01 RT-Flex 4 Course A Overview

Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.
2005 / hk
p oq=J =p=fs
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk
p oq=J =p=fs
Available Chapters of this Course:

A Short Introduction
(Philosophy of flex-technology)

B Mechanical Features
(Rail- & Supply Unit WECS modules Exhaust valve drive)

C Hydraulic Systems
(Fuel injection - Servo oil Control oil Starting air)

D Control System: WECS-9520
(System layout - Injection Exhaust valve Rail pressure misc.)

E Service Aspects
(General (Dis)Assembly Inspection intervals)

F Control diagram

G Introduction of CISERV Korea
(Mission Vision Customer satisfaction - Team Office & Workshop
Organization Workshop layout Service offered Welding repair)

`=`~
p oq=J =p=fs
RT-flex Technology
Introduction Course
For Service Engineers, Ships Machinery Crew
and Engine Builders Personnel.
(Precondition: Understanding of Sulzer RTA engines.)
m~=^=l
p oq=J =p=fs
Size 0:
Size 0:
RT
RT
-
-
flex50
flex50
Size I:
Size I:
RT
RT
-
-
flex58T
flex58T
-
-
B
B
RT
RT
-
-
flex60C
flex60C
Size II:
Size II:
RT
RT
-
-
flex68T
flex68T
-
-
B
B
Size IV:
Size IV:
RT
RT
-
-
flex84T
flex84T
-
-
D
D
RT
RT
-
-
flex96C
flex96C
oq=J =
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk Page 1
p oq=J =p=fs m~=_=j~~
p oq=J =p=fs
Rail Unit(s)
WECS 9520, E 95.x
Cyl EU Terminal boxes
WECS 9520, E 90
Shipyard Interface Box
(SIB)
Supply unit
Control oil
pumps
Automatic filter
l
p oq=J =p=fs o~=r
For cylinder numbers >7
the rail unit is split in 2 parts.
(Reason: Handling during
assembly and transportation.)
Both rail-sections (fwd/aft)
are connected by fuel-, servo-
and control oil rail high press.
pipes.
-> Same pressure in the related
rails of both halfes.
WECS Cyl-EU boxes are
fitted on the outer front side
SIB (E90) Box on free end or
as shown on the left picture
E90 Shipyard Interface Box
p oq=J =p=fs
Rail Unit for flex Size IV
o~=r
p oq=J =p=fs
Fuel rail
Servo oil rail
ICU`s
VCU's/
Exhaust valve actuator
Control
Oil rail
o~=r=j~=m~
Fuel oil rail:
The fuel rail contains high pressure fuel of ~ 600 -
800 bar delivered by the fuel pumps of
the supply unit during engine operation. The rail
pressure is regulated depending on engine load.
For each cylinder, there is an Injection Control Unit
(ICU) installed on the rail.
The rail is heated by a trace heating piping system.
Servo oil rail:
The servo oil rail contains fine filtered (6-micron)
high pressure servo oil, ~ 80-190 bar, delivered by
the servo oil pumps of the supply unit, depending
on engine load. For each cylinder there is a Valve
Control Unit / exhaust valve actuator installed on
the rail.
Control oil rail:
The control oil rail contains 200 bar control oil
(constant pressure) delivered by the control oil
pumps. Control oil is used to actuate the
control pistons of the ICU`s.
Additional return/leakage piping:
- One fuel ICU-leakage pipe
- One common servo oil/control oil return pipe
- One main bearing oil supply pipe for VCU
p oq=J =p=fs
Fuel, servo oil and control oil
inlet to the rails is between the
two rail unit halves. For each
system there are two HP-pipes
coming from the supply unit.
To each rail half, there is a
separate high press. pipe (from
supply unit) connected.
For redundancy reasons there
are two HP-pipes for each system.
The cross-connection high
pressure pipes enable a direct
connection between each rail.
For two reasons:
1. Pressure equalisation
2. If one high pressure
supply pipe is broken, the
remaining one will fill up both
rails.
At each inlet, there are shut-off
valves, in order to isolate
individual HP-pipes in case of
leakages.
Cross-connections
Shut-off valves
Trace heating piping
o~=r=m
p oq=J =p=fs
Main bearing oil supply pipe for
upper side of valve control unit VCU
and exhaust valve actuator pipe.
Servo oil and control oil rail
common return pipe.
(back to crankcase/sump tank)
ICU and injection high pressure
pipe leakage drain pipe.
(connected to leakage collector
-> Alarm to Alarm System)
Trace heating
Control oil high
pressure hoses
o~=r=m
p oq=J =p=fs
Rail unit general drain piping. Possible leakages (fuel, oil, water) are collected for each rail
individually -> Alarm to Alarm System. The leakage is finally drained to sludge tank.
o~=r=m
p oq=J =p=fs
An ICU has two different sections:
Control oil side:
The rail valves (LP1-valves) control the control oil
flow to the control oil block.
Fuel side:
The fuel control valves are actuated by pistons in the
control oil block via thrust pieces. There is one valve
for one injector.
The main body of the ICU includes the injection quantity
piston. Its stroke measurement sensor with housing is
attached to the main body.
Control- and fuel oil side are entirely separated from each
other. Nevertheless, leakages of both systems have a
common drain.
Working principle: (detailed description in control systems)
Each ICU is pre-controlled by 3 rail valves (1 for each
injection valve). At a calculated crankangle, they get an
injection command impulse from WECS. The fuel control
valves will open and fuel injection will take place, while
the quantity piston measures continuously the fuel amount
injected. Once the proper amount was injected, the rail
valves will get a injection stop impulse from WECS.
Injection quantity piston
Control oil side
HFO side
Rail valves
(LP1-valves)
Fuel control
valves
Quantity piston sensor
Control oil
supply
Control oil
return
f=`=r
p oq=J =p=fs
Special measures in emergency
cases:
In case of a heavy internal or external fuel
leakage of the ICU, which cannot be fixed
immediately, the fuel supply from fuel rail to the
corresponding ICU can be shut off. The screw
plug with tool Nr.94585 can be installed instead
of the venting plug shown in the sketch. The
control oil supply and return can be shut in a
similar way. (refer to MM 0510-1/A1)
If for any other reason the injection of a unit
needs to be stopped, this can be done manually
through the WECS user interface (user
parameter), or it will happen automatically as a
consequence after other alarms.
Venting of fuel oil system:
After a major overhaul or to fill up an empty fuel
oil system, venting can be done by removing the
a.m. plug. The booster pumps will supply the
neccessary fuel pressure.
k
f=`=r
p oq=J =p=fs
Detection of leakages:
Internal leakages of all ICU`s and high pressure
injection pipes (on one rail unit half) are
monitored by one leakage sensor. In order to find
out whether the leakage actually comes from the
ICU or a injection pipe, the connection flanges
shown below have a screw plug. By opening
those plugs, the leaking pipes can be located.
If no pipe is leaking, an ICU can be the cause. In
order to locate a leaking ICU, observe the
injection time on all units, observe exhaust gas
temperatures after cylinders, or run the engine
with reduced load (i.e. < slow down speed) and
cut off the injection of all units (one by one). If the
leakage stops after a certain unit was cut off, this
ICU can be suspected.
Spare part handling/Overhaul:
Wartsila has established an exchange based
service for complete ICU`s, in case an ICU is
considered to be damaged, or if it is time for an
regular overhaul (~15`000-20`000 running hrs).
Only Wartsila approved workshops are allowed to
overhaul ICU`s!
Screw plug for leakage checking
f=`=r
p oq=J =p=fs
Main bearing oil
supply
Servo oil return
Connecting
element
Rail valve (LP1)
To exhaust valve
Components of a Valve Control Unit:
The servo oil supply from the servo oil rail to 3/2 way valve
is done via connecting element. The 3/2 way valve is pre-
controlled by one rail valve (same type as for ICU, but it
controls servo oil to actuate 3/2 way valve). The servo oil
flow into, or out of VCU cylinder is controlled by the 3/2
way valve. The servo oil return pipe has a back pressure
of ~2-3 bars, in order to dampen pressure peaks. To the
upper part of the VCU/actuator pipe, there is a main
bearing oil inlet via a non-return valve, in order to
compensate the intended oil loss through the constant
orifice in the exhaust valve drive upper housing.
Note: The servo oil itself is filtered to 6-micron by the
automatic filter, in order to reach the required oil-
cleanliness for a hydraulic system. It is taken from the
main bearing oil system of the engine.
3/2 way valve
VCU
cylinder
and piston
VCU-cover with non-return valve
s~=`=r
p oq=J =p=fs s~=`=r
p oq=J =p=fs
Components of an exhaust valve drive:
Main differences to a conventional RTA-valve drive:
-The exhaust valve is actuated by a double piston drive,
in order to save oil for actuation.
- Two redundant exhaust valve stroke sensors for
monitoring.
- One measuring cone for stroke sensors
- The air spring piston has now gas tight piston rings
- the disc spring package is dampening opening stroke in
case of low air spring pressure.
- The lower housing itself is the air spring cylinder.
(notice the top position)
Exhaust valve spindle
Air spring piston
Measuring cone
Double piston
drive
Damper
Disc spring package
2 exhaust valve
stroke sensors
Oil inlet from
Exhaust valve
actuator pipe
Constant orifice
b~=s~=a
Joint Ring
p oq=J =p=fs
Working principle: (Detailed description in control
systems)
The valve control unit is pre-controlled by the rail valve.
At a certain crankangle, it gets an exhaust valve open
impulse signal from WECS. Servo oil flows via rail valve
to the lower side of the 3/2 way valve spindle and moves
it up. Thus, servo oil flow to the VCU-cylinder is enabled.
Via bores in the VCU-piston, oil flows into the lower side
of the piston and moves it up to the upper end stop.
-> the exhaust valve opens.
At another calculated angle, WECS transmits an
exhaust valve close signal to the rail valve. The 3/2
way valve spindle moves down by spring pressure and
the valve control unit piston is pushed down by air
spring pressure. The servo oil underneath the piston is
drained to the servo oil return pipe. -> the exhaust valve
is closing.
The max. exhaust valve stroke is given by the upper end
stop of the piston. Due to certain control bores or
chamfers, the piston has a progressive movement.
Means, it starts to move fast and slows down, as it gets
closer to the end stop.
Note: on the upper side of the piston is main bearing oil,
on the lower side servo oil -> partition device
(alternative name for VCU). The non-return valve in the
VCU-Cover enables main bearing oil flow into, but not
out of the actuator pipe.
Rail valve
VCU piston
3/2 way valve
spindle
Actuator pipe with
main bearing oil
b~=s~=a
p oq=J =p=fs
Special measures in emergency cases:
If the injection of a certain cylinder was cut off, the exhaust
valve shall remain operational.
In case of a heavy leakage of exhaust valve actuator, actuator
pipe or valve drive, the servo oil supply can be shut off by
installing plug (Tool Nr.94586). The main bearing oil supply
can easily be interupted by a shut-off valve as well. In such a
case, the engine is operated with a closed exhaust valve and
cut - off injection.
Additionally, the exhaust valve open/close impuls signals
to the rail valve must be stopped manually (user parameter),
in order to avoid alarms from exh.valve monitoring system.
In case of exh.valve drive failure, the control impuls signals
can just be stopped manually by user parameter but only if
the injection was manually stopped previously!
The exhaust valve remains closed.
When a cylinder cooling water leakage into combustion
space occurs, the engine shall be operated with an open
exh.valve. Therefore the valve is moved open manually by
user parameter (will close by itself after a short time!), and
pins Nr.94259 can be inserted. Of course the injection is to be
cut off as well!
b~=s~=a
p oq=J =p=fs b~=s~
p oq=J =p=fs
Rail valves:
Rail valve are quick acting 3/2-way solenoid valves. Each cylinder unit has four rail valves. Three of them are pre-controlling an
ICU, one of them is pre-controlling the valve control unit.
Following an injection/return- or open/close cmd of WECS, the corresponding coils are energized by a very short time (normal
operation ~2-3 ms, max.4.5 ms), but with a high current impuls (~50-60A). This makes the valve spindle move towards the
energized coil (~0.2mm movement). The high current impuls and the short travel of the valve spindle enable a very short
actuation time, what is indispensible for precise injection- or exhaust valve control.
(Detailed description of rail valve function in control systems chapter)
Valve spindle
Coils
Iron core
Control oil/Servo oil inlet
Inlet/outlet to ICU/VCU
Outlet to common return pipe
El.sockets
The rail valves are non-
serviceable. Nevertheless, if dirt
particles are suspected to
influence proper operation, the
valves can be opened and blown
out by air. Pay attention to
assembly position of valve
spindle.
im=N=o~=s~
p oq=J =p=fs
Main components of a supply unit:
Fuel side: The jerk-type fuel oil pumps deliver
fuel into intermediate accumulator. To keep the
desired fuel rail pressure (600 - 800 bar), the pump
flow rate is regulated via regulating linkage and
el.actuators, receiving pressure setpoint signals
from WECS.
From the accumulator there are two outlets,
connecting the accumulator to the fuel rail via two
high pressure pipes.
Servo oil side: The servo oil pumps are axial
piston swashplate pumps from Bosch-Rexroth.
They deliver servo oil into servo oil collector block
to keep the operating pressure of servo oil ~ 80 -
190 bar.
There are two outlets from collector block,
connecting to the servo oil rail via two high
pressure pipes.
The number of fuel- and servo oil pumps depends
on the number of cylinders.
Fuel pumps
Servo oil pumps
Fuel intermediate
accumulator
Servo oil collector
block
Servo oil
outlet to rail
Fuel outlet
to rail
2nd intermediate
gearwheel
El.actuators
p=r
p oq=J =p=fs
Supply unit drive:
The supply unit is driven by the crankshaft, via two
intermediate gearwheels. The 2nd interm. gearwheel drives
the supply unit gearwheel, which drives the camshaft for
fuel pumps and the servo oil pumps gearwheel.
The 3-lobe cams are hydraulically fitted and can therefore
be individually replaced.
The servo oil pumps are driven by individual pinions,
having a mechanical fuse (reduced diameter in pinion), in
order to protect the gear-drive in case of a pump seizure.
The servo oil pump gearwheel is hydraulically fitted as well.
Since the supply unit, i.e. fuel pumps and servo oil pumps
have no timing, means they just supply more or less
quantity of fuel or oil, the camshaft doesnt have to have a
determined position compared to crankshaft. However the
position of the cams relative to each other must be
respected.
3-lobe cams
Supply unit gearwheel
Servo oil
pump drive
gearwheel
and pinions
2nd intermediate
gearwheel
Camshaft bearing
covers
p=r
p oq=J =p=fs
Intermediate accumulator with
2 safety valves (1250 bar).
Fuel inlet
from
booster unit
Shutdown &
overpressur
e regulating
valve,
Fuel drain
Fuel return
to booster unit (mixing unit),
via pressure retaining
valve.
Overpressure and safety
valves:
The overpressure regulating valve
releases fuel back into return
pipe, if the fuel pressure rises
higher than 1050bar. In case of a
shutdown, the shutdown solenoid
valve is energized and the
overpressure regulating valve is
kept open -> fuel pressure drops
to 0 bar.
There are two safety valves on
each side of the intermediate
accumulator, adjusted to an
opening pressure of 1250bar.
They only open, when
overpressure regulating valve is
not limiting the pressure, due to
malfunction.
Shutdown solenoid
valve
p=r
p oq=J =p=fs
Fuel overpressure regulating valve:
In case of the fuel pressure in intermediate
accumulator rises to ~1050bar, the overpressure
regulating valve releases fuel to fuel return line.
The max. opening pressure is pre-adjusted from valve
manufacturer. Shims are used to give the right
position to knurled screw, means if the screw is fully
screwed down to shims, 1050 bar are set. The min.
opening pressure, means when knurled screw is
screwed fully out, is around 500bars (engine still
operational).
During normal operation, main bearing oil pressure
keeps the valve closed. When the opening fuel
pressure is reached, main bearing oil is released,
pressure above piston drops and fuel is released back
to fuel return line to booster unit.
Emergency operation:
In case of fuel pressure regulation failure (e.g.
woodward actuator failure), resulting in a constantly
too high fuel pressure, the max. opening pressure can
be reduced in order to remove load from fuelpump etc.
A good value will be between 600-800bar.
Drain to return pipe
Fuel
inlet
Knurled screw
and shims
Accumulator
Valve
seat and
needle
Fuel
pressure
increase/
decrease
Main bearing oil
pressure at norm.
operation
Piston
p=r
p oq=J =p=fs
Engine shutdown function:
A shutdown is initiated by energizing the solenoid
valve (energized from safety system directly). In
this way, main bearing oil pressure above piston is
released, resulting in fuel pressure drop down to 0
bar in intermediate accumulator and thus in fuel
rail. -> engine stops.
(more detailed description about shutdown in control
system chapter)
Shutdown
Solenoid
valve
MB-oil
supply
coarse
sinterfilter
Lever for
manual
activation
Piston
p=r=
Sol. Valve leakage
drain
p oq=J =p=fs
Fuel pumps:
The jerk-type fuel oil pumps deliver a
variable quantity of fuel to the intermediate
accumulator and fuel rail, in order to
maintain the demanded fuel rail pressure.
They don`t have any timing.
To change the feed quantity, the pump
plunger is turned by the regulating rack,
which is moved by regulating linkage (see
next pages).
The rollerguide/roller assembly and
regulating sleeve are lubricated by main
bearing oil.
Regulating rack
Buffer space
Non return valve
Pump plunger
Pump cylinder
Compression spring
Rollerguide
Lower housing
Upper housing
Pump cover
Regulating sleeve
c=m
p oq=J =p=fs c=m
p oq=J =p=fs
Plunger position at regulating linkage position:
Pos: 0
No delivery
Pos: 5
Half delivery
Pos: 10
Full delivery
c=m
p oq=J =p=fs
Special measures in emergency
cases:
In normal operation, all fuel pumps deliver roughly
the same quantity. If a pump is defective, it will be
detected by WECS (temperature difference at fuel
HP-outlet). The regulating linkage position will be
higher than normal at a given fuel command.
In such cases, the affected pumps need to be cut
out mechanically by lifting the roller from the cam
by excentric shaft tool. This can only be done at
engine standstill.
With one pump cut out, the engine can still be
operated at full load. If two pumps are cut out,
operation is only possible at part load.
Excentric shaft
Tool Nr:94430
Roller guide
c=m
p oq=J =p=fs
Fuel pump regulating linkage:
The regulating linkage is moved by Woodward
(ProAct IV) electric actuators, that receive a
position setpoint signal from WECS.
One actuator controls two fuel pumps (the
arrangement of actuators can differ among engine
cylinder numbers).
The torque from linkage shaft to fork lever is
transmitted in both directions via torsional springs.
If a regulating rack of a pump is stuck for some
reason, the springs will compensate, so the other
pump can still be regulated.
El. Fuel pump actuators
Local position
indication (0-10)
Torsional springs
Fork lever
o~=i~
p oq=J =p=fs o~=i~
p oq=J =p=fs
Special measures in emergency cases:
In case of one or all el.actuator fail, the corresponding
linkage stays in position or moves to full output position.
The remaining working actuators will compensate the
regulation for the failed one.
A torsional spring on each regulating shaft will pull the
linkage to full output, if the affected actuator has no torque
force anymore (el.power loss)
In addition, spacers can be installed on regulating rack of
affected pump. Depending on, how many pumps are fixed
in max. position, the fuel rail pressure cannot be regulated
properly anymore. A constantly higher fuel rail pressure
will result. The emergency overpressure regulating valve
will limit the max. pressure accordingly. For longterm
operation, the opening pressure of that one must be
reduced.
When internal actuator faults occur, the position is kept on
actual position.
Spacer
Regulating rack
o~=i~
p oq=J =p=fs
Servo oil arrangement:
The servo oil pumps are axial piston -
swashplate-type pumps from Bosch -
Rexroth. They supply oil to the collector
block, which has two high pressure outlet
pipes to the servo oil rail. A safety valve
limits the max pressure to 230 bar.
The number of servo oil pumps depends on
the number of cylinders. If one pump fails,
the engine can still be operated at full load.
When the engine turning direction is
changing, the swashplate of the pumps
needs to be reversed.
Control oil is used to move the swashplate
into position.
Servo oil
pumps
Collector Block
Servo oil high pressure
pipes
Servo oil supply
Non return valves at each inlet
Safety valve
p=rI=p=l
p oq=J =p=fs
High pressure
outlet
Anti cavitation
inlet (from
servo oil main
supply pipe)
Non return
Valve / anti
cavitation port
Control oil inlet Control oil return Case drain
Main servo oil inlet
Swashplate angle encoder
Proportional
valve position
encoder
Proportional
valve solenoid-
valves
Visual indication
Proportional
valve
HP-outlet pressure
transmitter
p=l=m
p oq=J =p=fs
Function principle of servo oil
pumps:
The Bosch-Rexroth pumps have its own
regulating system, getting pressure setpoint
signals and ahd/ast signals from WECS.
(details in Control Systems)
The anti-cavitation port avoids cavitation in the
pump body, if a pump doesn`t move the
swashplate to the appropriate engine running
direction. (pump tries to suck in from HP-outlet
pipe).
In such a case, the non-return valve at anti-
cavitation port opens. Servo oil from main
supply pipe is sucked in via anti-cavitation port
and delivered out again via main inlet, see
schematic drawing. The oil will thus flow "idle"
through the pump.
6 ports as described are connected
B,B1 Pressure Port SAE 1 1/2 "
SB Anti Cavitation Port SAE 2 "
S Suction Port SAE 3 "
P,SP Control Pressure Port M18x1.5
Rkv Pilot Fluid Drain M22x1.5
R(L) Return (Aeration) M42x2
p=l=m
p oq=J =p=fs
HP-Inlets from pumps
2 Pressure retaining valves
2 Overpressure relief valves
3 HP-outlets for double wall
pipes control oil rails
3 shut of valves for 3 outlets
Pressure transmitter
For leakage detection
(signal to Alarm System)
Drain valve for leakage
`=l=m
p oq=J =p=fs
CAS pre-assembled with holder and data
Cable.
The 2 red lines must be in line when cyl 1
is in TDC.
`~=^=p
The Crank Angle Sensors are located on the free end of the crankshaft (or Geislinger Damper) They are separated from
the crankshaft by a special coupling. They create an exact digital signal of the momentary (= actual) crankshaft position
(0.360) The CA sensors have a resolution of 0.1
The spring loaded coupling absorbs all longitudinal and axial movement of the crankshaft. It drives a shaft which is
supported by two ball bearings. The bearings are oil lubricated. From the shaft a toothed belt drives each sensor.
Shielded BUS cables transmit the Signals to the WECS control.
p oq=J =p=fs `~=^=p
The crank angle signal is absolutely indespensable for engine operation. At least one of the sensors must be
working. If one fails, WECS can detect the failure and will keep working with the healthy signal (plausibilty
check). In case both sensors fail, at least one of them must be replaced. There is no emergency operation
possible without at least one CA sensor!
The sensor can be exchanged easily. With the flyhweel at 0.0, the two red lines on the sensor must be flush.
If not, the toothed belt is one or more teeth off its position and has to be slackened again, so the sensor
wheel can be turned freely until the two red lines are flush. Then the belt has to be pre - tensioned with a
given force (4.5 kg). Also the complete sensor drive can be exchanged, a complete drive is a standard spare.
Standard spare parts: 2 Sensors; 1 complete drive unit, assembled; coupling parts.
Experience will show whether the sensors can perfom satisfactory over a long term. The sensors are
exposed to vibrations, heat and humidity. The belts have to be exchanged after a while (estimated lifetime
max. 3 years). The belts must be free of oil!
When working on the sensors or cables, the power must be switched off before disconnecting a cable!
p oq=J =p=fs `~=^=p
p oq=J =p=fs `~=^=p
p oq=J =p=fs
Correct assembly of the crank angle
sensors and -drive is indispensable
for the operational safety.
These pages intend to sharpen the
awarness of service- and assembly people.
All necessary informations are
available in the Maintenace Manual,
chapter 9.
Dropped gear wheel collar
Gear wheel
Worn face
Sensor pully, dropped off side ring:
Consequence of overthightened belt.
`~=^=p
p oq=J =p=fs `~=^=p
Apply Molykote to
sliding surface!
Fitting of shaft encoder
1. Turn crank shaft to TDC of cyl. 1
2. Insert shaft encoder into the guide of the bearing
housing. Fasten screws slightly.
3. Push shaft encoder (with black holder plate!) inwards
4. Check whether the holder plate moves freely in the
bearing housing
p oq=J =p=fs
a= tension
~ QKR
`~=^=p
Fitting of toothed belt
1. Lay toothed belt onto the gear wheels in the position where the two red marks
of the gear wheels are flush. (The wheel of the sensor is freely movable.)
2. Push shaft encoder outwards till belt is slightly tensioned. Slightly tighten the
screws. Re - check if red marks are flush!
3. Align toothed belt in running direction and apply spring balance
4. Tension the belt slightly with the balance, loosen the screws and apply 4.5 kg.
Tighten the screws.
Cylinder No 1 must be at its actual, physical TDC during the whole installation
process! (This is NOT necessarily corresponding with the TDC signal
"tooth".!)
No tensioning by feeling!
Use the tool....
p oq=J =p=fs
It's important to recheck tension after
several engine revs. It will mostly become a
bit slack as consequence of alignement on
the wheels.
Visual check for belt tension see sketch: Belt teeth
on TDC and BDC of wheel must rest in ground.
`~=^=p
5. Turn the crankshaft for several turns to let the toothed belt find its running track.
6. If the belt tension has slackened, repeat the tensioning procedure. Check the belt tension
according the figure below.
7. Adjust and bend locking plates.
8. Tighten all screws and lock them.
Cylinder No 1 must be at its actual, physical TDC during the whole installation process!
(This is NOT necessarily corresponding with the TDC signal "tooth".!)
p oq=J =p=fs ^~=c
Servo oil and control oil is fine filtered before it enters the pumps and hydraulics. The automatic filter
has cartridges of nominal 6 m. There is an emergency bypass filter with 36 m mesh size.
The reason for filtering is to increase the lifetime and safety margin of all hydraulic components.
Control box with indications
p oq=J =p=fs ^~=c
The backflushing is automatically initiated by the control box either
A) time controlled (after 1 hour) or
B) if the differential pressure across the filter becomes too high (0.35 bar)
The filter "sludge" goes back to the crankcase. It is filtered system oil which is clean enough for normal use.
In the filter control box the backflushing is initiated either by time or differential pressure. Flushing cycles are
counted. Alarms are generated if necessary (Overcurrent, differential pressure high etc)
Inside the box there is a switch with positions "Operation" and "Adjust". After switching to "Adjust" some
parameters become adjustable. Adjustable parameters are e.g. the flushing interval (1 hr 0 mins) etc
p=oq=J =p=fs m~=`=e~=p
Auxiliary Functions
Auxiliary Functions
Auxiliary Functions
WECS 9500/9520
Injection Control
Exhaust Valve Control Starting Valve Control
Servo oil pressure
control
Fuel pressure control
Main Functions
Main Functions
Main Functions
Control oil pumps control
Valve stroke measurement
ICU stroke measurement
Crank angle detection
p=oq=J =p=fs f=
Injection Control
(volumetric injection control)
CCM
VDM
CYL-EU
p=oq=J =p=fs f=`
Schematic Layout of an Injection Unit
All components drawn in
position Return (No Injection)

p=oq=J =p=fs b~=s~=`
Servo oil
p=oq=J =p=fs `=^=p
`=^W
Control air is used for:
Actuation of
automatic start
valve
Oil mist detector
flushing of autom.
filter for servo oil /
control oil circuits.
air spring supply
control air for air
spring has to be
adjusted to 6.5 bar
at 23HA.
stand-by control air
has to be adjusted
to 6 bar at 19HA.
PLEASE NOTE:
Proper setting of the air
spring pressure is essential
for correct exhaust valve
timing.
Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 05.2005 / JKU Page 1
p oqJ=p=fs
The RT-flex engine control is combined between the internal engine control WECS-9520
and the external Propulsion Control System, which comprises Remote Control; Safety
System, El. Governor- and Alarm Monitoring System:
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:
z Common rail monitoring and pressure regulation
z Injection and exhaust- and start valve control and monitoring
z Interfacing external systems via CANopen or MOD Bus
z Engine performance tuning, IMO setting and -monitoring
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.
` p=l
p oqJ=p=fs
2. Remote control system:
Kongsberg Maritime, NABTESCO, SAM, Lyngs,
The remote control is the operator interface to the engine. Selectable control panels deliver
following manoeuvring commands to the WECS-9520 via CAN bus or MOD bus connection:
z 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.
3. Electronic governor system:
Kongsberg Maritime, NABTESCO, SAM, Lyngs, ABB
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).
o=`=C=d
z Air Run
z Slow Turning
z Slow Turning Failure Reset
p oqJ=p=fs
4. Safety system:
Kongsberg Maritime, NABTESCO, SAM, Lyngs
The safety system activates slowdowns and shutdowns in case of overspeed or other abnormal
conditions of the engine or its auxiliary equipment. The function with the RTflex engine is similar
to the conventional RTA engines, with some different / surplus functions:
z WECS uses redundant BUS communication with safety system to activate its slowdowns /
shutdowns
z The safety system (not the WECS!) directly activates the emergency stop solenoid via
hardwiring to depressurize the fuel common rail;
Additionally the safety system delivers some digital outputs to WECS via CAN Module Bus:
z Two inverted main bearing oil slowdown signals (size IV only 1 signal) for dry-running
protection of the control-oil pumps.
z Shutdown signal to WECS, to activate WECS-internal shutdown responses.
p~=p
p oqJ=p=fs
5. Alarm monitoring system:
Any possible system with class approval
The monitoring system receives alarm messages, divided in two groups:
z Alarm signals from WECS control system, transmitted via redundant module bus connection.
z Alarm signals hardwired via E130 for following general failures:
Leakage Alarms: Rail Unit, Supply Unit, Injection Components;
Fuel Pressure Actuator Failure;
Fuel Pump Outlet Temp Deviation Monitoring
Servo Oil Flow Monitoring
If propulsion control and alarm monitoring systems are provided by different suppliers, the
WECS9520 split version is used, and the interface is exclusively via MODbus
If propulsion control and alarm monitoring systems are provided by same supplier, the
WECS9520 integrated version is used, the interface can either be MODbus or CANopen bus.
^~=j
p oqJ=p=fs
hj=^=`OM=~=oqJ
p oqJ=p=fs
f~=b~=p=s
Control Room
WECS-9520
Service port CANopen
Crank-Angle
SSI Bus
CANopen System Bus
m
Speed ctrl. / RCS / SS
Alarm System
F
C
M
-
2
0
C
y
l
.

1
CR Pumps
Actuator
Servo oil
Pump
F
C
M
-
2
0
C
y
l
.

2
F
C
M
-
2
0
C
y
l
.

3
F
C
M
-
2
0
C
y
l
.

5
F
C
M
-
2
0
C
y
l
.

6
F
C
M
-
2
0
o
n
l
i
n
e

s
p
a
r
e
F
C
M
-
2
0
C
y
l
.

4
4..20mA
CR Pumps
Actuator
Servo oil
Pump
Servo oil
Pump
Servo oil
Pump
For engines with more
than 6 cylinders
CA
E90 SIB
E95.1
ExVa
3x EFIC
E95.6
Power
Supplies
O==OPMs^`
CR Pumps
Actuator
Engine
room
PWM
flex Engine
lmf
lmf
SAir
Ethernet
DENIS-9520 DENIS-9520
E85
CANopen
flex Engine
Local Manual Panel
C
A
N
o
p
e
n

C
A
N
o
p
e
n

ECR Manual Panel
p oqJ=p=fs
p=b~=p=s
Control Room
WECS-9520
Service
port
CANopen or
ModBus
Crank-Angle
SSI Bus
CANopen System Bus
Alarm System
F
C
M
-
2
0
C
y
l
.

1
CR Pumps
Actuator
Servo oil
Pump
F
C
M
-
2
0
C
y
l
.

2
F
C
M
-
2
0
C
y
l
.

3
F
C
M
-
2
0
C
y
l
.

5
F
C
M
-
2
0
C
y
l
.

6
F
C
M
-
2
0
o
n
l
i
n
e

s
p
a
r
e
F
C
M
-
2
0
C
y
l
.

4
4..20mA
CR Pumps
Actuator
Servo oil
Pump
Servo oil
Pump
ModBus
Servo oil
Pump
For engines with more
than 6 cylinders
CA
E90 SIB
E95.1
flex Engine
E95.6
Power
Supplies
O==OPMs^`
CR Pumps
Actuator
Engine
room
PWM
flex Engine
C
A
N
o
p
e
n

lmf
lmf
m
Speed ctrl. / RCS / SS
ExVa
3x EFIC
SAir
Local Manual Panel
DENIS-9520
ECR Manual Panel
p oqJ=p=fs
The WECS9520 system is built with a single multifunctional
electronic module FCM-20 = Flex Control Module 20
One FCM-20 is mounted per cylinder in a cabinet (E95)
below the rail unit.
An additional online spare module FCM-20 is located in the
SIB Shipyard Interface Box (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.
tb`pJVROM=c~=a
Low signals, Low signals,
High signals, High signals,
Busses Busses and sensors and sensors
Power, PWM, Railvalves Power, PWM, Railvalves
E95.02
E95.01
E90 SIB
Cable tray high Cable tray high
Cable tray low Cable tray low
Box Box
p oqJ=p=fs
Hi gh Pow er I / O
Injector 1 Railvalve
Exhaust V/v Railvalve
Start Pilot Valve
24Vdc out, Start Ctrl-Oil Pps
Aut. Main Start Valve
Power Supply Man. Ctrl. Panels
Servo Oil Pump Actuator
Power Supply 24vDC OK
c`jJOM=e~~=fLl==e
FCM-20 Hardware I/O
On the upper left-hand side of the FCM-20
are the interface plugs for the high/pulsed
power outputs.
LEDs indicate I/O condition. Some change
their colour in case of failures or short
circuits. Blink codes give detailed failure
information.
p oqJ=p=fs
Low Pow er I / O
FCM/20 Cylinder # Identification Error
Fuel Qty. Feedback ok / Failure
Exhaust V/v Position 1 FB ok / Failure
Exhaust V/v Position 2 FB ok / Failure
Analogue In 1 (Rail Pressure, Charge Air) / Failure
Analogue In 2 (Rail Pressure, Charge Air) / Failure
Analogue in 3 (Spare) / Failure
CA Sensor 1 Short Circuit Power Supply
CA Sensor 2 Short Circuit Power Supply
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 Setpoint)
Power Supply Failure
Module ready, SW ok
Failure on Module
Not Applicable
c`jJOM=e~~=fLl==i
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.
p oqJ=p=fs
The internal FCM-20 functions within the WECS-9520 can be separated in two groups:
Common Funct i ons & Cy l i nder Funct i ons
1. Common functions:
Fuel- and servo oil rail pressure regulation and monitoring, control oil pumps control.
Storage and processing of tuning data (IMO, engine-specific and global settings)
Internal WECS monitoring (power supply, SW-watchdog, CRC- & HW-checks)
Calculation and processing of common control variables (VIT, VEC, VEO, engine state)
Interface to propulsion control system and to backup panels in CR and LC.
Failure indications with help of module LED`s.
2. 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.
c`jJOM=j=c
p oqJ=p=fs `=c=f~
F
C
M
-
2
0
C
y
l
.

1
F
C
M
-
2
0
C
y
l
.

2
F
C
M
-
2
0
C
y
l
.

3
F
C
M
-
2
0
C
y
l
.

5
F
C
M
-
2
0
C
y
l
.

4
Fuel Rail
Servo Oil Rail
Control Oil Rail
Control Oil
Flow
(4-20mA)
Servo Oil Pumps (CAN Module bus)
Fuel Supply Actuator (4-20mA)
Turning Gear Disengaged (Dig. In)
P Charge Air (4-20mA)
TDC Pickup (Dig. In)
1 2
1 2
1 2 3
1 2 3
Autom.
Start
Valve
(Dig. Out)
1 2
How external units are
divided between FCM-
20 #1 to FCM #5
Control Oil
Pumps
(Dig. Out)
Servo Oil
Inlet Press.
(4-20mA)
Local MCP (CAN Module bus) ECR MCP
p oqJ=p=fs `=c=f~
Injection Control Unit
3 Railvalves
Exhaust Control Unit
1 Railvalve
Start Pilot Valve
Exhaust Valve
Position Feedback
4-20 mA
Fuel Quantity
Feedback
4-20 mA
24Vdc out
Crank Angle Sensors
Each
1 Clockbus 1 Databus
E85
Power
Supply
24Vdc
Crankangle SSI Bus 2
Crankangle SSI Bus 1
p oqJ=p=fs
The railvalves are ultra-fast responding (~2ms) bi-stable solenoid valves.
Due to the high actuation current and the thermal load on the solenoid coils they
may not be energized for more than 4ms. This on-time is sampled, monitored and
limited by the WECS-9520.
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 when the engine is stopped, WECS-
9520 sends setpulses to all railvalves in regular
intervals (~10s).
o~~
Wire Coil Magnet Piston
p oqJ=p=fs
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 WECS-9520 measuring principle provides an absolute angle
resolution to make sure, the exact crank angle value is present immediately after
powering up (without having to initialize the angle transmitters before a vacant output
is present).
Two such angle transmitters are connected with
serrated belts to a specially designed drive
shaft. This application prevents transmission of
axial and radial crankshaft movements to the
sensors.
`~=^=a
p oqJ=p=fs
To synchronize the messages between FCM-20 modules and CA-sensors, each
sensor has an own SSI-Clock Bus. (SSI = Synchronous Serial Interface Bus).
For every clock bus one of two redundant FCM-20 supplies a clock pulse to the
sensor and the other modules. These modules are the clock bus masters.
Each crank angle sensor (or shaft encoder) supplies angle data signals in a bit
frame to all FCM-20 modules via its SSI-Data Bus.
Signals from both CA sensors are processed and checked for errors within each
FCM-20. A final master angle is calculated from the measured angles.
The final master angle value is compared with a TDC pulse signal from a pick-
up on the flywheel. If the difference between master angle and TDC signal is too
large, an alarm, slowdown or shutdown is initiated by the WECS-9520
(depending on the deviation angle).
The final master angle value is used to determine crankangle, engine speed and
direction of engine rotation.
`~=^=a
p oqJ=p=fs
Normal operation
Some degrees before the piston reaches TDC, the FCM-20 calculates the correct
injection begin angle, taking VIT and FQS into consideration. Further a deadtime is
added to compensate the time-difference between the injection command from the
control system and the real injection begin. The deadtime is measured during the
injection cycle by comparing the elapsed time between command release and begin
of movement fuel quantity sensor. The fuel quantity sensor further gives a feedback
of the amount of injected fuel and is compared with the scaled fuel command.
Injection begin and end are triggered and actuated by the FCM-20.
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.
FCM-20
f=`
p oqJ=p=fs
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).
Once the desired amount of fuel has been injected,
the FCM-20 switches the railvalves 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.
Injection Control Valves
Rail Valves
Fuel Quantity Signal
Fuel oil side
Ctrl. oil side
All components drawn in position
Return (No Injection)
f=`=r
p oqJ=p=fs
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.
Special injection patterns
Also injection spray interruptions (multi-shooting patterns), register injection patterns are
possible to optimize atomization. This feature is not yet used on the current engines.
Low Load operation
At low engine load
the WECS-9520
cuts out one of the
three injection
valves per cylinder.
p=k=`
p oqJ=p=fs
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 (VCU, valve control unit) isolates
the (fine-filtered) servo oil for the rail valve 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
p=
b~=s~=`
p oqJ=p=fs
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 control piston inside the valve control unit. This
movement builds up oil pressure for opening the exhaust valve spindle.
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 (or later) 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.
b~=s~=`
p oqJ=p=fs
FQS, VIT:
These functions are known from the contemporary RTA engines:
FQS: Fuel Quality Setting
z Manual offset for the injection timing
VIT: Variable Injection Timing
z Advance / retard injection according to engine load for optimized fuel
consumption and NO
x
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. 2instead of 3CA).
cnpI=sfq
p oqJ=p=fs
-2.0
-1.0
0.0
1.0
2.0
3.0
4.0
0 10 20 30 40 50 60 70 80 90 100 110 120
Engine Speed [%]
I
T

B

A
n
g
l
e

[
C
A
]
-3.0
-2.0
-1.0
0.0
1.0
2.0
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
Charge Air Pressure [-]
I
T

A

A
n
g
l
e

[
C
A
]
-4.0
-3.0
-2.0
-1.0
0.0
1.0
2.0
3.0
4.0
0 200 400 600 800 1000 1200 1400 1600
Fuel Rail Pressure [bar]
I
T

C

A
n
g
l
e

[
C
A
]
FQS, VIT:
The VIT angle calculation for the RT-flex
depends on RPM, charge air pressure
and (new) fuel rail pressure.
This 3rd parameter is introduced to
compensate differences in injection timing
resulting from different injection pressures.
Higher fuel pressure causes advanced
injection and higher P max.
Thus the injection begin angle is retarded a
bit with increasing fuel pressure.
Fuel Rail pressure at CMCR
VIT A
VIT B
VIT C
cnpI=sfq
p oqJ=p=fs
VEO, VEC:
The VEC (variable exhaust-valve closing) is known from the contemporary RTA 84T
B/D engines:
VEC: Variable Exhaust-valve Closing
Adopting compression pressure to keep the
firing ratio (P
max
/ P
compr
) 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.
-35
-30
-25
-20
-15
-10
-5
0
5
0 10 20 30 40 50 60 70 80 90 100 110 120
Engine Speed [%]
V
E
C

A
n
g
l
e

[
C
A
]
-5
0
5
10
15
20
0 10 20 30 40 50 60 70 80 90 100 110 120
Engine Speed [%]
V
E
O

A
n
g
l
e

[
C
A
]
VEC
VEO
VEC and VEO are calculated by WECS, they cant be changed manually
sblI=sb`
p oqJ=p=fs c=m=`
p oqJ=p=fs
Starting
Before and at begin of an engine start, the fuel actuators are set to a value defined in
the WECS-9520 parameters, normally it is 95% of the actuator output.
As soon as engine running is detected, the rail pressure is regulated to the desired
value (~700 bar).
Engine Running
FCM-20 #3 or #4 calculates the necessary rail pressure and the output signal to
the actuators (4-20 mA signal range).
2 transmitters supply the actual value from the fuel rail. For faster response of the
dynamic pressure regulation, any change of the fuel command for the speed
control is additionally transmitted as feed forward to the control loop.
The fuel pumps charge up the fuel rail pressure via intermediate fuel accumulator.
The resulting pressure in the rail depends on the quantity of supplied oil coming
from the supply unit and the outgoing fuel to the injectors.
c=m=`
p oqJ=p=fs
Pressure Regulation
For faster response of the dynamic pressure regulation any change of the fuel
command is additionally transmitted as feed forward to the control loop.
Feed forward
c=c~
r
p oqJ=p=fs
Shutdown
A shutdown from the Safety System is performed as follows:
RTflex size I (58TB/60C): The safety system releases the pressurized fuel rail to
the overflow tank by opening the pneumatic fuel shutdown valve 3.07 via
emergency stop solenoid 3.08 (ZV7061S).
RTflex size IV (84TD/96C): The safety system releases the pressurized
intermediate fuel accumulator to the fuel return line by opening the hydraulic fuel
shutdown valve 3.07 via emergency stop solenoid 3.08 (ZV7061S).
WECS-9520 triggers the fuel actuator output to zero for terminating fuel feed to
the rail unit, while the engine is not yet stopped.
Injection commands are blocked by the WECS-9520.
c=m=`=
p oqJ=p=fs p=C=`=l=`
p oqJ=p=fs
The servo oil rail pressure is
controlled depending on the engine
load. At part load the pressure is
reduced, because due to the lower
firing pressure, the servo oil pressure
must be adopted to adjust the
opening speed of the exhaust valve
accordingly.
0
50
100
150
200
250
0 10 20 30 40 50 60 70 80 90 100 110 120
Engine Load (MEP x n) [%]
S
e
r
v
o

O
i
l

P
r
e
s
s
u
e

[
b
a
r
]
A FCM-20 uses the fuel command as engine load reference to calculate the
necessary setpoint for the servo oil pressure.
Each servo oil pump is controlled by a different FCM. A pulse-width modulated
current signal is supplied to solenoids mounted on the control plate of the pumps.
This signal is setting the output of the axial pumps and accordingly the servo oil
supply to the rail.
With engine at standstill, the control oil circuit feeds the servo oil rail with
approximately 50 bar, adjusted at pressure reducing valve 4.27.
p=l=m=`
p oqJ=p=fs
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. The high actuation pressure for the injection rail valves is required for a fast
valve response and precise injection timing.
One control oil pump starts up, as soon as main bearing oil pressure is available.
(Size IV: both pumps are starting up).
During starting and in low speed range 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.
At engine stop, one pump is switched off again after a time delay. The other pump
keep on running as long as main bearing oil pressure is available. (Size IV: both
pumps keep on running).
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.
`=l=m=`
p oqJ=p=fs
The opening and closing of the starting pilot valves 2.07 is
controlled by the corresponding FCM, depending on the
crank angle.
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, if the
remote control sends a constant START signal over the bus.
For slow turning and slow turning failure reset the remote
control sends pulsed signals to FCM-20 #1 and #2. The slow
turning speed can be adjusted in the WECS-9520
parameters by adopting pulse cycles.
Additionally an Air Run signal enables to blow the engine
with start air, if required.
p~=s~=`
p oqJ=p=fs p~=s~=`
p oqJ=p=fs
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 introducing a FCM-20 module from stock as online spare in the system it
will load up the software and parameters from the modules already present in the
system. If installed as online spare without affecting operation. If installed in any
other place without valid software, the module function will only be activated after
completing data transfer to the new module.
j=o~
p oqJ=p=fs
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 redundancy by doubled primary and/or secondary 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.
p=o~
p oqJ=p=fs p=o~
Crank angle sensor
If one of the two crank angle sensors is out of order, WECS stays operational with
the remaining crank angle sensor.
If both sensors are damaged, the engine can not be operated! It is necessary
to replace at least one sensor.
TDC- Pick-up
A damaged TDC sensor is signaled by the WECS monitoring system, but will not
stop or slow down the engine operation.
Fuel quantity sensor
With a damaged fuel quantity sensor, the FCM 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
p oqJ=p=fs
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 (second) actuator(s) regulate(s) at a lower output and the fuel
pressure control valve 3.06 limits the rail-pressure to 950 bar.
Servo oil pumps
With one damaged servo oil pump the engine remains operational at full load, with
2 damaged pumps operation is only possible in lowest part load.
Control oil pumps
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.
m=o~
p oqJ=p=fs
Fuel shut down valve / Em. Stop valve
With fuel shutdown valve 3.07 or the emergency stop solenoid 3.08 damaged, any
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 new WECS-9520 panels allow either
fuel control mode or speed control mode from the manual control panels.
The manual control panels are a part of the WECS-9520 control system and offer
one specified functionality, independent from the propulsion system manufacturer.
l=o~
p oqJ=p=fs j~~=`=m~
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.
Select Speed or fuel control
Speed and 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.
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
p oqJ=p=fs j~~=`=m~
If the Ackn. button is pressed for more
than 5 seconds, WECS-9520 SW info
and all necessary IMO check values are
indicated in the screen for 10 seconds.
p oq=J =p=fs
Chapter F: Service and Operation
Intention:
Introducing Service Engineers and Operating Engineers in some of the specialties
of daily life with the Common Rail Sulzer.
What to think of and look at on daily rounds.
What do to if there's trouble.
Which parts to overhaul...
f
p oq=J =p=fs
- Normal Operation; Things to Consider.
The flex part of the engine requires different treatment from other engines: The following list
mentions some thoughts. It can be extended:
- Trace heating of rail unit, supply unit and rising pipes (all fuel parts). To avoid sticking
HFO the trace heating shall be on at all times. Especially important in port. The fuel inside
rising pipes and rail does not circulate and must be kept warm. To avoid starting difficulties
it is recommended to turn on the heating at least 4 hours before engine starting if it needed
to be stopped for some reason. All rail unit covers shall be kept close.
WARNING: When changing over bunker to MDO the trace heating must by all means be
stopped early enough to avoid overheating of the diesel oil.
- WECS: The WECS system shall always be kept on, there is no need of stopping it in port.
It is recommended to stop WECS power when unplugging sockets from modules,
when disconnecting the sockets of the crank angle sensors and when welding on
the engine. Power supply to a single cylinder can be stopped even with running engine,
after switching it back on the cylinder will boot and start working.
Do not use water washing devices anywhere near the WECS boxes!
l~
p oq=J =p=fs
- Oil treatment: Some of the hydraulic components are very grateful if they get only
clean oil. It avoids operational trouble and prolongs their lifetime a lot. The automatic
filter is a good and efficient provider of clean oil.
Should the filter indicate high differential pressure all the time this will surely be an
indicator for not so well treated main bearing oil.
Only in real emergency cases must the automatic filter be switched over to it's by-pass
side.
- Function test of main starting valve: The two solenoid valves are normally
activated together for high availability. Carry out a function test sometimes by
disabling each valve and starting the engine.
- To keep all engineers familiar with it: Do a local ("manual") start once in a while.
- Control oil pumps: The software that controls these pumps (= WECS) makes them run
BOTH when the M/E is stopped. If you find this annoying you can stop one or both of
them in port by its main breaker. Make it a habit to start them again when on stand-by.
l~
p oq=J =p=fs
- Visual checks on daily rounds:
The top covers of the rail unit lift up easily, so look inside daily and check for leaks, etc.
Keep an eye on the fuel pump regulating racks. Does it move freely on all pumps? (You
can manually push a rod to a lower position, the other pumps will automatically
deliver a bit more.)
Look inside the housing of the servo oil pumps for possible leaks.
-WECS modules, spare parts:
Any FCM module can be used on any engine.
This is NOT true for WECS 9500! (CCM,MCM have to be loaded with plant specific
software)
l~
p oq=J =p=fs
- Crank angle sensors and drive:
Check daily if the lube oil pipe feels warm. If not the fine orifice at the inlet to the housing
may be clogged.
Open the cover every few months and look inside. Are the belts Ok and with correct tension?
Is there and dirt, oil? Do sensor wheels have play?
- After overhaul works in or around the rail unit and supply unit: Make use of the simulation
possibilities of WECS. Once you have the control oil pumps running you can manually
open and close the exhaust valves. This proves you that they work and that there is
nothing leaking. Use the turning gear to check whether the Bosch Rexroth Pumps are
reversing correctly!
- You can also use "Inj. venting" which will trigger all injection rail valves on-off for a minute.
Oil will flow through them and warm them up. You can also see leaks now.
l~
p oq=J =p=fs
The four most important tools for trouble shooting flex problems are:
Control Diagram
Alarm-log, indications of actual values.
Wiring diagrams of WECS (E87,E85; E90, E95, E94, E96)
DENIS/WECS Signal List
If available, use trend lines to find out if a value is unstable.
In most cases the alarm tells you straightforward what the problem is provided you are familiar
with the structure of the systems and of WECS.
q=p
p oq=J =p=fs
Combination of Alarms: Some situations create not one but a series of alarms. This can be
confusing. Look at the first one that came up! Logical sense may still be required to pinpoint the
exact source of trouble.
Possible procedure of troubleshooting in cases where origin is not clear:
1st Exchange FCM module with neighbor cylinder.
2nd Exchange potentially involved rail valve with neighbor cylinder.
Exchanging with neighbor cylinders makes it very clear if a component is really faulty or not. So do
it before using an expensive spare.
Sensor fail alarms that go on and off. First Check: Power supply to sensor, cable connection. If
sensor itself seems to be the cause and has to be changed, do so at next opportunity.
If sensor can't be changed immediately, it's better to disconnect it, otherwise it might disturb the
function of the control system.
Disconnecting works fine with fuel quantity sensors, exhaust valve stroke sensors, rail pressure
transmitters and crank angle sensors.
"Injection quantity piston #n fail": Can be caused by different things like rail valve, FCM failure
or cold control oil, etc. No need to change the complete injection unit (!), either it disappears after a
while or you help it by depressurizing the fuel rail via shutdown valve.
q=p
p oq=J =p=fs
Parts that Need Regular Inspection, Overhaul or Exchange:

Fuel pumps: Plunger Exchange

Fuel pumps regulating rack: bearings Exchange

Servo oil pump: Roller bearings, plungers, regulating valve, sealing. Overhaul

Control oil pumps: Plunger units Exchange

Camshaft: Cam surface and fuel pump rollers. Inspection

Injection control unit: Inspection and overhaul (only by Wartsila Switzerland or authorized Wartsila
workshop)

Fuel pressure regulating valve, shutdown valve. Overhaul

Automatic filter Overhaul

Hydraulic hoses, check condition and replace after some years.Exchange

Crank angle sensors & drive: Belts, shaft sealing, sensors. Inspection & exchange

FCM modules Exchange

m~
p oq=J =p=fs
Not opened by Service- or Operation Engineers must be:
Injection unit and electronic modules.

Injection units can only be overhauled with special tools and
skills
and this must be left to W-Switzerland or authorized repairers.

The E-modules cant be repaired .
Concerning the servo oil pumps, be it
Dynex or Bosch/Rexroth, they basically
can be opened, following the respective
makers' instruction. It is strongly suggested
to leave such overhaul works to shore
workshops where absolutely clean conditions
are given and where the necessary
experience is.
a~=l=m~
p oq=J =p=fs
Modules: FCM - Module
Sensors: Crank angle, rail pressure PT, inj. quantity piston, exh. vlv. position, etc.
Wires
a) modules:
The FCM module will probably have a limited lifetime. Its capacitors are exhausted after a certain
number of billions of cycles. How many is not yet known exactly, however they are designed to
last for several 10'000 hours of operation.
It can be exchanged very easily: Reduce engine power to half, switch off power supply to the
concerned unit, remove all attached plugs, slacken the holding bolts and take the module out.
Fitting in a new one goes exactly the other way. After switching the power back on the cylinder will
start working after few seconds as if nothing happened.
b=e~~
p oq=J =p=fs
b) Sensors are quite easy to exchange. They are so designed that a failure of one sensor does not
harm engine operation.
p
p oq=J =p=fs
c) Wires:
A Flex-engine has hundreds of wires and each one is important for something.
A loose or broken cable can stop one cylinder, can stop an exhaust valve or can simply
cause a sensor-alarm.
It is the engine builders great responsibility to make the wiring good the first time. This is as
important as alignment of gear wheels.
Nevertheless, there might be troubles caused by wiring defects and Engineers must face this
challenge. Here are some of the principal items to consider about working on wires:
Make sure no wires will not vibrate. They must not touch the covers or walls of the
boxes. They shall not run one across the other but all in the same direction.
Regular inspection of the wiring inside all boxes shall be done to avoid surprises.
If the wiring diagram indicates a shielded wire then a shielded wire must be used.
The shield must be connected to mass only where indicated.
The data cables, called CAN- Bus, is a special shielded wire. To replace it, BUS-
cable type must be used. BUS cable looks similar to normal shielded cable and can
be handled as such.
The diagrams indicate L and H wires: L stands for LowPower, H stands for
HiPower. In simpler words are L sensitive signal lines and H power lines. Important is
that these two classes are always guided separately with a distance of about 25 cm
to avoid interference to signals.
t
p oq=J =p=fs tb`p=m~=c~
Check CAN System Bus CAN System Bus / Crank Angle Bus
Fail., FCM #nn
Check CAN System Bus CAN System Bus Fail, FCM#00
Online Spare can be interchanged with spare part --- if failure persists after
exchanging the module, check the CAN System Bus
Module FCM #00 Fail
Check respective signals.
Check fuel p- transmitter 1(transmitter 2) in RU:
Voltage supply 24V available on plug?
Check cabling to E95.
Fuel Rail pressure, sensor 1(2), Meas.
Fail.
Check respective signals on WECS-Assistant (page MAIN).
Check servo oil p- transmitter 1(2) in RU,
Check cabling
Servo Oil Pressure, Sensor 1(2), Meas.
Fail.
Check charge air transmitter 1, (transmitter 2)
Check cabling
Charge Air press 1(2), meas fail.
Countermeasures
Alarm Indication
p oq=J =p=fs tb`p=m~=c~
Check plug on cyl. cover box, sensor cabling and power supply.
Change sensor if necessary.
If failure appears intermittent, faulty sensor can provisionally be disconnected
in cyl. cover box, before repair is possible
Exh. Valve # nn Position Meas. Fail.
Check CAN Module Bus CAN Module Bus #nn Fail.
Countermeasures
Alarm Card Indication
p oq=J =p=fs tb`p=`=c~
At least 1 pump running? (2nd should start in case of low pressure)
Main oil supply and pressure after automatic filter OK?
Leakage or shut-off cock for oil drain open?
El. power to pump drives ok?
Control Oil Pressure Low
Check wiring.
Sensor, power supply or sensor cable defective?
Control Oil Pressure, Meas. Fail
Reduce M/E power;
Verify on local manometer if pressure is really too high.
Take countermeasures according to T/C manual.
Charge Air Overpressure
Compare both charge air pressure indications
with ch.air gauge pressure indication to determine erratic sensor.
Check cabling and voltage supply to this sensor.
Replace sensor if necessary.
Charge Air pressure, Meas. Fail diff hi
Check charge air transmitter 1, (transmitter 2)
Check cabling
Charge Air pressure 1&2, Meas. Fail
Countermeasures Alarm Card Indication
DYNEX pump: Controller valve on pump not adjusted (after
overhaul).
Servo Oil Pressure hi
Compare both servo oil pressure indications.
Check cabling and voltage supply to the faulty sensor.
Servo Oil pressure, meas. Fail. Diff. hi
Check respective signals. Check cabling
Check servo oil p- transmitter 1(2) in RU,
Servo Oil press. 1+2 Meas. fail
Check on main switchboard: Breaker on? Overload trip?
Current sensing relays in starter box ok?
Check cable from ctrl. oil pump starter box to FCM
Is pump hot?
Control oil pump 1(2), fail.
Check fuel pressure regulating linkage for free movement.
Check if fuel pressure actuators (Woodward) are switched on and working.
Is fuel supply pressure ok (7-10bar)?
Is there a leakage alarm pending?
Regulating valve 3.06 releases fuel (=> bearing oil supply to valve not ok)?
Size4: Temp monitoring alarm from fuel pump?
Fuel Rail pressure lo
Check if fuel pressure actuators (Woodward) are switched on and working.
Assembly mistake of fuel pump? (After overhaul)
Fuel Rail pressure Hi
Compare both fuel oil pressure indications
Check cabling and voltage supply to non-matching sensor.
.
Fuel Rail Pressure, Meas. Fail diff Hi
Check respective signals.
Check fuel p- transmitter 1(transmitter 2) in RU:
Check cabling to E95.
Fuel Rail Pressure 1+2, Meas fail
Check cabling between E95 and injection quantity sensor, check plug.
Make sure space between sensor and piston-sleeve is clean and sleeve is
locked tight to piston.
If 24Vdc ok but no signal, change fuel quantity sensor.
Injection Quantity #nn, Meas. fail
CA sensor drive or belts shifted?
TDC offset wrongly adjusted?
Possibility of shifted crankshaft?
Crank Angle, TDC lo shift
Check TDC-Pickup for correct cabling and correct distance to flywheel tooth .
Measure voltage supply and signal. Replace sensor if necessary.
TDC signal, fail
Belt shifted or slack?
When flywheel is at TDC#1, both sensors must show 0CA.
Adjust sensor offset parameter or belt position, if required.
If only on one cylinder: Check E95 SSI bus wiring, replace FCM if necessary;
If on a successive group of FCMs: Check SSI bus wiring from highest failing
cyl. number to next higher cylinder without alarm
Crank Angle, Difference
Could be consequence of a rail valve failure.
Not injecting with all active injector nozzles.
Sometimes observed under rough sea conditions with quick load changes.
Might be too low opening pressure of injector valve.
Cracked or seized injection nozzles?
Could be consequence of injector pipe leakage.
Can occur when operating with stroke feedback disconnected
Inj. #nn timing fail.
Check indication on corresponding BOSCH controller card
Power Supply 24Vdc ok?
Replace Bosch controller card
check wiring, check plugs and cables to solenoids and feedback sensors on
Bosch pumps.
Servo Oil pump #n, Failure
Any Co - Alarms?
Pipe crack?
Check local swash plate indication (Bosch Rexroth only)
Servo Oil pump #n, No flow
Oil pressure after automatic filter OK?
Control signal and cables to DYNEX / Bosch pumps OK?
Safety valve 4.23 open?
Drain from collector block open or inlet valves for servo oil rail closed?
Can appear shortly during engine start with Bosch pumps.
Servo Oil Pressure lo
Could be consequence of rail valve failure.
Fuel viscosity too high? Steam trace heating off?
Fuel quantity sensor damaged?
If not recovering:
Try short manual opening of fuel SHD-valve with red solenoid lever.
Ultimately: Can also hint on seized quantity piston, ICU needs to be replaced.
Fuel quantity sensor damaged?
Injection qty piston #nn fail
Manual (User-) Cutoff or Automatic Cutoff Indication Injection #nn Cutoff
Air spring pressure too high or too low?
Check non-return valve of bearing oil supply to actuator pipe.
Mechanical failure of exh. control v/v or partition device?
Exhaust rail valve failure?
Cable break from FCM to exhaust rail valve?
FCM failure?
Check non-return valve in air supply to air spring.
Exh valve #nn fail.
System Bus 1+2 failed on this module?
Crank Angle Bus 1+2 failed on this module?
Module failed?
Module FCM #nn Fail.
p oq=J =p=fs
tb`p=o~=m=c~
Fuel pressure actuators (Woodward) are switched on and working?
Is fuel supply pressure ok (7-10bar)?
Is there a leakage alarm pending?
Regulating valve 3.06 releases fuel (=> bearing oil supply to valve not ok, valve
seat damaged)?
Shut-off cocks at intermediate accumulator or rail inlet still closed after repair
works?
Fuel Rail Pressure Very Low
Oil pressure after automatic filter OK?
Control signal and cables to DYNEX / Bosch pumps OK?
Safety valve 4.23 open?
Drain from collector block open or inlet valves for servo oil rail closed?
Can appear shortly during engine start with Bosch pumps
Servo Oil Pressure Very Low
At least 1 pump running? (2nd should start in case of low pressure)
Main oil supply and pressure after automatic filter OK?
Leakage or shut-off cock for oil drain open?
El. power to pump drives ok?
Control Oil Pressure Very Low
p oq=J =p=fs tb`p=b=c~
Engine was overspeeding. (more than 115% nominal RPM).
Rough weather? => Reduce RPM;
Check for separate alarms from CA-sensors or FCMs.
Excessive engine speed
Check cables from angle transmitters to Cyl-EU's.
Check entire CA sensor drive,
Unlikely case that both transmitters fail together. Renew parts if necessary.
Crank angle 1+2, Fail.
CA sensor drive or belts shifted?
TDC offset wrongly adjusted?
Possibility of shifted crankshaft?
Crank angle / TDC Hi shift

01 RT-Flex 4 Course A Overview

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

01 RT-Flex 4 Course A Overview

Uploaded by

Copyright:

Available Formats

Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.

Training Makes A Difference @ Wrtsil Training Center Winterthur / issue 01.2005 / hk

You might also like