Beruflich Dokumente
Kultur Dokumente
L5O/6tt/7g/WJ|efilf, 1997.09.01
K80/9$f, /%rc,-z zro0/At/'ti'/c0s
sl0/69/7o/S$,t,
In the interests of rational operation, the optimum functioning of VIT fuel pump
systems is of great importance. In realization of thisr wB have drawn-up the
following guidelines, in the hope that they will contribute to a better under-
standing of the practical adjustment of the pumps.
1. BASICDESIGNDETAILS
2. GENERALDESCRIPTION
OF SYSTEM
ANDCONTROL
MECHANISM
t. ADJUSTMENT
0F pmaxAND BREAK-POINT
4, T4AINTENANCE
1. B A S I CD E S I G N
DETAILS
The VIT-rack setting itself is controlled via the regulating shaft position -
i.€. aecording to the engine load.
:- -
Doubte thread
Fuel quantity
regulation (lndex).
Regulating shaft
Position sbneor unit // Control air . For prrtlcal rcasone (pipe leyout)l
thc rir iolct srd ortlct eqrrpctiqrc,
for COLLECTIVE (7bar)
nry bc opporitc to thrt rtprn.
ADJUSTMENTat
emergency stand.
Fig. 1. S U P E R - V IS (Schematic)
TY S T E M
Z. GENERAL
DESCRIPTION
OF SYSTEM
& CONTROL
MECHANISM
The beam (A) is connected to the regulating shaft (fuel pump index control
shaft) via the regulating arm (B) jointed at (C),
At zero load, the beam (A) is fully lifted, and the position sensor. (D) gives
zero control pressure to the position servos at each fuel pumpr such that a
delayed injection timing is achieved (comparedwith an engine without suPer-
V I T) .
As the engine load is increased, this late injection mode continues until the
beam (A) has madecontact with the sensor pick-up (E), and the resulting control
pressurereaches0.5bar.Thesepoiffiatedinfigs.}aand4.
MANB&WDieselA/S
t
/=A\
Sensor pick- up
ion sensorvolve
lVlT regutotingvotve)
Fig. 2 COLLECTIVE
ADJUSTMENT
AT POSITIONSENSOR
UNIT ON THE EMERGENCY
STAND
LOW LOAD B R EA K P O I N T H I G HL O A D
Fig. t - 0PERATING V A L V E( V f f r e g u l a t i n g v a l v e )
0F THE POSITIONSENSOR
MODES
Prox
BREAI(-PoINT I r_oro
,{ SSVc MCR
Fig. 4 (schematic)
Pr", VARIATION
4 -
MAfr|
MANB&WDieseIA/S B&Ut
l{hen the engine is then run-up towards approx. 85%HCR, the sensor pick-up (E)
is further activated, thus gradually increasing the control pressure. This
causes the position servos to alter the VlT-index and thereby advance the
injection timing as the load inereases, thus tracing line I-II in Fig. 4.
If the engine load is then increased above 85,6MCRrthe beam (A) witl rotate
around support (ft ), thereby reducing the depression of the sensor pick-up (E),
see also Fig. ]c. Correspondingly, the control pressure from the sensor causes
the VIT-rack position servos to retard the. injection timing at a suitable rate,
thereby keeping a constant maximumcombustion pressure between approx. 859i MCR
and 100JfMCR.
Fig' 5 further illustrates how the various parameters varyr 8s the load is
increased from zepo to MCR,
Voriotion
BREAK-POINT
,! 85V" 100%
Fig. 5 - PARAMETER
VARIATIONS
2 . 2 Timinq ad.iustments
Although it is the regulating shaft wl-richdetermines the VIT-rack positions,
two forms of intermediate adjustment are available (Fig. 6)z
INDIVIDUAL
ADUSTMENT.
VIT-rack.
rack.
Non-
return
Position sensor valve, throttle
valve.
Fig. 6 - ADJUSTMENT
M0DES(Schematic)
Stabilize the engine at 85% load. The arm (B) is then loosened, and retightened
in such a position that the beam (A) touches both supporLs (Ft a n d F 2 ) . T h i s
brings the pmax break-point back to 85% MCR.
After this the engine is stabilized at MCR,and the position of the support (Fl )
is adjustedr so the pmax is equal to the value at 85tf MCR(see a l s o F i g . 7 ) .
l. 0F pmo ANDBREAK-P0INT
_ADJUSTMENT
The following describes the adjustment procedure necessary if the fuel cams have
been moved,
1 ) l{ith the VIT-rack arms diseonnected, run the engine up to 100%. Move the
VlT-racks manually, until pmax values are equal for all cylinders
( 1 0 0 %p n a x + / - 3 b a r ) . F i x t h e V l T - r a c k s i n t h e s e p o s i t i o n s ( t l e r o r c l a m p ,
ete.). Note the individual VIT-rack indexes.
?) Then reduce the engine load to the break-point *, and again adjust the
VlT-racks manually, until the pr"* values are equal for all cylinders. Note
again the VlT-indexes.
* l€ For engines with fixed pitch propellersr the break-point is equal
to approx. 78% load for MK I engines, and 85% for MK II engines
(see sea-trial curves).
-
For engines with controtlable (constant engine
pitel. pto_p,q.1]ers
speed), the correffiE'ftffifiures are apprFE5%, and 90% load,
respectively
4) Stop the engine and, if necessary (f.inst. in the case of worn pumps), move
the fuel cams such that all VlT-indexrs have nearly the sare values
(t 1/2)**. See Appendix 1 for an example regarding setting of the cams.
7 ) !!n the engine from the break-point up to 100%MCR, and cheek pmax again.
I f n e c e s s a r y , c o l l e c t i v e l y r e a d j u s t p m a xb y m o v i n g p o i n t ( F l ) r ' u n t i t -
100%pmax = pmax et the break-pointl s€€ Fig. 7.
After r919ljugtment r Pmaxshould be el'reckedonce more at the break-point,
and at 100%MCR.
A non-return throttle valve ***) is mountedin the eontrol air line, between
lhe position sensor vaLve and the position servos, see Fig. 5.
This valve has two main functions:
Before; oD during, shop and sea trialsl the non-return throttle val.ve is
temporarilv adjusted sueh that the trials can be condueted without incon-
venience.
-The
initial adjustment, ***) of the valve is earried out as follows: (this
can be done with either stopped or running engine).
c) The throttle screw is then turned towards the elosed position (clock-
wise = ew) until the pressure starts dropping. At this point the screw i.s
turned one revolution baek (eounter-el.ockwise = ccw),
I
I
?
@/
/
L;
,L
I
F2
/
/ /
/
/
/
@
t
--+e
Io
Please note, the super-VlT mechanisn only operates at control air Pressures
greater than 0.5 bar.
Fig. 7 - SUMMARY
0F ADJUSTMENT
POSSIBILITIES
MAN B&W DieselA/S
9 -
/-G\
during rough St conditions, a rapid variation of +/- two Q) fuel index,
should not influence the VIT-rack position
4. MAINTENANCE
870902
MA]||
MANB&WDieselA/S Et&ut
APPETOIX1
F{amp.Ie:
D i fference
VIT- VIT- Average Required between Csn top-Iift to
index at index at value index after average be adjusted by
break- 100% turning and required the following
cyl' point load the eam i rdex * ) (mm):
1 6 2 4 5 4-5 =-1 -1
2 8 4 6 5 6-5 :+1 +1
t 7 4 5.5 5 5 .5-5 =+[J.5 +().5
4 6 1 5.5 5 3 .5-5 =-1.5 -1 .5
5 9 5 7 5 7_5 =+Z +2
t{B 0wing to differential pressure-areas, the punp bamel will tend to move
upwards! Therefore, wfrenreading VlT-indexes, the VIT-rack is to be pushed
inwards.
*) P1ease n6te that for all engine types 1 (one) index increase eorresponds
to 1 (one) rnmincrease in top-lift. (increased top-lift = forward)