14. Automation System - Wärtsilä-Hyundai Engin Company · PDF file132 Product Guide...

14. Automation SystemWärtsilä Unified Controls – UNIC is a modular embedded automation system. UNIC C3 is used for engineswith electronically controlled fuel injection and has a hardwired interface for control functions and a buscommunication interface for alarm and monitoring.

14.1 UNIC C3UNIC C3 is a fully embedded and distributed enginemanagement system, which handles all control functionson the engine; for example start sequencing, start blocking, fuel injection, cylinder balancing, knock control,speed control, load sharing, normal stops and safety shutdowns.

The distributedmodules communicate over a CAN-bus. CAN is a communication bus specifically developedfor compact local networks, where high speed data transfer and safety are of utmost importance.

The CAN-bus and the power supply to each module are both physically doubled on the engine for full re-dundancy.

Control signals to/from external systems are hardwired to the terminals in the main cabinet on the engine.Process data for alarm and monitoring are communicated over a Modbus TCP connection to externalsystems.

Figure 14.1 Architecture of UNIC C3

Short explanation of the modules used in the system:

Main Control Module. Handles all strategic control functions (such as start/stop sequencing andspeed/load control) of the engine.

MCM

Engine Safety Module handles fundamental engine safety, for example shutdown due to overspeedor low lubricating oil pressure. The safety module is the interface to the shutdown devices andbackup instruments.

ESM

Local Control Panel is equipped with push buttons and switches for local engine control, as well asindication of running hours and safety-critical operating parameters.

LCP

Local Display Unit offers a set of menus for retrieval and graphical display of operating data, calculateddata and event history. The module also handles communication with external systems over ModbusTCP.

LDU

Power DistributionModule handles fusing, power distribution, earth fault monitoring and EMC filtrationin the system. It provides two fully redundant 24 VDC supplies to all modules, sensors and controldevices.

PDM

Product Guide Wärtsilä 50DF - 1/2012 125

Product Guide14. Automation System

Input/Output Module handles measurements and limited control functions in a specific area on theengine.

IOM

Cylinder Control Module. Handles fuel injection control, and local measurements at the cylinderswhere it is used.

CCM

The above equipment and instrumentation are prewired on the engine. The ingress protection class is IP54.

14.1.1 External equipment

Power unitTwo redundant power supply converters/isolators are installed in a steel sheet cabinet for bulkheadmounting, protection class IP44.

14.1.2 Local control panel and local display unitOperational functions available at the LCP:

• Local start

• Local stop

• Local emergency speed setting selectors (mechanical propulsion):

- Normal / emergency mode

- Decrease / Increase speed

• Local emergency stop

• Local shutdown reset

• Local mode selector switch with positions blow, blocked, local and remote

Positions:

- Local: Engine start and stop can be done only at the local control panel

- Remote: Engine can be started and stopped only remotely

- Slow: In this position it is possible to perform a manual slow turning by activating the start button.

- Blocked: Normal start of the engine is not possible

The LCP has back-up indication of the following parameters:

• Engine speed

• Turbocharger speed

• Running hours

• Lubricating oil pressure

• HT cooling water temperature

The local display unit has a set of menus for retrieval and graphical display of operating data, calculateddata and event history.

126 Product Guide Wärtsilä 50DF - 1/2012


Figure 14.2 Local control panel and local display unit

14.1.3 Engine safety systemThe engine safety system is based on hardwired logic with redundant design for safety-critical functions.The engine safety module handles fundamental safety functions, for example overspeed protection. It isalso the interface to the shutdown devices on the engine for all other parts of the control system.

Main features:

• Redundant design for power supply, speed inputs and stop solenoid control

• Fault detection on sensors, solenoids and wires

• Led indication of status and detected faults

• Digital status outputs

• Shutdown latching and reset

• Shutdown pre-warning

• Shutdown override (configuration depending on application)

• Analogue outputs for engine speed and turbocharger speed

• Adjustable speed switches

14.1.4 Power unitA power unit is delivered with each engine for separate installation. The power unit supplies DC power tothe electrical system on the engine and provides isolation from other DC systems onboard. The cabinet isdesigned for bulkhead mounting, protection degree IP44, max. ambient temperature 50°C.



The power unit contains redundant power converters, each converter dimensioned for 100% load. At leastone of the two incoming supplies must be connected to a UPS. The power unit supplies the equipment onthe engine with 2 x 24 VDC and 2 x 110 VDC.

Power supply from ship's system:

• Supply 1: 230 VAC / abt. 1500 W

• Supply 2: 230 VAC / abt. 1500 W

14.1.5 Cabling and system overviewFigure 14.3 UNIC C3 overview

Table 14.1 Typical amount of cables

Cable types (typical)From <=> ToCable3 x 2 x 0.75 mm2

1 x Ethernet CAT 5Engine <=> Integrated Automation SystemA

1 x 2 x 0.75 mm2

1 x 2 x 0.75 mm2

1 x 2 x 0.75 mm2

14 x 0.75 mm2

14 x 0.75 mm2

Engine <=> Propulsion Control SystemEngine <=> Power Management System / Main Switchboard

B

2 x 0.75 mm2Power unit <=> Integrated Automation SystemC

2 x 2.5 mm2 (power supply)2 x 2.5 mm2 (power supply)

Engine <=> Power UnitD

4 x 2 x 0.75 mm2

2 x 2 x 0.75 mm2

3 x 2 x 0.75 mm2

1 x Ethernet CAT5

Engine <=> Gas Valve UnitE

3 x 2 x 0.75 mm2

2 x 5 x 0.75 mm2Gas Valve Unit <=> Exhaust gas fan and pre-lube starterF

2 x 2 x 0.75 mm2

1 x Ethernet CAT5Gas Valve Unit <=> Integrated Automation SystemG

1 x 2 x 0.75 mm2Gas Valve Unit <=> Gas detection systemH



Cable types (typical)From <=> ToCable1 x 2 x 2.5 mm2

1 x 2 x 2.5 mm2

3 x 2 x 0.75 mm2

Power unit <=> Gas Valve UnitI

4 x 2 x 0.75 mm2Gas Valve Unit <=> Fuel gas supply systemJ

4 x 2 x 0.75 mm2

3 x 2.5 x 2.5 mm2Exhaust gas fan and pre-lube starter <=> Exhaust gas ventilationunit

K

NOTE! Cable types and grouping of signals in different cables will differ depending on installation.

* Dimension of the power supply cables depends on the cable length.

Power supply requirements are specified in section Power unit.

Figure 14.4 Signal overview (Main engine)



Figure 14.5 Signal overview (Generating set)

14.2 Functions

14.2.1 Engine operating modesWärtsilä dual fuel engines can be requested by operator to run in two different operating modes:

• Gas operating mode (gas fuel + pilot fuel injection)

• Diesel operating mode (conventional diesel fuel injection + pilot fuel injection)

In addition, engine control and safety system or the blackout detection system can force the engine to runin backup operating mode (conventional diesel fuel injection only).

It is possible to transfer a running engine from gas- into diesel operating mode. Below a certain load limitthe engine can be transferred from diesel- into gas operating mode. The engine will automatically trip fromgas- into diesel operating mode (gas trip) in several alarm situations. Request for diesel operating modewill always override request for gas operating mode.



The engine control system automatically forces the engine to backup operating mode (regardless of oper-ator choice of operating mode) in two cases:

• Pilot fuel injection system related fault is detected (pilot trip)

• Engine is started while the blackout-signal (from external source) is active

Figure 14.6 Principle of engine operating modes

14.2.2 Start

Start blockingStarting is inhibited by the following functions:

• Stop lever in stop position

• Turning device engaged

• Pre-lubricating pressure low (override if black-out input is high and within last 5 minutes after thepressure has dropped below the set point of 0.5 bar)

• Stop signal to engine activated (safety shut-down, emergency stop, normal stop)

• External start block active

• Drive voltage low (override if black-out input is high)

• Main control module control voltage low

• Cylinder control module control voltage low

• Exhaust gas ventilation not performed

• HFO selected or fuel oil temperature > 70°C (Gas mode only)

• Charge air shut-off valve closed (optional device)

Start in gas operating modeIf the engine is ready to start in gas operating mode the output signals "engine ready for gas operation"(no gas trips are active) and "engine ready for start" (no start blockings are active) are activated. In gasoperating mode the following tasks are performed automatically:

• A GVU gas leakage test is performed



• The starting air is activated

• Pilot fuel injection is enabled and pilot fuel pump is activated (if electric-driven) along with pilot fuelpressure control

• Starting air is disengaged

• A combustion check is performed

• Gas admission is started and engine speed is raised to nominal

The start mode is interrupted in case of abnormalities during the start sequence. The start sequence takesabout 1.5 minutes to complete.

Start in diesel operating modeWhen starting an engine in diesel operating mode the GVU check is omitted. The pilot combustion checkis performed to ensure correct functioning of the pilot fuel injection in order to enable later transfer into gasoperating mode. The start sequence takes about one minute to complete.

Start in blackout modeWhen the blackout signal is active, the engine will be started in backup operating mode. The start is per-formed similarly to a conventional diesel engine, i.e. after receiving start signal the engine will start andramp up to nominal speed using only the conventional diesel fuel system. The blackout signal disablessome of the start blocks to get the engine running as quickly as possible. All checks during start-up thatare related to gas fuel system or pilot fuel system are omitted. Therefore the engine is not able to transferfrom backup operating mode to gas- or diesel operating mode before the gas and pilot system relatedsafety measures have been performed. This is done by stopping the engine and re-starting it in diesel- orgas operating mode.

After the blackout situation is over (i.e. when the first engine is started in backup operating mode, connectedto switchboard, loaded, and consequently blackout-signal cleared), more engines should be started, andthe one running in backup mode stopped and re-started in gas- or diesel operating mode.

14.2.3 Gas/diesel transfer control

Transfer from gas- to diesel-operating modeThe engine will transfer from gas to diesel operating mode at any load within 1s. This can be initiated inthree different ways: manually, by the engine control system or by the gas safety system (gas operationmode blocked).

Transfer from diesel- to gas-operating modeThe engine can be transferred to gas at engine load below 80% in case no gas trips are active, no pilot triphas occurred and the engine was not started in backup operating mode (excluding combustion check).

It is not recommended to run on gas when the engine load is low, as shown in figure .

Fuel transfers to gas usually takes about 2 minutes to complete, in order to minimize disturbances to thegas fuel supply systems.

The engine can run in backup operating mode in case the engine has been started with the blackout startinput active or a pilot trip has occurred. A transfer to gas operatingmode can only be done after a combustioncheck, which is done by restarting the engine.

A leakage test on the GVU is automatically done before each gas transfer.



Figure 14.7 Operating modes are load dependent

Points for consideration when selecting fuelsWhen selecting the fuel operating mode for the engine, or before transferring between operating modes,the operator should consider the following:

• To prevent an overload of the gas supply system, transfer one engine at a time to gas operating mode

• When running on gas, the engine load should be kept well above the automatic transfer lower limitin order to prevent unwanted transfer back to diesel

• When running several engines on gas, the load level should be kept such that no drop below theautomatic transfer load limit occur when an additional engine is brought on line

• Before a transfer command to gas operating mode is given to an engine, the PMS or operator mustensure that the other engines have enough ‘spinning reserve’ during the transfers. This because theengine may need to be unloaded below the upper transfer limit before transferring

• If engine load is within the transfer window, the engine will be able to switch fuels without unloading

• Whilst an engine is transferring, the starting and stopping of heavy electric consumers should beavoided

14.2.4 Stop, shutdown and emergency stop

Stop modeBefore stopping the engine, the control system shall first unload the engine slowly (if the engine is loaded),and after that open the generator breaker and send a stop signal to the engine.

Immediately after the engine stop signal is activated in gas operating mode, the GVU performs gas shut-off and ventilation. The pilot injection is active during the first part of the deceleration in order to ensurethat all gas remaining in engine is burned.

In case the engine was stopped in gas operating mode the exhaust gas system is ventilated to dischargeany unburned gas, if gas has been utilized within two minutes prior to the stop.

Shutdown modeShutdown mode is initiated automatically as a response to measurement signals.

In shutdown mode the clutch/generator breaker is opened immediately without unloading. The actionsfollowing a shutdown are similar to normal engine stop.

Shutdown mode must be reset by the operator and the reason for shutdown must be investigated andcorrected before re-start.



Emergency stop modeThe sequence of engine stopping in emergency stop mode is similar to shutdown mode, except that alsothe pilot fuel injection is de-activated immediately upon stop signal.

Emergency stop is the fastest way of manually shutting down the engine. In case the emergency stop push-button is pressed, the button is automatically locked in pressed position.

To return to normal operation the push button must be pulled out and alarms acknowledged.

14.2.5 Speed control

Main engines (mechanical propulsion)The electronic speed control is integrated in the engine automation system.

The remote speed setting from the propulsion control is an analogue 4-20 mA signal. It is also possible toselect an operating mode in which the speed reference can be adjusted with increase/decrease signals.

The electronic speed control handles load sharing between parallel engines, fuel limiters, and various othercontrol functions (e.g. ready to open/close clutch, speed filtering). Overload protection and control of theload increase rate must however be included in the propulsion control as described in the chapter "Operatingranges".

For single main engines a fuel rack actuator with a mechanical-hydraulic backup governor is specified.Mechanical back-up can also be specified for twin screw vessels with one engine per propeller shaft.Mechanical back-up is not an option in installations with two engines connected to the same reductiongear.

Generating setsThe electronic speed control is integrated in the engine automation system.

The load sharing can be based on traditional speed droop, or handled independently by the speed controlunits without speed droop. The later load sharing principle is commonly referred to as isochronous loadsharing. With isochronous load sharing there is no need for load balancing, frequency adjustment, or gen-erator loading/unloading control in the external control system.

In a speed droop system each individual speed control unit decreases its internal speed reference when itsenses increased load on the generator. Decreased network frequency with higher system load causes allgenerators to take on a proportional share of the increased total load. Engines with the same speed droopand speed reference will share load equally. Loading and unloading of a generator is accomplished by ad-justing the speed reference of the individual speed control unit. The speed droop is normally 4%, whichmeans that the difference in frequency between zero load and maximum load is 4%.

In isochronous mode the speed reference remains constant regardless of load level. Both isochronous loadsharing and traditional speed droop are standard features in the speed control and either mode can beeasily selected. If the ship has several switchboard sections with tie breakers between the different sections,then the status of each tie breaker is required for control of the load sharing in isochronous mode.

14.3 Alarm and monitoring signalsThe number of sensors and signals may vary depending on the application. The actual configuration ofsignals and the alarm levels are found in the project specific documentation supplied for all contractedprojects.

14.4 Electrical consumers

14.4.1 Motor starters and operation of electrically driven pumpsSeparators, preheaters, compressors and fuel feed units are normally supplied as pre-assembled units withthe necessarymotor starters included. The engine turning device and various electrically driven pumps requireseparate motor starters. Motor starters for electrically driven pumps are to be dimensioned according tothe selected pump and electric motor.

Motor starters are not part of the control system supplied with the engine, but available as optional deliveryitems.



Engine turning device (9N15)The crankshaft can be slowly rotated with the turning device for maintenance purposes. The motor startermust be designed for reversible control of the motor. The electric motor ratings are listed in the table below.

Table 14.2 Electric motor ratings for engine turning device

Current [A]Power [kW]Frequency [Hz]Voltage [V]Engine5.0 / 5.32.2 / 2.650 / 603 x 400 / 4406L, 8L engines

12.3 / 12.35.5 / 6.450 / 603 x 400 / 4409L, V engines

Pre-lubricating oil pumpThe pre-lubricating oil pump must always be running when the engine is stopped. The pump shall startwhen the engine stops, and stop when the engine starts. The engine control system handles start/stop ofthe pump automatically via a motor starter.

It is recommended to arrange a back-up power supply from an emergency power source. Diesel generatorsserving as the main source of electrical power must be able to resume their operation in a black out situationbymeans of stored energy. Depending on system design and classification regulations, it may be permissibleto use the emergency generator.

Exhaust gas ventilation unitThe exhaust gas ventilating unit is engine specific and includes an electric driven fan, flow switch andclosing valve. For further information, see chapter Exhaust gas system.

Gas valve unit (GVU)The gas valve unit is engine specific and controls the gas flow to the engine. The GVU is equipped with abuilt-on control system. For further information, see chapter Fuel system.

Main pump, lubricating oil (if installed) (2P01)The pump is in operation only when the engine is running. The pump shall be started no earlier than a fewminutes before starting the engine and it must be stopped within a few minutes after stopping the engine.

Following a black-out, it is not permissible to start the engine before the pump is back in operation.

Stand-by pump, lubricating oil (if installed) (2P04)The engine control system starts the pump automatically via a motor starter, if the lubricating oil pressuredrops below a preset level when the engine is running. There is a dedicated sensor on the engine for thispurpose.

The pumpmust not be running when the engine is stopped, nor may it be used for pre-lubricating purposes.Neither should it be operated in parallel with the main pump, when the main pump is in order.

Main pump, HT cooling water (if installed) (4P14)The pump shall be started before starting the engine. It should also be running for about 30 minutes afterstopping the engine.

The cooling water pump must be restarted as quickly as possible, when restarting a diesel generator aftera blackout.

Stand-by pump, HT cooling water (if installed) (4P03)The engine control system starts the pump automatically via a motor starter, if the cooling water pressuredrops below a preset level when the engine is running. There is a dedicated sensor on the engine for thispurpose.

Main pump, LT cooling water (if installed) (4P15)The pump shall be started before starting the engine. It can be stopped as soon as the engine is stopped,provided that there is no other equipment in the same circuit that requires cooling.



Stand-by pump, LT cooling water (if installed) (4P05)The engine control system starts the pump automatically via a motor starter, if the cooling water pressuredrops below a preset level when the engine is running. There is a dedicated sensor on the engine for thispurpose.

Circulating pump for preheater (4P04)If the main cooling water pump (HT) is engine driven, the preheater pump shall start when the engine stops(to ensure water circulation through the hot engine) and stop when the engine starts. The engine controlsystem handles start/stop of the pump automatically via a motor starter.

Sea water pumps (4P11)The pumps can be stopped when all engines are stopped, provided that cooling is not required for otherequipment in the same circuit.

Lubricating oil separator (2N01)Continuously in operation.

Feeder/booster unit (1N01)Continuously in operation.



14. Automation System - Wärtsilä-Hyundai Engin Company · PDF file132 Product Guide...

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