PDVMARINA RTflx50 PDF

Sulzer RT-FLEX
Overview
RT-flex Technology
RT-flex Introduction Course
For Wrtsil Service Engineers, Ship-board Engineers
and Engine Builders Personnel.
(Precondition: Understanding of Sulzer RTA engines.)
WCH-ED
RT-flex50_full_pres_kit_Nov_04
Sulzer RT-FLEX
Chapters of the course
A. Introduction
B. Mechanical
C. Hydraulic
D. Control System: WECS-9520
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Sulzer RT-FLEX
Introduction
What is RT-flex Common Rail ?

- Supply unit for high pressure fuel and hydraulic oil
- Rail unit for control of injection and exhaust valve operation
- Computerized control system
Advantages
+ Reduced fuel consumption, even with low NOx
+ Low minimal RPM (~ 12 % of CMCR)
+ No smoke at low load and part load
+ Potential for innovative technology upgrades
+ Some components are small and handy
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Sulzer RT-FLEX
Introduction
Size 0:
Size I:
Size II:
Size III:
Size IV:
WCH-ED
RT-flex50
RT-flex58T-B
RT-flex60C
RT-flex68T-B
RT-flex82
RT-flex84T-D
RT-flex96C
RT-flex50 / RTA50
More Power for
Handymax Bulkers,
Panamax Bulkers + Tankers,
Product Tankers and
Container Vessels.
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Sulzer RT-flex50
Mechanical
Engine parameters
High reliability
3 years between overhauls
Low cylinder oil consumption
Low system oil losses
Advantages from RT-flex
WCH-ED
Sulzer RT-flex50
Engine parameters
Sulzer RTA
Two-Stroke
Marine
Diesel
Engine
Range
WCH-ED
Sulzer RT-flex50
Engine parameters
Engine parameters
Rating
Speed Engine Engine BSFC BSFC

power power
rev/min bhp/cyl kW/cyl g/bhph g/kWh
R1
124
2200
1620
126
171
R2
124
1540
1130
121
165
R3
99
1760
1300
126
171
R4
99
1540
1130
123
167
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Sulzer RT-flex50
Engine parameters
Maximum cylinder pressure
Mean effective pressure
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Sulzer RT-flex50
Engine parameters
mm
500
Stroke
mm
2050
low speed
Stroke / bore
4.10
high propulsion efficiency
Number of cylinders
5-8
R1 R3 / R2
Bore
Speed
rpm
124 - 99
Mean piston speed
m/s
8.5 6.8
Mean effective pressure
bar
19.5 13.6
Cylinder pressure
bar
155
Fuel consumption
g/bhph
126 - 121
bhp
2200 - 1760
kW
1620 - 1300
Power / cylinder at MCR
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10
High stroke to bore ratio
Reliable operating
parameters
Low fuel consumption
Sulzer RT-flex50
Engine parameters
Same footprint as MAN B&W

S50MC-C
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6 cyl.
7 cyl.
8 cyl.
5227
6107
6987
7867
mm
mm
3150
mm
1085
mm
7750
mm
3300
mm
9250
mm
1636
mm
631
mm
355
Weight
11
5 cyl.
200
225
255
280
Sulzer RT-flex50
Engine parameters
Same footprint as MAN B&W

S50MC-C
Sulzer
6RT-flex50C
MAN B&W
6S50MC-C
bhp
13'200
12'900
kW
9'720
9'480
Speed
rpm
124
127
SFOC
g/bhp
126
126
A+K
mm
6'462
6'392
mm
3150
3'150
mm
1085
1'085
mm
9'250
8'950
225
207
Power
Weight
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12
Sulzer RT-flex50
Two-stroke market
Engine parameters
High reliability
WCH-ED
13
Customers benefits
Sulzer RT-flex50
High reliability
Computer Aided Engineering areas

Finite Elements (stress & strain,
temperature)
Engine structure (column / bedplate)
Air receiver / exhaust pipe
Hot parts
Cylinder block
Running gears
Rail unit / supply unit
Girder casting and solidification simulation
Hydrodynamics
Elasto Hydro Dynamic main bearing
calculation
Supply and rail unit specific hydraulics
Vibrations
Torsional and axial shaft vibrations
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14
Sulzer RT-flex50
High reliability
Bedplate
Compact double wall design
Integrated thrust bearing
Proven main bearing technology
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15
Sulzer RT-flex50
High reliability
Main bearings
EHD
Design is chosen to guarantee 100%

reliable main bearing operation
Combined knowledge and experience
of Wrtsil Switzerland and Mitsubishi
Heavy Industries
Layout checked by Elasto Hydro
Dynamic calculations
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16
Sulzer RT-flex50
High reliability
Thrust bearing
Thrust bearing girder with cast
intermediate piece
Less welding work
Reduced load in welding seams
Layout defined in order to achieve

low deformations by propeller
thrust force
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17
Sulzer RT-flex50
High reliability
Column
Sturdy double wall design
Mid-sheets are executed as single
walls
aft end
Thick guide rails to reduce

deformation and stress under guide
shoe forces
Thin sections for ease of welding
Design optimised for ease of
manufacturing and allowing strong
quality assurance
free end
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18
Sulzer RT-flex50
High reliability
Gear wheels / Supply unit

Proven gear wheel drive technology
applied for RT-flex supply unit
New compact design with supply unit
close to crankshaft for minimum
number of gear wheels
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19
Sulzer RT-flex50
High reliability
Cylinder block
Grey cast iron
Optimized for stress distribution and
weight
Monoblock design is standard
Dry block
Inspection door on fuel side
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20
Sulzer RT-flex50
High reliability
Combustion chamber
Bore cooled components
Piston
Cylinder cover
Exhaust valve seat
Non-bore cooled cylinder liner

Exhaust valve spindle is made of
Nimonic 80A
Grey cast valve cage, water cooled
Anti polishing ring
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21
Sulzer RT-flex50
High reliability
Cylinder cover
Cast or forged
Bore cooled
8 cylinder cover bolts
2 fuel injection nozzles
Electronically controlled starting air
valve
Exhaust valve cage with hydraulic
valve drive and air spring
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22
Sulzer RT-flex50
High reliability
Calculated temperatures
Temperatures of hot parts

Temperatures in combustion
chamber
200 300
400 C
Cylinder cover max. 400 C for no

heat cracks
400
300
Piston max. 410 C for no corrosion
Temperatures in oil cooling space

Piston max. 200 C for no deposits in
cooling bores
100 200
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300 400 C
Sulzer RT-flex50
High reliability
Piston
Proven jet-shaker oil cooling
Stress and strain optimized by
FE calculation
Positioning of inclined cooling bores
optimized for even temperature
distribution on piston crown
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24
Sulzer RT-flex50
High reliability
Connecting rod
Cross head bearing
Lubricating and piston cooling oil
access through telescopic pipe
White metal running surface
Proven low pressure lubrication
Bottom end bearing

Two thin shell bearings design with
white metal layer
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25
Sulzer RT-flex50
High reliability
Crosshead
Deformations of guide shoe
optimized by FE calculations
Guide shoe in one piece (steel cast)
with white-metal lining
Large contact surface between
guide shoe and guide rail at bottom
dead centre
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26
Sulzer RT-flex50
High reliability
Crankshaft
Semi built
Stresses and deformations optimized
by FE calculation
Satisfies classification rules
Flywheel / Turning gear

Application of well proven meshing
geometry
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27
Sulzer RT-flex50
High reliability
Turbocharging arrangement
Very stiff T/C support design
Highly efficient water separation
with underslung receiver and
separator
Horizontal cooler dismantling
High performance cooler for fresh
and sea water
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28
Sulzer RT-flex50
Engine parameters
High reliability
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29
Customers benefits
Sulzer RT-flex50
3 years TBO
Tribopack standard
Thick
chromium layer
Anti- polishing
Ring
Cr-ceramic
pre-profiled
Top Piston
Ring
Mid-stroke
Insulation
Liner
fully
deep
honed
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30
Lower rings
pre-profiled
and RC-coated
Sulzer RT-flex50
3 years TBO
Cylinder liner
Grey cast iron
Stress and strain minimised by
FE calculation
Mid-stroke insulation
Cooled O-rings
One row of lubricating quills
Anti polishing ring
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31
Sulzer RT-flex50
3 years TBO
Water separation
Underslung design for efficient natural
water separation
Air swirl supported water droplet
separation
Scavenge air
cooler
Additional water separator element for

high efficiency
Water separator
Effective drain (pressure balanced)
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32
Radial acceleration
of air flow leads to
separation of > 80%
of the water droplets
Sulzer RT-flex50
Engine parameters
High reliability
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33
Customers benefits
Sulzer RT-flex50
Cylinder liner surface

temperature
Calculated liner temperatures
High surface temperatures prevent

condensation of H2SO4
400
Less condensation requires less

lubricating oil for neutralisation
300
T [ C]
TDC
Control of correct running surface

temperatures by insulation of the cooling
surface in the mid-stroke area
200
100
0
0.00
0.10
0.20
Insulation
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0.30
0.40
0.50
0.60
0.70
0.80
0.90
Relative distance from top of cylinder liner
1.00
1.10
Sulzer RT-flex50
Cylinder lubricating pump

Load-dependent control
Electrically driven
Feed rate regulation by electronic
governor input signal to E-motor
speed control
One injector per cylinder with local
cylinder oil distributors
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Sulzer RT-flex50
Cylinder lubricating
oil feed rates
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36
Sulzer RT-flex50
Engine parameters
High reliability
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37
Customers benefits
Sulzer RT-flex50
Piston rod gland box

Gland box can be dismantled up- and
downwards
Highly efficient pre-scraper rings to remove
dirt and remain with clean system oil
~0
2 gastight sealing rings

Highly efficient oil scraper rings with grey
cast iron lips
High contact pressure between oil scraper
rings and hard piston rod
Big oil drain area to re-circulate system oil
Quasi-zero leakage to neutral space,
system oil losses below 6 kg per cylinder
and day
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38
Already running well in other

engine types
Sulzer RT-flex50
Engine parameters
High reliability
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39
Customers benefits
Sulzer RT-flex50
Common Rail System

Fuel and servo oil are pressurised in the
Supply Unit
The Supply Unit is directly driven from the
crankshaft gear wheel at the driving end
with new compact design
The servo oil is fine filtered
Redundant piping for fuel and servo oil
between Supply Unit and Rail Unit
The pressurised media are distributed in

the Rail Unit
Electronic control signals (WECS9520)
actuate the rail valves inside the Rail Unit
which actuate exhaust and fuel valves
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Sulzer RT-flex50
Rail Unit arrangement
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41
Sulzer RT-flex50
RT-flex size 0
After RT-flex58T-B / 60C and
RT-flex96C third execution redimensioned and optimized for RTflex50 engine
Fuel rail
Injection control units
Fuel injection pressure up to 1000
bar
Fuel pipe in one piece
Servo oil rail

Hydraulic exhaust valve drive
Pressure up to 200 bar
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Sulzer RT-flex50
HFO side
Injection control unit

Sulzer rail valves are electronically
controlled
They hydraulically activate the
individual injection valves per
cylinder
Control oil side
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A dosage piston ensures for an

exact volumetric control of the fuel
oil
Sulzer RT-flex50
Supply unit
Heavy fuel oil supply of 1000 bar
Number of pump elements dependent
on cylinder number
Proven fuel pump design
Servo oil supply of 200 bar

Axial piston type oil pumps
Number of pump elements dependent
on cylinder number
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44
Sulzer RT-flex50
Supply unit
Compact design
Fits the ship
Easy access for Service
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45
Sulzer RT-flex50
Sulzer 6 RT-flex58T-B MV Gypsum Centennial

Smoke measurement on combinator curve during sea trials
0.50
Filter S m oke N um be r [ FS N ]
0.45
0.40
HFO
0.35
380 cSt
3% sulphur
0.1% ash
0.30
ON
0.25
OFF Aux. Blower
0.20
Smoke visibility limit
0.15
Conventional low speed engine
0.10
0.05
6RT-flex 58T-B with common rail
0.00
0
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46
10
20
30
40
50
60
Engine Load [% ]
70
80
90
100
Sulzer RT-flex50
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47
Sulzer RT-flex50
Hydraulic System
WECS 9520
Main Functions
Injection Control
Exhaust Valve Control
Starting Valve Control
Auxiliary Functions
Servo oil pressure
control
Fuel pressure control
Control oil pumps control

Valve stroke measurement
ICU stroke measurement
Crank angle detection

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48
Sulzer RT-flex50
Control Air System
Control Air is used for:
Actuation of
automatic start valve
Flushing of autom.
filter for servo oil
air spring supply
(control air for air
spring has to be
adjusted to 6.5 bar
at 23HA)
stand-by control air
has to be adjusted
to 6 bar at 19HA.
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49
PLEASE NOTE:
Proper setting of the air
spring pressure is
important for correct
exhaust valve timing.
Sulzer RT-flex50
Control System
WECS 9520
Operator Interface
Trouble shooting of WECS-alarms
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50
Sulzer RT-flex50
Control Systems Overview
The RT-flex engine control is combined between the internal engine control WECS9520 and the external Propulsion Control System, which comprises Remote Control;
Safety System, El. Governor- and Alarm Monitoring System:
1. Engine control system: WECS-9520
The WECS-9520 is the core engine control, it processes all actuation, regulation and control
directly linked to the engine:
Common rail monitoring and pressure regulation
Injection and exhaust- and start valve control and monitoring
Interfacing external systems via CANopen or MOD Bus
Engine performance tuning, IMO setting and monitoring
Auxiliary blower request, if charge air pressure is insufficient
The WECS modules are mounted directly on the engine and communicate via internal
System CAN Bus. An operator access to the WECS-9520 is integrated in the user interface
for the propulsion control system.
Each cylinder has got its own module for the cylinder-related functions. Additionally all
common functions are shared between these modules.
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51
Sulzer RT-flex50
Remote Control & Governor
2. Remote control system:

Kongsberg Maritime, NABTESCO, Lyngs,
The remote control is the operator interface to the engine. Selectable control panels deliver following manoeuvring
commands to the WECS-9520 via CAN bus or MOD bus connection:
* Start, Brake Air
* Air Run
* Stop
* Slow Tunning
* Ahead
* Slow Turning Failure Reset
* Astern
The remote control processes the engine telegraph command with internal settings (scaling, load program etc.) to
a speed reference signal for the speed governor system.
3. Electronic governor system:

Kongsberg Maritime, NABTESCO, Lyngs,
The electronic governor system supplies the fuel command for the WECS-9520 and regulates the engine speed.
The fuel command is calculated from the speed reference signal of the RC-system in relation to the engine load.
Fuel limiter in the governor system limit the fuel command depending on actual speed and charge air pressure to
avoid engine operation beyond the propeller law curve (smoke & torque limiter).
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52
Sulzer RT-flex50
Safety System
4. Safety system:
Kongsberg Maritime, NABTESCO, Lyngs
The safety system activates slowdowns and shutdowns in case of overspeed or other abnormal
conditions of the engine or its auxiliary equipment. The function with the RTflex engine is similar
to the conventional RTA engines, with some different / surplus functions:
WECS uses redundant BUS communication with safety system
The safety system (not the WECS!) directly activates the hardwired emergency-stop
solenoid to depressurize the fuel common rail;
Additionally the safety system delivers some digital outputs to WECS via CAN Module Bus:
Inverted main bearing oil shutdown signals for starting and dry-running protection of the
control-oil pumps.
Shutdown signal to WECS, to activate WECS-internal shutdown responses.
WECS failures with speed reduction are activated through AMS to the safety system.
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53
Sulzer RT-flex50
Alarm Monitoring
5.1. Alarm monitoring system:

Any possible system with class approval
The monitoring system receives alarm messages, divided in two groups:
Some general failures alarm signals are hardwired via E130 and E90 for following general
failures:
Leakage Alarms: Rail Unit, Supply Unit, Injection Components;
Fuel Pressure Actuator Failure;
Fuel Pump Outlet Temp Deviation Monitoring
Servo Oil Flow Monitoring
WECS Power Supply Monitoring
Other WECS failure signals are transmitted via redundant (module-) bus connection.
The standard WECS9520 execution uses a Modbus interface to send failure messages
to the AMS via WECS modules FCM #3 and #4.
If both propulsion control and alarm monitoring systems are from Kongsberg Maritime
(Autochief C20 and Datachief C20), then the monitoring system can access WECS9520
directly via CANopen interface to FCM#1 and #2 and no Modbus connection is required.
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54
Sulzer RT-flex50
Alarm Monitoring
5.2 WECS failures on the Alarm Monitoring System:

5 different groups of WECS failures are transmitted via CAN/Modbus to the alarm monitoring
system:
Passive Failures.
Failures of redundant sensors, busses or components:
Common Failures;
Cylinder unit failures without redundancy or common system failures that do not cause
any speed reduction;
Cylinder Failures
Any cylinder unit failures that cause a slowdown via AMS;
Rail Pressure Failures
Common rail pressure failures that cause a slowdown via AMS;
WECS Critical Failures
System critical failures that cause immediate stopping of main engine and can not be
overridden by safety system.
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55
Sulzer RT-flex50
Standard External System
Control Room
ECR Manual Panel

Alarm Mon. System
Propulsion control
2 x 230VAC
OPI
Speed ctrl. / RCS / SS
Power
Supplies
CANopen Module Bus

or ModBus
ModBus #4
E95.6
online
spare FCM-20
FCM-20
Cyl. 6
FCM-20
Cyl. 5
Cyl. 4
FCM-20
Cyl. 3
Cyl. 2
FCM-20
CANopen Module Bus #4
PWM
4..20mA
E95.1
Engine
room
flex Engine
CANopen
FCM-20
CANopen System Bus
FCM-20
ModBus #3
WECS9520
Cyl. 1
Service
port
#1
#2
E90 SIB
SAir
ExVa
Crank-Angle
2x EFIC
flex Engine
SSI Bus
CA
Fuel Pressure
Actuator
Fuel Pressure
Actuator
Fuel Pressure
Actuator
Servo oil
Pump
Servo oil
Pump
Servo oil
Pump
Local Manual Panel

For engines with more
than 8 cylinders
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Sulzer RT-flex50
WCH-ED
57
KM Autochief C20 and RT-flex
Sulzer RT-flex50
KM AC20 + DC20 System Version

OPI
OPI
ECR Manual Panel
2 x 230VAC
Power
Supplies
CANopen Module Bus
Engine
room
Service port
#1
#2
flex Engine
WECS-9520
PWM
4..20mA
E95.1
FCM-20
Cyl. 6
Cyl. 5
FCM-20
Cyl. 4
FCM-20
Cyl. 3
FCM-20
Cyl. 2
FCM-20
CANopen
CANopen
FCM-20
CANopen System Bus
Cyl. 1
E85
E95.6
online
spare FCM-20
Control Room
E90 SIB
SAir
ExVa
Crank-Angle
2x EFIC
flex Engine
SSI Bus
CA
Fuel Pressure
Actuator
Fuel Pressure
Actuator
Servo oil
Pump
Servo oil
Pump
Fuel Pressure
Actuator
Servo oil
Pump
For engines with more
than 8 cylinders
WCH-ED
58
Local Manual
Panel
Sulzer RT-flex50
WECS-9520 Functional Design
The WECS9520 system is built with a single multifunctional

electronic module FCM-20 = Flex Control Module 20
Low signals,
Busses and sensors
One FCM-20 is mounted per cylinder in a cabinet (E95) below the

rail unit.
An additional online spare module FCM-20 is located in the SIB
Shipyard Interface Box (E90).
The modules communicate between each other on a fast internal
High signals,
Power, PWM, Railvalves
CANopen system bus.

Additionally each module has got two module busses (1x
CANopen, 1x MODbus) that are used for communication to
external systems (PropCS, ALM), backup control panels.
The internal module layout and the cable trays in the rail unit
entirely separate circuits with high EMC noise, like power cables
or pulsed current lines (PWM, rail valves) from sensitive low
power lines like databus cables and sensors.
E90 SIB
E95.02
Box
Box
E95.01
Cable tray high

Cable tray low
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59
Sulzer RT-flex50
FCM-20 Hardware I/O
On the upper left-hand side of the

FCM-20 are the interface plugs for
the high/pulsed power outputs.
LEDs indicate I/O condition. Some
change their colour in case of
failures or short circuits. Blink codes
give detailed failure information.
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60
FCM-20 Hardware I/O High
Sulzer RT-flex50
FCM-20 Hardware I/O
On the lower right-hand side are the
interface plugs for low power signals
and databusses.
LEDs indicate FCM-20 module & I/O
condition. Some change their colour
in case of failures or short circuits.
Blink codes give detailed failure
information.
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61
FCM-20 Hardware I/O Low
Sulzer RT-flex50
FCM-20 Module Functions
The internal FCM-20 functions within the WECS-9520 can be separated in two groups:
Common Functions & Cylinder Functions
Common functions:
Fuel- and servo oil rail pressure regulation and monitoring.
Storage and processing of tuning data (IMO, engine-specific and global settings)
Internal WECS monitoring (power supply, SW-watchdog, CRC- & HW-checks)
Calculation and processing of common control variables (VIT, VEC, VEO, engine state)
Interface to propulsion control system and to backup panels in CR and LC.
Failure indications with help of module LED`s.
Aux. blower request at low charge air pressure.
Cylinder related functions:
Start-, injection- and exhaust valve control according to settings in data container and
commands and parameters received across CANopen System bus.
For synchronizing the valve control timing with the crank angle, each FCM-20 reads and
processes the crank angle signals from the SSI-Bus and calculates speed, angle and
rotational direction of its cylinder.
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Sulzer RT-flex50
Common Function Interface
Turning Gear Disengaged (Dig. In)
FCM-20
Cyl. 5
FCM-20
Cyl. 4
Cyl. 3
Cyl. 2
FCM-20
Cyl. 1
2
FCM-20
FCM-20
P Charge Air (4-20mA)
Local MCP (CAN Module bus) ECR MCP

Fuel Rail
How external units

are divided between
FCM-20 #1 to FCM #5
Servo Oil Rail
TDC Pickup (Dig. In)

1
PCS (CAN Module bus)

Autom.
Start
2
Valve
(Dig. Out)
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63
Servo Oil Pumps (PWM current 0-2,2A)

1
3
Fuel Supply Actuator (4-20mA)
Sulzer RT-flex50
Cylinder Function Interface

Crankangle SSI Bus 1
Crankangle SSI Bus 2
E85
24Vdc
24Vdc out
Power
Supply
Exhaust Valve
Position Feedback
4-20 mA
Fuel Quantity
Feedback
4-20 mA
Start Pilot Valve

Injection Control Unit
2 Railvalves
WCH-ED
64
Exhaust Control Unit

1 Railvalve
Crank Angle Sensors

Each
1 Clockbus 1 Databus
Sulzer RT-flex50
Manual Control Panels

Similar panels are installed in ECR and
Local Control Panel. All necessary
information is shown on the display:
Speed and / or Fuel Command
Start Interlocks
Safety events (SHD, SLD, OVSPD)
Rail pressures
Select Speed or fuel control mode
Speed or fuel commands are set with
a dial button on the RC supplier part
of the CR / LC panels.
Last command is stored, when taking
over to other panel or from remote to
manual control.
Speed control mode is only possible,
if the speed governor system in the
PCS and the bus connection is
operational.
Selector buttons for manoeuvring
commands.
Start Air is released as long as AH /
AS buttons are pressed. The
engineer can decide, when and for
how long start- or brake air is
supplied.
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65
Sulzer RT-flex50
Manual Control Panels

Resets shutdowns on the
safety system.
releases starting air in

ahead direction to blow
engine on air, as long as
button is pressed.
Overrides shutdowns if
pressed
once,
next
pressing
releases
override (see to red LED
indication).
releases a
slow turning
sequence.
Resets audible alarms

from safety system and
slow turning failures on
this panel.
Slow turning failures are

indicated in the display.
Reset
slow
turning
failure with pushbutton:
Pre-selects blowers for automatic mode; start / stop

depends on actual charge air pressure.
starts blowers manually, if both charge air sensors
fail. =>Display: Aux. Blower Man. Ctrl. / No Blowers
running
Stops blowers during automatic mode only if engine

is not running.
In manual mode stops blowers at any time.
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66
If the Ackn. button is pressed for

more than 5 seconds, WECS-9520
SW info and all necessary IMO
check values are indicated in the
screen until button is pressed again.
Sulzer RT-flex50
Rail valves
The railvalves are ultra-fast switching (~2ms) electro-hydraulic solenoid valves.

Due to the high actuation current and the thermal load on the solenoid coils
they may not be energized for more than 4.5ms. This on-time is sampled,
monitored and limited by the WECS-9520.
Rail-valves are bi-stable, i.e. selected position
remains until counter-direction is set by WECS.
After installing or replacing a bi-stable valve, its
position open/close is unknown.
To make sure the valves are always in the safe
No injection and Exhaust valve closed
position when the engine is stopped, WECS9520 sends set-pulses to all railvalves in
regular intervals (~10s).
Wire Coil
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Magnet Piston
Sulzer RT-flex50
Crank Angle Detection
Crank angle detection :

Without direct mechanical crank angle transmission to the control elements
for fuel injection and exhaust valves it is necessary to measure the actual
crank angle electrically. The crank angle sensors for WECS-9520 have an
absolute angle resolution, therefore the exact crank angle value is present
immediately after powering up (without having to initialize the angle
transmitters before a vacant output is present).
Two such angle transmitters are connected
with serrated belts to a specially designed
drive shaft. This application prevents
transmission of axial and radial crankshaft
movements to the sensors.
Each sensor transforms angle data from an
optical code disk into a bit frame. The FCM
modules read these bit frames from a SSI
bus (Synchronous Serial Interface Bus).
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Sulzer RT-flex50
Crank Angle Detection
To synchronize the messages between FCM-20 modules and CAsensors, each SSI bus has an own clock bus, the bit frames itself are sent
via its data bus.
The two last FCM-20 are clock bus masters (e.g. #11 & #12 for a 12-cyl. RTflex).
I.e. FCM-20 #(last-1) supplies clock pulses to sensor 1 and the
other modules on bus 1. FCM-20 #(last) supplies clock pulses to sensor 2 and
the other modules on bus 2.
Signals from both CA sensors are processed and checked for errors within
each FCM-20.
Sensor angle values are compared with TDC pulse signals from a pick-up on
the flywheel. If the TDC signal does not match with a sensors crank angle
sector around 0, a common failure or a critical failure (engine stops) is
initiated by the WECS-9520 (depending on the deviation angle).
The final master angle value is calculated from the measured angles and used
to determine crankangle, engine speed and direction of engine rotation.
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Sulzer RT-flex50
Injection Control
WECS 9520
Injection Control
(volumetric injection control)
Each FCM-20 calculates the necessary injection timing for its own cylinder
by processing the crank angle signal
and the fuel command received from
the speed control.
Normal operation
Some degrees before the piston reaches TDC, the FCM-20 calculates the correct
injection begin angle, taking VIT and FQS into consideration. Further a deadtime is
added to compensate the time-difference between the injection command from the
control system and the real injection begin. The deadtime is measured during the
injection cycle by comparing the elapsed time between command release and begin
of movement fuel quantity sensor. The fuel quantity sensor further gives a feedback
of the amount of injected fuel and is compared with the fuel command. Injection
begin and end are triggered and actuated by the FCM-20.
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Sulzer RT-flex50
Injection Control Unit
Schematic Layout of an Injection Unit
All components drawn in

position Return (No Injection)
When the railvalves are switched to

Injection, fuel is supplied from
volume
through injection control
valves 3.41 to the fuel nozzles.
During fuel displacement the fuel
quantity piston moves inwards and
delivers a feedback signal analogue
to the injected fuel quantity to the
FCM, which compares this value
with the necessary amount (= LI).
Fuel Quantity
Injection Control Valves
Sensor
Ctrl. oil side
Fuel oil side
Rail Valves
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When the desired amount of fuel has been injected, the

FCM-20 switches the railvalves to return position. A
second time delay appears, before the quantity piston
movement is terminated. This injection return delay is
compensated inside the WECS 9520. After the injection
control valves interrupted the fuel supply to the injector
nozzles, due to the rising pressure in space
the fuel
quantity piston moves back to its initial position.
Sulzer RT-flex50
Injection Return Deadtime
Injection Deadtimes
INJ. RETURN OVERSHOOT
INJ. BEG. DEADT.
INJ. RETURN
DEADTIME
TRUE INJ. BEG.
DEADTIME.
FUEL CMD.
SIGNAL
BEG. OF INJ.
THRESH. = 4%
INJ. SECTOR WITH DEADT. CORRECTION

INJECT
CMD.
INJ. QTY. PISTON

BEG. OF MOVEMENT
RETURN
CMD.
In the upper graph the red curve shows a simplified injection curve, as given by the fuel
quantity sensor during one injection stroke.
The blue curve shows the command timeframe between the injection- and return
commands to the railvalve coils.
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 begin deadtime.
At the return command the piston movement still continues until the end of the return
deadtime. This maximum injection value is used by WECS for actual fuel cmd.
processing. The injection return overshoot is compensated by the external speed
regulator (by adopting fuel command until desired engine speed is reached).
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Sulzer RT-flex50
Single Nozzle Control
Low Load operation

At low engine load the WECS-9520 cuts out one of the
two injection valves per cylinder.
This is used to avoid visible smoke emission and to
reduce fuel consumption.
During any fuel injection the pressure of the injected
fuel can only be controlled after an initial peak.
Injecting with one nozzle a certain fuel volume 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 thus improved atomization for
an optimized combustion.
To avoid thermal stress to cylinder liners, the active nozzles are switched over every 20
minutes.
Cycling from one nozzle to another is done with 30 seconds time delay between each
cylinder to prevent speed from dropping down during nozzle transition. When a new
relatively cold nozzle takes over injection, smoke emission increases shortly until
operational temperature for injector is reached.
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Sulzer RT-flex50

The exhaust valve is opened by servo oil pressure and closed by an air spring, same as
with conventional Sulzer engines. In the VCU (Valve Control Unit) a partition device
isolates the (fine-filtered) servo oil for the railvalve loop from the normal bearing oil for
the exhaust valve actuation. The stroke of the valvespindle is measured by 2 analogue
position sensors for a feedback to the WECS-9520.
Partition Device
VCU
Exhaust Rail Valve

Servo oil
VCU
Exhaust Control Valve
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Sulzer RT-flex50
Detailed functional description of the exhaust valve control:

The valve opening angle is calculated in each FCM-20 according to measured
crank angle, nominal opening angle and VEO: Variable Exhaust-Valve
Opening.
The exhaust rail valves are triggered to the Open position.
Servo oil pressure operates the exhaust control valve which supplies the servo oil
to the space below the partition device. The partition device piston compresses
the oil in the actuator pipe, which finally opens the exhaust valve spindle.
The time between the Open command and the initial movement of the spindle
is measured. It is called opening deadtime.
At the next revolution this deadtime will be considered by switching the rail valve
a little earlier for compensation of hydraulic delays.
Analogue to the above mentioned, the valve closing angle is determined and
controlled by the FCM-20 including the VEC: Variable Exhaust-Valve Closing
and a closing deadtime.
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Sulzer RT-flex50
FQS, VIT
FQS, VIT:
These functions are known from the contemporary RTA engines:
FQS:
Fuel Quality Setting
Manual offset for the injection timing

VIT:
Variable Injection Timing

Advance / retard injection according to engine load for optimized fuel
consumption and NOx emission.
Different from the RTA engines, the injection angles for the RT-flex are no
more related to the firing pressure (advanced injection begin => +, retarded
=> -), but to the
Crankangle (CA) between 0 - 360.
As a result an advanced injection begin or FQS setting [higher firing
pressure] (e.g. +1.0 according to RTA philosophy) is now -1.0 in relation to
the earlier injection angle (e.g. 2 instead of 3 CA).
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Sulzer RT-flex50
FQS, VIT
FQS, VIT:
The VIT angle calculation for the RT-flex
depends on RPM, charge air pressure
and (new) fuel rail pressure.
IT A Angle [CA]
2.0
VIT A
1.0
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
-1.0
-2.0
-3.0
Charge Air Pressure [-]
VIT B
4.0
IT B Angle [CA]
This 3rd parameter is introduced to

compensate differences in injection timing
resulting from different injection pressures.
Higher fuel pressure causes advanced
injection and higher P max.
Thus the injection begin angle is retarded
a bit with increasing fuel pressure.
3.0
2.0
1.0
0.0
-1.0
10
20
30
40
50
60
70
80
-2.0
VIT C
Engine Speed [%]

4.0
IT C Angle [CA]
3.0
Fuel Rail pressure at CMCR
2.0
1.0
0.0
-1.0 0
200
400
600
800
1000
1200
-2.0
-3.0
-4.0
Fuel Rail Pressure [bar]
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90 100 110 120
1400
1600
Sulzer RT-flex50
VEO, VEC
VEO, VEC:
The VEC (variable exhaust-valve closing) is known from the contemporary RTA
84T B/D engines:
VEC
VEC:
Variable Exhaust-valve Closing
Adopting compression pressure to keep the firing

ratio (Pmax / Pcompr) within permitted range during
advanced injection.
VEC Angle [CA]
5
0
-5 0
10
20
30
40
50
60
70
80
90 100 110 120
-10
-15
-20
-25
-30
-35
Engine Speed [%]
VEO
Variable Exhaust-valve Opening
Keeps the exhaust gas pressure blowback constant

by earlier valve opening at higher speed for fuel
economy and less deposits at piston underside.
20
VEO Angle [CA]
VEO:
15
10
5
0
0
10
20
30
40
50
60
70
80
90 100 110 120
-5
Engine Speed [%]
VEC and VEO are calculated by WECS, they cant be changed manually
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Sulzer RT-flex50
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Fuel Pressure Control
Sulzer RT-flex50
Starting
Already at standstill the actuators respond to the existing pressure in the fuel rails and
set their output accordingly. With depressurized common rail the lever output is 95100% depending on WECS-9520 parameters.
Starting air is released until a minimum required fuel rail pressure is reached.
WECS monitors the fuel rail pressure and releases engine firing as soon as the rail
pressure raises above 320 bar.
Engine Running
2 transmitters supply the actual value from the fuel rails. 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.
FCM-20 #3 or #4 calculates the necessary rail pressure and the output signal to
the actuators (4-20 mA signal range).
The fuel pumps charge up the fuel rail. The resulting pressure in the rail depends
on the quantity of supplied oil coming from the supply unit and the outgoing fuel to
the injectors.
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Sulzer RT-flex50
Pressure Regulation
The jerk-type fuel pumps react to a new actuator setting only with the next
following delivery stroke. This generates a deadtime until the pumps can
compensate against a raising or falling fuel rail pressure.
The first event that happens before the system requires more or less fuel is a
change of the fuel command. For faster response of the dynamic pressure
regulation any fuel command change is additionally transmitted as feed forward to
the control loop.
r
Feed forward
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Sulzer RT-flex50
Shutdown
A shutdown from the Safety System is performed as follows:
The
safety
system
releases
the
pressurized fuel rail to the fuel return line by
opening the hydraulic fuel shutdown valve
3.07 via emergency stop solenoid 3.08
(ZV7061S).
WECS-9520 triggers the fuel actuator
output to zero for terminating fuel feed to
the rail unit, while the engine is not yet
stopped.
Injection commands are blocked by the
WECS-9520.
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3.08
3.07
Sulzer RT-flex50
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Servo & Control Oil Circuit
The servo oil rail pressure is

controlled depending on the
engine load. At part load the
pressure is reduced, because due
to the lower firing pressure, the
servo oil pressure must be
adopted to adjust the opening
speed of the exhaust valve
accordingly.
Servo Oil Pressure Control
Servo O il Pressu e [b ar]
Sulzer RT-flex50
250
200
150
100
50
0
0
10
20 30
40
50
60 70
80
90 100 110 120
Engine Load (MEP x n) [%]
A FCM-20 uses the fuel command as engine load reference to calculate the
necessary setpoint for the servo oil pressure.
Each servo oil pump is controlled by a different FCM. A pulse-width modulated
current signal is supplied to solenoids mounted on the control plate of the pumps.
This signal is setting the output of the axial pumps and the servo oil supply to the
rail.
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Sulzer RT-flex50
The opening and closing of the starting pilot valves 2.07 is

controlled by the corresponding FCM, depending on the
crank angle.
The nominal opening angle is 0, closing angle is 110
2.07
For engines with a large cylinder number the closing angle

can be reduced in order to save starting air.
The automatic starting valve 2.03 is activated by solenoids
ZV70113C and ZV7014C via FCM-20 #1 and #2, if the
remote control sends a START signal over the bus.
For slow turning and slow turning failure reset the remote
control sends separate signals to FCM-20 #1 and #2. The
slow turning speed can be adjusted in the WECS-9520
parameters by adopting pulse cycles.
Additionally an Air Run signal enables to blow the engine
with start air.
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2.03
Sulzer RT-flex50
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Sulzer RT-flex50
Module Redundancy
Redundancy, emergency operation with damaged control parts:
Flex Control Module FCM-20

If a FCM-20 fails, the corresponding cylinder is cut out, all other cylinders remain
operative.
Any FCM-20 module can be exchanged with the online spare. The respective
software and parameters are already stored within the online spare module and
no software download or reprogramming is necessary.
When introducing a FCM-20 module from stock as online spare in the system it
will load up the software and parameters from the modules already present in the
system. If installed as online spare without affecting operation. If installed in any
other place without valid software, the module function will only be activated after
completing data transfer to the new module.
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Sulzer RT-flex50
System Redundancy
System CAN Bus, Module Bus (CANopen or MODbus) and SSI Bus (CA)
Always two busses are active. If one bus is interrupted, shortened or else, the
second bus is still available for communication. Engine operation is not
interrupted.
WECS-9520 power supply (E85)
All modules have two redundant power supplies.
Sensors
All vital sensors and transmitters are existing twice and their mean values are
used for controlling the engine. If one sensor fails, WECS-9520 indicates the
specific sensor failure and continues to work with the remaining one.
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Sulzer RT-flex50
Sensor Redundancy
Crank angle sensor

If one of the two crank angle sensors is out of order, WECS stays operational
with the remaining crank angle sensor.
If both sensors are damaged, the engine can not be operated! It is
necessary to replace at least one sensor.
TDC- Pick-up
A damaged TDC sensor is signaled by the WECS monitoring system, but will
normally not stop or slow down the engine operation (=> else disconnect sensor).
Fuel quantity sensor
With a damaged fuel quantity sensor, the FCM uses a fixed deadtime to calculate
the injection begin angle and an artificial fast ramp signal for the fuel quantity,
which results in less injected fuel on the affected unit than at normal operation.
Exhaust valve position sensor
Each exhaust valve has two redundant position sensors. If both fail, the FCM
controls the exhaust opening and closing valve angles with optimised, fixed
opening and closing times
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Sulzer RT-flex50
Pump Redundancy
Fuel pumps and actuators

If a fuel pump / actuator is damaged, the connected regulating linkage(s) can be
blocked manually in full delivery position. The corresponding fuel pumps deliver
max. pressure. The (second) actuator(s) regulate(s) at a lower output and the
fuel pressure control valve 3.06 limits the rail-pressure to 950 bar.
Servo oil pumps

With one damaged servo oil pump the engine remains operational at full load.
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Sulzer RT-flex50
Other redundancies
Fuel shut down valve / Em. Stop valve

With fuel shutdown valve 3.07 or the emergency stop solenoid 3.08 damaged,
any SHD / emergency stop commands are processed by only blocking injections
commands and triggering fuel actuator output to zero. Stopping the engine is
always possible.
Remote Control / Speed Control System
With damaged remote control or speed control, the engine can still be operated
from the back-up panel in the engine control room or from the local control panel.
If the speed control is still operational, the new WECS-9520 panels allow either
fuel control mode or speed control mode from the manual control panels.
The manual control panels are a part of the WECS-9520 control system and offer
one specified functionality, independent from the propulsion system
manufacturer.
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Sulzer RT-flex50
The new engines RT-flex50 and RTA50 are available
Right power and speed also for new ship generation
Compact engine for todays and future engine rooms
Reliable, experience based engine design
Three years' TBO
Common rail and full electronic control
Smokeless operation through whole engine load
Complies with IMO emission regulations
High operational flexibility
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Conclusion
Thank you for your

attention!
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Sulzer RT-FLEX

Chapters of the course

D. Control System: WECS-9520

What is RT-flex Common Rail ?

+ Reduced fuel consumption, even with low NOx

+ Low minimal RPM (~ 12 % of CMCR)

+ No smoke at low load and part load

+ Potential for innovative technology upgrades

+ Some components are small and handy

Speed Engine Engine BSFC BSFC

Maximum cylinder pressure

Mean effective pressure

high propulsion efficiency

Mean piston speed

Mean effective pressure

Power / cylinder at MCR

High stroke to bore ratio

Low fuel consumption

Same footprint as MAN B&W

Same footprint as MAN B&W

Computer Aided Engineering areas

Design is chosen to guarantee 100%

Layout defined in order to achieve

Thick guide rails to reduce

Gear wheels / Supply unit

Non-bore cooled cylinder liner

Temperatures of hot parts

Cylinder cover max. 400 C for no

Piston max. 410 C for no corrosion

Temperatures in oil cooling space

Bottom end bearing

Flywheel / Turning gear

Additional water separator element for

Effective drain (pressure balanced)

Low cylinder oil consumption

Cylinder liner surface

Calculated liner temperatures

High surface temperatures prevent

Less condensation requires less

Control of correct running surface

Relative distance from top of cylinder liner

Low cylinder oil consumption

Cylinder lubricating pump

Low cylinder oil consumption

Low system oil losses

Piston rod gland box

2 gastight sealing rings

Already running well in other

Advantages from RT-flex

Common Rail System

The pressurised media are distributed in

Advantages from RT-flex

Rail Unit arrangement

Advantages from RT-flex

Servo oil rail

Advantages from RT-flex

Injection control unit

Control oil side

A dosage piston ensures for an

Advantages from RT-flex

Servo oil supply of 200 bar

Advantages from RT-flex