Woodward Governor: Presented By: Saraswati Je/Dsl/Goc

WOODWARD GOVERNOR
Presented by:
SARASWATI
JE/DSL/GOC
TYPES OF GOVERNOR
GE GOV (ELECTRICAL)
WW GOV (HYDRAULIC)
MCBG GOV (MICROPROCESSOR

CONTROLLED)
COMPARISON
WW GOV GE GOV
 Senses RPM Mechanically  Senses RPM electrically
 Notch wise fixed Fuel (475 mA)
Schedule  No notch wise fixed fuel
 Booster Pressure biased fuel

schedule (quicker
acceleration)
limiting
 No BP biased fuel limiting
 In built LOPS
 LOPS does not exist in GOV
 Hyd pump inbuilt
 Hyd pump outside
 Power reduction during wheel
 No such facility exists
slip, transition etc. (optional)
DESCRIPTION
 Regulates engine speed
 It senses engine rpm mechanically from cam
gear through a set of gear
 Electro-hydraulic speed setting mechanism for
remote control of engine speed
DESCRIPTION
Mechanical-hydraulic load control device for
automatic regulation of engine load to maintain a
specific power output at each speed setting.
Single acting spring return hydraulic power
servo has a reciprocating or linear output.
The governor usually has both a servomotor
and a rheostat as an integral part of the governor to
adjust the generator exciter rheostat.
GOVERNOR VIEW
GOVERNOR VIEW
FUNCTIONS
To start the DSL engine and bringing to idle speed
during cranking.
To effect the engine speed changes according to TH
duly controlling the fuel supply and the engine.
To Maintains a constant engine speed for a particular
notch regardless of load.
To Prevents the overloading of DSL engine through
LCR and engine bogging down is avoided.
Limit the fuel during acceleration, retardation and
low booster pressure
FUNCTIONS
Normal shut down of the DSL engine is done by the Gov.
through STOP or MUSD switches.
Brings the engine to shut down during abnormal conditions
such as low lube oil pressure, engine over speed, low water, etc
and protects the engine from damages.
Brings the engine to idle during power grounds, hot engine,
train partings, reduction in vacuum, emergency brake
applications, etc for safety of the engine and the train.
Acts as an agent to match the generator demand with the
engine capability.
WHY TO CONTROL ENGINE RPM
At a specific load, there is a specific

RPM for highest efficiency
Efficiency
S
F
C
RPM
RPM
LOAD EFFECT
N= CONST
N1 N2
S Efficiency
F
C
BHP
BHP
Causes of RPM variation
 Load variation
Traction
Load
GEN Crank shaft AUX EXPR
Rad Fan
LOAD CONFIGURATION
Sources of Load Variation
 Traction Load
 Expressor Load
 Radiator Fan Load

How to correct?
 Increases/decreases of Fuel
supply
 Load correction through LCR
WHAT IS LOCOMOTIVE GOVERNING
RPM SENSING (WW)
WW GOV
NYLON GEAR
CAM GEAR
BEVEL
GOV BASE GEARS
ENGINE
SPEED SETTING
This section consists of a speed setting piston, a
speed setting pilot valve plunger housed within a
rotating bushing, four speed setting solenoids, a
triangular plate, and restoring linkage mechanism.
Three of the four speed setting solenoids A, B
and C actuate the speed setting pilot valve plunger by
controlling the movement of the triangular plate which
rests on top of the floating lever attached to the
plunger.
SPEED SETTING
The fourth solenoid D controls the position of the
rotating bushing with respect to the plunger. Energizing the
AV, BV and CV solenoids, singly or in various combinations,
depresses the triangular plate a predetermined distance.
Energising the DV solenoid pushes the rotating bushing
downward and opens the control port to drain oil from the
speed setting cylinder and thus decrease the speed setting.
Advancing or retarding the throttle control from one step to
the next energises or de-energises the solenoids in various
combinations to increase or decrease engine speeds in
approximately equal increments.
SPEED SETTING
In the arrangement all solenoids are de-
energised at IDLE and first notch. Energizing
AV increases speed by one increment, BV
adds four increments, CV adds two
increments and DV reduces speed two
increments when used in combination with
AV, BV and CV. When the throttle is moved to
the STOP position, solenoid DV only is
energised.
SPEED SETTING SECTION
SPEED SETTING INCREASE
SPEED SETTING DECREASE
SPEED SETTING
THROTTLE SOLENOIDS ENERGIZED SPEED (RPM) ADJ (SEQ)
POSITION A B C D GOVERNOR ENGINE
----------------------------------------------------
STOP * 0 0
IDLE 430 ±4 400 C (5)
1 430 ±4 400
2 * 522 ±15 485
3 * 613 ±15 571
4 * * 708 ±4 657 B (4)
5 * * * 798 ±15 743
6 * * * * 890 ±4 829 base nut(1)
7 * * 962 ±4 914 A (3)
8 * * * 1074 ±4 1000 D (2)
-----------------------------------------------------
ELECTRICAL CONNECTOR
INTEGRAL VANE SERVO & LCR
ASSY
Normal Shutdown
Under normal operating conditions, the engine is
shut down by keeping MUSD switch in STOP position or
pressing STOP button.
This energizes the DV solenoid pushing the
rotating bushing down and opening the control port to
drain the oil from the speed setting cylinder.
The speed setting piston then moves up lifting the
shutdown nuts and shutdown rod in the process.
This lifts the governor pilot valveplunger, draining
oil from the buffer compensation system and allowing
the power piston to move down to the shutdown (no
fuel) position.
HYD CIRCUIT
LUBE OIL PRESSURE SHUTDOWN AND ALARM
Engine oil pressure is directed to the oil pressure

diaphragm. The shutdown valve plunger is connected to
the diaphragm which has three forces acting on it. Load
spring and engine oil pressures act to move it to the
right while governor speed setting servo oil pressure
acts to move it to the left. Normally, load spring and
engine oil pressures hold the diaphragm and shutdown
valve plunger to the right, permitting oil to the left of the
shutdown piston to drain to sump.
LOW OIL PRESSURE SHUT DOWN
Load Control Section
In most governor applications, the primary
function of the governor is to automatically maintain a
specific engine speed under varying load conditions by
controlling the fuel flow to go to the engine. With the
locomotive governor, a secondary function is included
to maintain a constant engine power output at each
specific speed setting. Thus, for each throttle setting,
there is both a constant engine speed and a
predetermined rate of fuel flow required.
Load Control Section
Control of engine-load is achieved by

regulating engine speed and fuel setting. This
is done by adjusting the generator field
excitation current through the use of a vane
servo controlled variable resistance in the
generator field circuit. The vane servo is
controlled by the load control pilot valve and
related linkage in the governor.
LOAD CONTROL SEC
OVERRIDING SECTION
ORS ACTIVATED
LOPS IN ACTION
FUEL LIMITING SECTION
Items to be Checked
1. Ensure oil level is sufficient in spy glass.

2. Check the condition of Amphenol plug.
3. Ensure no oil leakages.
4. Ensure proper fitment of lube oil pipe line.
5. Ensure proper fitment of booster air pipe line.
6. Ensure proper fitment of governor linkage along with
cotter pins.
7. Ensure LLOB is in set position.
8. Ensure the Physical condition of LCR.
ANY QUESTIONS
?
Sectioned view
HYD CIRCUIT
BASIC GOVERNING

Woodward Governor: Presented By: Saraswati Je/Dsl/Goc

Uploaded by

Copyright:

Available Formats

Woodward Governor: Presented By: Saraswati Je/Dsl/Goc

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Woodward Governor: Presented By: Saraswati Je/Dsl/Goc

Uploaded by

Copyright:

Available Formats

WOODWARD GOVERNOR

MCBG GOV (MICROPROCESSOR

 Booster Pressure biased fuel

At a specific load, there is a specific

 Radiator Fan Load

Engine oil pressure is directed to the oil pressure

Control of engine-load is achieved by

1. Ensure oil level is sufficient in spy glass.

You might also like