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The pump is basically a jerk type with a plunger moving in a matched barrel, using two helical grooves machined in the
plunger to control the end of injection by uncovering spill ports and causing the discharge pressure to drop rapidly, thus
causing the needle valve in the injector to close.
Oil is supplied to the barrel via the spill ports and a suction valve. The suction valve, situated at the top of the barrel opens
when the pressure in the barrel falls below the supply pump pressure; i.e. during downward stroke of plunger, while spill
ports are covered by plunger.
Replaceable erosion plugs are fitted in the pump housing opposite the spill ports. The high pressure oil, spilling back, as
the edge of the helix uncovers the spill ports at the end of injection, hit the plugs, which prevent damage to the pump
casing
A puncture valve is fitted in the top cover of the pump. It
is opened when compressed air from the control air system
acts on top of a piston fitted in the top cover. Fuel oil
from the discharge side is then returned to the suction side of
the pump and no injection takes place. The puncture valve is
operated in the event of actuation of the shut down system
(all units), during the air start sequence or when excessive
leakage is detected from the double skinned fuel pipes.
Fuel oil leakage past the plunger to the cam case is prevented by
the use of an "umbrella" seal
The electronic control is only active when running ahead when the engine is in bridge control or ECR control. When
running astern or in local engine side control, the manoeuvring system delivers a preset pressure to the VIT actuators.
Adjustments during running are simpler, as correction values are entered directly into the governor. Change in
fuel quality or wear in the fuel pumps may make it necessary to adjust the VIT.
The correct method of doing this is as follows:
Take a set of indicator cards with engine load just above the breakpoint.
Adjust the Pmax by altering the governor Poffset value. (this is the value by which the Pmax can be raised or lowered)
Take a further set of indicator cards to verify adjustments.
In the case of badly worn liners giving poor compression, or excessively worn fuel pumps, it is recommended that the
VIT function is disabled in the governor settings.
NOTE
Fuel pumps mounted on the smaller MC engines are not fitted with Variable Injection Timing.