marinediesels.co.uk Study Guide Common Rail and Electronically Controlled Enginesse suonsonp weg s19euBue onus 21 seNdeD zw 1woproUy seared YeuUeRES O41 w ‘suma4g yu uoutien poods wnIpa @ lworsig uoneotiqn" JepunKD aM ME NVI UL :6 srdeUD ve oss vers ay oui6ua aM mea NY SUL 2 sexdeUD z soremoy onren isnewea oulbua 3H MPa NY eu :ZsendeuD « worsfg fond omBug 3M MgB NYW e4L :9 9¥eUD o ‘ujbus WV MBE VW UL 9 rce4D ” susjhs vais ay xorg semIg Lp JOEY “ Uonesodo sarenisneyxa xara. sez UL se ED , wns wonoe[u ond wold Lu 2021s ou 2 H0UO z ‘Aaorsi vous y- wonzelu fend 1 s0ideUD sjuaquog, soujBug po}joquog A\je2}u0.}2913 pue |Jey UOWILIOD eve viing Levy ojurs2cepeuseusmeayr dng spree sssepeueusmmmyrdiy wen ‘seufos oso 2uvewjo eouevonseu! pue Burunsotp uo LeNeULO} axes 0 0pIeu iB uidoo 249 Jo _woresuued sod aut snow ‘seya\po 10 BuNdosoYs “TeauEKDeKs oye “suesw fue Aq. s0 uo) fue uy ponusues 20 "wsysKs fesaies ur pais 20 poonpexées og Ae Uoneajand st Jo Wed ON paXBse! SUD IN apovsesopewew 1002 8 ojo 2 2018 fe 4) uaye sAersundsey (0U ‘epi Annis ny yo wonesedoud aut U Uayel 20q say aieo Kiana SOON “SION SIOHITYChapter 1 Fuel Injection - A Short History ‘Although marine engineers will be familar wh the cam den reelprocaing nlial rol type fuel Jerk pump, timed to the engine erankshaft. as used in the majority of Todays marine dlesel engines, fuel injection has not aWays been achieved using this ‘method. Early engines used high pressure compressed a at about 6 bar to blow the {ual ol ino the eyinder through the fuel vales (Blast iniecton. This was replaced by several reciprocating fusl pump systems, the most common of which were the a injection system, the Arenaculff system, and the avlese system, 1 the it ijetin system, the fuel pump vas even by an eccentto. The fuel was delivered tothe fue valve, the quant determined by the closing ofthe pump suction valve as the pnger meved upwards. Thera wae also e high pressure 66 bar supply fe the Tuo vve. The opening ofthe fuel valve was conoid by a cam driven Tosker, and on apering, the high pressure ak alomised and injected the fue. In the Atchaoulotteystem, the energy of the ai being compressed in the engine tinder was used to dive a reeprocating phinge. The a was tapped off the engine ‘ovinder and led to an air impuse evince. the piston of wbich drove the reciprocating plunger of the tel pump and delivered fueito the hydraulically operated fuel valve. “The alless system was the name given tothe cam operated reoiprosating fel pumps \which nave developed into the moder jerk pumps. Eatly syetome used ecoertice to ‘operate suction or spl valves to contol fuel quantty, much ike the modem Sulzer wo ‘Soke fel pump. However Bosch patented a syst using a helical seri fo contol the quaniy of Rel delivered each Stoke, and if this system that in common use today. It te not gonerally known that the fest aiess injection system (Le. not to use Compressed airfoalomise the fue) was @ common ral system. The invention of ie system is often mistakenly credited to Doxiod, but k was invented and patented Dy \exers of Barow in Furnes In this eary commen ral system the engine diven fuel pumps pressurised a fuel alto ‘out 400 bar fiom which pipes led tothe fuel valves operated by cams and rocking levers, Independently driven pumps were provided to prime the system fr starting, Later systems used nyaraulealy operated injecors, the debvery of fie! being Conttoled by a cam operated valve. Fuel quantity wae controlled by an eccentc on the cam folower. ZEEE ESSE ES ececay brea Common al Sytem ate Dodod) However it can be even that wth all the aforementioned systems, some form of mechanical ming via camehaft is used to conrol injection of the fuel. The development of these mechanical us injection systems became mote sophisticated ‘wth the introduction of Variable Injection Timing sa that stat and end af injection could be conte. ‘wt the Integration of industrial electronics into marine engineering systems coupled withthe giant atrides made in the development of computer technology, hee now become possible #9 reinttadice the fuel injection common ral along wih other fuel injecton systems, using this modern technology to ime the injection of fuel without rmectsanical aids Ip adtion to this, has become possible to dispense with the timed camshaft fatlogether by using similar systoms to contol operation of valves and te ar start system. “The two major manufacturers of two evoke erorshead engines have both inroduoed ccamshaftless engine, Suzer eal the’ te RT Flex engine, and WAN B&W cal thers the ME insligent engine. Both engines use electrical and engine driven aval piston pumps to pressrise servo ol rails o 200 bar which are then sed for fel injacton and ‘exhaust valvo operation. In addon they can use the servo ol to dtve the cyinder lubrieator units (Alpha system - MAN B&W. Pulse Lubreation system - Sulzer) ‘Athough they both work without a camshaft and use computers to contol, fuel injection, exhaust valve operation and air starting, the method of fuel injection is diferert.Chapter 2 The Sulzer RT Flex Fuel Injection System High etiesency Sercenmeanairne (SSO OS Exaust vane Youmetne fallen ‘Sulzer use 2 pressurised fue ral using a eet of jerk ype pumps riven by a three lobe ‘cam geared fo the crankshaft. The pumps are vaiabe delvery, based on the ZAd ‘uel pump, controlled by an electcally cven fuel pump shaft inked to the engine computer The engine computor eystem known as the Wertsla Engine Contral System (WECS) conto te delivery ftom the common rato the individual eyinders via fe volumetc injecton contol system which uses finely fitered engine LO pressurised by elect pumps to 200 bar 4 EEEEEEEESES 2007 RARTIarnediosels.co.uk ‘The fuel pumps are mounted in pais as shown ern rue Vee formation, There are 4, 45, or 8 pumps, depending on engine size. Driven by tes labed cams mounted on Short camshaft which 1s érven tough one or fo. intermediate. gears. rom the ‘crankshaft either atthe driven end of the engine for 8 to 7 oylnder engines ort the ii gear dive for 8 cylinders or more. There's 0 audden, jerk ation as In teciional ‘velinjecton pumps, instead the pumps operate wah stendy reciprocating action“yi FUEL PUMP FOR RT FLEX ENGINE ‘The fuel pump design is based on the jerk ype fuol pump os fited to ‘the ‘Sulzer medium speed ZA0 engine, and fncorprates a contol (goove, the postion of which Contolied by a fuel pump shift and fuel racks. ‘The fuel pump contol shafts are_tiven by two electicl ‘servo motors which maint the fel fl common rail pressure at 1000 Bae “The engine is designed to una fll power i one pump should become fetectve; tee the case prevsion ‘'s made to it he pump cleat ofthe ‘camehat ‘The fuel pumps dscharge to an Intermediate ascumtlator which i fitted wth a safety valve sot at 1250, bar The fuel delivery vokime and rail pressure are regulated according to engine ‘requirements through suction coriot rather than epi contol as on traditional uel pumps. This is because this method utzes less power than spl control because no fxs felis pressurised COA TERS pewten Penton Pasion ln 0 Diagram Showing Operation of Suction Contr When the plunger fs onthe bottom of the stoke, the suction ports stil covered by the Plunger. Depending onthe poston ofthe helical suction contel groove, the emour ot uel alowed to fow tothe space above the plunger Is eontrlled. From the diagram i can be seen in postion Ono fuel wil few, wast postion 10, ul fue wl ov. ‘The fuel is delivered from the intermediate accumulator tothe fue ol commen ral by {wo independent ppes. Failure of one ofthese pipes sil allows ful power operation The foe ei common rl Kapt het using steam or thermal of race heating, tls ted ‘with an emergency pressure regulaing valve which wll automaticaly drain come fi inthe case of overpressure, and a fuel shutdown valve which immedately dane the ‘uel fom the ral n the case of emergoncy. A filing connection, usualy closed can be Used fa prime the system, ‘There is also a conto ol ral pressurized to 200 bar, by a pair of electie pumps, with ‘engine lubieating oll which has bean fitered to 6 mierona, It's the contol ol which ‘operates the ral contol valves forthe injection unt ‘Theo is one ral contol valve per ijector- normaly 3 per cyfnder, excepting the RT- ‘tex 50, which has 2 - that receive the electric signals forthe injacton and Wansferm it Int fat hydreuke action. The ral contol valve Is corwalled from an elentrenic module ‘Mounted underneath the ral nt “The ral valves receive contol signals forthe boginsng and end of injection from the respective electronic unit of the WECS (Warts Engine Conlol Sytem), The system consists of the Power Supply Unit, the Common Electronic Unt and the Cynder Elecronio Unts. The Power Supply Unt supple the rest of he system witha 24y de ‘Supply. The Common Electronic Unt alo known aa the Master Contol Module (MGM) ‘receives commands rom the remote contol system, the speed governor and controls ‘he fel ral pressure. It communicates with the Individual Cynder Electronic Units which eoneist of Gyinder Coritol Modules (CCM) and tre Valve Driver Module (VDI) ‘There are two MEMS to allow for reduncany. ‘Thote is one Cylinder Control Module pe cylinder. Each of these calculates the corect Ijecton stort ange, taking into account dead time, VIT, and Fuel Quay Seting, ‘also controls the quantity of fel injected and the sequence of injection {i Yor low load running). 7be abe tne the uel heston the Cnt! Systm must now the ak age of eli uns. To othe wo crank ee Somos ed a te Frew en of he sare seca o 04, Aspng loaded coping bea aRSaal and sual movement atte canisha Kkves 9 shat fon whch he iivenva toed bts Injection Control (©2007RARTmarinediesels.co.uk ae | serve a i Fuel Quanity L ‘signal Fuel Quantity Piston Genet Naive Fost ot = iy Drawing One: No injection (©2007RARTmarinediesels. co.uk ontrot ai Feel Quantty ‘signal Fuel Quantity Paton Fusion ‘at Drawing Two: Injection Wen the Rail Valves are energized for injection by the Valve Driver Modul, ol om the Gontol Ral opens the nection Control Valves: The fuel injectors are preseuried and fuel of pressure behind the Fuel Quaniiy Pision maintains tis pressure atthe Injectors. As the Piston moves to the lefts feedback signal ie sent Wo tie Gyiner Control Module When the desired amount of tue has been injected the Valve Driver Module energies {he solenolés which move the Rall valves back to the return postion, The iceoon Control Valves interupt the supply fo the injectors, and te increase in poss othe [Hof the Fuel Quanity Piston moves itbaok tots starting positon Fuel Qyary Signal cate ecto COMI VENES CA necton necae ie independany mentored ‘and controled ‘by the Engine. Control System. In ase of a fou such as 2 leaking high pressure pipe or & malfanctoning injector. sce the afected injection valve an be cut ou individually vathout losing the entre onder.‘Low Load Operation Soo noses {-narzie operation for super-Sead-slow steaming ‘Atlow engine lad the contol system cuts cut one of the the injection valves per vines. [At very low load two of the the injection valves are cu out Tie is used to avoid Visble smoke emission and to reduce fuel consumption. It possdle to reduce fegine lad to 10% wlth engine fevoltions low ae TRPM, Injeotng with one (or ta) nozzles a catain fl volume takes longer than with three nozzles. This longer injecting time alos a more constant kjecton presoure tnd this improved stomizaion for an optimal combustion, ‘To avoid thermal sess to cylinder liners, the actve nozzles are euitched over covery 20 minutes. Chapter 3 The Sulzer RTFlex Exhaust Valve Operation Pr iDepending on the size of engine, between three and six axial piston pumps operated bya awash or “wobble” plate are mounted onthe pump Supply unit, ven by a step up gear mounted onthe fuel pump camshaf drive The pumps preteurize engine el ‘Mered to 6 microns and supply ko the Servo ol ral at 200 bar. There fe @ oss ‘connection betveen the servo oll rail and the contol ol rall wien allows pressurization ‘ofthe servo ral by the electcalydrven corto! oll pumps befor staring the engine ‘The consol ira can be pressurized in an emergency by the serv ol ral when the engine fs running, to allow operation of Be We! Inec¥on contol valves. Servo ol i Used for exhaust valve actation and conto. The axl piston pumps are manufactured by Dynex and the operating principle Is Musa below ow ouruTscommroUsD sunt mpaie be Sec oie eee aetna ide ie ea se YwsePotOpenanddne tiene SEERA tention Hearst tontanaten ocermgean epmeoecoaimun cor publ et eat ‘rental seoras — Seerem ousting, Seeaeae The Servo oll dose not operate the exhaust valves ‘rectly. The actuation is by lubricating cit supplied directly from tho. beatieg oll supply system. This separation fonsures that should a fare cour of an actuator pps, there Is not toial loss of the servo ol! pressure, it also allows overhaul of exhaust Exaust valves without disturbing the Cont servo ol sysem, joes 2 SERSRZRSREEEESEEEES Te Senor he Suoly Ber Exhaust Rat FF Lomagee ona! vae FS] fat C20UTRART armenia cok To Seno aed Unik exhaust valves operated by cams, the ting ofthe epening and closing ofthe ‘ave is infinitely variable to glve efficent operation over the whole operating range of ‘he engine. By using the positon eeneor, tie delay Between the computer aving the order forthe valve fo open and close and the actual movement staring (known asthe ¢eacime) can be measured and compensated for. ‘Sequence of Operation + Each Cynder Gonzo! Moule calulates the opening angle required + Anelectical signal sentto open Tha Exhaust Rad Valve, + The Exhaust Coniol Valve opens and servo oll operates the Parton DevieeiActuater. ‘+ The ime between the ‘Open" command being insted and the valve ‘actully moving is measured. This fs stored inthe Cylinder Contol Modules ‘memory so that on the nest revolution, tis deadtime can be compensates for +The vale closing angle is calelated and the closing inated by the Cylinder Control Module by closing the Rall Valve, again measuring the deaatne and ‘adjusting the timing ef te signal to take this into account on the next ‘evoluton, 13Chapter 4 The Sulzer RTFlex Air Start System ‘The ak start sysiem is siilar to that for the RTA ongina, although there is ne dsinbitr. Instead the ming of the opening of the ai start valves are controled bythe (yiinder Corto! Modes. ‘As withthe RTA engine te individual air start valves ate supplied with 30 bar ar fom ‘he main air start manila, whichis pressurced only during the ar start sequence ‘when the automatic valve Ie opened. On the RT Flex engine the automate valve is ‘opened ‘when 2 signal fom the Master Control Module opens a contol valve to vent the underside ofthe automatic valve ‘The individual at stat valves romain closod until a signal fom the Cylinder Control Modul tothe Af Start Control Vave alows ai onto the top of the piston ofthe air ‘start valve, overcoming the spring pressure and opening the valve “The timing of tho ar start valves wil vary depending on the numberof cylinders, but ‘hay will be open fora long oncugh period to alow overlap, so that a valve opens before the previous valve closes, allowing stating from any postion of rest. However ‘the nominal opening can be considered as 0 (2 TOC) and closing at 110° ATDG ‘The eystem Ie capable of slow turning by pulsing the lr tart conto valves. Inline with WACS rege cach air start vave i ted with a flame tap, there is a non return vale incorporated inthe automatic valve and the mano Is fted wth rele! valve 4 ZSEEGEG ETERS Chapter 5 The MAN B&W ME Engine Main Engine 10 supp a £ vA [al f\ MAN B&W ME Engine Fuel Injection and Exhaust Valve Actuation “The ME engine doos not have a camshaft, camshaft dive, governor, air stat ddstibubr, local contol stand or mechanical cylinder Wiricator. The cam dtven Tue injection pumps and exravst valve actuators have boon replaced by hydraulcally operated fuel ol boosters and exhaust valve actuators controled by the engine ‘computers Cll om the main engine LO supply or fom 2 dedicated hydraulic cunply passes through 6 micron fiers before being pressurised by three engine driven axa piston pumps ofthe swash plate type. There are also two elecrcally dkiven gear pumps for ‘Sa up purpose and emergency runing, 15“The pressurised ol at 200 bar goes via an accumulator block fied wth ree values to the presued ri where tappings are ld off at every cylinder to the convl valve for the ful of booster andthe exhaust valve actuator ‘The computers that control the engine are Identical, eo that they ean replace each ‘ther, and adapt othe inchiualfanctlonalty. Ths i achieved by separate “dongles” fr 1D key for cach type which dovinloads the relevant software from the. Main Operating Parel (MOP), The computers are connected by two independent networks for redundancy. These computers are: “The Engine Interface Control Units (EICU) There are 2 units fr redundancy, shuated in the contol room. These handle the interface to extemal systems, Le. slams, the brdge contrl system, the mancewvting speed contol signal, end the safety system (Ghatsovns), ‘The Engine Contol Units (ECU). again 2 units for redundancy. These contol engine speed ( replace the governor) running modes, and stat sequences. On lager {engines they contol hydraule pumps 4 and 5 ‘Auxliary Control Units (RCU), 3 units: These contol the hysrauie pumps (the frat 2) and he avallary Blowers ‘Gyinder Control Units (CCU). One per eyinder. These contol the fel inetion and ‘exhaust valve opening via the Fuel Injection and Valve Activation (FIVA) valve = This single contol valve replaced the two separate valves: - ELFI fo! fuel injection and ELVA for exhaust valve actuation, The CCU also contol the air start vals and the pha cylinder lbtcators. “Ther are two encoders fed atthe forward end ofthe engine which measure: 1. the crankshat pestian, 0 thal every units crank angle i known for fue injection, ‘exhaust valve actuation, siting at admietion and cylinder lubreation injection, 2. Engine rotational speed which is ten compared te deeited speed for fuel pump dekvery setting. SESSEEESSESESE = by eee. worn | | ecua Tews] [wore PRET os Lees Cone Pana ENGINE MAN B&W Electronic Engine Control Diagram 7IMC engine showing dven Post Pump (0) and cam even Exinaust Valve ator (31) only used onthe frst 15 produetion ‘engines. They were replaced by & sige conel ave which prtermed oth functions known a te Fut Injection and Valve Activation ) valve, ‘Aftend of ME (electronic) engine [Af end of conventional MC engine hosting instead of chain di to showing Timing chain and ive to ‘camshaf, 6 miron hydraulic of ers camehan. (21), emergency hyérause ol fiter (22) ‘safety and accumulator block (23 and Hyaut oll bypass valve (25). 18 19Chapter 6 The MAN B&W ME Engine Fuel System on Bienes spe — Rates wanna rceanrenceck pene vgeacinen mij Peat 20 Unike the Suzer RT Flex engine the MAN B&W ME engine does rot operate the fuel jection on a ‘commen rll yatem. Instead solenoid operated propationing valve (the FIVA Valve) allows the. prossutised ‘ero oll under 2. fydraule Piston. This then moves the ful pump piston upwards, raising the fuel pressure and opening the Injecton valves. otum of the plunger is by means of the 8 bar pressure fuel ftom the supply pups, va the fon retin futon vale, acing fon top ofthe plunger. ‘The sitrogen filed accumulator ‘maintains the hydraulic pressure uring the operation ofthe pup. es The ME Engine Injection Profiles ‘The FIVA valve receives ts signal fom. the individual Gylinder Control Unt (CCU) ‘whi tun fed information from the Engine Contol Unit (ecu) Complete control over start and fend of Injection fs achieved incorporating deadtine (he time. between the computer ving tte command to ‘Sianistop injedion and the ‘dual even) end adhustnents for fuel quality. Higher injection proveures are achieved Compared wth the MC engine fad varus injection protles fan be. selected for eficiant ‘operation. During low speed running, smokeless. operation Js achieved by contraing the ‘ming and rate of injection tis possitle to achieve sable Funning down to 10% of MCR ‘pm, ie. 131m. ‘Ajustment ofthe fuel injection is possible through the compute interface on the Main Operation Panel (MOP) cylinder Pressure is adjustable by varying the tiring of injection and indvdual eyindr lead adjustable over the operating range by adjusting high and low load offsets Inia eynvers via the index ier ‘al as being able to set the maximum fuel setting for 2Chapter 7 The MAN B&W ME Engine Exhaust Valve Actuator MAN BAW ME ENGINE EXHAUST VALVE ACTUATOR ‘The FIVA valve which dives the actuator for each individual exhaust valve has two positions, open or closed. When fis opened by signal om te ovinder contol Lint, the hydraule os fered in and pushes the pistons upwards, hus opening the engine's exhaust valve, The pressure is permanently maintained unl the FIVA valve fs activated to allow theo undemeath th actuator piston to drain. The exhaust valve i etured tothe ‘dosed poston by the ai spring and the actuator pston returns back ta the ower poston, ‘The opening and clesing of the exhaust valve is variable for efflent operation across the whole operating range ofthe engine, Manual adjustmert ofthe exhaust valve timing allows upto 2" of retardation on opening (to adjust for fuel combustion and turbocharger efficiency) and 2 eavance (retardation on closing (0 acust compression rai) 22 Exhaust valve movement ean cong Late oarg Ean openeg ate opening e110 190 180 170 Wo 210 2m 289 Z70 aw” Pca Settaqjusting damper piston ttyaraule nuvmeasuring cone Contact ess sensor with Integrated electronics cates Inte tube ot ¥ Damper ‘AleinitChapter 8 The MAN B&W ME Engine Air Start System |W the ME engine the air tart system is simplified to that shown below. Instead of @ camshaft den, reversing a¥ stan siebutor, each air start valve is opened atthe carted tine by the engine computers sending.» signal to solenoid contalled ne (rormally closod) valves. The computer knows wien To send the signal Becauee it fecelving information 2 to the crankshaft postion fiom the angle encoders which measure cankshat postion and RPM. When the engine has resched fing speed the ‘computers shut af the ar and introduce the fel y= Ena cotra Unt Eau Sf Sante ‘ MAN B&W Electronic Engine Star Air System For a start to take place the tuning gear must be disengaged, the main starting valve must be in the sevice posiion, the electic hydraule pumpe and the speed contol lever at the manoeuvring sation must be set atthe required run positon sither ahead orastem, ‘On the engine start panel there are four buttons: Propare Stat, Siow Tum, Auto and i Run 24 Pressing the Prepare Start wil star the aurlary blowers and operate the eyinder lubricator, Pressing the Slow Tur button is usually done with the indicator cocks open to check far evidence oftaul in the cylinders. When this bution is pressed, valves 2 and 3 are ‘scbvated by the Engine Contol Unis which In turn operato valve 4, Valve 5 ia aeo ‘nerssed preventing the main alr start auiomate valve fom operating, The slow tam ‘valve opens, prescursing the ar start manifold. At ust ater TOC, the Cylinder Contol Unit for each individual eyinder operates valve 6, allowing te ar start valve to open, turning the engine slow, If the Auto bution is pressed, a normal slat sequence willbe performed. Vales 2 and 3 are activated by the Engine Carol Unis which in turn operate valve 4. Both the Iman automatic valve and the slow tuning valve wil operate, pressursing the ‘manifold. The opening of the ai lat valves ie controlled by the GGUS operating valve B at the correct te. When the correct fring epeed Is reached, the arf shut off and the fel jected, ‘The Ar Run is only availabe in “Chiot Mode" which is socaseed by entering @ password. Is sinlar tthe siow uring mode, in that the engine wil contre to run 6n ai without fuel, exzopt is running faster because the main automatic valve fs ‘pen. Thi is used to test he ai start system a to check the Tache system. Valve 7 is @ mancal isolator which Is closed when testing the air stat valves for leakage. The enaine Is prepared for tating but with he valve closed and the indestor ‘cooks open. (Al systems must be runing 26 for starting, because ft an ar sta vale is stuck open It is poesble fr the engine to ck over). An Ar Run is nated whilst listening atthe indicator cocks for leaking wt indicating leaking ai star valve. 25Chapter 9 The MAN B&W ME Cylinder Lubrication System Lette atone srtmgnd weal) ‘one oat Pests aetna Bibs oe Aor aon ovsnarigranerts oF coupuren coxrnouieo “SBER Coamcxion vse =a ' = = ates _| The Man BAW alpha cinder lutvicator consists of six, eight of ten pistons, depending on the eyinder bore, arranged radially in indhvicual eytndare, civen through a crosshead by a sorvo piston powered by the 200 bar servo o from the Pressured ral. Each lubricator piston delves od at constant pressure ftom the exer of tan trough non etum vate fo Kbveator qu mound nthe cnr ner. 26 ‘The servo piston is contoled by a solenoid operated shutie valve which either allows pressurised ol to sive the servo piston oto drain ftom the space behing the piston, allowing it elu os start poston. The slanal to the solenoid valve comes from the Cylinder Contol Unt computer hich can accurately time the jection asthe ring pack passes the injection points. [A feedback unit sends a signal proportional to the movement of the servo piston back to the contol unit. Oil is not injected every revoluton, but instead the ‘Requeney is based on engine lad and quantiy of ful injected. Pre lubrication ofthe eyinder prior to staring is selectable and varation in feed rate ‘an ensly be adjusted fo running in periods ‘The amount of of injocted calculated using an algorthm multiplied by the sulphur confer ofthe ful expressed asa pereentage. The algorithm is dependent on the BN of the eynder oll and for a 70 EN of i in tho range between 0.26 and 0.34 For example using an algorithm of 0.3 and a sulphur content of 2%, the feed rate ‘would be 0.3 *2= O6gikWh ‘The feed rate cannot be se below 0./KWh ‘This system gives a considerable saving over the older mechanical eynder Ibrieaon systems,Chapter 10 Met im Speed Common Rail Systems Medium speed engines are increasingly using common rl fel systems and electronic injection o give smokeless, economical operation over a wide load range. ‘These engines are not camshaltess: they all us the camshaf to operate the inlet and exhaust valves, ashough some employ variable ting on these by Intodvcng. an hydraulic element. Some engines use camshaft diven fuel purps fo supply a common ral The syetem below shows the principle behind the MTU commen rail system. Fuel is pressurised by two crankshat driven variable devery pumps toa common al, From the common rail its led via. an accumulator (fo damp oul pressure pulses inthe system) fo the injector. The injector Is epened atthe correct me by an eleerenicaly ‘ontroled shuttle valve from the engine management system ‘Common Rall fuel injection system rene Morazerent rane operations ‘ster 28 ‘The Wartsila Common Rail Fuel System ‘The diagram below shows the prindple of eperaton of the comman ral system for the Warsia range of medium speed engines. Tonext secumulator Accumultor \WARTSILA COMMON RAIL PRINCIPLE “Thete is one fuel pump and one accumulator for every wo cylinders. The fceumulators are connected together by @ common cl, The uel pumps are driven by ‘he camshaft and docharge to an aooumulator, The dow foe fea safety featre which automaticaly euts of injeston in case a excessive leakage 29(© 2007 RART marinediesels.co.uk Flow Fuse To injector WARTSILA COMMON RAIL PRINCIPLE [Asan electrical signal moves the shute valve downwards high pressure fuel fows to the injector needle vale. High pressure fuel slo ows tothe piston a the lop of te Injetor which hold te needke valve closed ons seat Tonext Lak aecumulator| ‘Off Injector, ‘Accumulator Fut Pump \cam WARTSILA COMMON RAIL PRINCIPLE When the shuttle vaNe reaches the lower limit of travel the top of the piston on the Injectors no longer pressurised andthe fuel pressure opens the needle valve allowing injection to take place, A the end of injecton the shule valve moves upwards, [tessursing the top ofthe piston, ensiring postive Gosing ofthe needle valve, bore finaly shutng the ol off tothe injector ask reaches the upper lint of avel as shown In drawing Not. 30 Ccranksnaft Position Sensor ‘Two sensors are provided on the Flywheel and two. on the camshaft to measure postion and speed. The computer software aisa has 2 "virtual fywhoet which takes ‘peed and poston fom the eal sensers. In normal operation the computer measures the erankshaft postion and speed fom one of the real sensors. However should 2 ‘sensor flor give a reading which is dubious the computer checks the signal against {he viual fyahee, and there is a dscrepancy, sound an alarm for that sensor and ‘wthes to Ue vitual fynteel fr engine ung. The engine can continue to operate ‘3 ong ae one ofthe fou eensore giving a slid signal Variable Inlet Valve Closing Unie thir 2 stoke cousins the medium speed engines rely on push rod activation of the inlet and exhaust valves. This usually means thatthe ting of the valves Is non variable. However, Wartsla have induced variable inlet valve closing on some of ther engines which gives the fesbilty to advance inlet valve closure at higher loads by upto 30° (Mller cj), This reduces NOx production at high loads, “The device consits of two hydraulic cyinders conected by Mo passages, the flow ough ene of those passages being cont by 8 valve, and the other by ‘the postion ‘of the heal piston sven by the cam faloner. When the iolower moves tp the slope of the cam ‘he alin the lower eyindor moves. to the upper ‘finder displacing "the push tod piston and ‘pening the valves. When the foloner ison the peak of the cam, the hydraulic Piston “is "covering the passage belwoen the Sjindors. Prete ayut ofc. When the VIC contol valve is open, the pushrod follows the fellower immediatly ‘which resuts in eary valve closure. When the contol vale is closed, the downward ‘overnent ofthe pushrod i delayed unt the piston actuated by the flower reveals the passage betweon the bro eylinder, Make up of ol is fom the main engine Lub Oil supply via @ non retun valve, Bull Up of air is prevented by an air release m the push rad hydraulic cylinder 31Chapter 11: The Savannah Express Incident ‘The Savannah Expres fsa 8400TEU 105000 ton ceplacoment container veseel bit ln 2006, She Is powered by a 12 eyinder MAN B&W KOSME-C elecroneally ted coma engine ‘The power to operate the fuel oll boosters and the exhaust valve actuators come from 200 ~250 bar hydraulic system pressurised by 4 engine ven hydraule pune wth wash plate eonirol whieh varies the delivery rate. To stat the engine two much ‘smaller electicaly driven gear type postive displacement pumps pressutse the hydraulic systom to 175 bar To tun the engine eifer ahead or astern, at least 3 _etgine driven pumps rust be available, The fe an important point. ‘The oll forthe hydraule system comes from the engine's mein LO system, ered to 6 tron, ‘The computer system consists of two networks, A and B. The two main computers at the Main Operating Panel (MOP) interface wth de engineer from where he can contol and monitor the engine and ts alarm syst, The other compitere inthe system are Engine interface Control Unts (EICU) There aro 2 uns fr redundancy, situated in the contol room. These handle the interface to extemal systems, Le. alarms, the bYidge contol system, the maneuvering speed contol signal, and the eafey system (shutdown). The Engine Control Units (ECU), These contol engine speed (ie replace the governor), running modes, and stat sequences. On the engine on the Savanah Express they were not identical, because ECU A controlled hyaraule pump 4. This Ie an important point. ‘Aundiry Conttol Unis (ACU), 3 units, These contol hydraulic pumps 1, 2, and 3 and the ausliay blowers yinder Control Units (CCU). One per oylinder. These contol the fuel injection and ‘exaust valve opening vi the Fue Injection ané Valve Activation (FIVA) valve 32 “There are two encoders fed tthe forward end ofthe engine which measure: 1." crankshaft postion, so thal every unis erank angles known for fe! injection, exhaust valve action, starting a” admission and eyinderktelcaton injection. 2. Engine rotational spoed which is then compared to desired speed for fuel pump Salve setting Enane Const Pana ons coent Ponsa cua ecus MAN B&W Electronic Engine Contro! Diagram This drawing is forthe smaller engine fitted with three engine driven hydraulic pumps. The KSEME engine has four pumps, No.4 being controlled by the Engine Control Unit A(On the KOBME engine, the main hydraulic pumpe 1, 2 and 3 are variable delivery ‘pumps wich can supply of when running in ether rection depending on the postion ‘ofthe awash plate, One pump ls set a3 the conirl pump, the other two as followers Should any of eee tree pumps postion feed back fal, te pump will go to full ‘elvery inthe ahead mode, Tis means that when the engine Is running aster, the oi ‘Seulation through the pups is reversed, and the pump can no longer presaurse the Inydraule system, ahough a rece line and non return valves ensute a flow of of ‘trough the pump. Pumps 4 is not variable contol, and either devers full vie ahead or astern, ‘depending on the postion ofthe swash plat. Hf cortzol to this pump falled, would go tothe ahead delvery poston, This is an important point, ‘The hydeautc pumps are protected by evil suction pressure alarms. However the engine computer cannet see any suction pressure, the engine wil shut down, This ie an important point. ‘On the Savannah Express, a new Chiet Engineer who had no experience on the flecronic engine (alPough hgh experienced on the conventional MAN B&W engines) joined the ship at shot notice i Hong Kong. When he jned, 3 out ofthe 4 fuction pressure alarm to the engine diven hydraulic pumps hed failed, and no pares were evalable. No, 1 hydaule pump sash plate contol sensor had also faled and the pump wes locked inthe ful delvery postion in the ahead mode. A spare ‘nas on ofder but had not arrived. A MAN B&W service engineer Visited the vesed! in Shngapore, and from him the Chief Engineer was led to believe that the suction presstre sensors were alarms only and nota eical tem. “The ship sailed (rom Singapore to Southampton. As it approached Southampton, the last hycraulle pump suction sensor faled and the engine shut down. Que o a bug in the softwere system the engine sins a's showed that there waa stachofaiure. The {Chia Engineer bella the failure wae due to 2 fault in Engine Confol Unt A, so he disabled the unit by dlsconnecting I ftom the network. Thie meant that contol ofthe ‘engine wae now ftom ECU ~ B, but becaues ECU - A contvoled hydraulle pump ‘umber 4, this pump now faled te 100% ahead dalvery mode. (The chief engineer dd ‘ot know this, beleving that both ECUs were idertica) However the engine stl did not Sart ‘The ships electrician, who had been on the ship during bulding snd sinee delivery, ‘worked out thatthe cucton pressure sensor was eral to starting the engine Used @ resistor fe ink across the sensor, thus producing a false suction pressure Signal, The engine could now be started. However belore proceeding. into Southampton the engine was only tested by blowing I over in the astern mode, Ras ‘ot run on fue. What the engineer fled to realloe was that No 4 hydraulic pump was ‘ow locked in the100% ahead delvery postion. Because number 1 hyérauie pump ‘has also in 100% ahead mode, there were only 2 hydraule pumps avaiable to presstrse the system when running astm, and the wat not suficent to power the ‘uel olf boosters (fuel pumps) and exhaust actuators, ‘When the vessel reached the swinging ground st the container terminal, and was bing ewung, ssiled by ‘wo tgs pror fo bething, the engine fled to run on fuel in the sole droston. The Chief Engneer was convinced tat tis was because of a ‘acho fale, and therefore wae tying to reset the encoders by tuning tho engine on ‘ai (his vas the correct prosedure tthe encoders had needed reseting, which thoy ‘i 34 ‘The vessel ita linkspan a the quayside causing considerable damage “The Marine Accident Investigation Branch investigated the incident and ther report ‘nd recommendations can be read on the MAIB webst ileal. 00¥.uk It is important that when testing an engine before entering pet, that 6 run on fuel in both drections and not ust tamed on a |Athough the MAI state that running the slostre startup hysraullc pumps together ‘uh the engine oven pumps may have allowed the vessel to have run inthe astern Girection, this is disputed by experts. lt may seem expedient to have an elecrea! “standby hydraulic pump withthe same capacity as one ofthe engine aiven pumps or tive in an emergency, bu each of the engine pumps absorbs Upto SOOKW, $0 tie not practical.ER QELS SSB 2) uowuuod aun Moy 2910890 "4 so 9017 -Mojs 9610) @ Jo sanen neuro pue fry 9X4 OY 'UD}aRS wo PIE 2M VR "aqhos9q "© 9 1026H1 suonsany wexq siseuiBue Ja1yg :z} 40}deyD