Operational Information

The MAN B&W MC Engine VIT Fuel Pump

•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 
• A spring loaded damper is
fitted to the side of the pump
connected through to the
suction side of the pump.
This smoothes out the
pressure fluctuations as the
high pressure fuel spills back
at end of injection.
 VARIABLE INJECTION TIMING (VIT

 
•  The pump is capable of Variable Injection Timing (VIT).
• This overcomes the disadvantage of the basic jerk pump, where
although the end of injection is infinitely variable, the start of
injection is fixed by the position of the spill ports, injection
commencing shortly after the ports are covered by the top edge of
the plunger.
  
•  As well as having the normal fuel quantity control (i.e a rack which
rotates the plunger in the barrel), the fuel pump is fitted with an
adjustable barrel which has a large pitch thread machined on the
bottom.
• The threaded barrel is located in a threaded sleeve which is rotated
by a second rack. 
• As the sleeve cannot move axially, and the barrel is prevented from
rotating, then as the sleeve rotates, the barrel moves up and down,
thus altering the position of the spill ports relative to the plunger, and
varying the start of injection.  
 
Fuel Quantity and Graph Showing Effect of VIT on
VIT Linkages on Max Cylinder Pressure
Engine

 
 REASON FOR USING VARIABLE INJECTION TIMING
• The reason for using VIT is to achieve greater fuel economy.
• This is achieved by advancing the injection timing so that maximum
combustion pressure (pmax) is achieved at about 85% MCR (maximum
continuous rating).
• The system is set up so that there is no change in injection timing at low
loads (40%MCR). This is to avoid frequent changes of pump lead during
manoeuvring.
• As the engine load is increased above 40%, the start of injection
advances. When the engine has reached approximately 85% MCR  at
which the engine is designed to have reached pmax, the servos retard
the injection timing so that the maximum combustion pressure is kept
constant between 85% and 100%MCR.
• At 90% MCR a fuel saving of 4-5g/h.p.hour is claimed to be achieved.
• Variable Injection timing also allows for small adjustments to the fuel
pump timing to be made to allow for fuels of varying ignition qualities.
Wear on the fuel pumps can also be compensated for as can changes in
the camshaft timing due to chain elongation (up to 2 degrees)
 HOW VARIABLE INJECTION TIMING IS ACHIEVED

• Low pressure air is fed to the pressure control

valve, the output of which is fed to the VIT servos
on the fuel pump. A link from the governor output
(or fuel pump control handwheel) moves a pivoted
bar, the position of which determines the output of
the pressure control valve.
• The position of the control valve is adjustable
which can be used to allow for fuels of varying
ignition qualities and changes in the camshaft
timing due to chain elongation.
• The pivots are also adjustable for initial setting up
of the VIT and adjustment of breakpoint position.
Linkage Between Fuel Quantity and VIT
POSITION OF VIT CONTROLLER AT VARIOUS ENGINE LOADS