W220 Engine control system - WECS 3000 23a

23a Engine control system - WECS 3000

23a.1 General
This document describes the function of the Wärtsilä Engine Control
System (WECS 3000) for lean burn gas engines. The system configu-
ration and main components are discussed in section 23a.2. Data
acquisition is described in section 3 and the different data buses
are described in section 4. The software functions are described in
sections 5 to13 in this Instruction Manual.

23a.2 System configuration

This section describes the different main components in WECS 3000
and how they communicate with each other and with external
systems.

23a.2.1 General

Fig. 23a-01

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The WECS 3000 is a physically distributed system. The system consists

of four types of units located at different positions on the engine (fig
23a-01). All units can communicate with each other over a local
CAN-bus. See 23a.4.1.There are four different types of units con-
nected to the CAN-bus. These are:
· MCU Main Control Unit
· CCU Cylinder Control Unit
· DCU Distributed Control Unit
· KDU Knock Detection Unit.
There is one Main Control Unit (MCU) per engine which is installed in
the MCU cabinet at the flywheel end. The Cylinder Control Units
(CCU) the Knock Detection Units (KDU) and the Distributed Control
Units (DCU) are mounted in the so called hot box on the engine, and
close to the sensors they are monitoring.
The MCU is the master in the system, controlling references for igni-
tion, gas pressure and gas injection. It also contains the speed/load
control, charge air pressure control and start & stop, safety and
alarm systems etc. The MCU is responsible for bus communication
with external systems as well as handling digital and analog input
and output signals.
The CCU is responsible for all cylinder related control and monitoring
such as ignition and gas injection to the Pre-Combustion Chamber
(PCC) and the Main Combustion Chamber (MCC) and measures
also the exhaust gas temperature. The CCU activates the ignition
module and-gas solenoid valves according to the timing and dura-
tion references received from the MCU. The piston position and en-
gine speed is calculated in the CCU. For this it uses the pulses
received from a rotary encoder connected to the camshaft. One
CCU is responsible for controlling and monitoring two cylinders.
The DCU is used for measuring purposes. It converts different types of
sensor signals to digital information which is sent over the CAN-bus to
the MCU for further processing.
The KDU is used to measure the “knock” signals from accelerometers
mounted on each cylinder head. The KDU filtrates, amplifies and
converts these signals to digital information and sends it over the
CAN-bus to the MCU for further processing.

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23a.2.2 Main Control Unit (MCU) cabinet

Fig. 23a-02

The MCU cabinet contains the following parts (fig 23a-02).

A2 : MCU, see 23a.2.3
A3 : DC/DC converter, input power supply 24 VDC, output power
5 V DC to MCU and 12V DC to CCU.
A4 : Frequency limit switch. Converts a frequency signal from a mag-
netic pickup located at the engine flywheel into a 4-20 mA signal
representing engine speed. lt also contains a relay switch for emer-
gency shutdown when engine overspeeds.
A5 : Hour counter.
E : Drain.
F1 - F3 : Miniature circuit breaker for the distributed control unit (DCU),
MCU and sensors connected directly to MCU (24 VDC power supply).
F11-F20 : Miniature circuit breaker for the cylinder control unit (CCU)
24 V DC power supply.
K1 : Emergency stop contactor, cuts the 24 VDC power supply to
miniature circuit breaker Fll -Fl9 (CCU power) when emergency stop
is activated. Enabled by MCU digital output, channel O (not emer-
gency stop).
K2 : Autostop relay, used by the external system to activate its
autostop sequence and to trip the alternator circuit breaker. Con-
trolled by MCU digital output, channel1 (not autostop or emergency
stop).
X3 : Terminal row, for external connections to the MCU-system.
HS723 : Emergency stop push-button.

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X11 : Contactor for 24 V DC power supply.

Xl4/X15 : Connector for external connections to power plant control
system.
X16 : Connection for Profibus cable from power plant control system
and next engine.

23a.2.3 Main Control Unit (MCU)

The MCU is a system including four different boards (fig 23a-03). From
left to right the boards are :
· Processor board, VIUC 30
· Digital I/O board, CXM-DIO4
· Analogue I/O board, CXM-DAD1
· CAN-interface board, CXC-CAN.

Fig. 23a-03

The processor board has two front panel connectors. The upper is
the RS-485 port used for Profibus communication and the lower con-
nector is a RS-232 port used for service tool. Between these connec-
tors are two push-buttons and one red LED. The push-buttons “R” and
“A” have a similar function and will reset the MCU software. The red
LED “H” indicates that the processor has stopped executing the soft-
ware and entered the halt mode.
The digital l/O board has eight inputs and eight outputs. Signals with
high updating rates or signals related to safety are hardwired to this
card. The green Leds “G” indicate status for input channels and the
yellow Leds “Y” indicate status for output channels. The red error Leds
“R” are not used.
The analogue l/O board has eight inputs and four outputs, sensors
with high updating rates are connected to this card. All channels are
of 4-20 mA type.
The MCU receives all necessary data to control and monitor the en-
gine status from the Distributed Control Units (DCU), the Knock Detec-
tion Units (KDU) and Cylinder Control Units (CCU). The MCU will process
the data- to control the engine speed/load, gas supply pressure, gas
injection, ignition, charge air and exhaust temp in order to get the
highest efficiency and the lowest emission. The MCU also controls the

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start and stop sequences and monitor the data to protect the en-
gine in case of hazardous conditions.
Relevant engine data is sent to external control system and operator
terminals via Profibus.

23a.2.4 Cylinder Control Unit (CCU)

CCU with actuators and sensors

Fig. 23a-04

There are two printed circuits boards in each CCU. The processor
board, mounted on the lid inside the CCU box, and the l/O board,
mounted in the bottom of the CCU box.
All the connectors and power electronic circuits are placed on the
l/O board. The processor, memories, A/D converter and the CAN
controller are placed on the processor board.
One CCU controls two cylinders (fig 23a-04). For each cylinder the
CCU controls one ignition module, two solenoid valves, the main
combustion chamber (MCC) gas solenoid valve and the pre-com-
bustion chamber (PCC) gas solenoid valve. It can also measure the
exhaust gas temperature from one sensor per cylinder.
The piston positions for the two cylinders are derived from the pulses
from a rotary encoder connected to the camshaft. The rotary en-
coder pulse signals are directly connected to each CCU. The en-
gine speed, ignition timing and gas injection timing are based on
calculations derived from these pulses.
The CCU has two different supply voltages. One 24 VDC supply for
the ignition module and gas solenoid valves driver circuits on the l/O
board and one 12 V DC supply for the processor board.
The CCU transmits engine speed, exhaust gas temperature, CCU in-
ternal temperature, CCU software version and internal CCU drive cir-
cuits status to the main control unit (MCU) via the CAN bus.
The CCU receives MCC and PCC gas solenoid valve injection timing
& duration and ignition timing & dwell time (see fig 23) from the MCU
via the CAN bus.

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23a.2.5 Distributed Control Unit (DCU)

The DCU contains a processor board mounted on the lid inside the
DCU-box and an l/O-board, mounted in the bottom of the DCU-box
(fig 23a-05).
DCU, front view

Fig. 23a-05

The l/O-card is a microprocessor based measuring unit which con-

verts analog and binary sensor signals to digital data. This data is sent
to the processor board which transmits it on to the CAN-bus.
Various types of sensors can be connected to it :
· 4-20 mA current loop
· Current transducers
· Voltage transducers
· PT-100
· Thermocouples of type J, K, S and T
· Resistant
· Potentiometer
· Switch (max. 2 way).
Each measuring channel has an option to supply voltage to the sen-
sor connected to it. Eight channels supply either 12 V DC or 15 V DC
and two channels supply 5 VDC. For speed measuring there are two
frequency inputs. The measuring frequency of the channels may
vary, but is in most cases 1 Hz. The frequency inputs are measured
with 10 Hz. The DCU software determines the measuring speed and
has to match the actual sensor configuration.

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23a.2.6 Knock Detection Unit (KDU)

The KDU (fig. 23a-06) consists of a processor board mounted on the
lid inside KDU-box and an l/O-board mounted in the bottom of the
KDU-box.
All the connectors, power supply circuits and knock sensor signal pro-
cessing circuits such as band pass filter, integrators etc. are placed
on the l/O board. The processor, memories, A/D-converters and the
CAN controller are placed on the processor board.

Knock detection unit - Front view with sensors

Fig. 23a-06

One KDU has the capability to measure the knock signals from up to
nine different knock sensors. On the W220 engine, each cylinder has
a knock sensor which registers knock detonations after each ignition.
The knock intensity level is given through an integration of the band
pass filtered knock sensor signal during that time the piston is within
an defined position window. This window is programmable.
To check that the knock sensors works, is a diagnostic measurement
performed through an integration of the knock sensor signal during
that time the inlet valve closes. The start position and integration time
is programmable. The knock intensity value and diagnostic value
are transmitted over the CAN-bus to the MCU for further processing.
The piston position, when to start the knock intensity measurement for
each cylinder, is derived from the rotary encoder pulse signals.

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23a.2.7 Ignition module

The ignition module generates the ignition voltage for one spark
plug. The ignition is of inductive discharge type (fig 23a-07, 23a-08).
The ignition timing and energy are controlled by the Cylinder Control
Unit (CCU). The reference for ignition timing and energy is calculated
by the Main Control Unit (MCU) and transmitted to each CCU over
the CAN bus. The module has one input line for controlling the igni-
tion timing and energy. There is one output connected to the spark
plug, the high tension output. The ignition module is supplied by a 24
V DC supply source and the ground connection is achieved via the
module casing.
Fig 7. Ignition module.

Fig. 23a-07

Fig 8. Ignition module, top view

Fig. 23a-08

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23a.3 Data acquisition

In the Wärtsilä engine control system (WECS 3000) for lean burn gas
engines, the data acquisition is distributed. This means that sensors
are connected to distributed systems such as a Distributed Control
Unit (DCU), Knock Detection Unit (KDU) or a Cylinder Control Unit
(CCU). The DCU is located close to the monitored sensors. Cylinder
related sensors are connected to the CCU‘s. Analogue and binary
sensor signals are being converted into digital data in the DCU, CCU
and KDU. Data from the DCU, CCU and KDU are sent to the Main
Control Unit (MCU) via the CAN-bus. A distributed data acquisition
system has many advantages (see below) compared to a
centralized system.
· Less cabling
· Noise immunity because of digital communication
· Flexibility
· Easy to customize for various engine types.
MCU :
Only sensors related to the safety system or systems where fast up-
dating is necessary are connected directly to the MCU (see 23a.2.3).
CCU :
The CCU contains four channels for temperature measurements
with thermocouples type K. Two channels are used to measure ex-
haust gas temperature, one for each cylinder, the other two are
spare channels (see 23a.2.4).
DCU :
Only this type of distributed unit is needed to measure the different
sensors on the engine because it is the only unit capable of measur-
ing all the signals from the different sensors (see 23a.2.5).
KDU :
The KDU contains nine channels for knock intensity measurements
with piezoelectric vibration sensors (see 23a.2.6).

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23a.4 Data bus communication

This section describes the CAN-bus which is used to communicate
between distributed units mounted on the engine and the Profibus
which is used to communicate with an external system.

23a.4.1 CAN Bus

The high speed serial data link used is the controller area network
(CAN) bus. The communication speed on the CAN bus is 500 Kbit/s.
The principle of the communication is that all Cylinder Control Units
(CCU), Distributed Control Units (DCU) and Knock Detection Units
(KDU) on a fixed interval will transmit data collected from its own local
sensors on the CAN bus. The data will be received by the Main Con-
trol Unit (MCU) for the engine control (fig 23a-09).
Within a CAN bus it is guaranteed that a message is simultaneously
accepted either by all units connected to the bus or not by any unit.
Thus high data consistency’s a property of the system. The error han-
dling in a CAN system is very extensive.All units on the bus are con-
stantly monitoring all traffic on the bus. If any unit detects an error it will
destroy this message for all other units. When an error is detected, the
transmitting unit will automatically re-transmit the destroyed
message.

CAN-bus configuration for a 12 cylinder W220 engine

Fig. 23a-09

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23a.4.2 Profibus
Profibus is used for the MCU external communication. The external
system asks the MCU about information and the MCU answers the
question by sending the requested information. The information that
is sent from the external system to the MCU is sent at any moment,
decided by the external system. The Profibus communication speed
is 187.5 Kbit/s.

23a.5 Speed measuring

This section describes how the engine speeds is measured On the
W220, the turbocharger speed is optional (fig 23a-10).

Engine & turbo speed measuring

DCU 1
Turbo A
Speed pick-up
CAN Profibus
MCU - (Speed reference)
If 2 turbos - Engine speed (pick-up)
(18V,...) - Engine speed (encoder)
Turbo B
Speed pick-up - Turbo A speed
- (Turbo B speed)

CCU OTM Overspeed Trip Module

Camshaft
rotary encoder

Engine
speed sensor

Fig. 23a-10

23a.5.1 Engine speed measuring

The engine speed measuring is made from two different types of
sensors. The rotary encoder connected to the camshaft is the mas-
ter unit. The rotary encoder is used to calculate piston positions and
engine speed. The other speed sensor is a magnetic pulse pickup in-
stalled at the flywheel. This speed sensor is used in a redundant
overspeed protection system. The speed measured from the rotary
encoder is compared with the speed measured by the magnetic
pulse pickup in the Main Control Unit (MCU). Alarm or autostop is acti-
vated depending on the engine mode if a difference in speed is
over a specified limit. The alarm and autostop limits are described
under section 23a.7.2.(Alarms) and under section 23a.7.4
(shutdowns).

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23a.5.1.1 Rotary encoder on camshaft

The encoder has two output signals. One which give 900
pulses/camshaft revolution and the other one give one synchroniza-
tion pulse per camshaft revolution. One revolution on the camshaft is
the same as two on the crankshaft. This gives an resolution of 450
pulses/rev on the crankshaft, i.e. 0.8 [°/encoder pulse]. The encoder’s
output signals (pulse train and sync. pulse) are connected to each
Cylinder Control Unit (CCU) and Knock Detection Unit (KDU) on the
engine.
The rotary encoder (fig 12) is calibrated to give a synchronization
pulse when piston number one is in its Top Dead Center (TDC) firing
position. This pulse is then used to synchronize the ignition timing and
the gas solenoid valve timing for all cylinders. The Main Control Unit
(MCU) supervises that the encoder gives 900 pulses/rev. Emergency
stop is activated if the number of pulses during one revolution devi-
ates more than a specified number of pulses from 900 pulses.
Emergency stops are described under section 23a.7.5.

Fig 12. Rotary encoder. Layout and signal definition.

Fig. 23a-11

23a.5.1.2 Engine speed sensor

The engine speed, measured at the camshaft (fig 23a-12), is used
as a redundant engine over speed protection, and also to verify the
engine speed signal from the rotary encoder on the camshaft. The
sensor is a magnetic pickup with an built-in amplifier which gives a
square wave output signal. The sensor is directly connected to the
frequency limit switch (OTM = Overspeed Trip Module) in the Main
Control Unit (MCU) cabinet, from which it is supplied with 24 V DC. The
sensor gives one pulse for each cog on the flywheel passing the
head of the sensor.

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The output of the sensor is providing a speed proportional pulse train

which is opto-coupled and transduced into an analogue 4-20 mA
signal in the OTM unit. This signal is connected to the MCU, which
monitors the signal and compares it with the calculated speed
value from the Cylinder Control Units (CCU). If there is a difference
between the values, the MCU will produce an alarm..

Engine speed pickup.

Fig. 23a-12

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23a.5.2 Turbocharger speed measuring (Optional for

W220 engine)
The turbocharger speed is measured by means of a magnetic
speed pickup (fig 23a-13).
One sensor is mounted on each turbocharger, and produces a sig-
nal with two pulses during each revolution. The sensor is connected
to a Distributed Control Unit (DCU), in which speed calculation is
carried out.
Turbo speed pick-up

Fig. 23a-13

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23a.6 Engine mode control

This section describes how the engine status is declared as five dif-
ferent engine modes in the Main Control Unit (MCU) software. It also
describes what takes place in each of these modes and what
makes the engine mode change.

23a.6.1 Engine modes

There are five engine modes defined in the software.
These are in descending priority as follows (fig 23a-14) :
· Emergency mode
· Shutdown mode
· Run mode
· Start mode
· Stop mode.

Engine Mode Control

Fig. 23a-14

These modes are described in the following sections. When the MCU
is started, it goes automatically to stop mode if there is not a request
for emergency or shutdown mode. Since these modes have higher
priority, these requests will change the engine mode according to
the request. The engine mode controller checks cyclicly if there are
any requests to change engine mode. If a request to change en-
gine mode is active and if the mode change is valid, the engine
mode controller will activate the new mode control task in order to
change mode.

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A valid change of engine mode is when the requesting engine

mode has a higher priority than the active engine mode. For in-
stance, there will not be an engine mode change if a shutdown
mode request is true when we are in emergency mode. The engine
mode change must also be according to figure 23a-15.

Valid engine mode changes

Fig. 23a-15

23a.6.2 Start mode

In order to get a start request, the external system has to activate the
Main Control Unit (MCU) digital input “engine start”. If we are in stop
mode and no startblockings (see 23a.7.1) are active the engine
mode controller will activate the start control task. The start control
task will perform a sequence of actions in order to start the engine.
The sequence includes the following actions :
1 Activate inlet gas pressure control.
2 Activate air driven start motor. This starts the ventilation of the
charge air receiver, cylinders and exhaust system. The gas injec-
tion and ignition will not be activated for a number of engine rev-
olutions, decided by the external system via Profibus, in order to
ventilate the engine.
3 When the engine is ventilated and the engine speed is
above 50 rpm the speed control, gas injection and ignition sys-
tem will be activated.
4 When the engine ignites and the engine speed becomes
higher than a speed limit, the air driven start motor will be disen-
gaged and the charge air pressure control will be activated.
5 When the engine speed reaches 250 rpm, the run mode re-
quest is activated and the start control task is ended.

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There are two reasons why the start control task can be interrupted :
· The measured inlet gas pressure does not correspond
with the reference set by the MCU within 5 seconds after
the inlet gas pressure control was activated.
· The engine does not reach 250 rpm within 20 seconds.
Both of these reasons activate the shutdown control task and an
alarm is given to the external system via Profibus. The failed start at-
tempt must be reset by the operator before next start attempt can
be made.

23a.6.3 Run mode

The run control task is activated when the start mode is active and
engine speed reaches 250 rpm. The run control task will as the start
control task perform a sequence of actions. The sequence includes
the following actions.
1 When the actual engine speed is just below reference
speed, the start fuel limit will be disabled. The engine is now run-
ning at the selected speed reference (idle/rated). If the engine is
running at rated speed, it is now ready to be synchronized to
other engines or to a utility or to take load from an isolated net.
2 The exhaust gas temperature control will be activated after
a time delay.
3 Lube oil, fresh water and start air pressure monitoring will
be activated after a time delay.
The engine will remain in run mode until a stop, shutdown or emer-
gency request is activated.

23a.6.4 Shutdown mode

A shutdown request can be activated from a number of different
sources. A normal stop from the operator results in the external sys-
tem deactivating the Main Control Unit (MCU) digital input “engine
stop”. There is also a number of sensors which activates a shutdown
request. These are listed in section 23a.7.4. If not in emergency
mode, a shutdown request will make the engine mode controller
change to shutdown mode. The sequence in shutdown mode in-
cludes the following actions.
1 Deactivate relay K2 in the MCU cabinet. This causes the al-
ternator circuit breaker to open and also makes the external sys-
tem shut down the gas supply to the engine.
2 Deactivation of the inlet gas pressure control..
3 When the engine speed becomes less than 400 rpm, the
gas injection is deactivated
4 When the engine speed becomes less than 80 rpm, the ig-
nition system is deactivated.
Since the gas injection and ignition are activated during decelera-
tion the gas in the pipes will be consumed. This minimizes the risk that
the gas is gathered in the cylinders and exhaust system which could
be hazardous at the next start.

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If the shutdown mode was due to a sensor shutdown request, the en-
gine will remain in shutdown mode until the reason for the shutdown
has been removed and the shutdown indication reset by the opera-
tor. If the shutdown mode was due to an operator stop request, the
engine will automatically go to stop mode (see 23a.6.6).

23a.6.5 Emergency mode

An emergency request can be activated from one of the emer-
gency stop push-buttons or from a number of sensors or failures (see
23a.7.4). An emergency request will make the engine mode con-
troller change to emergency mode. The sequence in emergency
mode includes the following actions.
1 Deactivate relay K2 in the MCU cabinet. This cause the al-
ternator circuit breaker to open and also makes the external sys-
tem shut down the gas supply to the engine.
2 Deactivate ignition system, gas injection, inlet gas pressure
control.
3 Deactivate relay K1 in the MCU cabinet. This cuts the
power supply to the Cylinder Control Units (CCU) making ignition
and gas injection impossible.
When the engine speed becomes 0 rpm, relay K1 in the MCU cabi-
net is enabled again. Still, the reason for the emergency request
must be removed in order to go to stop mode. When this is done and
the emergency indication has been reset by the operator the en-
gine is ready to start again providing that no shutdown request or start
blockings are active.

23a.6.6 Stop mode

A stop request is activated when the engine speed is 0 rpm. A stop
request will make the engine mode controller change to stop mode
if the active mode is not shutdown or emergency. The sequence in
stop mode includes the following actions.
1 Activate relay K2 in the Main Control Unit (MCU) cabinet if it
has been deactivated by a shutdown or emergency stop re-
quest.
If there are no start blockings the engine will now be ready to start.

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23a.7 Alarm and safety system

23a.7.1 Startblockings
Before the external system activates a start request, the engine must
be ready for start. Below is a list of all the conditions that must be ful-
filled to get the engine ready for start. Status for all start blockings and
engine ready to start is sent to the external system via Profibus.
· Engine must be in stop mode.
· Cylinder Control Units (CCU) and Knocking Detection Unit
(KDU) configuration valid.
· If the Main Control Unit (MCU) has been restarted it must
be reset via the operator terminal. (MCU restarted is acti-
vated when power is switched on or if the processor
board is manually reset.)
· PLC configuration received.
· Position switch indicating turning gear engaged must not
be activated.
· The oil pressure “engine inlet” must be over a preset limit.
· The oil pressure “before turbocharger” must be over a
preset limit.
· The MCU has to be not in test mode.
23a.7.2 Alarms
There are a number of alarms generated in the Main Control Unit
(MCU) and sent via Profibus to the external system. Below is a descrip-
tion of all these alarms. Start blockings are not mentioned here since
they are described in section 23a.7.1.
· Sensor failure : all sensors in the data acquisition system
are monitored. If the signal level/value is unrealistic, an
alarm will be activate. Sensors with digital signals are
wired so that they normally give a high signal to the sens-
ing unit. If a wire breaks, there will be an alarm. Some sen-
sors of vital importance to the engine performance or
safety will activate a request for shutdown mode or emer-
gency mode while others only activate an alarm (see
section 23a-7.3 and 23a-7.4 for further information).
· Main gas pressure deviation : the actual gas pressure is
compared with the reference pressure. If the deviation is
above, the allowed limit, an alarm is activated.
· Low oil sump level.
· High lube oil temperature before the engine.
· Low lube oil pressure after filter.
· Low lube oil turbocharger
· Low start air pressure.
· High HT water temperature after engine.
· Low HT water pressure.

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·Low LT water temperature.

·Low LT water pressure.
·High charge air temperature.
·Overload.
·kW control tripped.
·Exhaust gas temperature high deviation from exhaust
gas temperature average.
· Exhaust gas temperature low deviation from exhaust gas
temperature average.
· High main gas duration compensation.
· Low main gas duration compensation.
· High internal temperature in Cylinder Control Unit (CCU).
· High internal temperature in Distributed Control Unit
(CCU).
· Start attempt failed.
· Speed deviation between rotary encoder and engine
speed pickup.
Alarms can only be reset by the operator. They will not be reset auto-
matically if engine condition return to normal.

23a.7.3 Load reduction (derating)

There are a number of deratings generated in the Main Control Unit
(MCU) and sent via Profibus to the external system. Below is a descrip-
tion of all these load reduction requests :
· High exhaust gas temperature.
· Light knocking.
· CAN Bus failure KDU.
· Power supply failure KDU.
· High charge air temperature.
· High charge air pressure.

23a.7.4 Shutdowns
There are a number of reasons for a shutdown of the engine. The
shutdown is generated in the Main Control Unit (MCU) because of a
shutdown request. The status of the shutdown requests are all sent via
Profibus to the external system. Below is a description of all the
shutdown requests :
· A normal stop order from the external system. MCU digital
input “engine stop” is deactivated.
· Start attempt failure.
· Engine lube oil pressure sensor failure.
· Turbocharger lube oil pressure sensor failure
· Exhaust gas temperature sensor failure.
· HT water temperature sensor failure.

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· Alternator kW-sensor failure.

· Main gas pressure deviation from reference.
· Low engine lube oil pressure.
· High engine lube oil pressure.
· Low turbocharger lube oil pressure.
· Low fresh water pressure.
· High exhaust gas temperature.
· Speed deviation between rotary encoder and engine
speed pickup.
· Engine speed deviation between reference and actual
speed.
· High lube oil temperature.
· High HT water temperature.
· Low exhaust gas temperature.
· Exhaust gas temperature high deviation from exhaust
gas temperature average.
· Exhaust gas temperature low deviation from exhaust gas
temperature average.
· Metal particle detection.
· Overload.

23a.7.5 Emergency stops

There are a number of reasons for an emergency stop of the engine.
The emergency stop is generated in the Main Control Unit (MCU) be-
cause of an emergency request. The statuses of these are all sent via
Profibus to the external system. Below is a description of all the emer-
gency requests :
· Emergency stop push buttons.
· Rotary encoder sensor failure.
· High knock level.
· Overspeed from rotary encoder.
· Overspeed from speed pickup.
· Engine speed deviation between reference and actual
speed.
· Load deviation from reference.
· High main gas duration.
· Degasing failure in autostop mode. Activated if the gas
pressure is still present after the shutdown control task has
disabled the inlet gas pressure control.
· CAN-bus failure.
· Cylinder Control Unit (CCU) power supply failure.

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23a.8 Gas injection

23a.8.1 Gas supply
The gas first passes through a gas train before it comes to the engine.
The gas train consists of a filter, regulating valve, safety valve, and so-
lenoid valves to enable the gas to the engine and to de-gas the pip-
ing after a stop (see fig 23a-16).
The Main Control Unit (MCU) is prepared to have separate gas supply
to the main combustion chambers (MCC) and to the pre combus-
tion chambers (PCC). The W220 engines have a common supply
pipe for the MCC and the PCC.

Gas supply system

Fig. 23a-16

The solenoid valves on the gas train are controlled by the external
system. The gas regulating valve is controlled by the MCU via l/P-
converter (current to pressure) and control the gas supply pressure
The gas supply pressure reference from the MCU is depending on
engine speed and load. The actual pressure is measured and com-
pared with the reference pressure (see fig 23-17). If the deviation is
too high, an alarm will be activated and sent to the external system
via Profibus. If the deviation increases more, the safety valve on the
gas train will cut the gas supply to the engine immediately. Both ref-
erences and actual pressures are sent to the external system via
Profibus for both the MCC and the PCC.

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Gas supply pressure control.

Fig. 23a-17

23a.8.2 Pre Combustion Chamber (PCC) gas injection

The amount of gas admitted to the PCC is controlled by the PCC gas
solenoid valve which is controlled by the Cylinder Control Unit (CCU)
(see fig 19). The amount of gas is depending on the pressure differ-
ence between the gas and the charge air pressure and the time the
PCC gas solenoid valve is open (duration). The gas can be admitted
further away or closer to top dead centre (TDC) firing by changing the
PCC gas solenoid valve opening moment (timing) in order to get the
best mixture.
Valve duration and timing are sent to the CCU from the main control
(MCU) via the CAN-bus. Valve duration and timing can be controlled
individually between the cylinders. The timing and duration are de-
pending on engine speed and load. The gas admitted should cre-
ate a stoechiometric (*) mixture in the PCC which is easy to ignite.
The CCU uses the pulses from the rotary encoder to calculate piston
position and engine speed in order to open the valve according to
the duration and timing references. Both duration and timing refer-
ences are sent via Profibus to the external system.
(*) Gas/air mixture where the oxygen content is just enough to
combust all the fuel.

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23a.8.3 Main Combustion Chamber(MCC) gas injec-

tion
The amount of gas admitted to the MCC is controlled by the MCC
gas solenoid valve which is controlled by the Cylinder Control Unit
(CCU) (see fig 23a-19). The amount of gas is depending on the differ-
ence between the gas and the charge air pressure and the time the
MCC gas solenoid valve is open (duration). The gas can be admit-
ted further away or closer to Top Dead Centre (TDC) firing, by chang-
ing the MCC gas solenoid valve opening moment (timing), in order
to get the best mixture.
Valve duration and timing are sent to the CCU from the Main Control
Unit (MCU) via the CAN-bus. Valve duration and timing can be con-
trolled individually between the cylinders. The timing is depending on
engine speed and load. The duration is controlled by the
load/speed PlD-controller so that speed and load always matches
their references.
The CCU uses the pulses from the rotary encoder to calculate piston
position and engine speed in order to open the valve according to
the duration and timing references. Both duration and timing refer-
ences are sent via Profibus to the external system.

PCC & MCC gas injection

CCU2 kW sensor

CAN Profibus - Main gas pressure

CCU1 MCU
< Duration ref. - Main gas press. ref.
< Timing ref. - PCC gas press
Camshaft
- PCC gas press. ref.
rotary encoder

Main gas PCC gas

control valve control valve

Fig. 23a-18

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23a.9 Charge air control

The charge air from the turbocharger passes through the charge air
cooler before reaching the charge air receiver. The cooler keeps
the temperature constant. The air pressure can also be controlled
with the waste-gate which makes the exhaust gases bypass the
turbocharger turbine.
The charge air control uses a comparator controller to keep the ac-
tual charge air pressure according to a reference pressure. The refer-
ence pressure is depending on engine speed and load (see
fig.23a-19).
The pressure reference and the actual pressure for the charge air as
well as the output signals to the waste-gate is sent to the external sys-
tem via Profibus.

Charge air control.

- Engine speed
- Engine load
- Throttle angle ref.
- Wastegate ref.

Fig. 23a-19

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23a.10 Ignition system

23a.10.1 General
The ignition system for each cylinder consists of an ignition module, a
spark plug extension with an integrated ignition cable and a spark
plug (fig 23a-20). Ignition control is made by the cylinder control unit
(CCU) (see fig 23a-21. The ignition module is described in section
2.7.

Ignition system components

Fig. 23a-20

23a.10.2 Ignition Control

References for the ignition timing and the dwell time (see fig 23a-22),
and a separate offset adjustment in timing and duration for each
cylinder, is controlled by the Main Control Unit (MCU). The ignition tim-
ing and dwell time changes with different loads and engine speeds.
The ignition timing is defined in degrees with a resolution of 1/10 of a
degree and the dwell time is defined in microseconds. These pa-
rameters are transmitted to each cylinder control unit (CCU) over the
CAN bus. The ignition timing value is the time point (in degrees before
the cylinder top dead centre firing) when the ignition spark goes off.
The ignition output control signal from CCU to the ignition module is
activated during the dwell time period and the start point is derived
from the rotary encoder on the camshaft.

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Ignition system.

Fig. 23a-21

23a.10.3 High voltage circuit

The ignition is inductive discharge type, and the driver circuitry offers
ramp-and-fire operation (see fig 23). Ramp-and-fire means that the
primary current shall be switched on at a pre-calculated time before
the spark event, so that the current will reach the desired level at
spark position. This minimizes power losses in the ignition driver be-
cause primary current limiting is not necessary.
The primary current is switched on when the input line’ Ignition Con-
trol’ goes active and will be switched off when the signal goes inac-
tive. If the dwell time exceeds 900 microseconds the primary current
will be switched off internally to protect the coil and the coil driver
against over current.
During the dwell period, energy will be stored in the coil according to
W=LI²/2, where I is the primary current and L is the ignition coil induc-
tance. When the primary current is switched off the stored energy will
be discharged through the secondary winding and transferred to
the high tension output and the spark plug via the spark plug exten-
sion.

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Ignition ramp-and-fire operation.

Fig. 23a-22

The physical interface for the high voltage output consists of the coil
driver circuitry, ignition coil, the spark plug extension and the spark
plug (fig 23a-22).

Ignition module driver and high voltage

Fig. 23a-23

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23a.11 Engine speed & load control

The speed and load control together with the synchronizing se-
quence will be described in the following sections.

23a.11.1 General
The Main Control Unit (MCU) software includes a speed control for
both isochronous (constant speed) and droop mode (see section
23a.11.4). It also has a kW load control included (for speed measur-
ing, see section 23a.5.). Below is an overview of the components in
the WECS3000 involved in speed and load control (fig 23a.24).
All relevant data is sent via Profibus to the external system. The exter-
nal system also send installation specific data to the MCU like engine
service power, idle and rated speed etc.

Engine speed and load control.

23a.11.2 Speed control

The actual speed is compared with the reference speed. The speed
error is sent to a PID- controller which changes the opening time (du-
ration) for the Main Combustion Chamber (MCC) gas solenoid
valves in order to match the actual engine speed with the speed ref-
erence at all loads.
The Main Control Unit (MCU) has two fixed speed references : idle
and rated. The rpm data for these speed references are sent to the
MCU via Profibus from the external system. Switching between these
two references is made by the external system via Profibus. The refer-
ence changes linear from idle to rated speed according to a ramp

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function. The speed reference will change instantaneously from

rated to idle.
The idle speed is fixed according to the Profibus data. When rated
speed is selected, it's possible to change the speed reference. This is
done by the external system through increase and decrease orders
sent via Profibus.
If increase or decrease order is activated when the ramp function is
active, increasing the speed reference linear from idle to rated, the
speed reference will be frozen at the speed it had when the increase
or decrease order came.

23a.11.3 Synchronizing sequence

When the engine speed reference is at rated, the engine is ready to
be synchronized. The external system can now activate the synchro-
nizing sequence via Profibus. This increases instantaneously the en-
gine speed five rpm and activates the two digital inputs on the MCU
which the synchronizing unit will use to change the speed reference,
so that the alternator frequency will match the grid frequency.
The instantaneous increase in engine speed reference with five rpm
will assure that we will not have reverse power when the alternator
breaker is closed.
When the frequencies are matched and the alternator breaker
closes there will be a base load reference set if droop control or
kW-control is selected. The load reference is then controlled by the
external system. The base load reference is not applied if
isochronous mode is selected. The load will then be according to
the consumers connected to the alternator grid.

23a.11.4 Load control

The load can be controlled either by droop control or kW-control.
Droop control has the disadvantage that the load for a base load
application will change with the grid frequency. Another disadvan-
tage is that if several engines are using droop control to share the
load equally, the frequency will vary with the load. These speed vari-
ations can, however, be monitored and corrected by the external
system.
The kW-control has most benefits for base load applications. It is acti-
vated when the alternator breaker is closed and the frequency will
be controlled by the grid. It measures the electrical power (kW) deliv-
ered by the alternator. This is compared to the power reference. The
power deviation is sent to a PID- controller which changes the open-
ing time (duration) for the main combustion chamber (MCC) gas so-
lenoid valves in order to match the actual alternator power with the
power reference.

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23a.12 Cylinder exhaust gas temp control

The same duration for Main Combustion Chamber (MCC) gas sole-
noid valves will not result in the same exhaust gas temperatures in all
cylinders, since there are deviations between the cylinder compo-
nents. This is solved with the cylinder exhaust gas temperature con-
trol.
The Main Control Unit (MCU) compares each cylinders exhaust gas
temperature with the average temperature and adjusts the duration
of the MCC gas solenoid valves in order to minimize the deviation.
There are limitations for the adjustment to prevent that component
failures do not cause a gas/air mixture too lean or too rich.

23a.13 Cylinder knock control

When the Main Control Unit (MCU) detects knocking in one cylinder
the ignition timing is quickly retarded 1° (ex. from 14° to 13° BTDC) for
the knocking cylinder. If the knock detonation continues in spite of
the retardation, the ignition timing reference is retarded further in
steps of 1° until the knock detonation disappears. If maximum retard
is reached and knock detonations are still detected, the MCU will
start to derate the engine in steps of 3% until the knock detonations
disappears.
When the cylinder stops knocking the MCU keeps the delayed igni-
tion timing reference for a specific number of seconds. Thereafter
the ignition timing is advance in steps of 1° until the original ignition
timing reference is reached or until knocking is detected again. The
knock control system tries always to restore the ignition timing to its
originally ignition timing reference in order to keep the engine effi-
ciency high and emissions low.

23a.14 Abbreviations
AC.........................Alternating Current
A/D........................Analog to Digital Conversion
bit..........................Binary digit 0 or 1 used in computers to store infor-
mation
kbit/s.................... n.o. thousand bits per second
CAN...................... Controller Area Network
CCU...................... Cylinder Control Unit
CPU...................... Central Processing Unit
DC.........................Direct Current
DCU...................... Distributed Control Unit
l/O......................... Input/Output
l/P......................... Current to Pressure converter
KDU...................... Knock Detection Unit

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LED....................... Light Emitting Diode

MCC..................... Main Combustion Chamber
MCU..................... Main Control Unit
PCC...................... Pre Combustion Chamber
PlD........................ Control function with Proportion-lntegration-Deri-
vation
Pt-100................... Platinum temperature sensor
RD.........................Received Data (RS-422, RS-485)
RPM......................Revolutions Per Minute
RS-232..................Standard serial communication hardware
RS-485..................Standard serial communication hardware
TC......................... Thermocouple temperature sensor
TDC.......................Top Dead Center (piston position)
TK......................... Thermocouple type K
VME...................... Versa Modules Europe (computer bus standard)
WECS 3000...........Wärtsilä Engine Control System for lean burn gas
engines

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23a.15 Sensors
This chapter described the location of the sensors on a standard en-
gine.

23a.15.1 General description

Sensor Code Sensor Name Sensor type Sensor range

Engine speed and
ST175 Rotary encoder
TDC position
Redundant engine
speed (for
ST173 Inductive
overspeed detec-
tion)
Lube oil pressure , en-
PT201 Pressure transmitter Output 4-20mA 0 – 10 bar
gine inlet
Lube oil temperature
TE201 PT100 0 – 160°C
, engine inlet
LS204 Lube oil level in sump Contact switch
Lube oil differential
Differential pressure transducer Out-
PDT243 pressure , before and
put :switch
after filter
Lube oil pressure ,
PT271 Pressure transmitter Output 4-20mA 0 – 10 bar
turbocharger inlet
Metal particle detec-
QS241 Contact switch
tion
0 – 16 bar (12V) 0 – 40bar
PT301 Starting air pressure Pressure transmitter Output 4-20mA
(18V)
HT water pressure ,
PT401 Pressure transmitter Output 4-20mA 0 – 10 bar
engine inlet
HT water tempera-
TE402 PT100 0 – 160°C
ture , engine outlet
LT water pressure , en-
PT451 Pressure transmitter Output 4-20mA 0 – 10 bar
gine inlet
LT water temperature
TE451 Pressure transmitter Output 4-20mA
, engine inlet
Preheating tempera-
TE440 Switch 45°C – 54°C
ture
Exhaust gas
TE511A…TE591B température Cyl Thermocouple K 0 – 600°C
A1->B9
PT601 Charge Air pressure Pressure transmitter Output 4-20mA 0 – 10 bar
Charge Air tempera-
TE601 PT100 0 – 160°C
ture
Knocking sensors Cyl
SE614A…SE694B Piezoelectric
A1->Cyl B9
GS792 Turning gear Switch
PT901 Main gas pressure Pressure transmitter Output 4-20mA 0 – 6 bar

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23a.15.2 General location.

A bank (12V)

PT 901
TE 201
SE 614A SE 664A
PT 201
SE 518 TE 511A TE 516A
PDT 243

TE 402

PT 271

TE 601 ST 175
PT 601

TE 451
PT 451 PT 301

QS 241
LS 204
PT 401

Fig. 23a-25

B bank (12V)

SE 614B SE 664B
TE 511B TE 516B TS 440

GS 792

ST 173

Fig. 23a-26

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A bank (18V)

SE 518 : A
SE 528 : B SE 614A SE 694A
P T 901
T E 511A T E 591A

T E 402

P T 271

T E 601 ST 175
P T 601

T E 451 P T 301
P T 451

P T 401
L S 204

Fig.23a-27

B bank (18V)

T E 201 SE 614B SE 694B

P T 201 T E 511B T E 591B

P DT 243

GS 792

ST 173 T S 440

Fig. 23a-28

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23a.15.3 Detailed location.

23a.15.3.1 Engine speed sensors

Rotary encoder

Fig. 23a-29

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 W220 Engine control system - WECS 3000 23a

Redundant overspeed sensor

ST 173

Fig. 23a-30

23a.15.3.2 Lube-oil sensors

Engine lube-oil sensors

PDT 243

TE 201

PT 201

Fig. 23a-31

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 23a Engine control system - WECS 3000 W220

Oil sump level

LS 204

Fig. 23a-32

Turbo lube-oil sensors 12V

P T 271

Fig. 23a-33

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 W220 Engine control system - WECS 3000 23a

Turbo lube-oil sensors 18V

PT 271

Fig. 23a-34

Metal particle detection sensor

QS241

Fig. 23a-35

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 23a Engine control system - WECS 3000 W220

23a.15.3.3 Starting air pressure sensor.

12V

PT 301

Fig. 23a-36

18V

PT 301

Fig. 23a-37

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 W220 Engine control system - WECS 3000 23a

23a.15.3.4 Water circuits sensors.

The engine water circuit is divided in two internal circuits :
· Low temperature water circuit (LT circuit)
· High temperature water circuit (HT circuit).
For more information, see Chapter 19 : cooling water circuit.

A side

Fig. 23a-38

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Free end side

P T 401

Fig. 23a-39

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 W220 Engine control system - WECS 3000 23a

Preheating circuit

TS440

TS440

Fig. 23a-40

23a.15.3.5 Exhaust gas temperature sensor.

TE5011A-TE5061B

Fig. 23a-41

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23a.15.3.6 Charge air sensors.

12V

D-D section

D PT 601
TE 601

Fig. 23a-42

18V

PT 601

TE 601
D
A

F F

Fig. 23a-43

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 W220 Engine control system - WECS 3000 23a

23a.15.3.7 Knocking sensors.

Fig. 23a-44

Cylinder head top view with knocking sensor

Fig. 23a-45

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 23a Engine control system - WECS 3000 W220

23a.15.3.8 Turning gear sensor.

GS792

Fig. 23a-46

23a.15.3.9 Gas pressure sensor.

PT901

Fig. 23a-47

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23a.15.4 Safeties settings

Safety Type Set point

Emergency Stop Pulse sensor failure True
Shutdown sensor failure , speed deviation be-
High 100 rpm
tween ST175 and ST173
ST175 Emergency stop , speed deviation from refer-
High 75 rpm
ence
Emergency stop , Overspeed High 115 %

Safety Type Set point

Alarm , speed deviation from rotary encoder
High ± 20 rpm
ST173 speed
Emergency stop , overspeed Equal True

Safety Type Set point

Alarm, sensor failure <3500µA
Shutdown , sensor failure <3500µA
Startblock, Low turbocharger lube oil pres-
Low 100 mbar
sure
Dependent of the
speed :
2300 mbar at idle
Alarm, Low turbocharger lube oil pressure Low
speed
PT201 4000 mbar at rated
speed
Dependent of the
speed :
Shutdown, Low turbocharger lube oil pres- 2000 mbar at idle
Low speed
sure
3500 mbar at rated
speed
Shutdown, high lube oil pressure High 8000 mbar

Safety Type Set point

Alarm, sensor failure True
TE201 Alarm, High lube oil temperature High 77°C
Unload, High lube oil temperature High 80°C

Safety Type Set point

PDT243 Alarm , oil pressure difference Equal True

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 23a Engine control system - WECS 3000 W220

Safety Type Set point

LS204 Alarm, Low lube oil level Equal True

Safety Type Set point

Alarm, sensor failure <3500µA
Shutdown , sensor failure <3500µA
Startblock, Low turbocharger lube oil pressure Low 100 mbar
Dependent of the
speed :
1000 mbar at idle
Alarm, Low turbocharger lube oil pressure Low
PT271 speed
2000 mbar at rated
speed
Dependent of the
speed
Shutdown, Low turbocharger lube oil pressure Low 600 mbar at idle speed
1600 mbar at rated
speed

Safety Type Set point

QS241 Shutdown , metal particle detected Equal True

Safety Type Set point

PT301 Alarm, sensor failure <3500µA

Safety Type Set point

Alarm, sensor failure <3500µA
Dependent of the
speed :
Alarm, Low HT water pressure , engine inlet Low 650 mbar at idle speed
1500 mbar at rated
PT401 speed
Dependent of the
speed :
Shutdown, Low HT water pressure, engine inlet Low 400 mbar at idle speed
1000 mbar at rated
speed

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Safety Type Set point

Alarm, sensor failure True
Shutdown , sensor failure True
Alarm , High HT temperature , engine outlet High 105
TE402
Unload , High HT temperature , engine outlet High 110
Shutdown , High HT temperature , engine
High 112
outlet

Safety Type Set point

Alarm, sensor failure <3500µA
Dependent of the
speed :
650 mbar at idle
Alarm, Low HT water pressure , engine inlet Low
speed
1500 mbar at rated
PT451 speed
Dependent of the
speed :
Shutdown, Low HT water pressure, engine 400 mbar at idle
Low
inlet speed
1000 mbar at rated
speed

Safety Type Set point

Alarm, sensor failure True
TE451 Alarm, High LT water temperature , engine Engine calibration
High
inlet dependant

Safety Type Set point

Alarm, sensor failure True
Shutdown , sensor failure True
Alarm, Low deviation from average exh 150°C ± Load in
Low
gas temp percent
Alarm, High deviation from average exh 150°C ± Load in
Low
gas temp percent
TE511A…TE591A Derating, high exhaust gas temperature High 520 °C
40°C (Low speed)
Shutdown , Low exhaust gas temperature Low 100°C (High
speed)
Shutdown , Low deviation from average 170°C ± Load in
Low
exh gas temp percent
Shutdown , High deviation from average 170°C ± Load in
High
exh gas temp percent

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Safety Type Set point

PT601 Alarm, sensor failure <3500µA
Engine calibration
Derating , High charge air pressure High
dependant

Safety Type Set point

TE601 Alarm, sensor failure True
Engine calibration
Alarm, High charge air temperature High
dependant
Engine calibration
Derating, High charge air temperature High
dependant

Safety Type Set point

Alarm Sensor failure Light knocking High True
500 (at Low ignition
SE614A…SE694B Derating light Knock High
timing)
Emergency stop Heavy knocking High 900

Safety Type Set point

GS792 Starblock Turning gear engaged Equal True

Safety Type Set point

Alarm sensor failure <3500µA
Alarm, gas pressure deviation from
High 200 mbar
reference
Shutdown, gas pressure deviation from
PT901 High 400 mbar
reference
Emergency stop , high main gas pres-
High 1500 mbar
sure during start
Emergency stop , degasing failure High 200 mbar

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Safety Type Set point

UT793 (Alternator
Shutdown , sensor failure <3500µA
Load)
Dependant of load
Emergency stop , deviation from load stability 5% if load
High
reference is unstable 10 %
if load is stable

Safety Type Set point

Main fuel injection dura- Emergency stop, Main fuel injection
High 19000 µs
tion duration at maximum

Safety Type Set point

Main fuel injection com- Alarm , Main fuel compensation at
High ± 15%
pensation maximum

Safety Type Set point

Alarm sensor failure internal tem-
Equal True
perature
DCU
Alarm high internal temperature High 85°C
Emergency stop , CAN bus failure Equal True

Safety Type Set point

Alarm high internal temperature High 85°C
Startblock, CCU configuration not
Equal true
CCU correct
Emergency stop , CAN bus failure Equal True
Emergency stop Power supply failure Equal True

Safety Type Set point

Startblock, CCU configuration not correct Equal true
KDU Derating , CAN bus failure Equal True
Derating Power supply failure Equal True

Safety Type Set point

MCU Startblock , MCU restarded Equal True

Safety Type Set point

Startblock , Data from PLC not received
Data from PLC Equal False
(Index 53)

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Safety Type Set point

kW control tripped Alarm High frequency deviation High 15%

Safety Type Set point

Failed start attempt Shutdown, too long start attempt Equal True

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23a.16 Controls and settings

23a.16.1 Controls
23a.16.2 LED Status
23a.16.2.1 MCU
1) LED on VIUC30 (processor board)
This red LED is lightening when you reset the MCU by pushing the
black button A or the red button R .
If the LED is always ON = there is a default
If the LED is OFF = the system is OK.
2) LED on CXM DIO4 (Digital I/0 board)
· Green LED
It indicates status for input channels
· Yellow LED
It indicates status for output channels.
· Red LED
Not used !!

23a.16.2.2 DCU
1) LED Power
The green LED is lightening. It means that the DCU power supply is OK.
2) LED CAN
The orange LED is blinking. It means that the CAN communication is
OK.
3) LED Status
The green LED is blinking. It means that the DCU is OK.
4) LED Flash
The orange LED is lightening. It means that the configuration files are
currently downloaded from the PCMCIA card.
5) LED Reset
The red LED is lightening. It means that the reset button on the bottom
card has been pushed to reset the DCU or to start the process of
configuration files downloading.

23a.16.2.3 CCU
1) Green LED
· Green LED is lightening
There is 24Vdc to ignition driver and gas valves = the CCU is ready to
use.
· Green LED is blinking
There is no 24Vdc to ignition driverand gas valves = the K1 relay is
open : the WECS system is in shutdown mode or in emergency
mode.

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· Other status on green LED means faulty situation.

2) Orange LED
· Orange LED is blinking
It means that the CAN Bus communication is OK.
· Other status on orange LED means faulty situation.
23a.16.2.4 KDU
1) Green LED
This LED must be lightened.
2) Orange LED
This LED must be off.

23a.16.3 Unit Configuration

In the bottom board of the CCU and KDU, there are some rotating
switches (SW3 SW4 and SW5). These switches are used to set the Iden-
tity number of the units (SW3) and the number of cylinders of the en-
gine (SW4for the ten and SW5 for the unit).
In certain conditions, SW3 is used to test the gas valves and the igni-
tion (see chapter 23a.16.4 and 23a.16.5.).
Ex : CCU2 for a 18V: SW3 = 2
SW4 = 1 SW5 = 8

CCU I D
SW3 : Identity selector and SW3
solenoid valve test
SW4 & SW5 : Number of
cylinders selector

Ex : SW4 on 1 and SW5 on 2

=12V engine

SW4 SW5

x 10 x1

#CY L

Fig. 23a-48

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 W220 Engine control system - WECS 3000 23a

23a.16.4 Gas valves test

It’s possible to test the gas valves with the WECS3000 system It’s done
by using the SW3 switch in the CCU’s units .
See below the procedure for CCU1 (cylinder A1 and A2) :

· Switch off CCU1 power by opening miniature circuit

breaker in the MCU cabinet.
· Open CCU1.
· Record the respective settings of the rotating switches
SW3, SW4 and SW5 in the CCU cover.
· Turn the rotating switches SW3, SW4 and SW5 in the CCU
cover to 0 position.
· Switch on the CCU power again. The CCU is now in test
mode.
· Set the SW3 to 1 = The MCC gas valves of cylinder A2
starts.
· Set the SW3 to 2 = The PCC gas valves of cylinder A2
starts.
· Set the SW3 to 4= The MCC gas valves of cylinder A1
starts.
· Set the SW3 to 5 = The PCC gas valves of cylinder A1
starts.
· Power off the CCU1 power when the test is done.
· Reset the rotating switches SW3, SW4 and SW5 to their ini-
tial position (recorded in step 3 above). The respective
positions can also be found in the wiring diagram of the
engine.
· Power on the CCU1 power.
The tests could to be done for all CCU’s. See the table below :

12V220

Position
CCU 1 CCU 2 CCU 3 CCU4 CCU 5 CCU 6
SW3
MCC
MCC valve MCC valve MCC valve MCC valve
1 valve MCC valve Cyl B5
Cyl A2 Cyl A6 Cyl B1 Cyl B3
Cyl A4
PCC
PCC valve PCC valve PCC valve Cyl PCC valve Cyl
2 valve PCC valve Cyl B5
Cyl A2 Cyl A6 B1 B3
Cyl A4
MCC
MCC valve MCC valve MCC valve MCC valve
4 valve MCC valve Cyl B6
Cyl A1 Cyl A5 Cyl B2 Cyl B4
Cyl A3
PCC
PCC valve PCC valve PCC valve Cyl PCC valve Cyl
5 valve PCC valve Cyl B6
Cyl A1 Cyl A5 B2 B4
Cyl A3

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 23a Engine control system - WECS 3000 W220

18V220

Posi-
CCU CCU
tion CCU 1 CCU 2 CCU 3 CCU4 CCU 6 CCU 7 CCU 8 CCU 9
5 10
SW3
MCC MCC MCC MCC MCC MCC MCC MCC MCC
1 valve valve valve valve valve valve valve valve valve
Cyl A2 Cyl A4 Cyl A6 Cyl A8 Cyl B1 Cyl B3 Cyl B5 Cyl B7 Cyl B9
PCC PCC PCC PCC PCC PCC PCC PCC PCC
2 valve valve valve valve valve valve valve valve valve
Cyl A2 Cyl A4 Cyl A6 Cyl A8 Cyl B1 Cyl B3 Cyl B6 Cyl B7 Cyl B9
MC
C
MCC MCC MCC MCC MCC MCC MCC MCC
valv
4 valve valve valve valve valve valve valve valve
e
Cyl A1 Cyl A3 Cyl A5 Cyl A7 Cyl B2 Cyl B4 Cyl B6 Cyl B8
Cyl
A9
PCC
PCC PCC PCC PCC valv PCC PCC PCC PCC
5 valve valve valve valve e valve valve valve valve
Cyl A1 Cyl A3 Cyl A5 Cyl A7 Cyl Cyl B2 Cyl B4 Cyl B6 Cyl B8
A9

23a.16.5 Ignition test

It’s possible to test the ignition with the WECS3000 system It’s done by
using the SW3 switch in the CCU’s units.
To perform the test, remove the spark plug extension and the coil
from the cylinder head. Put a spark plug on the extension . Connect
the spark plug to the engine ground.
See below the procedure for CCU1 (cylinder A1 and A2) :
· Switch off CCU1 power by opening miniature circuit
breaker in the MCU cabinet.
· Open CCU1.
· Record the respective settings of the rotating switches
SW3, SW4 and SW5 in the CCU cover.
· Turn the rotating switches SW3, SW4 and SW5 in the
CCU cover to 0 position.
· Switch on the CCU power again. The CCU is now in test
mode.
· Set the SW3 to 3 = an ignition spark is generated on cylin-
der A2.
· Set the SW3 to 6 = an ignition spark is generated on cylin-
der A1.
· Power off the CCU1 power when the test is done.
· Reset the rotating switches SW3, SW4 and SW5 to their ini-
tial position (recorded in step 3 above). The respective

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 W220 Engine control system - WECS 3000 23a

positions can also be found in the wiring diagram of the

engine.
· Power on the CCU1 power.
The tests could to be done for all CCU’s . See the table below :

12V220

Posi-
tion CCU 1 CCU 2 CCU 3 CCU4 CCU 5 CCU 6
SW3
Ignition Ignition Ignition Ignition Ignition Ignition
3
Cyl A2 Cyl A4 Cyl A6 Cyl B1 Cyl B3 Cyl B5
Ignition Ignition Ignition Ignition Ignition Ignition
6
Cyl A1 Cyl A3 Cyl A5 Cyl B2 Cyl B4 Cyl B6

18V220

Posi-
CCU
tion CCU 1 CCU 2 CCU 3 CCU4 CCU 5 CCU 6 CCU 7 CCU 8 CCU 9
10
SW3
Ignition Ignition Ignition Ignition Ignition Ignition Ignition Ignition Ignition
3
Cyl A2 Cyl A4 Cyl A6 Cyl A8 Cyl B1 Cyl B3 Cyl B5 Cyl B7 Cyl B9
Ignition Ignition Ignition Ignition Ignition Ignition Ignition Ignition Ignition
6
Cyl A1 Cyl A3 Cyl A5 Cyl A7 Cyl A9 Cyl B2 Cyl B4 Cyl B6 Cyl B8

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 23a Engine control system - WECS 3000 W220

23a.16.6 Rotary encoder adjustment

The rotary encoder is an optical incremental encoder and is used to
measure engine speed and piston position on gas powered en-
gines. Fitted on the camshaft (A bank, flywheel), it provides two out-
put signals : one pulse train with 900 pulses per camshaft revolution
and one synchronization pulse with one pulse per camshaft revolu-
tion. To provide correct information, the encoder must be mechani-
cally adjusted. This should be done after every overhaul where the
encoder has been removed or if other major changes have been
made that could affect the operation of the encoder.
Adjustment has also to be performed if the ignition timing deviates
more than 0.5° CA from the reference when checking with a strobo-
scope lamp. After adjustment, the encoder should give a synchroni-
zation pulse when piston number 1 is in Top Dead Centre (TDC),
compression stroke.

Adjustment procedure

· Switch off CCU power by opening miniature circuit

breaker F2.
· Open CCU 1 (closest to cylinder number 1).
· Record the respective settings of the rotating switches
SW3, SW4 and SW5 in the CCU cover.
· Turn the rotating switches SW3, SW4 and SW5 in the CCU
cover to 0 position.
· Switch on the CCU power again. The CCU is now in test
mode. The green LED will indicate the 900 pulses per
camshaft revolution pulse train. The yellow LED indicates
the 1 pulse per camshaft revolution synchronization sig-
nal.
· Mount the turning gear and turn the engine in the direc-
tion of rotation until the Top Dead Center (TDC) mark is
reached on the flywheel.

Note : Check that the inlet and exhaust valves of cylinder A1 are closed. If
not, turn the engine one full revolution in the same direction until the
TDC mark is reached again. Recheck that the valves are closed.

· Rotate the encoder manually (the green LED in the CCU

cover is blinking) until the yellow LED is lit.
· Fix the encoder in this angular position by tightening the
screws.
· Turn the engine some degrees out of position in the re-
verse direction of rotation, and then turn it back to the

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 W220 Engine control system - WECS 3000 23a

TDC position. Verify that the yellow LED is lit when the TDC
mark is reached.
· Switch off CCU power.
· Reset the rotating switches SW3, SW4 and SW5 to their ini-
tial position (recorded in step 3 above). The respective
positions can also be found in the wiring diagram for the
engine.
· Close the CCU cover, remove the turning gear and re-
connect CCU power again.

Fig. 23a-49

1118 Page 59