RT-flex control system

RT-flex Training

Function of the RT-flex

Control System
WECS-9520

Chapter 40

© Wärtsilä Land & Sea Academy 1 Chapter 40 26-Apr-07

RT-flex control system Control Systems Overview

The RT-flex engine control consists of

internal engine control WECS-9520 and the

external Propulsion Control System (PCS) (not Wärtsilä supply) with

Remote Control (ECR, Bridge)
Safety System
Electric Governor
Alarm Monitoring System

© Wärtsilä Land & Sea Academy 2 Chapter 40 26-Apr-07

RT-flex control system Control Systems Overview

Bridge
OPI

ECR
OPI PCS AMS

Engine room

© Wärtsilä Land & Sea Academy 3 Chapter 40 26-Apr-07

RT-flex control system WECS-9520

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

WECS-9520 has no central computer but each cylinder has its own
FCM-20 module for the cylinder related- and common functions.

© Wärtsilä Land & Sea Academy 4 Chapter 40 26-Apr-07

RT-flex control system WECS-9520

These FCM-20 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.

WECS-9520 has to be seen like an operating system (DOS) of computers.

WECS-9520 is neither an engine remote control system nor a safety

system.

© Wärtsilä Land & Sea Academy 5 Chapter 40 26-Apr-07

RT-flex control system Remote Control

Remote control system:

Kongsberg Maritime, NABTESCO, Lyngsø

The remote control is the operator interface to the engine. Selectable

control panels deliver following manoeuvring commands to the WECS-9520
via CANbus or MODbus connection:
Start, Brake air Air run
Stop Slow turning
Ahead Slow turning failure reset
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.

© Wärtsilä Land & Sea Academy 6 Chapter 40 26-Apr-07

RT-flex control system Lyngsø

© Wärtsilä Land & Sea Academy 7 Chapter 40 26-Apr-07

RT-flex control system Kongsberg Maritime

© Wärtsilä Land & Sea Academy 8 Chapter 40 26-Apr-07

RT-flex control system NABTESCO

© Wärtsilä Land & Sea Academy 9 Chapter 40 26-Apr-07

RT-flex control system Electronic Governor

Electronic governor system:

Kongsberg Maritime, NABTESCO, Lyngsø

The electronic governor system supplies the fuel command for the WECS-
9520 and regulates the engine speed.

The fuel command is calculated from the speed reference signal of the
RC-system in relation to the engine load. 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).

© Wärtsilä Land & Sea Academy 10 Chapter 40 26-Apr-07

RT-flex control system Safety System

Safety system:
Kongsberg Maritime, NABTESCO, Lyngsø

The safety system activates slowdowns and shutdowns in case of overspeed

or other abnormal conditions of the engine or its auxiliary equipment. The
function with the RT-flex engine is similar to the conventional RTA engines,
with some different / additional functions:

WECS-9520 uses redundant BUS communication with safety system

The safety system (not WECS-9520 !) directly activates the hardwired

emergency-stop solenoid to depressurize the fuel common rail

© Wärtsilä Land & Sea Academy 11 Chapter 40 26-Apr-07

RT-flex control system Safety System

Additionally the safety system delivers some digital outputs to WECS-9520

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-9520, to activate WECS-internal shutdown responses.

WECS-9520 failures requesting speed reduction are activated through AMS

to the safety system.

© Wärtsilä Land & Sea Academy 12 Chapter 40 26-Apr-07

RT-flex control system Alarm Monitoring

Alarm monitoring system:

Any possible system with class approval

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

Some general failures alarm signals are hardwired via E130 and E90 for
following general failures:
• Leakage Alarms: Rail Unit, Supply Unit, Injection Components
• Fuel Pressure Actuator Failure
• Fuel Pump Outlet Temp Deviation Monitoring
• Servo Oil Flow Monitoring (Dynex pumps only)
• WECS-9520 Power Supply Monitoring

© Wärtsilä Land & Sea Academy 13 Chapter 40 26-Apr-07

RT-flex control system Alarm Monitoring

Other WECS-9520 failure signals are transmitted via redundant (module-) bus
connection:

• 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.

• 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 via CANopen interface to FCM-20 #1 and FCM-
20 #2 and no Modbus connection is required.

© Wärtsilä Land & Sea Academy 14 Chapter 40 26-Apr-07

RT-flex control system Alarm Monitoring

WECS-9520 failures on the AMS:

Total 5 different groups of WECS-9520 failures are transmitted via
CAN/Modbus to the alarm monitoring system:
Passive Failures
Failures of redundant sensors, busses or components

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

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

Rail Pressure Failures

Common rail pressure failures that cause a slowdown via AMS

WECS-9520 Critical Failures

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

© Wärtsilä Land & Sea Academy 15 Chapter 40 26-Apr-07

RT-flex control system Bus Systems

Bus systems used for WECS-9520:

CANopen System Bus
CANopen Module Bus
ModBus
SSI Bus

Bus System

© Wärtsilä Land & Sea Academy 16 Chapter 40 26-Apr-07

RT-flex control system Standard External System
Control Room ECR Manual Panel
2 x 230VAC
Propulsion control Alarm Mon. System OPI
Speed ctrl. / RCS / SS Power
Supplies
CANopen Module
Bus or ModBus CANopen Module Bus #3 Service Engine
port room

ModBus #4
ModBus #3
#1 #2
flex Engine
WECS-9520
CANopen Module Bus #4
CANopen System Bus

FCM-20

FCM-20

FCM-20

FCM-20

spare FCM-20
FCM-20

FCM-20

CANopen

online
Cyl. 4

Cyl. 6
Cyl. 3

Cyl. 5
Cyl. 1

Cyl. 2

PWM E90 SIB

E95.1 4-20mA E95.6

Starting Valve
VCU Crank-Angle CR Pumps CR Pumps Fuel Pressure
3x ICU SSI Bus Fuel Pressure Fuel Pressure Actuator For engines with
Actuator Actuator more than 6 cylinders
RT-flex Engine
CA Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump
Local Manual Panel

© Wärtsilä Land & Sea Academy 17 Chapter 40 26-Apr-07

RT-flex control system System Version “Kongsberg”
ECR Manual Panel
Control Room
OPI OPI
2 x 230VAC

Power
Supplies
CANopen Module Bus CANopen Module Bus #3 Service port Engine
Control Room E85
#1 #2 room
flex Engine
WECS-9520
CANopen Module Bus #4
CANopen System Bus

FCM-20

FCM-20

FCM-20

FCM-20

spare FCM-20
FCM-20

FCM-20

CANopen

CANopen

online
Cyl. 3

Cyl. 4

Cyl. 6
Cyl. 5
Cyl. 1

Cyl. 2

PWM E90 SIB

E95.1 4-20mA E95.6

Starting Valve
VCU Crank-Angle CR Pumps CR Pumps Fuel Pressure
3x ICU SSI Bus Fuel Pressure Fuel Pressure Actuator For engines with
Actuator Actuator more than 6 cylinders
RT-flex Engine
CA Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump
Local Manual Panel

© Wärtsilä Land & Sea Academy 18 Chapter 40 26-Apr-07

RT-flex control system KM Autochief C20 System Version

© Wärtsilä Land & Sea Academy 19 Chapter 40 26-Apr-07

RT-flex control system WECS-9520 Functional Design

The WECS-9520 system is built with a single multifunctional

electronic module FCM-20 = Flex Control Module 20. Low signals,
One FCM-20 is mounted per cylinder in a cabinet (E95) Busses and sensors

below the rail unit.

An additional online spare module FCM-20 is located in the
SIB Shipyard Interface Box (E90). High signals
The modules communicate between each other on a fast Power, PWM,
Railvalves
internal CANopen system bus.
Additionally each module has got two module busses (1x
CANopen, 1x MODbus) that are used for communication to
external systems (PropCS, ALM), backup control panels,
actuators (size IV).
The internal module layout and the cable trays in the rail unit
entirely separate circuits with high EMC noise, like power
cables or pulsed current lines (PWM, rail valves) from E90 SIB
sensitive low power lines like databus cables and sensors.
E95.02
E95.01
Box Box

Cable tray high

Cable tray low

© Wärtsilä Land & Sea Academy 20 Chapter 40 26-Apr-07

RT-flex control system Bus cabling

Terminator resistors
At each end of the Bus cable a
terminator resistant of 120 MUST
be installed to avoid standing
waves.

© Wärtsilä Land & Sea Academy 21 Chapter 40 26-Apr-07

RT-flex control system FCM-20 Module

© Wärtsilä Land & Sea Academy 22 Chapter 40 26-Apr-07

RT-flex control system FCM-20 Hardware I/O High
FCM-20 Hardware I/O High Power I/O

Injector 1 Railvalve
On the upper left-hand side of the FCM-20
are the interface plugs for the high/pulsed Injector 2 Railvalve
power outputs. Injector 3 Railvalve
LED’s indicate I/O condition. Some change
their colour in case of failures or short
circuits. Blink codes give detailed failure
Exhaust V/v Railvalve
information.

Start Pilot Valve

24VDC out, Ctrl-Oil Pps

Auto. Main Start Valve
Supply Man. Ctrl. Panels

Servo Oil Pump Actuator

Power Supply 24vDC OK

© Wärtsilä Land & Sea Academy 23 Chapter 40 26-Apr-07

RT-flex control system FCM-20 Hardware I/O Low
Low Power I/O
FCM-20 Hardware I/O • FCM/20 Cylinder # Identification Error
•Fuel Qty. Feedback ok / Failure
On the lower right-hand side are the • Exhaust V/v Position 1 FB ok / Failure
• Exhaust V/v Position 2 FB ok / Failure
interface plugs for low power signals • Analogue In 1 (Rail Pressure, Charge Air…) / Failure
and databusses. • Analogue In 2 (Rail Pressure, Charge Air…) / Failure
LED’s indicate FCM-20 module & I/O • Analogue in 3 (Spare) / Failure
condition. Some change their colour in • CA Sensor 1 Short Circuit Power Supply
case of failures or short circuits. Blink • CA Sensor 2 Short Circuit Power Supply
codes give detailed failure information.
• CA-Sensor 1 Master / Clock or Data Failure
• CA-Sensor 2 Master / Clock or Data Failure

• CAN System Bus 1 Master / Bus Failure

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

• MODbus Traffic

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

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

• Power Supply Failure

• Module ready, SW OK
• Failure on Module
• Not Applicable

© Wärtsilä Land & Sea Academy 24 Chapter 40 26-Apr-07

RT-flex control system FCM-20 Module Functions

The internal FCM-20 functions within the WECS-9520 can be

separated in two groups:

Cylinder Related Functions

Common Functions

© Wärtsilä Land & Sea Academy 25 Chapter 40 26-Apr-07

RT-flex control system Cylinder Related Function Interface

Cylinder related functions:

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
Start-, injection- and exhaust valve control according to settings in data
container and commands and parameters received across CANopen
System bus

© Wärtsilä Land & Sea Academy 26 Chapter 40 26-Apr-07

RT-flex control system Cylinder Related Function Interface

Crankangle SSI Bus 1

Crankangle SSI Bus 2

24VDC
E85 24VDC out Exhaust Valve
Position Feedback
Power
4-20 mA
Supply

Fuel Quantity
Feedback
4-20 mA

Crank Angle Sensors

each
Start Pilot
Injection Control Unit Exhaust Control Unit 1 Clockbus 1 Databus
Valve
2 or 3 Rail valves 1 Rail valve

© Wärtsilä Land & Sea Academy 27 Chapter 40 26-Apr-07

RT-flex control system FCM-20 Module Functions

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

© Wärtsilä Land & Sea Academy 28 Chapter 40 26-Apr-07

RT-flex control system Common Function Interface
Turning Gear Disengaged (digital in)

Charge Air Pressure (4-20mA) 1 2

FCM-20

FCM-20

FCM-20
FCM-20
FCM-20

Cyl. 5
Cyl. 4
Cyl. 2

Cyl. 3
Cyl. 1

Local MCP (CAN Module bus) ECR MCP

Fuel Rail

Servo Oil Rail

TDC Pickup (digital in)

1 2 3

Servo Oil Pumps (PWM current 0-2,2A)

Automatic 1 2 3
1 Start 2 Fuel Supply Actuator (4-20mA)
Valve
(digital out)

© Wärtsilä Land & Sea Academy 29 Chapter 40 26-Apr-07

RT-flex control system Common Function Interface “Control Oil”
Turning Gear Disengaged (digital in)
Some engine
types only
Charge Air Pressure (4-20mA) 1 2

FCM-20

FCM-20

FCM-20

FCM-20
FCM-20

Cyl. 4

Cyl. 5
Cyl. 2

Cyl. 3
Cyl. 1

Local MCP (CAN Module bus) ECR MCP

Fuel Rail

Servo Oil Rail

Control Oil Rail

Control Oil Pumps (digital out)1 2 TDC Pickup (digital in)

1 2 1 2 3 Servo Oil Pumps (PWM)

Automatic Start Valve (digital out)

1 2 3 Fuel Supply Actuator (4-20mA)

© Wärtsilä Land & Sea Academy 30 Chapter 40 26-Apr-07

RT-flex control system Common Function Interface “Bosch”
Turning Gear Disengaged (digital in)
Size IV only
Charge Air Pressure (4-20mA) 1 2

FCM-20

FCM-20

FCM-20
FCM-20
FCM-20

Cyl. 5
Cyl. 4
Cyl. 2

Cyl. 3
Cyl. 1

Local MCP (CAN Module bus) ECR MCP

Fuel Rail

Servo Oil Rail

Control Oil Rail

Control Oil Control Oil

Flow Pumps 1 2 TDC Pickup (digital in)
(4-20mA) (digital out)

Servo Oil
Inlet Press. 1 2 3 Servo Oil Pumps (CAN Module bus)
(4-20mA)

Automatic
1 Start 2 1 2 3 Fuel Supply Actuator (4-20mA)
Valve
(digital out)

© Wärtsilä Land & Sea Academy 31 Chapter 40 26-Apr-07

RT-flex control system Manual Control Panels
Similar panels are installed in ECR and Local
Control Panel. All necessary information is
shown on the display:

• Speed and / or Fuel Command

• Start Interlocks
• Safety events (SHD, SLD, OVSPD)
• Rail pressures

Select Speed or fuel control mode

Speed or fuel commands are set with a
dial button on the RC supplier part of the
CR / LC panels.
Last command is stored, when taking
over to other panel or from remote to
manual control.
Speed control mode is only possible, if
the speed governor system in the PCS
and the bus connection is operational.

Selector buttons for manoeuvring

commands.
Start Air is released as long as AH / AS
buttons are pressed. The engineer can
decide, when and for how long start- or
brake air is supplied.

© Wärtsilä Land & Sea Academy 32 Chapter 40 26-Apr-07

RT-flex control system Manual Control Panels
Resets shutdowns on the
safety system.

Releases starting air in

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

Releases a
slow turning
sequence. Resets audible alarms from
safety system and slow
turning failures on this
Slow turning failures are
panel.
indicated in the display.
If the Ackn. button is pressed for more
Reset slow turning failure
than 5 seconds, WECS-9520 SW info
with pushbutton:
and all necessary IMO check values are
• Pre-selects blowers for automatic mode; start / stop indicated in the screen until button is
depends on actual charge air pressure. pressed again.
• starts blowers manually, if both charge air sensors fail.
=>Display: Aux. Blower Man. Ctrl. / No Blowers running

• Stops blowers during automatic mode only if engine is not

running.
• In manual mode stops blowers at any time.

© Wärtsilä Land & Sea Academy 33 Chapter 40 26-Apr-07

RT-flex control system Rail Valves

Rail valves:

The rail valves are ultra-fast switching (~2 ms) electro-

hydraulic solenoid valves.
Due to the high actuation current and the thermal load
on the solenoid coils, they must not be energized for
more than 4.5 ms. This “on”-time is sampled, monitored
and limited by WECS-9520.

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
when the engine is stopped, WECS-9520 sends
set-pulses to all rail valves in regular intervals (~10 s).

© Wärtsilä Land & Sea Academy 34 Chapter 40 26-Apr-07

RT-flex control system Crank Angle Detection

Crank angle detection:

Without direct mechanical crank angle transmission to the control elements for fuel
injection and exhaust valves it is necessary to measure the actual crank angle
electrically. The crank angle sensors for WECS-9520 have an absolute angle resolution,
therefore the exact crank angle value is present immediately after powering up.
Two such angle transmitters are connected
with serrated belts to a specially designed
drive shaft. This application prevents
transmission of axial and radial crankshaft
movements to the sensors.
Each sensor transforms angle data from an
optical code disk into a bit frame. The FCM-20
modules read these bit frames from a SSI bus
(Synchronous Serial Interface Bus).

© Wärtsilä Land & Sea Academy 35 Chapter 40 26-Apr-07

RT-flex control system Crank Angle Detection

To synchronize the messages between FCM-20 modules and CA-sensors,

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 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 flywheel. If the TDC signal does not match with a sensor’s 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.

© Wärtsilä Land & Sea Academy 36 Chapter 40 26-Apr-07

RT-flex control system Injection Control

Injection control:
(volumetric injection control)

Each FCM-20 calculates the necess-

ary injection timing for its own
cylinder by processing the crank
angle signal and the fuel command
received from the speed control.

Normal operation
Some degrees before the piston reaches TDC, the FCM-20 calculates the correct
injection begin angle, taking VIT and FQS into consideration. Further a deadtime is
added to compensate the time-difference between the injection command from the
control system and the real injection begin. The deadtime is measured during the
injection cycle by comparing the elapsed time between command release and begin of
movement fuel quantity sensor. The fuel quantity sensor further gives a feedback of the
amount of injected fuel and is compared with the fuel command. Injection begin and
end are triggered and actuated by the FCM-20.

© Wärtsilä Land & Sea Academy 37 Chapter 40 26-Apr-07

RT-flex control system Injection Control Unit
All components drawn in
position “Return” (No Injection)
Schematic Layout of an Injection Unit
When the railvalves are switched to
“Injection”, fuel is supplied from
volume through injection control
valves 3.41 to the fuel nozzles.
During fuel displacement the fuel
quantity piston moves inwards and
delivers a feedback signal analogue
to the injected fuel quantity to the
FCM, which compares this value
with the necessary amount (= LI). When the desired amount of fuel has been
Fuel Quantity Signal injected, the FCM-20 switches the railvalves to
Injection Control Valves
“return” position. A second time delay appears,
Ctrl. oil side before the quantity piston movement is terminated.
This injection return delay is compensated inside
the WECS 9520. After the injection control valves
Fuel oil side
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.
Rail Valves

© Wärtsilä Land & Sea Academy 38 Chapter 40 26-Apr-07

RT-flex control system Injection Return Deadtime
Injection sector with dead time correction

Injection dead Injection return

times: overshoot
Injection begin dead
time
Injection return Fuel command
True injection dead time signal
begin dead
time
Begin of injection
threshold =4%

Injection Injection quantity piston Return command

command begin of movement

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-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).
© Wärtsilä Land & Sea Academy 39 Chapter 40 26-Apr-07
RT-flex control system Single Nozzle Control

Low load operation:

At low engine load the WECS-9520 cuts out one or two
of the three injection valves per cylinder.
This is used to avoid visible smoke emission and to
reduce fuel consumption.
During any fuel injection the pressure of the injected
fuel can only be controlled after an initial peak.
Injecting with one nozzle a certain fuel volume takes
longer than with 2 nozzles. This longer injecting time
allows a larger part of the fuel to be injected with a
controlled pressure and thus improved atomization for
an optimized combustion.
To avoid thermal stress to cylinder liners, the active nozzles
are cycled every 20 minutes.
Cycling from one nozzle to another is done with 30 seconds time delay between each
cylinder to prevent speed from dropping down during nozzle transition.
When a new nozzle takes over injection with initially cold fuel from the injector pipe,
smoke emission increases shortly until operational temperature is reached.
© Wärtsilä Land & Sea Academy 40 Chapter 40 26-Apr-07
RT-flex control system Single Nozzle Control

Sequential cut-out of injection nozzles for smokeless slow-steaming

Smokeless operation at low speed
Usual operation
3 nozzles
in unison Alternative
2 nozzle
operation

Alternative
1 nozzle
operation

smokeless operation down to 12% rpm R1

© Wärtsilä Land & Sea Academy 41 Chapter 40 26-Apr-07

RT-flex control system Single Nozzle Control

Pre-injection Triple injection Sequential injection

NOx Emission Reduction Possibilities

by Simple Software Tuning

© Wärtsilä Land & Sea Academy 42 Chapter 40 26-Apr-07

RT-flex control system Exhaust Valve Control

Exhaust valve control:

The exhaust valve is opened by servo oil pressure and closed by an air spring, same
as with conventional Sulzer engines. A partition device isolates the (fine-filtered)
servo oil for the railvalve loop from the normal bearing oil for the exhaust valve
actuation. The stroke of the valve spindle is measured by 2 analogue position
sensors for a feedback to the WECS-9520.
Partition Device

Exhaust
Control Valve

Exhaust Rail Valve

© Wärtsilä Land & Sea Academy 43 Chapter 40 26-Apr-07

RT-flex control system Exhaust Valve Control

Detailed functional description of the exhaust valve control:

The valve opening angle is calculated in each FCM-20 according to measured

crank angle, nominal opening angle and VEO: “Variable Exhaust-Valve Opening”.
The exhaust rail valves are triggered to the “Open” position. Servo oil pressure
operates the exhaust control valve which supplies the servo oil to the space below
the partition device. The partition device piston compresses the oil in the actuator
pipe, which finally opens the exhaust valve spindle.

Rail valve Slide rod Piston Exhaust valve

Oil supply
Servo rail

Position sensor

Spring air

© Wärtsilä Land & Sea Academy 44 Chapter 40 26-Apr-07

RT-flex control system Exhaust Valve Control

The time between the “Open” command and the initial movement of the spindle is
measured. It is called opening deadtime.
At the next revolution this deadtime will be considered by switching the rail valve a
little earlier for compensation of hydraulic delays.
Analogue to the above mentioned, the valve closing angle is determined and
controlled by the FCM-20 including the VEC: “Variable Exhaust-Valve Closing” and
a closing deadtime.

© Wärtsilä Land & Sea Academy 45 Chapter 40 26-Apr-07

RT-flex control system FQS, VIT

FQS, VIT:

These functions are known from the conventional RTA engines:

FQS: Fuel Quality Setting

Manual offset for the injection timing

VIT: Variable Injection Timing

Advance / retard injection according to engine load for optimized fuel consumption and
NOx emission.

Different from the RTA engines, the injection angles for the RT-flex are no more
related to the firing pressure (advanced injection begin => “+”, retarded => “-”), but to
the
Crankangle (CA) between 0° - 360°.

As a result an advanced injection begin or FQS setting [higher firing pressure] (e.g.
+1.0° according to RTA philosophy) is now -1.0° in relation to the earlier injection
angle (e.g. 2° instead of 3° CA).

© Wärtsilä Land & Sea Academy 46 Chapter 40 26-Apr-07

RT-flex control system FQS, VIT
2.0

1.0
VIT A

IT A Angle [°CA]
FQS, VIT: 0.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2
-1.0

The VIT angle calculation for the RT-flex -2.0

depends on RPM, charge air pressure -3.0

Charge Air Pressure [-]
and (new) fuel rail pressure.
4.0 VIT B

This 3rd parameter is introduced to 3.0

IT B Angle [°CA]
2.0
compensate differences in injection timing 1.0
resulting from different injection pressures. 0.0
0 10 20 30 40 50 60 70 80 90 100 110 120
-1.0
Higher fuel pressure causes advanced -2.0

injection and higher Pmax. Engine Speed [%] VIT C

Thus the injection begin angle is retarded 4.0

3.0 Fuel Rail pressure at CMCR
a bit with increasing fuel pressure.
IT C Angle [°CA]
2.0
1.0
0.0
-1.0 0 200 400 600 800 1000 1200 1400 1600
-2.0
-3.0
-4.0
Fuel Rail Pressure [bar]

© Wärtsilä Land & Sea Academy 47 Chapter 40 26-Apr-07

RT-flex control system VEO, VEC

VEO, VEC:

The VEC is known from the conventional RTA84T-B/D engines:

VEC
5
VEC: Variable Exhaust-valve Closing 0
-5 0 10 20 30 40 50 60 70 80 90 100 110 120

VEC Angle [°CA]

-10
Adopting compression pressure to keep the -15

firing ratio (Pmax / Pcompr) within permitted range -20

-25
during advanced injection. -30
-35
Engine Speed [%]
VEO: Variable Exhaust-valve Opening 20 VEO

VEO Angle [°CA]

15

Keeps the exhaust gas pressure blowback 10

constant by earlier valve opening at higher 5

speed for fuel economy and less deposits at 0

0 10 20 30 40 50 60 70 80 90 100 110 120
piston underside. -5
Engine Spee d [%]

VEC and VEO are calculated by WECS-9520 and can not be changed manually !

© Wärtsilä Land & Sea Academy 48 Chapter 40 26-Apr-07

RT-flex control system Fuel Pressure Control

© Wärtsilä Land & Sea Academy 49 Chapter 40 26-Apr-07

RT-flex control system Fuel Pressure Control

Starting
Already at standstill the actuators respond to the existing pressure in the
fuel rails and set their output accordingly. With depressurized common
rail the lever output is 95-100% depending on WECS-9520 parameters.
Starting air is released until a minimum required fuel rail pressure is
reached.
WECS-9520 monitors the fuel rail pressure and releases engine firing as
soon as the rail pressure raises above 320 bar.

© Wärtsilä Land & Sea Academy 50 Chapter 40 26-Apr-07

RT-flex control system Fuel Pressure Control

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 FCM-20 #4 calculates the necessary rail pressure and the
output signal to the actuators (4-20 mA signal range).
The fuel pumps charge up the fuel rail pressure via intermediate fuel
accumulator. The resulting pressure in the rail depends on the quantity of
supplied oil coming from the supply unit and the outgoing fuel to the
injectors.

© Wärtsilä Land & Sea Academy 51 Chapter 40 26-Apr-07

RT-flex control system Feed Forward

Pressure Regulation
The jerk-type fuel pumps react to a new actuator setting only with the next
following delivery stroke. This generates a deadtime until the pumps can
compensate against a raising or falling fuel rail pressure.
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

© Wärtsilä Land & Sea Academy 52 Chapter 40 26-Apr-07

RT-flex control system Fuel Pressure Control

Shutdown
A shutdown from the Safety System is performed as follows:

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 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

© Wärtsilä Land & Sea Academy 53 Chapter 40 26-Apr-07

RT-flex control system Servo Oil Circuit

© Wärtsilä Land & Sea Academy 54 Chapter 40 26-Apr-07

RT-flex control system Servo & Control Oil Circuit “Bosch”
Some size 4 engine only

© Wärtsilä Land & Sea Academy 55 Chapter 40 26-Apr-07

RT-flex control system Servo & Control Oil Circuit “Dynex”
Some engine sizes only

© Wärtsilä Land & Sea Academy 56 Chapter 40 26-Apr-07

RT-flex control system Servo Oil Pressure Control

The servo oil rail pressure is

Servo Oil Pressue [bar]

250
controlled depending on the engine 200
load. At part load the pressure is 150
reduced, as due to the lower firing 100
pressure, the servo oil pressure must 50
be adopted to adjust the opening 0
speed of the exhaust valve. 0 10 20 30 40 50 60 70 80 90 100 110 120
Engine Load (MEP x n) [%]

A FCM-20 uses fuel command and speed as engine load reference to calculate
the necessary setpoint for the servo oil pressure. Each servo oil pump is
controlled by a different FCM-20.
Dynex: 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.
Bosch: Pressure command and engine direction are delivered via CAN bus to the
electronic controller cards for the pump.
With engine at standstill, the control oil circuit feeds the servo oil rail with
approximately 75 bar, adjusted at pressure reducing valve 4.27.

© Wärtsilä Land & Sea Academy 57 Chapter 40 26-Apr-07

RT-flex control system (Control Oil Pressure Control)

The control oil pump(s) supply an oil pressure of 200 bar to operate injection
rail valves and to prime the servo oil rail (with reduced pressure), when the
engine is at standstill.
Control oil pressure is adjusted at pressure retaining valves on the control
oil block.
A dry-run protection in case of low bearing oil pressure is provided within
the WECS-9520 software.
Bosch Pumps:
From standstill until 50% engine load both pumps are running.
At higher engine speed one of the pumps is switched off and restarts only if
the control oil pressure delivered by the remaining pump drops below 170 bar.
Dynex Pumps
Always one pump is running over the entire engine load range.
In single pump mode, the active pump changes after each new start to
the stand-by pump to have similar operating hours on both pumps.

© Wärtsilä Land & Sea Academy 58 Chapter 40 26-Apr-07

RT-flex control system Starting Valve Control

The opening and closing of the starting pilot valves 2.07

is controlled by the corresponding FCM, depending on
the crank angle.
2.07
The nominal opening angle is 0°, closing angle is 110°.
For engines with a large cylinder number the closing
angle can be reduced in order to save starting air.
The automatic starting valve 2.03 is activated by
solenoids ZV70113C and ZV7014C via FCM-20 #1 and 2.03
FCM-20 #2, if the remote control sends a START signal
over the bus.
For slow turning and slow turning failure reset the remote
control sends separate signals to FCM-20 #1 and FCM-
20 #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.

© Wärtsilä Land & Sea Academy 59 Chapter 40 26-Apr-07

RT-flex control system Starting Valve Control

© Wärtsilä Land & Sea Academy 60 Chapter 40 26-Apr-07

RT-flex control system Module Redundancy

Redundancy, emergency operation with damaged control

parts:
Flex Control Module FCM-20
If a FCM-20 fails, the corresponding cylinder is cut out, all other cylinders
remain operative.

Any FCM-20 module can be exchanged with the online spare. The respective
software and parameters are already stored within the online spare module
and no software download or reprogramming is necessary.

When installing a new FCM-20 module from stock it must be installed in the
E90 box (Cylinder “0”) as online spare, the system will load up the parameters
from the modules already present in the system.

© Wärtsilä Land & Sea Academy 61 Chapter 40 26-Apr-07

RT-flex control system 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/E87)

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.

© Wärtsilä Land & Sea Academy 62 Chapter 40 26-Apr-07

RT-flex control system Sensor Redundancy

Crank angle sensor

If one of the two crank angle sensors is out of order, WECS-9520 stays operational
with the remaining crank angle sensor.
But at least one sensor has to be operational !!

TDC- Pick-up
A damaged TDC sensor is signaled by the WECS-9520 monitoring system, but will
normally not stop or slow down the engine operation (=> else disconnect sensor).

© Wärtsilä Land & Sea Academy 63 Chapter 40 26-Apr-07

RT-flex control system Sensor Redundancy

Fuel quantity sensor

With a damaged fuel quantity sensor, the corresponding FCM-20 uses a fixed
deadtime to calculate the injection begin angle and an artificial fast ramp signal for
the fuel quantity, which results in less injected fuel on the affected unit than at
normal operation.

Exhaust valve position sensor

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

© Wärtsilä Land & Sea Academy 64 Chapter 40 26-Apr-07

RT-flex control system Pump Redundancy

Fuel pumps and actuators

If a fuel pump / actuator is damaged, the connected regulating linkage(s) can
be blocked manually in full delivery position. The corresponding fuel pumps
deliver max. pressure. The remaining actuator(s) regulate(s) at a lower output,
the fuel pressure control valve 3.06 limits the rail-pressure to 1’050 bar.

Servo oil pumps

With one damaged servo oil pump the engine remains operational at full load,
with 2 (or more) damaged pumps operation is possible at part load only.

Control oil pumps (some engine types only)

If a control oil pump fails, the servo oil rail feeds the control oil circuit via non-
return valve 4.29, until the second control oil pump builds up pressure. With
both control oil pumps damaged, emergency operation is possible with
exclusive oil supply from servo oil rail.

© Wärtsilä Land & Sea Academy 65 Chapter 40 26-Apr-07

RT-flex control system Other Redundancies

Fuel shut down valve / Emergency Stop valve

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

Remote Control / Speed Control System

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

If the speed control is still operational, the 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 specified functionality, independent from the propulsion system
manufacturer.

© Wärtsilä Land & Sea Academy 66 Chapter 40 26-Apr-07