12 - M000081-WiCE ECS Modules & Functions-Gas

WiCE Engine Control System
1 © 2023 WinG
WiCE ECS Dual Fuel Gas
All data provided in this document are non-binding.
This data serves as informational purposes only and correct when published, however
not guaranteed and subject to change depending on the specific application.
Contents
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4 © 2022 WinGD
Control Systems Overview
Bridge
ECR
RCS AMS ESS
Engine room
iGPR Gas Feed
System
E-25 E-26
5 25 September 2023 WinGD Training Centre

Engine Control System
WinGD integrated Control Electronics / WiCE
WiCE is the engine control system, it controls all actuation, regulation directly linked to the engine like:
• Speed control
• Common rail monitoring and pressure regulation
• Injection, exhaust valve, start valve control and monitoring
• Cylinder lubrication
• Interfacing external systems via BUS
• Engine performance tuning
• Scavenge Air pressure
• Gas admission
• Engine power estimation
• Combustion control (Pmax, Pcomp, Miss-Firing and Knock detection)
• System diagnostics and failure indication

WiCE
• Each cylinder has its own Cylinder Control Unit (CCU) for all cylinder related functions
• Two redundant GaTeway Units (GTU) per engine for communication with external systems
• Two redundant Main Control Units (MCU) for speed control and other common functions
• One Main Control Units (MCU) for supply units monitoring (only X92DF)
• Two Manual Control Panel (MCP) 1 x in ECR and 1 x in Locale Control Stand, HMI

WiCE
• CCU, MCU and GTU are mounted directly on the engine and communicate with each other via
internal redundant Ethernet Ring.
• Operator can access WiCE via MCP in ECR or Local Control Stand

Remote control system / RCS
Kongsberg Maritime, Nabtesco, Wärtsilä/SAM
• RCS is the operator interface to the engine. Selectable control panels deliver following manoeuvring
commands to WiCE via redundant CAN BUS:
- Start, Brake air - Air run
- Stop - Slow turning
- Ahead - Slow turning failure reset
- Astern
• RCS processes the engine telegraph command to a speed reference signal for the Speed Controller, which
is integrated in WiCE (MCU).

Safety System
Engine Safety System / ESS
Kongsberg Maritime, Nabtesco, Wärtsilä/SAM
• Engine Safety System activates slowdowns and shutdowns in case of abnormal conditions.
• WiCE uses redundant CAN BUS communication with the Engine Safety System.
• Engine Safety System directly activates the hardwired emergency-stop solenoid to depressurize the fuel
rail.

Alarm Monitoring
Alarm monitoring system / AMS
Any possible system with class approval (Kongsberg Maritime, Wärtsilä/SAM, ABB, Siemens, Terasaki, Praxis,
etc.)
• The Alarm monitoring system receives a number of signals, divided in two groups:
• Hardwired failure signals

• WiCE failures via MOD BUS

Alarm Monitoring
Hardwired failure signals
• General failure signals:

• Leakage Alarms: Rail Unit, Supply Unit, Injection Components
• Servo Oil Flow Monitoring
• WiCE Power Supply Monitoring (via WiCE)
• Air pressures and temperatures
• Oil pressures and temperatures
• Water pressure and temperatures
• Exhaust Gas temperature
• Liner wall temperatures
• Oil Mist
• Gas detection

Alarm Monitoring
WiCE failures via MOD BUS
• WiCE failure signals are transmitted via redundant ModBUS:
• The standard WiCE execution uses Modbus interface to send failure messages to the Alarm
Monitoring System.

Alarm Monitoring
WiCE failures to the AMS:
Our WiCE engine control system constantly performs internal integrity checks and also monitors
connected sensors.
Any abnormal condition is recorded by creating an event.
All events are published to the external systems by creating a Boolean (0/1) signals, which are
grouped into several categories

Alarm Monitoring
• General signals that can be used to control mimics/indications in the AMS, these do not create
alarms
• Common Info Messages Additional info to a existing failure
• Cylinder Info Messages
• Failures that affect the engine control system overall
• Common Failures Diesel
Fuel pump Actuator fail
• Common Failures Gas
• Failures that affect one specific cylinder
• Cylinder Failures Diesel
• Cylinder Failures Gas CCU failure

Alarm Monitoring System
Minor Failures
• This type contains failures that will not cause a load reduction (slowdown) of the engine or an
engine shutdown. But they need to be investigated and rectified at the next opportunity in order to
restore normal condition.
Major Failures
• This type contains failures that cause a load reduction and/or an engine shutdown.
Major failures are divided in 2 sub-groups
• The SLD (slowdown) sub-group consists of failures that cause one cylinder to go offline. A slowdown is
then requested via the AMS.
• The SHD (shutdown) sub-group consists of critical engine failures that inhibit further engine operation. A
shutdown is requested directly from the engine safety system (which is part of the PCS) while fuel
injection is already suspended by WiCE.

Alarm Monitoring System
Gas Interlock
• Dedicated minor and major failures will create a gas interlock. At this point it is not possible to start
a gas transfer. They need to be investigated and rectified in order to transfer to gas mode.
Gas Trip
• Dedicated minor and major failures will create a gas trip. The main engine will trip immediately to
diesel. The gas trip occurs also if the main engine is in transfer mode between diesel and gas. The
gas trip alarm may be deactivated after the event. For this reason the history is needed to find out
the root cause.

Power Supply

Power Supply

Power Supply

Communication
Bus systems used on WiCE
• Ethernet Ring (internal)

• CANopen (e.g. PCS)
• Modbus RTU (AMS)
• Modbus TCP (DCM)
• SSI Bus (crank angle ACM-20 to MCU)

Communication
BUS cables
• WinGD CANBUS connection

RED = CAN High
BLUE = CAN Low
• Kongsberg CANBUS connection
BLUE = CAN High
RED = CAN Low
• Cable types:
• CAN
• BUS 120Ω
• DATA
For all bus communications: CAN MOD and SSI bus

and also for the Ethernet rings we use the same
cable spec.

Communication
Terminating resistors
Every CAN, SSI and Modbus RTU cable is
terminated by 2 x 120 resistor, installed to
avoid signal reflection.

Communication
Overview

Communication
Ethernet ring
Case C Case A Case B

(NORMAL
CASE)
If engine In Case of The Logic
operates with Hardware inside the CCU
Type Description Display Information a CCU is failure the will open the
warning Ethernet ring 2 left link down E:L2 Check the wiring of the Ethernet Ring #2. TRX- removed, the CCU will Switch as
L2 to the neighbour control module
warning Ethernet ring 2 right link down E:R2 Check the wiring of the Ethernet Ring #2. TRX-
Ethernet ring disconnect mentioned in
R2 to the neighbour control module needs to be itself and Case A
warning Ethernet ring 1 left link down E:L1 Check the wiring of the Ethernet Ring #1. TRX-
closed close the
L1 to the neighbour control module
warning Ethernet ring 1 right link down E:R1 Check the wiring of the Ethernet Ring #1. TRX- Ethernet
R1 to the neighbour control module Ring

WiCE Modules

WiCE Module ProDisplay
• Touch screen display for emergency operation without remote control system at two locations
• Diesel and Gas (if applicable) control available at the panel
• Main buttons are always available (start, stop, auxiliary blower control, control position change,..)
• Adjustment of speed / fuel command by external dedicated fuel dial.
• Key engine parameter monitoring including trending function.
• Access to basic user parameter e.g. Cyl. Lub. Feed Rate
27 © 2020 WinGD Footer

WiCE Modules
Box Number Module Plug ID1 ID2 ID3 ID4 ID5 GRND
E27.1 MCU#01 X35 X X
E27.2 MCU#02 X35 X X
E27.3 MCU#03 X35 X X X
E90 GTU#1 X11 X X
E90 GTU#2 X11 X X
E95.01 CCU#01 X43 X X
E95.02 CCU#02 X43 X X
E95.03 CCU#03 X43 X X X
E95.04 CCU#04 X43 X X
E95.05 CCU#05 X43 X X X
E95.06 CCU#06 X43 X X X
E95.07 CCU#07 X43 X X X X
E95.08 CCU#08 X43 X X
E95.09 CCU#09 X43 X X X
E95.10 CCU#10 X43 X X X
E95.11 CCU#11 X43 X X X X
E95.12 CCU#12 X43 X X X

Modules
MCU / Main Control Unit
• Interface with common sensors and actuators

• Centralized control for essential functions
used in pairs (2 x engine), located in E27.x
electrical cabinets
• Redundant functions / sensors distributed to
both MCUs
• MCU#3 for monitoring Supply unit

Modules
MCU #1 & #2

Modules
MCU #3

Modules
MCU

Modules
GTU GaTeway Unit
• Interface between WiCE and external systems

• 2 units per engine
• Located in E90

Modules
GTU data transmission to/from External control system

Modules
CCU (Cylinder Control Unit)
• Related to mainly cylinder-specific functions

• 1 x cylinder, located in the E95.xy cabinet

Modules
CCU

Modules
High power / noisy signals:
CCU Power
PWM
Rail valves
• WiCE system is built on

multifunctional electronic Units
• One CCU per cylinder is mounted
inside the rail unit.
• The Units communicate with each
other on the single failure
redundant fast Ethernet Ring #1
• The internal Unit layout and the
cable trays in the rail unit separate
circuits with high EMC noise, like
power cables or pulsed current
lines (PWM, rail valves) from
sensitive low power lines like BUS
cables and sensors.
Low signals:
BUSses and sensors

Modules
CCU Hardware I/O
• The high/pulsed power plugs are located on the

upper side of the CCU.

Modules
CCU Hardware I/O
CCU Hardware I/O
• The Low/Communication plugs are located on the

lower side of the CCU.

Modules
The internal CCU functions within WiCE can be separated in two groups:
• Cylinder Related Functions
• Common Functions

CCU Functions
Cylinder related functions Diesel
Cylinder lubrication
Cylinder Pressure Sensor

Exhaust valve
position sensor
Injection
control Unit
Liner Wall
Temperature Sensors
Exhaust Valve Starting Pilot

Control Unit Valve

CCU Functions
Cylinder functions GAS
Gas admission valves
Knock sensor
Cylinder Lub Oil

Low BN On / High BN On
Position sensors
Gas admission valve

Pilot fuel injectors Position sensors

CCU Functions
Cylinder related functions

CCU Functions
Common functions / Signals

CCU Functions
Common functions / Signals Pilot fuel Inlet Press (PT3464C)
Pilot fuel Inlet Temp. (TE3464C)
CCU CCU CCU CCU CCU

#1 #2 #3 #4 #5
Deviation Alarm:
More than
Pilot fuel Rail 300bar
Fuel Rail 50bar
Servo Oil Rail 40bar

Pilot Fuel Pump
FCV (CV7239C)
1 2 3
Servo Oil Pumps (PWM current 0-2,2A)
Fuel pump Actuators (control setpoint)

1 2 3 4

Module failures Codes
Type Description Display
warning Ethernet ring 2 left link down E:L2
warning Ethernet ring 2 right link down E:R2
warning Ethernet ring 1 left link down E:L1
warning Ethernet ring 1 right link down E:R1
info USM state "Ready" SM:R
info USM state "Initialization" SM:I
error USM state "Failsafe" SM:F
error wingd-2-stroke: Application version mismatch 1003
error wingd-2-stroke: Parameter hash mismatch 1002
error wingd-2-stroke: Datamap CRC mismatch 1001
error ecs-state-control: Fnd or ecs-state-control configuration missing 952
error ecs-state-control: Fnd or ecs-state-control configuration invalid 951
error ecs-state-control: initialization failed 950
error production test image started B:PR
info rescue started B:RE
info config update initiated U:CF
info software update initiated U:SW
info push single update initiated U:SI
info push compound update initiated U:CO
info pull update check initiated U:PU
info Compound software and config image check initiated (GTU/MCU) U:CK
info eth ring bring-up initiated B:RI

Crank Angle Detection
ACM-20
• Sensor A & B as well as CAS Ref. Signal 24VDC power supply from MCU #1
#1 (close to BDC) are connected to ACM-
20 #1
• Sensor C & D as well as CAS Ref. Signal

#2 (close to TDC) are connected to ACM-
20 #2
• All sensors are of the same type

(interchangeable)
24VDC power supply from MCU #2
• ACM generates a 12bit SSI frame and
sends it to MCU via the SSI bus
• Power source for the ACM is the MCU

ACM-20 / MCU
• MCU read those bit frames
from the SSI BUS and
applies the offset from the
measured to the actual CA
0°of Cylinder #1
• Via Ethernet Ring #2 the

Crank angle is send to all
CCU and both GTU
• For Engines with E75 the

SSI Bus is terminated at
the FSM
• The CAN BUS is used to

program ACM-20.

CA sensor on Gear wheel
• Without traditional cam shaft it is necessary to measure the actual crank angle electronically.
• The crank angle sensors have a relative angle resolution, therefore the exact crank angle value is
not present immediately after powering up WiCE and needs to be determined
• In case of a Black Out, UPS will supply power to ACM via MCU and therefore the crank angle
reading will not be lost.
• In case that UPS 24VDC is lost as well, the crank angle will be lost and has to be determined again
after WiCE has been rebooted.

Crank angle Learning
• The last known crank angle is stored in ACM as long as its powered on.
• At engine start, the stored crank angle is used.
• If the crank angle is lost, the engine start is not possible.
• Crank angle can only be lost (Both CA system fail), if:
 MCU/ACM 1 & 2 are rebooted
 Total power lost: 230AC and 24DC from UPS
 Both ACM modules fail
 Both CA signals fail (e.g. by pick up sensors fault) or Both CA and TDC High shift
• In order to restore the crank angle the following procedure needs to be done:
 Open all Indicator cocks/relief valves
 Engage Turning gear
 Turn crank shaft AH or AS until either the TDC or BDC mark is passing the respective sensor
 The absolute crank angle is now available.

Fuel Pressure Control

Fuel pressure control
Example:
Rail pressure varies over engine load.
 Low load: High pressure to optimize Combustion (reduce smoke)

 Part load: Low pressure to comply with IMO emission regulations
 Service load: High pressure to optimize fuel consumption
Starting
• The engine starts with air run

• Actuators remain at “5%” - fuel rail pressure raise.
• Air cut off at 18 rpm (default setting) within 6 seconds.
• Starting state
• Engine will use fix Fuel Cmd of 18 %
• At a minimum of 450bar rail pressure (Setpoint 700 bar ), fuel will be injected into the next cylinder
according to the firing order.
• After 3 seconds PID controller will respond to the given Fuel command.
• Actuator setpoint depends on the pressure in the rail.
• At a certain speed the engine will change the state to: “Engine Running” and will adjust the fuel rail
pressure acc. engine tuning.

Engine Running
• The two pressure transmitters on the fuel rail deliver the current pressure value to WiCE. For faster response of the
dynamic pressure regulation, any change of the fuel command for the speed control is additionally transmitted as feed
forward to the control loop
• WiCE calculates the necessary rail pressure and the corresponding output signal to the actuators (4-20 mA signal)
• The fuel pumps charge up the fuel rail pressure via direct to the fuel rail, depending on the engine type
• The resulting pressure in the fuel rail depends on the quantity of fuel delivered by the supply unit and the amount of
fuel injected
Command to Actuators
CCU

Shutdown
A shutdown from the ESS is performed as follows:
• The ESS energizes the solenoid Valve (ZV7061S) and the fuel rail will be depressurized
• WiCE sends 4mA to the fuel actuator, the fuel rack will go to zero.
• No more fuel will be delivered to the rail unit.
• Fuel command is set to zero by WiCE to stop immediately any injection on ICUs

Injection Control CCU
Injection control
Each CCU calculates the necessary injection timing for its

own cylinder by processing the crank angle, speed and the
fuel command received from MCU via Ethernet ring #1
Normal operation
Some degrees before the piston reaches TDC, CCU calculates the correct injection begin angle, taking VIT and
FQS into consideration.
Further, based on previous cycles, a deadtime is calculated to compensate the delay 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 movement fuel quantity piston.
The fuel quantity sensor gives a feedback of the fuel quantity piston position, which is in relation of the
amount of injected fuel.
This is compared with the fuel command. Injection begin and end are triggered by the corresponding CCU.

Injection Control
Volumetric Controlled Injection
Injection begin
• Degrees before TDC the CCU calculates the correct the injection begin angle, taking VIT and FQS into
consideration.
• The deadtime, which is the time between the inject command and the actual injection begin is measured
and the trigger of the injection will be advanced accordingly.
Injection duration
• The fuel quantity sensor gives a feedback of the movement of the fuel quantity piston, which is in relation
of the amount of injected fuel.
• This is compared with the fuel command.
End of injection
• When a calculated position of the FQ is reached, the CCU stops the energising of the rail valves, they now
switch to the default position.
• Before the fuel quantity piston stops moving, a second delay (overshoot) appears.
• This delay is measured and compensated to inject the exact required amount of fuel.
• After the injection control valves have closed the fuel supply to the injectors, the fuel quantity piston moves
back to its initial position.

Injection Control Unit
Schematic Layout of an Injection control Unit

Injection Curve
Injection dead times:
Injection cmd time
Injection return
overshoot
Injection begin dead

time
Injection return Inj. Qty Feedback :
dead time Fuel command signal
Injection signal
begin dead time Begin of injection
threshold =4%

Injection quantity piston
begin of movement
Injection command Injection stop command
The red curve shows a simplified injection curve, measured by the fuel quantity sensor during one injection.
The blue curve(Injection cmd time) shows the command between the injection and return commands to the rail valve.
After an initial quantity piston movement of 4% the ramp is considered as injection. The time elapsed between the
injection command and this point is the “Injection begin deadtime”.
After the return command the piston movement still continues until the end of the return deadtime. This maximum
injection value (Injection Qty feedback)is used by WiCE for actual fuel command processing.

Single Nozzle Control
Low load Operation
• At low engine load WiCE cuts out one or two of the three injection
valves per cylinder.
• This is used to avoid smoke emission and to reduce fuel consumption.
• To inject a certain fuel volume with one nozzle takes longer than with
2 nozzles. This longer injecting time allows a larger part of the fuel to
be injected with a controlled pressure and improves the atomization
for an optimized Combustion.
• To avoid thermal stress to cylinder liners, the active nozzles are changed every 20 minutes. Switching
from one nozzle to another is done with a 20 seconds time delay between cylinders to prevent smoke
emission due to “cold” fuel injected through the new active hot nozzle.

FQS, VIT
FQS
These functions are known from the earlier engines: (RND-M, RL, RTA and RT-flex)
• FQS: Fuel Quality Setting

Manual offset for the injection timing to compensate eventual lower calorific value of the
fuel
• VIT: Variable Injection Timing

Advance / retard injection according to engine load to reduce fuel consumption at part
load.
• The injection angles for our electronic controlled engines are related to the crank angle (CA)
between 0°- 359°:
advanced (-) => higher combustion pressure
retarded (+) => lower combustion pressure

VIT 2.0
Charge air pressure at CMCR

Variable Injecting Timing
1.0
IT A Angle [°CA]
IT A
0.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2
• The VIT angle calculation IT D depends on -1.0
charge air pressure IT A -2.0
engine speed IT B -3.0

Charge Air Pressure [-]
fuel rail pressure IT C
4.0
3.0
• IT A is the charge air pressure (dimensionless / %) IT B
IT B Angle [°CA]
2.0
Engine speed at CMCR
1.0
• IT B is the engine speed (%) 0.0
0 10 20 30 40 50 60 70 80 90 100 110 120
-1.0
• IT C is the fuel rail pressure (bar) -2.0
Engine Speed [%]
• At CMCR all IT angles are at 0° 4.0
3.0 Fuel Rail pressure at CMCR
IT C Angle [°CA]
2.0 IT C
1.0
0.0
-1.0 0 200 400 600 800 1000 1200 1400 1600
-2.0
-3.0
-4.0
Fuel Rail Pressure [bar]

Servo Oil Pressure Control

Servo Oil Pressure Control
Servo oil pressure
250
• The servo oil rail pressure is depending on engine load. 200
• At part load the pressure is reduced to adjust the 150
opening speed of the exhaust valve against the 100

lower remaining gas pressure in the cylinder
50
• Each servo oil pump is controlled by a
different CCU 0
0 50 75 100 130
• A pulse-width modulated (PWM) current signal is supplied to the solenoid of the pumps. This signal is
setting the output of the axial piston pumps to maintain the required servo oil rail pressure
Servo oil pressure

Breakpoint 1 2 3 4 5
Load (%) 0 50 75 100 130
Pressure (bar) 120 150 190 225 225

Exhaust Valve Control
Functional description
The exhaust valve is opened by servo oil pressure and closed by an air spring.
The actuation is done by VCU. The stroke of the valve spindle is measured with one analogue position
sensor delivering the 4-20mA feedback to WiCE.
Slide rod VCU Piston
VCU rail valve

Detailed functional description
• The Exhaust valve opening angle is calculated every cycle in each CCU.
• according to measured crank angle, nominal opening angle and VEO (Variable Exhaust valve Opening)
• The VCU rail valves are triggered to the “Open” position. Servo oil pressure operates the slide rod which
supplies the servo oil to the space below the VCU piston. The VCU piston compresses the oil in the
actuator pipe, which finally opens the exhaust valve.

Detailed functional description
• The time between the “Open” command and the initial movement of the spindle is measured. It is called
opening deadtime
• This deadtime will be considered by switching the rail valve a little earlier for compensation of hydraulic
and mechanic delays
• Analogue to the above mentioned, the valve closing angle is determined and controlled by the CCU
including the VEC (Variable Exhaust valve Closing) and a closing deadtime

Signal
20mA Exhaust Valve Exhaust Valve

open closed
15%
Opening dead time Closing dead time
0mA Time
1
0
Opening Command Closing Command
Wice considers the Exhaust valve as open after 15% of opening stroke (EXH valve opening angle).
The Exhaust valve is considered as closed after 85% of its stroke (EXH valve closing angle).
Therefore, the “Exhaust valve close deadtime” is much longer than “Exhaust valve open deadtime”.

VEO, VEC
5
VEC
VEC: Variable Exhaust-valve Closing 0

-5 0 10 20 30 40 50 60 70 80 90 100 110 120
VEC Angle [°CA]

Adopting compression pressure to keep the firing -10
-15
ratio (Pmax / Pcompr) within permitted range during -20
advanced injection. -25

-30
-35
Engine Speed [%]
VEO: Variable Exhaust-valve Opening
20
Keeps the exhaust gas pressure blowback constant by VEO
VEO Angle [°CA]

15
earlier valve opening at higher speed for fuel economy 10
and less deposits at piston underside. 5
0
0 10 20 30 40 50 60 70 80 90 100 110 120
-5
Engine Speed [%]
VEC and VEO are calculated by WiCE and can not be changed or turned off by the user !

Starting Valve Control
• The automatic starting valve is activated by solenoids ZV7013C and
ZV7014C via MCU #1 and MCU #2, if the remote control sends a
START signal over the BUS
• The opening and closing of the starting pilot valves are controlled by
the corresponding CCU, depending on the crank angle
• The nominal opening angle is 5°, closing at 110°
• On engines with a large number of cylinders the closing angle can

be reduced in order to save starting air
• For slow turning the starting pilot valve will be operated by pulsing
signals.
• Additionally an air run signal enables to blow the engine with

starting air in Ahead direction.

Start Air Valve Control
G
T
U
M
C
U
1
M
C
U
2 #12 ●●● ●●● #03 #02 #01

Gas System
Overview Gas System

Gas System
Overview Gas System, Pnumatic valves

Pilot Fuel Rail Pressure Control
Pilot fuel rail pressure
Pressure Sensors
Diviation #1 #2
CCU 1
Alarm: More
than 300bar Average Fuel pump flow
PID control valve
controller
Pilot Fuel pressure set point
Engine power

Gas Rail Valves
Gas pressure control and
iGPR
Gas valves control
Functions: Gas pressure

Exhaust side I
P
• Filling PT3597C
Vent
Valve
• Venting Gas Shut
Gas Gas
CV7287C
Off Valve
• Degasing VENT Exhaust Side
VALVE CV7292C
Admission
Valve
Admission
Valve
• Shut off
CV7541-48C CV7541-48C
CV7289C
Cylinder Cylinder
P
#1 #n
Vent
Valve
Gas Shut Gas Gas CV7286C
Off Valve Admission Admission
Fuel Side Valve Valve
CV7291C CV7501-08C CV7501-08C
Gas pressure
P Fuel side
I PT3595C

iGPR
Introduction
• ‘iGPR’ integrated Gas Pressure Regulation

• Arranged directly on the engine.
• Same functions as the GVU in the previous
design.
• Additional LDU on iGPR

iGPR
Functions
Main functions:
• Gas pressure control
• Gas flow measurement (with Coriolis flow meter)
• Gas filtration (with gas strainer to avoid large particles from entering the system 50microns)
• Manual operation of valves for commissioning and troubleshooting
• Automatic leak test of gas system including all valves
• Gas shut-off and degassing
• Transfer preparations:
• Automatic leak test of iGPR
• Flushing
• Pressure stabilization
• Inerting of system with N2:
• Inerting of engine and iGPR
• Inerting of feed pipe before iGPR (depending on installation)

iGPR
Overview page 1st Execution
• Main iGPR LDU page.

• All gas related valves are displayed in this
page, including their feedbacks (black
colour = valve closed),
• Enclosure underpressure value,
• Engine and iGPR states,
• Failure acknowledgment button (found in
all pages for ease of access).
• Failure acknowledgment button is also
available on RCS

iGPR
Overview page present execution
• Main iGPR LDU page.

• All gas related valves are displayed in this
page, including their feedbacks (black
colour = valve closed),
• Enclosure underpressure value,
• Engine and iGPR states,
• Failure acknowledgment button (found in
all pages for ease of access).
• Failure acknowledgment button is also
available on RCS

iGPR
Valve monitoring page
• All gas valves are equipped with feedback

sensors,
• For safety reason:
• All shut off valves are by default Normaly
closed
• All Vent valves are Normaly open
• The status field will change from OK to Not
OK in case the feedback of a valve does
not match with the expected state, within 5
seconds.

iGPR
Gas Pressure Regulation page
• Transfer Process indication,

• Gas pressure against setpoint,
• Varibel actuator command,
• Gas Mode Condition page includes all
necessary preconditions for gas transfer.

iGPR
Manual Operation page
• Manual valve operation allows the manual

movement of valves for commissioning and
maintenance,
• For ease of use, all the required conditions
to enable manual mode are included in the
“Manual Mode Conditions” subpage.

iGPR
Manual Leakage Test page
• This function allows to verify the integrity of

piping section in question,
• 4 separate segments are possible for
testing,
• Each test lasts 1000 Seconds ≈ 17Min,
• If the pressure drop in the pipe segment is
more than a predefined threshold of
350mbar, the test is failed,
• The leak test conditions as well as the
sealing oil activation are in a separate sub-
page «Gas Leak Test Request Conditions».

iGPR
Gas Leak Test Request Conditions page
• The engine leakage tests require the GAVs

to be sealed (Sealing oil).
• Servo oil service pump (Auxilliary) and
sealing oil valve need to be energized.
• Both of the above can be done from this
page,
• If all the conditions displayed on the right
are fulfilled (green LEDs) then «OK» will be
displayed in the Manual Leakage Test
page.

Gas Pressure
Control Gas fuel rail pressure, Exhaust side
PT3597C
Gas fuel rail pressure, Fuel side

PT3595C
iGPR MCM
Average value
iGPR
4~20 mA
Gas pressure set PID

Engine power
point controller iGPR gas pressure
8.0
Gas D-presure set point
control valve
Scavenge Air
7.0
6.0
pressure 5.0
WiCE to iGPR via CAN

bar
4.0
3.0
2.0
1.0
0.0
0 20 40 60 80 100 120 140
Engine power, %

Gas Pressure
Set-point
• Gas delta pressure = (gas admission

pressure) - (scavenge air pressure)
• This maximum achievable pressure is
limited by the pressure from FGSS!

Scavenge air pressure
Control
• 2-S DF engines are equipped Exhaust Waste-Gate (EWG)
with an exhaust gas waste-gate
p6
valve, which is controlled
Turbine
electronically.
t1
• The position of the valve is set Air receiver p3 t3
automatically for reaching a Compressor
desired air receiver pressure.
p1
• When the valve is completely

closed, maximum Charge air
pressure can be achieved.

Air/Fuel ratio
Values are indicative
• The air receiver pressure is directly

related to the air density in the cylinder Maximum air capability
and so to air amount which can be
trapped.
Air/fuel ratio limited
• In Gas mode, at low/medium load range, by turbocharger
in order to improve the charge reactivity,
the air/fuel ratio is reduced by opening
the Exhaust Waste Gate.
Reduced air/fuel ratio
• In Diesel Mode the Exhaust Waste Gate in the low load range
to ensure ignition
is always closed.

Control Scavenge Air
Turbo charger
speed
PT4043C
Receiver PT4044C
MCU 1 & 2
Maximum
MCU 1 I/P Exhaust Gas
Engine power Scavenge air Waste Gate
pressure set point PI Converter
Engine speed
Scavenge Air Pressure set point
Controller
3000
2500
2000
Pscav. mbar
1500
1000 Scavenge Air Pressure set

130 point
100
Engine Power, %
500 80
70
0 3000 40
0 46 63 67 74 25
79 2500
89 91 93 97 0
100 106 109
2000
Engine speed, %
Pscav. mbar
1500
1000 130
100
Engine Power, %
500 80
70
0 40
0 46 63 67 74 25
79 89 91 93 97 0
100 106 109
Engine speed, %
Operating Mode

Compression pressure balancing
Cylinder Exhaust Valve
pressure Close Angle
Compression
Pressure Evaluation
Integrator ∑
Exhaust Valve
-
+ Control
Average
Pcomp Manual Closing
CCU
offsets if ICC off
VEC
Manual Switch
ON/OFF

Combustion Process
Lean burn
• DF follows the lean burn scheme.

• An ignition is initiated by injecting a pilot diesel oil, giving
an ignition source for the main fuel charge (gas-air
mixture) in the cylinder
• At high loads the misfiring limit is getting closer to the
knocking limit, which means that the Useful operating
window is decreasing
• One of the key measures is to control the combustion
process individually in each cylinder, in order to stay
within the operating window and have optimal
performance for all cylinders.

Combustion Process
Dynamic Combustion Control
• The Dynamic Combustion Control (DCC) function ensures that even under hot ambient conditions
(Tropical conditions) and /or when running on gas with a low Methane Number, the full rated
engine power can be achieved in gas mode (Tier III).
• If critical cylinder pressures are reached at high engine loads, a small additional quantity of liquid
fuel is injected with the main fuel injectors.
• DCC will not be activated in Fuel sharing mode
• While DCC is active, also HFO can be used. However, when DCC is not required anymore, a gas trip
is released if the fuel system is still running on HFO, in order to prevent the fuel system of being
filled with HFO without circulation.

Combustion Process
Impact of ambient conditions
• The maximum power output of high BMEP rated X-DF Estimated power limits
engines may be limited by ambient conditions (suction
temperature/humidity) 30% relative
humidity (typical)
• High ambient temperatures lead to loss in scavenging 100
performance, which may change the effective air/fuel ratio
Engine power [%]

~85
(‘lambda’) to a critical level
~70
• Main parameters influencing the power limit:
60% relative
• Inlet air temperature (T/C performance) humidity (worst
case example)
• Scavenge air temperature (Density)
• Humidity
25 ~30 ~35 45
• Accurate prediction of limits are not possible, as they ‘ISO’
TC suction temp [°C]
heavily depending on TC efficiency etc.

Combustion Process
Dynamic Combustion Control
• DCC is triggered when the firing pressure limit DCC activated

is reached at high load in tropical conditions
Firing pressures [bar]

and /or low methane number
• A amount of Fuel up to 14% will be injected
Diesel share
• Usually below 10 %
Max. ratio
• In DCC mode, the Engine complies with Tier III

Engine load [%] 100
• Standard on all X-DF engines
Min. ratio ~4%
• Can not be deactivated for Safety reason (high Worst condition

firing pressure) Marginal condition

Gas Admission
Gas admission
Maximum possible
admission angle (280°)
300
290
280
270
260
Gas admission duration 250
240
230
220
Start angle of Gas (240°) 0
46
admission at 40% engine 63
power and 100% speed. 67
74
79
89
91
93
97
100

Gas Admission
Gas Gas
admission admission Ignition
start end
200 16
PCYL2 Gas
PCYL2 Diesel
180 14
351 deg 160 12
Heat release rate [%/deg]

Cylinder pressure [bar]
140 10
120 8
100 6
Pilot
80 4
60 2
40 0
20 -2
240 deg 272 deg 0 -4

-20 -10 0 10 20 30 40-20 -10 0 10 20 30 40
Crank Angle [deg] Crank Angle [deg]

Gas Admission
Control Combustion
Air
ECS
Pilot injection
CCU
Open@angle
GAVs
Auto quantity offset
(balancing)
GAS
Close: duration
MCU Shaft Power Propeller Power

demand
Engine speed Engine Speed
set point
Controller (PID)

Ignition
Pilot fuel injection ECS
Air Combustion
CCU
GAS
Timing
Pilot injectors
Engine speed Pilot fuel injection timing
Angle
Engine power
0.0
-2.0
INJECTION ANGLE. DGR

-4.0
-6.0
Fuel mode
-8.0
100
-10.0 80
-12.0 70
0
46 40
63
67
74 25
79
89
91
93 0
97
100
Engine power
Duration
Duration
Fuel mode

Combustion
Misfiring in Gas
Prevention
• Air/fuel ratio (Tuning):
• Scavenge air pressure control
• Gas pressure control
• Gas admission control
• Pilot fuel injection
Detection
• Difference between BMEP and IMEP for every cylinder and cycle
• Counts Missfiring cycles for each cylinder and whole engine over a window of 6 cycles.
• 3 Missfiring on same Cylinder and/or 5 MF on the entire Engine.
Actions
• Gas trip

Combustion
Missfiring detection Combustion Cylinder pressure
MF-detection
THRESHOLD
IMEP
6000
5000
4000
IMEP, MBAR
3000
2000
1000
0
0 2000 4000 6000 8000 10000 12000
BMEP, MBAR
Shaft Power BMEP

1. Max engine
power
2. Cylinder MF counter
Volume Cylinder N
Engine speed
3. Number of Gas Trip
cylinders
Engine

Combustion
Firing pressure balancing
Cylinder Gas admission
pressure duration
Firing
Pressure Evaluation
Integrator
-
+ Gas admission
Average Pfiring control
Fuel command
Gas

Combustion
Normal combustion
Knock Monitoring 180
160
140
120
100
80
60
40
20
0
Knocking combustion Main combustion

180
160
140
120 Self-ignition spots
100
80
60
40
20
0

Redundancy
CCU
• If a CCU fails or being switched off, ALL its functions will fail and the corresponding cylinder is cut off.
All other cylinders remain operative.
• Any CCU can be exchanged with a new one from Stock.
• The respective software and parameters are stored in all Units (modules).
• The SW will be downloaded from GTU#1 to the CCU automatically.
• Engine is not necessary to be stopped
• Note: Never switch off the complete control system to replace a single module. A new module must be
connected to a running system to start the correct software and configuration image update if needed. The
other GTU and MCUs must run to get the update to the new installed module.

Redundancy
GTU before Appl. SW 3.4.0
• If an GTU fails or being switched off, all its function are lost
• If GTU#1 fails, Install GTU #2 in its place and put the new GTU on the place of GTU#2
• The respective software and parameters are stored in all Units (modules)
• GTU#1 will download the software on the new GTU#2
• Engine does not need to be stopped if GTU#1 is up and running

Redundancy
GTU from Appl. SW 3.4.0 (as per Feb.23 Latest SW is 3.7.1)
• If an GTU fails or being switched off, all its function are lost
• Any GTU can be exchanged with a new one from Stock
• The respective software and parameters are stored in all Units (modules)
• The avaliable GTU will download the software on the new GTU
• Engine does not need to be stopped.

Redundancy
MCU
• If an MCU fails or being switched off, all its function are lost
• Any MCU can be exchanged with a new one from Stock.
• The respective software and parameters are stored in all Units (modules).
• The SW will be downloaded from GTU#1 to MCU automatically
• If MCU#1 fails, the Speed controller will be lost.
• Engine does not need to be stopped

Redundancy
System
• Ethernet Ring “System” (#1) and Ethernet Ring “CA” (#2)
In case the Ethernet ring is broken on one point, the signal will go the other way around. Engine operation is
not interrupted.
• CANopen or RS 485 (modBus or SSI BUS)
If redundancy is specified, two Busses will be always active.
Engine operation is not interrupted, in the event of one bus line failure.
• WiCE power supply
All Units have redundant power supplies.

Redundancy
Sensor
Vital sensors and transmitters are existing twice, their values are compared and then used for
controlling the engine. If one sensor fails, WiCE indicates the specific sensor failure and continues to
work with the remaining one. Condition: >2mA/<22mA
• Fuel quantity sensor
With a damaged fuel quantity sensor, the corresponding CCU uses the average injection begin
deadtime from all other cylinders to calculate the injection begin angle and injection quantity is
controlled by time (Time control mode) with ICU quantity piston speed.
• Exhaust valve position sensor
Each exhaust valve has one position sensors. If it fails, the corresponding CCU controls the exhaust
opening and closing valve angles with the average opening and closing time from all other
cylinders.

Redundancy
Pumps
• Fuel pumps actuators

If a fuel pump actuator failed, the connected regulating linkage(s) has to be blocked manually in a
suitable position. The remaining actuator(s) are compensating as much as possible. The fuel
pressure control valve limits the rail pressure to 1050 bar
• Fuel pumps
A damaged fuel pumps need to be lifted up with the respective tool and the other pumps need to
deliver a higher output. Load will be restricted.
• Servo oil pumps

With one damaged servo oil pump the engine remains 100% operational.

Redundancy
Others
• Shut down and Emergency Stop

• With fuel shutdown valve or the emergency stop solenoid damaged, Shutdown / emergency stop
commands are processed by only blocking injections commands and triggering fuel actuator output to
zero by WiCE. Stopping the engine is always possible.
• Remote Control / Speed Control System
• With remote- or speed control out-of-order, the engine can still be operated in fuel control mode from the
back-up panel in the engine control room or from the local control panel
• As long as MCU#1 is operational, the MCP allow fuel control mode and also speed control mode from the
manual control panels.

Disclaimer
The intellectual property rights of this work are owned and managed by
Winterthur Gas & Diesel (WinGD) and are protected both nationally and
internationally according to related laws such as copyright law.
• All rights to this training content are owned by WinGD.

• This content is for personal learning and non-commercial use only.
• The content may not be modified or reproduced, except for personal use.
• Information provided during training may differ from the Instruction Manuals,
by default, the Instruction Manuals must be followed.
• Conducted trainings are only delivered by WinGD and WinGD's authorized
Training Partners.
• Use of training content at own will, without the prior written consent of WinGD,
may lead to legal action.
• Training content is provided for the convenience of trainees, it does not give
intellectual property rights to the user.

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• Hardwired failure signals

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• General failure signals:

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• WiCE failure signals are transmitted via redundant ModBUS:

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• Ethernet Ring (internal)

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• WinGD CANBUS connection

For all bus communications: CAN MOD and SSI bus

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Case C Case A Case B

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27 © 2020 WinGD Footer

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• Interface with common sensors and actuators

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• Interface between WiCE and external systems

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• Related to mainly cylinder-specific functions

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• WiCE system is built on

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• The high/pulsed power plugs are located on the

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CCU Hardware I/O

• The Low/Communication plugs are located on the

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• Cylinder Related Functions

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Cylinder Pressure Sensor

Exhaust Valve Starting Pilot

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Gas admission valves