UNIC Speed Load Controller v3 2 (MCM-11)

Electrical & Automation Services
Power plant DI engine
UNIC speed/load controller
DBAB338502 a Internal use 23.04.2010

© Copyright by Wärtsilä Finland Oy
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Version information
The information in this document is valid for the following hardware and
software versions:
Main control module MCM-11

UNIC speed/load controller version 3.2
Revision history
Date Revision Changes

14.04.2010 a Isochronous control and load sharing, Speed/load
reference control: new and modified features
Isochronous load sharing schedule: new parameters
Speed control and Load control: x-axis and y-axis

renamed.
The revision 'a' incorporates changes made to UNIC speed/load controller

from version 2.0 to version 3.2.
Contact information
24hrs Phone +358 10 709 080

Fax +358 10 709 1380
Switchboard +358 10 709 0000 (Office hours 7.30-16.30)
Homepage www.wartsila.com/services
E-mail [email protected]
Table of Contents
Table of Contents
1. Glossary.......................................................................................................................................................1 - 1
2. About this manual........................................................................................................................................2 - 1

2.1. Introduction...........................................................................................................................................2 - 1
2.2. Application.............................................................................................................................................2 - 1
2.3. Use of symbols......................................................................................................................................2 - 1
3. Main Control Module (MCM)........................................................................................................................3 - 1

3.1. Speed/load controller............................................................................................................................3 - 1
3.2. Technical data.......................................................................................................................................3 - 2
3.3. Mechanical design................................................................................................................................3 - 2
3.3.1. Connector layout............................................................................................................................3 - 2
3.3.2. Enclosure........................................................................................................................................3 - 2
3.3.3. LEDs...............................................................................................................................................3 - 3
3.4. Wiring....................................................................................................................................................3 - 3
4. UNIC speed/load control..............................................................................................................................4 - 1

4.1. UNIC speed/load controller...................................................................................................................4 - 1
4.1.1. Dynamics........................................................................................................................................4 - 2
4.1.2. Speed/load mode independent functions.......................................................................................4 - 2
4.1.3. Stand-alone state machine.............................................................................................................4 - 5
4.1.4. Filters..............................................................................................................................................4 - 6
4.2. Speed/load control modes....................................................................................................................4 - 7
4.3. CB open control....................................................................................................................................4 - 9
4.3.1. Speed reference control...............................................................................................................4 - 10
4.3.2. Speed control...............................................................................................................................4 - 11
4.4. Speed droop control and load sharing................................................................................................4 - 12
4.4.1. Speed reference control...............................................................................................................4 - 13
4.4.2. Speed control...............................................................................................................................4 - 15
4.5. Isochronous control and load sharing.................................................................................................4 - 16
4.5.1. Speed reference control ..............................................................................................................4 - 18
4.5.2. Speed control...............................................................................................................................4 - 24
4.6. True kW control...................................................................................................................................4 - 25
4.6.1. Load reference control..................................................................................................................4 - 26
4.6.2. Load control..................................................................................................................................4 - 28
4.7. Input and ouput signals to the UNIC speed/load controller.................................................................4 - 30
4.8. Safety system configuration for UNIC stand-alone speed/load controller...........................................4 - 33
4.9. Alarms.................................................................................................................................................4 - 35
5. Application modules.....................................................................................................................................5 - 1
5.1. CB status control...................................................................................................................................5 - 1
5.2. Isochronous load sharing schedule.......................................................................................................5 - 2
5.3. Load breaker open command control...................................................................................................5 - 3
5.4. Load estimation.....................................................................................................................................5 - 4
6. Software operations.....................................................................................................................................6 - 1
6.1. Installation.............................................................................................................................................6 - 1
6.1.1. Browsing for SW package in IDM...................................................................................................6 - 1
6.1.2. Downloading software from IDM....................................................................................................6 - 2
DBAB338502 a Internal use Table of Contents - i

Table of Contents
6.2. WECSplorerUT® service tool................................................................................................................6 - 2

6.3. Handling engine project specific software.............................................................................................6 - 2
6.4. Handling engine project specific configuration files .............................................................................6 - 3
7. Troubleshooting...........................................................................................................................................7 - 1
7.1. Checking why the engine does not start...............................................................................................7 - 1
7.2. Checking why the engine does not follow increase/decrease speed commands.................................7 - 2
7.3. Checking why the engine speed is unstable.........................................................................................7 - 2
8. Examples of applications.............................................................................................................................8 - 1
8.1. Busbar synchronisation.........................................................................................................................8 - 1
A. Configurable parameters............................................................................................................................A - 1
A.1. Commonly used parameters................................................................................................................A - 1
A.2. Common configurable parameters.......................................................................................................A - 2
A.3. Configurable parameters for CB open control mode............................................................................A - 4
A.4. Configurable parameters for CB status control....................................................................................A - 6
A.5. Configurable parameters for isochronous control and load sharing mode...........................................A - 7
A.6. Configurable parameters for isochronous load sharing schedule...................................................... A - 10
A.7. Configurable parameters for load estimation..................................................................................... A - 11
A.8. Configurable parameters for speed droop control and load sharing mode........................................ A - 13
A.9. Configurable parameters for speed filters.......................................................................................... A - 17
A.10. Configurable parameters for stand-alone state machine control .....................................................A - 17
A.11. Configurable parameters for true kW control mode ........................................................................ A - 18
B. Technical data sheet for Main Controller Module (MCM-11)......................................................................B - 1
C. Standard wiring diagram.............................................................................................................................C - 1
D. Change history...........................................................................................................................................D - 1
D.1. Speed/load control and reference control............................................................................................D - 1
D.2. CB status control..................................................................................................................................D - 2
D.3. Isochronous load sharing schedule.....................................................................................................D - 2
Table of Contents - ii Internal use DBAB338502 a

1. Glossary
1. Glossary V1
ABS American Bureau of Shipping
ATEX Atmosphere Explosibles; directive for equipment

and protective systems intended for use in
potentially explosive atmospheres
BMEP Break Mean Effective Pressure
BV Bureau Veritas
CA Charge Air
CAN Controller Area Network
CB Circuit Breaker
CCS China Classification Society
CISPR Comité Internationale Spécial des Perturbations

Radioelectrotechnique (International Special
Committee on Radio Interference)
CPU Central Processing Unit
DNV Det Norske Veritas
EDL Enhanced Display Log
GL Germanischer Lloyd
HSD High Side Driver
IDM Wärtsilä Integrated Document Management

system.
IEC International Electrotechnical Commission
IP <number> Environmental protection of enclosures around

electronic equipment
LED Light Emitting Diode
LR Lloyd's Register
LS Load Sharing
MCM Main Control Module
MFI Main Fuel Injection
NC Normal Close
NO Normal Open
PID controller Proportional - Integral - Derivative controller
PNP Positive-Negative-Positive (transistor)
DBAB338502 a Internal use 1-1

1. Glossary
PRS Polski Rejestr Statków
PWM Pulse Width Modulation
RINA Registro Italiano Navale
RS Russian Maritime Register of Shipping
RTU Remote Terminal Unit
UNIC Wärtsilä Unified Controls
USB Universal Serial Bus
VR Variable Reluctance
1-2 Internal use DBAB338502 a

2. About this manual
2. About this manual V1
2.1. Introduction V1
This manual describes the functionality and operation of Wärtsilä UNIC speed/
load controller.
2.2. Application V2
The UNIC speed/load controller is a high-performance speed/load controller in

the Wärtsilä UNIC engine control system. The controller is an independent
software module in the Main Control Module (MCM).
The speed and load are controlled by a dedicated PID controller. The speed/
load controller supports advanced speed and load control functions:
● speed droop control
● true kW control
● isochronous control.
2.3. Use of symbols V3
This manual includes different kinds of notes emphasized with a symbol. They
are meant to draw the reader's attention to possible dangers involved or other
things to take into consideration when performing an operation.
The following notes and warnings are used:
Note!
Note is used in the text for highlighting important information or requirements.
Warning!
Warning is used in the text whenever there is a risk of personal injury.
Warning!
The electricity warning is used in the text when there is a risk of personal injury
due to electrical shocks.
Caution!
Caution is used in the text whenever there is a risk of damaging equipment.

2. About this manual

3. Main Control Module (MCM)
3. Main Control Module (MCM) V1
Related topics
Technical data sheet for Main Controller Module (MCM-11)....................................B - 1
The Main Control Module (MCM) is a versatile, configurable microprocessor

based control and data acquisition module. It has a variety of analogue and
digital measuring channels, and a number of analogue and binary outputs. The
module is designed for mounting directly on the generating set, hence it can
cope with a demanding environment with high vibration levels and high
operating temperatures.
Fig 3-1 MCM module V1
The central processing unit (CPU) used in the MCM is a high-performance

Motorola PowerPC MPC561 controller. The module itself contains diagnostic
features on an internal system integrity (like memory checksums, CPU
watchdog, system temperature) as well as advanced I/O checks based on the
signal processing, like open/short circuit detection and sensor diagnostics.
Depending on the application, also other application specific diagnostics are
available. These diagnostic features allows the user to easily detect problems
not only with the module itself but also sensor and wiring problems.
3.1. Speed/load controller V2
Related topics
UNIC speed/load controller.......................................................................................4 - 1
One of the most important tasks of the MCM is acting as the speed/load
controller for the engine together with an electrical or a mechanical-hydraulic
actuator. The controller functionality is fully embedded in the module, and
optimised to suit Wärtsilä power plant engines, and ship genset and main engine
applications. On engines equipped with the UNIC speed/load controller, the
module supports various submodes needed for various types of applications.

To meet high robustness demands (for example, in case of signal failures or

other disturbances), the UNIC system is always capable to operate in a droop
mode if premises for other modes are not met. To meet high demands in terms
of reliability, two speed sensors are used by the controller simultaneously. If one
speed sensor fails, the operation will not be interrupted.
The speed/load controller parameters are verified at the test run facilities of the
engine manufacturer, and changed during commissioning if necessary, so
parameters do not normally have to be changed afterwards. In case changes
are required or for troubleshooting purposes, a separate Wärtsilä
WECSplorerUT service tool needs to be connected to the module using WE-
CAN+ with a CAN bus connection. Downloaded settings are permanently stored
in the flash memory of the module, and they will not be lost in case of a power
failure.
3.2. Technical data V1
Related topics
For the hardware requirements and technical data of the Main Control Module
(MCM), see the technical data sheet.
3.3. Mechanical design V1
Related topics
3.3.1. Connector layout V1
The used connectors are 8-pin connectors.
For detailed description of connectors, see the technical data sheet.
3.3.2. Enclosure V1
The ingress protection of the engine mounted MCM is IP 20 (protected against

solid objects up to 12 mm³). If it is located in a specifically built protection box,
the IP is 67 (totally protected against dust and protected against the effect of
immersion between 15 cm and 1 m).
LED indications are located on one side of the module.

3.3.3. LEDs V1
There are four hardware controlled green LEDs in the main control module
(MCM). The functions behind these LEDs are described in the following table:
Table 3-1 Usage of hardware controlled LEDs in the MCM
LED marking Description

PWR1 24V Indicates the state of power supply 1 input.
PWR2 24V Indicates the state of power supply 2 input.
SYS 24 V Indicates the state of power supply to module logics and micro‐
processor.
SENS 24V Indicates the state of power supply output used for module’s I/O.
The MCM has a two-colour diagnostic LED (marked as DIAG), which is used to
indicate the execution state. The function behind this LED is described in the
following table:
Table 3-2 Usage of the software controlled two-colour LED in the MCM
LED indication Description

Off No software is running.
Red Bootloader 1 is running and waiting for connection.
Red flash Bootloader 1 has established connection with the maintenance
tool (WECSplorerUT).
Yellow Bootloader 2 is running and waiting for connection, or the soft‐
ware is in lock-up.
Yellow and red flash Bootloader 2 cannot find application; waiting for connection.
Yellow flash The application software is running.
3.4. Wiring V1
Related topics
Standard wiring diagram...........................................................................................C - 1
The wiring will be performed according to the Standard wiring diagram for the
speed/load controller.
The actuator connection types are Analogue output and Digital output (HSD).


4. UNIC speed/load control
4. UNIC speed/load control V2
The UNIC stand-alone speed/load control system consists of the application

modules, system software, and engine specific configuration.
Fig 4-1 Overview of the software structure of the UNIC speed/load controller
V1
4.1. UNIC speed/load controller V1
Related topics
Main Control Module (MCM).....................................................................................3 - 1
The UNIC speed/load controller is an independent software module in the Main

Control Module (MCM). The MCM can either be an integrated part of the UNIC
engine automation system, or a stand-alone speed/load controller unit on
engines equipped with a basic engine automation system.
The speed/load controller is not a controller solely dedicated for the engine
speed control but operates in certain modes also as a true load controller. The
controller is intended for use in a variety of diesel and gas engine applications,
like marine auxiliary genset applications, main engine propulsion applications,
diesel electric propulsion applications, base load power plant applications,
island mode power plant applications, compressor drive applications and pump
drive applications.
The speed/load controller is implemented into two application modules, the

reference control module and the control module. In the reference control
module the speed and load reference is calculated according to relevant inputs.
Thereafter the speed and load reference are used by the control module, which
sets the fuel demand.

In the speed control algorithm, the speed reference is compared with the
measured engine speed. The difference between these signals constitutes the
input to a PID controller. The regulation output of the controller will accordingly
change to sustain the reference level. This PID controller output is the global
MFI (Main Fuel Injection) demand signal.
4.1.1. Dynamics V1
The PID controller uses different sets of dynamic parameters for operation under
acceleration, under no-load conditions and under loading conditions to obtain
optimal stability at all times. The PID settings are speed dependent for start
acceleration and for open circuit breaker/clutch conditions, and load/speed
dependent when the engine is loaded. A special speed deviation dependent
feature is also provided to minimise large speed fluctuations. The proportional
gain is speed deviation mapped for more aggressive control in case of large
deviations from the reference speed.
Fig 4-2 PID controller V1
4.1.2. Speed/load mode independent functions V1
Related topics
Common configurable parameters............................................................................A - 2
Speed reference maximum/minimum limit V1
The speed reference is controlled in different ways in different speed/load

modes. However, the speed reference is always limited so that it can never be
higher than Speed reference, Max and never less than Speed reference, Min.
During the start of the engine the speed reference minimum limiter is not
applicable.

Speed increase/decrease control mode selection V2
The status of the inputs OS163, Speed increase and OS164, Speed decrease
can affect the speed reference or the load reference in two ways depending on
the status of the Enable Inc/Dec flank detection flag:
● If Enable Inc/Dec flank detection is set to FALSE, the speed reference or
the load reference ramp rate is always ramped according to a certain ramp
rate depending on the current speed/load mode and the current fuel mode.
For the entire duration when one of the inputs remains TRUE, the speed
reference is ramped up or down according to the corresponding ramp rate.
● If Enable Inc/Dec flank detection is set to TRUE, the speed reference is
affected only when the system reads a positive transition (positive flank) on
the inputs. Each time the positive transition occurs, the speed reference or
the load reference is increased or decreased with a certain step size
depending on the current speed/load mode and the current fuel mode.
If the inputs OS163, Speed increase and OS164, Speed decrease are set high
simultaneously, the speed reference or the load reference remains unaffected.
Fuel demand reset at clutch or generator breaker open V1
At the transition to the CB open mode (when the generator breaker or the main
engine clutch is opened), the engine load is instantly decreased to zero. To
prevent the engine speed increasing, the PID controller needs to be reset
especially if the engine load before the transfer to the CB open control mode is
high.
Therefore, if the engine load is higher than PID reset load limit, Breaker open
at the moment of the transition to the CB open control mode, the PID controller
is reset. The fuel demand is set to zero after which the PID controller is
controlling the fuel demand again.
Fuel demand limiters V2
Separate fuel limiters are provided in each speed/load mode. The fuel demand
limiters limit the fuel demand output from the PID controller. If several limiters
are active simultaneously, the maximum level of the fuel demand is determined
according to the lowest limiter value.
The following limiters are available:

● A start fuel limiter that is active during the engine start up to a rotational speed
level of 20 rpm below the target speed level. The start fuel limiter settings
are speed dependent, and the limiter works in a combination with a speed

reference ramp used at the engine start. The acceleration ramp is set for an
optimal acceleration rate. The start fuel limiter is only applicable in the CB
open control mode.
● A charge air pressure limiter is used to reduce overfuelling and black smoke
at load steps at low engine load levels. This feature also improves the
engine’s load acceptance at low load levels.
● A load dependent fuel limiter is used to set an envelope of a maximum
fuelling at various engine loads. This feature improves the engine’s load
acceptance but is also used as a limiter for the engine maximum load output.
● An engine speed dependent limiter is used to limit the fuel demand
corresponding to the current engine speed. The speed limiter is not
applicable in the true kW control mode.
If the binary input IS1002, Fuel limit disable is set to TRUE, the charge air
pressure limiter, the load dependent fuel limiter and the engine speed
dependent limiter are disabled and will have no influence on the fuel demand.
A binary output IS1001, Fuel limiter active becomes TRUE when a limiter is
limiting the fuel demand.
Dynamic selection V1
Different controller parameter setups and fuel demand limiters can be chosen
depending on the settings of two digital inputs OS831-1, Speed/load dynamics
preset 1 and OS831-2, Speed/load dynamics preset 2.
Fig 4-3 Selection of the dynamic controller parameter and fuel demand limiter
V1
The following settings of the selection inputs are applicable:
OS831-1, Speed/load dynam‐ OS831-2, Speed/load dy‐ OS831, Speed/load dy‐

ics preset 1 namics preset 2 namics in use
FALSE FALSE 0
TRUE FALSE 1
FALSE TRUE 2
TRUE TRUE 3

Calculation of PID controller gains V2
For each speed/load mode and each fuel mode there are separate sets of PID
control parameters. There are three different parameter sets for each speed/
load mode and each fuel mode.
For each speed/load mode and each fuel mode there is a map where the speed
dependent, load dependent or speed/load dependent controller gains are
configured. There are also separate maps for configuring speed deviation or
load deviation controller gain parameters.
There is also a configurable parameter which supports a possibility to set the

controller gains according to the dynamic selection inputs OS831-1, Speed/load
dynamics preset 1 and OS831-2, Speed/load dynamics preset 2.
The contribution from each configurable controller gain is finally multiplied
together, and the result is used as the proportional, integral or derivative gain of
the controller.
4.1.3. Stand-alone state machine V2
Related topics
Configurable parameters for stand-alone state machine control............................A - 17
The UNIC speed/load controller can be used as a stand-alone module. When

the Main Control Module (MCM) is used as a stand-alone speed/load controller,
two inputs are needed to activate the UNIC speed/load controller, OS877, Run
enable and STY196, Engine speed.
Fig 4-4 Stand-alone state machine V1
The engine modes of the stand-alone main state machine are start mode, run
mode, shutdown mode and stop mode.

Fig 4-5 Engine modes V1
4.1.4. Filters V1
Speed filters V1
Related topics
Configurable parameters for speed filters...............................................................A - 17
Speed filters can be used to filter away high frequency noise and disturbances
in the measured speed signal. Two types of filters are applicable for the engine
speed, a lowpass filter and a bandstop filter.
Fig 4-6 Engine speed measurement V1
Lowpass filter
The engine speed is measured, sampled, at a high frequency. When this is
done, undesired frequencies, at the speed pickup, can be seen in the measured
signal. By using a lowpass filter the higher frequencies undesired for the control
system can be filtered out.

Bandstop filter
Due to engine inertia and flexible couplings, low frequency oscillations can
appear in the measured speed signal. These low frequencies can be very
difficult to control. To eliminate these kinds of oscillations, bandstop filters (notch
filters) are provided. To improve the filter dynamics, two bandstop filters are
used in series. In this way the width of filter passband will decrease whilst the
width of the stopband can be increased if needed.
Load filter V2
Related topics
Load estimation.........................................................................................................5 - 4
Configurable parameters for load estimation..........................................................A - 11
The load of the engine is measured using a load sensor or estimated using a
load estimation. A lowpass filter is used to suppress undesired frequencies in
the measured signal.
4.2. Speed/load control modes V2
Related topics
CB open control.........................................................................................................4 - 9
Speed droop control and load sharing.....................................................................4 - 12
Isochronous control and load sharing......................................................................4 - 16
True kW control.......................................................................................................4 - 25
The UNIC speed/load controller has four speed/load control modes. The
transitions between the different control modes can be initiated by, for example,
digital inputs, sensor failures, or measurements.
The control modes and possible transitions between these are shown in the
following figure.
Note!
Transitions from the CB open control mode to other control modes are possible
only when the ramping of the speed reference is ready.

Fig 4-7 Speed/load control mode state transitions. V1
Speed/load mode transitions

1 Transition made as engine is started
2 cb sensor failure = FALSE AND cb or clutch status = TRUE AND internal grid status
= TRUE AND kw control enable = TRUE
3 cb sensor failure = FALSE AND engine load sensor failure = FALSE AND cb and
clutch status = FALSE
4 cb sensor failure = TRUE
cb sensor failure = FALSE AND engine load sensor failure = TRUE
cb sensor failure = FALSE AND engine load sensor failure = FALSE AND cb or
clutch status = TRUE AND internal grid status = TRUE AND kw control enable =
TRUE AND engine speed within limits = FALSE
clutch status = TRUE AND internal grid status = TRUE AND kw control enable =
FALSE
clutch status = TRUE AND internal grid status = FALSE AND isoch control enable
= FALSE
= TRUE AND kw control enable = TRUE AND kw error active = FALSE
6 cb sensor failure = FALSE AND isoch error active = FALSE AND cb or clutch status
= TRUE AND internal grid status = TRUE AND kw control enable = TRUE
cb sensor failure = FALSE AND cb or clutch status = TRUE AND internal grid status
= TRUE AND kw control enable = FALSE AND
cb sensor failure = FALSE AND cb or clutch status = TRUE AND internal grid status
= FALSE AND isoch control enable = FALSE
8 cb sensor failure = FALSE AND cb and clutch status = FALSE
cb sensor failure = FALSE AND isoch error active = TRUE
Continued on next page

Speed/load mode transitions

cb sensor failure = FALSE AND isoch error active = FALSE AND cb or clutch status
= TRUE AND internal grid status = TRUE AND kw control enable = FALSE
cb sensor failure = FALSE AND isoch error active = FALSE AND cb or clutch status
= TRUE AND internal grid status = FALSE AND isoch control enable = FALSE
= FALSE AND isoch control enable = TRUE AND isoch error active = FALSE
11 cb sensor failure = FALSE AND engine load sensor failure = FALSE AND cb or
clutch status = TRUE AND internal grid status = FALSE AND isoch control enable
= TRUE AND
= FALSE AND isoch control enable = TRUE
13 cb sensor failure = FALSE AND isoch error active = FALSE AND cb and clutch
status = FALSE
CB open control
The CB open control mode is the active mode during the engine start and in
running mode until the generator breaker or the clutch has been closed.
Speed droop control and load sharing

The speed droop control and load sharing mode is active after a closure of the
generator breaker or the clutch. The load sharing is based on a built-in droop
curve, which means that the engine speed will decrease proportionally to the
load. Control of the speed reference from a plant management system is
necessary.
Isochronous control and load sharing

The isochronous control and load sharing mode is active after a closure of the
generator breaker or the clutch if the isochronous load sharing has been
selected. The load sharing is provided over a load sharing CAN, and the engine
speed remains unaffected by a droop slope at all load levels without speed
reference adjustments from a plant management system.
True kW control
The true kW control mode is active after a closure of the generator breaker if
the kW control has been selected. This mode is normally used for a (country)
grid operation but can also be used in island mode for a limited number of
engines. In this mode, the internal load reference is compared to the measured
engine load. A true kW control loop is using the engine speed only to ensure
that the speed range is within the defined engine safety and BMEP limits.
4.3. CB open control V1
Related topics
Speed/load control modes.........................................................................................4 - 7
CB status control.......................................................................................................5 - 1

The CB open control mode is active during start of the engine and during
synchronisation.
When the engine is operated in the CB open control mode, the load is normally
not applied to the engine. Before the load is applied, a speed/load mode transfer
to an appropriate speed/load mode is necessary. The transfer from a no load to
a load mode is done according to the generator breaker status or the clutch
status. The engine stays in the CB open control mode until the generator breaker
or the clutch is closed.
Start fuel limiters and engine speed dependent PID parameters are used in this
mode. Binary or analogue inputs are enabled for a synchronisation purpose.
4.3.1. Speed reference control V2
Related topics
Configurable parameters for CB open control mode.................................................A - 4
When the speed/load controller is activated, the speed reference is set to Speed
reference, Start. When the engine speed reaches Speed ramp enable speed,
the speed reference is ramped up using Start ramp rate or, if the input OS7320,
Blackout start request is set to TRUE, Blackout start ramp rate.
The goal for the speed reference ramping depends on the settings of the
following inputs in order of priority:
● OS7326, Fixed speed select
● OS7325, Analogue speed ref select
● OS176, Idle select.
For example, if both Fixed speed select and Analogue speed ref select are set
to TRUE, the Fixed speed select having a higher priority sets the goal for the
speed reference ramping.
If OS7326, Fixed speed select is set to TRUE, the speed reference is ramped
with Start ramp rate to Speed reference, Fixed.
If OS7325, Analogue speed ref select is set to TRUE, the speed reference is
ramped to the reference set by OT190, Analogue speed reference. When the
speed reference reaches the analogue speed reference, the speed reference
ramp rate is changed to Speed ramp rate, Analogue. Thereafter if OS7325,
Analogue speed ref select is set to TRUE, the ramp rate used for the speed
reference ramping is always Speed ramp rate, Analogue.
If OS176, Idle select is set to TRUE, the speed reference is ramped with Start
ramp rate to Speed reference, Idle.
If all these inputs are set to FALSE, the speed reference is ramped with Start
ramp rate to the rated speed.
When the speed reference ramping is ready, the engine is synchronised using
a digital or an analogue synchroniser.
4 - 10 Internal use DBAB338502 a

Synchronisation of a genset V2
Related topics
Speed increase/decrease control mode selection.....................................................4 - 3
Digital synchronisation
The status of the inputs OS163, Speed increase and OS164, Speed decrease
can affect the speed reference in two ways depending on the status of the
Enable Inc/Dec flank detection flag as described in the chapter Speed increase/
decrease control mode selection.
The following ramp rates and step sizes are used for the synchronisation:
● If Enable Inc/Dec flank detection is set to FALSE, the speed reference ramp
rate is set to CB open, sync ramp rate.
● If Enable Inc/Dec flank detection is set to TRUE, the speed reference offset
step size is set to CB open, sync step size.
Analogue synchroniser
When the input OS160, Analogue synchroniser enable is set to TRUE, the
engine speed reference is biased according to OT160, Analogue synchroniser.
The range of the analogue synchroniser input is -5 - +5 VDC, where the

analogue synchronisation input value 0 VDC corresponds to the zero offset to
the speed reference. The resulting analogue synchronisation value (positive or
negative) is added to the goal for the speed reference ramping. While using the
analogue synchroniser, the ramp rate is Speed ramp rate, Analogue sync.
4.3.2. Speed control V2
Related topics
Configurable parameters for CB open control mode.................................................A - 4
PID parameters
The control loop in the CB open control mode is based on a PID controller, where
OT162, Speed reference calculated in the reference control module is used as
a reference input of the controller, and the engine speed as a feedback. The
output of the controller is the fuel demand.
The speed dependent PID parameters are implemented using interpolation

tables, where the speed dependent speed axis is common for all maps. The
vectors used in the CB open control mode are CB open, PID speed axis, CB
open, P map, CB open, I map and CB open, D map.
Fuel demand limiters

During the engine start, the fuel demand is always limited by a speed dependent
fuel limiter (the start limiter or the blackout start limiter). To implement the start
limiter, a common speed axis, Start limiter speed axis, is needed. The start
limiters are defined by Start limiter map. If the input OS7320, Blackout start
DBAB338502 a Internal use 4 - 11

request is set to TRUE, the blackout start limiter is used. During the blackout
start, the fuel demand is limited by the blackout start limiter defined by Start
limiter map, Blackout.
The start limiter or the blackout start limiter is active until the engine speed
reaches the goal of the speed reference ramping minus Start limiter, Relative
speed limit. The goal for the speed reference ramping is set using the inputs
● OS7326, Fixed speed select
● OS7325, Analogue speed ref select
● OS176, Idle select.
If the start limiter or the blackout start limiter has been disabled, it cannot limit
the fuel demand until the next start.
The fuel limiters use the following vectors:

● The engine speed dependent limiter: Speed limiter speed axis (common
speed limiter speed axis) and CB open, Speed limiter map.
● The charge air pressure dependent limiter: CA limiter pressure axis (common
charge air limiter pressure axis) and CB open, CA limiter map.
● The engine load dependent limiter: Load limiter load axis (common load
limiter load axis) and CB open, Load limiter map.
4.4. Speed droop control and load sharing V2
Related topics
The speed droop control mode remains active until another mode becomes
active or a run mode is exited.
When the engine is operated in the speed droop control mode, a load sharing
with other engines is provided with the use of a speed droop. The droop control
is a load sharing method in which parallel running engines share their load by
decreasing the speed reference proportionally to the engine load level.
The droop value, the droop percent, is adjustable. Too low droop means that
the load can start oscillating between the engines. Too high droop means that
the plant’s frequency might decrease too steeply with the load level.
The load sharing based on the speed droop means that the plant management
system must compensate the negative effect derived from the droop slope.
Therefore, the plant management system has to ensure that the net frequency
is kept constant regardless of the load level. The speed control with droop is
used on plants operating in island mode but it can also be used when operating
against a grid utility. However, in the case of the grid utility the true kW control
mode is recommended but it depends on the grid size if the true kW control
mode can be used.
Engine speed and load dependent PID parameters are used in this mode. Binary
and analogue inputs are used for a synchronisation purpose.

The speed droop control mode can constitute a backup mode in case of a failure
of an LS-CAN bus, a load signal, or other vital signals needed in other modes.
Related topics
Load estimation.........................................................................................................5 - 4
Configurable parameters for speed droop control and load sharing mode.............A - 13
Digital speed reference control

The plant management system controls the speed reference of the engine by
operating the inputs OS163, Speed increase and OS164, Speed decrease, or
by using the input OT160 Analogue synchroniser.
If the inputs OS163, Speed increase and OS164, Speed decrease are used,
the speed reference can be controlled in two different ways depending on the
status of the Enable Inc/Dec flank detection flag as described in the chapter
Speed increase/decrease control mode selection. In the droop control mode the
following ramp rates and step sizes are used:
rate is set to Droop, speed ref ramp rate. Further if the input OS7327,
Emergency loading rate is set to TRUE, the ramp rate is changed to Droop,
speed ref emg ramp rate.
step size is set to Droop, speed ref step size.
If OS160, Analogue synchroniser enable is set to TRUE, the speed reference

is controlled using the input OT160, Analogue synchroniser. This allows the
speed reference biasing for frequency correction and load balancing by a power
management system. The ramp rate is Speed ramp rate, Analogue sync.
Analogue speed reference control

In the droop control mode, the analogue speed reference usage can be
activated by setting the input OS7325, Analogue speed ref select to TRUE.
Since the droop control mode is used as a backup mode for the isochronous
load sharing control mode, Enable analogue speed ref, Droop must also be set
to TRUE.
When controlling the engine speed using the external analogue speed reference
during and after the transfer from the isochronous load sharing control mode to
the droop control mode (Enable analogue speed ref, Droop is set to TRUE), an
analogue offset is added to the speed reference at the transfer to correct the
reference for the droop compensation.
The analogue offset is added to the OT190, Analogue speed reference after
the trip event. The analogue offset is again set to zero when the input OS7329,
Isochronous load sharing enable is set to FALSE or during transfer away from
the droop control mode. However, if the analogue speed reference control is
only used in the isochronous load sharing control mode before tripping to the

droop control mode (Enable analogue speed ref, Droop is set to FALSE), the
analogue offset is not needed because the digital speed reference control will
be activated.
Droop compensation
To achieve a load sharing between engines in the droop control mode, the speed
reference of the engine must be compensated according to the engine load and
the configured Droop parameter.
Fig 4-8 Droop compensation V1
The relative load of the engine is measured using a load sensor or estimated
using a load estimation (see the chapter Load estimation).
Baseload speed reference

To protect the engine from a reverse power, the speed reference is at transfer
from the CB open control to the droop control mode set to an initial value
corresponding to the base load level on the droop curve.
Engine unload
When the input OS7321, Engine unload becomes TRUE, the speed reference
will ramp down using Droop, speed ref unload ramp rate.
If OS7327, Emergency loading rate is also set to TRUE during unloading, the
speed reference ramping rate is changed to Droop, speed ref emg ramp rate.
The activation of the inputs OS163, Speed increase and OS164, Speed
decrease cannot affect the speed reference during the unload ramping, except
if OS7321, Engine unload is deactivated before the unloading ramping is
finished.
When the unloading is ready (the engine load is at the base load level), the
output OS7602, Gen. breaker open command is activated.

Related topics
Dynamic selection.....................................................................................................4 - 4
Configurable parameters for speed droop control and load sharing mode.............A - 13
PID parameters
The control loop in the speed droop control mode is based on a PID controller,
where OT162, Speed reference calculated in the reference control module is
used as a reference input of the controller, and the engine speed as a feedback.
The output of the controller is the fuel demand.
The speed and load dependent PID parameters are implemented using
interpolation tables, where the load axis and the speed axis are common for all
maps. The vectors are Droop, PID load axis (load dependent), Droop, PID speed
axis (speed dependent), Droop, P map, Droop, I map and Droop, D map.
Speed deviation dependent gain

To minimise the speed deviation during transients, the proportional gain and the
integral gain off the PID controller can be increased as a function of the current
speed deviation (the difference between the speed reference and the measured
speed). The proportional gain is multiplied by a factor derived from the map
implemented using the vectors Droop, speed dev speed axis (common speed
deviation dependent speed axis) and Droop, speed dev P coeff map. For the
integral gain of the controller the used vectors are Droop, speed dev speed
axis (common speed deviation dependent speed axis) and Droop, speed dev I
coeff map.
The factors are separately mapped for negative and positive deviations from the
speed reference.
Dynamic control parameters

The proportional, integral and derivative gain of the controller can further be
changed using the inputs OS831-1, Speed/load dynamics preset 1 and
OS831-2, Speed/load dynamics preset 2 as described in the chapter Dynamic
selection. The following parameters are used:
● If the dynamic selection is set to 0, no dynamic gain is in use.
● If the dynamic selection is set to 1, the parameters are Droop, P coeff
dynamic 1, Droop, I coeff dynamic 1 and Droop, D coeff dynamic 1.
dynamic 2, Droop, I coeff dynamic 2 and Droop, D coeff dynamic 2.
dynamic 3, Droop, I coeff dynamic 3, and Droop, D coeff dynamic 3.


The fuel demand limiters use the following vectors:
speed limiter speed axis) and Droop, Speed limiter map.
charge air limiter pressure axis) and Droop, CA limiter map.
limiter load axis) and Droop, Load limiter map.
Dynamic fuel demand limiters

The fuel limiters can be changed using the inputs OS831-1, Speed/load
dynamics preset 1 and OS831-2, Speed/load dynamics preset 2 as described
in the chapter Dynamic selection. The following limiters are used:
● If the dynamic selection is set to 0, the speed, charge air and load dependent
limiters are in use.
● If the dynamic selection is set to 1, the parameters are
- Speed limiter speed axis, dynamic 1 (common speed limiter speed axis)
and Droop, Speed limiter dynamic 1 map for the speed limiter.
- CA limiter pressure axis, dynamic 1 (common charge air limiter pressure
axis) and Droop, CA limiter dynamic 1 map for the charge air limiter.
- Load limiter load axis, dynamic 1 (common load limiter load axis) and
Droop, Load limiter dynamic 1 map for the load limiter.
4.5. Isochronous control and load sharing V2
Related topics
Isochronous load sharing schedule...........................................................................5 - 2

The isochronous control and load sharing mode remains active until another
mode becomes active or a run mode is exited.
An engine running in the isochronous control and load sharing mode will
constantly monitor and compare the current relative engine load to the current
system load. If the current system load is greater than the relative engine load,
the speed reference of the engine is temporarily increased to gain the load. If
the current system load is less than the current engine load, the speed reference
need to be temporarily decreased to give away load to the other engines in the
network. Engines operating in the isochronous mode need to have the same
speed reference to get a stable load sharing between the engines.
A dedicated load sharing CAN line is used for sending engine specific data
between the engines.
Fig 4-9 Load sharing CAN V1
The data sent over the load sharing CAN is received and processed in the
isochronous load sharing schedule. From the load sharing schedule the data
needed for the isochronous load sharing is communicated to the UNIC speed/
load controller. The following data is needed by the speed/load controller to
achieve the load sharing in the isochronous load sharing mode:
● EC_RelSpeedReference - Current relative speed reference, relative to the
rated speed.
● EC_RelativeEngineLoad - Current relative engine load, relative to the
maximum available load.
● EC_LSRamp - Current load sharing ramp.

The relative system load is the mean value of the relative engine load in the
system. The isochronous load sharing schedule also sets the isoch LS error if
an error in the load sharing data is detected. When the isoch LS error is set, the
engine trips from the isochronous load sharing mode to the droop control mode.
Engine speed and load dependent PID parameters are used in this mode.
Related topics
Configurable parameters for isochronous control and load sharing mode................A - 7
Engines running in the isochronous load sharing mode have the same speed
reference that is achieved using a global speed reference. The global speed
reference is calculated in the isochronous load sharing schedule module. Each
engine in a load sharing group use the same global speed reference. The global
speed reference is locally, for each engine, an offset according to the difference
between the current system load and the current engine load resulting in the
external speed reference.
The speed reference can be controlled in three modes: fixed, analogue and
normal. The modes are mentioned in order of priority, and selecting both fixed
and analogue results in selection of the fixed mode.
The fixed mode is activated if OS7326, Fixed speed select is set to TRUE on
at least one of the engines running in parallel. As the input is set to TRUE, all
engines connected to the same load sharing group are set to the fixed mode.
When the fixed mode is activated, the speed reference of the load sharing group
is ramped to Speed reference, Fixed using the ramp rate Isoc LS speed ref
ramp rate. The speed reference can be controlled using the inputs OS163,
Speed increase and OS164, Speed decrease. If OS160, Analogue
synchroniser enable is set to TRUE, OT160, Analogue synchroniser is used to
control the speed reference instead of using the increase/decrease inputs.
When the inputs OS163 speed increase and OS164 speed decrease are used,
the speed reference can be controlled in two different ways depending on the
status of the Enable Inc/Dec flank detection flag as described in the chapter
Speed increase/decrease control mode selection. The following ramp rates and
step sizes are used:
rate is set to Isoc LS speed ref sync ramp rate.
step size is set to Isoc LS speed ref sync step size.
When OS160, Analogue synchroniser enable is set to TRUE, the speed

reference is controlled using the input OT160, Analogue synchroniser.
If OS7325, Analogue speed ref select is set to TRUE, the internal speed
reference is ramped to the value set by the input OT190, Analogue speed
reference using Speed ramp rate, Analogue.

If OS7326, Fixed speed select and OS7325, Analogue speed ref select are
not set to any of the engines in the load sharing group, the normal mode is used.
In the normal mode, the speed reference can also be controlled using OS163,
Speed increase and OS164, Speed decrease, or OT160, Analogue
synchroniser. The same ramp rates and step sizes as in the fixed mode are
used.
Relative speed reference

Engines having a different rated speed can be connected to the same load
sharing group. Therefore instead of sending the internal speed reference to the
isochronous load sharing schedule, the relative speed reference is used. The
relative speed reference is related to the rated speed.
Load sharing offset calculation

An engine having too high load compared to the other engines in the same load
sharing group must decrease the speed reference to give away load to the other
engines, and vice versa. The calculation of the speed reference offset is
illustrated in the following figure:
Fig 4-10 Load sharing offset V1
The load sharing gain is a scalar, and the load sharing error is calculated
according to the following figure:
Fig 4-11 Load sharing error V1
The relative system load and the global speed reference are calculated and set
by the isochronous load sharing schedule.
The resulting speed reference for a particular engine is illustrated in the following
figure:

Fig 4-12 Speed reference V1
Soft loading and unloading in isochronous load sharing mode

Always when the number of engines in a load sharing group is changed or when
the relative load of the engines in the load sharing group is biased, a load sharing
ramp parameter is used for soft loading or unloading. The load sharing ramp is
also used for a load sharing bias when it is desired to run some of the engines
on the load sharing bus constantly on a less relative load compared to the other
engines. The value of the engine-specific load sharing ramp is zero when it is
desired that the relative load of the engines on the load sharing bus is equal.
The load sharing ramp is set in the isochronous load sharing schedule module
but it is ramped up or down by the UNIC speed/load controller during different
conditions.
Soft loading of engines in the isochronous load sharing mode is done in the
following way. When a new engine enters the isochronous load sharing mode,
the isochronous active flag (EC_IsocLSActive) is set to TRUE by the UNIC
speed/load controller to indicate that the engine is ready to share the system
load. When the isochronous load sharing schedule detects that a new engine is
added to the group, it sets the load sharing ramp for the new engine.

Fig 4-13 Ramping of the load sharing ramp during uploading of the engine
V1
After this, the speed reference of the new engine will initially not be the offset
due to the different relative engine load. If the new engine enters the isochronous
load sharing mode from the CB open control mode, the relative load of the new
engine is usually zero prior to the transition to the isochronous load sharing
mode. If entering the isochronous load sharing mode from another control mode,
the relative engine load is not necessarily zero. When the new engine enters
the isochronous load sharing mode, the load sharing ramp for that engine is the
value set by the input IT796, Asymmetric load sharing bias.
Unloading of an engine is achieved by setting OS7321, Engine unload to TRUE.

When the input is activated, the unloading is performed by ramping the load
sharing ramp similarly to the uploading case. Initially the value is set by the input
IT796, Asymmetric load sharing bias.

Fig 4-14 Ramping of the load sharing ramp during unloading of the engine
V1
As the load sharing ramp reaches the ramping goal, the relative engine load for
the unloading engine is equal to the base load. If OS7321, Engine unload is
again set to FALSE during unloading of the engine, the unloading is stopped
and the load sharing ramp is again ramped back to the load sharing bias level.
When the unloading is ready and the engine load is at the base load level, the
output OS7602, Gen. breaker open command will activate.
The ramp rates Isoc LS loading ramp rate map and Isoc LS unloading ramp
rate map are used for the load sharing ramp during loading, unloading and load
biasing.
If the input OS7327, Emergency loading rate is set to TRUE, the ramp rates
used for the load sharing ramp are Isoc LS emg loading ramp rate map and
Isoc LS emg unloading ramp rate map.
Asymmetric load sharing bias

The biasing of the speed reference for the asymmetric load sharing is performed
by offsetting the load sharing error using the load sharing ramp. The same ramp
rates for the load sharing ramp are used during the asymmetric load sharing
bias as for the loading/unloading described above.
When OS7321, Engine unload is set to FALSE, the load sharing ramp is ramped
to the load sharing ramp goal calculated based on the relative system load and
the load sharing bias. The load sharing bias is set by the input IT796,
Asymmetric load sharing bias if Enable mapped isoc bias is set to FALSE. If
Enable mapped isoc bias is set to TRUE, the load sharing bias is calculated as
a function of the plant load, EC_RelSysLoad, from a map using Isoc LS, mapped
isoc bias load axis and Isoc LS, mapped isoc bias.
If a sensor failure is detected for the input IT796, Asymmetric load sharing
bias, the goal for the ramping of the load sharing ramp is set to zero.
In some cases, the load sharing biasing must be disabled. This is achieved by
communicating the load sharing ramp goal via the runtime parameter LS Bias
goal over the load sharing CAN. The isochronous load sharing schedule always

keeps track of the load sharing groups and will also simultaneously calculate
the mean value of LS Bias goal for all engines in the same load sharing group.
Thereafter the mean LS Bias goal value is sent (via the isochronous load
sharing schedule runtime parameter mean value of load sharing bias) to the
UNIC speed/load controller where the mean value of load sharing bias is
subtracted from the current load sharing ramp goal. In this way, the load sharing
bias function is working properly also in cases where all engines in the same
load sharing group have the same bias (that is, only the bias profile is preserved
as the mean value is removed). If the OS7321, Engine unload is set to TRUE
for an engine, the corresponding LS Bias goal is set to zero.
Isochronous load sharing error autoreset

When the isochronous load sharing schedule sets an isoch LS error to an engine
running in the isochronous load sharing mode, the speed/load mode changes
from the isochronous load sharing mode to the speed droop control mode.
If Enable isoc LS error autoreset is set to TRUE, the transfer back to the
isochronous load sharing mode will be done automatically when the isoch LS
error disappears.
If Enable isoc LS error autoreset is set to FALSE, the transfer back the
isochronous load sharing mode will be done when the isoch LS error disappears
only after toggling of the input OS7329, Isochronous load sharing enable.
Autoramp to rated speed

The speed reference can be controlled in the fixed, analogue or normal mode.
When entering the normal mode, the UNIC speed/load controller can be
configured to ramp the speed reference to the rated speed before the speed
increase/decrease or the analogue synchroniser is activated.
If Enable ramp to rated speed, Isoc LS is set to TRUE, the speed reference is
ramped to the rated speed before enabling the speed increase/decrease or the
analogue synchroniser when activating the normal mode.
If Enable ramp to rated speed, Isoc LS is set to FALSE, the speed increase/
decrease or the analogue synchroniser is enabled without any speed reference
ramping when activating the normal mode.
Isochronous load sensor failure trip to droop

Normally, the engine load is measured using a load sensor. If a load sensor
failure is issued, the load sharing in the isochronous load sharing mode can be
performed using a load estimation (see the chapter Load estimation). However,
sometimes it might be desirable to change the speed/load mode to speed droop
when a load sensor failure is detected.
If the parameter Enable load sf isoc trip is set to TRUE, the speed load mode
will be changed from the isochronous load sharing mode to the speed droop
mode when the load sensor failure is detected. However, if Enable load sf isoc
trip is set to FALSE, the engine will continue the load sharing in the isochronous
load sharing mode using the load estimation if a sensor failure of the load sensor
is detected.

Related topics
Configurable parameters for isochronous control and load sharing mode................A - 7
PID parameters
The control loop in the isochronous load sharing control mode is based on a PID
controller, where OT162, Speed reference calculated in the reference control
module is used as a reference input of the controller, and the engine speed as
a feedback. The output of the controller is the fuel demand.
The speed and load dependent PID parameters are implemented using
interpolation tables, where the load axis and the speed axis are common for all
maps. The vectors are Isoc LS, PID load axis (load dependent), Isoc LS, PID
speed axis (speed dependent), Isoc LS, P map, Isoc LS, I map and Isoc LS, D
map.
Speed deviation dependent gain

To minimize the speed deviation during transients, the proportional gain and the
speed deviation (the difference between the speed reference and the measured
speed).
The proportional gain is multiplied by a factor derived from the map implemented
using the vectors Isoc LS, speed dev speed axis (common speed deviation
dependent speed axis) and Isoc LS, speed dev P coeff map. For the integral
gain of the controller the used vectors are Isoc LS, speed dev speed axis
(common speed deviation dependent speed axis) and Isoc LS, speed dev I coeff
map.
speed reference.

The proportional, integral and derivative gain of the controller can be changed
using the two inputs OS831-1, Speed/load dynamics preset 1 and OS831-2,
Speed/load dynamics preset 2 as described in the chapter Dynamic selection.
For the isochronous load sharing control mode the following parameters are
used:
● If the dynamic selection is set to 1, the parameters are Isoc LS, P coeff
dynamic 1, Isoc LS, I coeff dynamic 1 and Isoc LS, D coeff dynamic 1.


speed limiter speed axis) and Isoc LS, Speed limiter map.
charge air limiter pressure axis) and Isoc LS, CA limiter map.
limiter load axis) and Isoc LS, Load limiter map.

in the chapter Dynamic selection. For the isochronous load sharing control mode
the following limiters are used:
● If the dynamic selection is set to 0, the speed, charge air and load dependent
limiters are in use.
and Isoc LS, Speed limiter dynamic 1 map for the speed limiter.
axis) and Isoc LS, CA limiter dynamic 1 map for the charge air limiter.
Isoc LS, Load limiter dynamic 1 map for the load limiter.
4.6. True kW control V2
Related topics

The true kW mode remains active until another mode becomes active or a run
mode is exited.
In the true kW mode, the control loop feedback is the engine load, where the
engine speed is only used for safety purposes.
Engine load dependent PID parameters are used in this mode.
4.6.1. Load reference control V2
Related topics
Configurable parameters for true kW control mode................................................A - 18
In the true kW control mode the input IT775, Internal load reference can be
controlled either using the input OT795, kW reference or using the inputs
OS163, Speed increase and OS164, Speed decrease.
If OS163, Speed increase and OS164, Speed decrease are set to TRUE, the
input IT775, Internal load reference is controlled using OT795, kW reference.
In this case the internal load reference is always ramped towards the value set
to OT795, kW reference using True kW, ref inc ramp rate to increase the load
reference and True kW, ref dec ramp rate to decrease the load reference.
If OS163, Speed increase and OS164, Speed decrease are not both set to
TRUE, the input IT775, Internal load reference is controlled using OS163,
Speed increase and OS164, Speed decrease. As described in the chapter
Speed increase/decrease control mode selection, the inputs OS163, speed
increase and OS164, speed decrease can affect the speed reference in two
different ways depending on the status of the Enable Inc/Dec flank detection
flag. In this case the following ramp rates and step sizes are used:
rate is set to True kW, ref inc ramp rate when using the OS163, Speed
increase input.
rate is set to True kW, ref dec ramp rate when using the OS163, Speed
decrease input.
step size is set to True kW, ref step size.
However, the input IT775, Internal load reference can never be set higher than
IT797, Max available power and never be less than the Base load level.
When entering the true kW mode from the speed droop control mode or from
the isochronous control and load sharing mode, the initial value for IT775,
Internal load reference is set to the current engine load. From this load level
IT775, Internal load reference is then ramped up or down depending on the
status of OS163, Speed increase and OS164, Speed decrease, and OT795,
kW reference.

Reverse power protection

When entering the true kW mode from the CB open control mode, the internal
load reference is initially set to Base load that is the first/lowest load reference
after the synchronization. This is done to avoid risk of reverse power of the
genset.
True kW island mode control

Using Enable True kW, Island mode it is possible to force engines where the
GS799, Busbar parallel with grid status signal is not applicable. The internal
grid status for the UNIC speed/load controller is set according to the grid status
or the Enable True kW, Island mode flag.
Engine unload in True kW control

If the input OS7321, Engine unload is set to TRUE while running the engine in
the True kW control mode, the load reference target for IT775, Internal load
reference is set according to the configured Base load level. Thereafter IT775,
Internal load reference is ramped down to the target using True kW, ref unload
ramp rate.
When the engine load reaches the Base load level, the output OS7602, Gen.
breaker open command is set to TRUE. When the generator breaker is opened,
the transfer to the CB open control mode is done, and OS7602, Gen. breaker
open command is set to FALSE.
If OS7321, Engine unload is deactivated while the unload ramping is still
ongoing, the load reference target is set according to the status of OS163,
Speed increase and OS164, Speed decrease, and OT795, kW reference.
Trip to speed droop control

In the true kW control mode the engine speed is monitored only for safety
reasons. If the engine speed increases or decreases outside the certain limits,
the speed load mode is changed to the speed droop control mode to keep the
grid frequency at a desired level.
Therefore, if the engine speed increases over True KW, speed trip, High or
below True KW, speed trip, Low, the output OS799, Grid breaker open
command is set to TRUE after True KW, speed trip, Delay has elapsed. When
GS799, Busbar parallel with grid status is opened, the output OS799, Grid
breaker open command is set to FALSE and the speed/load mode is changed
to the speed droop control mode. The transfer back to the true kW control mode
is done by closing GS799, Busbar parallel with grid status .
However, it is also possible to run in the true kW control mode even if GS799,
Busbar parallel with grid status is not applicable. In this case it is not possible
to use the output OS799, Grid breaker open command to activate a transfer to
the speed droop control mode. Therefore, if Enable True kW, Island mode is
set to TRUE, the transfer to the speed droop control mode is done after True
KW, speed trip, Delay without activating OS799, Grid breaker open command.
In this case IS7331, Tripped to speed droop control is set to TRUE when the
transfer to the speed droop control mode is done. IS7331, Tripped to speed
droop control is thereafter reset when OS7328, kW control enabled is set to
FALSE. Transfer back to the true kW control mode is done by activating
OS7328, kW control enabled again.

If it is desired that IS7331, Tripped to speed droop control is autoreset and that
the transfer back to the true kW control mode is done automatically, the Enable
kW Override flag should be set to TRUE. If the flag is activated, the IS7331,
Tripped to speed droop control is reset and the transfer back to the true kW
control mode is done automatically when the engine speed is between kW
override autoreset, High and kW override autoreset, Low for at least kW
override autoreset, Delay.
To avoid engine overload or other uncontrolled situations due to failing load
sensor feedback signal, the control mode will also switch over to the speed
droop control mode if a sensor failure is detected for UT793, Engine load
feedback. In this case IS7331, Tripped to speed droop control is set to TRUE
when the transfer to the speed droop control mode is done. IS7331, Tripped to
speed droop control is thereafter reset when OS7328, kW control enabled is
set to FALSE. Transfer back to the true kW control mode is done by activating
OS7328, kW control enabled again.
4.6.2. Load control V2
Related topics
Configurable parameters for true kW control mode................................................A - 18
PID parameters
The control loop in the true kW control mode is based on a PID controller, where
IT775, Internal load reference calculated in the reference control module is used
as a reference input of the controller, and the engine load as a feedback. The
output of the controller is the fuel demand.
The load dependent PID parameters are implemented using interpolation

tables, where the load axis is common for all maps. The vectors are True kW,
PID load axis (load dependent), True kW, P map, True kW, I map and True kW,
D map
Load deviation dependent gain

To minimize the speed deviation during transients, the proportional gain and the
load deviation (the difference between the load reference and the measured
load).
The proportional gain is multiplied by a factor derived from the map implemented
using the vectors True kW, load dev load axis (common load deviation
dependent load axis) and True kW, load dev P coeff map. For the integral gain
of the controller the used vectors are True kW, load dev load axis (common
load deviation dependent load axis) and True kW, load dev I coeff map.
load reference.


The proportional, integral and derivative gain of the controller can further be
changed using the two inputs OS831-1, Speed/load dynamics preset 1 and
OS831-2, Speed/load dynamics preset 2 as described in the chapter Dynamic
selection. For the true kW control mode the following parameters are used:
● If the dynamic selection is set to 1, the parameters are True kW, P coeff
dynamic 1, True kW, I coeff dynamic 1 and True kW, D coeff dynamic 1.

charge air limiter pressure axis) and True kW, CA limiter map.
limiter load axis) and True kW, Load limiter map.

in the chapter Dynamic selection. For the true kW control mode the following
limiters are used:
● If the dynamic selection is set to 0, the charge air and load dependent limiters
are in use.
axis) and True kW, CA limiter dynamic 1 map for the charge air limiter.
True kW, Load limiter dynamic 1 map for the load limiter.

4.7. Input and ouput signals to the UNIC speed/load

controller V2
Input signals
Table 4-3 ISO codes
Code Description To Type

OT190 Analogue speed reference Reference control module Analogue input
OS7325 Analogue speed ref select Reference control module / Binary input
Control module
OS160 Analogue synchroniser Reference control module Binary input
enable
OT160 Analogue synchroniser Reference control module Analogue input
IT796 Asymmetric load sharing Reference control module Analogue input
bias
OS7320 Blackout start request Reference control module / Binary input
Control module
GS799 Busbar parallel with grid Reference control module Binary input
status
PT601 CA press, engine inlet Control module Analogue input
OS7601 Clutch-in requested Reference control module / Binary input
Control module
GS7600 Clutch status Reference control module / Binary input
Control module
OS7327 Emergency loading rate Reference control module Binary input
UT793 Engine load feedback Control module Analogue input
UT793 Engine load feedback Reference control module Analogue input
UTY793 Engine load feedback, Reference control module / Calculated from
calc (mbar) Control module measured en‐
gine load and
engine speed.
GTY1622 Engine load, pph Reference control module / Calculated from
Control module measured en‐
gine load
STY196 Engine speed Control module Calculated from
measured en‐
gine speed
OT162 Engine speed reference Control module Input form 'Re‐
ference control'
module
OS7321 Engine unload Reference control module Binary input
OS7326 Fixed speed select Reference control module Binary input
IS1002 Fuel limit disable Control module Binary input
NS776 Generator breaker status Reference control module / Input from 'CB
Control module status control'
module
OS176 Idle select Reference control module Binary input


IT775 Internal load reference Control module Input from 'Re‐
ference control'
module
OS7329 Isochronous load sharing Reference control module Binary input
enable
OS7328 kW control enabled Reference control module Binary input
OT795 kW reference Reference control module Analogue input
GB166 MFI feedforward enabled/ Control module Binary input
disabled
OS164 Speed decrease Reference control module Binary input
OS163 Speed increase Reference control module Binary input
OS831-1 Speed/load dynamics pre‐ Control module Binary input
set 1
OS831-2 Speed/load dynamics pre‐ Control module Binary input
set 2
Table 4-4 Extra codes

EC_Glob‐ Analogue selected, global Reference control module From 'Isochro‐
alAnalog‐ nous load shar‐
Select ing schedule'
module
EC_FILT‐ Filtered engine load Reference control module / From measured
LOAD Control module engine load
EC_MRPM Filtered engine speed Reference control module / From measured
Control module engine speed
EC_Glob‐ Fixed selected, global Reference control module From 'Isochro‐
alFixedSe‐ nous load shar‐
lect ing schedule'
module
EC_Glob‐ Global speed reference Reference control module From 'Isochro‐
alSpee‐ nous load shar‐
dRef ing schedule'
module
EC_Halt‐ Halt load reference ramp‐ Reference control module From 'Knock
LoadRefer‐ ing control' module
ence
EC_Inter‐ Internal speed/load mode Control module From 'Refer‐
nalControl‐ ence control'
Mode module
EC_LSRa Load sharing ramp Reference control module From 'Isochro‐
mp nous load shar‐
ing schedule'
module


EC_Re‐ Relative engine load Reference control module From 'Isochro‐
lEngine‐ nous load shar‐
Load ing schedule'
module
EC_Re‐ Relative system load Reference control module From 'Isochro‐
lSysLoad nous load shar‐
ing schedule'
module
EC_Tar‐ Target speed reference Control module From 'Refer‐
getSpdRef ence control'
module
Output signals
Table 4-5 ISO codes
Code Description From Type

OT162 Engine speed reference Reference control module To 'Control'
module
IS1001 Fuel limiter active Control module Binary output
OS7602 Gen. breaker open com‐ Reference control module Binary output
mand
OS799 Grid breaker open com‐ Reference control module Binary output
mand
IT775 Internal load reference Reference control module To 'Control'
module
IS190 Ready to clutch Reference control module Binary output
OS831 Speed/load dynamics in Control module -
use
IS7331 Tripped to speed droop Reference control module Binary output
control
Table 4-6 Extra codes

EC_Limit‐ Current max allowed fuel Control module -
edPID‐ demand
MAXValue
EC_MFI‐ Fuel demand Control module -
De‐
mand_pptt
EC_Inter‐ Internal speed/load mode Reference control module To 'Control'
nalControl‐ module
Mode


EC_Iso‐ Isochronous active flag Reference control module To 'Isochronous
cLSActive load sharing
schedule' mod‐
ule
EC_Re‐ Relative speed reference Reference control module To 'Isochronous
lSpeedRe‐ load sharing
ference schedule' mod‐
ule
EC_Tar‐ Target speed reference Reference control module To 'Control'
getSpdRef module
4.8. Safety system configuration for UNIC stand-

alone speed/load controller V2
Safety system configuration for UNIC stand-alone speed/load controllers

includes alarms, shutdowns, emergency stops and start blocks for all sensors
and other inputs to the system. It also shows set points (SP), delays and active
modes.
Sensor failure (SF) alarms are to be defined for all analogue input signals used
in the stand-alone speed/load controller.
The engine modes are: 1 Stop mode; 2 Stand-by mode; 3 Start mode; 4 Run
mode, not synchronized; 5 Run mode, synchronized; 6 Unload mode; 7
Shutdown mode; 8 Emergency stop mode.
Table 4-7 WY196-1 Torsional vibration level, mean
Condi‐ Set De‐ En‐ Speed/ Comment Minor alarm/Major

tion point lay gine load failure
mode mode
SF - 3s all all In case both speed Minor alarm
alarm sensors are missing.
SP 700 10 s 4-6 all High vibration level Minor alarm
alarm mdeg alarm. Activated if
the speed is > 300
rpm.

Table 4-8 ST196P/ST196S Engine speed, prime/back-up

mode mode
SF true 3s 4, 5 all ST196P sensor fail‐ Minor alarm
alarm ure alarm.
SF true 3s 4, 5 all ST196S sensor fail‐ Minor alarm
alarm ure alarm.
SF true 0,1 s 4, 5, 7 all Both speed pulses Major failure
shut‐ missing. The shut‐
down down is acknowl‐
edged automatically
after 60 seconds au‐
to-reset delay.
SP 118 % 0s 3-6 all Engine overspeed Major failure
shut‐ (internal).
down
Table 4-9 EM7802-1 Control supply voltage, MCM

mode mode
SF true 3s all all SF generated in Minor alarm
alarm MCM.
SP 22 5s all all Low voltage alarm. Minor alarm
alarm VDC
SP 30 5s all all High voltage alarm. Minor alarm
alarm VDC
Table 4-10 TE802-1 Internal temperature MCM

mode mode
SF true 3s all all SF generated in Minor alarm
alarm MCM.
SP + 85 °C 5 s all all High temperature Minor alarm
alarm alarm.
Table 4-11 NS8031 Load sharing config error

mode mode
SP true 0s all all Alarm if the load Minor alarm
alarm sharing is configured
Gener‐ wrongly (prevents
al operation in the iso‐
chronous load shar‐
ing).

Table 4-12 NS8105-1 LS CAN communication error

mode mode
SP true 3s all all No data received Minor alarm
alarm from other engines
(prevents operation
in the isochronous
load sharing).
4.9. Alarms V1
NS881 Engine control system, minor alarm

Indicates that there is a minor failure in the UNIC system (not activating a
shutdown of the engine). This can be due to a missing signal, abnormal supply
voltage level or similar. This output signal comprises a signal-loop on the engine,
including alarms from all electronic modules, i.e. MCM (one or two), ESM, PDM
and WIP.
NS886 Engine control system, major failure

Indicates that there is a major failure in the UNIC system, which activates a
shutdown of the engine. This can be due to a module failure, an internal CAN
communication failure, a power failure or similar. Each time a major failure
activates, this output toggles low/high for a preset time.


5. Application modules
5. Application modules V1
5.1. CB status control V2
Related topics
CB open control.........................................................................................................4 - 9
Configurable parameters for CB status control.........................................................A - 6
Before load is applied to the engine, a speed/load mode transfer to an

appropriate speed/load mode is necessary. The transfer from a no load to a load
mode is done according to the generator breaker status.
Fig 5-1 CB status control function input and output signals V2
An appropriate generator breaker status signal in not always available/

connected to the control system. Sometimes, for redundancy reasons, there can
also be several signals giving information about the generator breaker status.
There are three different cases that need to be handled by the CB status control
function:
● If Generator breaker status signal (number of generator breakers ) is set to
zero, no signal for the generator breaker status is available/connected to the
control system. In this case the CB status is set according to the engine
speed, and the input NS776, Generator breaker status is set to TRUE when
the engine speed reaches the limit Speed switch virtual gen breaker and the
engine is in run mode.
● If Generator breaker status signal is set to one, a signal for the generator
breaker status is available/connected. In this case the CB status is set using
one CB status signal, GS798, generator breaker status NO, and the value
of GS798, generator breaker status NO is copied to the input NS776,
Generator breaker status.
● If Generator breaker status signal is set to two, two signals for the generator
breaker status is available/connected. In this case the CB status is set using
two CB status signals, GS796, generator breaker status NC and GS798,
generator breaker status NO, and the value of GS798, generator breaker
status NO is copied to the input NS776, Generator breaker status. If the

status of GS798, generator breaker status NO is equal to the status of

GS796, generator breaker status NC for more than Gen breaker alarm
delay, a sensor failure is activated for NS776, Generator breaker status.
5.2. Isochronous load sharing schedule V3
Related topics
Configurable parameters for isochronous load sharing schedule...........................A - 10
The isochronous load sharing schedule collects and interprets the data
communicated over the load sharing CAN dedicated for a isochronous running.
The schedule is a sub module supporting the UNIC speed/load controller.
Engines running in the isochronous load sharing mode communicate certain

parameters between each other to maintain a proper load sharing between the
engines. The data that needs to be communicated between the engines are
collected in the runtime parameter LS CAN data. The LS CAN data contais:
● Binary data (0/1)
- EC_IsocLSActive Isochronous active status indication
- GS771 Busbar breaker status, before
- GS772 Busbar breaker status, after
- OS7326 Fixed speed select
- OS7325 Analogue speed ref select
- NS776 Generator breaker status
- Allow all engines trip to droop Configured trip all to droop status
- Allow load sharing when gen CB is closed Load sharing using shaft
generator.
● Scalar data
- EC_RelSpeedReference Current relative speed reference, relative to the
rated speed
- EC_RelativeEngineLoad Current relative engine load, relative to the
maximum available
- EC_LSRamp Current load sharing ramp
- Engine ID Unique engine specific identification
- Load sharing bias goal Current load sharing bias goal
- Number of Engines Total number of engines in the same busbar.
For each of the signals/parameters, a corresponding data vector is created.
Each element in the data vector corresponds to a certain engine. Therefore,
during configuration of the system each engine must be given a unique Engine
ID, which corresponds to the element in the data vectors that the engine will
update.

To minimise the size of the data sent over the load sharing CAN, the binary
communication data is combined into a single vector. Hence EC_IsocLSActive,
GS771, GS772, OS7326, OS7325, NS776, Allow all engines trip to droop and
Allow load sharing when gen CB is closed are combined into a single status
flags element in the LS CAN data structure, which is written to the status flags
vector.
From the data vectors the isochronous load sharing schedule is able to
determine and calculate all vital information needed by the UNIC speed/load
controller to maintain the isochronous load sharing.
The load sharing schedule has to be adaptive in the sense that if one or several
engines in the load sharing network do not broadcast any information, the
isochronous load sharing will still be possible since the other engines in the
network start automatically use other sources of information for the missing
data. This is possible to do for the busbar breaker status vectors because the
measurement of a physical busbar breaker is done redundantly.
The LS CAN communication is event based, that is, data is only sent when new
data is available. The event based data sending is handled using the CAN event
parameter. The isochronous load sharing schedule sets the CAN event
parameter when new data is available. When the system detects that the
isochronous load sharing schedule has set the CAN event parameter, the new
data is sent to all the other engines, and thereafter the system resets the CAN
event parameter. Next time new data is available, the isochronous load sharing
schedule check that the system has reset the CAN event parameter and sets it
again.
5.3. Load breaker open command control V1
The load breaker open command control application is used to set OS7602,
Gen. breaker open command and OS7603, Clutch open command. Load
breaker open command can be initiated by the UNIC speed/load controller, the
engine mode state machine or the engine safety.
The UNIC speed/load controller can generate Load breaker open command in
certain running conditions. Automatic unloading can be done in the speed droop
control, isochronous load sharing control and true kW control modes. The
unloading is initiated by setting OS7321, Engine unload to TRUE, and the
engine load is automatically ramped down to the configured relative base load.
When the unloading is ready (the engine load reaches the relative base load
level), the UNIC speed/load controller activates Load breaker open command.
The command is active as long as OS7321, Engine unload is active, or until the
load breakers are opened and the speed/load mode is changed to the CB open
control mode. As Load breaker open command is received from the UNIC
speed/load controller, OS7602, Gen. breaker open command and OS7603,
Clutch open command are activated without any delay. These commands are
active as long as Load breaker open command is active.

5.4. Load estimation V2
Related topics
Configurable parameters for load estimation..........................................................A - 11
Due to a non-linear behaviour of diesel engine related processes, the

parameters used for controlling the engine need to be tuned dependent on the
running conditions of the engine (for example, the amount of load applied to the
engine). Normally the engine load can be measured by the engine control
system but in some special cases a proper load signal cannot be provided.
If an ordinary load signal is available, it should always be used. If an ordinary

load signal is not available (the load sensor is missing or broken, for example),
other ways of measuring or estimating the applied engine load must be used. If
a sensor failure alarm is activated for UT793, Engine load feedback, the control
system should automatically switch over and start using the estimated load.
For conventional diesel engines two different way of estimating the engine load
is currently used, the fuel demand or the fuel rack position feedback. If the fuel
rack position feedback signal is provided, the position feedback is always used
for load estimation. However, if the position feedback is not provided, the engine
load is estimated using the fuel demand.
On common rail engines, the fuel demand is used to estimate the engine load.
For W46F engines (twin pump applications) the engine load cannot be
estimated directly from the fuel demand signal since the current timing also
influences the fuel delivery to the engine. In this case using feedback sensors
for both the fuel rack and the timing rack will provide enough information for the
control system to be able to estimate the current engine load.
Load estimation control

When a sensor failure for UT793, engine load feedback is activated, the control
system switches to use the estimated load automatically.
When a sensor failure for GT165 - 2, fuel rack position feedback is activated,
the control system switches over from using the fuel rack position based load
estimation to use the fuel demand based load estimation automatically if the
status flag Enable use backup estimation is set to TRUE.
Load estimation using fuel rack position feedback

For the estimation of the engine load, GT165 - 2, fuel rack position feedback is
needed. The input is fed in Fuel rack position load estimation vector. The result
of the interpolation is the estimated load [mbar]. A lowpass filter is used to filter
the estimated load.
Load estimation using fuel demand

For the estimation of the engine load, the main fuel demand, Axis for engine
load tuning map is needed. The input is fed in Fuel demand load estimation
vector. The result of the interpolation is the estimated load [mbar]. A lowpass
filter is used to filter the estimated load.

Setup of load estimation map

The relationship between the applied engine load and the main fuel demand has
experimentally been seen to be relatively linear. Therefore only two points, main
fuel demand and the corresponding engine load at two different engine loads,
are needed to be able to estimate the engine load for all values of the main fuel
demand. The two points need to be provided to the control system by the load
estimation map. During the setup of the load estimation map, the engine speed
must be set to rated speed.


6. Software operations
6. Software operations V1
6.1. Installation V1
6.1.1. Browsing for SW package in IDM V1
1 Log in to the Wärtsilä Integrated Document Management (IDM) system.
2 Browse to the Engine Automation folder in the Automation doczone.
Each automation system has a specific folder as indicated in the following

picture:
System folders contain subfolders of existing engine types equipped with the
corresponding automation system.

The installation specific file packages are stored in a folder named after the
appropriate engine type. The engine type folder contains also the Tools
subfolder, which is used for engine specific tool software and documents. The
engine type folder can also contain the General folder that is used for all other
engine type specific engine automation documents. In the Standard folder the
latest released engine type specific software and tuning files are saved.
6.1.2. Downloading software from IDM V1
1 Locate the software package in IDM.
2 Save the file on the PC.
6.2. WECSplorerUT® service tool V1
The WECSplorerUT service tool is used for downloading, tuning, monitoring,

testing and troubleshooting sofware, and upgrading software and configuration
files.
WECSplorerUT communicates with the control system using WE-CAN+ with a

CAN bus connection. Following CAN devices are supported:
● Kvaser LapCAN II cards (Wärtsilä material number 007370306) with a
DNOpto cable (material number 007370308)
● Kvaser USB devices (Wärtsilä material number PAAE081919)
● Softing CANCard 2
● IXXAT USB-to-CAN II.
The MCM CAN bus service port is connected to the computers USB port through
a CAN cable and a USB CAN converter, or to a PCMCIA card through an
adapting cable and an extension cable.
6.3. Handling engine project specific software V2
In manufacturing, the standard software for a particular engine type is

parameterized in accordance with the specifications for the particular engine
(number of cylinders, optional components, etc.). The software is downloaded

to the engine, and the engine-specific software with tunings is stored in the IDM.
The cylinder type-specific standard software is saved and maintained in the
Standard folder of each system and engine type.
In test run, the engine is tuned for optimal performance, and the engine-specific
software with tunings is stored in the IDM. Any changes made are saved using
a new status code and a follow-up number of the software package. An info text
file is updated with status code B (As build) changes.
During commissioning, the field service engineer downloads the software from
the IDM, tunes the engine if necessary, and stores the tuned software back in
the IDM. Appropriate status code and follow-up number is used for naming of
intermediate versions saved locally, and the info text file is updated with changes
made for status code C (Commissioning) and D (Final) changes. The final
engine project specific software is sent to [email protected]. Appointed
automation specialists in the technical service check and verify the software
usability and save the final customer software to the Automation IDM structure.
During maintenance, the service engineer downloads the software from the
IDM, tunes the engine, and stores the tuned software back in the IDM.
In case the software on site needs to be updated to a new version by a service

engineer, the tunings of the old software have to be retrieved from the service
reports and old software. The new software is to be tuned based on the
parameter settings that have been found optimal for the particular engine. The
engine will then be started and retuned, and the new software with tunings is
stored in the IDM.
1 Download the software package from IDM.
2 Make the necessary modifications using WECSplorerUT®.

WECSplorerUT® detects the changes in the configuration automatically and
suggests a version number update when saving the files. The package will
automatically be renamed with the correct configuration level when using the
Export function in WECSplorerUT®.
3 Store the updated software package in the IDM.
6.4. Handling engine project specific configuration

files V1
Engine project specific configuration files are stored and maintained in the same
project specific IDM document. The file naming is [ENGINE
NUMBER]_[MODULE]_[ SOFTWARE VERSION]_[STATUS CODE].
Module serial numbers and hardware versions are stored in assembly test
records or factory acceptance test (FAT) reports of each engine type. Each
protocol is fetched from the Standard folder of each system/engine and saved
to project specific folders. File naming is [ENGINE
NUMBER]_[Report_Type].doc/xls.


7. Troubleshooting
7. Troubleshooting V1
7.1. Checking why the engine does not start V1
Related topics
WECSplorerUT® service tool....................................................................................6 - 2
1 Check for possible failures in the Main Control Module (MCM), speed pick-ups,
actuator and engine.
Check the MCM:
● Verify that the MCM power supply is on (all four green LEDs must be lit).
● Verify that the MCM software is running (the yellow LED is blinking).
● Verify that OS877, Run enable is active.
Check the speed pick-ups.
● Verify that the speed pick-up heads are clean from dirt.
● Verify that the speed pick-up connectors are in good condition.
● Verify that the speed pick-up distance from the flywheel is 1 - 1.5 mm.
● Verify that the speed pick-up cabling is in good order from the connector to
the MCM input.
Check the actuator.
● Verify that the actuator connector is in good condition.
● Verify that the actuator cabling from the connector to the MCM is in good
condition.
● Verify that the oil level in the actuator is correct.
Check the engine.
● Verify that the fuel racks/fuel pumps move freely.
● Verify that the engine pneumatic stop is not on.
● Verify that the fuel inlet pressure is correct.
2 Connect a mA-meter in series to the CV161 Actuator control signal, and activate
the engine start.
3 If there is about 50 - 100 mA control from the MCM to the actuator but the
actuator does not move, there can be a failure in the actuator. See the actuator
user manual for more information.
4 If there is no mA-signal from the MCM to the actuator during the start attempt,
connect a VAC-meter in parallel with the ST196P or ST196S inputs in the MCM,
and make another start attempt.
When the engine is rotating with air, there should be over 500 mVAC signal from
the pickup for the MCM to detect a start and activate the CV161 Actuator control.
If the above verifications are made and there is still no signal, the pickups may
be faulty.

7. Troubleshooting
If you read a VAC signal strong enough, and still the engine does not start,
connect Wärtsilä WECSplorerUT® to the MCM for advanced troubleshooting.
7.2. Checking why the engine does not follow

increase/decrease speed commands V1
1 Connect a VDC meter to the OS163, Speed increase and OS164, Speed
decrease inputs to verify that the MCM receives the signals.
7.3. Checking why the engine speed is unstable V1
Related topics
WECSplorerUT® service tool....................................................................................6 - 2
If the engine speed is unstable, check for possible failures in the speed pick-
ups, actuator and engine.
1 Check the speed pick-ups.

● Verify that the speed pick-up heads are clean from any dirt.
● Verify that the speed pick-up connectors are in good condition.
● Verify that the speed pick-up distance from the flywheel is 1 - 1.5 mm.
● Verify that the speed pick-up cabling is in good order from the connector to
the MCM input.
2 Check the actuator.

● Verify that the actuator connector is in good condition.
● Verify that the actuator cabling from the connector to the MCM is in good
condition.
● Verify that the oil level in the actuator is correct.
3 Check the engine.

● Verify that the fuel racks/fuel pumps move freely.
● Verify that the fuel inlet pressure is correct.
4 If the engine is running with a load, verify that the load is stable and the generator
voltage is stable.
If all above mentioned items are in order, connect Wärtsilä WECSplorerUT® to

the MCM for advanced troubleshooting.

8. Examples of applications
8. Examples of applications V1
8.1. Busbar synchronisation V2
Two separate busbars running both in the isochronous load sharing mode can
be synchronised without selecting them first in the speed droop mode.
Fig 8-1 Two busbars V1
Digital synchroniser
● Set OS7326, Fixed speed select to TRUE on one engine in the load sharing
group, and send OS163, Speed increase or OS164, Speed decrease to this
engine. This engine’s speed reference is determining the busbar frequency,
and the load sharing will be unaffected.
● Without selecting the fixed speed, send OS163, Speed increase or OS164,
Speed decrease pulses to all engines in the load sharing group. The highest
speed setting of the engines in the same load sharing group is selected as
the busbar frequency, and the load sharing will be unaffected.
Analogue synchroniser
Select OS160, Analogue synchroniser enable on all engines running in the load
sharing group. The busbar frequency is biased according to the OT160,
Analogue synchroniser input to all engines. The highest speed setting of the
engines is selected as the busbar frequency, and the load sharing will be
unaffected.

8. Examples of applications

A. Configurable parameters
A. Configurable parameters V1
A.1. Commonly used parameters V2
Some parameters need always to be checked, for example, during

commissioning.
Parameters Location in the Symbol Tree Structure of

WECSplorerUT
Dynamics (PID regulator parameters Speed/Load Control
(P,I,D)) \Configuration (Main 11)\CB
Open
Speed/Load Control
\Configuration (Main 11)\Isoc
LS
Speed/Load Control
\Configuration (Main 11)\Speed
droop
Speed/Load Control
\Configuration (Main 11)\True
kW
Start fuel limiter Speed/Load Control
\Configuration (Main 11)\CB
Open
Speed limiter Speed/Load Control
\Configuration (Main 11)\CB
Open
Speed/Load Control
\Configuration (Main 11)\Isoc
LS
Speed/Load Control
\Configuration (Main 11)\Speed
droop
Generator breaker status signals (number CB Status Control\Configuration
of generator breakers) (Main 11)
Number of engines Isochronous load sharing
\Configuration (Main 11)
Engine ID
Lowpass (LP) and bandstop (BS) filter pa‐ Speed measurement\Configuration
rameters (Main 11)
All load estimation parameters Load estimation\Configuration
(Main 11)
Load sensor scale Process values and I/O\700-
Miscellaneous\UT793-Engine load
feedback\Main 11 configuration
I/O\Analogue\Scalings
DBAB338502 a Internal use A-1

Load sensor scale
Fuel rack position estimation

1 Calculate BMEP at 100% load using the following equation:
2 Open the fuel rack position load estimation map.
3 Calculate BMEP values at each load % point, and insert the BMEP values
to the map.
4 Check the fuel rack mm at each load point at the rated speed from the engine
test run report.
5 Insert the values to the load estimation map.
A.2. Common configurable parameters V2
Related topics
Speed/load mode independent functions..................................................................4 - 2
CB open control.........................................................................................................4 - 9
True kW control.......................................................................................................4 - 25
A-2 Internal use DBAB338502 a

Speed/load control module

The location of the parameters in the Symbol Tree Structure of WECSplorerUT
is in the folder Speed/Load Control\Configuration (Main 11), and its
subfolders.
UI name Description Range Resolution

Advanced
PID P gain Controller proportional gain coefficient. 0 - 10000 1
coefficient
PID I gain Controller integral gain coefficient. 0 - 10000 1
coefficient
PID D gain Controller derivative gain coefficient. 0 - 10000 1
coefficient
PID divider Controller gain coefficient divider. 0 - 200000 1
coefficient
PID time constant Controller sampling time. 0 - 1000 1
PID max value Maximum controller output. 0 - 10000 1
PID min value Minimum controller output. 0 - 10000 1
Common
Limiter hysteresis, Hysteresis used for controlling active log 0 - 1000 1 pptt
EDL entry messages for the limiter.
PID reset load If the engine load is above a reset load 0 - 100 1 pph
limit, Breaker open level when the CB is opened, the con‐
troller is reset.
Diesel actuator The diesel actuator position map value is 0 - 10000 1 pptt
position map, used as diesel fuel demand when gas trip
gastrip is activated
Speed/load reference control module

is in the folder Speed/Load Reference Control\Configuration
(Main 11)\Common.

Speed ramp rate, Ramp rate used for the speed reference 0 - 25000 10 mrpm/s
Analogue when an analogue select is set, i.e. using
an external analogue speed reference.
Speed ramp rate, Ramp rate used for the speed reference 0 - 25000 10 mrpm/s
Analogue sync when using the analogue synchroniser.
Speed reference, Minimum allowed speed reference. 0- 1 mrpm
Min 1000000
Speed reference, Maximum allowed speed reference. 0- 1 mrpm
Max 1000000
Base load The base load parameter is used for cal‐ 0 - 100 1 pph
culation and setting of the base load
speed or load reference when synchro‐
nising or unloading.
Enable Inc/Dec Status flag for selecting the flank or ramp 0 - 1 1
flank detection mode for increase/decrease pulses.

A.3. Configurable parameters for CB open control

mode V2
Related topics
CB open control.........................................................................................................4 - 9
Speed reference control..........................................................................................4 - 10
Speed control..........................................................................................................4 - 11

is in the folder Speed/Load Control\Configuration (Main 11)\CB
Open, and its subfolders.
Table A-4 CB Open

Start limiter, The speed limiter is deactivated. Start 0 - 100000 1 mrpm
Relative speed speed limit below current goal reference.
limit
Clutch-in limiter, The clutch-in limiter is deactivated if the 0 - 100 1 pph
disable load limit engine load exceeds the load disable
level during clutching in of an engine.
Clutch-in limiter When clutching in, the clutch-in limiter is 0 - 15000 1 ms
delay active during clutch-in limiter delay after
closing the clutch.
Clutch-in limiter Clutch-in limiter used during clutching in 0 - 10000 1 pptt
of an engine.
Table A-5 CB Open\Diesel

Diesel
CB open, P map, Speed dependent proportional gain of 0 - 10000 1
Diesel the controller used in the CB open control
mode when running on diesel.
CB open, I map, Speed dependent integral gain of the 0 - 10000 1
Diesel controller used in the CB open control
CB open, D map, Speed dependent derivative gain of the 0 - 10000 1
Diesel controller used in the CB open control
CB open, CA Charge air pressure dependent limiter 0 - 10000 1 pptt
limiter map, Diesel used in the CB open control mode when
running on diesel.
CB open, Speed Engine speed dependent limiter used in 0 - 10000 1 pptt
limiter map, Diesel the CB open control mode when running
on diesel.


CB open, Load Engine load dependent limiter used in 0 - 10000 1 pptt
limiter map, Diesel the CB open control mode when running
on diesel.
Start limiter map, Speed dependent blackout start limiter 0 - 10000 1 pptt
Blackout Diesel used during start when running on diesel.
Start limiter map, Speed dependent start limiter used dur‐ 0 - 10000 1 pptt
Diesel ing start when running on diesel.

(Main 11)\CB Open, and its subfolders.
Table A-6 CB Open

Clutch-in speed When engine speed reaches the re‐ 0 - 50000 1 mrpm
window quired speed reference +/- clutch-in
speed window, the ready to clutch output
is activated.
Clutch-in speed When activating the clutch-in request in‐ 0 - 1 mrpm
reference put, the speed reference is set to clutch- 1000000
in speed.
Clutch-in speed Used for clutching in of second engine in 0 - 50000 1 mrpm
offset twin-in-single-out installation. The speed
reference of the second engine will au‐
tomatically be set to the speed reference
of the first engine + clutch-in offset.
Speed reference, Speed level used for the speed reference 0 - 1 mrpm
Fixed when the fixed speed select is set. 1000000
Speed reference, Speed level used for the speed reference 0 - 1 mrpm
Idle when the idle speed select is set. 1000000
Speed reference, Initial speed reference used when the 0- 1 mrpm
Start engine is started. 1000000
Speed ramp When the engine speed reaches the 0- 1 mrpm
enable speed ramp enable speed level during start, 1000000
ramping of the speed reference starts.
Enable clutch-in Status flag for enabling the clutch-in 0-1 1
request usage functionality without need to connect the
clutch-in request signal.

Table A-7 CB Open\Diesel

Diesel
Blackout start Blackout start ramp rate for the speed 0 - 50000 10 mrpm/s
ramp rate, Diesel reference when running on diesel.
Start ramp rate, Start ramp rate for the speed reference 0 - 25000 10 mrpm/s
Diesel when running on diesel.
CB open, sync Speed reference ramp rate for increase/ 0 - 25000 10 mrpm/s
ramp rate, Diesel decrease signals when using the ramped
control mode.
CB open, sync Speed reference correction for each pos‐ 0 - 25000 10 mrpm/s
step size, Diesel itive flank of the increase/decrease sig‐
nals when using the flank control mode.
A.4. Configurable parameters for CB status control V2
Related topics
CB status control.......................................................................................................5 - 1

is in the folder CB Status Control\Configuration (Main 11).

Generator breaker If the number of generator breakers is set 0 - 2 1
status signal to zero, no signal for the generator
breaker status is available/connected to
the control system.
If the number of generator breakers is set

to one, a signal for the generator breaker
status is available/connected.
If the number of generator breakers is set

to two, two different signals for the
generator breaker status is available/
connected.
Speed switch Limit for entering the droop if the number 0 - 1500 1 rpm
virtual gen breaker of generator breakers is 0.
Gen breaker alarm Maximum time that breakers can be in 0 - 10000 1 ms
delay the same state. Valid only if the number
of generator breakers is 2.

A.5. Configurable parameters for isochronous control

and load sharing mode V2
Related topics
Speed control..........................................................................................................4 - 24

is in the folder Speed/Load Control\Configuration (Main 11)\Isoc
LS, and its subfolders.
Table A-9 Isoc LS\Diesel

Diesel
Isoc LS, P map, Speed dependent proportional gain of 0 - 1000 1
Diesel the controller, used in the isoc LS control
Isoc LS, I map, Speed dependent integral gain of the 0 - 1000 1
Diesel controller used in the isoc LS control
Isoc LS, D map, Speed dependent derivative gain of the 0 - 1000 1
Diesel controller used in the isoc LS control
Isoc LS, speed dev Speed deviation dependent integral gain 0 - 200 1 pph
I coeff map, Diesel of the controller used in the isoc LS con‐
trol mode when running on diesel.
Isoc LS, speed dev Speed deviation dependent proportional 0 - 200 1 pph
P coeff map, gain of the controller used in the isoc LS
Diesel control mode when running on diesel.
Isoc LS, CA limiter Charge air pressure dependent limiter 0 - 10000 1 pptt
map, Diesel used in the isoc LS control mode when
running on diesel if no dynamic selection
is active.
Isoc LS, Speed Engine speed dependent limiter used in 0 - 10000 1 pptt
limiter map, Diesel the isoc LS control mode when running
on diesel if no dynamic selection is ac‐
tive.
Isoc LS, Load Engine load dependent limiter used in 0 - 10000 1 pptt
limiter map, Diesel the isoc LS control mode when running
tive.
Diesel\Dynamic 1
Isoc LS, P coeff Dynamic selection coefficient for the pro‐ 0 - 200 1 pph
dynamic 1, Diesel portional gain of the controller used in the
isoc LS control mode when running on
diesel if the dynamic selection 1 is acti‐
vated.


Isoc LS, I coeff Dynamic selection coefficient for the in‐ 0 - 200 1 pph
dynamic 1, Diesel tegral gain of the controller used in the
vated.
Isoc LS, D coeff Dynamic selection coefficient for the de‐ 0 - 200 1 pph
dynamic 1, Diesel rivative gain of the controller used in the
vated.
dynamic 1 map, used in the isoc LS control mode when
Diesel running on diesel if the dynamic selection
1 is active.
limiter dynamic 1 the isoc LS control mode when running
map, Diesel on diesel if the dynamic selection 1 is ac‐
tive.
tive.
Diesel\Dynamic 2
vated.
vated.
vated.
2 is active.
tive.
tive.
Diesel\Dynamic 3


dynamic 3, Diesel portional gain of controller used in the
vated.
vated.
dynamic 3, Diesel rivative gain of the controller, used in the
vated.
3 is active.
tive.
tive.

(Main 11)\Isoc LS, and its subfolders.
Table A-10 Isoc LS

Isoc LS, Init delay When the isochronous load sharing 0 - 1000 1 ms
mode is activated, the load sharing error
is set to zero during this delay to make
sure that the information about a new en‐
gine has been sent to other engines.
Isoc LS, Gain Load sharing gain, i.e. multiplication fac‐ 0 - 100 1
tor for the amount of the speed reference
compensation calculated corresponding
to the difference between the current en‐
gine load and the system load.
Isoc LS, mapped Map for the asymmetric bias level when - 3000 - 1 ppt
isoc bias using the mapped bias. 3000
Enable mapped Activation flag for the mapped asymmet‐ 0 - 1 1
isoc bias ric bias calculation.


Enable load sf isoc If the flag is set TRUE, trip to droop mode 0 - 1 1
trip is performed if a sensor failure is detec‐
ted for the load sensor.
Enable ramp to Status flag for activation of an auto ramp 0 - 1 1
rated speed, Isoc to the rated speed, i.e. when activating
LS the isochronous rated mode, the speed
reference will first be ramped to the rated
speed level if the flag is set.
Enable isoc LS Status flag for activation of an isochro‐ 0 - 1 1
error autoreset nous mode auto reset, i.e. automatic
transfer back to the isochronous control
mode if the engine is tripped to the speed
droop control mode.
Table A-11 Isoc LS\Diesel

Diesel
Isoc LS speed ref Speed reference correction for each pos‐ 0 - 5000 1 mrpm
sync step size, itive flank of the increase/decrease sig‐
Diesel nals when using the flank control mode.
Isoc LS speed ref Speed reference ramp rate for increase/ 10 - 25000 10 mrpm/s
sync ramp rate, decrease signals when using the ramped
Diesel control mode.
Isoc LS speed ref Ramp rate used for the speed reference 0 - 25000 10 mrpm/s
ramp rate, Diesel when ramping between configured
speed levels.
Isoc LS emg Ramp rate used for ramping up the en‐ 10 - 500 1 ppt/s
loading ramp rate gine load during emergency uploading.
map, Diesel
Isoc LS loading Ramp rate used for ramping up the en‐ 10 - 250 10 ppt/s
ramp rate map, gine load during normal uploading.
Diesel
Isoc LS emg Ramp rate used for ramping down the 10 - 500 10 ppt/s
unloading ramp engine load during emergency unload‐
rate map, Diesel ing.
Isoc LS unloading Ramp rate used for ramping down the 10 - 250 10 ppt/s
ramp rate map, engine load during normal unloading.
Diesel
A.6. Configurable parameters for isochronous load

sharing schedule V2
Related topics
Isochronous load sharing schedule...........................................................................5 - 2
A - 10 Internal use DBAB338502 a


is in the folder Isochronous Load Sharing\Configuration (Main
11).
UI name Range Resolution

Delay, number of Fix or Analog changed 0 - 3000 1 ms
Number of Engines 1 - 32 1
Engine ID 0 - 31 1
Allow all engines trip to droop 0-1 1
Allow load sharing when genCB is closed 0-1 1
PeriodID 10, 100, 200, 1000 ms
A.7. Configurable parameters for load estimation V2
Related topics
Load estimation.........................................................................................................5 - 4

is in the folder Load estimation\Configuration (Main 11), and its
subfolders.

Load sensor
Enable load Enable usage of the load sensor. 0-1 1
sensor
Load sensor\Load sensor filter parameters
Main gain of 0 - 1000 1
numerator part
denominator part
Numerator gain for -2000 - 1
old calculated 2000
input values
Denominator gain -2000 - 1
for old calculated 2000
input values
old calculated 2000
output values
output values
Scale factor for 1 - 1024 2n
filter calculation
Fuel rack position
DBAB338502 a Internal use A - 11


BMEP min for fuel Minimum estimated BMEP when using 0 - 32000 1 mbar
position estimation fuel rack position estimation .
BMEP max for fuel Maximum estimated BMEP when using 0 - 32000 1 mbar
position estimation fuel rack position estimation
Fuel rack position Look up table for fuel rack position esti‐ 0 - 32000 1 mbar
load estimation mation (tunable axis)
vector
Enable fuel rack Enable usage of fuel rack position esti‐ 0-1 1
position load mation
estimation
Fuel rack position\Fuel rack load filter parameters
numerator part
denominator part
old calculated 2000
input values
input values
old calculated 2000
output values
output values
filter calculation
Fuel demand estimation
Select load Select type of fuel demand load estima‐ 2 or 8 point -
estimation type tion type map
Enable automatic Enable automatic usage of fuel demand 0 - 1
fuel demand load estimation
estimation
Fuel demand estimation\MFI demand load filter parameters
numerator part
denominator part
old calculated 2000
input values
input values
old calculated 2000
output values


output values
filter calculation
Fuel demand estimation\Axis
Axis for engine Axis for look up table for fuel demand es‐ 0 - 10000 1 pptt
load tuning map timation, 2 point map
Fuel demand estimation\8 point map
BMEP min for fuel Minimum estimated BMEP when using 0 - 32000 1 mbar
demand fuel demand estimation
estimation
BMEP max for fuel Maximum estimated BMEP when using 0 - 32000 1 mbar
demand fuel demand estimation
estimation
Fuel demand load Look up table for fuel demand estima‐ 0 - 32000 1 mbar
estimation vector tion, 8 point map (tunable axis)
Fuel demand estimation\2 point map
Engine load tuning Look up table for fuel demand estima‐ 0 - 1000 1 ppt
vector tion, 2 point map (tunable axis)
Common
Enable BMEP Enable load estimation in start mode 0-1 1
calculation at start
Enable BMEP Enable load estimation in CB open mode 0 - 1 1
calculation in CB
open
A.8. Configurable parameters for speed droop

control and load sharing mode V2
Related topics
Speed control..........................................................................................................4 - 15

is in the folder Speed/Load Control\Configuration (Main
11)\Speed droop, and its subfolders.
Table A-14 Speed droop

Feed forward map Map value used as feed forward to the 0 - 10000 1 pptt
controller.

Table A-15 Speed droop\Diesel

Diesel
Droop, P map, Speed dependent proportional gain of 0 - 1000 1
Diesel the controller used in the speed droop
control mode when running on diesel.
Droop, I map, Speed dependent integral gain of the 0 - 1000 1
Diesel controller used in the speed droop con‐
Droop, D map, Speed dependent derivative gain of the 0 - 1000 1
Diesel controller used in the speed droop con‐
Droop, speed dev I Speed deviation dependent integral gain 0 - 200 1 pph
coeff map, Diesel of the controller used in the speed droop
control mode when running on diesel.
Droop, speed dev Speed deviation dependent proportional 0 - 200 1 pph
P coeff map, gain of the controller used in the speed
Diesel droop control mode when running on die‐
sel.
Droop, CA limiter Charge air pressure dependent limiter 0 - 10000 1 pptt
map, Diesel used in the speed droop control mode
when running on diesel if no dynamic se‐
lection is active.
Droop, Speed Engine speed dependent limiter used in 0 - 10000 1 pptt
limiter map, Diesel the speed droop control mode when run‐
ning on diesel if no dynamic selection is
active.
Droop, Load limiter Engine load dependent limiter used in 0 - 10000 1 pptt
map, Diesel the speed droop control mode when run‐
ning on diesel if no dynamic selection is
active.
Diesel\Dynamic 1
Droop, P coeff Dynamic selection coefficient for the pro‐ 0 - 200 1 pph
speed droop control mode when running
on diesel if the dynamic selection 1 is ac‐
tivated.
Droop, I coeff Dynamic selection coefficient for the in‐ 0 - 200 1 pph
tivated.
Droop, D coeff Dynamic selection coefficient for the de‐ 0 - 200 1 pph
tivated.
dynamic 1 map, used in the speed droop control mode
Diesel when running on diesel if the dynamic
selection 1 is active.


limiter dynamic 1 the speed droop control mode when run‐
map, Diesel ning on diesel if the dynamic selection 1
is active.
dynamic 1 map, the speed droop control mode when run‐
Diesel ning on diesel if the dynamic selection 1
is active.
Diesel\Dynamic 2
tivated.
tivated.
tivated.
is active.
is active.
Diesel\Dynamic 3
tivated.
tivated.
tivated.


is active.
is active.

(Main 11)\Speed droop, and its subfolders.
Table A-16 Speed droop

Droop Droop compensation, i.e. the amount of 0 - 100 1 ppt
the speed reference compensation rela‐
tive to the engine load.
Enable analogue Status flag used to enable the analogue 0 - 1 1
speed ref, Droop speed reference usage in the speed
droop control mode.
Table A-17 Speed droop\Diesel

Diesel
Droop, speed ref Speed reference ramp rate used during 0 - 25000 10 mrpm/s
unload ramp rate, unloading of the engine.
Diesel
Droop, speed ref Speed reference ramp rate used if the 0 - 50000 10 mrpm/s
emg ramp rate, emergency ramp rate input is active. This
Diesel ramp rate is used only during unload or
during normal increase/decrease run‐
ning if the ramp control mode is used.
Droop, speed ref Speed reference ramp rate for increase/ 0 - 25000 10 mrpm/s
ramp rate, Diesel decrease signals when using the ramped
control mode.
Droop, speed ref Speed reference correction for each pos‐ 0 - 5000 1 mrpm
step size, Diesel itive flank of the increase/decrease sig‐

A.9. Configurable parameters for speed filters V2
Related topics
Speed filters...............................................................................................................4 - 6

is in the folder Speed measurement\Configuration (Main 11), and its
subfolders.
UI name Range Resolution

Speed LP filter primary
Main gain of numerator part 0 - 1000 1
Main gain of denominator part 0 - 1000 1
Numerator gain for old calculated input values -2000 - 2000 1
Denominator gain for old calculated input values -2000 - 2000 1
Numerator gain for old calculated output values -2000 - 2000 1
Denominator gain for old calculated output -2000 - 2000 1
values
Scale factor for filter calculation 1 - 1024 2n
Speed LP filter secondary
values
Speed BS filter
values
A.10. Configurable parameters for stand-alone state

machine control V2
Related topics
Stand-alone state machine........................................................................................4 - 5


is in the folder State Machine (Standalone)\Configuration (Main
11).

Start failure delay If the MFI enable speed limit is not 0 - 30000 1 ms
reached in time Start failure delay, the
shutdown is activated.
Speed limit for MFI Speed limit for enabling the Main Fuel 0 - 1000 1 rpm
enable Injection.
Limit for entering The stand-alone main state machine 0 - 1000 1 rpm
RUN mode makes a transfer to the run mode when
the engine speed exceeds the run speed
limit.
A.11. Configurable parameters for true kW control

mode V2
Related topics
True kW control.......................................................................................................4 - 25
Load reference control.............................................................................................4 - 26
Load control.............................................................................................................4 - 28

is in the folder Speed/Load Control\Configuration (Main 11)\True
kW, and its subfolders.
Table A-20 True kW\Diesel

Diesel
True kW, P map, Load dependent proportional gain of the 0 - 10000 1
Diesel controller used in the true kW control
True kW, I map, Load dependent integral gain of the con‐ 0 - 10000 1
Diesel troller, used in the true kW control mode
when running on diesel.
True kW, D map, Load dependent derivative gain of the 0 - 10000 1
Diesel controller used in the true kW control
True kW, load dev Load deviation dependent integral gain 0 - 200 1 pph
I coeff map, Diesel of the controller used in the true kW con‐
True kW, load dev Load deviation dependent proportional 0 - 200 1 pph
P coeff map, gain of the controller, used in the true kW
Diesel control mode when running on diesel.


True kW, CA Charge air pressure dependent limiter 0 - 10000 1 pptt
limiter map, Diesel used in the true kW control mode when
running on diesel if no dynamic selection
is active.
True kW, Load Engine load dependent limiter used in 0 - 10000 1 pptt
limiter map, Diesel the true kW control mode when running
tive.
Diesel\Dynamic 1
True kW, P coeff Dynamic selection coefficient for the pro‐ 0 - 200 1 pph
true kW control mode when running on
vated.
True kW, I coeff Dynamic selection coefficient for the in‐ 0 - 200 1 pph
dynamic 1, Diesel tegral gain of the controller, used in the
vated.
True kW, D coeff Dynamic selection coefficient for the de‐ 0 - 200 1 pph
vated.
limiter dynamic 1 used in the true kW control mode when
map, Diesel running on diesel if the dynamic selection
1 is active.
limiter dynamic 1 the true kW control mode when running
tive.
Diesel\Dynamic 2
vated.
dynamic 2, Diesel tegral gain of the controller, used in the
diesel if dynamic selection 2 is activated.
vated.
2 is active.


tive.
Diesel\Dynamic 3
vated.
vated.
vated.
3 is active.
tive.

(Main 11)\True kW, and its subfolders.
Table A-21 True kW

True kW, speed When engine speed is outside the trip 0 - 10000 1 ms
trip, Delay limit window, trip to droop or a grid open
command is done after the kW trip delay.
kW override Low limit for the engine speed window for 0 - 1 mrpm
autoreset, Low starting the kW override delay timer. 1100000
kW override High limit for the engine speed window 0 - 1 mprm
autoreset, High for starting the kW override delay timer. 1100000
True kW, speed Low speed limit for trip to droop or a grid 0 - 1 mrpm
trip, Low open command after delay. 1100000
True kW, speed High speed limit for trip to droop or a grid 0 - 1 mrpm
trip, High open command after delay. 1100000


kW override If the kW override function is activated, 0 - 10000 1 ms
autoreset, Delay transfer back from the speed droop
mode to the true kW mode is done after
the kW override delay, when the engine
speed is again within the initial reset
speed window.
Enable kW Status flag for enabling the kW override 0 - 1 1
Override function, i.e. trip to droop if the engine
speed is outside the trip window, and the
automatic transition back to the true kW
mode after certain delay.
Enable True kW, The enable kW island status flag enables 0 - 1 1
Island mode running in the true kW mode on installa‐
tion where the grid status signal is not
applicable.
Table A-22 True kW\Diesel

Diesel
True kW, ref step Load reference correction for each posi‐ 0 - 20 1 kW
size, Diesel tive flank of the increase/decrease sig‐
True kW, ref dec Decrease ramp rate used for the load 0 - 100 10 kW/s
ramp rate, Diesel reference in use when using an external
load reference or an increase/decrease
running in the ramping control mode.
True kW, ref inc Increase ramp rate used for the load ref‐ 0 - 100 10 kW/s
ramp rate, Diesel erence in use when using an external
load reference or an increase/decrease
running in the ramping control mode.
True kW, ref Ramp rate used for the load reference in 0 - 100 10 kW/s
unload ramp rate, use during the engine unloading.
Diesel


B. Technical data sheet for Main Controller Module (MCM-11)
B. Technical data sheet for Main Controller

Module (MCM-11) V1
General information
General
Microprocessor 32 bit Motorola MPC561
RAM 1 Mbyte External 32 bit organization
FLASH 1 Mbyte External 16 bit organization
Operating temperature -25…+85 °C
Power supply
Power supply range 18…32 VDC Voltage transients and polarity protec‐
tion
Nominal 24 V
Two redundant power buses
Current consumption 0.2 A Idle
3A Typical
10 A Maximum
Power indicators 4 pcs LEDs: Pwr1, Pwr2, System, Sensors
Colour: green
Diagnostic LED 1 pc LED: Diagnostics (SW controlled)
Colour: yellow/red
General I/O
Fieldbus interface 4 pcs Extended CAN, ISO11898, 2 isolated
1 pc RS485, isolated
Module identification inputs, 3 pcs

Digital input 0/24 VDC Input type: NPN
1 reference pin
Digital inputs, 26 pcs

Digital input 0/24 VDC Input type: PNP
Digital outputs, 16 pcs

Isolated outputs 0/24 VDC Maximum output current 150 mA
DBAB338502 a Internal use B-1


Low power HSD outputs 0/24 VDC Maximum output current 300 mA
Without output pin monitoring

High side PWM outputs 0/24 VDC Maximum output current 3 A
Current measurement
Overcurrent shutdown 8A peak
Analogue inputs, 8 pcs

Current and voltage input Accuracy ± 1,0%
channels
Repeatability ± 0,5%
Current Input 1 pc 4…20 mA 2-wire, non-isolated
Current Input 1 pc 4…20 mA 3-wire, non-isolated
Current Input or Voltage 1 pc 4…20 mA or 2-wire, isolated, loop powered (mA)
Input ±5 V
Current Input 5 pcs 4…20 mA 2-wire, isolated, loop powered
Analogue outputs, 6 pcs

Current Outputs 5 pcs 4…20/24 mA Accuracy ± 1,0%
Repeatability ± 0,5%
Isolated, loop powered

Current Output 1 pc 0…20 mA or Isolated, source
0…200 mA
Frequency inputs, 2 pcs

Frequency input channels 0…15 kHz For VR ,PNP or push-pull sensors
Minimum threshold +1 V
Loading resistance = 3.6 kΩ
Connectors
Plug connectors 19 x 8 pin Phoenix MSTBV2,5/ 8-GF-5,08-Au for
(T)FKC 2,5/ 8-STF-5,08-Au counter‐
parts, gold plated
Mechanics IP20 (PAAE085176)

Casing Electro galvanized and blue passivated steel
Width x Height x Length 338 x 47 x 165 mm
Weight 1.8 kg
Mounting Six mounting holes for M4 or similar screw, 329 x 64+59
B-2 Internal use DBAB338502 a

Mechanics IP66 (PAAE085179)

Casing Customised aluminium casing
Width x Height x Length 432 x 90 x 186 mm
Weight 2 kg
Cable glands 2 pcs Size M25 x 1.5
2 pcs Size M20 x 1.5
Mounting Four fastening lugs for M8 bolt, 420 x 120
Options ATEX, (zone II ), for equipment Group II, category 3
Type approvals
Type approved by ABS, BV, CCS, DNV, GL, LR, PRS, RINA, RS
Environmental and EMC testing

Cold Test IEC 60068-2-1 Ad -25 °C, 2 h
Dry Heat Test IEC 60068-2-2 Bd +85 °C, 16 h
Vibration Test IEC 60068-2-6 Fc 2.0…25 Hz: amplitude ±1,6 mm
25…100 Hz: acceleration ± 4g

Mechanical Shock Test IEC 60068-2-27 Ea Half sine, ±5 g, 20/direction
Damp Heat Test IEC 60068-2-30 Db +55 °C, 95 %, 48 h
Performance Test IEC 60092-504
Insulation Resistance IEC 60092-504
Test
Power Supply Failure IEC 60092-504
Test
Power Supply Variation IEC 60092-504
Test
Enclosure Test IEC 60529 IP20
Conducted Low Frequen‐ IEC 60945 50 Hz…10 kHz
cy Interference
ESD Test IEC 61000-4-2 Air ±8 kV Contact ±6 kV
Radiated Immunity Test IEC 61000-4-3 80…2000 MHz, 10 V/m, 80% AM
Burst Test IEC 61000-4-4 2 kV Power lines, 1 kV other lines

Environmental and EMC testing

Surge Test IEC 61000-4-5 0,5 kV differential mode, 1 kV common
mode
Conducted High Fre‐ IEC 61000-4-6 3 V rms 10 kHz…150 kHz
quency Interference
10 V rms 150 kHz…80 MHz
Conducted Emission Test CISPR 16 10 kHz…150 kHz 120…70 dBuV
150…350 kHz 79 dBuV
350 kHz…30 MHz 72 dBuV

Radiated Emission Test CISPR 16 150 kHz…30 MHz 80…50dB(uV/m)
30 MHz…100 MHz 60…54 dB(uV/m)
100 MHz…2 GHz 54 dB(uV/m)

measuring BW 120 kHz
Except for 156...165 MHz 24 dB(uV/m)

measuring BW 9 kHz
I/O channels
Interface Quantity
Field bus channels 5
Module ID, binary 3
Digital inputs 26
Digital outputs 16
Digital outputs, low power HSD 2
Digital outputs, HSD 3
Analogue inputs 8
Analogue output, 4-20 mA 5
Analogue output, 0-20/200 mA 1
Frequency (VR, PNP, push-pull) 2

Fig B-1 General module layout V1
Power
The module is supplied from two redundant power buses, 24 VDC. Logic and I/
O power are separated and implemented with 3.5 A electronic fuses. Internal
24 V powers are protected against over voltage and reverse voltage.
Diagnostics: Input voltage measurements, I/O power status.
Digital Input (Identification)

● Three input pins and one reference pin (GND)
● HW filtering time constant 10 ms.
Fig B-2 Identification input principle and connection V1

Digital Input
● Inputs are divided into two blocks, and each block has its own excitation
current protection
● Input read interval minimum 10 ms.
Diagnostics: Excitation pin overcurrent (2pcs).
Protection: Overcurrent and unintentional connection to a module supply.
Fig B-3 Digital input principle and connection V1
Digital Output
● Sixteen isolated digital output channels
● Output update interval 10 ms.
Protection: Overcurrent and overvoltage (150V).
Fig B-4 Digital output principle and connection 1 V1

Fig B-5 Digital output principle and connection 2 V1
Digital Output, Low power HSD

● Smart FET module powered with a module I/O supply.
Diagnostics: Software monitoring from an output terminal through AD-converter.
Protection: Overcurrent and unintentional connection to a module supply.
Fig B-6 Low Power HSD output principle and connection V1
Digital Output HSD

● Smart FET module powered with module supply
● Latching overcurrent shutdown with reset, overcurrent value 8 A
● PWM switching frequency range 0…500 Hz, 16 bit resolution.
Diagnostics: Short circuit, wire break detection (on- and off-state), current
measurement.
Protection: Overcurrent and unintentional connection to module supply.

Fig B-7 HSD output principle and connection V1
Analogue Input
● One non-isolated 2-wire current input (AI 1)
● One non-isolated 3-wire current input (AI 2)
● One isolated 2-wire current input or ± 5 V voltage input (AI 3)
● Five isolated 2-wire current input (AI 4 – AI 8)
● Input read interval: minimum 10 ms.
Diagnostics: Under and over value detection
Protection: Recovering overcurrent switch
Fig B-8 Analogue input 1 principle and connection alternative 1 V1


Fig B-12 Analogue input 3 principle and connection (voltage mode) V1
Fig B-13 Analogue input 3 (current mode) and 4 - 8 sensor connection 1 V1
Fig B-14 Analogue input 3 (current mode) and 4 - 8 sensor connection 2 V1
Analogue Output
● Five isolated loop-powered channels, loop voltage 8…36 V
● One isolated source mode channel, configurable to 0…20 or 0…200 mA
mode
● Update interval: down to 10 ms.
Diagnostics: Open load and shorted output detection.
B - 10 Internal use DBAB338502 a

Protection: Reverse polarity, shorted load (max. 36 V).
Fig B-15 Analogue output 1-5 principle and connection alternative 1 V1
Fig B-16 Analogue output 1-5 principle and connection alternative 2 V1
Fig B-17 Analogue output 6 principle and connection V1
Frequency Input
● Range: 0-15 kHz
● Input impedance 3,6 kΩ.
Protection: Against short circuit and unintentional connection to +24 V.
DBAB338502 a Internal use B - 11

Fig B-18 Frequency input principle and VR sensor connection V1
Fig B-19 Active sensor connection (PNP or push-pull) V1

Connectors
Fig B-20 Connectors V1

Table B-18 Connectors pinout
X12; 1 Digital input 1 excitation (+) X12; 2 Digital input 1

X21; 5 Identification Input 3 X21; 6 Identification Input 2
X21; 7 Identification Input 1 X21; 8 Digital reference – (GND)
X22; 1 Frequency input 2 excitation (+) X22; 2 Frequency input 2 Input high
X22; 3 Frequency input 2 Input low X22; 4 Frequency input 2 ref – (GND)
X23; 1 Frequency input 1 excitation (+) X23; 2 Frequency input 1 Input high
X23; 3 Frequency input 1 Input low X23; 4 Frequency input 1 ref – (GND)
X24; 1 Power Input 1 +24V X24; 2 Power Input 1 GND
X24; 3 CAN 1 HIGH X24; 4 CAN 1 LOW
X24; 7 RS485 A X24; 8 RS485 B
X31; 1 Analogue input 1 Input high X31; 2 Analogue input 1 Input low
X31; 3 Analogue input 2 excitation (+) X31; 4 Analogue input 2 Input
X31; 5 Analogue input 2 ref – (GND) X31; 6 Analogue input 4 Input high
X31; 7 Analogue input 4 Input low X31; 8 (No connection)
X32; 1 Analogue output 1 high X32; 2 Analogue output 1 low


X33; 1 Digital output 1 high X33; 2 Digital output 1 low
X34; 1 Power Input 2 +24V X34; 2 Power Input 2 GND
X34; 7 Limp output 1 + X34; 8 Digital reference – (GND)
X35; 1 HSD Output 1 + X35; 2 HSD Output 1 GND
X35; 7 Limp output 2 + X35; 8 Digital reference – (GND)
X42; 3 Analogue output 6 high X42; 4 Analogue output 6 ref –
X42; 5 Analogue input 3 Current high X42; 6 Analogue input 3 Current low
X42; 7 Analogue input 3 Voltage high X42; 8 Analogue input 3 Voltage low

Fieldbus, CAN
● Two internal (processor) CAN controllers connected to TJA1050 CAN bus
drivers
● One external two-channel CAN controller (SJA1000) connected to TJA1050
CAN bus drivers with galvanic isolation
● Speed 500 kbit/s (1 Mbit/s)
● Base and extended frame
● Overvoltage protection implemented with bi-directional TVS.
Fieldbus, RS485
● One isolated RS485 bus driver with galvanic isolation.
● Speed 250 kbit/s
Processor Environment
Processor
● MPC561 operating at 56 MHz.
Memory
● Flash
- External 1 Mbyte 16bit organization 70ns.
- Sector protection: HW-protection with ID-inputs.
● SRAM
- External 1 Mbyte 32bit organization 12ns.
- Individual byte enables use. (8bit access possible).
- Zero wait state access.

C. Standard wiring diagram
C. Standard wiring diagram V2
Fig C-1 Standard wiring diagram V1
DBAB338502 a Internal use C-1

C. Standard wiring diagram
C-2 Internal use DBAB338502 a

D. Change history
D. Change history V1
D.1. Speed/load control and reference control V2
CB open control
Date Revision Change description

14.04.2010 a Speed control:
CB open, PID x-axis renamed to CB open, PID speed axis.
Speed limiter x-axis renamed to Speed limiter speed axis.
CA limiter x-axis renamed to CA limiter pressure axis.
Load limiter x-axis renamed to Load limiter load axis.
Isochronous control and load sharing

14.04.2010 a Speed/load reference control:
New feature 'Isochronous load sensor failure trip to droop'

including new parameter Enable load sf isoc trip.
Modified feature 'Asymmetric load sharing bias' with new

mapped bias parameters Enable mapped isoc bias, Isoc LS,
mapped isoc bias load axis, and Isoc LS, mapped isoc bias.
Modified feature 'Autoramp to rated speed'.

Isoc LS, PID x-axis renamed to Isoc LS, PID load axis.
Isoc LS, speed dev x-axis renamed to Isoc LS, speed dev
speed axis.
Isoc LS, PID y-axis renamed to Isoc LS, PID speed axis.
DBAB338502 a Internal use D-1

D. Change history
Speed droop control and load sharing

Droop, PID x-axis renamed to Droop, PID load axis.
Droop, speed dev x-axis renamed to Droop, speed dev speed

axis.
Droop, PID y-axis renamed to Droop, PID speed axis.
True kW control

14.04.2010 a Load control:
True kW, PID x-axis renamed to True kW, PID load axis.
True kW, load dev x-axis renamed to True kW, load dev load
axis.
D.2. CB status control V2

14.04.2010 a The name of the input signal NS776, Gen CB error changed to
Generator breaker status.
D.3. Isochronous load sharing schedule V2

14.04.2010 a Added to communication data: Load sharing bias goal,
NS776, Allow all engines trip to droop, Allow load sharing when
gen CB is closed.
New parameter: Allow load sharing when gen CB is closed.
D-2 Internal use DBAB338502 a

Wärtsilä Corporation is the leading global ship power supplier and a major provider of solutions for
decentralized power generation and supporting services.
For more information, please visit www.wartsila.com
Send feedback regarding this manual to:

[email protected]
Wärtsilä® is a registered trademark. COPYRIGHT© 2010, WÄRTSILÄ FINLAND OY
Wärtsilä Finland Oy
P.O.Box 242
65101 Vaasa, Finland
Tel: +358 10 709 0000

Fax: +358 6 356 7188

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Electrical & Automation Services

Power plant DI engine

UNIC speed/load controller

DBAB338502 a Internal use 23.04.2010

All rights reserved. No part of this booklet may be reproduced or copied in

THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND

Main control module MCM-11

Date Revision Changes

Isochronous load sharing schedule: new parameters

Speed control and Load control: x-axis and y-axis

The revision 'a' incorporates changes made to UNIC speed/load controller

24hrs Phone +358 10 709 080

2. About this manual........................................................................................................................................2 - 1

3. Main Control Module (MCM)........................................................................................................................3 - 1

4. UNIC speed/load control..............................................................................................................................4 - 1

DBAB338502 a Internal use Table of Contents - i

6.2. WECSplorerUT® service tool................................................................................................................6 - 2

B. Technical data sheet for Main Controller Module (MCM-11)......................................................................B - 1

C. Standard wiring diagram.............................................................................................................................C - 1

Table of Contents - ii Internal use DBAB338502 a

ABS American Bureau of Shipping

ATEX Atmosphere Explosibles; directive for equipment

BMEP Break Mean Effective Pressure

CAN Controller Area Network

CCS China Classification Society

CISPR Comité Internationale Spécial des Perturbations

CPU Central Processing Unit

DNV Det Norske Veritas

EDL Enhanced Display Log

HSD High Side Driver

IDM Wärtsilä Integrated Document Management

IEC International Electrotechnical Commission

IP <number> Environmental protection of enclosures around

LED Light Emitting Diode

MCM Main Control Module

MFI Main Fuel Injection

PID controller Proportional - Integral - Derivative controller

PNP Positive-Negative-Positive (transistor)

DBAB338502 a Internal use 1-1

PRS Polski Rejestr Statków

PWM Pulse Width Modulation

RINA Registro Italiano Navale

RS Russian Maritime Register of Shipping

RTU Remote Terminal Unit

UNIC Wärtsilä Unified Controls

USB Universal Serial Bus

1-2 Internal use DBAB338502 a

2. About this manual V1

The UNIC speed/load controller is a high-performance speed/load controller in

2.3. Use of symbols V3

The following notes and warnings are used:

DBAB338502 a Internal use 2-1

2-2 Internal use DBAB338502 a

3. Main Control Module (MCM) V1

The Main Control Module (MCM) is a versatile, configurable microprocessor

Fig 3-1 MCM module V1

The central processing unit (CPU) used in the MCM is a high-performance

3.1. Speed/load controller V2

DBAB338502 a Internal use 3-1

To meet high robustness demands (for example, in case of signal failures or