Section 12

SECTION 12

GOVERNOR

CONTENTS PAGE CONTENTS PAGE

PGR GOVERNOR LOAD REGULATOR PILOT VALVE

AND ASSOCIATED LINKAGE 12-12
DESCRIPTION 12-1
OVERRIDING SOLENOID 12-14
OPERATION 12-3
LOW OIL PRESSURE SHUTDOWN 12-15
MAINTENANCE
OIL FILTER 12-17
GOVERNOR REMOVAL 12-4
FLUSHING GOVERNOR 12-17
GOVERNOR INSTALLATION 12-4
GOVERNOR OIL SUPPLY 12-18
GOVERNOR COMPENSATION 12-5
GOVERNOR STORAGE 12-18
ENGINE SPEED CONTROL 12-5
GOVERNOR DRIVE ASSEMBLY 12-18
ENGINE SHUTDOWN 12-8
SERVICE DATA
AIR PRESSURE SENSOR
ASSEMBLY 12-9 SETTING AND ADJUSTMENT
TABLES 12-19
FUEL LIMITER 12-11
SPECIFICATIONS 12-20
SETTING REBALANCER
ROCKER ARM STOP SCREW 12-12 EQUIPMENT LIST 12-20

MATERIAL SPECIFICATIONS 12-20

12 - 1
Section 12

SECTION
ENGINE MAINTENANCE 12
MANUAL

GOVERNOR

DESCRIPTION The governor incorporates an engine protective de-

vice, Fig. 12-2, which shuts the engine down when
The limiting and rebalancing type PGR governor, actuated by low engine oil pressure, high oil tempera-
Fig. 12-1, is used on the turbocharged engine. An ture, or as a result of the operation of the low water
electro-hydraulic speed control maintains the engine and crankcase pressure detector. A visual indication
speed selected by the engine operator. The governor and an alarm is actuated in the event of an engine
is provided with a sensor assembly, sensitive to abso- protection shutdown. A normal engine shutdown is
lute air pressure, which operates to adjust the engine obtained by actuating one of the speed solenoids with
load in proportion to the air supply, within the range the stop button. Other auxiliary devices which are a
of the load regulator, to ensure correct air-fuel ratio. part of the governor include the load regulator pilot
In addition, a rocker arm and lever arrangement is valve, which controls oil to the load regulator, and
provided on the governor to stop upward movement the ORS solenoid which when energized raises the
of the power piston through the action of the fuel lim- load regulator pilot valve to the minimum field posi-
iter. tion.

1 Oil Filler 7. Vane Motor Oil Line Connection; In- 12. Engine Oil Pressure Connection
2 Air Box Pressure Connection crease Excitation . 13. Time Delay Accumulator
3 Pilot Valve Engine Oil Supply 8. Oil Level Sight Glass 14. Rebalancing Servo Oil Filter
4 Pilot Valve Oil Drain 9. Vane Motor Oil Line Connection; De- 15. Vent Plug
5 Terminal Shah Scale crease Excitation 18. Oil Drain Cods
6 Compensating Needle Valve 10. Low Oil Pressure Shutdown Plunger 17. Terminal Shaft Control
11. Electrical Receptacle

Fig. 12-1 - Electro-Hydraulic Governor

12 - 2
Section 12

1. Low Oil Pressure Shutdown 10. Power Piston Tail Rod 19. Regulating Port
2. Speed Control Solenoids 11. Plot Valve Linkage And Eccentric 20. Power Piston Plot Valve
3. Speed Scale 12. Power Piston Stop Screw 21. Compensating Receiving Piston
4 Shutdown Rod 13. Load Regulator Pilot Valve 22. Ballhead Assembly
5 Air Pressure Sensor Assembly 14 Compensating Needle Valve 23. Speeder Spring
6 Fuel Limit Lever 15 Power Piston 24. Speed Setting Piston
7 Rebalancing Rocker Arm 8 Overriding 16. Terminal Shaft Scale 25. Speed Control Pilot Valve
Solenoid 17 Buffer Piston 26. Speed Control Rotating Bushing
9 Pilot Valve Scale 18. Governor Oil Pressure Accumulator

Fig. 12-2 - Governor Schematic Diagram

The main parts of the speed and fuel control portions sion on the speeder spring is varied. Whether the throt-
of the governor are: a speed sensing arrangement tle changes or the engine speed changes (due to a load
(speeder spring and flyweights), fuel adjustment con- change), the flyweights will move. This changes the
trol (power piston), compensating mechanism (com- position of the pilot valve plunger and controls the
pensating land integral on power piston pilot valve and supply of oil to the power piston.
buffer piston and springs), and an independent oil sys-
tem (oil sump, oil pump, accumulators, external filter, The power piston moves the injector control rack
and connecting passages). through the governor rotary shaft and injector linkage.
The upward motion of the power piston results from
The governor has a self-contained hydraulic oil sys- oil under pressure, controlled by the power piston pilot
tem, consisting of storage sump, rotary gear pump, and valve plunger, raising the piston against the pressure
accumulators. The oil lubricates the moving parts and of the power piston spring.
provides force necessary to operate various parts of the
governor. The compensating mechanism prevents the engine
from racing or hunting by arresting the movement of
To vary the speed of the engine with throttle changes, the power piston after it has traveled an amount suffi-
or to maintain a constant engine speed with load cient to give the desired speed. The compensating
changes, the amount of fuel injected into the cylinder mechanism includes the integral receiving compensat-
must be varied. This is determined by the position of ing piston, buffer piston and springs, and compensat-
the power piston. To move the power piston, the ten- ing needle valve.

12 - 3
Section 12

The governor drive shaft, pump gears, rotating bushing LOAD DECREASED OR THROTTLE
and flyweights rotate together. Two accumulators pro- DECREASED
vide for the storage of governor oil under pressure, and
the maximum pressure of this governor oil is regulated As shown in Fig. 12-3, the engine is running normally
by a bypass in one of the accumulators. A buffer pis- under steady load and at constant speed. The fly-
ton centered by springs is located between the pilot weights, pilot valve plunger, and buffer piston are in
valve plunger and the power piston. This piston is by- normal position. The control land on the pilot valve
passed by the needle valve, and also by passages plunger covers the regulating port holes in the rotating
which are uncovered when it moves a certain distance bushing. The power piston is stationary.
away from its central position. The small difference in
oil pressure on the two sides of the buffer piston is Assume that the engine load is decreased, thus increas-
transmitted to the receiving compensating piston on ing the speed. As the speed increases, the flyweights
the pilot valve plunger. move out, raising the control land of the pilot valve
plunger and uncovering the regulating ports in the ro-
OPERATION tating bushing. Uncovering the regulating ports in this
direction permits oil to escape from the area to the
Fig. 12-3 illustrates the operation of the fuel control right of the buffer piston; it then moves to the right, as
portion of the governor. The power piston spring acts spring pressure forces the power piston down. It is ap-
to shut off fuel to the engine. Oil under pressure is parent that since this compresses the right-hand buffer
used only to raise the power piston and increase the spring, the oil pressure on the left of the buffer piston
supply of fuel to the engine. The following paragraphs is a little higher than that on the right. These pressures
describe the sequence of events under different opera- are connected to the areas above and below the receiv-
tional conditions. ing compensating piston on the pilot valve

Fig. 12-3 - Fuel Control Schematic Diagram

12 - 4
Section 12

plunger, and since the higher pressure is above this it ered. Similar governor movements occur when a dif-
is forced downward so that the land of the pilot valve ference between actual governor speed and governor
plunger starts to close the ports and stop the power speed setting is produced by changing speeder spring
piston movement. If the governor is properly adjusted, tension through the speed adjusting control used on the
this action will stop the movement of power piston governor. With large speed changes the buffer piston
when it has moved far enough to correct for the load travel is much greater, to the left or right, depending
change that started the action. on increase or decrease in speed, opening a passage for
the flow of oil to or from the power piston.
Oil leaking through the compensating needle valve
then allows the buffer piston to return to center, which Under normal operation, the air pressure sensor as-
gradually releases the force on top of the receiving sembly and rebalancing arrangement will auto-
compensating piston. This force is no longer needed to matically adjust itself to provide correct operation.
hold the pilot valve plunger in its central position, be- However, if air box pressure or fuel demand is not
cause during this time the engine speed has been re- normal during operation, the rebalancing and fuel limit
turning to normal, and the outward force of the fly- arrangement, explained in the following pages, will
weights has been reduced until it is balanced by the automatically make an adjustment to compensate for
speeder springs. the condition.

It is apparent that the compensating mechanism de- MAINTENANCE

scribed above produces stable operation by permitting
the governor to move rapidly in response to a speed GOVERNOR REMOVAL
change, and then wait for the speed to return to nor-
mal. Remove the governor from the engine as follows:

LOAD INCREASED OR THROTTLE 1. Open drain cock on side of governor and drain
INCREASED oil into suitable container.
2. Remove right and left bank control rods from
As before, all parts of the governor are centered, and governor to control rod lever.
there is no power piston movement. Assume that the
engine load is increased, resulting in a decrease in 3. Disconnect electrical connector and all external
speed. The governor will go through a cycle of opera- lines and hoses.
tions as follows: The decrease in speed will cause the 4. Remove the four stud nuts securing governor to
flyweights to move inward, which lowers the pilot mounting surface, and lift governor off of studs.
valve plunger and opens the port. Oil from the accu- Remove the gasket from between the governor
mulators passes through the pilot valve, forces the and the mounting surface.
buffer piston to the left, and moves the power piston
upward to give the engine more fuel. The compression CAUTION: Use care when handling governor and
of the left-hand buffer spring is a result of a higher avoid striking the end of the drive shaft
pressure on the right-hand side of the buffer plunger or the terminal shaft. Damage can be
and on the underside of the receiving compensating done to the shafts, bearings, and gover-
piston. This pressure moves the pilot valve plunger nor oil pump gears.
upward and stops the movement of the power piston 5. Remove governor to control rod lever from gov-
when it has moved far enough to correct for the load ernor terminal shaft.
change that started the action.
GOVERNOR INSTALLATION
Oil leaking through the compensating needle valve
gradually releases the force under the receiving com- Install governor on engine as follows:
pensating piston, allowing the buffer piston to return
to center. This force is no longer needed to hold the 1. Apply governor to control rod lever to governor
pilot valve plunger in its central position, because dur- terminal shaft.
ing this time the engine speed has been returning to
normal. CAUTION: Ensure that unsplined area of the lever
I.D. is properly aligned to the keyway
In the preceding description of operation, speed (missing spline) on the terminal shaft.
changes as a result of load changes have been consid-

12 - 5
Section 12

2. Install gasket on governor mounting surface. 3. free of air, and the compensating needle valve
Install governor on mounting surface with ter- should be closed slowly until the hunting condi-
minal shaft pointing toward engine. tion stops or is lessened. Allow the governor to
run until normal operating temperature is
4. Apply four stud nuts and torque to specified reached. Tighten the vent plug to prevent oil
value. leakage, and add the oil necessary to obtain the
proper level in the governor.
5. Connect electrical connector and all external 4. After normal temperature has been reached, again
lines and hoses. open the compensating needle valve and allow
the governor to hunt. Then close the needle
6. Connect right and left bank control rods to gov- valve until hunting stops. The needle valve will
ernor to control rod lever. be open approximately one-quarter to three turns
depending upon the engine characteristics.
NOTE: Every time a governor is installed on an engine
the injector rack setting should be checked. 5. Test the governor stability by manually changing
Due to manufacturing tolerances in governor the speed to observe governor recovery. If the
mounting bolt holes, the position of the gover- governor returns to a steady speed, the compen-
nor in relation to the injector linkage can sating adjustment is satisfactory. If hunting is re-
change the rack setting. sumed, close the compensating needle valve
slightly and test again.
GOVERNOR COMPENSATION
6. Keep the compensating needle valve open as far
DESCRIPTION as possible to prevent sluggishness and still
maintain even governor operation. After com-
The compensating mechanism prevents the engine pensation is made, it should not require another
from racing or hunting by arresting the movement of adjustment, unless a permanent temperature
the power piston after it has traveled a sufficient change effects the viscosity of the governor oil.
amount to give the desired speed. The compensating
mechanism includes the integral compensating receiv- ENGINE SPEED CONTROL
ing piston, buffer piston and springs, and compensat-
ing needle valve. DESCRIPTION

When the engine is started the first time or after instal- Speed setting with the electro-hydraulic governor is
lation of a new or reconditioned governor or one that accomplished in steps by energizing different combi-
has been drained and cleaned and new oil added, the nations of the "A," "B," "C," and "D" solenoids, Fig.
governor will require compensation adjustment. This 12-4. Solenoids "A," "B," and "C" have plungers bear-
is necessary to purge the governor oil system of ing on a triangular fulcrum plate at varying distances
trapped air. from a set fulcrum point. The triangular plate fulcrum
bears on a lever which is connected to the speed con-
MAINTENANCE trol pilot valve inside a rotating bushing. The "D" so-
lenoid plunger bears on the rotating bushing through
COMPENSATION ADJUSTMENT its cap and bearing.

1. See that the governor oil is at the proper level in To increase engine speed, the speeder spring must be
the sight glass. Then operate the governor at idle compressed; or compression lessened to decrease
speed. speed. The speed setting piston position must be
changed to satisfy these conditions. This is accom-
2. Open the compensating needle valve, Fig. 12-1, plished by admitting or releasing governor oil above
several turns. Loosen the vent plug, Fig. 12-1, the speed setting piston. Admission or release of oil to
several turns, but do not remove the plug. or from the speed setting piston is controlled by the
solenoids through the speed pilot valve and rotating
3. The governor will hunt and surge, and air will bushing.
bleed from the system at the vent plug. When
only oil flows from the vent plug, the system is When a solenoid or different combinations of "A,"
"B," or "C" solenoids are energized, the triangular

12 - 6
Section 12

Fig. 12-4 - Speed Control Schematic Diagram

fulcrum plate is forced down a distance depending on move down and close the regulating port when the de-
the solenoids energized. This causes the speed control sired position is reached.
pilot valve to go down. The regulating port in the ro-
tating bushing is uncovered, permitting governor oil Since the speed setting piston was raised, speeder
under pressure to force the speed setting piston down spring compression is lessened. The flyweights will
and compress the speeder spring. As the speed setting move outward under centrifugal force to lift the pilot
piston moves downward, the linkage raises the speed valve plunger. Oil will then be released from under the
control pilot valve to again close the regulating port power piston and it will move downward to decrease
when the desired piston position has been reached. fuel supply and engine speed.

Compression of the speeder spring forces the fly- Energizing the "D" solenoid in combination with other
weights in, allowing the governor pilot valve plunger solenoids lessens their effect on engine speed, since
to lower and permit oil to raise the power piston to the "D" solenoid pushes down the rotating bushing and
increase fuel to the engine. Unbalanced oil pressure on lowers the regulating port. When only the "D" sole-
the compensating land of the pilot valve plunger closes noid is energized, it opens the regulating port in the
the regulating port when the power piston has been rotating bushing to sump, permitting oil above the
raised enough for the desired speed. When the new speed setting piston to be released. The piston then
engine speed is reached, the flyweights will return to raises and the piston extension lifts the shutdown
balance position against speeder spring pressure. bushing, causing the governor to shut off the engine
fuel supply.
When a solenoid or a combination of "A," "B," or "C"
solenoids is de-energized, the triangular fulcrum plate Note that oil enters the speed control rotating bushing
will rise, and the speed control pilot valve will also be through an intermittent supply port. This port is of
moved upward. Since the pilot valve is raised, oil such size as to allow the speed setting piston to move a
above the speed setting piston drains through the regu- full stroke in a specified time. Consequently speed in-
lating port to the oil sump. The speed setting piston is crease is controlled under all conditions of operation.
raised by its spring. As the piston moves up, the con- Time of speed decrease is controlled by a slot in the
necting linkage causes the speed control pilot valve to lower land.

12 - 7
Section 12

MAINTENANCE Establish absolute air pressure to bellows, as given in

Table B. Adjust the solenoids to obtain the speeds
It is recommended that a suitable test stand be used given in Table A as described below.
when making engine speed settings.
1. Place the throttle in No. 6 position and bring
NOTE: Test stand must have provision to energize A speed to specified RPM by adjusting fulcrum
and D solenoids simultaneously for setting nut, Fig. 12-6, at the end of the linkage. Raising
low idle speed. the fulcrum nut increases speed.

When setting engine speeds, the governor solenoids

are adjusted to provide specified speeds at idle, inter-
mediate, and full speed throttle positions. For applica-
ble speeds at each throttle setting refer to Table A in
the Service Data at the end of this section.

In addition to the other information on the governor

name plate each name plate has an insert, Fig. 12-5,
which shows the full speed of the engine and the full
load injector rack length (BAL. PT.) for the engine
speed given in the insert. If the governor is reset to a
different full load injector rack length or engine speed,
a new insert should be applied having the correct in-
formation.

Fig. 12-6 - Speed Control Adjustment Points

2. Move the throttle to No. 8 position and set speed

by adjusting the "D" solenoid stop screw. Back
off stop screw to increase speed.

3. With the throttle in No. 4 position, adjust the

"B" solenoid stop screw to set speed. Turn stop
screw in to increase speed.

Fig. 12-5 - Governor Nameplate 4. Place throttle in low idle position. and set speed
by adjusting "C" solenoid stop screw. Turning
Everytime a governor is installed on an engine the in- stop screw in, increases speed.
jector rack length settings should be checked. Before
attempting to set speeds, the governor should be oper- 5. With throttle in idle position adjust "A" solenoid
ated with the heated test stand oil 82°-93° C (180°- to set speed. Turn screw in to increase speed.
200° F) for a sufficient length of time to allow the
temperature to equalize. 6. Check above settings and, readjust for proper
speeds, if required.
To facilitate setting speeds, the solenoid adjustment
wrench may be used. This tool provides a means for 7. Check engine speed at all throttle positions. All
holding the solenoid case while making locknut and speeds must be within limits shown in Table A.
stop screw adjustments.
8. Adjust speeder servo scale as follows:

12 - 8
Section 12

a. With governor operating at low idle speed, 3. Tighten bushing locknut.

loosen scale locking screw and locate scale
so stamped IDLE mark is aligned with
pointer. Tighten locking screw.

b. With governor at idle speed, scribe a line on

scale opposite pointer.

c. With governor at throttle 8 position, scribe a

line on scale opposite pointer.

ENGINE SHUTDOWN
DESCRIPTION

Engine shutdown can normally be accomplished by

depressing the STOP button or placing the throttle in
the STOP position. Either action will energize the "D"
solenoid, Fig. 12-4. This action depresses the speed
control rotating bushing so its port is below the land of
the speed control pilot valve. This allows the trapped Fig. 12-7 - Shutdown Adjustment Location
oil above the governor speeder spring piston to drain.
The spring under the piston forces the speeder spring 4. Turn test stand selector switch to OFF position
piston upward and the piston extension contacts the and loosen speed setting piston stop screw lock-
shutdown bushing on the shutdown rod. Raising the nut.
shutdown rod also lifts the power piston pilot valve.
Oil will then be released from under the power piston, 5. Adjust speed setting piston stop screw, Fig. 12-
causing the power piston through the associated link- 8, to position the speed indicator pointer at or
age to bring the injectors to the "no fuel" position. slightly above the STOP mark on the speed
scale.
MAINTENANCE
6. Tighten stop screw locknut.
SOLENOID ADJUSTMENT

No additional adjustment is required on the governor

solenoids. The "D" solenoid which causes engine shut-
down is adjusted at the time of speed adjustment.

SHUTDOWN ADJUSTMENT

CAUTION: Shutdown adjustment must be made on

governor test stand, since this adjustment
establishes the basis for fuel limit set-
tings.

1. Operate governor at low idle speed.

2. Loosen shutdown bushing locknut, Fig. 12-7,

and adjust shutdown bushing by turning the fuel
limit nut until there is 0.79 mm (1/32) "clearance
between the bottom of the shutdown bushing and
of the speed setting piston fulcrum assembly. Fig. 12-8 - Speed Setting Piston Stop Screw

12 - 9
Section 12

AIR PRESSURE SENSOR Pressured oil enters the sensor through the inlet check
ASSEMBLY valve, and is directed to the upper side of the sensor
piston and through the orifice pack restriction to the
DESCRIPTION under side of the sensor piston. The inlet check valve
prevents siphoning of the oil from the limiter housing
The purpose of the sensor assembly, Fig. 12-9, is to during shutdown periods.
adjust the fuel limiter and pilot valve rebalancer ar-
rangement in accordance with the absolute air pres- The bleed valve regulates the rate of oil flow from the
sure. The automatic positioning of these two controls area under the sensor piston to the sump as a function
is dependent upon engine air box pressure and atmos- of manifold air pressure. When the bleed valve by-
pheric pressure. passes a greater flow of oil from this area than is ad-
mitted through the orifice pack, the sensor piston
The pressure sensor is a force-balance device consist- moves downward. Conversely, reducing the bypass oil
ing of an inlet check valve, an orifice pack restriction, flow to less than that admitted causes the sensor piston
a piston and cam assembly, a restoring spring, a bleed to rise. When the inflow and outflow of oil are equal,
valve, an absolute pressure bellows arrangement, and a the piston remains stationary.
hydraulic amplifier.

Fig. 12-9 - Air Pressure Sensor Assembly Schematic

12 - 10
Section 12

The sensing element consists of two opposed, flexible, As the sensor piston and cam move downward in re-
metallic bellows. The upper bellows is evacuated, and sponse to a rise in air box pressure, the bellcrank ro-
the lower bellows senses air box r pressure. A spacer tates in a clockwise direction. This allows the floating
joins the bellows at the center wnile the outer end of lever pivot point, the left end of the lever, and in turn
each bellows is restrained to prevent movement. Air the hydraulic amplifier pilot valve plunger to rise.
box pressure acting internally on the sensing bellows When the pilot valve plunger rises above center, the
produces a force causing the spacer to move towards oil under the amplifier piston bleeds to sump through a
the evacuated bellows. The evacuated bellows pro- drilled passage in the center of the plunger. The pas-
vides an absolute reference, therefore the sensing bel- sage in the plunger restricts the rate of oil flow to
lows force is directly proportional to the absolute air sump and decreases the rate of movement of the am-
box pressure. Movement of the bellows spacer is plifier piston to minimize hunting. As the amplifier
transmitted through an output strap and a bleed valve piston moves downward, the left end of the fuel limit
pin to the bleed valve diaphragm. lever also moves downward. This lowers the shutdown
rod which in turn lowers the governor pilot valve
When the governor speed setting is advanced, the gov- plunger and increases engine fuel.
ernor power piston moves upward supplying additional
fuel. Since air box pressure lags engine acceleration, The sequence of events described above occurs in a
the fuel limiter cam and bellcrank initially remain sta- continuous and rapid sequence. Normal governor op-
tionary until air box pressure rises. As the governor eration is overridden during an acceleration transient
power piston moves upward increasing fuel, the fuel and engine fuel is scheduled as a function of air box
limit floating lever depresses the right end of the feed- pressure, regardless of governor speed setting. During
back lever on the hydraulic amplifier. This pushes the steady state operation, air box pressure is normally
amplifier pilot valve plunger below center, allowing greater than that at which fuel limiting occurs, and the
pressured oil to flow into the area under the amplifier sensor piston and cam will be positioned below the
piston, causing the piston to rise. As the piston rises, it effective limiting point.
lifts the fuel limit lever. When the fuel limit lever con-
tacts the fuel limit nut on the shutdown bushing it be- MAINTENANCE
gins lifting the shutdown rod to recenter the governor
pilot valve plunger. The upward movements of the fuel 1. Operate governor at idle speed.
limit and feedback levers continue until the left end of
the feedback lever raises far enough to recenter the 2. Connect air line to AIR PRESSURE TO LIM-
amplifier pilot valve plunger and stop the flow of oil to ITER fitting on governor.
the amplifier piston. At this point, the fuel limit lever
recenters the governor pilot valve plunger, stopping 3. Adjust air pressure to 36" Hg Abs.
the upward movement of the governor power piston.
Although the governor flyweights are in an underspeed NOTE: If test stand is equipped with an absolute pres-
condition at this time, the power piston remains sta- sure manometer, read inches of mercury ab-
tionary until air box pressure rises. solute directly from manometer. If test stand
is equipped with a mercury column and a ba-
As engine speed and load increases, air box pressure rometer, subtract barometric pressure from
begins to rise after a short time lag. The increase in air absolute pressures given in this instruction
box pressure produces an increase in the sensing bel- and establish pressure difference as inches of
lows force. The bellows force, causes the bleed valve mercury on the mercury column.
diphragm to move further off its seat. This allows a
greater flow of oil to the sump than is admitted 4. Loosen eccentric locking screw, Fig. 12-8, and
through the orifice pack. Governor oil pressure acting turn eccentric clockwise until sensor piston trav-
on the upper side of the sensor piston forces the piston els to the top of its stroke.
downward and further compresses the restoring spring.
The piston continues its downward movement until the 5. Measure and record the height of the fuel limiter
net increase in restoring spring force equals the bel- cam, Fig. 12-10, from a convenient reference
lows force. This restores the bellows and bleed valve surface.
diaphragm to their original positions. At this point, the
outflow of oil is again equal to the inflow and move-
ment of the piston is halted.

12 - 11
Section 12

Since the limiter floating lever has a movable fulcrum,

the fulcrum position is automatically varied to corre-
spond to air box pressure. This will adjust the limiter
action in proportion to the available air box pressure.

MAINTENANCE
1. With the governor operating at full speed, estab-
lish the absolute pressure to the sensor assembly
bellows specified in Table C l in the Service
Data at the end of the section.

2. Adjust test stand air valve linkage to position the

power piston at the rack length specified in Ta-
Fig. 12-10 -Fuel Limit Adjustments ble C 1.

6. Tighten eccentric locking screw slightly and turn 3. Loosen and back off the fuel limit locking nut
eccentric counterclockwise until fuel limit cam and the fuel limit nut to the top of shutdown
travels downward 2.36 mm ± 0.38 mm (3/32" ± bushing threads.
1/64"). Tighten locking screw.
4. Adjust fuel limit adjusting screw until fuel limit
7. Rapidly increase and decrease the air box pres- lever is in the horizontal position (determined
sure to the bellows. (This may be done by appli- visually).
cation of a vent valve between the mercury col-
umn and the governor air connection.) Observe 5. Adjust fuel limit nut until it just contacts the fuel
the limiter cam motion. This should follow the limit lever.
pressure changes closely. If the limiter cam does
not follow a decreasing air pressure, check the 6. Tighten fuel limit locking nut.
limiter oil supply filter and orifice stack for
plugging. 7. Back off fuel limit adjusting screw until fuel
limit lever loses contact with the fuel limit nut.
8. Adjust air pressure to 36" Hg Abs., and check 8. Adjust fuel limit adjusting screw until fuel
for fuel limit cam position obtained in Step 5. limit lever contacts limit nut and limiter reduces
speed 10 to 15 rpm.
FUEL LIMITER
9. Slowly adjust test stand air valve linkage to re-
DESCRIPTION duce governor speed by 100 rpm.

The purpose of the fuel limiter is to prevent supplying 10. Observe terminal shaft scale. Rack length must
fuel to the engine in excess of that which can be prop- be specific value of Table C1 +0.00" -0.02". If
erly consumed with the available air supply. rack length is not within specified tolerance, in-
spect fuel limiter amplifier piston for leakage.
In response to a demand for fuel, the governor pilot
valve is lowered to permit governor oil to raise the 11. Reduce absolute pressure to 42" Hg.
power piston. The power piston upon being raised will
also lift the fuel limit floating lever, Fig. 12-10. If suf- 12. Adjust test stand air valve linkage until full
ficient air is not available for proper combustion, the governor speed is obtained.
hydraulic amplifier piston, contacts the fuel limit lever
which will raise the shutdown bushing and governor 13. Very slowly adjust test stand air valve linkage to
power piston pilot valve. The governor oil port to the decrease rack length until 10 to 15 rpm speed
power piston will then be closed and the upward or reduction occurs.
increase fuel movement of the power piston will be
stopped. 14. Injector rack length must be as specified in Table
C2.

12 - 12
Section 12

If rack is not as specified, loosen fuel limit cam screw up until a drag is felt on the gauge as it is pulled
locking screw, Fig. 12-8, slightly, and tilt top of from under the block. Tighten locknut. 4. Check the
cam toward bellcrank to increase rack length, or above setting by reducing the absolute pressure on the
away from bellcrank to decrease rack length. sensor assembly bellows by 5" to 6" Hg and then re-
Tighten locking screw and repeat Steps 12 and establishing the pressure shown in Table B, as in Step
13.
2. Again using 0.001 "-0.002" feeler gauge under the
15. Repeat steps I through 14 until all conditions of rebalancer rocker arm block, check to see that the
Table C I and C2 are met. same drag is felt on the gauge as in Step 3.

SETTING REBALANCER ROCKER LOAD REGULATOR PILOT VALVE

ARM STOP SCREW AND ASSOCIATED LINKAGE
DESCRIPTION DESCRIPTION

The rebalancer rocker arm, Fig. 12-11, adjusts the load The load regulator pilot valve, Fig. 12-12, is a device
to the air available for combustion. The setting of the in the governor for controlling the oil to the vane mo-
rebalancer rocker arm stop screw determines the bal- tor of the load regulator. In addition to this, the load
anced injector rack position at the minimum air box control is also made dependent upon absolute air pres-
pressure required for full load. At air box pressures sure, since the rebalancer will vary the position of the
below that require for full load, the rebalancer rocker load control pilot valve in response to variations in
arm positions the pilot valve to limit the load in pro- engine air box and barometric pressures.
portion to the available air pressure.
The pilot valve linkage, Fig. 12-12, consists of the re-
balancer rocker arm, horizontal floating link, slotted
link, eccentric and clevis, the latter being threaded on
the pilot valve plunger.

The pilot valve in conjunction with the load regulator

requires the engine to assume a predetermined load for
each throttle position by controlling the loading of the
main generator through the battery field.

The action of the rebalancing linkage is such that the

lower set of predetermined load valves is established
when the air box pressure falls below the minimum
that has been established for full load operation.
Fig. 12-11 - Rebalancing Stop Screw Adjustment
Fig. 12-12 shows a partial governor section through
the pilot valve and associated parts. When engine out-
MAINTENANCE put is correct for a certain throttle position, the lands
of the pilot valve plunger close ports "B" and "C" in
It is recommended that the governor be placed on a the pilot valve bushing. In this plunger position no oil
suitable test stand to perform the following mainte- can flow through the ports to or from the load regula-
nance. tor vane motor. This position is the balanced position
of the pilot valve. As shown, lubricating oil under
1. Loosen the locknut and screw down the rebalancer pressure enters the valve at a point between the lands
rocker arm stop screw, Fig. 12-11, to ensure no inter- of the plunger and is trapped when the pilot valve is
ference during loading of the governor on the test balanced.
stand.
When the horsepower demand on the engine is greater
2. Operate governor at injector rack length, engine or less than the engine is adjusted to develop at a given
speed, and pressure as shown in Table B. 3. Using a
0.001"-0.002" feeler gauge under the rebalancer rocker
arm block, Fig. 12-11, run the

12 - 13
Section 12

1. Rebalancing Rocker Arm 6. Power Piston Tailrod 11. Pilot Valve Bushing
2. Overriding Solenoid 7. Pilot Valve Scale 12. Pilot Valve Plunger
3. Floating Link 8. Overriding Piston 13. Overriding Valve
4. Slotted Link 9. Power Piston Stop Screw 14. Speed Setting Piston Extension
5. Eccentric And Clevis 10. Power Piston

Fig. 12-12 - Load Regulator Pilot Valve, Schematic Diagram

throttle position, a change will be made in the position

of the governor power piston to meet the changed to the engine oil sump. As the load on the engine is
horsepower demand. Since the throttle position has not reduced, the power piston and pilot valve plunger
changed, the pilot valve plunger will either be raised move down to normal position. The pilot valve
or lowered through the movement of the power piston plunger again closes both ports "B" and "C."
and linkage. This action unbalances the pilot valve and The operation of the pilot valve for less than proper
the oil thus permitted to flow causes the load regulator load on the engine is opposite that given for an over-
to adjust the generator load to the desired engine out- load, again adjusting generator load to permit the en-
put. gine to assume its proper load for a certain throttle po-
If a more than proper load is placed on the engine, the sition.
piston will move upward to increase fuel. This action The rate of movement of the vane or brush holder of
raises the pilot valve plunger, Fig. 12-12, opening port the load regulator is automatically controlled by ori-
"B" with its upper land. Oil under pressure can then fices and slots in port "C," or lower port of the pilot
flow through port "B" to the vane motor of the load valve bushings, as oil from the load regulator must
regulator. This causes the load regulator movement to return through port "C" when oil to the load regulator
reduce main generator output. As the vane rotates it leaves through port "B" or when oil to regulator passes
pushes oil ahead of it through oil line port "C" of the through port "C." The slot and orifices in the pilot
pilot valve and then valve bushing lower port are designed to provide for a

12 - 14
Section 12

definite rate of load regulator movement. 4. Pilot valve scale pointer should be at MAXI-
MUM FIELD START position. If the pointer is
Normal action of the load regulator pilot valve, as pre-
viously described, can be nullified or overriden be en-
ergizing the overriding solenoid. This action raises the
pilot valve above the normal range of travel deter-
mined by the mechanical linkage, causing the load
regulator to move toward the minimum field position.
When the solenoid is deenergized the pilot valve and
load regulator position is again determined by the me-
chanical linkage. See "Overriding Solenoid."

MAINTENANCE
Is it recommended that the governor be placed on a
suitable test stand to perform the following mainte-
nance.

SETTING PILOT VALVE LINKAGE

PREPARATION

Before setting the pilot valve, the speeds, the air pres- Fig. 12-13 - Pilot Valve Linkage
sure sensor assembly, and the rebalancer rocker arm
stop screw must be correctly set as previously out- below the MAXIMUM FIELD START position,
lined. remove setting lock pin, Fig. 12-13, and turn
floating link adjusting screw to lengthen dimen-
Ensure that terminal shaft scale can travel from 1.96" sion "A." If above, dimension "A" should be
to .62". If not, loosen rack stop screw locknut and ad- shortened. On this correction, adjust dimension
just rack stop screw until full range of travel is ob- "A" I / 2 required, then return to the conditions
tained. to set "0" or balance as outlined under Step I.
5. Recheck the settings to conform to conditions
SETTING PROCEDURE given in Steps 1, 2, 3, and 4 to obtain the correct
adjustment for full speed conditions and idle
1. Operate the governor on the test stand at full speed conditions or readjust the linkage as out-
load rack length, engine speed, and pressure on lined until correct positions are obtained.
the sensor assembly 1"-2" Hg above that shown
in Table B in Service Data at end of section. 6. Install new setting lock pin.
2. Pointer on the test stand servo indicator should
be balanced at some point well away from either Once the pilot valve is properly set, it should not be
end of its travel with the settings as given in changed to correct engine output until all other condi-
Step 1. If not, loosen the eccentric clevis lock- tions are investigated.
screw, Fig. 12-13, and using a screwdriver, ad-
just the eccentric to bring the pilot valve to the OVERRIDING SOLENOID
balance position. Then tighten the clevis lock-
screw. The pointer of the pilot valve scale DESCRIPTION
should be at "0" with pilot valve balanced. If
necessary, relocate the scale to position the The overriding solenoid "O", Fig. 12-12, is employed
pointer at "0". on the governor to override normal action of the pilot
valve linkage and move the load regulator in the direc-
3. Operate the governor test stand to simulate idle tion of minimum field. The solenoid is energized by
engine speed, so that the terminal shaft pointer external circuits which may be determined by consult-
and the pressure on the sensor assembly are as ing the specific wiring diagram covering the particular
shown in Table B.

12 - 15
Section 12

governor application. When the overriding solenoid A time delay of approximately 50-60 seconds at idle
is energized, it moves a small cylindrical valve engine speed is provided before the alarm switch
downward, permitting governor accumulator oil pres- trips and the engine shuts down. This allows operat-
sure to flow under the overriding cylinder piston. ing pressures to be reached after starting engine, and
This piston moves up carrying the load regulator pilot to provide time to locate trouble spot in the event of
valve plunger with it. When the solenoid is de- malfunction. Repeated engine starting to locate cause
energized, a spring moves the pilot valve back to of shutdown should not be attempted. The time delay
normal position. is voided above third throttle, and shutdown will oc-
cur in approximately two seconds.
MAINTENANCE
Since oil pressure is the lowest at the rear of the en-
SOLENOID ADJUSTMENT gine, an oil line runs from this point to the shutdown
device in the governor.
1. With governor operating at IDLE speed, loosen
locknut on overriding solenoid and run the The shutdown device in the governor, Fig. 12-14,
screw down until the load control pilot valve consists of an oil failure diaphragm and plunger, time
moves up. delay accumulator, oil failure piston, ball valve, shut-
down rod, and an alarm switch.
2. Carefully back off the screw until pilot valve
starts down, then back off screw a full quarter Engine pressure oil is admitted to the left of the oil
turn more, and lock it. failure diaphragm. A spring also exerts pressure on
the left side of the diaphragm. Pressure oil from the
Improper adjustment of the overriding solenoid may governor speed setting piston pushes against the right
result in a loss of governor accumulator oil pressure. side of the oil failure diaphragm. The pressure of the
This is caused by the overriding solenoid adjusting oil from the speed setting piston varies with engine
screw being backed off too far, allowing its valve to speed. The highest pressure is at full engine speed
open the supply port, permitting governor oil pres- and the lowest is at idle engine speed. If engine oil
sure to be bypassed directly back to the governor oil pressure is reduced below a safe level, the speed set-
sump. ting piston oil pressure will become greater than en-
gine oil pressure and move the oil failure diaphragm
In cases where the engine dies in the lower throttle and plunger to the left. This permits governor oil
positions, the adjustment of the overriding solenoid pressure to move the shutdown plunger to the right,
should be one of the checks made. releasing the trapped oil above the speed setting pis-
ton allowing the piston to travel upward. When the
piston extension contacts and lifts the shutdown
LOW OIL PRESSURE SHUTDOWN bushing on the governor pilot valve shutdown rod,
resultant movement of other governor components
DESCRIPTION places the terminal shaft, injector control lever, and
the injector racks in a no fuel position and the engine
The low oil pressure shutdown device, Fig. 12-14, is will shut down.
an integral part of the governor. The device will re-
spond, by shutting the engine down, when a low oil When the shutdown plunger moves out, an alarm
condition is created. This can be caused by any of the switch is actuated and a colored band is visible on the
following: plunger indicating that the device has been tripped.
After being tripped, the plunger must be manually
1. A true system low oil pressure. reset to permit the governor to control engine opera-
tion. If conditions warrant the engine being shut-
2. A positive crankcase pressure or a low water down, the action will occur even though the plunger
supply which, through the low water and crank- were to be held in manually. When the oil failure pis-
case pressure detector, will relieve pressure ton moves to the right, it contacts the valve pin and
from the oil pressure line to the governor. unseats a ball valve releasing speed setting piston oil
pressure through the ball valve.
3. Overheated lube oil, which will also relieve oil
pressure from the line to the governor through The time delay feature of the device is controlled by
the hot oil detector. engine speed. When engine speed is below fourth
throttle position, governor pressure oil must pass
through a time delay device before reaching the oil

12 - 16
Section 12

Fig. 12-14 -- Low Oil Pressure Shutdown Device

failure piston. The time delay is brought about by the bearing on the triangular fulcrum plate of the gover-
governor oil passing through an intermittent flow ori- nor, opens the time delay bypass. When the bypass is
fice toward the top of the speed control rotating bush- open, governor oil goes directly to the oil failure pis-
ing. At each revolution of the bushing, a slot in the ton, and shutdown will occur in about two seconds.
bushing aligns with the oil line to the oil failure pis-
ton. The amount of oil discharge through the slot is MAINTENANCE
regulated by adjusting the port sleeve. The amount of
oil discharged determines the time required to admit SETTING TIME DELAY BYPASS
a sufficient amount of oil to move the accumulator
piston through its full travel and operate the oil fail- 1. Operate governor at throttle 2 position with normal
ure piston. When engine speed is above third throttle oil pressure to governor.
position, the speed solenoids

12 - 17
Section 12

2. Back off several turns on the bypass adjusting annual inspection with other governor work. However,
screw, Fig. 12-14, located in the triangular plate if the sensor assembly bellows operation does not fol-
between the "A," "C," and "D" solenoids. low air pressure changes

3. Open lube oil pressure bleed valve and close

lube oil pressure supply valve to drop oil pres-
sure to zero as rapidly as possible.

The shutdown plunger should not trip in less

than 30 seconds.

4. Turn the bypass adjusting screw in slightly, and

repeat steps 1 and 3 until the shutdown plunger
trips in 2 seconds or less, after the oil pressure is
rapidly dropped to zero.

5. Back out bypass adjusting screw 1/4 to 3/ 8 of a

turn.

6. Repeat step 3 for low idle, idle, and throttle 2

positions. Shutdown should not occur in less Fig. 12-15 -Oil Filter
than 30 seconds. closely, the filter should be checked for cleanliness. If
required, the filter may be cleaned by washing in sol-
7. Repeat step 3 for throttle 4 position. Shutdown vent.
must occur within 2 seconds.
FLUSHING GOVERNOR
SETTING TIME DELAY
Governor flushing is not recommended as a regular
1. Operate the governor at idle speed. maintenance item. Instead, the governor should be dis-
assembled and cleaned if operation is impaired due to
2. Open lube oil pressure bleed valve and close lube dirt or other foreign particles in the governor. In cases
oil pressure supply valve to drop the oil pressure to of necessity where the governor is suspected of being
zero as rapidly as possible. This should cause the shut- dirty and it would not be practical to remove the gov-
down plunger to trip within 50-60 seconds. ernor from the engine, it may be flushed on the engine
as follows:
3. If the time delay is not within the 50-60 second 1. The engine should be shut down and the drain
limit, adjust the time delay adjustment, Fig. 1214, lo- plug removed from the governor case, or pet-
cated under the "A" and "C" solenoids. Movement of cock opened. Close valve or replace plug and
the adjustment in the counterclockwise direction in- add two pints of filtered kerosene to governor
creases the time delay. and start engine. Using the injector control lever,
vary the speed of the engine from 400 to 500
OIL FILTER RPM, for about five minutes. Shut the engine
down and drain kerosene from governor. Repeat
DESCRIPTION this operation several times until the kerosene
drained from the governor appears clean.
The oil filter, Fig. 12-15, is used on the governor to 2. Add two pints of recommended oil to the gover-
protect the servo bellows assembly screen and orifice nor and repeat the above procedure and drain.
stack. The filter is contained in a housing that is This will remove any kerosene trapped in the
mounted on the side plate. governor.

MAINTENANCE 3. Fill the governor with recommended oil to the

proper level and start the engine. Adjust the
governor compensation as previously described.
The design of this filter is such that under normal ser-
The oil level should then be checked and oil
vice it is expected to stay in service without cleaning
added, if necessary.
or other attention. Maintenance may be done at the

12 - 18
Section 12

GOVERNOR OIL SUPPLY

With the engine at idle speed, the governor oil should
be maintained at proper level in the sight glass. The
vent at the top of the sight glass must be open to en-
sure correct readings. Governor oil specification is
listed on Service Data page.

GOVERNOR STORAGE
When a governor is to be stored, governor oil should
be drained. If the governor has been operating with
oil that meets specifications, no further treatment is
necessary. If governor oil does not meet the recom-
mended specifications, drain and fill with the recom-
mended oil and, if possible operate the governor for
several minutes, then again drain the oil.

The recommended oil should be used when the gov-

ernor is returned to service.
Fig. 12-16 - Governor Drive Application
GOVERNOR DRIVE ASSEMBLY
overhaul or reconditioning. At this time or when con-
DESCRIPTION ditions warrant, the governor drive assembly
should be removed and parts inspected and checked.
The governor drive assembly, Fig. 12-16, is mounted After removal of the governor, the governor drive
at the front of the engine on the accessory drive cover assembly can be easily removed. A mounting dowel
adjacent to the water pumps. The governor is correctly positions the governor drive housing on the
mounted on the housing and driven through the 90° accessory drive cover.
bevel gear drive. The serrated end of the drive shaft
is mated into a drive plate on the governor drive gear After the governor drive assembly has been removed
in the accessory gear train. Lubrication of the gover- and disassembled, visually inspect the bushing bores
nor drive bearings is provided through drilled pas- and thrust faces for flaking, imbedded dirt, chipping,
sages in the drive housing. or scoring. Bushings that are chipped or flaked or
have large quantities of imbedded dirt should be re-
A cover having a removable plug, is provided on the placed with new bushings. Check oil passages in the
housing so that a tachometer adapter, Fig. 12-16, can housing to be sure they are free of restrictions. In-
be inserted in the drive shaft end. The adapter end is spect bevel gears for nicks, pitting, or visible wear on
inserted into a reamed hole in the end of the governor the loaded tooth faces. Nicks, burrs, or any high spots
drive shaft and has a friction fit. should be stoned out or the gears replaced. If it is
necessary to replace a gear, it is recommended that
MAINTENANCE both gears be replaced as a set. Check individual
parts and assembly to be sure dimensions are within
The governor drive assembly normally does not re- limits given in Service Data.
quire servicing except at the time of general engine

12 - 19
Section 12

SERVICE DATA
GOVERNOR

PGR GOVERNOR SETTING

AND ADJUSTMENT TABLES
SPEED SETTINGS -- TABLE A

Speed Solenoid
Adjustment Throttle
Adjust (RPM) Energized
Sequence Position
Eng. Gov. A B C D
STOP
14 C LOW IDLE 255±4 278±4 "
5 A IDLE 318±4 347±4 * *
1 318±4 347±4
2 388±15 423±15 *
3 497±15 542±15 *
3 B 4 570±4 621±4 * *
5 566±15 714±15 * * *
1 FULCRUM 6 730±4 796±4 * * * *
NUT
7 829±15 904±15 * *
2 D 8 904±4 985±4 * * *
+If governor is being adjusted on a locomotive without a low idle panel, place
throttle to position 2 and adjust "C" solenoid to obtain throttle 2 engine RPM.

NOTE: Governor PRM is provided for use with test stands calibrated in
governor speeds instead of engine speeds.

PILOT VALVE
TABLE B

Throttle Injector Rack Pilot Valve Air Pressure H g Abs.

Governor
Position Length In. Position mm In.
8 .83 Balance 1460 57.5
8483536
Idle 1.75 Max. Fld. Atmospheric Atmospheric
8 .87 Balance 1575 62.0
9322619
Idle 1.75 Max. Fld. Atmospheric Atmospheric

12 - 20
Section 12

FUEL LIMITER
TABLE C1

Absolute Limiting Point

Throttle Pressure
Governor Engine Speed
Position
mm Hg In. Hg In.
8483536 8 904±4 1460 57.5 .75
9322619 8 904±4 1575 62.0 .79

TABLE C2

8483536 8 904±4 1067 42.0 .96±.02

9322619 8 904±4 1067 42.0 1.02±.02

SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:

1. New limits are those to which new parts are manufactured. (Drawing tolerances.)

2. Minimum, maximum, and tolerance measurements are provided as service limits. At time of rebuild or any time un-
scheduled maintenance is performed, the service limits should not be exceeded. Engine components within these limits
may be reused with the assurance that they will perform satisfactorily until the next scheduled overhaul.

GOVERNOR DRIVE ASSEMBLY

Bushing bore diameter (as assemblied in housing) - Max. .......... 47.739 mm (1.8795")
Distance between bushing thrust faces - Min. .................. 47.42 mm (1.867")
Diameter of drive shaft journal - Min. . . . . . . . . . . . . . . . . . . . . 47.536 mm (1.8715")
Governor drive shaft thrust face to shoulder - Max. ............... 47.73 mm (1.879")
Driven gear thrust face to shoulder - Max. . . . . 47.78 mm (1.881 ")
Diameter of driven shaft journal - Min. . . . . . . . . . . . . . . . . . . . 47.536 mm (1.8715")
Bevel gear backlash - Max. ............................. 0.33 mm (.013")
Thrust clearance ......................... Limit is governed by gear backlash

EQUIPMENT LIST
Part No.
Hand tachometer (Mechanical) . . . . . . . . . . . . . . . . . . . . . . . . . .. . . 8107967
Controller adapter (use with 8227463 and 8469431) ..................... 8210156
Tachometer drive adapter . . . . . . . . . . . . . . . . . . .. . 8210556
Rotary shaft bearing remover-installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8225658
Rotary shaft oil seal driving rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8225659
Rotary shaft oil seal remover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8225660
Engine speed controller (use with 8210156 and 8469431) .................. 8227463
Solenoid adjustment wrench (PGR) ........................... .. 8343447
Governor adapter (use with 8210156 and 8227463) ...................... 8469431
Hand tachometer (Digital) ..................,,,,,,,,,,,,,,,.. 9319424

MATERIAL SPECIFICATIONS
Governor oil ........................................ M.1. 1764

12 - 21