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PDVMARINA RTflx50 PDF
PDVMARINA RTflx50 PDF
Overview
RT-flex Technology
RT-flex Introduction Course
For Wrtsil Service Engineers, Ship-board Engineers
and Engine Builders Personnel.
(Precondition: Understanding of Sulzer RTA engines.)
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Sulzer RT-FLEX
A. Introduction
B. Mechanical
C. Hydraulic
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Sulzer RT-FLEX
Introduction
Advantages
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Sulzer RT-FLEX
Introduction
Size 0:
Size I:
Size II:
Size III:
Size IV:
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RT-flex50
RT-flex58T-B
RT-flex60C
RT-flex68T-B
RT-flex82
RT-flex84T-D
RT-flex96C
RT-flex50 / RTA50
More Power for
Handymax Bulkers,
Panamax Bulkers + Tankers,
Product Tankers and
Container Vessels.
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Mechanical
Engine parameters
High reliability
3 years between overhauls
Low cylinder oil consumption
Low system oil losses
Advantages from RT-flex
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Engine parameters
Sulzer RTA
Two-Stroke
Marine
Diesel
Engine
Range
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Engine parameters
Engine parameters
Rating
R1
124
2200
1620
126
171
R2
124
1540
1130
121
165
R3
99
1760
1300
126
171
R4
99
1540
1130
123
167
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Engine parameters
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Engine parameters
mm
500
Stroke
mm
2050
low speed
Stroke / bore
4.10
Number of cylinders
5-8
R1 R3 / R2
Bore
Speed
rpm
124 - 99
m/s
8.5 6.8
bar
19.5 13.6
Cylinder pressure
bar
155
Fuel consumption
g/bhph
126 - 121
bhp
2200 - 1760
kW
1620 - 1300
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Reliable operating
parameters
Sulzer RT-flex50
Engine parameters
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6 cyl.
7 cyl.
8 cyl.
5227
6107
6987
7867
mm
mm
3150
mm
1085
mm
7750
mm
3300
mm
9250
mm
1636
mm
631
mm
355
Weight
11
5 cyl.
200
225
255
280
Sulzer RT-flex50
Engine parameters
Sulzer
6RT-flex50C
MAN B&W
6S50MC-C
bhp
13'200
12'900
kW
9'720
9'480
Speed
rpm
124
127
SFOC
g/bhp
126
126
A+K
mm
6'462
6'392
mm
3150
3'150
mm
1085
1'085
mm
9'250
8'950
225
207
Power
Weight
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Two-stroke market
Engine parameters
High reliability
3 years between overhauls
Low cylinder oil consumption
Low system oil losses
Advantages from RT-flex
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Customers benefits
Sulzer RT-flex50
High reliability
Hydrodynamics
Elasto Hydro Dynamic main bearing
calculation
Supply and rail unit specific hydraulics
Vibrations
Torsional and axial shaft vibrations
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High reliability
Bedplate
Compact double wall design
Integrated thrust bearing
Proven main bearing technology
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High reliability
Main bearings
EHD
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High reliability
Thrust bearing
Thrust bearing girder with cast
intermediate piece
Less welding work
Reduced load in welding seams
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High reliability
Column
Sturdy double wall design
Mid-sheets are executed as single
walls
aft end
free end
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High reliability
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High reliability
Cylinder block
Grey cast iron
Optimized for stress distribution and
weight
Monoblock design is standard
Dry block
Inspection door on fuel side
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High reliability
Combustion chamber
Bore cooled components
Piston
Cylinder cover
Exhaust valve seat
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High reliability
Cylinder cover
Cast or forged
Bore cooled
8 cylinder cover bolts
2 fuel injection nozzles
Electronically controlled starting air
valve
Exhaust valve cage with hydraulic
valve drive and air spring
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High reliability
Calculated temperatures
200 300
400 C
400
300
100 200
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300 400 C
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High reliability
Piston
Proven jet-shaker oil cooling
Stress and strain optimized by
FE calculation
Positioning of inclined cooling bores
optimized for even temperature
distribution on piston crown
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High reliability
Connecting rod
Cross head bearing
Lubricating and piston cooling oil
access through telescopic pipe
White metal running surface
Proven low pressure lubrication
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High reliability
Crosshead
Deformations of guide shoe
optimized by FE calculations
Guide shoe in one piece (steel cast)
with white-metal lining
Large contact surface between
guide shoe and guide rail at bottom
dead centre
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High reliability
Crankshaft
Semi built
Stresses and deformations optimized
by FE calculation
Satisfies classification rules
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High reliability
Turbocharging arrangement
Very stiff T/C support design
Highly efficient water separation
with underslung receiver and
separator
Horizontal cooler dismantling
High performance cooler for fresh
and sea water
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Engine parameters
High reliability
3 years between overhauls
Low cylinder oil consumption
Low system oil losses
Advantages from RT-flex
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Customers benefits
Sulzer RT-flex50
3 years TBO
Tribopack standard
Thick
chromium layer
Anti- polishing
Ring
Cr-ceramic
pre-profiled
Top Piston
Ring
Mid-stroke
Insulation
Liner
fully
deep
honed
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Lower rings
pre-profiled
and RC-coated
Sulzer RT-flex50
3 years TBO
Cylinder liner
Grey cast iron
Stress and strain minimised by
FE calculation
Mid-stroke insulation
Cooled O-rings
One row of lubricating quills
Anti polishing ring
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3 years TBO
Water separation
Underslung design for efficient natural
water separation
Air swirl supported water droplet
separation
Scavenge air
cooler
Water separator
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Radial acceleration
of air flow leads to
separation of > 80%
of the water droplets
Sulzer RT-flex50
Engine parameters
High reliability
3 years between overhauls
Low cylinder oil consumption
Low system oil losses
Advantages from RT-flex
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Customers benefits
Sulzer RT-flex50
400
300
T [ C]
TDC
200
100
0
0.00
0.10
0.20
Insulation
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0.30
0.40
0.50
0.60
0.70
0.80
0.90
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1.00
1.10
Sulzer RT-flex50
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Cylinder lubricating
oil feed rates
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Engine parameters
High reliability
3 years between overhauls
Low cylinder oil consumption
Low system oil losses
Advantages from RT-flex
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Customers benefits
Sulzer RT-flex50
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Engine parameters
High reliability
3 years between overhauls
Low cylinder oil consumption
Low system oil losses
Advantages from RT-flex
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Customers benefits
Sulzer RT-flex50
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RT-flex size 0
After RT-flex58T-B / 60C and
RT-flex96C third execution redimensioned and optimized for RTflex50 engine
Fuel rail
Injection control units
Fuel injection pressure up to 1000
bar
Fuel pipe in one piece
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HFO side
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Supply unit
Heavy fuel oil supply of 1000 bar
Number of pump elements dependent
on cylinder number
Proven fuel pump design
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Supply unit
Compact design
Fits the ship
Easy access for Service
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Filter S m oke N um be r [ FS N ]
0.45
0.40
HFO
0.35
380 cSt
3% sulphur
0.1% ash
0.30
ON
0.25
0.20
Smoke visibility limit
0.15
0.10
0.05
0.00
0
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20
30
40
50
60
Engine Load [% ]
70
80
90
100
Sulzer RT-flex50
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Hydraulic System
WECS 9520
Main Functions
Injection Control
Auxiliary Functions
Servo oil pressure
control
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Actuation of
automatic start valve
Flushing of autom.
filter for servo oil
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.
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PLEASE NOTE:
Proper setting of the air
spring pressure is
important for correct
exhaust valve timing.
Sulzer RT-flex50
Control System
WECS 9520
Operator Interface
Trouble shooting of WECS-alarms
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The RT-flex engine control is combined between the internal engine control WECS9520 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:
Common rail monitoring and pressure regulation
Injection and exhaust- and start valve control and monitoring
Interfacing external systems via CANopen or MOD Bus
Engine performance tuning, IMO setting and monitoring
Auxiliary blower request, if charge air pressure is insufficient
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 functions are shared between these modules.
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* Air Run
* Stop
* Slow Tunning
* Ahead
* Astern
The remote control processes the engine telegraph command with internal settings (scaling, load program etc.) to
a speed reference signal for the speed governor system.
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Safety System
4. Safety system:
Kongsberg Maritime, NABTESCO, 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:
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.
WECS failures with speed reduction are activated through AMS to the safety system.
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Alarm 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 are from 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.
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Alarm Monitoring
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Control Room
Propulsion control
2 x 230VAC
OPI
Power
Supplies
E95.6
online
spare FCM-20
FCM-20
Cyl. 6
FCM-20
Cyl. 5
Cyl. 4
FCM-20
Cyl. 3
Cyl. 2
FCM-20
PWM
4..20mA
E95.1
Engine
room
flex Engine
CANopen
FCM-20
FCM-20
ModBus #3
WECS9520
Cyl. 1
Service
port
#1
#2
E90 SIB
SAir
ExVa
Crank-Angle
2x EFIC
flex Engine
SSI Bus
CA
Fuel Pressure
Actuator
Fuel Pressure
Actuator
Fuel Pressure
Actuator
Servo oil
Pump
Servo oil
Pump
Servo oil
Pump
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OPI
2 x 230VAC
Power
Supplies
CANopen Module Bus
Engine
room
Service port
#1
#2
flex Engine
WECS-9520
PWM
4..20mA
E95.1
FCM-20
Cyl. 6
Cyl. 5
FCM-20
Cyl. 4
FCM-20
Cyl. 3
FCM-20
Cyl. 2
FCM-20
CANopen
CANopen
FCM-20
Cyl. 1
E85
E95.6
online
spare FCM-20
Control Room
E90 SIB
SAir
ExVa
Crank-Angle
2x EFIC
flex Engine
SSI Bus
CA
Fuel Pressure
Actuator
Fuel Pressure
Actuator
Servo oil
Pump
Servo oil
Pump
Fuel Pressure
Actuator
Servo oil
Pump
For engines with more
than 8 cylinders
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Local Manual
Panel
Sulzer RT-flex50
Low signals,
Busses and sensors
High signals,
Power, PWM, Railvalves
E90 SIB
E95.02
Box
Box
E95.01
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FCM-20 Hardware I/O
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FCM-20 Hardware I/O
On the lower right-hand side are the
interface plugs for low power signals
and databusses.
LEDs indicate FCM-20 module & I/O
condition. Some change their colour
in case of failures or short circuits.
Blink codes give detailed failure
information.
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The internal FCM-20 functions within the WECS-9520 can be separated in two groups:
Common Functions & Cylinder Functions
Common functions:
Fuel- and servo oil rail pressure regulation and monitoring.
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.
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.
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FCM-20
Cyl. 5
FCM-20
Cyl. 4
Cyl. 3
Cyl. 2
FCM-20
Cyl. 1
2
FCM-20
FCM-20
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3
Fuel Supply Actuator (4-20mA)
Sulzer RT-flex50
E85
24Vdc
24Vdc out
Power
Supply
Exhaust Valve
Position Feedback
4-20 mA
Fuel Quantity
Feedback
4-20 mA
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Overrides shutdowns if
pressed
once,
next
pressing
releases
override (see to red LED
indication).
releases a
slow turning
sequence.
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Rail valves
Wire Coil
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Magnet Piston
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To synchronize the messages between FCM-20 modules and CAsensors, each SSI bus has an own clock bus, the bit frames itself are sent
via its data bus.
The two last FCM-20 are clock bus masters (e.g. #11 & #12 for a 12-cyl. RTflex).
I.e. FCM-20 #(last-1) supplies clock pulses to sensor 1 and the
other modules on bus 1. FCM-20 #(last) supplies clock pulses to sensor 2 and
the other modules on bus 2.
Signals from both CA sensors are processed and checked for errors within
each FCM-20.
Sensor angle values are compared with TDC pulse signals from a pick-up on
the flywheel. If the TDC signal does not match with a sensors crank angle
sector around 0, a common failure or a critical failure (engine stops) is
initiated by the WECS-9520 (depending on the deviation angle).
The final master angle value is calculated from the measured angles and used
to determine crankangle, engine speed and direction of engine rotation.
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Injection Control
WECS 9520
Injection Control
(volumetric injection control)
Each FCM-20 calculates the necessary 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.
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Sensor
Rail Valves
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Injection Deadtimes
INJ. RETURN OVERSHOOT
INJ. BEG. DEADT.
INJ. RETURN
DEADTIME
TRUE INJ. BEG.
DEADTIME.
FUEL CMD.
SIGNAL
BEG. OF INJ.
THRESH. = 4%
RETURN
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).
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VCU
VCU
Exhaust Control Valve
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FQS, VIT
FQS, VIT:
These functions are known from the contemporary RTA engines:
FQS:
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).
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FQS, VIT
FQS, VIT:
The VIT angle calculation for the RT-flex
depends on RPM, charge air pressure
and (new) fuel rail pressure.
IT A Angle [CA]
2.0
VIT A
1.0
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
-2.0
-3.0
Charge Air Pressure [-]
VIT B
4.0
IT B Angle [CA]
3.0
2.0
1.0
0.0
-1.0
10
20
30
40
50
60
70
80
-2.0
VIT C
3.0
2.0
1.0
0.0
-1.0 0
200
400
600
800
1000
1200
-2.0
-3.0
-4.0
Fuel Rail Pressure [bar]
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1400
1600
Sulzer RT-flex50
VEO, VEC
VEO, VEC:
The VEC (variable exhaust-valve closing) is known from the contemporary RTA
84T B/D engines:
VEC
VEC:
5
0
-5 0
10
20
30
40
50
60
70
80
-10
-15
-20
-25
-30
-35
Engine Speed [%]
VEO
20
VEO Angle [CA]
VEO:
15
10
5
0
0
10
20
30
40
50
60
70
80
-5
Engine Speed [%]
VEC and VEO are calculated by WECS, they cant be changed manually
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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 95100% 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. 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.
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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.
r
Feed forward
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Shutdown
A shutdown from the Safety System is performed as follows:
The
safety
system
releases
the
pressurized fuel rail 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.
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3.08
3.07
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250
200
150
100
50
0
0
10
20 30
40
50
60 70
80
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 the servo oil supply to the
rail.
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2.07
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2.03
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Module Redundancy
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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 two 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.
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Sensor Redundancy
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Pump Redundancy
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Other redundancies
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The new engines RT-flex50 and RTA50 are available
Right power and speed also for new ship generation
Compact engine for todays and future engine rooms
Reliable, experience based engine design
Three years' TBO
Common rail and full electronic control
Smokeless operation through whole engine load
Complies with IMO emission regulations
High operational flexibility
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Conclusion
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