Features and Functions

Large bore engines using dilute gas fuel mixtures typically experience slower fuel burn rates and incomplete combustion.

These conditions reduce combustion efficiency and result in problematic exhaust emissions.

Typical J-gap spark plugs attempt to address these performance issues by increasing spark energy, which can shorten spark plug life.

To counteract the shortened spark plug life, J-gap manufacturers often increase the electrode area, which can have a detrimental effect on the ignition spark.

This has a “quenching” effect on the ignition spark, which increases combustion variability;

Or they use precious metals, which increase manufacturing complexity and reduce plug durability.

FTI’s unique, patented design provides consistent ignition without the need for a high-energy ignition system, reducing the need for precious metal electrodes for long life.

It can also be customised to meet specific engine combustion requirements.

FTI Advantages.

Fast, consistent fuel combustion

Improved engine efficiency

Reduced exhaust emissions

No hot running and good detonation margins

Longer life

Customisable design

Objectives achieved: Improved engine efficiencyContinuous fuel ignition – More complete fuel combustionFaster combustion – Just in Time Departure Point (ATDC) for improved combustion efficiencyImproved combustion stability

j-gap with FIT.

FTI’s patented pre-combustion chamber combustion dcs-sis.com technology improves combustion start-up with J-gap and conventional pre-combustion chamber spark plugs.

J-gap1 Typical J-gap spark plugs have a spherical flame front that burns slowly as it passes through the combustion chamber. This type of flame front is susceptible to high turbulence in the combustion chamber, which can quench or even blow out the spark, again increasing ignition variability. In addition, smaller spark surfaces corrode more quickly, shortening the life of the spark plug.

FTI addresses these issues by using a separate flame core for ignition. The multi-jet flame front from the FTI igniter creates its own combustion chamber turbulence. This self-generated turbulence adds to existing chamber turbulence while being highly resistant to other chamber turbulence that promotes rapid flame growth throughout the fuel mixture.

Features.

Field configurable optional start (auto/manual)/stop/unload routines

Liquid level control (pond or tailrace)

Creep detection

Local/remote control

Generator circuit breaker logic

Horizontal switching of speed, gate position and loads

Overspeed test logic

Speed/descent (power and position)/base load control

Remote analogue setpoints for speed, level and power

Selectable actuator outputs (4-20mA/0-200mA/0-20mA)

Dual speed inputs

Linknet hyperthreading extension function

Speed/load/gate switching

Brake Permit Logic

Gate Limit Values

Breaker open commands

Trips and alarms

Serial port communication (RS-232 or RS422)

System Protection:

Overspeed protection logic

Nondisturbance switching between control modes

Local/remote control priority

Part Number 8237-2046: Francis Turbine dcs-sis.com 2301E-HT

2301E-HT includes

 1 Actuator driver, 4-20 mA, 0-20 mA, 0-200 mA

 2 MPU speed sensor

 1 configurable analogue output

 2 configurable analogue inputs

 8 discrete (switching) inputs – 5 fixed, 3 configurable

 4 discrete (relay driver) outputs – 1 fixed, 3 configurable

 RS-232 Communications Port: Modbus® RTU or Service/Configuration

 RS-422 Communications Port: Modbus RTU

 CAN Communication Port: LINKnet HT® I/O Expansion

The 2301E-HT has an operating temperature range of -40 to +70 °C (-40 to +158 °F).

In kW down operation, the 2301E-J can perform the following operations:

– Run in parallel with the mains. (Load level or speed reference preset or manually adjusted to the desired level via discrete or analogue inputs).

– Parallel operation with other engine generator sets. (Manual adjustment of the speed reference to the desired level via discrete or analogue inputs).

– Single engine genset operation. (Manual adjustment of the speed reference to the desired level via discrete or analogue inputs).

– In reduced speed operation, the 2301E-J can perform the following operations:

– Run in parallel with the power supply. (Manually adjust the load level or RPM reference to the desired level via the discrete inputs or analogue inputs).

– Operate in parallel with other engine generator sets. (Manually adjust the load level to the desired level via the discrete inputs or analogue inputs).

– Single engine genset operation. (Manually adjust the speed reference to the desired level via the discrete or analogue inputs).

The 2301E-J system has the following inputs/outputs:

– 1 kW sensing input, including 3-phase PT inputs and 3-phase CT inputs

– 1 speed sensing input (MPU input)

– 2 analogue inputs for (4-20 mA) current signals or (±2.5 V, 1-5 V, or 0-5 V) voltage signals

– 8 discrete inputs

– 1 actuator drive circuit

– 1 analogue 4-20 mA output (optionally with signal display via this output)

– 4 discrete outputs (low-side actuator; max. 200 mA potting current)

– 2 serial ports (RS-232 and RS-422)

The 2301E-J system has the following features:

– Speed control: isochronous operation, kW down operation, speed down operation

– Load control: isochronous load sharing, isochronous base load, soft loading/unloading

– Equal speed/deceleration operation transfer function when generator is loaded

– Fuel Limiters: Start Fuel Limiter, Torque Fuel Limiter, Manifold Fuel Limiter, Maximum Fuel Limiter

Equipment required to operate the engine generator set with the 2301E-J:

– 2301E-J Controls

– 24 Volt DC Power Supply

– Speed sensing device (MPU, etc.)

– Actuator to drive fuel rack or gas valve (proportional)

– CT and PT for generator kW sensing or analogue kW signals

The 2301E-J requires a nominal 24 Vdc voltage source. (Supply voltage range is 18 to 36 volts DC).

The controller is mounted in a sheet metal chassis and consists of a printed circuit board.

Functions

The 2301E-J has speed control, load control, equal dcs-sis.com speed/no load transfer, and fuel limiter functions.

Speed Control Function

– Rated speed range of 400-3600 rpm

– Constant speed speed control

– kW Reduced speed control

– Simple derating control is selectable (when selected, the load control function is not available)

– Idling/rated speed switching by discrete input signal

– Speed reference up/down using discrete input signals

– Fast synchronisation using analogue speed bias signal from synchroniser

– (Optional) Speed reference manipulation function using remote analogue signal

– Single point control gain setting (optional)

– A control gain curve consisting of 5 points with 4 ramps can be mapped to the engine to change gain under various operating conditions.

– Dual power function to switch control power according to engine load