Electronically Controlled WinGD RT-FLEX - X Engines

Electronically controlled WinGD RT-FLEX/X engines about:reader?url=https%3A%2F%2Ffanyv88.com%3A443%2Fhttps%2Fmirmarine.net%2Fstati-na-anglij...
mirmarine.net
Electronically controlled WinGD

RT-FLEX/X engines
Vitalii
31-40 minutes
CONTENT
1. Supply unit
2. Servo oil
3. Control oil
4. Rail unit
5. Injection control unit
6. Exhaust valve control
7. Operating pressures and system energy
8. Starting air system
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9. Electronic control
10. Reliability and redundancy
11. HMI- flex VIEW-9520
12. Benefits from the WinGD RT-FLEX/X system
13.
14.
15.
16.
WinGD originated from the diesel engine business of

Sulzer Corporation in Winterthur (Switzerland),
established in 1893 when the Sulzer Brothers signed an
agreement with Rudolf Diesel for his new engine
technology.
Sulzer started diesel engine manufacturing in 1903 in

Winterthur. In 1986 the last diesel engine left the
Winterthur facility.
Going forward to November 1990, Sulzer established its

Diesel Engine & Diesel Power Plant Division as a
separate company, New Sulzer Diesel Ltd.
In April 1997, New Sulzer Diesel Ltd. merged with Wärtsilä

Diesel Oy to create Wärtsilä NSD Corporation which later
became Wärtsilä Corporation. The Swiss company,
Wärtsilä Switzerland Ltd., responsible for the low-speed,
two-stroke engine within Wärtsilä, was merged with China
State Shipbuilding Corporation (CSSC) in early 2015 and
renamed Winterthur Gas & Diesel Ltd. (WinGD). In 2016,
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Wärtsilä Corporation transferred its remaining shares of

WinGD to CSSC making WinGD 100% owned by CSSC.
The engine brand was changed from 'Wärtsilä' to ‘WinGD’.

Today WinGD supports its engines with state-of the-art
digital technologies, training and warranty services.
The WinGD RT-flex/X is basically a standard WinGD low-

speed two-stroke marine diesel engine in which a
common-rail system for fuel injection and exhaust valve
actuation, and full electronic control of these engine
functions, is employed instead of the traditional
mechanical camshaft system.
The WinGD engines offer a number of interesting benefts

to shipowners and operators:
• Smokeless operation at all operating speeds.
• Lower steady running speeds, in the range of 10-15 per

cent nominal speed, obtained smokelessly through
sequential shut-off of injectors while continuing to run on
all cylinders.
• Reduced running costs through reduced part-load fuel

consumption and longer times between overhauls.
• Reduced maintenance requirements, with simpler setting

of the engine. The ‘asnew’ running settings are
automatically maintained.
• Reduced maintenance costs through precise volumetric

fuel injection control leading to extendable times between
overhauls. The common-rail system with its volumetric
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control gives excellent balance in engine power developed

between cylinders and between cycles, with precise
injection timing and equalised thermal loads.
• Reliability is given by long-term testing of common-rail

hardware in component test rigs.
• Higher availability owing to the integrated monitoring

functions.
• High availability also given by the built-in redundancy,

provided by the ample capacity and duplication in the
supply pumps, main delivery pipes, crank-angle sensors,
electronic control units and other key elements.
There are four principal elements in the WinGD common-

rail system: the rail unit along the side of the cylinders, the
supply unit on the side of the engine, a filter unit for the
servo oil, and the integrated electronic control system,
including the crank angle sensor.
List of abbreviations and explanations
• BEMP - Brake Mean Effective Pressure
• BSFC - Brake specific fuel consumption
• CSSC - China State Shipbuilding Corporation
• DENIS - Diesel Engine Interface Specification
• HMI-flexView - Human-Machine Interface
• ICU - Injection control units
• ICV - Injection control valve
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• IMO - International Maritime Organisation
• TBO - Times between overhauls
• VCU - Valve control unit
• VEC - Variable exhaust valve closing
• VIT - Variable injection timing
• WECS - Wartsila Engine Control System
• WinGD - Winterthur Gas & Diesel Ltd
The RT-flex engines are thus equipped with common rail

systems for:
• heated fuel oil at pressures 550-850 bar delivered by the

fuel pumps of the supply unit. For each cylinder, there is
an Injection Control Unit (ICU) installed on the fuel rail.
• servo oil at pressures 80-190 bar,delivered by the servo oil

pumps of the supply unit, depending on the engine load.
For each cylinder there is a Valve Control Unit. Exhaust
valve actuator or valve control unit (VCU) installed on the
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servo oil rail. WECS activats the VCUs when exhaust

valves are needed to be opened and closed.
• control oil at a constant pressure of 200 bar, delivered by

the control oil pumps (only for RT-flex96C-B, RT-flex60
and RT-flex84T).
• engine starting air system.
Supply unit
Fuel and servo oil are supplied to the common-rail system

from the supply unit which is driven through gearing from
the engine crankshaft.
In the first few RT-flex engines, the supply unit is on the

exhaust side of the engine so that it could be lower down
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without interfering with access to the crankcase. However,

for all subsequent engines, the location of the supply unit
has since been standardised on the front of the engine (on
the same side as the rail unit) and at about mid height.
This keeps the engine ‘footprint’ small so that the engines
can be located far aft in ships with fine afterbodies.
The supply unit is naturally at the location of the gear

drive: at the driving end for five- to seven-cylinder engines,
and at the mid gear drive for greater cylinder numbers.
The supply unit has a rigid housing of nodular cast iron.

The fuel supply pumps are arranged on one side of the
drive gear and the hydraulic servo-oil pumps are on the
other side. This pump arrangement allows a very short,
compact supply unit with reasonable service access. The
numbers, size and arrangement of pumps are adapted to
the engine type and the number of engine cylinders.
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For RT-flex58-96, the supply unit is equipped with four to

eight fuel supply pumps arranged in V-form. The RT-flex50
supply unit, however, has just two or three supply pumps
in-line.
Two sizes of fuel pumps are employed for all RT-flex

engines, both based on the well-proven injection pumps
used in Sulzer Z-type medium-speed four-stroke engines
though with some adaptations to suit their function as
supply pumps and to raise their volumetric efficiency up to
a very high degree. For RT-flex58-68, the fuel pump
elements are based on the injection pumps of Sulzer
ZA40S engines, while the RT-flex84-96 pumps are based
on the injection pumps of the Sulzer ZA50S engine type.
The fuel supply pumps are driven through a camshaft with

three-lobe cams. This camshaft cannot be compared with
the traditional engine camshaft. It is very short and much
smaller diameter, and is quite differently loaded. There is
no sudden, jerk action as in fuel injection pumps but rather
the pump plungers have a steady reciprocating motion.
With tri-lobe cams and the speed-increasing gear drive,
each fuel supply pump makes several strokes during each
crankshaft revolution. The result is a compact supply unit.
The servo oil pumps are driven by individual pinions,

having a „mechanical fuse“ (reduced diameter in pinion),
in order to protect the gear drive in case of a pump
seizure. The servo oil pump gearwheel is hydraulically
fitted as well.
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Two designs of camshaft are employed. For RT-flex50-68

it is manufactured in one piece. For RT-flex84-96, the
camshaft is assembled from a straight shaft on to which
the tri-lobe cams are hydraulically press fitted. This latter
form of construction has been used for decades in Sulzer
Z-type engines. It is extremely service friendly and
minimizes maintenance cost. The camshaft bearings have
an aluminium running layer.
The fuel delivery volume and rail pressure are regulated

according to engine requirements through suction control
with helix-controlled filling volume regulation of the fuel
supply pumps. Suction control was selected for its low
power consumption as no excess fuel is pressurized.
The roller guide pistons contain the floating-bush bearings

for the rollers as they are used on all Sulze RTA- and
Z-type engines. Owing to the moderate accelerations
given by the tri-lobe cam shape, the specific loads of roller
bearings and pins as well as the Hertzian pressure
between cam and roller are less than for the original
pumps in ZA40S and ZA50S engines.
For every individual fuel pump element of the supply unit,

the roller can be lifted off the cam, blocked and manually
taken out of service in case of difficulties.
Since the supply unit, i.e. fuel pumps and servo oil pumps
have no timing, means they just supply fuel or oil, the
camshaft doesn‘t have to have a determined position
compared to crankshaft. However the position of the cams
relative to each other must be respected.
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The fuel pumps deliver the pressurized fuel to an adjacent

collector from which two independent, double walled
delivery pipes lead upwards to the fuel rail. Each delivery
pipe is dimensioned for full fuel flow. The collector is
equipped with a safety relief valve set to 1250 bar. The rail
is heated by a trace heating piping system.
An equivalent arrangement of a collector and duplicated

independent, double-walled delivery pipes is employed for
the servo oil supply.
Servo oil
Servo oil is used for exhaust valve actuation and control,

cylinder lubricating system and fuel injcection control unit.
It is supplied by a number of swash plate-type axial piston
hydraulic pumps mounted on the supply unit. The pumps
are of standard proprietary design and are driven at a
suitable speed through a step-up gear. The working
pressure is controlled to allow a desied speed of exhaust
valve opening at different loads. At higher loads the
exhaust valve has to overcome a higher cylinder pressure,
so that the higher force is required for opening. The servo
oil rail contains fine filtered (6-micron/25-micron) high
pressure servo oil, ~ 80-220 bar, delivered by the servo oil
pumps of the supply unit, depending on engine load. The
nominal operating pressure is up to 220 bar. The number
and size of servo oil pumps on the supply unit depend on
the engine speed and number of engine cylinders. There
are from two to six servo oil pumps per engine.
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The oil used in both the servo and control oil systems is
standard engine system lubricating oil, and is simply taken
from the delivery to the engine lubrication system. The oil
is drawn through a 6 or 25-micron automatic self-cleaning
fine filter to minimise wear in the servo oil pumps and to
prolong component life.
After the fine filter, the oil flow is divided, one branch to the
servo oil pumps and the other to the control oil pumps.
Control oil
Control oil is supplied at a constant 200 bar pressure at all

engine speeds by two electrically-driven oil pumps, one
active and the other on standby. Each pump has its own
pressure-regulating valve and safety valve attached.
The control oil system involves only a small flow quantity

of the fine filtered oil. The control oil serves as the working
medium for all rail valves of the injection control units. The
working pressure of the control oil is maintained constant
to ensure precise timing in the ICU. It is also used to prime
the servo oil rail at standstill thereby enabling a rapid
starting of the engine. Control oil system is used only on
old models of RT-flex60/84 and 96. The latest RT-flex and
all X type engines use servo oil instead.
Rail unit
The rail unit is located at the engine’s top platform level,

just below cylinder cover level. It extends over the length
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of the engine. It is fully enclosed but has good

maintenance access from above and from the front. The
rail unit contains the rail pipes and associated equipment
for the fuel, servo oil and control oil systems. The starting
air system is not included in the rail unit.
For engines with up to eight cylinders, the rail unit is

assembled as a single unit. With greater numbers of
cylinders, the engines have a mid gear drive and the rail
unit is in two sections according to the position of the mid
gear drive in the engine. Both rail-sections (forward/aft) for
fuel-, servo- and control oil are connected by high
pressure pipes.=> Same pressure in the related rails of
both halves.
The fuel common rail provides storage volume for the fuel
oil, and has provision for damping pressure waves. There
is no need for energy storage under gas pressure. The
volume of the common-rail system and the supply rate
from the fuel supply pumps are such that the rail pressure
is very stable with negligible pressure drop after each
injection.
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The common rail system is designed with very high safety

margins against material fatigue. The fuel rail pipe for
instance has a very special inner shape to keep the stress
amplitude in cross-bored drillings remarkably low. The fact
that, by definition, common rails have almost constant
pressure levels further increases the safety against high
cycle fatigue cracking compared to conventional injection
and actuator systems with high pressure cycles.
The high-pressure rail is trace heated from the ship’s

heating system, using either steam or thermal oil.
The fuel rail contains high pressure fuel of ~ 550-850 bar

delivered by the fuel pumps of the supply unit. For each
cylinder, there is an injection control unit.
Injection control unit
Fuel is delivered from the common rail to the injection

valves through a separate ICU for each engine cylinder.
The ICU regulates precisely the timing of fuel injection,
accurately controls the volume of fuel injected, and sets
the shape of the injection pattern. The ICU has an
injection control valve (ICV) and an electro-hydraulic rail
valve (bi-stable rail valve) for each fuel injection valve. The
rail valves receive control signals for the beginning and
end of injection from the respective electronic unit of the
WECS (Wärtsilä Engine Control System).
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There are three fuel injection valves in each engine

cylinder except for the RT-flex48-50 which has two. The
fuel injection valves are the same as those already
employed in RTA engines, and are hydraulically-operated
in the usual way by the high-pressure fuel oil. Each fuel
injection valve in a cylinder cover is independently
controlled for the respective cylinder so that, although all
the injection valves in an individual cylinder normally act in
unison, they can also be programmed to operate
separately as necessary e.g. for sequential injection.
The individual ICU are mounted directly on the rail pipe.
The common-rail system is purpose-built for operation on

just the same grades of heavy fuel oil as are already
standard for Sulzer RTA-series engines. For this reason,
the RT-flex system incorporates certain design features
not seen in other common-rail engines using middle
distillate diesel oils. The key point is that, in the ICU, the
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heated heavy fuel oil is isolated from the precision rail

valves.
The rail valves are bi-stable solenoid valves with an

extremely fast actuation time. To achieve the longest
possible life time, the rail valves are not energised for
more than 4 ms. This time is sampled, monitored and
limited by the WECS-9520. The valves’ bi-stability allows
their position and status to be reliably controlled. Each
ICU is pre-controlled by 2 or 3 rail valves to open or close
the way for fuel from the rail to the injection nozzles.
Exhaust valve control
The exhaust valves are operated by a hydraulic ‘push rod’,

being opened by hydraulic oil pressure and closed by an
air spring, as in the Sulzer RTA engines with mechanical
camshafts. But for RT-flex/X engines the actuating energy
now comes from the servo oil rail. There is one exhaust
valve actuator (also known as the partition device) for
each cylinder.
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In the exhaust valve actuator, fine-filtered servo oil acts on

the underside of a free-moving actuator piston, with
normal system oil above the actuator piston for valve
actuation. The adjacent hydraulic control slide is precisely
activated by a rail valve and controls the flow of servo oil
to the actuator piston so that the exhaust valve opens and
closes at precisely the correct time with appropriate
damping. The exhaust valve actuator employs the same
rail valves as are used for the ICU.
The exhaust valve drive on top of the valve spindle is

equipped with one or two analogue position sensors to
provide a feedback on valve operation to the WECS-9520.
The electronically-controlled actuating unit for each

cylinder gives full flexibility for exhaust valve opening and
closing patterns. At the same time, the actuating unit
provides a clear separation of the clean servo oil and the
normal system oil. Thus the exhaust valve hydraulics can
be serviced without disturbing the clean servo oil circuit.
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Operating pressures and system energy
The normal operating pressure for the fuel rail range set to
1000 bar. It is lowered for the best compromise between
BSFC (brake specific fuel consumption) and NOX
emissions according to the respective engine load and to
keep the parasitic energy demand low.
It was determined years ago by engine tests in Winterthur

that, under steady load conditions, the influence of fuel
injection pressure on specific fuel consumption in low-
speed engines diminishes with increasing injection
pressure. Thus, higher fuel injection pressures than are
presently used in large two-stroke low-speed engines
have no real benefit. Should an increase become
necessary in the future, for instance in combination with
other measures to reduce NOX emissions, the RT-flex/X
system is ideal to cope with it. The additional, parasitic
system energy would be very limited indeed, as the
increase is about proportional to the pressure increase.
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Exhaust valve actuation requires a high volume flow of oil.

With an appropriately stepped hydraulic piston diameter
on the valve spindle both proper valve movement and low
parasitic power could be achieved at the same time.
Additionally, the servo oil pressure of 220 bar nominal is
variably adapted to the minimum requirement over engine
load to ensure a proper function and minimal power
demand.
Starting air system
The starting air system of RT-flex/X engines is very similar

to that in Sulzer RTA engines, except that its control is
incorporated into the WECS-9520. The starting air system,
however, is installed outside the rail unit to facilitate
overhaul access.
Electronic control
All functions in the RT-flex/X system are controlled and

monitored through the WECS-9520. This is a modular
electronic system with separate microprocessor control
units for each cylinder, and overall control and supervision
by duplicated microprocessor control units. Two modules
provide the interface for the electronic governor, the
shipboard remote control system, safety system and alarm
and monitoring systems. The microprocessor control units,
or electronic control modules, are mounted directly on the
engine, either on the front of the rail unit or adjacent to it.
An essential and the most important input signal for
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WECS-9520 is the engine crank angle possition. This is

measured very accurately by two absolute encoders
driven from a stub shaft on the free end of the crankshaft.
The two ancoders are driven by toothed belts so that axial
and radial movements of the crankshaft are not passed to
the sensors. The sensors are able to give the absolute
crank angle position immediately when electrical power is
applied.
At present RT-flex/X engines are being equipped with the

WECS-9520 control system.
The system provides simple communication with the ship

automation system and easier wiring for the shipbuilder.
Only one electronic module is used through out the new
system, and there are fewer equipment boxes which are
also of simple, standard design. The functionality of
WECS-9520 is similar and based on WECS-9500 system.
WinGD RTA and RT-flex/X engines have standardized
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interfaces (DENIS) for remote control and safety

systems.The remote control and safety systems are
supplied to the ship by a variety of approved
manufacturers and DENIS (Diesel Engine Interface
Specification) defines the interface between the engine-
mounted equipment and the shipboard remote control and
safety system.
With RT-flex/X engines, the remote control system sends

engine manoeuvring commands to the WECS-9520. The
remote control processes speed signals from the engine
order telegraph according to a defined engine load
program and fuel limiters, and generates a fuel command
signal for the WECS-9520 according to DENIS.
The safety system function in RT-flex/X engines is

basically the same as in conventional RTA engines,
except that it has additional inputs for WECS slowdown
and, WECS shutdown signals, and some outputs to
theWECS system.
Reliability and redundancy
Reliability and safety have the utmost priority in the RT-

flex/X system. Although particular attention is given to the
reliability of individual items of equipment in the RT-flex/X
system, the common-rail concept allows for increased
reliability and safety through its inherent redundancy.
High-pressure fuel and servo-oil delivery pipes, the

electrically-driven control oil pumps, and essential parts of
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the electronic systems are duplicated for redundancy. The

duplicated high-pressure delivery pipes have stop cocks at
both ends to isolate any failed pipe. Each single pipe is
adequate for the full delivery. All high pressure pipes are
double-walled for safety.
With a more traditional injection arrangement of one fuel

high-pressure pump to each cylinder, a failure of one
pump leads to the loss of that cylinder and the imbalance
in engine torque requires a drastic power cut. In contrast,
with the RT-flex/X system in which all high-pressure
supply pumps are grouped together and deliver in
common to all cylinders, the loss of any pumps has much
less effect.
Indeed with larger RT-flex/X engines having several fuel

pumps and several servo oil pumps there can be
adequate redundancy for the engine to deliver full power
with at least one fuel pump and one servo oil pump out of
action. Should further pumps be out of action, there would
be only a proportional reduction in power.
Every injection nozzle is independently monitored and

controlled by the WECS. In case of difficulties, such as a
broken high pressure line or a malfunctioning injector, the
affected injection valve can be cut out individually without
losing the entire cylinder.
The injection control unit ICU hydraulically excludes the

injection of an uncontrolled amount of fuel. During the
entire working cycle of the metering cylinder, there is
never a direct hydraulic connection between fuel rail and
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the injectors. The maximum injection quantity is limited to

the content of the metering cylinder as the travel of the
metering piston is monitored. Maximum amount of fuel in
ICU is aproximatly 130% fuel needed to for the full engine
power. If the travel of the metering piston should be
measured as out of range, the subsequent injections of
that ICU will be suppressed and an engine slow-down
activated.
The ICU also serves as a flow fuse: if the metering piston

should travel to its physical limit, it cannot return
hydraulically and no further injection would be possible
until it is reset.
If the stroke measuring sensor fails, the WECS system

switches the ICU to a pure time control and triggers the
signal based on the timing of the neighbouring cylinders.
Two redundant crank angle sensors measure the absolute
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crank angle position which is evaluated through WECS.

WECS is able to decide which sensor to follow in case of
a discrepancy. The good sensor is check with a TDC
signal. Maximum allowed difference between the sensors
is 1 dgr for alarm, 5 dgr engine shutdown.
The WECS main controller and all essential

communication interfaces such as CAN-bus cablings are
duplicated for redundancy. WECS monitors the
momentary position of each rail valve for proper function
of each cycle before starting the next.
HMI- flex VIEW-9520
The flex View-9520 window is divided in two separate

main-cards where different sub-cards can be select from
the menu row on top of each card.
The two standard cards “Indic” and “Journal” are shown by
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default when the program is started. These two cards

show all necessary data for the average daily use at sea
or during manoeuvring.
• “Indic”(-ation) displays the actual engine speed, fuel

command, common rail pressures and some general
injection and exhaust valve timing data.
• “Journal” displays engine related failures and indications

with time stamps for occurrence, acknowledging time and
restoring time. For a quick reference the different
indication groups have a colour code for easy separation
of the groups.
The amount of injected fuel is measured by the fuel

quantity sensor in the ICU.
Each injection measurement starts at a return value and

ends at a injection value corresponding to the given fuel
command.
• The Injection begin dead time between sending a

WECS-9520 command and the real injection begin is
shown in the next column.
• Injection begin angle indicates the actual crank angle at

injection begin and the duration time of the injection is
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shown in the next column.
• In the On Time Open / Close columns, flex View indicates

the switch time that it takes to switch the rail valves over
from one state to the opposite state. Times above 3,5 ms
generally point out a rail valve failure.
• These indications help troubleshooting normal and static

injection system failures.
For dynamic failures, the injection curve trend gives more

detailed feedback.
On Exhaust Valve Card
• The Open Pos. & Close Pos. Sensor 1/2 columns show
the valve stroke as a mA signal. A lower value indicates
an open valve in the left columns, where as a higher value
indicates a closed valve in the right columns of this card
section.
• The “Deadtime” between WECS-9520 command and

begin of the opening / closing stroke is indicated in the
columns for each valve and movement (open/close). This
is the time delay between the command for opening /
closing and the beginning of the valve stroke into the
corresponding direction.
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• The “On” Time Open / Close columns indicates the switch

time that it used to switch the rail valves over from one
state to the opposite state. Times above 3,5 ms generally
point out a rail valve failure.
• These indications help troubleshooting normal and static

exhaust valve system failures. For dynamic exhaust valve
failures, the exhaust valve curve trends give more detailed
feedback.
Benefits from the WinGD RT-FLEX/X system
At its heart, the WinGD RT-flex engine is the same

reliable, basic engine as the existing Sulzer RTA engine
series. The power ranges, speeds, layout fields and full-
power fuel consumptions are the same for both engine
versions.
For shipowners, the principal benefits of WinGD RT-flex/X

engines with their electronically-controlled common rail
systems are:
• Reduced part-load fuel consumption.
• Smokeless operation at all running speeds.
• Very low, stable running speeds at about ten percent
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nominal speed.
• Easy engine setting for less maintenance.
• Longer times between overhauls (TBO) expected,

primarily through better load balance between cylinders
and cleaner combustion at all loads.
Low exhaust emissions
A clearly visible benefit of WinGD RT-flex engines is their

smokeless operation at all ship speeds. It helps give
a‘green’ image.
This was well demonstrated in the testing of the first RT-

flex/X engine and during the sea trials of m/v «Gypsum
Centennial» (present CSL Frontier). The superior
combustion performance with the common-rail system is
achieved by maintaining the fuel injection pressure at the
optimum level right across the engine speed range. In
addition, selective shut-off of single injectors and an
optimised exhaust valve timing help to keep smoke
emissions below the visible limit at very low speeds.
The precision and flexibility in engine setting givenby the

RT-flex/X system facilitates compliance with the NOX
regulation of Annex VI of the MARPOL 73/78 convention,
usually referred to IMO NOX regulation.
The flexibility of the RT-flex/X engines will also allow

alowering of NOX emissions if the corresponding increase
in BSFC is acceptable. With common-rail injection, a wide
variety of injection patterns can be generated. The
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injected quantity of fuel can be divided, for pre-injection,

triple injection, etc. The WinGD RT-flex/X engine, with its
individual fuel valve control, also has the unique ability to
vary individually the injection timing and sequence
between the three fuel injectors in each cylinder and thus
to generate a tailor-made heat release.
In engine tests, this degree of flexibility has proved useful

to reach NOX emissions of 20 percent below the IMO
NOX limit with a moderate BSFC increase of 2.3 percent.
Very slow running
WinGD RT-flex/X engines have also demonstrated their

ability to run stably at very low speeds, lower than engines
with mechanically-controlled injection.
They can run without smoking at about ten per

centnominal speed. This makes for easy ship handling
when maneuvering or in river and canal passages.
Such slow running was well confirmed in service in m/v

«Gypsum Centennial». Slow running was taken to a new
‘low’ during the testing in May/June 2004 of the first 12-
cylinder RT-flex 96C engine. Owing to its number of
cylinders, it could run steadily at just seven revolutions per
minute.
The very slow running is made possible by the precise

control of injection, together with the higher injection
pressures achieved at low speed, and shutting off injector
sat low speeds. Reducing the number of injection valves
in operation makes injection of the reduced fuel quantities
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more efficient, especially as the injection pressure is kept

up to a higher value than in a mechanically-injected
engine at the same speeds.
Shutting off injectors provides more stable operation with

better distribution of engine load and thermal loads than if
very slow running was to be achieved by cutting out whole
cylinders. Shutting off injectors is enabled by the separate
control of individual fuel injection valves. This feature is
unique to WinGD RT-flex/X engines. Usually the injection
valves operate in unison but, as the engine speed is
reduced, one injection valve can be shut off and at a lower
speed a second injection valve can be shut off. Thus at
minimum speed, the engine runs on all cylinders but with
just one injection valve in each cylinder.
If the RT-flex/X engine then runs for a period in single

injector operation, the electronic control system switches
between the three injection valves in a cylinder so that the
thermal load is equalised around the combustion chamber.
Fuel consumption flexibility
Sulzer RTA engines have always been highly competitiven

in fuel consumption right across the load range owing to
the use of variable injection timing (VIT). Variable exhaust
valve closing (VEC) was also added in RTA84T engines in
1991 to reduce further the part-load BSFC.
These benefits have already been carried over to the

electronically-controlled common-rail systems of the RT-
flex/X engines.
29 of 32 21/09/21, 16:25
At the first stage of development of RT-flex/X engines,

however, the main objective has been to achieve the
same performance standards as are achieved in the
mechanical-camshaft engines, particularly with respect to
power, speed, fuel consumption, exhaust emissions,
cylinder pressures, etc. Thus the curves of brake specific
fuel consumption of the first RT-flex/X engines have been
the same as with corresponding RTA engines, or perhaps
slightly lower in the part-load region. As the fuel injection
pressure at part-load is kept higher with the common-rail
injection system, combustion is sufficiently better to have
a beneficial effect on fuel consumption inpart-load
operation.
An alternative fuel consumption curve was introduced with

Delta Tuning to provide even lower BSFC at loads less
than 90 percent full load. For both the original (Standard)
and Delta Tuning curves, the RT-flex/X engines comply
with the IMO NOX regulation.
The question, of course, arises as to why the BSFC could

not be lowered at all engine loads and speeds. It is
technically possible to do so. With RT-flex/X engines all
the relevant parameters can be continuously varied so
that the engine can follow any specified BSFC curve as
engine load and speed are varied. Yet there is a limitation
because of the need to comply with the IMO NOX
regulation and the inevitable trade-off between lower fuel
consumption and greater NOX emissions. This explains
the shape of the new BSFC curve given by Delta Tuning.
30 of 32 21/09/21, 16:25
The BSFC is lowered in the mid- and low-load range,

there by increasing the NOX emission levels at those load
points, but then has to be increased at high engine loads
(90-100 percent load) for a compensating reduction in
NOX levels.
Delta Tuning was first applied in the first Sulzer 8RT-

flex96C engine which completed its official shop teston 9
April 2004.
Presently all new engines have four main tunings:

Standard, Delta, Low load, Delta Bypass, each with
possible low torsional viblatio variants:
• Standard Tuning: Optimized BSFC for engine load above

90%.
• Delta Tuning: Optimized BSFC for engine load between

75% to 90% load.
• Delta Bypass Tuning: Optimized for increasing steam

production above 50% load; lower BSFC below 50% load
compared to delta tuning.
• Low Load Tuning: Optimized BSFC for engine load below

75% load.
• Low-TV Tuning: Active below 25% load. Reduce gas

excitation(smaller or no damper).
Литература
Двигатели WinGD типа RT-FLEX / X с электронным

управлением - С. А. Карьянский, Е. М. Оженко [2019]
31 of 32 21/09/21, 16:25
Похожие статьи
32 of 32 21/09/21, 16:25

Electronically Controlled WinGD RT-FLEX - X Engines

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Electronically controlled WinGD RT-FLEX/X engines about:reader?url=https%3A%2F%2Ffanyv88.com%3A443%2Fhttps%2Fmirmarine.net%2Fstati-na-anglij...

Electronically controlled WinGD

5. Injection control unit

6. Exhaust valve control

7. Operating pressures and system energy

8. Starting air system

10. Reliability and redundancy

11. HMI- flex VIEW-9520

12. Benefits from the WinGD RT-FLEX/X system

WinGD originated from the diesel engine business of

Sulzer started diesel engine manufacturing in 1903 in

Going forward to November 1990, Sulzer established its

In April 1997, New Sulzer Diesel Ltd. merged with Wärtsilä

Wärtsilä Corporation transferred its remaining shares of

The engine brand was changed from 'Wärtsilä' to ‘WinGD’.

The WinGD RT-flex/X is basically a standard WinGD low-

The WinGD engines offer a number of interesting benefts

• Smokeless operation at all operating speeds.

• Lower steady running speeds, in the range of 10-15 per

• Reduced running costs through reduced part-load fuel

• Reduced maintenance requirements, with simpler setting

• Reduced maintenance costs through precise volumetric

control gives excellent balance in engine power developed

• Reliability is given by long-term testing of common-rail

• Higher availability owing to the integrated monitoring

• High availability also given by the built-in redundancy,

There are four principal elements in the WinGD common-

List of abbreviations and explanations

• BEMP - Brake Mean Effective Pressure

• BSFC - Brake specific fuel consumption

• CSSC - China State Shipbuilding Corporation

• DENIS - Diesel Engine Interface Specification

• HMI-flexView - Human-Machine Interface

• ICU - Injection control units

• ICV - Injection control valve

• IMO - International Maritime Organisation

• TBO - Times between overhauls

• VCU - Valve control unit

• VEC - Variable exhaust valve closing

• VIT - Variable injection timing

• WECS - Wartsila Engine Control System

• WinGD - Winterthur Gas & Diesel Ltd

The RT-flex engines are thus equipped with common rail

• heated fuel oil at pressures 550-850 bar delivered by the

• servo oil at pressures 80-190 bar,delivered by the servo oil

servo oil rail. WECS activats the VCUs when exhaust

• control oil at a constant pressure of 200 bar, delivered by

• engine starting air system.

Fuel and servo oil are supplied to the common-rail system

In the first few RT-flex engines, the supply unit is on the

without interfering with access to the crankcase. However,

The supply unit is naturally at the location of the gear

The supply unit has a rigid housing of nodular cast iron.

For RT-flex58-96, the supply unit is equipped with four to

Two sizes of fuel pumps are employed for all RT-flex

The fuel supply pumps are driven through a camshaft with

The servo oil pumps are driven by individual pinions,

Two designs of camshaft are employed. For RT-flex50-68

The fuel delivery volume and rail pressure are regulated