Wärtsilä Sweden AB

Box 8006 INSTRUCTION

SE-402 77 Göteborg, Sweden
Telephone: +46-31 744 46 00
Fax: +46-31 744 46 70
MANUAL
Engine group Engine Type Ref Date Issue Document No. Page
11 Engine Control System W28SG Med, Uno, Mli 090923 1 91 991 862 00E 1 (18)

11 Engine Control System, WECS 8000

Table of Contents

Engine Control System 1

11.1 General 2

11.2 Speed Measuring 4

11.3 Engine Mode Control 5

11.3.1 Main Control 5
11.3.2 Start Mode 7
11.3.3 Run Mode 7
11.3.4 Shut-down Mode 7
11.3.5 Emergency Mode 8
11.3.6 Stop Mode 8

11.4 Safety System Control 9

11.4.1 General 9
11.4.2 Description 9

11.5 Gas Injection Control 11

11.5.1 General Gas Supply 11
11.5.2 MCC, Main Combustion Chamber, gas pressure control 11
11.5.3 Main fuel injection control 12
11.5.4 PCC gas injection 12

11.6 Air/fuel ratio control 13

11.6.1 General 13
11.6.2 Description 13
11.6.3 Waste-gate valve 13

11.7 Ignition Control 14

11.7.1 Ignition timing 14

11.8 Engine Speed & Load Control 15

11.8.1 Engine Speed Control 15
11.8.2 Engine Load Control 16

11.9 Cylinder Balancing control 17

11.10 Knock control 18

2 (18) 11. Instruction Manual – 91 991 862 00E (Issue 1) Wärtsilä Sweden AB

11.1 General

The WECS 8000 engine control system is a distributed control system for controlling all functions of the engine.
diagnostics and communication with power plant
The system controls fuel, air, ignition, knock, speed, load,
control systems. The system consists of several hardware modules that communicates with each other by
two communication buses based on CAN protocol. An overview of the system is shown in the figure below.

Fig. 11-1. Main components in WECS 8000.

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The different parts of the system are explained below.

MCM700 Main Control Module. The MCM700 is responsible for all engine control functions and
communicates with the plant systems external to the engine.

SSM558 Sub System Module used as a bank controller. The SSM558 handles bank specific
sensors and actuators like engine position gas pressure control and ignition.

SSM701 Sub System Module, used as a cylinder controller. The SSM701 handles cylinder
specific sensors and actuators like gas admission valves, knock sensors, and
cylinder specific temperature sensors. It is controlling three cylinders.

CCD Capacitive Coil Driver. Ignition control module, driwing 9 ignition coils as
commanded from SSM558.

CENSE Data acquisition module, two per engine. Handles most of the system parameters,
like temperatures and presssures.

OTM Overspeed Trip Module. Freestanding overspeed protection.

CAN repeater Extends and galvanically isolates the CAN link outside the engine. Used to connect
to the WECSplorer running on a PC.

WE-CAN WECSplorer Wärtsilä application protocol for CAN.

J1939 A high level protocol running on CAN, standardised by SAE.

Profibus A high level protocol specified in European Fieldbus Standard EN50170.

WECSplorer
software tool A PC program that allows authorised personnel to configure, calibrate, tune and
program the electronic modules over the CAN link.

The functionality of WECS 8000 comprises:

- Air/fuel ratio control
- Cylinder balancing control
- Hardware I/O control
- Ignition control
- Knock control
- Load control
- Load reference control
- Main control
- Main fuel injection control
- MCC gas pressure control
- Pilot fuel injection control
- Profibus I/O control
- Safety system control
- Speed control
- Speed reference control
4 (18) 11. Instruction Manual – 91 991 862 00E (Issue 1) Wärtsilä Sweden AB

11.2 Speed Measuring

The engine speed is measured by a pick-up with two different coils.
One of the coils is connected directly to the MCM700.
The speed calculation is carried out in the MCM700 software. The software will initiate a shut-down of the
engine in case of over speed.
The speed controller is using this signal.

The other coil is connected to the SSM558 module. The speed pulses are decoded and amplified in
SSM558 to speed- and phase- signals and distributed to every SSM701.
The ignition and gas admission is controlled by this signal.

Also a independent second overspeed protection is provided by a separate engine speed sensor and
separate OTM. This freestanding overspeed protection does an emergency stop of the engine, in case
engine overspeed is detected.

The turbocharger speed is measured by one pick-up per turbocharger.

The speed pick-up is connected to a CENSE module. The speed calculation of the turbocharger is carried
out in the CENSE software.
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11.3 Engine Mode Control

11.3.1 Main Control

The main control function controls and activates the engine mode. The possible modes in priorities from
highest to lowest are:

Emergency mode : can be invoked in any other mode

Shut-down mode : can be invoked in stop mode, start mode or run mode
Run mode : must be invoked in start mode
Start mode : must be invoked in stop mode
Stop mode : can be invoked in stop mode

Fig. 11-3-1. Engine modes

When system is powered up, the default engine mode is set to stop mode.
After this, the different controls are activated according to the conditions defined in figure 11-3-1.

If a request to change engine mode is active and if the mode change is permitted, the engine mode
controller will activate the new mode control task in order to change mode.
6 (18) 11. Instruction Manual – 91 991 862 00E (Issue 1) Wärtsilä Sweden AB

Emergency mode request: emergency mode request is true

Shut-down mode request: engine mode is not emergency mode and shutdown mode request or
engine stop command is true
Run mode request speed: engine mode is start mode and engine speed is higher than run mode
engine speed.
Start mode request: engine mode is stop mode, engine ready to start and engine start
commands are true.
Stop mode request: engine speed is below stop mode engine speed.

The engine mode will be changed according to a request, if the request has a higher priority than the
active engine mode. For instance, there will not be an engine mode change if a shutdown mode request
is true when in emergency mode.

Fig. 11-3-2. Valid engine mode changes

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11.3.2 Start Mode

If the engine is in stop mode and no start blocking is active the start mode can be activated by the
external system through a start command.
The start control task will perform the following sequence of actions in order to start the engine.

1. Enable inlet gas pressure control. Activate the starter. Now the engine will be ventilated. The
gas injection and ignition will not be activated for a certain number of engine revolutions. The start
sequence will be interrupted if the ventilation sequence is not finished in 10 seconds.

2. After ventilation is finished and the engine speed is has reached 80 rpm the gas injection, ignition and
start fuel limiter will be activated.

3. After reaching 150 rpm the starter is disengaged and the charge air pressure control is activated.

4. After reaching 250 rpm the start sequence is finished and the control will switch over to run mode.
The start sequence will be interrupted if the speed has not reached the 250 rpm after ventilation in 10
seconds.

11.3.3 Run Mode

The control will switch to Run mode if it is in start mode and the engine speed reaches 250 rpm. The
run control task will perform the following sequence of actions.

1. A shutdown will be generated if it takes more than 10 seconds for the engine speed to increase from
250 rpm to 480 rpm.

2. At 480 rpm the start fuel limiter is disabled and run fuel limiter is activated.

3. After a delay the cylinder balancing control and safety control is activated.

The control will remain in run mode until a stop, shutdown or emergency request is activated.

11.3.4 Shut-down Mode

A shut down request can be activated from a number of different sources. A normal stop can be activat-
ed through a stop command on the digital engine stop input or over profibus. Also a number of sensors
can activate a shutdown request. If not in emergency mode, a shutdown request will cause the engine
mode change to shutdown mode.

The shutdown control task will perform the following sequence of actions in order to stop the engine.

1. The stop relay in the MCM700 cabinet will be activated. The external system will then close the gas
supply to the engine.

2. The inlet gas pressure control will be disabled.

3. When engine speed is less then 100 rpm the gas injection is switched off.

4. When the engine speed is less then 50 rpm the ignition system is switched off.
8 (18) 11. Instruction Manual – 91 991 862 00E (Issue 1) Wärtsilä Sweden AB

This shutdown sequence consumes the gas in the pipes during deceleration. This minimises the risk
that the gas is gathered in the cylinders and exhaust system, which could be hazardous at next start.
If the shutdown was caused by an abnormal engine condition the engine will remain in shutdown mode
until the cause has been removed and the system is reset. If it was a normal stop cause by the operator
the mode controller will change to stop mode.

11.3.5 Emergency Mode

An emergency stop request can be activated from one of the emergency stop push - buttons, OTM or
from a number of sensors. An emergency request will make the engine mode controller change to emer-
gency mode. The emergency control task will perform the following sequence of actions.

1. The stop relay in the MCM700 cabinet will be activated. The external system will then shut down the
gas supply to the engine.

2. DE-activation of ignition system, gas injection and inlet gas pressure control.

3. Cuts the power to the drivers for the gas injection valves and ignition.

When the engine speed is 0 rpm the drivers are powered again. To go to stop mode the cause of the
emergency request has to be removed, and the system has to be reset by the operator.

11.3.6 Stop Mode

A stop request is activated when the engine speed is 0 rpm. After stop request the mode controller will
switch over to stop mode if the current mode is not shutdown caused by an abnormal engine condition
or emergency mode.

The stop control task will perform the following sequence of actions.

1. Deactivate the stop relay in the MCM700 cabinet.

If not start blocking is present, the engine will now be ready to start.
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11.4 Safety System Control

11.4.1 General
There are a number of sensor failures and set points for:
- start blocks
- alarms
- shut-downs
- emergency stops
- gas trip

No sensor failure or set points are enabled during initialisation.

Set points start blocking will set engine ready to start to false.
Sensor failure or set points auto stop will set shutdown mode request true.
Set points emergency stop will set emergency mode request true.
All sensor failures and set points are latched. They are all reset when Profibus reset alarm & auto stop is
true. A profibus reset alarm & auto stop shall not reset the alarm variable if the conditions for the alarm
still is true.

11.4.2 Description
Condition types used in configurations are high, low, true and false.
The following functions are supported:

Alarm
Alarm checking is made variable specifically. Alarm can be either latched or non-latched depending on
calibration, i.e. alarms latched variable.

All latched sensor failure and set point are reset when reset alarm & autostop is true. A reset alarm &
autostop shall not reset the alarm variable if the conditions for the alarm remains true.

Stop / shutdown
Stop / shutdown checking is made variable specifically. A reset alarm & autostop shall not reset the
shutdown variable if the conditions for the shutdown remains true.

Sensor failure
Sensor failure can be configured to activate alarm, stop / shutdown or start block specifically. Sensor
failure alarm block time blocks alarm, and shutdown for a defined time period.

Start block
It is variable specifically possible to detect, if the variable has a value configured as start block. In sys-
tems where WECS receive engine operation parameters sent over the Profibus from external systems,
after an initialization of the communication a start block shall be active until these operation parameters
are received.
10 (18) 11. Instruction Manual – 91 991 862 00E (Issue 1) Wärtsilä Sweden AB

Engine speed specific configurable parameters:

- During engine acceleration at start, the engine speed (instant) must reach start limit window
before max engine acceleration time [msec]. In other case a.s.p. shut down will become active.
- A shutdown will be initiated if the ratio between the speed pulses and the tdc pulse is exceed-
ing ratio error limit.
- A shutdown will be initiated if the engine speed value sent from each speed sensing unit
deviates more from the calculated instant mean value (engine speed (instant)) than unit speed
deviation for longer than unit speed deviation delay. This function is activated at rated speed -
start limit window.
- A shut down will be initiated if the time before alternator circuit breaker engaged changes
from false to true exceeds max idling time. The timer is started when the engine speed (instant)
reaches rated speed - start limit window.
- A shut down will be initiated if the engine speed (instant) deviates from the OTM redundant
engine speed with more than red. engine speed deviation.
- A shut down will be initiated if the engine speed (instant) deviates from the speed reference
with more than max actual/ref speed deviation for longer than actual/ref speed deviation delay.
This function is activated at rated speed - start limit window.
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11.5 Gas Injection Control

11.5.1 General Gas Supply

The gas first passes through a gas train before it enters the engine. The gas train consists of a filter,
regulating valve, safety valve, and solenoid valves to enable the gas to the engine and to ventilate the
piping after a stop.

11.5.2 MCC, Main Combustion Chamber, gas control

Fig. 11-5-1. Gas supply pressure control

Open loop pressure control.

In this mode the MCC gas pressure reference is controlling an I/P-converter on the gas train by means
of a 4-20 mA output in WECS.

The MCC gas pressure reference is send by the MCM700 (via the SSM558) to the I/P converter. The
reference is dependent on engine load, engine speed and also on the charge air pressure and the offset
in the gas train needed for gas leak test.

The MCC gas pressure reference calculation includes a ramp function which limits the rate of change
for the MCC gas pressure reference in both directions.

The actual pressure is measured and compared with the reference. If the deviation is too high an alarm
will be generated, if the deviation increases more a shutdown will be initiated. The alarm and shutdown
reasons are communicated over the Profibus. Also the MCC gas pressure reference and actual pressure
are communicated over the Profibus.
12 (18) 11. Instruction Manual – 91 991 862 00E (Issue 1) Wärtsilä Sweden AB

Fig. 11-5-2. Main and pre-chamber gas injection control.

11.5.3 Main fuel injection control

The amount of gas admitted to the cylinder is controlled by the MCC gas solenoid valve which is con-
trolled by the SSM701.

The amount of gas is depending on the time the MCC gas solenoid valve is open (duration). The gas
can be admitted further away or closer to Top Dead Center (TDC) firing by changing the MCC gas sole-
noid valve opening moment (timing) in order to get the optimal mixture and combustion.

The MCC gas valve duration is determinated in the Speed Control or the Load Control. The MCC gas
valve duration offset is calculated per cylinder by the cylinder balancing control function.

Valve duration and timing are sent to the SSM701 from the MCM700 via the CAN-bus.

The SSM701 uses the pulses from TDC and engine speed to calculate engine angular position and en-
gine speed. This is needed in order to open the valve according to the duration and timing references.
The MCC gas valve timing reference and MCC gas valve timing offset are added to a cylinder individual
reference in the SSM701. Both duration and timing references are sent via Profibus to the external sys-
tem.

11.5.4 PCC gas injection

The amount of gas admitted to the prechamber is controlled by the PCC gas solenoid valve which is
controlled by the SSM701.
The gas admitted creates a stochiometric mixture (enogh oxygen to combust all the fuel) in the pre-
chamber which is easy to ignite.
The amount of gas is depending on the time the PCC gas solenoid valve is open (duration). The gas can
be admitted further away or closer to Top Dead Center (TDC) firing by changing the PCC gas solenoid
valve opening moment (timing) in order to get the optimal mixture and combustion.

The PCC gas valve duration is determinated by the load.

Valve duration and timing are sent to the SSM701 from the MCM700 via the CAN-bus.
The SSM701 uses the pulses from TDC and speed information to calculate engine angular position
and engine speed. This is needed in order to open the valve according to the duration and timing refer-
ences.
The PCC gas valve timing reference and PCC gas valve timing offset are added to a cylinder individual
reference in the SSM701. Both duration and timing references are sent via Profibus to the external sys-
tem.
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11.6 Air/fuel ratio control

11.6.1 General
The charge air from the turbocharger passes through the charge air cooler and the throttle valve before
it reaches the charge air receiver.
The cooler keeps the temperature constant. The air pressure is controlled with the waste gate which
makes the exhaust gasses by-pass the turbocharger turbine. The throttle valve is always fully open.

Fig. 11-6 Air / fuel ratio control

11.6.2 Description
The air/fuel ratio control function calculates and sets the optimal air/fuel ratio of the
engine by means of controlling an exhaust waste-gate.

11.6.3 Waste-gate valve

The waste-gate valve is controlled in two different ways (two separate PID controllers), depending on
the running conditions.
The waste-gate is controlled by the exhaust gas temperature if the engine load is stable and the circuit
breaker of the alternator is closed.
Otherwise the waste-gate is controlled by the charge air pressure.
The switching from PID controller 1 to PID controller 2 occurs instantly, while the switching in the
opposite direction is done with a certain rate.

No control on throttle valve. The throttle valve is always fully open, without a throttle position sensor.
14 (18) 11. Instruction Manual – 91 991 862 00E (Issue 1) Wärtsilä Sweden AB

11.7 Ignition control

Fig. 11-7. Ignition system

The ignition system for each cylinder consists of a spark plug extender with an integrated ignition coil
and a common spark plug ignition module for each bank.
Ignition is controlled by the SSM558. The spark plug has a resistor installed in order to reduce the inter-
ference generated by the spark.

The supply voltage of 24V is converted to 400V in the capacitive ignition system. The voltage is stored
in a capacitor, hence the name capacitive system. When it is time to ignite the spark, the energy that
is stored in the capacitor is discharged through the ignition coil. The current through the coil (primary
winding) will cause an electro motive force which is transformed to the secondary winding of the coil to
a voltage of approximately 15kV to 30kV. The voltage level is affected by the spark plug and its sur-
rounding factors. The design of the ignition system only determines the available, maximum voltage.

In WECS 8000 the coil is located in the COP (Coil On Plug) and there is one COP for each cylinder. The
capacitor and the driving electronics are located inside the CCD which drives up to nine COP’s.
The firing order in the CCD is sequential from output “A”-”I”.
The routing of the ignition harness has to be adapted to the firing order of the cylinders. The CCD needs
two inputs. One is the reset signal. It lets the CCD know when to restart from output “A”. The other is
the timing pulses. The governing of timing (and reset) function is handled by the SSM558. It lets the
CCD know exactly when to fire the next output.

11.7.1 Ignition timing

The ignition timing reference is depending on engine load and speed.
For each cylinder two offsets on this reference can be active.

1. The knock ignition timing offset, which is calculated in knock control.

2. A manual ignition timing offset.

These two cylinder individual offsets are added in the MCM-700 to the ignition timing reference to get
the ignition timing reference for each cylinder.

The ignition timing value is the piston position when the ignition spark is activated (in degrees before
the cylinders top dead center firing; TDC).
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11.8 Engine Speed & Load Control

Fig. 11-8. Engine speed and load control

11.8.1 Engine Speed Control

Speed reference control

The speed reference control can be selected to work as a fixed speed reference control (alternator ap-
plications) or a variable speed reference control (compressor drive applications).

Fixed speed reference control

The speed reference is based on one rated speed setpoint or on rated speed and idle speed set-points.
Idle speed level is a configurable parameter.

Speed control
The speed reference is compared with the measured engine speed. The difference between these sig-
nals is the input to a PID-controller, which controls the opening duration of the main gas valve.

If kW control mode is selected, another PID controller becomes active.

The PID-controller has three sets of different of PID parameters. PID 1 parameters are used when the
alternator circuit breaker is closed the sum of PID 1 and PID 2 are used.

PID 1 parameters are speed dependent and PID 2 and PID 5 parameters are load dependent.
To minimise the speed deviation at large load changes in island mode the PI parameters are also multi-
plied by a factor which is speed window trigged.
This function is only active when the alternator circuit breaker is closed.
If idle speed is used, the change-over can be selected via Profibus between idle and rated speed. Two
different ramp rates are available for switching between idle and rated and vv.
The ramp function is stopped if during the ramp the Profibus increase or decrease speed/load inputs
change state. The speed reference then will be rated.
If rated speed is selected and the alternator circuit breaker is open, the speed reference can be altered
between min. speed reference and max. speed reference in steps of 1 rpm.
When the alternator circuit breaker is closed, the speed reference can be altered between a min. speed
reference and a max. speed reference in steps of 0,1 rpm or 1 rpm with the Profibus increase and de-
crease speed/load inputs, or with the binary increase/decrease inputs.
When the alternator circuit breaker is closed, the rate of change is limited to a speed ramp rate. If derat-
ing is active, the rate of change is limited to another speed ramp rate. If an unload stop is active, the
rate of change is limited to a third speed ramp rate.
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Variable speed reference control

Variable speed reference control mode can be selected via Profibus. Idle and rated works the same way
as for fixed speed reference control.
Once the speed has reached rated speed, the rate of change is limited to a variable speed ramp rate
and the variable speed reference is set via Profibus. The Profibus increase and decrease speed/load
inputs are disabled.

Limiters
Two fuel limiters are available. The start fuel limiter is only active from start until engine speed reaches
reference - 20 rpm.
A load dependent fuel limiter is active when the alternator circuit breaker is closed.
To prevent engine speed increase during opening of the alternator circuit breaker the output of the PID
controller is temporary set to zero.

Synchronization sequence
Once the speed has reached rated speed, the rate of change for set speed reference is limited to syn-
chronization speed ramp rate.
When profibus rated speed selected is true and the ramp function is not active, synchronisation is
enabled. The synchroniser can alter the set speed reference through the digital (hardwired) input signals
synchroniser increase/decrease speed (positive flank) in steps of 1 rpm.

11.8.2 Engine Load Control

Load reference control
The load reference control is based on a load reference sent via Profibus.
This reference can be increased to a max. load reference and decreased to a min. load reference.
The max load reference can be limited by:

- the unload stop load reference in case of an active unload stop.

- the overload powerfactor.

Normally, the rate of change is limited to a load reference ramp rate defined via Profibus. If unload stop
is active, the rate of change is limited to a unload stop load ramp rate. The ramp rates are limited to
max. and min. load reference ramp rate, which are configurable parameters.
A kW base load offset is added to the load reference when the alternator circuit breaker closes. The
load reference is set to zero when alternator circuit breaker is open. If kW control mode is not selected
the load reference is calculated as: measured load / rated electrical load.

Load control
The load control is enabled if Profibus enables kW control and the alternator circuit breaker is closed.
The load reference is compared with the measured load, the difference between these variables is the
input to a PID-controller. The output is a value representing the main gas valve duration. The PID-con-
troller has load dependant proportional, integral and derivative gain.
If the engine speed deviates more than a certain value from the rated speed reference sent via Profibus,
or if the alternator breaker is open, the control mode is instantly switched over to speed control. The
speed reference is updated continuously by the load control so that a bumpless transfer of control is
provided. By giving a reset, the load control mode is activated again if the conditions are true.

Load sharing
Two different methods of load sharing between engines exist:
- Droop speed control (Linear and non-linear droop)
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Droop speed control (Linear- and non-linear droop)

In case the droop reference is zero (=isochronous speed control) the speed is equal to the rated speed
reference defined via Profibus. This mode is used when the genset is supplying an isolated grid, deter-
mining the frequency alone.
To provide load sharing of several engines, droop is used in the system. If the droop reference is not
zero (= droop speed control), the speed reference, and thus the net frequency, will however decrease
with increasing engine load. Linear droop needs an external system, to by means of cascade control,
keep the frequency constant. This mode is used when the alternator is sharing load with other alterna-
tors on an isolated grid. It can also be used when the alternator is connected to a utility grid, but nor-
mally the kW load control is used for this application.
Non-linear droop is used for isochronous load sharing between engines.
Droop (or kW load control) is used when connected to the utility grid and isochronous (one engine) or
non-linear droop (several engines) is used when connected only to the isolated grid.

11.9 Cylinder Balancing control

Fig. 11-9. Cylinder balancing control.

Description
Equal gas admission duration for the Main Combustion Chamber (MCC) gas solenoid valves will not re-
sult in the same exhaust gas temperatures in all cylinders since there are tolerances between the cylin-
der components. The balancing principle is based on exhaust gas temperature equalisation, by means
of actively regulation (cylinder individually) the main combustion chamber admission duration in order to
minimise these deviations.

There are limitations for all adjustments possible, so that component failures do not cause a gas/air
mixture too lean or too rich. After running on a constant load for a certain time these limits are de-
creased even more. Changing load will again activate the wider limits which makes more. Changing
load will again activate the wider limits which makes it possible to level out the exhaust gas tempera-
tures on the new load. After a certain time on the new load, the limits will be decreased again.

If there is a malfunction in the gas admission in any cylinder, there is provided safety features by means
of both an exhaust gas temperature deviation alarm - and shutdown limit.
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11.10 Knock control

Fig. 11-10. Cylinder knock control.

Description
The knock control function prevents the engine from hazardous knocking by controlling the ignition tim-
ing cylinder wise and shuts down the engine if necessary.
The knock sensors are connected to the SSM701 units. The calculation of the ignition timing is done in
the MCM700.
The knock control function can be divided into following sub-modules:
Check knock, Retard ignition at knock, Restore ignition after knock, Stop engine at knock.

Check knock
The check knock function arranges the knock value into three different levels, heavy, light and none
knock lelvels. This operation is active continuously when the actual engine load is above certain level.

Retard ignition at knock

If light knocking is detected, the following action will occur:
- If light knock: The ignition timing will be retarded in these cylinders in pre-defined steps until
a min. ignition angle is reached.

Restore ignition after knock

When the cylinder(s) stop knocking the MCM700 starts an opposite process of above described, after a
timed delay. This restore function, which is slower than the retard, continues until original (nominal) val-
ues are reached, or until light knock appears again. The knock control system always tries to restore the
engine´s original parameter settings in order to keep the engine efficiency high and the emissions low.

Stop engine at knock

If heavy knocking is detected, the engine will be shut down.