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
Quantity Control position of the spill ports relative to the plunger, and varying the Timing Control
Using Fuel Rack start of injection. Using VIT Rack
Fuel Quantity and VIT Linkages on 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

Graph Showing Effect of VIT on the fuel pump timing to be made to allow for fuels of varying
Max Cylinder Pressure 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

1. Mechanical-Pneumatic: Older System
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

2. Electro Pneumatic: Later Engines.
The air signal to the fuel pump VIT actuators which operate the VIT racks is implemented within the electronic governor
as an electrical signal between 4 and 20 milliamps. This signal is sent to an IP converter which generates the pneumatic
control signal between 0.5 bar (min VIT setting) and 5 bar (Max VIT setting).
The essential difference between the mechanical and electrical system is the use of the breakpoint and how the pressure
rise is controlled. With the mechanical system the breakpoint is fixed, with the electrical VIT system the breakpoint is
variable depending on the scavenge pressure.
If the scavenge pressure is high, then the resulting
compression pressure within the cylinder will be higher:
This means that unless adjustments are made, the
maximum pressure in the cylinder could rise above the
design point. By altering the breakpoint to a lower
percentage point of engine load, Pmax is reached earlier
and maintained at that point until 100% load.
Similarly, if scavenge pressure is low, then the breakpoint
moves closer to 100% engine load, so that Pmax is still
reached.
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.
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How does the fuel pump work?

What is Variable Injection Timing (VIT) and what are its benefits?

The pump is basically a jerk type with a plunger moving in a matched barrel, using two helical grooves machined

A spring loaded damper is fitted to

VARIABLE INJECTION TIMING (VIT)

As well as having the normal fuel quantity control (i.e a rack

Fuel Quantity and VIT Linkages on Engine

REASON FOR USING VARIABLE INJECTION TIMING

The system is set up so that there is no change in injection

As the engine load is increased above 40%, the start of injection

At 90% MCR a fuel saving of 4-5g/h.p.hour is claimed to be

Variable Injection timing also allows for small adjustments to

HOW VARIABLE INJECTION TIMING IS ACHIEVED

POSITION OF VIT CONTROLLER AT VARIOUS ENGINE LOADS

The correct method of doing this is as follows:

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