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    Vit System PDF

    Uploaded by

    Arun S
    The document summarizes the MAN B&W MC Engine VIT Fuel Pump. It describes the pump's basic design as a jerk pump with a plunger that uses helical grooves to control injection timing. It also has spill ports, suction valves, replaceable erosion plugs, and a puncture valve. Variable injection timing is achieved by adjusting the position of the spill ports relative to the plunger using a second rack. Variable injection timing allows advancing injection timing to improve fuel economy and adjust for different fuel qualities or camshaft wear. Older pumps used mechanical-pneumatic systems while later pumps used electro-pneumatic systems to control variable injection timing.

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    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd

    Vit System PDF

    Uploaded by

    Arun S
    1K views6 pages
    The document summarizes the MAN B&W MC Engine VIT Fuel Pump. It describes the pump's basic design as a jerk pump with a plunger that uses helical grooves to control injection timing. It also has spill ports, suction valves, replaceable erosion plugs, and a puncture valve. Variable injection timing is achieved by adjusting the position of the spill ports relative to the plunger using a second rack. Variable injection timing allows advancing injection timing to improve fuel economy and adjust for different fuel qualities or camshaft wear. Older pumps used mechanical-pneumatic systems while later pumps used electro-pneumatic systems to control variable injection timing.

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    VIT SYSTEM.pdf

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    The document summarizes the MAN B&W MC Engine VIT Fuel Pump. It describes the pump's basic design as a jerk pump with a plunger that uses helical grooves to control injection timing. It also has spill ports, suction valves, replaceable erosion plugs, and a puncture valve. Variable injection timing is achieved by adjusting the position of the spill ports relative to the plunger using a second rack. Variable injection timing allows advancing injection timing to improve fuel economy and adjust for different fuel qualities or camshaft wear. Older pumps used mechanical-pneumatic systems while later pumps used electro-pneumatic systems to control variable injection timing.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    1K views6 pages

    Vit System PDF

    Uploaded by

    Arun S
    The document summarizes the MAN B&W MC Engine VIT Fuel Pump. It describes the pump's basic design as a jerk pump with a plunger that uses helical grooves to control injection timing. It also has spill ports, suction valves, replaceable erosion plugs, and a puncture valve. Variable injection timing is achieved by adjusting the position of the spill ports relative to the plunger using a second rack. Variable injection timing allows advancing injection timing to improve fuel economy and adjust for different fuel qualities or camshaft wear. Older pumps used mechanical-pneumatic systems while later pumps used electro-pneumatic systems to control variable injection timing.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 6
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    The document discusses the operation and components of a MAN B&W MC engine fuel pump, including how it controls fuel injection timing and enables variable injection timing (VIT).

    The fuel pump controls fuel injection timing using a plunger with helical grooves that uncover spill ports at the end of injection, causing pressure to drop and closing the injector needle valve. VIT is achieved by varying the position of the spill ports relative to the plunger.

    The purpose of VIT is to achieve greater fuel economy by advancing injection timing so that maximum combustion pressure is reached at 85% of maximum continuous rating, keeping it constant up to 100% rating.

    The MAN B&W MC Engine VIT Fuel Pump http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/M...

    Operational Information
    The MAN B&W MC Engine VIT Fuel Pump.

    Other Pages The Basics The 2 Stroke Engine The 4 Stroke Engine Operation Members

    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

    1 of 6 07-02-2017 00:22
    The MAN B&W MC Engine VIT Fuel Pump http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/M...

    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.

    2 of 6 07-02-2017 00:22
    The MAN B&W MC Engine VIT Fuel Pump http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/M...

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

    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.
    Graph Showing Effect of VIT on
    Max Cylinder Pressure
    At 90% MCR a fuel saving of 4-5g/h.p.hour is claimed to be
    achieved.

    3 of 6 07-02-2017 00:22
    The MAN B&W MC Engine VIT Fuel Pump http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/M...

    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


    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

    4 of 6 07-02-2017 00:22
    The MAN B&W MC Engine VIT Fuel Pump http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/M...

    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.

    5 of 6 07-02-2017 00:22
    The MAN B&W MC Engine VIT Fuel Pump http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/M...

    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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    6 of 6 07-02-2017 00:22

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