Professional Documents
Culture Documents
40 RT-Flex WECS-9520 Control
40 RT-Flex WECS-9520 Control
40 RT-Flex WECS-9520 Control
RT-flex, WECS-9520
The RT-flex engine g control consists of internal engine control WECS-9520 and the external Propulsion Control System (PCS) (not Wrtsil supply) with
z z z z Remote Control (ECR (ECR, Bridge) Safety System Electric Governor Alarm Monitoring System
Page 2
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Bridge
ECR
fV
E. G.
AMS
SS
Engine room
Page 3
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Basic RT-flex concept
Basic Schematic of the Wrtsil RT-flex system with electronically controlled common-rail for fuel injection and exhaust valve operation.
RT-flex Concept
Page 4
Chapter 40
Feb. 2010
RT-flex, WECS-9520
WECS-9520
WECS-9520 has no central computer but each cylinder has its own FCM-20 module for the cylinder related- and common functions.
Page 5
Chapter 40
Feb. 2010
RT-flex, WECS-9520
WECS-9520
These FCM-20 modules are mounted directly y on the engine g and communicate via internal System CAN Bus. An operator access to the WECS-9520 is integrated in the user interface for the propulsion control flexView system and flexView. WECS-9520 is neither an engine remote control system nor a safety system.
Page 6
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Remote control system:
K Kongsberg b M Maritime, iti NABTESCO Lyngs NABTESCO, L
Remote Control
The remote control is the operator interface to the engine. Selectable control panels deliver following manoeuvring commands to the WECS9520 via CANbus or MODbus connection:
z Start, Start Brake air z Stop z Ahead z Astern
The remote control processes the engine telegraph command with internal settings (scaling, load program etc.) to a speed reference signal for the governing system. system
Wrtsil Land & Sea Academy Page 7 Chapter 40 Feb. 2010
RT-flex, WECS-9520
Lyngs
Page 8
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Kongsberg Maritime
Page 9
Chapter 40
Feb. 2010
RT-flex, WECS-9520
NABTESCO
Page 10
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Electronic Governor
The electronic g governor system y supplies the fuel command for the WECS9520 and regulates the engine speed The fuel command is calculated from the speed reference signal of the RC RCsystem in relation to the engine load. Fuel limiter in the governor system limit the fuel command depending on actual speed and charge air pressure ( & torque to avoid engine operation beyond the propeller law curve (smoke limiter) Critical speed range and other restrictions by the propulsion system are programmed to the governor system
Page 11
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Safety System
Safety system:
Kongsberg Maritime, Lyngs
The safety system activates slowdowns and shutdowns in case of abnormal conditions of the engine or its auxiliary equipment. The function with the RT-flex RT flex engine is similar to the conventional engines engines, with some different / additional functions:
z WECS-9520 uses redundant BUS communication with safety system z The safety system (not WECS-9520 WECS 9520 !) directly activates the hardwired emergency-stop solenoid to depressurize the fuel common rail
Page 12
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Safety System
Additionally the safety system delivers some digital outputs to WECS-9520 via CAN Module Bus: z Inverted main bearing oil shutdown signals for starting and dry-running protection of the control oil pumps z Shutdown signal to WECS-9520, to activate WECS-internal shutdown responses WECS-9520 failures requesting speed reduction are activated by the governor system through AMS to the safety system
Page 13
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Alarm Monitoring
The monitoring system receives alarm messages, divided in two groups: z Some general failures alarm signals are hardwired via E130 and E90 for follo ing general fail following failures: res Leakage Alarms: Rail Unit, Supply Unit, Injection Components Fuel Pressure Actuator Failure Fuel Pump Outlet Temp Deviation Monitoring Servo Oil Flow Monitoring (Dynex pumps only) WECS-9520 Power Supply Monitoring
Page 14
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Alarm Monitoring
Other WECS-9520 WECS 9520 failure signals are transmitted via redundant (module (module-) ) bus connection: z The standard WECS-9520 execution uses a Modbus interface to send failure messages to the AMS via WECS-9520 modules FCM-20 #3 and FCM-20 #4 z If both propulsion control and alarm monitoring systems are from Kongsberg Maritime (Autochief C20 and Datachief C20), then the monitoring system can access WECS-9520 directly y via CANopen interface to FCM-20 #1 and FCM-20 #2 and no Modbus connection is required
Page 15
Chapter 40
Feb. 2010
RT-flex, WECS-9520
WECS-9520 failures on the AMS:
Alarm Monitoring
Total 6 different groups of WECS-9520 failures are transmitted via CAN / Modbus to the alarm monitoring system: z Passive Failures
Failures of redundant sensors, , busses or components p
z Common Failures
Cylinder unit failures without redundancy or common system failures that do not cause any speed reduction
z Cylinder Failures
Any cylinder unit failures that cause a slowdown via AMS / SS
0 System critical failures that cause immediate stopping of main engine (not by AMS / SS) and can not be overridden by safety system
Page 16 Chapter 40 Feb. 2010
RT-flex, WECS-9520
Bus Systems
Page 17
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Control Room
ECR Manual Panel
Standard System
flexView 2 x 230VAC
Power Supplies
ModBus #3 M ModBus #4 M CANopen or ModBus #1 Module Bus #2 CANopen Module Bus #3 CANopen Module Bus #0
Engine room
WECS-9520
CANopen System Bus FCM-20 FCM-20 FCM-20
Rail Unit
FCM-20
FCM-20
FCM-20
Cyl. 3
Cyl. 4
Cyl. 5
Cyl. 1
Cyl. 2
Cyl. 6
4-20 mA
E95.1
Starting Valve VCU 3x ICU
E95.6
CANopen / PWM
CO Pump Actuator for Fuel Pump Servo oil Pump Actuator for Fuel Pump Servo oil Pump
RT-flex Engine
ALM-20
Page 18
ALM-20
Chapter 40
ALM-20
ALM-20
FCM-20
RT-flex, WECS-9520
Control Room
OPI OPI
Power Supplies
CANopen Module Bus #1 #2 CANopen Module Bus #3 CANopen Module Bus #0
Engine room
WECS-9520
CANopen System Bus FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20
Rail Unit
Cyl. 3
Cyl. 4
Cyl. 5
Cyl. 1
Cyl. 2
Cyl. 6
4-20 mA
E95.1
Starting Valve VCU 3x ICU
E95.6
CANopen / PWM
CO Pump Actuator for Fuel Pump Servo oil Pump Actuator for Fuel Pump Servo oil Pump
RT-flex Engine
ALM-20
Page 19
ALM-20
Chapter 40
ALM-20
ALM-20
FCM-20
RT-flex, WECS-9520
The WECS-9520 system is built with a single multifunctional electronic module FCM-20 = Flex Control Module 20. O FCM-20 One FCM 20 is i mounted t d per cylinder li d i in a cabinet bi t (E95) below the rail unit. An additional online spare module FCM-20 is located in the SIB Shipyard Interface Box (E90). (E90) The modules communicate between each other on a fast internal CANopen system bus. Additionally each module has got two module busses (1x CANopen, 1x MODbus) that are used for communication to external systems (PropCS, ALM), backup control panels, actuators (size IV). The internal module layout and the cable trays in the rail unit entirely separate circuits with high EMC noise, like power cables or pulsed current lines (PWM, rail valves) from sensitive low power lines like databus cables and sensors.
Box Box
Page 20
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Bus cabling
Terminator resistors
At each end of the Bus cable a terminator resistant of 120 MUST be installed to avoid signal reflection
Page 21
Chapter 40
Feb. 2010
RT-flex, WECS-9520
FCM-20 Module
Page 22
Chapter 40
Feb. 2010
RT-flex, WECS-9520
FCM-20 Hardware I/O
On the upper pp left-hand side of the FCM20 are the interface plugs for the high/pulsed power outputs. LEDs indicate I/O condition. Some change h their h i colour l i in case of ff failures il or short circuits. Blink codes give detailed failure information.
Start Pilot Valve 24VDC out, Ctrl-Oil Pumps Auto. Main Start Valve Supply Man. Ctrl. Panels Servo Oil Pump Actuator
Page 23
Chapter 40
Feb. 2010
RT-flex, WECS-9520
FCM-20 Hardware I/O
On the lower right-hand g side are the interface plugs for low power signals and databusses. LEDs indicate FCM-20 module & I/O condition. di i S Some change h their h i colour l i in case of failures or short circuits. Blink codes give detailed failure information.
Chapter 40
Feb. 2010
RT-flex, WECS-9520
The internal Th i t l FCM-20 FCM 20 functions f ti within ithi the th WECS-9520 WECS 9520 can b be separated t di in two groups:
Cylinder Related Functions Common Functions
Page 25
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Cylinder related functions:
For synchronizing the injectioninjection and exhaust valve control timing with the crank angle, each FCM-20 reads and processes the crank angle signals from the SSI-Bus and calculates speed, angle and rotational direction of its cylinder Start-, injection- and exhaust valve control according to settings in data container and commands and parameters received across CANopen System bus
Page 26
Chapter 40
Feb. 2010
RT-flex, WECS-9520
24VDC C
24VDC out
Page 27
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Common functions:
Fuel- and servo oil rail pressure monitoring and regulation Fuel regulation, control oil pumps control Storage and processing of tuning data (IMO, engine-specific and global settings) Internal WECS monitoring (power supply, SW-watchdog, CRC- & HW-checks) Calculation and processing of common control variables (VIT, VEC, VEO, engine i state, t t etc.) t ) Interface to propulsion control system and to backup panels in ECR and LC Failure indications with help of module LED's LED s Aux. blower request at low charge air pressure
Page 28
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Turning Gear Disengaged (digital in)
2
FCM-20
Cyl l. 4
Cyl l. 2
Cyl l. 1
Cyl l. 3
Cyl l. 5
TDC Pi Pickup k (di (digital it l in) i ) 1 2 3 Servo Oil Pumps (PWM current 0-2,2A) Automatic Start 2 Valve (digital out) 1 2 3 Fuel Supply Actuator (4-20mA)
Page 29
Chapter 40
Feb. 2010
RT-flex, WECS-9520
T Turning i Gear G Disengaged Di d (digital (di it l in) i ) Charge Air Pressure (4-20mA) 1
2
FCM-20 FCM-20 FCM-20
FCM-20
FCM-20
Cyl l. 4
Cyl l. 2
Cyl. 1
Cyl l. 3
Cyl l. 5
Local MCP (CAN Module bus) ECR MCP Fuel Rail Servo Oil Rail Control Oil Rail Control Oil Pumps (digital out) 1
Page 30
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Turning Gear Disengaged (digital in)
1
FCM-20 FCM-20
2
FCM-20
Cyl l. 4
Cyl l. 2
Cyl l. 1
Cyl l. 3
Cyl l. 5
Local MCP (CAN Module bus) ECR MCP Fuel Rail Servo Oil Rail Control Oil Rail Control Oil Flow (4-20mA) Servo Oil Inlet Press. (4-20mA) Automatic Start 2 Valve (digital out) Control C t l Oil Pumps 1 (digital out)
Page 31
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Speed/fuel command
Wrtsil Land & Sea Academy Page 32 Chapter 40 Feb. 2010
RT-flex, WECS-9520
START AHEAD
START ASTERN
A start sequence will be initiated to reach preselected engine speed / power in requested direction if no starting interlock pending Engine will be stopped immediately
Overrides shutdowns if pressed once, next pressing releases override (see to red LED indication) Resets audible alarms from safety system and slow turning failures on this panel If the Acknowledge button is pressed for more than 5 seconds, WECS-9520 SW info and all necessary IMO check values are indicated in the screen until button is pressed again Pre-selects blowers for automatic mode; start / stop depends on actual charge air pressure. starts blowers manually, if both charge air sensors fail. =>Display: Aux. Blower Man. Ctrl. / No Blowers running Stops blowers during automatic mode only if engine is not running. running In manual mode stops blowers at any time.
Page 33
STOP
Releases starting air in ahead direction t blow to bl engine i on air, as long as button is pressed Releases a slow turning sequence (one single turn). Slow turning failures are i di indicated di in the h display di l
Chapter 40
Feb. 2010
Rail Valves
Rail valves are bi-stable, i.e. selected position remains until counter-direction is set by WECS-9520 After installing or replacing a bi-stable valve, its position (open or close) is unknown. To make sure the valves are always in the safe No injection and Exhaust valve closed position iti when h th the engine i i is stopped, t d WECS-9520 sends set-pulses to all rail valves in regular intervals (~10 s)
Page 34
Chapter 40
Feb. 2010
RT-flex, WECS-9520
RT-flex, WECS-9520
To synchronize the messages between FCM-20 modules and CA-sensors, each SSI bus has its own clock bus bus, the bit frames itself are sent via its data bus The two last FCM-20 are clock bus masters (e.g. #11 & #12 on a 12-cyl. RT-flex). I.e. FCM-20 #(last-1) supplies clock pulses to sensor 1 and the other modules on bus 1. FCM-20 #(last) supplies clock pulses to sensor 2 and the other modules on bus 2 Signals from both CA sensors are processed and checked for errors within each FCM-20 Sensor angle values are compared with TDC pulse signals from a pick-up on the fl h l If the flywheel. th TDC signal i ld does not t match t h with ith a sensors crank k angle l sector t around 0, a common failure or, depending on the deviation, a critical failure (engine stops) is initiated by the WECS-9520 The final master angle value is calculated from the measured angles and used to determine crank angle, engine speed and direction of engine rotation
Page 36
Chapter 40
Feb. 2010
Injection Control
Normal operation Some degrees before the piston reaches TDC, the FCM-20 calculates the correct injection b i angle, begin l t taking ki VIT and d FQS into i t consideration. id ti F Further th a deadtime d dti i added is dd d t to compensate the time-difference between the injection command from the control system and the real injection begin. The deadtime is measured during the injection cycle by comparing the elapsed time between command release and begin of movement fuel quantity sensor. The fuel quantity sensor further gives a feedback of the amount of injected fuel and is compared with the fuel command. Injection begin and end are triggered and actuated by the FCM-20. FCM-20
Wrtsil Land & Sea Academy Page 37 Chapter 40 Feb. 2010
RT-flex, WECS-9520
Schematic Layout of an Injection Unit When the rail valves are switched to I j ti f Injection, fuel li is supplied li d f from volume through injection control valves 3.41 to the fuel nozzles. During fuel displacement the fuel quantity piston moves inwards and delivers a feedback signal analogue to the injected fuel quantity to the FCM-20, which compares this value with the fuel command received from When the desired amount of fuel has been electronic governor governor. injected the FCM-20 injected, FCM 20 switches the rail valves to
Fuel Quantity Signal Injection Control Valves Servo (control) oil side
return position. A second time delay appears, before the quantity piston movement is terminated. This injection return delay is compensated inside the WECS-9520. After the injection control valves interrupted the fuel supply to the injector nozzles, due to the rising pressure in space the fuel quantity piston moves back to its initial position.
Page 38 Chapter 40 Feb. 2010
Rail Valves
RT-flex, WECS-9520
Injection sector with dead time correction
Injection Curve
Injection return overshoot True Injection j begin g dead time Injection begin dead time Begin of injection threshold =4% Injection return dead time Fuel command signal
Injection command
Return command
In the upper graph the red curve shows a simplified injection curve, as given by the fuel quantity q y sensor during g one injection j stroke. The blue curve shows the command timeframe (angle) between the injection- and return commands to the rail valve coils. After an initial quantity piston movement of 4% the ramp is considered as injection. The time elapsed between the injection command and this point is the true injection begin deadtime. At the return command the piston movement still continues until the end of the return deadtime. This maximum injection value is used by WECS-9520 for actual fuel command processing. The injection return overshoot is compensated by the external speed regulator (by adopting fuel command until desired engine speed is reached).
Wrtsil Land & Sea Academy Page 39 Chapter 40 Feb. 2010
To avoid thermal stress to cylinder liners, liners the active nozzles are cycled every 20 minutes. Cycling from one nozzle to another is done with a 20 seconds time delay between each cylinder to prevent smoke emission due to cold fuel injected through the new active hot nozzle. nozzle
Page 40
Chapter 40
Feb. 2010
RT-flex, WECS-9520
The exhaust valve is opened by servo oil pressure and closed by an air spring, same as with conventional engines. Instead of cam and roller the actuation is done by VCUs. The stroke of the valve spindle is measured by one or two analogue position sensors for a feedback to the WECS-9520.
VCU Pi Piston t
Slide rod
RT-flex, WECS-9520
Exhaust valve
Page 43
Chapter 40
Feb. 2010
RT-flex, WECS-9520
The time between the Open command and the initial movement of the spindle is measured. It is called opening p g deadtime This deadtime will be considered by switching the rail valve a little earlier for compensation of hydraulic and mechanic delays Analogue to the above mentioned, the valve closing angle is determined and controlled by the FCM-20 including the VEC (Variable Exhaust valve Closing) and a closing deadtime
Page 44
Chapter 40
Feb. 2010
RT-flex, WECS-9520
The signal Exhaust valve open is triggered after 15% opening stroke already where for the Exhaust valve closed signal a closing stroke of 85% is needed. Therefore, the Exhaust valve close deadtime shown in the flexView is much longer than Exhaust valve open deadtime.
Wrtsil Land & Sea Academy Page 45 Chapter 40 Feb. 2010
FQS, VIT
RT-flex, WECS-9520
2.0 1.0 0.0
FQS, VIT
VIT A
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 -1.0 -2.0 -3.0 Charge g Air Pressure [-] []
The VIT angle calculation for the RT-flex depends on RPM, charge air pressure and fuel rail pressure This 3rd parameter is introduced to compensate t differences diff in i injection i j ti timing resulting from different fuel rail pressures Higher fuel pressure causes advanced injection and higher Pmax
FQS, VIT:
4.0 IT B Angle [ CA] 3.0 20 2.0 1.0 0.0 -1.0 -2 2.0 0 Engine Speed [%] 0 10 20 30 40 50 60 70 80
VIT B
VIT C
4.0 3.0 IT C Angle [CA] ] 2.0 1.0 0.0 -1.0 0 -2.0 -3.0 30 -4.0 Fuel Rail Pressure [bar] 200 400 600 800 1000 1200 1400 1600
Thus the injection begin angle is retarded a bit with increasing fuel pressure
Page 47
Chapter 40
Feb. 2010
VEO, VEC
VEC
5 0 -5 0 -10 -15 -20 -25 25 -30 -35 Engine Speed [%] 10 20 30 40 50 60 70 80 90 100 110 120
Adopting compression pressure to keep the firing ratio (Pmax / Pcompr) within permitted range during advanced injection. Exhaust-valve VEO: Variable Exhaust valve Opening Keeps the exhaust gas pressure blowback constant by earlier valve opening at higher speed for fuel economy and less deposits at piston underside.
VEO
80
VEC and VEO are calculated by WECS-9520 and can not be changed manually !
Wrtsil Land & Sea Academy Page 48 Chapter 40 Feb. 2010
RT-flex, WECS-9520
Page 49
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Example:
Rail pressure varies over engine load. Low load: Service load:
Wrtsil Land & Sea Academy
High pressure to optimize combustion (reduce smoke) High pressure to optimize fuel consumption
Page 50 Chapter 40 Feb. 2010
Middle load and CMCR load: Low pressure to comply with IMO emission regulations
Already Al d at t standstill, t d till th the f fuel l pump actuators t t respond dt to the th existing i ti pressure in the fuel rails and set their output accordingly If at the beginning g g of the staring g sequence q the fuel p pressure is still higher g than 400 bar, the actuators will be first at zero and than increase to setpoint WECS-9520 monitors the fuel rail pressure and releases engine firing as soon as a minimum required fuel rail pressure is reached This is one of the advantages of the RT-flex concept since, on the same engine revolution, some cylinders are still being pushed down by staring air, others f receive already fuel Starting air is finally cut-off at a certain speed limit set in the RCS system
Page 51
Chapter 40
Feb. 2010
The two Th t pressure transmitters t itt on the th fuel f l rail il deliver d li th the current t pressure value l to WECS-9520. For faster response of the dynamic pressure regulation, any change of the fuel command for the speed control is additionally transmitted as feed forward to the control loop WECS-9520 calculates the necessary rail pressure and the corresponding output signal to the actuators (4-20 mA signal) The fuel pumps charge up the fuel rail pressure via intermediate fuel accumulator or direct to the fuel rail, depending on the engine type f f fuel f The resulting pressure in the fuel rail depends on the quantity of delivered by the supply unit and the amount of fuel injected
Page 52
Chapter 40
Feb. 2010
Feed Forward
The jerk-type Th j kt fuel f l pumps react t to t a new actuator t t setting tti only l with ith the th next t following delivery stroke. This generates a deadtime until the pumps can compensate against a raising or falling fuel rail pressure To change the fuel rail pressure, a new fuel command is needed. For faster response of the dynamic pressure regulation any fuel command change is additionally transmitted as feed forward to the control loop
r Feed forward
Page 53
Chapter 40
Feb. 2010
A shutdown from the Safety y System y is performed p as follows: The safety system releases the pressurized intermediate fuel accumulator to the fuel return line by opening the hydraulic fuel shutdown valve 3 3.07 07 via emergency stop solenoid 3.08 (ZV7061S) WECS-9520 WECS 9520 triggers the fuel actuator outputs to zero for terminating fuel feed to the rail unit, while the engine is not yet stopped Injection commands are blocked by the WECS-9520 The red lever is NOT meant for emergency stop
3.08
3.07
Page 54
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Page 55
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Page 56
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Page 57
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Serv vo Oil Pressu e [bar]
The servo oil rail pressure is controlled depending on the engine load. At part load the pressure is reduced to adjust the opening speed of the exhaust valve against the lower remaining gas pressure in the cylinder
WECS-9520 uses fuel command and Engine Load (MEP x n) [%] speed as engine load reference to calculate the necessary setpoint for the servo oil pressure. Each servo oil pump is controlled by a different FCM-20
Dynex: A pulse-width modulated (PWM) current signal is supplied to the solenoid mounted on the control plate of the pumps. This signal is setting the output of the axial piston pumps to maintain the required servo oil rail pressure Bosch: Pressure command and engine running direction are communicated via CAN bus to the Bosch electronic controller cards of the pumps While engine at standstill, the control oil circuit feeds the servo oil rail with appro imatel 75 bar approximately bar, adj adjusted sted at press pressure re red reducing cing valve al e 4.27 4 27 (some engine t types pes only)
Wrtsil Land & Sea Academy Page 58 Chapter 40 Feb. 2010
RT-flex, WECS-9520
The control oil pumps supply an oil pressure of 200 bar to operate injection control valves l and dt to prime i th the servo oil il rail il ( (with ith reduced d d pressure), ) when h th the engine i i is at t standstill. Control oil pressure is adjusted at pressure retaining valves on the control oil collector block A dry-run protection in case of low bearing oil pressure is provided within the WECS-9520 software Bosch Pumps: z Below 50% engine load or control oil pressure less than 170 bar, both pumps are running i z At higher engine load one of the pumps is switched off Dynex Pumps: z Always one pump is running over the entire engine load range z The second pump starts only if the control oil pressure delivered by the running pump drops below 170 bar
Page 59
Chapter 40
Feb. 2010
RT-flex, WECS-9520
The automatic starting valve 2.03 is activated by solenoids ZV7013C and ZV7014C via FCM-20 #1 and FCM-20 #2, , if the remote control sends a START signal g over the bus The opening and closing of the starting pilot valves 2.07 is controlled by the corresponding FCM FCM-20, 20 depending on the crank angle The nominal opening angle is 0, closing at 110 On engines with a large number of cylinders the closing angle can be reduced in order to save starting air For slow turning the starting pilot valve will be operated by pulsing signals. The slow turning speed can be adjusted in the WECS-9520 parameters by adopting length l th of f the th pulses l Additionally an air run signal enables to blow the engine with starting g air
2.07
Page 60
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Page 61
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Module Redundancy
Page 62
Chapter 40
Feb. 2010
RT-flex, WECS-9520
System Redundancy
System CAN Bus, Module Bus (CANopen or MODbus) and SSI Bus (CA)
y two busses are active. If one bus is interrupted, p , shortened or else, , the Always second bus is still available for communication. Engine operation is not interrupted
Sensors
Most of vital sensors and transmitters are existing twice and their mean values are compared and then used for controlling the engine. If one sensor fails, WECS9520 indicates the specific sensor failure and continues to work with the remaining one
Wrtsil Land & Sea Academy Page 63 Chapter 40 Feb. 2010
RT-flex, WECS-9520
Sensor Redundancy
Page 64
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Sensor Redundancy
Page 65
Chapter 40
Feb. 2010
RT-flex, WECS-9520
Fuel pumps and actuators
Pump Redundancy
p actuator failed, , the connected regulating g g linkage(s) g ( ) has to be blocked If a fuel p pump manually in a suitable position. The remaining actuator(s) are compensating as much as possible. The fuel pressure control valve 3.06 limits the rail pressure to 1050 bar A damaged fuel pumps need to be lifted up with a tool and the other pumps need to deliver a higher output. Load might be restricted
RT-flex, WECS-9520
Shut down and Emergency Stop
Other Redundancies
Stopping the engine in case of emergency is done by different ways, where each one will stop the engine
z z z z Triggering the emergency stop valve y the g governor Fuel zero command released by Cutting injection Pulling fuel pumps to zero position