04 RT - Flex4 Course D Control Systems 9500

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

Sulzer RT - flex Size IV

WECS 9500

Control Systems Overview

The RT-flex engine control is shared between the internal engine control WECS-9500 and external operation and control systems:

1. Engine control system: WECS-9500 The WECS-9500 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 (propulsion control, safety system… see item 2) Engine performance tuning, IMO setting and monitoring

The WECS modules are mounted directly on the engine and communicate via CAN-bus.

An independent operator interface, the WECS-Assistant, is located in the engine control room for WECS-alarm monitoring, trending and parameter access.



2. Remote control system:

Kongsberg Maritime, NABCO, SAM, Lyngsø, ABB

The remote control is the operator interface to the engine. Selectable control panels deliver four manoeuvring commands to the WECS-9500:

Start (incl. air braking & slow turning) Stop Ahead 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:


The electronic governor system supplies the fuel command for the WECS-9500 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).

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4. Safety system:


The safety system activates slowdowns and shutdowns in case of overspeed or other abnormal conditions of the engine or its auxiliary equipment. The function with the RTflex engine is similar to the conventional RTA engines, with some different / surplus functions:

WECS uses 2 additional safety-system channels to activate its slowdowns / shutdowns; The safety system (not the WECS!) directly activates the emergency stop solenoid to

depressurize the fuel common rail; It delivers some digital outputs to WECS: Two inverted main bearing oil slowdown signals (size IV only 1 signal) for automatic starting

of the control-oil pumps; One shutdown signal to each WECS master controller module (MCM) to activate WECS-

internal shutdown responses.

5. Alarm monitoring system:

Any possible system with class approval

The monitoring system normally receives only 2 different messages, WECS Minor Failure: any failure without speed reduction WECS Major Failure: any failure with speed reduction / shutdown.

More detailed alarm transmission is possible via optional MODbus connection, but so far except on the first built RTflex vessel this is not used, as the WECS Assistant provides a sufficient user interface for the operator.

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Typical Control Room RC Equipment for an RTflex engine

Safety system

Selector WECS COM-EUAnd CR Backup panel

Remote Control Panel

Governor System Panel

Telegraph Unit

ECR Equipment



Denis 6 vs Denis 9

DENIS 9 RT-flexManoeuvring SignalsStart, Ahead, Astern, Stop are wired to WECS.

Twin Backup control (CR and LC) is standard.

Emergency controlBackup panels deliver manoeuvring signals and fuel commands to WECS inputs, independent from the RC inputs channels.

Load signalWECS supplies a fuel command feedback as load signal to the RC system.

VIT, VEC, VEOFunctions included in WECS program.

Safety SystemShutdown activates fuel shutdown valve, WECS inhibits injection commands and fuel rail supply.

DENIS 1, 5, 6 RTAManoeuvring SignalsStart, Ahead, Astern are wired to solenoids and converted into pneumatic signals.

Backup control is optional.

Emergency controlis done by mechanic shaft and cams acting on pneumatic valves of the engine control.

Load signalRC receives load signal from angle transmitter on intermediate shaft.

VIT, VECFunctions provided in RC system.

Safety SystemShutdown activates fuel cut-out devices and emergency stop solenoid valve 126HB.

Some basic differences between DENIS for RTA and for RT-flex:



WECS 9500 Hardware

WECS-9500 Hardware:

The hardware modules are divided in two functional groups of electronic units (EU), which are the COM-EU and CYL-EU.

The COM-EU (one per engine) consists of: 2 Master Controller Modules MCM, 1 Adapter Selector Module ASM, 1 Gateway Interface to the WECS Assistant.

Each CYL-EU (one per cylinder) consists of: 1 Cylinder Controller Module CCM, 1 Valve Driver Module VDM.

MCM 1

ASM

Gateway

CCM

VDM

MCM 2



COM EU Components

The COM-EU components

The MCM controls and monitors common functions in the COM[mon]-EU:

Mastering the WECS system Storing & 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...) for the CCMs. Download access for new software to all modules CCM/MCM via gateway with the WECS Assistant.

Control of the common rail unit and the supply unit Rail pressure regulation and monitoring, starting of control oil pumps Leakage monitoring

Interface to external systems and panels Remote control, safety & governing system, alarm monitoring system Backup panels, COM-EU selector panel



COM EU Components

The ASM selects and monitors the MCMs, default active master is always MCM 1. In case of the active module failing, the ASM switches over to the second MCM.

Additionally the ASM:

interfaces certain signals from and to the MCMs (see external overview drawing)

converts crankangle signals from the SSI bus into incremental signals for the MAPEX-CR

provides certain internal power supplies, e.g. for the backup fuel command.

The Gateway connects the WECS Assistant to CAN bus #1. Across this connection the flexView reads and writes data from/to the modules. For safety reasons the gateway also galvanically isolates the WECS Assistant’s CAN bus #A from CAN bus #1 and the bus speed is reduced from 500Kbit/sec to 250Kbit/sec to prevent bus traffic overload.



Overview COM-EU interface to external systems

COM EU Layout



CYL EU Components

The CYL-EU components

Cylinder specific functions are controlled by the CCMs in the CYL[inder]-EU.

The CCMs control the start-, injection- and exhaust-valves according to the settings in their memory data and commands and parameters received across the CAN bus from the MCM.

To synchronize the timing of the valve control with the crank angle, each CCM reads and processes crank angle signals from the SSI bus and calculates speed, angle and rotational direction of its cylinder.

Additionally a common task is carried out by some CCMs:Every servo-oil pump is controlled by a separate CCM instead of the MCM. The MCMs don’t have enough outputs to control all servo oil pumps on larger engines, while sharing the pumps between the CYL-EUs gives sufficient resources and redundancy.



CYL EU Components

The VDM was especially developed for the 2-stroke applications, to generate the high-current signals for the railvalves.

Additionally the VDM:

supplies the electric power to the CCM modules,

indicates the output activity with LED's,

generates the “On”-time feedback for the CCMs to determine the railvalve operation.



Overview CYL-EU Layout

CYL EU LAYOUT



Rail Valve

Rail valves :

The rail valves are quick-acting bi-stable solenoid valves. Two coils are mounted on the valve body, each is driving the valve piston in one endposition. For correct timing of the injection- or exhaust valves, the rail valve piston must shift between these two positions with a very high speed. Accordingly the actuation current through the coils is quite high. Normally the average current is ~40 Ampere

and more, if the control/servo oil temperature is low. To limit thermal load of the coils, these may not be energized for more than 4ms. This “on”-time is sampled, monitored and limited by the WECS-9500. 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, WECS-9500 sends setpulses to all rail valves in regular intervals when the engine is stopped,.



Crank Angle Detection

Crank angle detection :

Without camshaft the RTflex engine has no direct mechanical link to the process the crank angle for start-, fuel injection and exhaust valves. It is necessary to measure the actual crank angle electrically. The measuring principle must provide 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. The sensors are pre-assembled to a sensor unit, which consists of the sensor mounted on a carrier plate, and a connecting cable with plug.



Crank Angle Detection

Crank angle detection :

The crank angle sensors (or shaft encoder) supply data and clock signals to the CCMs via SSI-bus (Synchronous Serial Interface).

Signals from both CA sensors are checked for errors by the CCMs. Each CCM selects for itself one of the sensors as active master CA-signal.

This master signal is used to determine crankangle, engine speed, direction of engine rotation and to process the TDC signal.

Either CCM1 or CCM2 is selected as bus clock-master CYL-EU and supplies the clock pulse for synchronizing the encoder and the other CCMs.

The drive shaft and the belts to the crank angle sensors are monitored for slipping. CA signals are compared with a TDC pulse signal for cylinder unit #1 from a pick-up on the flywheel. The TDC pulse is delivered to the CCM #1, which checks if this pulse is matching with the crank angle signal. If the difference is too large, an alarm or shutdown is initiated by the WECS-9500 (depending on the deviation angle).



Normal operationSome degrees before the piston reaches TDC, the CCM calculates the correct injection begin angle, which includes VIT and FQS angle offset delivered by the MCM. 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 fuel quantity sensor movement. The fuel quantity sensor further gives a feedback of the amount of injected fuel and is compared with the scaled fuel command from the MCM. Injection begin and end are triggered by the CCM and actuated by the VDM.

Injection Control (volumetric injection control)

Each CCM (CYL-EU) calculates the necessary injection timing for its own cylinder by processing the crank angle signal and the fuel command delivered by the MCM.

CCM

VDM

CYL-EU

Injection Control



Schematic Layout of an Injection UnitWhen the rail valves 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 CCM, which compares this value with the necessary amount (= LI).

Once the desired amount of fuel has been injected, the CCM via VDM toggles the rail valves 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)

Injection Control



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 patternsAlso injection spray interruptions (multi-shooting patterns), register injection patterns are possible to optimize atomization. The research department evaluates possible benefits.

Low Load operation

At low engine load the WECS-9500 cuts out one of the three injection valves per cylinder.

Injection at low load



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 for the valve control from the main bearing oil for the exhaust valve actuation. This separation makes sure that in case of e.g actuator pipe fracture only one cylinder loses hydraulic pressure, instead of complete servo oil rail => exhaust valve control would be lost. The stroke of the valve spindle is measured by 2 analogue position sensors for a feedback to WECS-9500.

Partition Device

Exhaust Control Valve

Exhaust Rail Valve

Servo oil




Exhaust ValveControl

Detailed functional description of the exhaust valve control:

The valve opening angle is calculated in each CCM 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 partition device. 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 for compensation of hydraulic delays. Analogue to the above mentioned, the valve closing angle is determined and

controlled by the CCM including the VEC: “Variable Exhaust-Valve Closing” and a closing deadtime.




Exhaust-valve control during astern manoeuvres:

For astern manoeuvres the valve opening and closing angles are calculated with negative angles, i.e. the exhaust-valve control commands for ahead are “mirrored” and optimal compression pressures can be reached. Theoretically even a manoeuvring speed to Full Astern with 100% engine load is possible.

Due to the unlimited astern range, the super slow steaming speed with single injectors and the very fast response to reversing commands (no more time-delay from mechanically reversing servomotors, pneumatic interlocks etc.) the RT-flex engine provides vessels with a manoeuvrability, which is entirely unique for two-stroke engines.



FQS / VIT

FQS, VIT:

These functions are known from the contemporary 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 time-related to the original injection angle (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).



-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 [%]

IT B

An

gle

[°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 [-]

IT A

An

gle

[°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]

IT C

An

gle

[°C

A]

FQS / VIT

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 Pmax.Thus the injection begin angle is retarded a bit with increasing fuel pressure.

Fuel Rail pressure at CMCR

VIT A

VIT B

VIT C



VEO / VEC

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 (Pmax / Pcompr) 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 [%]

VE

C A

ng

le [

°CA

]

-5

0

5

10

15

20

0 10 20 30 40 50 60 70 80 90 100 110 120

Engine Speed [%]

VE

O A

ng

le [

°CA

]

VEC

NEW VEO

VEC and VEO are calculated by WECS, they can’t be changed manually



Fuel Pressure Control

Fuel pressure control flexsize IV:




Fuel pressure control:

StartingBefore and at begin of the starting, the fuel actuators are set to a value defined in the WECS-9500 parameters, normally it is 95% of the actuator output. As soon as engine running is detected, the rail pressure will be regulated to the desired value (~700 bar at low load range).

Engine Running The MCM reads load signal from the CCMs, measures the actual pressure in

the fuel rail (size IV: fuel rails), calculates the necessary fuel rail pressure and sends a corresponding setvalue between 4-20 mA to the fuel pump actuators.

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.





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.

Σ

Feed forward

+

+

+





ShutdownA shutdown from the Safety System or the WECS-9500 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-9500 triggers the fuel pressure command for the actuators on the supply unit to zero for terminating fuel feed to the rail unit.

Injection commands are blocked by the WECS-9500.



Control Oil Pressure

Control oil pressure control flex:

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. With size IV engines the control oil additionally supplies the actuating valves for the swashplate control to operate the Bosch pumps.

Both control oil pumps starts up, as soon as main bearing oil pressure is

available. During starting and in low speed range both pumps are running. (Size I only (RTflex58T-B / 60C:) 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. 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.



Servo Oil Pressure

Servo & control oil pressure control flex size IV:



Servo Oil Pressure

Servo oil pressure control:

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) [%]

Ser

vo O

il P

ress

ue

[b

ar]

The MCM 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 CYL-EU. Pulse-width modulated (PWM) signals from the CCM are converted in the CYL-EU terminals to a Vdc signal of 0 - 10V corresponding to 0 - 450 bar pressure setpoint.

A second signal from the CCM sets the rotation command for the Bosch pumps. The swivel angle of the swashplate, that controls the axial piston group in the pump, has to be reversed when the pump drive direction changes.



Control Air

Control Air:

Control air is used for: actuation automatic start

valve.

actuation em. stop valve

only size I RTflex58TB / 60C

like shown on the right;

air supply OMD

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.



Starting Valve Control

Starting valve control:

The opening and closing of the starting pilot valves 2.07 is controlled by the corresponding CYL-EU, depending on the crank angle. The nominal opening angle is 0°, closing angle is 110°, comparable to RTA. For engines with 10 or more cylinders this closing angle can be reduced to minimise starting air consumption.

The automatic main starting valve 2.03 is controlled by the COM-EU. Each MCM has got its own start control valve (ZV70113C and ZV7014C).For Slow Turning the automatic valve is controlled and the starting pilot valves are pulsed via CYL-EUs to reach desired slow turning speed. This speed can be adjusted by adopting pulse cycles in corresponding RC-parameter.



Starting Valve Control

Starting valve control:



Redundancy

Redundancy, emergency operation with damaged control parts :

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 CCM 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 CCM

controls the exhaust opening and closing valve angles with optimised, fixed opening and closing times.



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 (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 and controllers With one damaged servo oil pump the engine remains operational up to full

load, with 2 damaged pumps operation possible only if the ratio between no. of cylinders and no. of pumps is sufficient.

The Bosch controller cards (size IV only) respond to any feedback- or control valve failure with max. swivel angle => max. flow, other pumps reduce output.



Redundancy


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.

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. The engine decelerates slower than during normal procedure, but stopping the engine is always possible.

RC-System, Speed Governor With damaged remote control or governor, the engine can still be operated from the

back-up control. A selector switch and a potentiometer for the fuel command supply the WECS system with the necessary signals.



Redundancy


WECS-9500 self monitoring

COM-EU One MCM is master, the second MCM in stand-by. In case of any failure the

ASM switches over to the stand-by module. The ASM has one sub-module for each MCM with two separate power supplies for sub-modules to ensure operation under all conditions.

CYL-EU If a CCM or VDM fails, the respective cylinder is cut out, all other cylinders

remain operative. The module identification is hardwired inside the connecting plugs. Any CCM

can be exchanged with the other ones without having to re-address or program the WECS-software.



Redundancy


WECS-9500 self monitoring

CAN Bus and SSI Bus (Crank angle) Only one bus is active. If this bus is interrupted, shortened or else, the

modules (MCM/CCMs) switch over to the second bus. Engine operation is not interrupted.

WECS-9500 power supply (E85.1-3) All modules have redundancy by doubled primary and/or secondary power

supplies. If all 440VAC main supplies fail, the vessel’s 24VDC battery system only provides uninterrupted power supply to the MCMs for buffering the working memory data in the modules for a fast restarting.

Sensors All vital sensors and transmitters are existing twice and their mean values are

used for controlling the engine. If one sensor fails, WECS-9500 indicates the specific sensor failure and continues to work with the remaining one.



Operator Interface

WECS-9500 Assistant Operator Interface

The operator interface is called the WECS-9500 Assistant (shortly: W9A). It is mounted in a rack in the control room and consists of a computer, a monitor, the MAPEX CR unit and a power supply with circuit breakers. The computer communicates across a PP CAN interface via CAN bus No 1 with the COM-EU and the CYL-EUs. The operator interface software flexView allows users to monitor engine- and WECS functions and condition, to read and write parameters and to download software into the flash-RAM of the MCM and CCM units.



Operator Interface

Memory administration between WECS-9500 and flexView

Certain conditions and hardware based limitations had to be considered for the design of the WECS / flexView software and the memory administration.

The WECS parameters are downloaded and stored in a permanent flash-memory which is only accessed during booting of the modules. It is not accessible for any changes, while WECS is running.

This flash data is written once into the WECS working memory (RAM) during module initialisation. During WECS operation the RAM data is used for engine data processing and control. While online, certain values can be changed via WECS-Assistant (depending on access-level), but would be lost at power down.

To enable a permanent storage of changed parameters, databases in the flexView file-system are used to store the values of all parameters (symbols) in so called history files or HDF5 database.

flexView regularly verifies the current database and WECS working memory and updates the history file, if values differ from the settings in the WECS RAM.



Operator Interface

Memory administration between WECS-9500 and flexView

The variables in the databases and the memory are also called symbols. Each symbol has a reference number to address it via CAN bus. And an entry, which is our parameter-value. Different symbol references for same objects in the flexView databases and the WECS RAM could lead to serious malfunction of the engine control.This could happen after software upgrades or if wrong SW-source

CAN

was used, or a flexView, whose database files do not match to the WECS data, etc. For this reason, SW-downloads or modifications to flexView files may only be carried out by trained specialists.



Operator Interface

The flexView software

The flexView desktop starts up automatically via batch routine, when the WECS-Assistant is switched on. For practical reasons a closing of the flexView program with the normal “close” icon is overrun by the batch routine, which will restart flexView immediately.

The screen is separated in two pages, which can be selected individually, for convenient access and monitoring of alarms, indications, engine processes and parameters. For safety reasons, access to certain pages and parameters is limited by access levels:Standard, Operator, Service



Operator Interface

Access levels Standard & Operator For these levels no password is required. Standard and Operator users have access to 8 common flexView pages. At standard level only a limited group of values and commands is indicated. Setting of commands or parameters is inhibited.At operator level certain pages can be selected with more details and some “USER” parameters and commands can be changed for maintenance and component testing.

Overview shows the most common information about the current engine condition without overloading the page with too much data.

Alarm displays all engine related failures and indications, WECS slowdowns and, shutdowns, events, etc. with time stamps for occurrence, acknowledging time and restoring time. For a quick reference the different indication groups have a color code for easy separation of the groups.

These two pages are displayed as default and supply all necessary data for the average daily use at sea or during maneuvering.



Selecting icons for flexView pages

Overview Page

Read-only indications have a grey background-color

Abnormal conditions are indicated in red color

Operator Interface



Shutdowns from safety system or WECS-9500Slowdowns, instant or delayedAlarms ,engine or control systemAlarms ,engine or control systemEvents, engine or WECS relatedMessages, internal WECS related (passw. level)flexView internal errors / messages (passw. level)Log messages (passw. level)

Hiding of certain indications for better overview Alarm Page

Background color of new failures is failure type color.

Acknowledged failures have white background color

Background color of active failures is failure type color.

Restored failures have white background color

Select a failure with mouse-click and press “shift” + “Enter” to acknowledge.

Operator Interface



Alarm Page Online - Help for Troubleshooting WECS failures

After double-clicking failure designations, a window with troubleshooting hints pops up !

Operator Interface



Indication only at standstill or during testing with turning gear Main Page

Servo oil flow indication for the Dynex Pumps. Triggers no alarm, only for information. Sensor 1 is always connected to MCM 1, Sensor 2 to MCM 2.

Mean value is used for WECS / RC processing

Operator Interface



Cutting-off cylinder units Inj.Venting and testing of rail & exhaust valves

Write-enabled fields have

a white background-color

User Page

Cylinder fine-tuning for pcomp, pmax and cylinder load

Only visible, if Show details is selected

With pressing “Shift” and “up” or “down” keys, commands can be selected.

Background color changes to yellow, for separating possible choice from actual (selected) conditions .

To execute selected command, press “Shift” and “Enter“.

Background becomes white again to show command execution.

Resetting messages “Exhv. No Movement”

Operator Interface



Injection and Exhaust Valve Pages

Normal “on”- time is between 1 and 2 ms [2.7ms with size IV], depending on the railvalve temperature, above that a message “on time high” is indicated in flexView, The maximum “on”- time is limited to 4.5 ms by WECS.

Only visible, if Show details is

selected

Values between 4-11 mA indicate open exhaust valve / quty. piston return, 13-20 mA a closed exhaust valve / quty. piston injecting. With size IV exhaust open / close values are 10 / 20 mA

Deadtime between WECS command

and first movement of the feedback

targets.

Operator Interface



Diagnostics Page

WECS Software versions in MCMs and CCMs.

Checksum indication for installed software versions. Used to check for correct download of new software.

Any changes done to the software lead to a CRC alarm.

Operator Interface



IMO Page

Standard, Operator and Service users do not have write access to the IMO page and can call up this page for information only.

All IMO relevant parameters are monitored for changes from the initial settings, which were approved by the class during engine commissioning.

In case of any deviations from the original settings IMO CRC Alarm is initiated.

Operator Interface



Operator Interface

TrendView

Several pre-selected trends can be called up over the “open Trend” window in the Tools menu.

You can also set up new trend pages by clicking on any value in a flexView page and with right mouse click select “Add to Trend”.

Clicking onto a place in the graph after scanning generates a dotted line and indicates the selected momentary values in the column “value”.

A very powerful trending tool is available with the flexView software in all user modes.



Operator Interface

TrendView

Interesting parts of the stopped trends

can be enlarged by scrolling over the

desired area while holding the right

mouse button pressed.

By clicking the magnifying glass in the Zoom page, the trend jumps to the latest available saved data.

Maneuvering in the trend grid is possible by

clicking the arrows which appear as soon as

mouse cursor comes close to the borders.



Operator Interface

Service level

In this password secured level you

have access to most of the

available flexView pages.

Adjustment of certain parameters

is possible for optimizing after

component repair or replacement.

The SERVICE page shows all

accessible para’s on one page.

PWM setpoint and current output

for the DYNEX pump control are

displayed for troubleshooting.

Special Trends and functions can

be selected in the main menu.



Operator Interface

Fast Trend curves

During engine operation fast trends of the feedback from injection quantity sensors and exhaust valve position sensors can be sampled in Service and Commissioning mode. Select the trend type from the VIEW menu. Next select cylinder No. and the sampling interval.

This tool helps tracing down erratic behavior of sensors and rail unit components.

Fast trend plot of exhaust valve 1 opening stroke.

04 RT - Flex4 Course D Control Systems 9500

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