs (see external overview drawing) converts crankangle signals from the SSI bus into incremental signals for the MAPEX-CR provides certain internal power supplies, e.g. for the backup fuel command. The Gateway connects the WECS Assistant to CAN bus #1. Across this connection the flexView reads and writes data from/to the modules. For safety reasons the gateway also galvanically isolates the WECS Assistants CAN bus #A from CAN bus #1 and the bus speed is reduced from 500Kbit/sec to 250Kbit/sec to prevent bus traffic overload.
Training Makes A Difference @ Wrtsil
Training Center Winterthur / issue 01.2005 / hk
COM EU Layout
CYL EU Components
CYL EU Components
The VDM was especially developed for the 2-stroke applications, to generate the high-current signals for the railvalves. Additionally the VDM: supplies the electric power to the CCM modules, indicates the output activity with LED's, generates the On-time feedback for the CCMs to determine the railvalve operation.
CYL EU LAYOUT
Rail Valve
The rail valves are quick-acting bi-stable solenoid valves. Two coils are mounted on the valve body, each is driving the valve piston in one endposition. For correct timing of the injection- or exhaust valves, the rail valve piston must shift between these two positions with a very high speed. Accordingly the actuation current through the coils is quite high. Normally the average current is ~40 Ampere and more, if the control/servo oil temperature is low. To limit thermal load of the coils, these may not be energized for more than 4ms. This ontime is sampled, monitored and limited by the WECS-9500. 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, WECS-9500 sends setpulses to all rail valves in regular intervals when the engine is stopped,.
Without camshaft the RTflex engine has no direct mechanical link to the process the crank angle for start-, fuel injection and exhaust valves. It is necessary to measure the actual crank angle electrically. The measuring principle must provide 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. The sensors are pre-assembled to a sensor unit, which consists of the sensor mounted on a carrier plate, and a connecting cable with plug.
The crank angle sensors (or shaft encoder) supply data and clock signals to the CCMs via SSI-bus (Synchronous Serial Interface). Signals from both CA sensors are checked for errors by the CCMs. Each CCM selects for itself one of the sensors as active master CA-signal. This master signal is used to determine crankangle, engine speed, direction of engine rotation and to process the TDC signal. Either CCM1 or CCM2 is selected as bus clock-master CYL-EU and supplies the clock pulse for synchronizing the encoder and the other CCMs. The drive shaft and the belts to the crank angle sensors are monitored for slipping. CA signals are compared with a TDC pulse signal for cylinder unit #1 from a pick-up on the flywheel. The TDC pulse is delivered to the CCM #1, which checks if this pulse is matching with the crank angle signal. If the difference is too large, an alarm or shutdown is initiated by the WECS-9500 (depending on the deviation angle).
Injection Control
CYL-EU
CCM VDM
Normal operation Some degrees before the piston reaches TDC, the CCM calculates the correct injection begin angle, which includes VIT and FQS angle offset delivered by the MCM. 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 fuel quantity sensor movement. The fuel quantity sensor further gives a feedback of the amount of injected fuel and is compared with the scaled fuel command from the MCM. Injection begin and end are triggered by the CCM and actuated by the VDM.
Injection Control
All components drawn in position Return (No Injection)
Once the desired amount of fuel has been injected, the CCM via VDM toggles the rail valves to return position. Immediately the injection control valves interrupt the fuel rail pressure from the fuel nozzles. Due to the rising pressure in space the fuel quantity piston moves back to its initial position.
Rail Valves
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.
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 for the valve control from the main bearing oil for the exhaust valve actuation. This separation makes sure that in case of e.g actuator pipe fracture only one cylinder loses hydraulic pressure, instead of complete servo oil rail => exhaust valve control would be lost. The stroke of the valve spindle is measured by 2 analogue position sensors for a feedback to WECS-9500.
Partition Device
Servo oil
Exhaust ValveControl
FQS / VIT
FQS / VIT
2.0 1.0 0.0 0.0 -1.0 -2.0 -3.0
.0 .0
Char ge Air Pr e s s ur e [-]
VIT A
The VIT angle calculation for the RT-flex depends on RPM, charge air pressure and (new) fuel rail pressure.
IT B Angle [CA]
1.0 2.0
10
20
50
70
80
4.0 3.0
IT C Angle [CA]
200
400
600
800
1000
1200
This 3rd parameter is introduced to compensate differences in injection timing resulting from different injection pressures. Higher fuel pressure causes advanced injection and higher Pmax. Thus the injection begin angle is retarded a bit with increasing fuel pressure.
VIT B
VIT C
1400
1600
VEO / VEC
The VEC (variable exhaust-valve closing) is known from the contemporary RTA engines:
VEC
4T B/D
5 0
10
20
30
40
50
60
90
Adopting compression pressure to keep the firing ratio (Pmax / Pcompr) within permitted range during advanced injection. VEO: Variable Exhaust-valve Opening Keeps the exhaust gas pressure blowback constant by earlier valve opening at higher speed for fuel economy and less deposits at piston underside.
Engine Speed [%
20 Angle [CA] 15 10 5 0 0 -5 10 20 30 40 50 60 70
NEW
VEO
VE
VEC and VEO are calculated by WECS, they cant be changed manually
80
90
En g in e Sp e e d [%]
Before and at begin of the starting, the fuel actuators are set to a value defined in the WECS-9500 parameters, normally it is 95% of the actuator output. As soon as engine running is detected, the rail pressure will be regulated to the desired value (~ 00 bar at low load range).
Engine Running
The MCM reads load signal from the CCMs, measures the actual pressure in the fuel rail (size IV: fuel rails), calculates the necessary fuel rail pressure and sends a corresponding setvalue between 4-20 mA to the fuel pump actuators. 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.
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
A shutdown from the Safety System or the WECS-9500 is performed as follows: RTflex size I (5 TB/60C): The safety system releases the pressurized fuel rail to the overflow tank by opening the pneumatic fuel shutdown valve 3.0 via emergency stop solenoid 3.0 (ZV 061S). RTflex size IV ( 4TD/96C): The safety system releases the pressurized intermediate fuel accumulator to the fuel return line by opening the hydraulic fuel shutdown valve 3.0 via emergency stop solenoid 3.0 (ZV 061S). WECS-9500 triggers the fuel pressure command for the actuators on the supply unit to zero for terminating fuel feed to the rail unit. Injection commands are blocked by the WECS-9500.
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. With size IV engines the control oil additionally supplies the actuating valves for the swashplate control to operate the Bosch pumps. Both control oil pumps starts up, as soon as main bearing oil pressure is available. During starting and in low speed range both pumps are running. (Size I only (RTflex5 T-B / 60C:) 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 1 0 bar. 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.
Servo il ressue
n ine o
The MCM 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 CYL-EU. Pulse-width modulated (PWM) signals from the CCM are converted in the CYL-EU terminals to a Vdc signal of 0 - 10V corresponding to 0 - 450 bar pressure setpoint. A second signal from the CCM sets the rotation command for the Bosch pumps. The swivel angle of the swashplate, that controls the axial piston group in the pump, has to be reversed when the pump drive direction changes.
Training Makes A Difference @ Wrtsil
Training Center Winterthur / issue 01.2005 / hk
Control Air
Proper setting of the air spring pressure is essential for correct exhaust valve timing.
The opening and closing of the starting pilot valves 2.0 is controlled by the corresponding CYL-EU, depending on the crank angle. The nominal opening angle is 0, closing angle is 110, comparable to RTA. For engines with 10 or more cylinders this closing angle can be reduced to minimise starting air consumption. The automatic main starting valve 2.03 is controlled by the COM-EU. Each MCM has got its own start control valve (ZV 0113C and ZV 014C). For Slow Turning the automatic valve is controlled and the starting pilot valves are pulsed via CYL-EUs to reach desired slow turning speed. This speed can be adjusted by adopting pulse cycles in corresponding RC-parameter.
Redundancy
TDC- Pick-up
A damaged TDC sensor is signaled by the WECS monitoring system, but will not stop or slow down the engine operation.
Redundancy
Redundancy
Redundancy
Redundancy
Operator Interface
Operator Interface
Operator Interface
Operator Interface
The flexView desktop starts up automatically via batch routine, when the WECSAssistant is switched on. For practical reasons a closing of the flexView program with the normal close icon is overrun by the batch routine, which will restart flexView immediately. The screen is separated in two pages, which can be selected individually, for convenient access and monitoring of alarms, indications, engine processes and parameters. For safety reasons, access to certain pages and parameters is limited by access levels: Standard, Operator, Service
Operator Interface
For these levels no password is required. Standard and Operator users have access to common flexView pages. At standard level only a limited group of values and commands is indicated. Setting of commands or parameters is inhibited. At operator level certain pages can be selected with more details and some USER parameters and commands can be changed for maintenance and component testing. Overview shows the most common information about the current engine condition without overloading the page with too much data. Alarm displays all engine related failures and indications, WECS slowdowns and, shutdowns, events, etc. with time stamps for occurrence, acknowledging time and restoring time. For a quick reference the different indication groups have a color code for easy separation of the groups. These two pages are displayed as default and supply all necessary data for the average daily use at sea or during maneuvering.
Operator Interface
Operator Interface
Hiding of certain indications for better overview
Shutdowns from safety system or WECS-9500 Slowdowns, instant or delayed Alarms ,engine or control system Events, engine or WECS related Messages, internal WECS related (passw. level) flexView internal errors / messages (passw. level) Log messages (passw. level)
Background color of active failures is failure type color. Restored failures background color have white
Background color of new failures is failure type color. Acknowledged failures have white background color
Operator Interface
Operator Interface
Indication only at standstill or during testing with turning gear
Sensor 1 is always connected to MCM 1, Sensor 2 to MCM 2. Mean value is used for WECS / RC processing
Servo oil flow indication for the Dynex Pumps. Triggers no alarm, only for information.
Operator Interface
Inj.Venting and testing of rail & exhaust valves Resetting messages Exhv. No Movement
With pressing Shift and up or down keys, commands can be selected. Background color changes to yellow, for separating possible choice from actual (selected) conditions . Only visible, if Show details is selected To execute selected command, press Shift and Enter. Background becomes white again to show command execution.
Operator Interface
Normal on- time is between 1 and 2 ms [2. ms with size IV], depending on the railvalve temperature, above that a message on time high is indicated in flexView, The maximum on- time is limited to 4.5 ms by WECS. Values between 4-11 mA indicate open exhaust valve / quty. piston return, 13-20 mA a closed exhaust valve / quty. piston injecting. With size IV exhaust open / close values are 10 / 20 mA
Deadtime between WECS command and first movement of the feedback targets.
Operator Interface
Operator Interface
Standard, Operator and Service users do not have write access to the IMO page and can call up this page for information only.
All IMO relevant parameters are monitored for changes from the initial settings, which were approved by the class during engine commissioning. In case of any deviations from the original settings IMO CRC Alarm is initiated.
Operator Interface
A very powerful trending tool is available with the flexView software in all user modes. Several pre-selected trends can be called up over the open Trend window in the Tools menu.
You can also set up new trend pages by clicking on any value in a flexView page and with right mouse click select Add to Trend.
Clicking onto a place in the graph after scanning generates a dotted line and indicates the selected momentary values in the column value.
Operator Interface
Interesting parts of the stopped trends can be enlarged by scrolling over the desired area while holding the right mouse button pressed.
Maneuvering in the trend grid is possible by clicking the arrows which appear as soon as mouse cursor comes close to the borders.
By clicking the magnifying glass in the Zoom page, the trend jumps to the latest available saved data.
Operator Interface
Operator Interface