RT-FLEX course introduction

Tyson liang
Course Agenda

1 Introduction of RT-flex engine

2 Mechanical features (RT-flex specific parts only)
3 Hydraulic- and pneumatic systems
4 Control system
5 FlexView
6 Service aspects
7 Overhaul Rail Unit components

2 WinGD chapter 01 introduction

 Course introduction

RT-flex Course, 5 days

§ Service Engineers
§ Ship’s Machinery Crew
§ Ship’s Electrical Engineer
§ Engine Builder Personnel

3 WinGD chapter 01 introduction

 Participant qualification

§ The participants must have a technical education, preferably in

marine or mechanical / electrical engineering
§ General understanding of Wärtsilä RTA engines

4 WinGD chapter 01 introduction

 Goal of the Training

§ The participants are able for safe operation of a

Wärtsilä RT-flex engine
§ to carry out basic maintenance and trouble shooting

5 WinGD chapter 01 introduction

 RT-flex type
RT-flex48T-D
RT-flex50-D
RT-flex58T-D/-E
RT-flex58T-D_ER-3
RT-flex60C-B
RT-flex68-D
RT-flex82C
RT-flex82T
RT-flex84T-D
RT-flex96C
6 WinGD chapter 01 introduction
 W-X engine type
X35B 118-167 RPM
X40B 104-146 RPM
X52 79-105 RPM
X62 77-103 RPM
X72 66-89 RPM
X82B 58-84 RPM
X92 70-80 RPM
7 WinGD chapter 01 introduction
 DF engine type

RT-FLEX50DF 4775-11520kW
X52DF 4850-11920kW
X62DF 7700-19080kW
X72DF 10400-25800kW
X82DF 16710-38880kW
X92DF 23250-63840kW

8 WinGD chapter 01 introduction

 RT-flex sizes

MORE ENGINE INFORM

PLEASE VISIT

WWW.WINGD.COM
9 WinGD chapter 01 introduction
 Course chapters
The following chapters will be presented in this course:

- Introduction of RT-flex engine design

- Philosophy of RT-flex technology

- Mechanical components (RT-flex specific parts only)

- Rail unit
- Fuel injection
- Exhaust valve drive
- Supply unit
- Crank angle sensor

- Hydraulic- and pneumatic systems

- Fuel oil
- Servo oil
- Starting air

10 WinGD chapter 01 introduction

 Course chapters

- Control system
- System layout
- Fuel Injection
- Exhaust valve drive
- Starting system
- WECS-9520 (WECS-9500)
- Remote control system (not Wärtsilä supply)
- Safety system (not Wärtsilä supply)

- Flex View
- Details of the RT-flex engine data visualization tool

- Service aspects
- General
- Inspection intervals
- Trouble shooting

11 WinGD chapter 01 introduction

 Abbreviations used

FCM Flex Control Module

ICU Injection Control Unit
RT-flex Wärtsilä 2-stroke engine of latest design
WECS Wärtsilä Engine Control System
SU Supply Unit
VCU (Exhaust) Valve Control Unit

A general list of abbreviations is shown in the engine manuals

12 WinGD chapter 01 introduction

13 WinGD chapter 01 introduction
Thank you!
Questions and answers

14 WinGD chapter 01 introduction

Contact information
Tyson liang

Liang qin
Training manager
Winterthur Gas & Diesel www.wingd.com

Landline +86 21 61681958*261

Mobile 86 150 2133 3417
E mail [email protected]

15 WinGD chapter 01 introduction

RT-FLEX mechanical features
Tyson liang
Course Agenda

1 Introduction of RT-flex engine

2 Mechanical features (RT-flex specific parts only)
3 Hydraulic- and pneumatic systems
4 Control system
5 FlexView
6 Service aspects
7 Overhaul Rail Unit components

2 WinGD chapter 02 mechanical features

Agenda

1 - Rail unit
2 - Fuel injection
3 - Exhaust valve drive
4 - Supply unit
5 - Crank angle sensor
6
7
8
9
10
11

3 WinGD chapter 02 mechanical features

RT-flex specific parts only

4 WinGD chapter 02 mechanical features

Overview, RT-flex50 (Size 0)
Rail Unit(s)
WECS-9520,
E 90 Shipyard
Interface Box (SIB)
on the free end

WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes

Automatic filter
Supply unit

5 WinGD chapter 02 mechanical features

Overview, RT-flex58/60C (Size 1)
Rail Unit(s)
WECS-9520,
E 90 Shipyard
Interface Box (SIB)
on the free end

WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes

Automatic filter
Supply unit

6 WinGD chapter 02 mechanical features

 Overview, RT-flex82C/82T
(Size 3)
Rail Unit(s)
WECS-9520,
E 90 Shipyard
Interface Box (SIB)
on the free end

WECS-9520, E 95
Cylinder Electronic
Unit Terminal boxes

Automatic filter
Supply unit

7 WinGD chapter 02 mechanical features

 Overview, RT-flex84 and 96
(Size 4)
Rail Unit(s)
WECS-9520,
E90 Shipyard
Interface Box (SIB)
or at the free end
(smaller engines)

WECS-9520, E95
Cylinder Electronic
Unit Terminal boxes

Supply unit
Control oil
Automatic filter Pumps
8 WinGD chapter 02 mechanical features
Rail Unit
For engines with more than 7
cylinders, the rail unit is split in two
parts.

Both rail-sections (forward/aft) for

fuel-, servo- and control oil are
connected by high pressure pipes.
=> Same pressure in the related
rails of both halves.

WECS-9520 Cylinder-Electronic
Unit boxes are fitted on the outer
front side

SIB (E90) Box on free end or in the

middle of the rail unit depending on
the number of cylinders (up to 7
cylinders in the middle)

Protection bars

9 WinGD chapter 02 mechanical features

Rail Unit, Size 0

10 WinGD chapter 02 mechanical features

Rail Unit, Size 1

RT-flex58T, MKI RT-flex58T, MKII

11 WinGD chapter 02 mechanical features

Rail Unit, Size 2

12 WinGD chapter 02 mechanical features

Rail Unit, Size 3

13 WinGD chapter 02 mechanical features

Rail Unit, Size 4

14 WinGD chapter 02 mechanical features

 Rail Unit Main Parts

Steam

Fuel oil rail:

The fuel rail contains high pressure fuel of ~ 600 - 800 bar ICU
delivered by the fuel pumps of the supply.

For each cylinder, there is an Injection Control Unit (ICU).

The rail is heated by a trace heating piping system. Fuel oil rail

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 (VCU).

Additional return/leakage piping:

Fuel ICU-leakage pipe Servo oil rail
Common servo oil return pipe

VCU

15 WinGD chapter 02 mechanical features

 Rail Unit Main Parts (Size 4)
Steam Fuel oil rail
Fuel oil rail:
The fuel rail contains high pressure fuel of ICU‘s
~ 600 - 800 bar delivered by the fuel pumps of
the supply.

For each cylinder, there is an Injection Control

Unit (ICU).
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. Control
For each cylinder there is a Valve Control Unit (VCU). oil rail

Control oil rail (some engine types only): Servo oil rail
The control oil rail contains 200 bar control oil (constant pressure) delivered by the control
oil pumps. VCU’s

Additional return/leakage piping:

§ Fuel ICU-leakage pipe
§ Common servo oil/control oil return pipe
16 WinGD chapter 02 mechanical features
Rail Unit Piping

Shown for RT-flex96C-B

17 WinGD chapter 02 mechanical features

 Rail Unit Piping

Shown for RT-flex96C-B

18 WinGD chapter 02 mechanical features

Rail Unit Piping, Size 0
ICU
Trace heating

Fuel oil rail

Fuel overpressure
regulating valve

Servo oil rail

VCU

Servo oil
return pipe
19 WinGD chapter 02 mechanical features
Rail Unit Piping, Size 0
Fuel oil rail
Trace heating

ICU

Servo oil rail

VCU

Servo oil
return pipe
20 WinGD chapter 02 mechanical features
 Rail Unit Piping, Size 1 MKII
Fuel oil rail:
The fuel rail contains high pressure fuel of ~ 600 -900 bar
delivered by the fuel pumps of the supply unit during engine
operation. The rail pressure is regulated depending on engine
load. ICUs
For each cylinder, there is an Injection Control Unit (ICU)
installed on the fuel rail. The ICUs are actuated by help of
servo oil pressure via hydraulic HP-hoses. WECS is activating
the ICUs for injection control.
The rail is heated by a trace heating piping system.
Fuel rail

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
servo oil rail. WECS is activating the VCUs for
exhaust valve control. VCUs

The high pressure rails of new design are made of

single pipes. The ones of old design rail of rail pipe
sections.
Servo oil rail

21 WinGD chapter 02 mechanical features

 Rail Unit Piping, Size 1 MKII
Additional return/leakage piping: Fuel leakage pipe

n One fuel leakage pipe (back to

overflow tank)
n One common servo oil return pipe
(back to crankcase)
n Trace heating (steam or thermo oil)
Safety valve
Fuel system overpressure valves:
Servo oil return pipe
n SHD and overpressure regulating
valve. Opening pressure approx.
Trace heating
1050bar for overpressure regulation.
The SHD-solenoid is activated by
Safety System to depressurize the fuel
system (fuel drained to return pipe to
booster unit).

n Safety valve. Opening pressure SHD and overpressure

1250bar. (fuel drained to overflow regulating valve
tank).
Rail Unit Piping, Size 3

23 WinGD chapter 02 mechanical features

 Rail Unit Piping, Size 4
Control oil
high pressure
hoses

Trace heating

Fuel oil rail

ICU and injection high pressure

pipe leakage drain pipe
(connected to leakage collector
=> Alarm to AMS)

Servo oil rail Control oil rail

Main bearing oil supply pipe for Servo oil (and control oil)
upper side of VCU (flex96C-B common return pipe
only)

24 WinGD chapter 02 mechanical features

 Rail Unit Piping

At each inlet, there are shut-off valves, in order to

isolate individual HP-pipes in case of leakages.

Fuel-, servo- and control oil inlet to the rails are

between the two rail unit halves (if more than 7
cylinders).

For redundancy reasons there are for each system

two rising pipes connected to the two rail unit
halves.

The cross-connection high pressure pipes enable a

direct connection between each rail for
- pressure equalization
- if one HP pipe is broken, it can be shut-off on
both ends and the remaining one feeds both
rails

25 WinGD chapter 02 mechanical features

Rail Unit Piping

Rail unit general drain piping. Possible leaks of fuel, oil and water are collected for each
rail => Alarm to Alarm System „Rail Unit (FWD), General Leak“.
The leakage is drained to the sludge tank.

26 WinGD chapter 02 mechanical features

Fuel Rail Pipe
Shown for RT-flex96C

The fuel rail pipe is made of one piece.

The bore has a shape of a “peanut”.

27 WinGD chapter 02 mechanical features

Agenda

1 - Rail unit
2 - Fuel injection
3 - Exhaust valve drive
4 - Supply unit
5 - Crank angle sensor
6
7
8
9
10
11

28 WinGD chapter 02 mechanical features

(fuel) Injection Control Unit (ICU)

29 WinGD chapter 02 mechanical features

 ICU
Fuel quantity sensor Servo (control) oil side:
Fuel quantity piston The rail valves control the oil flow to the control oil
block.
Servo (control) oil side
Fuel side:
Servo oil The fuel control valves are actuated by pistons in the
Rail valves return control oil block. There is one valve for each injector.
The main body of the ICU includes the injection
quantity piston.
Fuel control “Fuel Quantity Sensor” in a housing kept away from
valves the hot block.

Control- and fuel oil side are entirely separated from

each other. Nevertheless, leakages of both systems
have a common drain.

Working principle:
Each ICU is pre-controlled by 2 or 3 rail valves to
Servo oil open or close the way for fuel from the rail to the
supply injection nozzles.
Fuel side Fuel for each injection, necessary stroke is calculated
and quantified, then injected, measured and corrected
for the next injection.
30 WinGD chapter 02 mechanical features
 Rail Valve RV-2
Injection / Valve open

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 VCU. Flex50 has only two rail valves per ICU.
Following an injection/return- or open/close command of WECS-9520, the
corresponding coils are energized for a very short time (normal operation
~1 ms, max. 4.5 ms), but with a high current impulse (~50-60A). Iron core
This makes the valve spindle move towards the energized coil
Valve spindle
(~0.3 mm stroke).
Control oil inlet
The high current impulse and the short travel of the valve Inlet/outlet to ICU/VCU
spindle enable a very short actuation time, which is Outlet to return pipe
indispensable for precise injection- or exhaust valve control.

Coils
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 the assembly position of valve spindle. Electric sockets

No injection / Valve close

31 WinGD chapter 02 mechanical features

Rail Valves

32 WinGD chapter 02 mechanical features

Rail Valves

For rail valve O-

ring Leakage
and spare part
ordering issue
please refer
service bulletin
RT-146

33 WinGD chapter 02 mechanical features

Fuel Nozzle

Fuel nozzle with

“venting spiral”

Opening pressure 375 bar

34 WinGD chapter 02 mechanical features

Fast Injector

Opening pressure
420+-5 bar

35 WinGD chapter 02 mechanical features

Agenda

1 - Rail unit
2 - Fuel injection
3 - Exhaust valve drive
4 - Supply unit
5 - Crank angle sensor
6
7
8
9
10
11

36 WinGD chapter 02 mechanical features

 VCU (50B, “MKII”, 68B, 84T-D)
Rail Valve

Valid for flex 50B, 58T (MKII),

To exhaust
valve drive
60C (MKII), 68B, 84T-D
3/2 way valve

The VCU sits directly on the servo rail.

In order to refill the intended oil loss through the
constant orifice in the exhaust valve drive upper
housing, there is an internal orifice to the upper
part of the VCU/actuator pipe.

Servo oil return

VCU piston

HP-hoses to/
Servo oil supply from ICU

37 WinGD chapter 02 mechanical features

 (exhaust) Valve Control Unit
(VCU)
Valid for flex 50B, 58T (MKII),
60C (MKII), 68B, 84T-D

38 WinGD chapter 02 mechanical features

 VCU

Valid for flex 58T (MKI),

60C (MKI), 96C-B

39 WinGD chapter 02 mechanical features

 VCU (MKI, 96C-B)

To exhaust valve The servo oil supply from the servo oil rail to
3/2 way valve
the 3/2 way valve is done via connecting
element. The 3/2 way valve is pre-controlled by
a rail valve (same type as for ICU).
Rail valve
Main bearing oil The servo oil return pipe has a back pressure
supply
of ~2-3 bar 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 fill up the oil losses through
VCU cylinder the orifice in the exhaust valve drive.
and piston

Connecting
element

Servo oil return

Shown for flex 58T (MKI),

60C (MKI), 96C-B
 Exhaust Valve Drive (60C)

Damper Orifice
Main differences to a conventional
RTA-valve drive:
Oil inlet from
n The exhaust valve is actuated by a exhaust valve
double piston drive, in order to save oil actuator pipe
volume
n Two redundant exhaust valve stroke Double piston
sensors for monitoring drive
n One measuring cone for stroke sensors
Two exhaust valve
n Air spring piston runs directly in the stroke sensors
housing. Joint ring
Measuring cone
n The disc spring package is dampening
opening stroke in case of low air spring Air spring piston
pressure
Disc spring package

Exhaust valve spindle

41 WinGD chapter 02 mechanical features

 Exhaust Valve Drive (96C)

Damper Orifice
Main differences to a conventional
RTA-valve drive:
Oil inlet from
§ The exhaust valve is actuated by a exhaust valve
double piston drive, in order to save oil actuator pipe
volume
§ Two redundant exhaust valve stroke Double piston
sensors for monitoring drive
§ One measuring cone for stroke sensors
Measuring cone
§ Air spring piston runs directly in the
housing. Two exhaust valve Joint ring
stroke sensors
§ The disc spring package is dampening
opening stroke in case of low air spring Air spring piston
pressure
Disc spring package

Exhaust valve spindle

42 WinGD chapter 02 mechanical features

 Exhaust Valve Drive (96C)
Damper Orifice
Main differences to a conventional
RTA-valve drive:
Oil inlet from
exhaust valve
§ The exhaust valve is actuated by a actuator pipe Thrust piece
double piston drive, in order to save oil
volume
Double piston
§ Two redundant exhaust valve stroke drive
sensors for monitoring
§ One measuring cone for stroke sensors Measuring cone
§ Air spring piston runs directly in the Two exhaust valve
housing. stroke sensors
§ The disc spring package is dampening Air spring piston
opening stroke in case of low air spring
pressure Disc spring package

Exhaust valve spindle

43 WinGD chapter 02 mechanical features

 Exhaust Valve Drive (96C)

44 WinGD chapter 02 mechanical features

Agenda

1 - Rail unit
2 - Fuel injection
3 - Exhaust valve drive
4 - Supply unit
5 - Crank angle sensor
6
7
8
9
10
11

45 WinGD chapter 02 mechanical features

Supply Unit Drive, flex48/50/50DF

Single lobe drive

46 WinGD chapter 02 mechanical features

Supply Unit, flex48/50/50DF

47 WinGD chapter 02 mechanical features

Supply Unit, flex58/68/82 Service Bulletin RT-180

48 WinGD chapter 02 mechanical features

Supply Unit, flex96

49 WinGD chapter 02 mechanical features

Fuel Pump
 Fuel Pump
Buffer space

Fuel pumps: Non return valve

Pump cylinder
The jerk-type fuel pumps deliver a
variable quantity of fuel to the
Pump plunger
intermediate accumulator and fuel rail, in
order to maintain the demanded rail Pump cover
Regulating sleeve
pressure.
They do not have any timing. Compression spring
To change the feed quantity, the pump Regulating rack
plunger is turned by the regulating rack.
Upper housing
The roller guide/roller assembly and
regulating sleeve are lubricated by main Roller guide
bearing oil via a double orifice.

Roller Lower housing

 Fuel Pump
Fuel pumps: Buffer space

The jerk-type fuel pumps deliver a variable Non return valve

quantity of fuel to the intermediate accumulator Pump cover
and fuel rail, in order to maintain the Pump cylinder
demanded rail pressure.
They do not have any timing. Pump plunger
To change the feed quantity, the pump plunger
Regulating sleeve
is turned by the regulating rack. Regulating rack

The roller guide/roller assembly and regulating Compression spring

sleeve are lubricated by main bearing oil via a
double orifice.
Roller guide Upper housing

Roller
Lower housing
Fuel Pump

53 WinGD chapter 02 mechanical features

Fuel Pump
Plunger position at regulating linkage position:

Pos: 0 Pos: 5 Pos: 10

No delivery Half delivery Full delivery

54 WinGD chapter 02 mechanical features

 Fuel Pump

Lub oil passage way

clogged inside fuel
pump

Service Bulletin RT-180

55 WinGD chapter 02 mechanical features

 Fuel Pump

Lub oil passage way oil

flow check V4 fuel oil
pump

Service Bulletin RT-180

56 WinGD chapter 02 mechanical features

Fuel Pump

57 WinGD chapter 02 mechanical features

 Supply Unit, Servo Oil Pump
Servo oil pumps arrangement:
The servo oil pumps 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.
Flow sensor
Safety valve Non return valves
at each inlet

High pressure
pipes

Collector Block

Oil supply Servo oil

pumps

Bosch pumps arrangement (some engines Dynex pumps arrangement

only).
 Servo Oil Flow Sensor

Service bulletin RT-136

 Servo Oil Pump „Dynex“
Suction port

Compensator valve with solenoid

HP-outlet
(Inch-type thread!)

60 WinGD chapter 02 mechanical features

Servo Oil Pump „Dynex“

61 WinGD chapter 02 mechanical features

HAWE Servo oil pump

HAWE V30D-140

62 WinGD chapter 02 mechanical features

HAWE Servo oil pump

The HAWE pumps have its own

regulating system, getting pressure
setpoint signals from WECS.

SETPOINT signal PWM

0-0.5A=80-300BAR.

P Pressure Port SAE 1 ¼’’

S Suction Port SAE 2 ½’’
U(D) Return (Aeration)

63 WinGD chapter 02 mechanical features

 Servo Oil Pump „Bosch“,
flex96C-B
The Bosch servo oil pumps are axial piston swash-
plate type pumps. They supply oil to the collector
block and via two high pressure 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 reversed, the
swash-plate of the pumps needs to be reversed as
well.
Control oil is used to move the swash-plate to
position.

64 WinGD chapter 02 mechanical features

Servo Oil Pump „Bosch“
Swashplate angle encoder Case drain Control oil inlet Leak oil return
Visual indication High pressure
outlet

Non return
Valve / anti
cavitation port
Proportional
valve solenoid- Anti cavitation
Proportional inlet (from
valves valve position servo oil main
transmitter Proportional supply pipe)
valve

HP-outlet pressure
transmitter

Main oil inlet

65 WinGD chapter 02 mechanical features

Servo Oil Pump „Bosch“
The Bosch-Rexroth pumps have its own
regulating system, getting pressure
setpoint signals and ahead/astern signals
from WECS.
The anti-cavitation port avoids cavitation
in the pump body, if a pump does not
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. The oil will thus flow "idle"
through the pump.
This is default in case of black out, the B,B1 Pressure Port SAE 1 1/2 "
swashplate swings to ASTERN position SB Anti Cavitation Port SAE 2 "
S Suction Port SAE 3 "
to prevent servo oil overpressure due to
P,SP Control Pressure Port M18x1.5
windmilling engine without servo oil Rkv Pilot Fluid Drain M22x1.5
consumption. R(L) Return (Aeration) M42x2

66 WinGD chapter 02 mechanical features

Service Pump

67 WinGD chapter 02 mechanical features

Automatic Filter

The automatic filter unit filters the servo (and control-) oil to 6 mm.
The by-pass filter has a mesh
size of 36 mm.
The filter "sludge" goes back to
the crankcase.

68 WinGD chapter 02 mechanical features

Automatic Filter BOLL 6.46
IN OUT

candle elements
safety filter
by-pass safety valve

particle rotating flushing arm

discharge
turbine drive and gearbox
69 WinGD chapter 02 mechanical features
Automatic Filter BOLL 6.64
Filting Back flushing

70 WinGD chapter 02 mechanical features

Agenda

1 - Rail unit
2 - Fuel injection
3 - Exhaust valve drive
4 - Supply unit
5 - Crank angle sensor
6
7
8
9
10
11

71 WinGD chapter 02 mechanical features

 Crank Angle Sensor (CA)

The crank angle sensors are located on the free end of the crankshaft (or Geislinger Damper).

The crank angle signal is absolutely indispensable for

engine operation.
At least one of the sensors must be working. If one
fails, WECS-9520 can detect the failure and will keep
working with the healthy signal (plausibility check). In
case both sensors fail, the engine will stop without
delay.

There is no emergency operation possible

without at least one CA sensor!

72 WinGD chapter 02 mechanical features

 CA-Sensor
They are separated from the crankshaft by a special coupling. They create an exact digital signal of the
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-9520 control.
CA-Sensors are delivered in a box

CA-Sensor, complete with holder and cable.

73 WinGD chapter 02 mechanical features

CA-Sensor

74 WinGD chapter 02 mechanical features

CA-Sensor

Connection unit CA Sensors

The Crank angle sensor toothed belt

replacement please refer service
bulletin RT-127

75 WinGD chapter 02 mechanical features

Angela crank angle system
ACM-20 UNIT

76 WinGD chapter 02 mechanical features

Angela crank angle system

A2 A1

TDC B1

B2 BDC

C2 C1

77 WinGD chapter 02 mechanical features

Angelina crank angle system
Inductive with
intermediate
gearwheel

Inductive with fly

wheel

78 WinGD chapter 02 mechanical features

Angelina crank angle system

79 WinGD chapter 02 mechanical features

Local Control Stand

80 WinGD chapter 02 mechanical features

Thank you!
Questions and answers

81 WinGD chapter 02 mechanical features

Contact information
Tyson liang

Liang qin
Training manager
Winterthur Gas & Diesel www.wingd.com

Landline +86 21 61681958*261

Mobile 86 150 2133 3417
E mail [email protected]

82 WinGD chapter 02 mechanical features

RT-FLEX hydraulic & pneumatic
Tyson liang
Course Agenda

1 Introduction of RT-flex engine

2 Mechanical features (RT-flex specific parts only)
3 Hydraulic- and pneumatic systems
4 Control system
5 FlexView
6 Service aspects
7 Overhaul Rail Unit components

2WinGD chapter 02 mechanical features

Overview
Main Functions
Exhaust Valve Control Injection Control Starting Valve Control

Auxiliary Functions
Fuel pressure control
Servo oil pressure control

Control oil pumps control

Valve stroke measurement
ICU stroke measurement

Crank angle detection

3 WinGD chapter 02 mechanical features

Course Agenda

1 - Fuel oil
2 - Servo oil
3 - Control oil (some engine types only)
4 - Starting air

4 WinGD chapter 02 mechanical features

 Injection Control Unit (ICU)

The ICU controls the timing and volume of

the injection.
Each ICU has 3 (or 2) “rail valves” to pre-
control its own “injection control valve”. The
injection control valves control the
movement of the “fuel quantity piston”.

5 WinGD chapter 02 mechanical features

ICU

WECS-9520
Servo (control) oil control
supply 200 bar

6 WinGD chapter 02 mechanical features

(fuel) Injection Control Unit (ICU)

7WinGD chapter 02 mechanical features

ICU

8 WinGD chapter 02 mechanical features

ICU

9 WinGD chapter 02 mechanical features

ICU Cross-Section

10 WinGD chapter 02 mechanical features

ICU
Fuel quantity piston

Servo rail
Fuel quantity
(Size 4: sensor
Control rail)
Fuel nozzles
Rail valves

Injection control
valves

Fuel rail

11 WinGD chapter 02 mechanical features

ICU
Fuel quantity piston

Servo rail
Fuel quantity
sensor

®
ß Back®
Return
Injection
to Fuel nozzles
Rail valves return position

Injection control
valves

Fuel rail

12 WinGD chapter 02 mechanical features

 ICU leakage drain

New piping layout separates

leak drain from injection pipes
and from ICU internals.
Inspection plug for visual
check of leak.

13 WinGD chapter 02 mechanical features

ICU Functional description

14
 Servo oil pipe return
ICU, Flex 68/82 G3/4”

Servo oil leakage

HP servo oil pipe inlet pipe G3/4”
G3/4”

3
2
1
Fuel leakage pipe
G3/8”

Fuel leakage pipe

G3/8”
Fuel leakage from
double wall injection
pipe G3/4”

15WinGD chapter 02 mechanical features

ICU, Flex 68/82

16
ICU, Flex 68/82

17
 ICU, Flex 50/58 MK3
HP servo oil inlet pipe Servo oil pipe return
G1/2” G1/2”

Fuel return pipe

G1/2”

Fuel leakage from Fuel leakage pipe

double wall injection G3/8”
pipe G1/2”

18WinGD chapter 02 mechanical features

ICU MK3 50/58

19 WinGD chapter 02 mechanical features

ICU Troubleshooting & maintenance
RT-FLEX 48/50/58/60/68 ICU Troubleshooting &
maintenance please refer Service bulletin RT-175

RT-FLEX 68D/82 ICU Troubleshooting & maintenance

please refer Service bulletin RT-155

ICU onboard repair kits and order number are

described in RT-137_A2

Emergency on board repair kit, injection control valve

I-24
ICU onboard kit Injection control piston kit and Fuel
quantity sensor kit I-25 & I-26
ICU onboard repair kit Fuel valve block assembly kit
and Servo oil valve unit kit I-27
20
 Fuel Overpressure Regulating
Valve
Fuel overpressure regulating valve:

In case of the fuel pressure in intermediate

accumulator rises to ~1’050 bar, the
overpressure regulating valve releases fuel to
the fuel return line.
The opening pressure is pre-adjusted by valve
manufacturer. Shims are used to give the right
position to the knurled screw, means if the screw
is fully screwed down to shims, 1’050 bar are set
(ð for RT-flex84T-D and 96C-B see Service
Letter RT-flex-07/07).

The min. opening pressure, means when knurled

screw is screwed fully out, is around 500 bar
(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.

21 WinGD chapter 02 mechanical features

 Shutdown Valve
Solenoid valve leak
Engine shutdown function: Coarse drain
sinter filter Shutdown
A shutdown is initiated by energizing the Solenoid
solenoid valve (energized from safety valve
system, not WECS). In this way, main MB-oil
bearing oil pressure above piston is supply
released, resulting in fuel pressure drop
down Ø engine stops Piston
Lever for
manual de-
pressurising
for mainte-
nance work

22 WinGD chapter 02 mechanical features

Course Agenda

1 - Fuel oil
2 - Servo oil
3 - Starting air

23 WinGD chapter 02 mechanical features

 (exhaust) Valve Control Unit
(VCU)

24 WinGD chapter 02 mechanical features

VCU

25 WinGD chapter 02 mechanical features

VCU (general working principle)
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 Actuator pipe with
to the VCU-cylinder is enabled. Via bores in the VCU-piston, oil main bearing oil
flows into the lower side of the piston and moves it towards the
upper end.
Ø the exhaust valve opens
At another calculated angle, WECS-9520 transmits an „exhaust
valve close“ signal to the rail valve. The 3/2 way valve spindle
moves down, releasing the oil from the VCU-piston underside
allowing the oil volume in the exhaust valve to return to the VCU.
The servo oil underneath the VCU piston is drained to the servo
oil return pipe.
Ø the exhaust valve is closing
Due to certain control bores or chamfers, the VCU- piston has a
progressive movement. Means, it starts to move fast and slows Rail valve
down, as it gets closer to the end stop. The losses of servo oil
through the orifice on the exhaust valve side is compensated in 3/2 way valve
the VCU with servo- or main bearing oil. spindle

The servo oil return pipe has a back

pressure of ~2-3 bar, in order to
VCU piston
dampen pressure peaks.

26 WinGD chapter 02 mechanical features

 VCU
3/2 way valve To exhaust valve drive
Valid for flex 58T (MKI),
60C (MKI), 96C-B

The servo oil supply from the servo oil rail is done
Main bearing oil via connecting element.
supply, (non return
valve at inlet) To compensate the intended oil loss through the
constant orifice in the exhaust valve drive upper
housing, there is a main bearing oil inlet via a non-
Rail valve
return valve.

VCU cylinder

Servo oil return/

Filter insert outlet

Connecting element

27 WinGD chapter 02 mechanical features

 VCU
Rail Valve

Valid for flex 50B, 58T (MKII),

To exhaust
valve drive
60C (MKII), 68B, 84T-D
3/2 way valve

The VCU sits directly on the servo rail.

In order to refill the intended oil loss through the
constant orifice in the exhaust valve drive upper
housing, there is an internal orifice to the upper
part of the VCU/actuator pipe.
Servo oil return

VCU piston
HP-hoses to/
from ICU

Servo oil supply

28 WinGD chapter 02 mechanical features

VCU

Rail valve Slide rod Piston Exhaust valve

Oil supply *)

*) internal from servo rail or

external from lube oil
Servo rail

Position sensor

Spring air

29 WinGD chapter 02 mechanical features

VCU

Rail valve Slide rod Piston Exhaust valve

Oil supply

Servo rail

Position sensor

Spring air

30 WinGD chapter 02 mechanical features

Automatic Filter
Servo oil and control oil is fine filtered before it enters the pumps and hydraulics. The automatic filter
has cartridges of nominal 6 µm. There is an bypass filter of 36 µm mesh size.
The reason for filtering is to increase the lifetime and safety margin of all hydraulic components.

Control box with indications

31 WinGD chapter 02 mechanical features

Automatic Filter
The back flushing is automatically initiated by the control box either
A) standard: Time controlled (after 1 hour)
B) or: 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 back flushing is initiated either by time or differential pressure. Flushing
cycles are counted. Failure messages are generated if necessary (Overcurrent, differential pressure
high etc…)
Inside the box there are switches/buttons to switch from “Operation” to “Adjust”. For detailed information
please consult filter maker’s manuals.

32 WinGD chapter 02 mechanical features

Course Agenda

1 - Fuel oil
2 - Servo oil
3 - Starting air and control air

33 WinGD chapter 02 mechanical features

Air system
Air is used for:
§ Actuation of automatic start valve
§ Starting of engine
§ Spring air supply
§ (Oil mist detector)
§ Flushing of automatic filter for servo
and control oil

] (OMD)
] (SHD valve)

34 WinGD chapter 02 mechanical features

Air supply
From starting air bottles (30 bar)
To air springs To automatic main
starting valve
From control air
through turning gear
supply (7-9 bar)

] (OMD)
] (SHD valve)

35 WinGD chapter 02 mechanical features

Control air supply unit

36 WinGD chapter 02 mechanical features

Air system (size 0)
Air is used for:
§ Actuation of automatic start valve
§ Starting of engine
§ Spring air supply
§ (Oil mist detector)
§ Flushing of automatic filter for servo
and control oil

37 WinGD chapter 02 mechanical features

Air supply (size 0)
From control air To air springs
supply (7-9 bar) and automatic
main starting
valve through
turning gear

38 WinGD chapter 02 mechanical features

Main starting valve

39 WinGD chapter 02 mechanical features

Starting air

40 WinGD chapter 02 mechanical features

Thank you!
Questions and answers

41 WinGD chapter 02 mechanical features

Contact information
Tyson liang

Liang qin
Training manager
Winterthur Gas & Diesel www.wingd.com

Landline +86 21 61681958*261

Mobile 86 150 2133 3417
E mail [email protected]

42 WinGD chapter 02 mechanical features

RT-FLEX control system
Tyson liang
Course Agenda

1 Introduction of RT-flex engine

2 Mechanical features (RT-flex specific parts only)
3 Hydraulic- and pneumatic systems
4 Control system
5 FlexView
6 Service aspects

2WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR & miscellaneous
9
10
11

3WinGD chapter 04 WECS9520 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

4 WinGD chapter 04 WECS9520 control system

Control Systems Overview
Bridge
OPI

ECR
E. G. AMS SS
fV

Engine room

5 WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR & miscellaneous
9
10
11

6WinGD chapter 04 WECS9520 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.

7 WinGD chapter 04 WECS9520 control system

Lyngsø

8 WinGD chapter 04 WECS9520 control system

Kongsberg Maritime

9 WinGD chapter 04 WECS9520 control system

NABTESCO

10 WinGD chapter 04 WECS9520 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).

11 WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR
9
10
11

12WinGD chapter 04 WECS9520 control system

Safety System

Safety system:
Kongsberg Maritime, 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

13 WinGD chapter 04 WECS9520 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.

14 WinGD chapter 04 WECS9520 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

15 WinGD chapter 04 WECS9520 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.

16 WinGD chapter 04 WECS9520 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
Ü Failures of redundant sensors, busses or components
- Common Failures
Ü Cylinder unit failures without redundancy or common system failures that do not cause
any speed reduction
- Cylinder Failures
Ü Any cylinder unit failures that cause a slowdown via AMS
- Rail Pressure Failures
Ü Common rail pressure failures that cause a slowdown via AMS
n Cylinder Lubrication Malfunction (Pulse Lubrication only)
Ü Any cylinder lubrication malfunction that causes a slow down via AMS
- WECS-9520 Critical Failures
M System critical failures that cause immediate stopping of main engine and can not be
overridden by safety system

17 WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR & miscellaneous
9
10
11

18WinGD chapter 04 WECS9520 control system

 RT-flex Concept

Basic RT-flex concept

Basic Schematic of
the Wärtsilä RT-flex
system with
electronically
controlled common-
rail systems for fuel
injection and
exhaust valve
operation.

19 WinGD chapter 04 WECS9520 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.

20 WinGD chapter 04 WECS9520 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 and flexView.

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

21 WinGD chapter 04 WECS9520 control system

Bus Systems

Bus systems used for WECS-9520:

- CANopen System Bus
- CANopen Module Bus
- ModBus
- SSI Bus

Bus System

22 WinGD chapter 04 WECS9520 control system

Standard System
Control Room ECR Manual Panel
2 x 230VAC
Propulsion control Alarm & Monitoring flexView
Speed ctrl. / RCS / SS System Power
Supplies
CANopen or ModBus CANopen Module Bus #3 Service Engine
#1 Module Bus #2 port room

ModBus #4
ModBus #3
Rail Unit
WECS-9520
CANopen System Bus

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20
FCM-20

FCM-20

online
spare
Cyl. 3

Cyl. 4

Cyl. 5

Cyl. 6
Cyl. 1

Cyl. 2

E95.1 E90 SIB

E95.6
4-20 mA
CANopen / PWM

Starting Valve
Crank-Angle
VCU
CO Pump CO Pump SSI Bus
3x ICU Local Manual
Panel Actuator for Actuator for Actuator for Actuator for
CA 2
RT-flex Engine Fuel Pump Fuel Pump Fuel Pump Fuel Pump
CA 1
Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump

For engines with

CANopen Module Bus #4 more than 6
23 WinGD chapter 04 WECS9520 control system cylinders
 Standard System “Kongsberg”

Control Room ECR Manual Panel

OPI OPI 2 x 230VAC
flexView
Power
Supplies

CANopen Module Bus CANopen Module Bus #3 Service Engine

#1 #2 port room
Rail Unit
WECS-9520
CANopen System Bus

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20
FCM-20

FCM-20

online
spare
Cyl. 3

Cyl. 4

Cyl. 5

Cyl. 6
Cyl. 1

Cyl. 2

E95.1 E90 SIB

E95.6
4-20 mA
CANopen / PWM

Starting Valve
Crank-Angle
VCU
CO Pump CO Pump SSI Bus
3x ICU Local Manual
Panel Actuator for Actuator for Actuator for Actuator for
CA 2
RT-flex Engine Fuel Pump Fuel Pump Fuel Pump Fuel Pump
CA 1
Servo oil Servo oil Servo oil Servo oil
Pump Pump Pump Pump

For engines with

CANopen Module Bus #4 more than 6
24 WinGD chapter 04 WECS9520 control system cylinders
 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) below Busses and sensors
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,
internal CANopen system bus. Railvalves

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
E90 SIB
low power lines like databus cables and sensors.
E95.02
E95.01
Box Box

Cable tray high

Cable tray low

25 WinGD chapter 04 WECS9520 control system

Bus cabling

Terminator resistors
- At each end of the Bus cable a terminator
resistant of 120W MUST be installed to avoid
signal reflection.

26 WinGD chapter 04 WECS9520 control system

FCM-20 Module

27 WinGD chapter 04 WECS9520 control system

FCM-20 Hardware I/O High
High Power I/O
FCM-20 Hardware 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

28 WinGD chapter 04 WECS9520 control system

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

29 WinGD chapter 04 WECS9520 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

30 WinGD chapter 04 WECS9520 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

31 WinGD chapter 04 WECS9520 control system

 Cylinder Related Function
Interface
Crankangle SSI Bus 1

Crankangle SSI Bus 2

E85 24VDC
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

32 WinGD chapter 04 WECS9520 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

33 WinGD chapter 04 WECS9520 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. 4

Cyl. 5
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)

34 WinGD chapter 04 WECS9520 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.

35 WinGD chapter 04 WECS9520 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.

36 WinGD chapter 04 WECS9520 control system

Rail Valves
Rail valves:

The rail valves are ultra-fast switching (~1 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).

37 WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR & miscellaneous
9
10
11

38WinGD chapter 04 WECS9520 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).

39 WinGD chapter 04 WECS9520 control system

Crank Angle Detection

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

each SSI bus has its 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.

40 WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR & miscellaneous
9
10
11

41WinGD chapter 04 WECS9520 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.
To inject a certain fuel volume with one nozzle 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 a 10 seconds time delay
between each cylinder to prevent smoke emission due to “cold” fuel injected through
the new active hot nozzle.

42 WinGD chapter 04 WECS9520 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

43 WinGD chapter 04 WECS9520 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).

44 WinGD chapter 04 WECS9520 control system

FQS, VIT
2.0

1.0
VIT A

IT A Angle [ 癈A]
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 [ 癈A]
2.0
compensate differences in injection timing 1.0
resulting from different fuel rail 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 [ 癈A]
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]
45 WinGD chapter 04 WECS9520 control system
VEO, VEC
VEO, VEC:

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

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

VEC Angle [ 癈A]

-10
Adopting compression pressure to keep the -15

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

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

VEO Angle [癈A]

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 Speed [%]

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

46 WinGD chapter 04 WECS9520 control system

 Fuel Pressure Control

47 WinGD chapter 04 WECS9520 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.
- WECS-9520 monitors the fuel rail pressure and releases engine firing as soon as a minimum
required fuel rail pressure is reached.
- Starting air is cut-off at a certain speed limit set in the RCS system.

48 WinGD chapter 04 WECS9520 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.

49 WinGD chapter 04 WECS9520 control system

 Feed Forward

Pressure Regulation
n 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.
n 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

50 WinGD chapter 04 WECS9520 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

51 WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR & miscellaneous
9
10
11

52WinGD chapter 04 WECS9520 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 servo oil from the
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.
VCU Piston

Exhaust
Control Valve

Exhaust Rail Valve

53 WinGD chapter 04 WECS9520 control system

Exhaust Valve Control

Detailed functional description of the exhaust valve control:

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

crank angle, nominal opening angle and VEO: “Variable Exhaust-Valve Opening”.
n 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

54 WinGD chapter 04 WECS9520 control system

Exhaust Valve Control
n The time between the “Open” command and the initial movement of the spindle is
measured. It is called opening deadtime.
n This deadtime will be considered by switching the rail valve a little earlier for
compensation of hydraulic and mechanic delays.
n 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.

55 WinGD chapter 04 WECS9520 control system

 Servo Oil Circuit

56 WinGD chapter 04 WECS9520 control system

Servo Oil Pressure Control
The servo oil rail pressure is controlled

Servo Oil Pressue [bar]

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

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.
n 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.
n Bosch: Pressure command and engine direction are delivered via CAN bus to the
electronic controller cards for the pump.
n With engine at standstill, the control oil circuit feeds the servo oil rail with
approximately 75 bar, adjusted at pressure reducing valve 4.27.
57 WinGD chapter 04 WECS9520 control system
 Control Oil Pressure Control

The control oil pump(s) supply an oil pressure of 200 bar to operate injection
control 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.

58 WinGD chapter 04 WECS9520 control system

Agenda

1 - System layout
2 - Remote control system (not Wärtsilä supply)
3 - SAFETY SYSTEM &AMS (not Wärtsilä supply)
4 - WECS-9520 (WECS-9500)
5 - CRANK ANGEL SYSTEM
6 - FUEL INJECTION & PRESSURE CONTROL
7 - EXHAUST VALVE & SERVO OIL CONTROL
8 - STARTING AIR & miscellaneous
9
10
11

59WinGD chapter 04 WECS9520 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 FCM-20 #2, if 2.03
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.

60 WinGD chapter 04 WECS9520 control system

Starting Valve Control

61 WinGD chapter 04 WECS9520 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 first be installed in the
E90 box (Cylinder “0”) as online spare.

62 WinGD chapter 04 WECS9520 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.

63 WinGD chapter 04 WECS9520 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.
N 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).

64 WinGD chapter 04 WECS9520 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 fixed opening and
closing times.

65 WinGD chapter 04 WECS9520 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.
- Damaged fuel pumps need to be lifted up with a tool and the other pumps need
to deliver a higher output. It might be required to raise the booster inlet pressure.

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.

66 WinGD chapter 04 WECS9520 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 by WECS-9520. Stopping
the engine is always possible.

Remote Control / Speed Control System

- With remote- or speed control out-of-order, the engine can still be operated in fuel
control mode 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.

67 WinGD chapter 04 WECS9520 control system

Thank you!
Questions and answers

68 WinGD chapter 04 WECS9520 control system

Contact information
Tyson liang

Liang qin
Training manager
Winterthur Gas & Diesel www.wingd.com

Landline +86 21 61681958*261

Mobile 86 150 2133 3417
E mail [email protected]

69 WinGD chapter 04 WECS9520 control system

RT-FLEX flexview
Tyson liang
Course Agenda

1 Introduction of RT-flex engine

2 Mechanical features (RT-flex specific parts only)
3 Hydraulic- and pneumatic systems
4 Control system
5 FlexView
6 Service aspects

2WinGD chapter 05 FlexView

Aim of the Training

Aim of the Training

n The trainee should understand the function of flexView and meaning of its
displays.
n Trends can be created.

3 WinGD chapter 05 FlexView

Basic Information

Basic information about flexView:

- flexView is the visualisation tool of WECS-9520, it runs on a standard Windows PC’s.
- It can be started like a normal “Windows” program by selecting the
icon on the desktop of the PC.
- The PC in the ECR can be connected to WECS-9520 by using a CAN – USB
converter.
- It is recommended to leave the PC on and connected the whole time.
- Service engineers can hook up their Notebooks via the “Service Port” in the ECR
panel.

4 WinGD chapter 05 FlexView

flexView connection

flexView connection at the manual control panel in ECR

5 WinGD chapter 05 FlexView

CAN – USB converter

CAN – USB converter

6 WinGD chapter 05 FlexView

Levels of Access

flexView has different access levels, controlled by USB dongles of different colours.

- Blue: Crew, Operator

- Green: Commissioning

- Red: Developer

7 WinGD chapter 05 FlexView

flexView Window

The flexView window is divided in two separate main-cards where different

sub-cards can be select from the menu row on top of each card.

8 WinGD chapter 05 FlexView

flexView Window

The two standard cards “Indic” and “Journal” are shown by default when the
program is started. These two cards show all necessary data for the average
daily use at sea or during manoeuvring.
- “Indic”(-ation) displays the actual engine speed, fuel command, common rail
pressures and some general injection and exhaust valve timing data.
- “Journal” displays engine related failures and indications with time stamps for
occurrence, acknowledging time and restoring time. For a quick reference the
different indication groups have a colour code for easy separation of the groups.

9 WinGD chapter 05 FlexView

Indication

10 WinGD chapter 05 FlexView

Overview

11 WinGD chapter 05 FlexView

User

12 WinGD chapter 05 FlexView

Change Command Fields

- First push the «Shift» key and keep it depressed.

- Then («Shift» key still depressed) press «Arrow up» or «Arrow down» keys to have a
choice option indicated in the selected field. The option will be shown with a yellow
background.
- By pressing «Shift» and «Enter», the selected option is activated for the engine control
and the background colour of the field changes back to white.

Click in field

ñ & ­ ñ & Ã

13 WinGD chapter 05 FlexView

User Card, VIT + FQS

VIT + FQS
The VIT fields allow changes of the
following settings:
- Altering the Fuel Quality Setting FQS
within a range of +/- 3,0<° crank angle.
- Switching off the VIT function, e.g. for running-in of new components.

14 WinGD chapter 05 FlexView

 User Card, Common Start Valves

Common Start Valves

This function allows separate testing of the two parallel acting solenoid valves
for the automatic start air valve.
- With the next start, slow turning or air run the automatic start valve will be controlled
only by the enabled solenoid valve only. When starting air release is stopped again,
the field automatically triggers back to “enabled” condition.

15 WinGD chapter 05 FlexView

User Card, Heavy Sea Mode

Heavy Sea Mode

The heavy sea mode changes certain functions in the WECS-9520 to allow a
safe and stable engine operation during extremely rough weather and avoids
possible failing of a cylinder unit, if a single injector fails.
- The common rail fuel pressure will be set to a fixed value of 700 bar.
- All injectors are used for fuel injection over the entire load range.

16 WinGD chapter 05 FlexView

User Card, Injection cut off

Injection cut off

- The injection on single cylinder units can be cut off with these fields.
- WECS-9520 automatically triggers a slowdown to prevent engine overload.
- The exhaust valve will remain in operation while the injection is cut off.

CAUTION:
If more than 1 cylinder is cut off, engine
vibrations can lead to dangerous resonance
condition due to misfiring. Make sure speed is
reduced sufficiently to prevent high torsional
vibrations. If possible avoid switching off firing-
order consecutive cylinders.

17 WinGD chapter 05 FlexView

User Card, Injection Venting

Injection Venting
This function allows a venting of the injector pipes and ICUs. It can be selected
to vent all or separate units. The function is blocked if the fuel rail pressure is
still higher than the injector needle opening pressure.
After selection, the venting process continues
for 30 seconds, then the fields automatically
revert to OFF condition, until selected again.
Please note: Control (Service) pump must be
running, fuel pressure has to be less than
250 bar.

18 WinGD chapter 05 FlexView

 User Card, Exhaust Valve Auto. /
Manual

Exhaust Valve Automatic / Manual CMDs

This function allows separate testing of exhaust valves during engine at
standstill with reduced pressure from the control (service) oil pumps.

AUTO Normal condition, valve closed

at engine standstill
MAN. OPEN Valve opens
MAN. CLOSE Valve closes
TURN. GEAR Valve opens while crankshaft is
turned through

19 WinGD chapter 05 FlexView

Adjust

20 WinGD chapter 05 FlexView

 Adjust Card, Slow Turning + Aux.
Blower

Slow Turning & Aux. Blower Settings SlowTurning

Slow turning trigger pulse time and the period time are set with these
parameters. Standard setting is a pulse of 0.10s per each second for the
starting pilot valves on the cylinder covers.
The auxiliary blowers start and cut off levels are set in the lower fields.

21 WinGD chapter 05 FlexView

Adjust Card, CA Sensor

CA Sensor Offset and TDC - CA Offset

With cylinder #1 at TDC, the CA-sensors should indicate 0.0<° in the fields
Crank angle 1/2.
If required, any indicated offset can be entered in the upper CA 1/2 Offset field,
the corrected crank angle indication will change to 0.0<°.

CAUTION:
Wrong adjustment of both
offsets can cause a WECS
critical failure and interlock
engine start and operation !

22 WinGD chapter 05 FlexView

Adjust Card, TDC Offset

TDC Offset
The TDC angle is measured with a pickup from a target on the flywheel. When
the engine is at standstill or turned with the turning gear, TDC indication
changes from Gap to Tooth while the target is passing the pickup.
The Measured TDC Angle is only updated when the engine is running! This
angle shifts to a higher value in dependence of the engine speed. The offset is
adjusted to 0.0 <° at approximately the middle of the engine’s speed range,
therefore it is not zero at engine standstill !

CAUTION:
Wrong adjustment can cause a
WECS critical failure and shut
down the engine immediately!

23 WinGD chapter 05 FlexView

 Adjust Card, Exhaust Valve Closing
Offset

Exhaust Valve Closing Offset

These fields allow the user to balance the cylinder compression by advancing
or retarding the exhaust valve closing angle of separate cylinder units in a
range of:
n 3.0<° (later closing, less compression)
down to
n -3.0<° (earlier closing, higher compression).

24 WinGD chapter 05 FlexView

 Adjust Card, Injection Begin Offset

Injection Begin Offset

These fields allow the user to balance the cylinder load between separate units
by advancing or retarding single injection begin angles in a range of
1.5<° (later injection, less combustion
pressure)
-1.5<° (earlier injection, higher
combustion pressure).

25 WinGD chapter 05 FlexView

 Adjust Card, Injection Correction
Factor

Injection Correction Factor

The cylinder load on individual cylinder units can be reduced down to 80% of
the actual fuel command.
This function can be used for running-in new
liners/piston rings or in case of any operational
trouble on a specific cylinder.

26 WinGD chapter 05 FlexView

Exhasut and injection

27 WinGD chapter 05 FlexView

Injection Card

Injection Card
The amount of injected fuel is measured by the fuel quantity sensor in the ICU.
Each injection measurement starts at a return value and ends at a injection
value corresponding to the given fuel command.
- The Injection begin dead time between sending a WECS-9520 command and the real
injection begin is shown in the next column.
- Injection begin angle indicates the actual crank angle at injection begin and the duration
time of the injection is shown in the next column.
- In the On Time Open / Close columns, flexView indicates the switch time that it takes to
switch the rail valves over from one state to the opposite state. Times above 3,5 ms
generally point out a rail valve failure.
- These indications help troubleshooting normal and static injection system failures. For
dynamic failures, the injection curve trend gives more detailed feedback.

28 WinGD chapter 05 FlexView

Injection Card

29 WinGD chapter 05 FlexView

Exhaust Valve Card

Exhaust Valve Card

- The Open Pos. & Close Pos. Sensor 1/2 columns show the valve stroke as a mA signal.
A lower value indicates an open valve in the left columns, whereas a higher value
indicates a closed valve in the right columns of this card section.
- The “Deadtime” between WECS-9520 command and begin of the opening / closing
stroke is indicated in the columns for each valve and movement (open/close). This is the
time delay between the command for opening / closing and the beginning of the valve
stroke into the corresponding direction.
- The “On” Time Open / Close columns indicates the switch time that it used to switch the
rail valves over from one state to the opposite state. Times above 3,5 ms generally point
out a rail valve failure.
- These indications help troubleshooting normal and static exhaust valve system failures.
For dynamic exhaust valve failures, the exhaust valve curve trends give more detailed
feedback.

30 WinGD chapter 05 FlexView

Exhaust Valve Card

Exhaust Valve Actuator

with Rail Valve

Exhaust Valve

31 WinGD chapter 05 FlexView

Cylinder Lub

32 WinGD chapter 05 FlexView

IMO-CARD

33 WinGD chapter 05 FlexView

ICC

34 WinGD chapter 05 FlexView

ICC

35 WinGD chapter 05 FlexView

ICC

36 WinGD chapter 05 FlexView

 Failure Log Journal
Shut down on Safety System or
WECS-9520 Critical Failure The failure log shows the same that are transmitted via CAN- or
Rail Pressure Failures ModBus to the Alarm Monitoring System.
Cylinder Failures
Additionally events are shown that help to relate failures to actual
Common Failures
manoeuvring conditions.
Passive Failures
Events
Overview of active
failure groups

Background colour of active failures is failure type colour.

Restored failure logs have white background colour.
A checkbox allows hiding restored failure logs.
Select a failure with mouse-click and press
“Shift”+”Enter” to acknowledge.
Background colour of new failures is failure type colour.
Acknowledged failure logs have white background colour. All failures are transmitted to the Alarm
A checkbox allows hiding restored failure logs. Monitoring System.

37 WinGD chapter 05 FlexView

Help Messages
Alarm Page Online - Help for Troubleshooting

F After double-clicking failure designations, a window with

troubleshooting hints pops up !

38 WinGD chapter 05 FlexView

View Menu
View Menu
In the View Menu, different trend menus for monitoring the RT-flex common rail
system and two special fast trends to record the performances of the exhaust
valve drive system and of the injection system including the injection control
unit ICU can be select.

39 WinGD chapter 05 FlexView

View Menu, Open Trend

Show shape indicates separate data points as dots on the measuring curves.
Update time defines how often the screen data-points are updated.
- Max = All other flexView cards will be frozen, data exchange between WECS-9520
and fV is used only for trend-data Visible time range defines the visible time frame on
the trend screen.
- High = All received values are indicated.
Visible Time Range changes the
timescale.
Trend time range defines the time
frame that will be stored in the flexView
database. After this time has elapsed,
the latest data of the time range length
remains stored, when a trend is saved.

40 WinGD chapter 05 FlexView

 View Menu, Exhaust Valve Curve

Trend with exhaust valves opening strokes.

Cylinder #7 shows faulty sensor feedback.
41 WinGD chapter 05 FlexView
 View Menu, Exhaust Valve Curve

Trend with exhaust valves closing strokes.

Cylinder #7 shows faulty sensor feedback.
42 WinGD chapter 05 FlexView
View Menu, Injection Curve

All ICU measuring curves at very low engine load.

43 WinGD chapter 05 FlexView
View Menu, Injection Curve

Begin dead time and the injection stroke of the ICU’s

quantity piston feedbacks.
44 WinGD chapter 05 FlexView
Thank you!
Questions and answers

45WinGD chapter 05 FlexView

Contact information
Tyson liang

Liang qin
Training manager
Winterthur Gas & Diesel www.wingd.com

Landline +86 21 61681958*261

Mobile 86 150 2133 3417
E mail [email protected]

46WinGD chapter 05 FlexView

CYLINDER LUB
Tyson liang
Course Agenda

1 Introduction of RT-flex engine design

2 Mechanical features (RT-flex specific parts only)
3 Hydraulic- and pneumatic systems
4 Control system
5 FlexView
6 CYLINDER LUB

2 WinGD chapter 06 cylinder LUB

 Description

The CLU-4 Pulse Jet Cylinder Lubrication System is based on a lubrication module
with integrated electronics and newly developed lubricators.
During operation, oil flows from the daily service tank to the lubricating oil filter and
then to the dosage pump in the pulse lubrication module. Each of the cylinders is
equipped with one pulse lubricating module and eight lubricators.
The position of the working piston is continuously monitored by the crank angle
sensor that is connected to the control system. At defined positions of the working
piston, the dosage pump sends the oil to the lubricators where it is discharged.

3 WinGD chapter 06 cylinder LUB

 Description

The dosage pump in the pulse lubrication module is driven by the servo oil line. This
is a separate oil line that runs in a closed circuit. The servo oil is taken from the
servo oil common rail through a pressure reducing valve.
The lubricators deliver the lubricating oil as jet pulse feed to the cylinder wall. From
there, the lubricating oil is distributed around the circumference of the cylinder liner.
The vertical oil distribution is determined by the injection timing. It is adjusted by
means of the control system.
The feed rate is adjusted by skipping more or less un-lubricated strokes.
The injection is initiated on up-strokes only.

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 Oil Distribution

The vertical distribution is governed by the injection timing as a function of

the crank angle.
The cylinder lubricating oil can be injected into the cylinder above, into or
below the piston.
The timing is weighted in order to optimise the distribution characteristics.

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 Oil Distribution

1. Oil quill
2. Groove for jet propagation
3. Distributed lube oil

6 WinGD chapter 06 cylinder LUB

 Arrangement

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 Components

The retrofit pulse lubrication system consists of the following components:

- Lubricating oil filter with measuring system
- Pulse lubricating module (dosage pump with an electronically controlled timing
device)
- Lubricators (up to eight lubricators in a row)
- Control system
- Servo oil pressure reducing unit

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 Arrangement

9 WinGD chapter 06 cylinder LUB

 Schematic

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 ALM-20

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 Lubricating module

Lubrication oil outlet ports

Pressure Sensor

Vent plug for lubrication oil

Vent plug for servo oil

Shut-off valve for

lubrication oil
Lubrication oil inlet (L) Dosage pump

To servo oil tank (T)

Relief valve for servo oil 4/2-way solenoid valve

Shut-off valve for servo
oil Diaphragm accumulator

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 Cross Section

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 Lubricator

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 flexView

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 Results
Field test on RT-flex96C
Cylinder #8 after 1800 running hours

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Thank you!
Questions and answers

17

WinGD chapter 06 cylinder LUB

Contact information
Tyson liang

Liang qin
Training manager
Winterthur Gas & Diesel www.wingd.com

Landline +86 21 61681958*261

Mobile 86 150 2133 3417
E mail [email protected]

18

WinGD chapter 06 cylinder LUB