08 Unic C3

1 © Wärtsilä 29.3.
2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

2 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre
System architecture of UNIC C3 for EFIC engines
Gas engine with integrated engine management system for all engine related monitoring &
control (waste-gate, by-pass, thermostats, torsional vibration monitoring, T/C-cleaning etc).
Management system with electronic combustion control, EFIC.
Complete fuel injection / combustion control.
Integrated speed / load governing.
Integrated data acquisition & processing - including alarm, load reduction, safety handling etc.
Bus link(s) and reduced hardwired interface to plant systems.
Complete local monitoring & diagnostic features, independent of plant systems.

The engine control system is designed to:
Achieve the highest possible reliability, with modules components, e.g. sensors, designed
specifically for the on-engine environment,
Reduce cabling on and around the engine, with a clear point of interconnection and a
standardized interface, and
Provide high performance with optimized and pre-tested controls.

The Local Control Panel (LCP) is located on the front side of the engine. The
cabinet itself is resiliently mounted by means of rubber-type vibration dampers.
This cabinet is the operator’s local interface when performing starts & stops at
the engine, and when viewing engine measurements.
System components
Display unit (01), graphic display with number of information pages.
Display unit (02), combined meter for engine and turbocharger speed, and hour
counter. Bar graph type meter for lubricating oil pressure and HT cooling water
temperature.
The control panel (03) includes buttons and switches for local control of the
engine.
Emergency stop button (04).
Switch for speed/load control (05). Normal if the speed/load control is handled
from bridge/engine control room. Emergency when communication with
bridge/engine control room is down and speed/load control is handled from
local control panel on engine.
Switch for increase/decrease engine speed (06) when speed/load control is
handled from local control panel on engine.

The LDU is connected to the main control module over the CAN bus, over which it receives all
data to be displayed. The graphic display has a number of different pages (menus), and
integrated key buttons for activation of these pages.
Typical information showed on the LDU pages is:

General system layout
Logical name of sensor
Readings
Abnormal values (inverted)
Bar graphs
Various status information (modes etc.)

The WIP-1x is a display unit which comprises a number of system independent
measurements. These measurements and readings constitute the most important local
information on the engine.

Main controller/speed governor (MCM)
Handles all strategic control functions (such as start/stop sequencing and speed control) of the
engine.
The MCM is a versatile, configurable microprocessor based control- and data acquisition
module. It has a variety of analogue and digital measuring channels, as well as a number of
analogue and binary outputs.
Controller also contains modules e.g.:
Sensor monitoring and alarm generation
Overall engine management
Diagnostics
Safety in general
Speed measurement
Torsional vibration monitoring
Interface for 3rd party CANopen devices

Engine safety module (ESM)
The ESM is an electronic control unit especially developed for the purpose of fundamental
safety and speed measuring functions on Wärtsilä 4-stroke engines. The functionality covers
all present engine applications and the unit is a basic building block for future system
development.
The ESM module is largely redundant, based on multiple microcontrollers and Field-
programmable gate array (FPGA) logic and built to meet the stringest safety requirements.
The module is designed to be used both in a stand-alone fashion as well as in combination
with UNIC, the embedded engine management system.

Input/Output module (IOM-10)
The I/O unit is used for data acquisition of analogue/binary/frequency signals, but also for
control, such as waste-gate control, by-pass control and LT/HT-water thermostat valve control.
The module itself contains diagnostic features on internal system integrity as well as
advanced I/O checks based on signal processing, like open/short circuit detection and sensor
diagnostics.

Cylinder control module (CCM-20)
The module processes locally functions related to fuel injection control and cylinder-specific
measurements. The cylinder control module handles the injection control of 1-3 cylinders and
can be used as backup-controller up to 3 other cylinders. The module calculates the relevant
injection duration and injection timing based on references sent over CAN from the main
control module.
This is a versatile, configurable microprocessor based control- and data acquisition module. It
has a number of analogue measuring channels, as well as analogue signal- and drive outputs.
It communicates over CAN with other modules.
Module features:
Diagnostics
Safety
Position and speed measurement
Torsional vibration monitoring
Ignition control in SG engines (driving WCD)
CR pressure control
Speed governor in limp mode

The amount of pilot fuel injected is electronically controlled by the cylinder controller modules,
which are actuating high-energy solenoid valves integrated in the pilot fuel injectors.

The gas admission valve is an electrically actuated valve for in-manifold (port) fuel admission.
The valve is designed for use on four-cycle, turbocharged, natural gas or dual-fuel engines.

PWM control
The reason for using a higher current level (“pull-in current”) at the beginning of the injection,
is to ensure a very fast and cycle-to-cycle consistent opening of the valve. The lower current
(“hold-in current”) is switched on as soon as the valve has opened, and this lower current (and
energy) level will reduce the heat development in the cylinder control module drive circuitry
and the solenoid valve.

Power distribution module (PDM-20)
Purpose of the module is used to distribute the power supply to all electronic equipment on
the engine. The module handles filtering of the power supplies, protection against over-
voltage and voltage transients and monitoring of earth faults. PDM is supplied with two
supplies which are redundant.

Power distribution module (PDM-20)
Internal connections of power module
LED indications are provided for the input supply voltages, for the fuses and for earth fault
monitoring.
Input voltages are monitored and if the supply voltage drops below 18VDC, the PDM alarm
output is activated. The LED indication corresponding to the input with the low voltage is then
turned off.
Each fuse has an individual (green) LED. The LED will turn off if the fuse has blown.
An earth fault is indicated with LED indications, positive line failure and negative line failure
separately. The earth fault detection alarm level is adjustable between 3 k – 300 k with a 10-
step rotational switch. The earth fault detection can also be turned off with this switch. A time
delay for the activation of the earth fault is selectable between 0 –128 seconds with a 9-step
rotational switch.
The PDM has the following failure outputs:

1 x potential free output for general failure
1 x potential free output for earth fault
The failure outputs are open when active, meaning that total power failure also will result in an
alarm.

Cabling and Wärtsilä Terminal Box (WTB)
Electronic modules which are distributed on the engine, are mounted in specially designed
Wärtsilä terminal boxes.
These enclosures are used to facilitate all interconnections on the engine, i.e. they are acting
as an interface between the control modules and their peripheral devices.

Waste-gate control
On gas engines the waste-gate is used for control i.e. air/fuel ratio control. When the engine’s
generator breaker is closed, the charge air reference is taken from an engine speed and
engine load dependent 16x8 reference table. This derived reference is compensated for
receiver pressure and air humidity.
The charge air pressure control is based on a PID-controller, which compares the measured
pressure with the derived pressure reference. If the charge air pressure sensor fails, the
system will switch to average exhaust gas temp control. In this case the reference is taken
from an engine speed and engine load dependent 8x8 reference table offseted by a manual
offset and a speed dependent vector.

Waste-gate control
On diesel engines the waste-gate valve is used to limit the maximum charge air pressure on
high engine load
The charge air pressure control is based on a PID-controller, which compares the measured
pressure with the derived pressure reference. If the charge air pressure sensor fails, the
system will switch to average exhaust gas temp control. In this case the reference is taken
from an engine speed and engine load dependent 8x8 reference table offseted by a manual
offset and a speed dependent vector.

Air by-pass valve control
The air by-pass valve is used to improve performance at low engine speed/load.
The by-pass valve is controlled between open and closed according to the charge air pressure
and the engine speed. The charge air pressure must be over a pre-defined limit before the by-
pass valve is opened to prevent air/exhaust flow in the wrong direction. After this the engine
speed must be inside a pre-defined window and an upper charge air limit to be controlled
open.
A configurable hysteresis is used to avoid constant by-pass transitions. The change of the air
by-pass control output from low to high and vice versa is also delayed with delays.

Gas feed system
The gas supplied to the engine passes at first an external compact gas ramp (CGR). This unit
consists of a particle filter, temperature/pressure sensors, a pressure regulating valves, safety
(shutoff) valves and ventilation valves.
Correct fuel gas flow is adjusted by controlling the fuel gas pressure and duration of the main
gas valves at the engine. Gas pressure is controlled by UNIC based on charge air pressure.
The fuel gas pressure is always higher than the charge air pressure.
The engine control system gives a 4…20 mA control signal that corresponds to the position of
the control valves.
During engine start & stop, the sequenced control of the safety and ventilation valves is
communicated between UNIC and the engine-external system. This communication also
includes a valve leakage test, performed at same time with the exhaust gas ventilation when
engine is stopped. The test is valid for x hours thus the starting process is faster.

Cylinder control and measurements
An even gas admission duration setting for all gas admission valves will not result in exactly
the same gas quantity in all cylinders, due to the geometry of the engine and due to some
variations in the gas valve performance and charge air pressure and temperature. The
cylinder balancing control will provide compensation for this slight disparity.

Cylinder control and measurements
The cylinder peak pressure is measured in every cycle from the pressure measuring signal.
The peak pressures are controlled by Pmax control.
From same measurement value the pressure waves are separated and from these values the
cylinder knocking level is concluded. This level is controlled by knock control.
The same measurement value is used as well in the cylinder output balancing control. With
this function the cylinder peak pressures between cylinders are attended to keep at the same
level.
One cylinder wise pressure sensor fail is enough to switchover from the closed loop control to
adaptive light knock control/exhaust gas temperature control.
The engine derate when the closed loop control switches off, thus when running with adaptive
light knock control/exhaust gas temperature control it is not possible to get full power out from
the engine.
Switchover back to closed loop control from the adaptive light knock control/exhaust gas
temperature control does not happen automatically. Engine stop and resetting all fail signals is
mandatory. After these the engine can be started with closed loop control.

Pmax control
While running with cylinder pressure based closed loop control the exhaust temperature
balancing and the adaptive light knock balancing is replaced by a Pmax based balancing.
If in cylinder pressure based control occur a problem the system switches to exhaust/knock
balancing control regardless of the engine load. One cylinder pressure sensor fail is enough
for switch. This will cause automatic load reduction.
The switch back from exhaust/knock balancing control to cylinder pressure based control is
not possible without shutting down the engine.

Both sensors are measuring knocking simultaneously. The accelerometers are used as
protection if a cylinder pressure sensor fails.

Knock control
Until a cylinder pressure sensor fails the cylinder pressure based knock measurement is the
primary source. The accelerometer based knock measurement is used as backup.
This means that the accelerometer based knock is constantly measured, but the knock
control strategy is based on the knock readings from the cylinder pressure sensor. If
heavy knock is detected by the accelerometers the safety precautions are still valid.
If a cylinder pressure sensor fails the system switches over to the adaptive light knock control
based on the knock values from the accelerometers. If heavy knock is detected by the cylinder
pressure sensor based knock also here the safety precautions are still valid (if the sensor is
OK).

Cylinder output balancing
The cylinder output balancing is trying to keep the cylinder wise Pmax value (average of
10cycles) within x bar of the engine Pmax average value (all cylinders 10 cycle average).
The allowed deviation is load dependent and is divided into “small cylinder balancing” and
“large cylinder balancing”. The “small cylinder balancing” adjusts the MFI duration offsets for
small deviations. The “large cylinder balancing” adjusts for more than 40 bar deviations, e.g.
acts as a wake-up function.
No balancing is made for a certain cylinder if the cylinder is close to knocking (average knock
value for 10 latest cycles above the “Limit for setting engine into no-knock state”).

Exhaust gas balancing
The cylinder control module compares cylinder’s exhaust gas temperature with the average
exhaust gas temperature of the entire engine, and adjusts the opening duration of the
individual gas valve with an offset in order to minimise the deviation.
There are limitations for the maximum adjustment in order to prevent that possible component
failures cause a too rich or too lean gas/air mixture.

Adaptive light knock control
Light knock in any cylinder will immediately result a ignition timing retarding in that specific
cylinder. When the situation normalises in the cylinder ignition timing will slowly be restored to
the original setting. This process is continuous and keeps the cylinders slightly out of knocking
conditions.
In case the ignition timing change have been done several times inside given time window
without permanent result to keep cylinder out of light knocking, slight permanent reduction of
gas injection is done for that cylinder. If light knock control is deactivated this setup will be
stored to memory. Stored setup is restored in case light knock control is reactivated. In order
to maintain the same engine load level, the speed/load controller will automatically increase
the gas admission into other cylinders.

If the engine has been started to operate in backup operating mode, it is not possible to
perform a transfer to gas operating mode, because the pilot injector check was not performed
during the start sequence, or has been disabled during engine operation.
A transfer from diesel- to gas mode is only possible, after the reason for the trip has been
cleared and a reset performed.
Transfers
Manually by the operator from
The UCP
The PMS
The WOIS, admin level
Automatically from the PMS
From diesel operating mode to gas operating mode
Load < 80%
~ 2 minutes
30 minutes MDO operation after HFO usage
From gas operating mode to diesel operating mode
Within 1 second
Fuel Trips
A safety action
Automatically by WECS8000
At any load
Gas trips requires trip-reset, to return to gas operating mode
Pilot trips requires trip-reset and restart of the engine, to return to gas operating mode or
diesel operating mode
Restart required since a combustion check is needed to ensure that the pilot

injection works properly
Trips can be reseted, after the fault has been checked and corrected, from the
engine, UCP or from WOIS

Transfers
Manually by the operator from
The UCP
The PMS
The WOIS, admin level
Automatically from the PMS
From diesel operating mode to gas operating mode
Load < 80%
~ 2 minutes
30 minutes MDO operation after HFO usage
From gas operating mode to diesel operating mode
Within 1 second

The actual transfer from liquid fuel to gas is consuming a certain time, while the trip from gas
to liquid fuel is instant. There is a configurable overlap of the both fuel types during the trip, to
allow the fuel rack to move towards desired position.
When transfer from liquid fuel to gas fuel the load should be in scale 30-80%, i.e. the liquid
fuel actuator adjusts the control shaft so that the engine is in under 80% load.
The trip from gas fuel to liquid fuel can be done in any load.

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1 © Wärtsilä 29.3.

2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

4 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

8 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

11 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

Typical information showed on the LDU pages is:

12 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

13 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

15 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

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20 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

21 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

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29 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

The PDM has the following failure outputs:

30 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

31 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

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44 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

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46 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

46 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

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48 © Wärtsilä 29.3.2017 W50DF-000R07CB0803D001L_01en / Turku Training Centre

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