(1) Conventional VIT system – VIT is a form of fuel pump control enabling an engine to
operate with the designed maximum firing or combustion pressure from approx.
75% power output to maximum power. This improves thermal efficiency & lowers
fuel consumption.

Variable timing

max. pressure

a rox. 12
125 b
baar

Fixed timing

Fuel cons
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approx
SAHEEM KHAN
160g/kwh

LOAD%

Cylinder pressure plotted against engine load

The fuel consumption for an engine at any load will be related to the
expansion ratio of the combustion gases from their maximum pressure to the

pressure at the
‘conventional commencement
VIT’ of profile-plunger
system (i.e. the exhaust blowdown. In case
principle, of theon GB,
as used
L35MC & L42MC engines) the break-point is fixed in relation to the pump
index – that is to say, the “break” always automatically occurs at the pre-
determined pump index.
The fuel cam is used to adjust the timing of the commencement of injection
in a normal manner so that the max. allowable firing pressure is reached @
75% of full load. The timing of the commencement of injection will then be
retarded as the quantity of fuel injected is increased. The amount of
retardation necessary to hold the cylinder pressure constant at the desired
max. value will be designed into the control system.
 

(2) Super VIT system – The ‘super VIT’ system is developed to fulfil the
requirement of maintaining the MCR P max under part load conditions, in order
to save fuel.
This is achieved by a mechanism which automatically adjusts the
commencement of fuel injection, such that the MCR P max is kept constant as
the engine load is reduced from 100%, down to a certain pre-specified part

load,
the known
larger as the
L/K/S MC‘break point’.
engines, the In thepump
fuel super-VIT
plungerconfiguration, employed
is not profiled (i.e. hason
no
extra oblique cut) but instead, the start of fuel injection timing is freely
determined by altering the vertical position of the pump barrel, whereby in this
system the break point is fully adjustable.
The pump barrel is moved up and down (relative to the plunger) by means
of a rack and pinion, in combination with a double thread. The VIT-rack
setting itself is controlled via the regulating shaft position - i.e. according to
the engine load. When running at the break point, the pump cylinder will be at
a low position, i.e. giving early injection and the specified design P max (MCR
P max ) for the engine in question. Although it is the regulating shaft which
determines the VIT-rack positions, two forms of intermediate adjustments are
available.
 A) Individual P max adjustments (at each fuel pump)
B) Collective P max adjustments (simultaneously for all pumps)
Both of these adjustment modes can be utilized while the engine is running.
(3) FQs : As all fuels are different, they differ in their ignition quality. Some
fuels have a reduced ‘ignition delay’ period, & are considered to have a better
ignition quality.
Reducing ignition quality increases the delay period. A high ignition quality
fuel will have high paraffin content. The large and rapid heat release,
associated with paraffin fuels, usually counteracts the effect of reduced fuel
mass at ignition, due to reduced ignition delay period. The result is an
increased
takes carepeak
of thepressure & better
differences thermal
in ignition efficiency.
quality, The FQsoronretarding
by advancing the engine
the
fuel timing.