1 Wrtsil 27 September 2007 W50DF08V00BTM09A Rev.

01
08 AUTOMATION SYSTEM
WRTSIL W50DF
WECS 8000
2 Wrtsil 27 September 2007 W50DF08V00BTM09A Rev. 01
08 AUTOMATION SYSTEM
WECS 8000
The DF engine concept by itself is
based on fuel redundancy. In
addition, WECS 8000 is totally
distributed, in order to split up
functionality and make boundaries
between the categories control and
monitoring, but also to build natural
redundancy into the system. This
means that redundancy control
strategies are utilised, in the event
of a main sensor/component
failure.
The concept
WECS 8000 is an engine built,
distributed control- and monitoring
system specifically developed by
Wrtsil to meet the performance
requirements set out for engines
using genuine Dual Fuel
technology.
It handles all strategic functionality
related to operation both on gas
and diesel fuel (such as
electronically controlled gas
admission and pilot fuel injection,
diesel actuator control, engine
safety and fuel switch-over logic).
The design
All the modules communicate with
each other via an inter-module
communication bus based on the
CAN protocol. CAN is a
communication bus specifically
developed for compact local
networks, where high speed data
transfer and safety are of very high
importance.
Some safety critical back-up
features such as overspeed
protection is handled by the relay
module (discrete cabling).
The communication
General
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Automation system arrangement
Fig. name: Automation system on engine manoeuvring side
The WECS 8000 system is a fully integrated engine
management system, designed for harsh environments.
The engine-built system handles all necessary
monitoring- and strategic control features needed on a DF
engine. The system architecture is based on distributed
electronic modules, thus the measurements and controls
are occurring where locally needed on the engine. The
functionality of WECS 8000 comprises the following main
categories:
Handling of engine slow turning, start & stop
sequences
Changing of fuel modes
Instrumentation & communication
Speed measurement
Engine safety
Speed/load control
Gas pressure- & gas admission control
Pilot pressure- & pilot injection control
Air/fuel ratio control
Cylinder balancing
& knock control
Diagnostics
System components
01 Local control panel
02 Actuator
03 CCM-10, Cylinder control module (1-n)
05 Cable rail
06 Main cabinet
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Automation system arrangement
Fig. name: Automation system on engine rear side
System components
02 Power module
03 CCM-10, Cylinder control module (1-n)
05 Cable rail
The system consists of a number of distributed
electronic modules, all interconnected with a multibus.
The exact structure of the system depends on the
engines cylinder configuration. The electronic modules
communicate with each other over a communication
bus, and this communication is based on the CAN
(Controller Area Network) protocol.
Some safety critical back-up control functions are
handled over hardwired point-to-point wiring, and with
a separate back-up module.
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Automation system arrangement
Fig. name: Automation system on engine at free end
System components
04 MCM-700-2, Main control module
05 Cable rail
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Fig. name: System architecture, V-engine
Automation system arrangement
01 Local control panel
Graphical display
Control buttons
Emergency stop
Back-up instruments
02 Main cabinet
Main control module
Power module
Relay module
Diesel actuator converter
CAN repeater
Modbus port
03 Cylinder control modules
Main gas admission
Pilot fuel injection
Cylinder measurements
04 Main control modules
Data acquisition
05 Actuator
06 CAN communication bus
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Local control panel
Fig. name: Local control panel
There is a local control panel on the engine, where
most engine measurements and statuses can be
monitored, and where the local push buttons and
selector switches are located. For viewing of the
engine parameters, there is an electronic LDU (Local
Display Unit) used, with a number of menus and
menu selection buttons. Mechanical back-up
instruments for engine speed, HT water temperature
and lubricating oil pressure are also arranged. The
local push buttons and switches are the following:
System components
01 START button
02 STOP button
03 Emergency STOP
04 Shut down RESET button
05 Remote/Local mode switch
06 Speed increase/decrease switch
07 Local display unit
08 Engine speed indicator
09 HT cooling water temperature indicator
10 Lubricating oil pressure indicator
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Local display unit
Fig. name: Front view of the LDU.
The LDU replaces the traditional pressure gauge
panel, thermometers and other engine instruments.
The LDU is connected to the main control module
over the CAN bus, over which it receives all data to
be displayed. The graphic display has a number of
different pages (menus), and integrated key buttons
for activation of these pages.
System components
01 Graphic display
02 Main page
03 Alarm log
04 Help page
05 Back command
06 Navigation
07 Enter command
08 Engine temperatures
09 Lube oil system
10 Fuel system
11 Cooling water system
12 Charge air system
13 F6 +F1 Miscellaneous measurements
F6 +F2 Knock measurement
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Main cabinet
Fig. name: Main cabinet
System components
01 MCM-700 Main control module
02 Electronic unit, CAN-repeater
03 Converter
04 Converter
05 Converter
06 Converter
07 Converter
08 Hour counter
09 RM-11 Relay module
10 DC/DC converter
11 Converter
12 Signal isolator/converter
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MCM-700 Main control module
Fig. name: MCM-700 Main control module.
This module is the master in the WECS 8000
system. It handles the processing of all strategic
engine control functions. The main processes are
the engine start- & stop sequences, engine safety,
and the combustion control. Calculations are made
based on the internal speed/load control algorithms,
gas pressure, gas admission and pilot fuel
injection/timing. It handles the information sent by
all other modules, and it sends reference signals to
the cylinder control modules about gas admission,
pilot fuel quantity and timing etc. It also
communicates with systems external to the engine
itself. A second MCM-700 module is also part of the
system (at free end), exclusively for collecting of
sensor signals and for control of the waste gate.
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CCM-10 Cylinder control module
Fig. name: CCM10 Cylinder control module.
The cylinder control modules control the gas
admission- and pilot fuel injection valves by means
of using high-energy type PWM (Pulse Width
Modulation) outputs. Each module is providing
PWM-type control signals to three gas admission
valves and three pilot fuel injection valves. The
modules calculate the relevant injection duration
and injection timing based on references sent over
CAN from the main control module. In order to
provide injection command signals at the relevant
angular position, the cylinder control modules need
accurate information from the engines speed and
phase sensors. Therefore the speed and phase
signals are hard-wired to each cylinder control
module. The cylinder control modules also handle
cylinder specific measurements, i.e. exhaust gas
temperature and cylinder knock measurements. All
cylinder specific information as measured by these
modules is sent over CAN to the main control
module.
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Actuator
Fig. name: PG-EG 200 actuator
This hydraulic-mechanical actuator is used in
diesel- and back-up operating mode, for control
of the fuel rack of the engine. The actuator
receives a control signal from WECS 8000 main
control module (via a current converter), and
sets the fuel rack position accordingly.
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Cabling and CIB (Cabling Interface Box)
Fig. name: CIB enclosure used for interconnections and cabling
Interconnections and cabling on the engine is
utilizing a so called cabling interface box, CIB, which
is acting as an interface between the control
modules and their peripheral devices.
The CIB is a robust construction mounted on top of
the control modules, its equipped with cable glands
for the out-going cables and with multi-pin
connectors for mating to the control module.
Internally there is a printed circuit board containing
spring loaded terminal strips, test connections,
terminal resistors etc.
Screened, special cables for the demanding engine
environment are used for all equipment. Control
modules are interconnected with a special multi-bus
cable, including power supply (24V), engine speed,
engine phase, safety wire loop and CAN-bus, all
doubled for redundancy reasons.
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Fig. name: WECS 8000 system overview
An overview of the entire cabling of
the DF engine, including
references to each sensor.
Cabling and CIB (Cabling Interface Box)
WECS 8000 system overview
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WECS 8000
Fig. name: WECS 8000 system communication and signals
WECS 8000 is a distributed system, where all the
electronic modules communicate over the CAN-bus
with each other. The system collects signals from
various sensors at different locations on the engine,
connected to locally mounted modules. The signals
received are processed and compared with the control
parameters given for all the active engine processes.
Internal and external communication on DF engines
These engine-strategic controls are processed in
one of the two main control modules, which is the
master of the system. This main control module
also automatically controls the start- and stop
sequences of the engine, as well as monitors the
engine safety.
The second main control module is exclusively
used for collecting of sensor signals and for
control of the waste gate.
Several cylinder control modules are used, each
module handles 3 cylinders. All the modules are
mounted along the engine side close to the engine
sensors or the control units they are reading or
controlling. The data transferred over CAN between
the modules, has a number of different rate groups for
optimised and secured data transfer.
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RM-11 Relay module
Fig. name: RM-11 Relay module
Unlike other parts of WECS, the RM-11 relay
module electronics is based on analogue circuit
technology (no microprocessor). The relay module,
which is located in main cabinet A1, handles a
number of back-up safety related functions on the
engine. It also constitutes the hardwired interface
between the main control module and the start-
slowturning- & stop solenoids of the engines, and
partly also to the external systems. Critical
parameters such as engine speed, lubricating oil
pressure and HT water temperature are monitored in
this module, and in case of abnormal levels, a shut-
down is initiated and controlled from this module,
independently of the main control module. The relay
module is located in the main cabinet of the engine
and LEDs on it indicate the status of each
input/output of it. Also all supply voltages have their
own LED.
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Power distribution and filtration
Fig. name: PMOD cabinet
The power module (PMOD) is a separate cabinet
on the engine, that handles the power distribution
and filtration within the WECS 8000 system. On
the front of the cabinet, there are separate
switches for disconnection of the 24 VDC system
and the 110 VDC system. Both the main and the
back-up voltages for both these DC-systems
have green lamps on the front of the PMOD
cabinet, for indication of presence of input
voltage.
System components
01 Rectifier
02 DC/DC Converter
03 EMC Filter
04 EMC Filter
PMOD cabinet
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Fig. name: Principal design of the PMOD
The external 24 VDC power supply enters the
PMOD via two separate inputs. The two 24 VDC
power supplies are via diodes inside PMOD
connected to an EMC-filter. There are separate
distribution lines from the PMOD to each sub-
module, all having an individual fuse.
A separate voltage of 110 VDC is in WECS 8000
used as drive voltage for the high energy solenoids
(both gas admission valves and pilot fuel inj. valves).
The external 110VDC power supply enters the
PMOD via two separate inputs. The two 110 VDC
power supplies are via diodes inside the PMOD
connected together into one single supply. This
supply is then via a bi-directional EMC filter and a
fuse connected to the cylinder controllers.
Internal connections of power module
Power distribution and filtration
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Fig. name: WECS 8000 power distribution principle
The power supply lines are loopedaround the
engine, to provide safe supply in case of a single
point wire break. Beside figure which shows this
distribution principle.
WECS 8000 power distribution principle
Power distribution and filtration
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Other parts of WECS 8000
A CAN repeater
This signal repeater extends and isolates galvanically the CAN-bus outside
the engine. This external interface is to be connected to an external
configuration, calibration & diagnostic tool (PC program), used by
authorised personnel only. The transfer rate is 500 kbit/s.
A media converter
This converter is used to convert the external communication bus signal
(Modbus TCP/IP) from an electrical signal (from LDU) to a signal
transferred optically through an optical fibre (to plant automation system).
The transfer rate adapts itself according to the device used externally to the
engine, and will be either 10 Mb/s or 100 Mb/s.
A current converter
A current converter for the actuator. This signal converter module converts
the proportional 4-20 mA signal from the main control module to a 0-200
mA signal used by the actuator.
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Engine speed measurement
The purpose of this measurement in WECS 8000 is:
As position feedback to provide accurate gas- & pilot injection timing
As speed feedback to the internal speed controller
As speed feedback in internal parameters tables.
Both the speed and phase measurements are redundant.
The speed signal pulse train contains a missing pulse, used for determination of engines Top
Dead Center.
The purpose of the phase measurement is to determine which of the missing pulses is relevant
for TDC of cyl. (A)1.
Engine speed/angular position measurement
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Engine speed measurement
Fig. name: Engine speed- and phase signal distribution
The engine speed is measured, based on the
signal from two speed sensors. Both speed
sensors are connected directly to the main control
module (MCM-700), where the speed calculation
is carried out in.
For the gas admission- and pilot injection timing
processing, the cylinder control modules (CCM-10)
need accurate information about the engine speed
and engine angular position. Therefore the engine
speed- and phase signals are connected to each
cylinder control module, for this calculation. These
signals are hard-wired to each module, i.e. not
transferred as data over CAN.
For redundancy reasons two speed sensors and
two phase sensors are connected to each cylinder
control module.
Speed and phase signal connections on engine
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Fig. name: 120 1 bored speed-sensing holes in the flywheel
As WECS 8000 must detect the accurate engine
angular position, one missing hole is arranged in
both speed sensing hole-peripheries on the
flywheel, i.e. the pulse train will contain one missing
pulse for each engine revolution. The angular
locations of the missing holes are such, that the
end-edge (=positive electrical flank) of the hole
coming after the missing hole, is accurately at TDC
(Top Dead Centre) of cylinder (A)1. The speed
sensors use separate holes, but the holes are in
parallel, thus the phase difference between the two
signals is negligible. The number of holes is 120
minus the missing one, i.e. 120 1.
Engine speed measurement
Speed and TDC measurement
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Fig. name: Missing hole location, and speed signal pulse train
The sensing gap for these engine speed sensors
has to be 2,5 mm 0,2 mm. The speed signal
pulse train from the two speed sensors will have the
shape as in picture below. This signal is connected
to all cylinder control modules, as well as to the
main control module. The main control module
however, has no use of the TDC information, only
the speed level.
Engine speed measurement
Speed and TDC measurement
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Fig. name: Location of phase sensors
As the engines controlled by WECS 8000 are 4-
stroke engines, the crankshaft and thereby flywheel
will make two revolutions for one complete engine
cycle. To detect which TDC marker signal (missing
pulse) belongs to the working phase of cylinder A(1),
also engine phase detection is needed. Two phase
sensors are provided of redundancy reasons. These
sensors are mounted at the driving end of the
camshaft of the engine. These sensors are PNP-type
proximity switches.
The phase sensors are detecting the phaseof the
engine by means of detecting the position of a half-
moondisc, attached to the driving end of the
camshaft. This disc is mounted in such a way, that a
positive edge (signal going high) will occur 180
BTDC of cyl. (A)1, and will remain high until 180
ATDC for the same cylinder, see picture below.
Based on whether the phase signal is high (24 VDC)
or low (0 VDC) when the missing pulse comes,
WECS can exclude the false missing pulse. Only the
missing transition coming while the phase signal is
high, is in WECS defined as true.
Engine speed measurement
Engine phase measurement
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Engine speed measurement
Fig. name: Speed and phase signal traces
Speed and phase signal traces
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Fig. name: Engine modes
General
Engine modes
The WECS 8000 engine management system
controls and monitors the engine parameters and
initiates all required actions in different situations.
These actions can vary from giving an alarm to the
operator, to shutting down the engine. Depending on
the status of the engine, there are a number of
parameters controlled. E.g. when the engine is
stopped, it is not valid to create alarms for cooling
water pressure. Therefore alarms need to be
suppressed under certain conditions. WECS 8000
has because of this and other reasons a number of
modes. Different modes have different priority, and
the mode changes can occur only according to pre-
defined rules.
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General
Engine control processes during operation
WECS 8000 performs a number of continuous control processes on the
engine, when the engine is in run mode. Below, a brief description of
each of these processes.
Processes can be di vi ded into categories
Engine speed- and load control
Gas pressure control
Gas admission
Diesel actuator
Pilot system
Pilot injection
Pilot pressure control
Air/fuel ratio
Cylinder balancing
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Fig. name: Gas feed system layout
Gas feed system layout
Engine control processes during operation
The gas supplied to the engine passes at first a gas
valve unit (GVU). The gas valve unit consists of a filter,
temperature/pressure sensors, a pressure regulating
valve, safety (shut-off) valves and ventilation valves.
The gas supply pressure reference is calculated in the
WECS 8000 main control module, and this reference is
dependent on the engine load. An electrical pressure
reference signal is sent out to the pressure regulating
valve. The actual gas pressure is measured on the
engine and compared to the reference pressure.
The amount of main gas admitted to each cylinder is
controlled by the cylinder individual gas valves, which
are actuated by the cylinder control modules. The
amount of gas admitted depends on the gas supply
pressure and the time the main gas solenoid valve is
open (duration). The gas fuel is admitted further away
or closer to the TDC by changing the main gas
solenoid valve opening moment (timing) in order to
obtain an optimal air/gas mixture. The WECS 8000
system uses pre-set (map) values to optimise this
mixture during engine operation. Valve duration and
timing references are sent to the cylinder control
modules from the main control module over the CAN-
bus.
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Engine control processes during operation
Fig. name: Cylinder control and measurement
Cylinder control and measurements
An even gas admission duration setting for all gas
admission valves will not result in exactly the same
gas quantity in all cylinders, due to the geometry of
the engine and due to some deviations in the gas
valve performance. This slight disparity is handled
with the cylinder balancing control.
System components
01 Main gas admission valve
02 Diesel injector with pilot valve
03 Pilot fuel pump
04 Knock sensor
05 Exhaust gas temperature sensor
06 Cylinder liner temperature sensor
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Engine control processes during operation
Fig. name: Cylinder control and measurement
Cylinder control and measurements
The main control module compares each cylinders
exhaust gas temperature with the average exhaust
gas temperature of the entire engine, and adjusts the
duration of the individual gas valves with an offset, in
order to minimise the deviation. There are limitations
for the maximum adjustment available in order to
prevent that possible component failures cause a too
rich or too lean gas/air mixture.
The knock control algorithm of WECS 8000 will also
affect the gas admission duration.
If the engine is in gas operating mode, and the load
level is above approximately 15 % (tuneable) a
cylinder knock based control will enable. Light knock
in any cylinder will immediately result in a slight
reduction of the quantity of gas injected into that
cylinder. In order to maintain the same engine load
level, the speed/load controller will automatically
increase the gas admission into other cylinders.
When the situation normalises in the cylinder, the gas
admission will slowly be restored to the original
setting .
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Fig. name: Gas/pilot valve, PWM output voltage
Gas/pilot valve PWM control
Gas/pilot val ve control strategy:
110 VDC drive voltage ensures high energy at
valve opening.
The PWM drive signal has envelop shaping to
provide fast & consistent valve opening but also
low heat generation in the coil.
The pull-in and hold-in current levels are s.w.
configurable.
Engine control processes during operation
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Fig. name: Gas/pilot valve, PWM current characteristics
Gas/pilot valve PWM control
Gas/pilot val ve control strategy:
110 VDC drive voltage ensures high energy at
valve opening.
The PWM drive signal has envelop shaping to
provide fast & consistent valve opening but also
low heat generation in the coil.
The pull-in and hold-in current levels are s.w.
configurable.
Engine control processes during operation