&+-4x

160LL6

WOODWARD
0R

EGB-2C GOVERNOR/ACTUATOR

WOODWARD GOVERNOR COMPANY

37709L
 Read this entire manual and all other publications pertaining to the work to be performed before installing,
operating, or servicing this equipment. Practice all plant and safety instructions and precautions. Failure
to follow instructions can cause personal injury and/or property damage.

The engine, turbine, or other type of prime mover should be equipped with an overspeed (overtemperature,
or overpressure, where applicable) shutdown device(s), that operates totally independent of the prime
: mover control device(s) to protect against runaway or damage to the engine, turbine, or other type of
prime mover with possible personal injury or loss of life should the mechanical-hydraulic governor(s) or
electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the
controlled device(s) fail.

The letter designation following the manual number is changed to the next letter in alphabetical order
when an important revision is made to the manual.

I TEXT CHANGES ARE INDICATED BY A BLACK LINE ALONGSIDE THE TEXT

Woodward Governor Company reserves the right to update any portion of this publication at any time. Information provided by
Woodward Governor Company is believed to be correct and reliable. However, no responsibility is assumed by Woodward
Governor Company for. its use unless otherwise expressly undertaken.
,

@ Woodward Governor Company, 1964

All Rights Reserved
c~oODWARL)

T.ABLE OF CONTENTS

EG GOVERNORS . . . . . . . . . . . . . . . . . . . . . . 1 EG-A Control Box ....................... * 9

EG ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . 1 EG-M Control Box ...................... . 9
EGB-2C GOVERNOR/ACTUATOR ..... . . . . 2 Electric Control Box ....................... . 9
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 EG-A Control Box ....................... . 9
Special Auxiliaries .................. . . . 3 EG-M Control Box with Load Signal Box . . 9
Speed Adjusting Motor ............ . . . . 3 EG-M Control Box Without Load
Spring Driven Ballhead ............ . . . . 3 Signal Box ............................ . 9
Shutdown Device ................. . . . . 3 Running the Engine Under Control of the
Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Electric Governor for the First Time .... 10
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 EG-A Control Box ....................... 11
Electric Governor ................. . . . . 3 EG-M Control Box with Load Signal Box . 12
Mechanical Governor ............. . . . . 4 OPERATI NG ADJUSTMENTS .............. 13
Installation ......................... . . . . 6 MAINTENANCE ............................ 13
Oil Supply .......................... . . . . 6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
A D J U S T M E N T S ...................... . . . . 6 Troubleshooting .......................... 13
Starting the Engine for the First Time. . . . . 6 EG Control Box ........................... 15
EG-A Control Box ................. . . . . 6 Hydraulic Governor/Actuator .............. 15
EG-M Control Box ................ . . . . 6 A C T U A T O R D I S A S S E M B L Y ................. 15
Mechanical Governor Needle Valve ACTUATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . 17
Adjustment ..................... ... . 8 Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Speed Droop Adjustment ............ ... . 8 PART LIST AND EXPLODED VIEW .......... 20
Electrical Checks ................... ... . 9 Parts Replacement ........................ 20

LIST OF ILLUSTRATIONS

FlGURE TITLE PAGE

EGB-2C Governor/Actuator .............. 2

Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
EG-A Control ............................ 8
EG-M Control ........................... 8
Load Signal Box ......................... 8
Governor Needle Valve . . . . . . . . . . . . . . . . . . . 9
Actuator Needle Valve ................... 10
Obtaining Rocking Motion in
Power Pistons ......................... 17
9 Raising Power Pistons ................... 18
10 Dropping Power Pistons. ................ 18
11 Setting up Rocking Motion in Power
Piston Assembly ....................... 18
12 Removing Play in Power Piston
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
13 Port Opening, Pilot Valve Plunger Down . . 19
14 Port Opening, Pilot Valve Plunger Up ..... 19
15 EGB-2C Parts .......................... 22
16 Outline Drawing ........................ 23
 EGB-2C GOVERNOR/ACTUATOR
l

EG GOVERNORS EG ACTUATORS
T h e g o v e r n o r s i n c l u d e d i n t h e Woodward E G Two basic types of EG hydraulic actuators are
series are of the electric type. They are designed available. One type has incorporated within it a
to control the speed of diesel, gas, and dual fuel conventional centrifugal speed sensing flyweight
engines or steam and industrial-commercial gas head assembly which provides control during
turbines driving alternators, dc generators, pumps, starting, and permits the actuator to serve as a
compressors, or paper mill machinery. “back-up” governor in case the electrical signal is
interrupted. The other type of actuator does not
T h e E G g o v e r n o r c a n b e o p e r a t e d a s a n iso- include a centrifugal flyweight head assembly;
chronous governor or as a speed droop governor. such units require that the engine or turbine be
As an isochronous governor installed on an engine controlled manually or by other means during
or turbine operating alone, it will maintain a starting.
constant speed for all loads within the capacity of
the engine or turbine except momentarily at the Actuators without the centrifugal head assembly
time a load change occurs. Paralleled with other have a stalled work capacity of 4.5, IO, or 20 foot-
EG governors on units driving alternators, it will p o u n d s . A c t u a t o r s w i t h t h e c e n t r i f u g a l -head
render proportional load division with isochronous assembly are available with stalled work capacities
control. Paralleled with dissimilar governors or of 1.7, 2.5, 10, 35, or 50 foot-pounds. This manual
with an infinite bus (i.e., commercial power), the describes the EGB-2C governor/actuator. Separate
EG governor can be operated as a conventional manuals describe the EG control boxes and other
speed droop governor, and the load carried by the types of hydraulic actuators.
engine or turbine will be a function of governor
speed setting and speed droop setting. The EGB-2C governer/actuator work output is
transmitted through a serrated terminal shaft
The EG governor consists essentially of three extending from both sides of the case.
separate assemblies: a control box, a speed
adjusting potentiometer, and a hydraulic actuator. See the illustration below for maximum work outpL It
Depending upon the control box and the type of f o r t h e E G B - 2 C g o v e r n o r / a c t u a t o r anId
service in which it is used, a load signal box and a recommended terminal shaft travel.
resistor box may also be required. The resistor
FULL
box, if needed, can be obtained from the Woodward ,GOVERNOR T R A V E L ,
Governor Company or supplied by others.

The output signal of the EG control box serves as

the input signal to the EG hydraulic actuator; the
actuator in turn controls the flow of energy
medium to the engine or turbine.

The flexibility of the EG governor system makes it

adaptable to many special as well as standard A _ OVERTRAVEL TO INSURE PRlME MOVER STOPS A R E
REACHEO
arrangements. We will be glad to offer our
S - NO LOAD TO FULL LOAD TRAVEL - NORMALLY 2/3 OF
recommendations for the operating scheme you FULL GOVERNOR TRAVEL IS RECOMMENDED
propose. C _ TRAVEL REOUIRED TO ACCELERATE THE PRIME MOVER

D - TRAVEL REOUIRED TO DECELERATE OR SHUT DOWN

PRIME MOVER
As is the case with any governor of any type, the
engine should be equipped with a separate MAXIMUM WORK CAPACITY OVER FULL GOVERNOR TRAVEL
3.1
OF 3 2 I S _ FT-LBS. S E E A B O V E F O R RECOM-
overspeed device to prevent runaway in the event MENDED GOVERNOR OUTPUT TRAVEL. IN SPECIAL
APPLICATIONS MIN AND MAX PRIME MOVER STOPS MAY BE
of any failure which may render the governor OUTSIDE THE GOVERNOR STOPS.
inoperative.

1
 WOODWARI)

EGB-2C GOVERNOR/ACTUATOR
GENERAL
The EGB-2C has a centrifugal head assembly to
control the engine or turbine during starting; also,
it will limit maximum engine or turbine speed if the
control box signal is interrupted or if it fails in
such a fashion as to call for maximum fuel.
Used with the EG control box, the EGB-2C
provides, in effect, two governors in one: an
electric governor and a mechanical governor,
each independently capable of positioning the
terminal (output) shaft. During normal operation,
the electric governor controls fuel to the engine or
turbine. The actuator is adjusted so that, if the
electric control signal is interrupted, the actuator
moves the fuel linkage to maximum fuel. When the
speed reaches the level for which the mechanical
governor is set - always a level higher than that
for which the actuator is set - the mechanical
governor assumes and maintains control of the
engine. Speed can then be reduced if desired, by
Figure 1. EGB-2C Governor/Actuator
lowering the speed setting on the mechanical
governor. (Should the control box fail in such a
The mechanical governor section of the EGB-2C
way as to emit a continuous signal calling for a
has three operating adjustments:
decrease in fuel, the unit would shut down.)
The essential element of the actuator is an 1. Speed setting, an external adjustment used to
electromechanical transducer which directs set the speed at which the mechanical
pressure oil to and from the power piston which governor will control;
actuates the fuel or steam control mechanism. The
transducer consists of a polarized solenoid to 2. Speed droop, an internal adjustment used to
which is attached the pilot valve plunger controlling permit parallel operation of units controlled
oil flow to and from the power piston. The by the mechanical governor;
solenoid responds to the push-pull output of the
3. Needle valve, an external adjustment used to
electronic control box and, in so doing, moves the
stabilize the mechanical governor.
pilot-valve plunger up or down. Through con-
necting linkage, the power piston moves the Once set, these adjustments do not usually require
terminal (output) shaft of the actuator. The engine further adjustment.
or turbine fuel linkage attaches to the actuator
terminal shaft. The EGB-2C uses oil from the engine lubricating
While strict linearity of terminal-shaft travel versus system or from a separate sump (not furnished by
load is not required, the linkage should be arranged the Woodward Governor Company). It does not
to give the same degree of linearity afforded have a self-contained sump.
conventional speed-sensing governors to obtain
EGB-2C actuators are available with the terminal
optimum steady-state and transient performance.
shaft extending from either or both sides of the
The actuator section of the EGB-2C requires two actuator case. The actuators can be furnished with
internal adjustments at the time it is tested and the speed adjusting shaft (for the mechanical
has one external adjustment, the needle valve governor section) extending on either side.
used to match the operation of the actuator to the However, most units use a speed adjusting screw
operating characteristics of the engine (or turbine) in the top cover and omit the speed-adjusting shaft
and load being controlled. entirely.

2
-WOODWAR~)

SPECIAL AlJXlLIARlES The drive shaft can be rotated in either direction

without making any changes in or to the
Speed Adjusting Motor governor/actuator.
The EGB-2C actuator can be fitted with a speed
adjusting motor. This motor permits changing the OPERATION
speed setting of the mechanical governor from a
remote point. The speed-adjusting motor would be The schematic arrangement of the EGB-2C is
used only if the actuator section were inoperative. shown in Figure 2 with parts in relative positions
It would be used to match the frequency of an assumed during normal operation. Oil enters the
alternator with that of other units or a system EGB-2C through either of the two inlet holes in the
before synchronizing or to change load distribution side of the base (see Figure 11). The oil passes
after synchronizing. from the suction to the pressure side of the pump.
After filling the oil passages, the pump builds up
The speed-adjusting motor used is of the split- the oil pressure. When the pressure is great
field, series-wound, reversible type. It is available enough to overcome the relief-valve spring force
in all standard voltages. and push the relief-valve plunger back to uncover
the bypass hole, the oil recirculates through the
A manual speed-adjusting knob with a friction
pump.
clutch assembly is included on units fitted with a
speed-adjusting motor. Were the pump rotated in the opposite direction
from that shown in Figure 2, the open check valves
Spring Driven Ballhead would be closed and the closed check valves
would be open.
A spring-driven flyweight head is available to filter
undesirable torsional vibrations transmitted from The loading piston positions the terminal shaft.
the engine drive to the centrifugal speed-sensing Constant oil pressure is applied to the upperside
flyweight head. of the loading piston always tending to move it in
the “decrease fuel” direction. Either the mechanical
Shutdown Device governor power piston or the actuator power
piston can move the loading piston in the “increase
A separate electrical signal can be introduced into
fuel” direction since the effective area on which
the hydraulic actuator circuit to cause the unit to
the control oil pressure acts is greater on the
shutdown. This electric signal can be actuated by
power piston than on the loading piston.
any of a number of remote signals (e.g., low lube-
oil pressure). Write to the Woodward Governor
Company for instructions on how to add the Electric Governor
shutdown signal to your particular system.
Consider first the actuator operation when the
DRIVE electric governor is controlling (the normal mode
of operation). At such time the mechanical governor
Since the EGB-2C has a centrifugal speed-sensing power piston is at top of its stroke (for reasons to
flyweight head, the actuator drive shaft must be be discussed later).
driven directly by the engine. The drive from the
engine should be designed to rotate the drive shaft The actuator pilot-valve plunger controls the flow
in the range of 2400 rpm to 4000 rpm at normal of oil to and from its power piston. The pilot-valve
speed. The EGB-2C requires l/2 H.P. to drive it at plunger is connected to an armature magnet which
3600 rpm under normal operating conditions. is spring-suspended in the field of a two-coil
polarized solenoid. The output signal from the EG
The drive to the governor/actuator must be smooth. control box is applied to polarized coil, and
A rough, irregular drive imparts false speed change produces a force, proportional to the current in the
signals to the flyweight head which then attempts coil, which moves the armature magnet - and
to correct for these “changes”. The result is a pilot-valve plunger - up or down. The pilot-valve
continual vibration of the terminal shaft and engine plunger is lowered by the control box signal
fuel linkage when operating under control of the resulting from a decrease in speed or an increase
mechanical governor. in speed setting of the control box; it is raised by

3
#OODWAR

the signal resulting from an increase in speed or a

decrease in speed setting. The centering springs As the pressures above and below the com-
return the armature magnet and pilot-valve plunger pensation land become equal, the buffer springs
to their steady-state, centered positions when the return the buffer piston to its normal, central
position.
electric control signal returns to its on-speed
voltage value.
If the pilot-valve plunger is raised, the oil under the
power piston is opened to sump and the constant
With the pilot-valve plunger “centered” (i.e., the
pressure above the loading piston moves it down
control land exactly covering the control port in
and forces the power piston down. This movement
the pilot-valve bushing), no oil flows to or from the
reduces the fuel to meet the new requirement.
power piston. If the pilot-valve plunger is lowered,
Again, differential pressure is produced across the
pressure oil flows to the power piston and moves
buffer piston and across the compensation land of
it up; the power piston carries the loading piston
the pilot-valve plunger, causing the plunger to
up and moves the terminal shaft in the “increase
recenter and keep the pilot-valve ports closed
fuel” direction. The oil in the outer annulus above
while speed decreases to normal.
the power piston is forced out into the passage
leading to the buffer piston and to the lower side The centering springs of the standard actuator are
of the compensation land on the pilot valve. The set so that the actuator pilot-valve plunger is
buffer piston moves to the left, as viewed in Figure moved below its centered position if the electric
2, partially relieving the compression of the right- control signal is interrupted. In such an event, the
hand buffer spring and increasing the compression actuator power piston moves up and positions the
of the left-hand buffer spring. The force of the ieft- terminal shaft at the maximum-fuel position. It
hand buffer spring tending to resist this movement should be noted that, should the EG control box
results in a slightly higher oil pressure on the right fail in such a way as to emit a continuous signal
side of the buffer piston than on the left. The calling for a decrease in fuel, the actuator will
pressure on the right side of the buffer piston is move the fuel linkage to the “fuel off” position.
transmitted to the underside of the compensation (Upon special request, the centering springs can
land of the pilot-valve plunger; the pressure on the be adjusted so that the power piston moves the
left side of the buffer piston is the same as the fuel linkage to the “fuel off” position if the electric
pressure on the upperside of the compensation signal is lost.)
land. The difference in pressures on the two sides
of the compensation land produces a force which
acts to push the pilot-valve plunger back to its Mechanical Governor
centered position.
The mechanical governor pilot-valve plunger
When the terminal shaft has been rotated far controls the flow of oil to its power piston. If the
enough to satisfy the new fuel requirement, the plunger is centered, no oil flows through the pilot
force of the pressure differential on the com- valve and the power piston is stationary. The
pensation land is just enough to balance the force greater of two opposing forces moves the pilot-
produced by the control box signal which lowered valve plunger: the speeder spring force tends to
the pilot-valve plunger, hence the pilot-valve push it down; the centrifugal force developed by
plunger recenters although the engine speed is not the rotating flyweights is translated into an upward
yet back to normal. The power piston and terminal force which attempts to raise the plunger. With the
shaft movement is thereby stopped. pilot valve centered, there is but one speed at
which the centrifugal force of the flyweights is
The continued increase of speed to normal results equal and opposite to the speeder spring force.
in a continued decrease in downward force of the
pilot-valve plunger as the control box signal returns With the speed setting of the mechanical governor
to its on-speed voltage value. Leakage of oil set slightly higher than that of the actuator, the
through the needle valve orifice equalizes the centrifugal force of the rotating flyweights is not
pressures above and below the compensation land sufficient to lift the pilot-valve plunger to its
at a rate proportional to the return of the engine centered position. Consequently, with the actuator
speed to normal. Because the reduction in control controlling, pressure oil is continually directed to
box signal and the equalization of pressures above the underside of the mechanical governor power
and below the compensation land occur at the piston to hold it up against its stop. It is for this
same rate, the pilot-valve plunger remains centered. reason that the power piston of the mechanical

4
c)(y~~D~~~r)

governor is Up against its stop when the electric When the terminal shaft has been rotated far
governor is controlling. enough to satisfy the new fuel requirement, the
force of the pressure differential on the com-
Consider now the actuator operation when, for any pensation land plus the centrifugal force of the
reason, the electric control signal to the actuator is rotating flyweights will have recentered the pilot-
interrupted. As explained in the previous section, valve plunger, even though engine speed is not yet
completely back to normal. The power piston -
the centering springs of the actuator are set to
and terminal shaft - movement is thereby stopped.
move its pilot-valve plunger below the centered
position when the control signal is lost. This The continued increase of speed to normal results
causes the actuator power piston to move up and in continued increase in the centrifugal force
remain at its maximum-fuel position.
developed by the rotating flyweights. However,
this increase of speed to normal does not cause
Initially, this positions the terminal shaft at the the flyweights to lift the pilot-valve plunger above
maximum-fuel position and engine speed increases center because the leakage of oil through the
until it is greater than the speed setting of the needle valve orifice equalizes the pressure above
mechanical governor. The mechanical governor and below the compensation land at a rate
power piston then moves down (details of operation proportional to the return of the engine speed to
explained below) and the terminal shaft is moved normal. Consequently, as the centrifugal force
in the direction to decrease fuel so that the engine increases, the compensating force decreases.
runs at the speed setting of the mechanical
governor. With the pressures above and below the com-
pensation land equalized, the buffer springs return
the buffer piston to its normal, central position.
With the unit running on-speed with the mechanical
governor controlling, the pilot-valve plunger is
Were the engine load decreased, the resultant
centered. If a load is added to the engine, the
increase in governor speed would cause the
engine and governor speeds decrease. The pilot-
flyweights to move outward and raise the pilot-
valve plunger is lowered by the speeder spring
valve plunger. With the pilot-valve plunger raised,
force which is now greater than the centrifugal
the area to the left of the buffer piston would be
force of the flyweights. Pressure oil flows to the
connected to sump. The loading piston, continually
buffer piston and moves it towards the power
being urged downward by oil pressure from the
piston. The oil displaced by the buffer piston
governor pump, would move down and force the
forces the power piston upward; the loading piston
mechanical governor power piston down. This
is raised, and the terminal shaft rotated in the
movement would reduce the fuel to meet the new
direction to provide the additional fuel needed for
requirement. Again, differential pressure across
the new load.
the compensation land would assist in recentering
the pilot-valve plunger, and keep the pilot-valve
ports closed while speed decreases to normal.
The movement of the buffer piston towards the
power piston partially relieves the compression of The speed at which the mechanical governor
the left-hand buffer spring and increases the controls the engine is determined by the loading
compression of the right-hand buffer spring. The or compression of the speeder spring which
force of the right-hand buffer spring tending to opposes the centrifugal force of the flyweights.
resist this movement results in a slightly higher oil The standard EGB-2C has a speed-adjusting screw
pressure on the left side of the buffer piston than in the top cover.
on the right. The pressure on the left of the buffer
piston is transmitted to the underside of the Speed droop is used in mechanical governors to
compensation land of the pilot-valve plunger; the automatically divide and balance load between
pressure on the right of the buffer piston is fed to engines or turbines driving the same shaft or
the upperside of the compensation land. The paralleled in an electrical system. (Speed droop is
difference in pressures on the two sides of t h e defined as the decrease in governor speed as its
compensation land produces a force which acts to output connection to the engine fuel linkage
push the pilot-valve plunger back to its centered moves from its extreme minimum to extreme
position. maximum positions).

5
 WOODWARI)

member in the linkage, it must not yield each time

Speed droop is incorporated in the EGB-2C through the actuator moves the linkage rapidly.
linkage which varies the loading on the speeder
spring as a function of the power-piston position.
The change in speeder spring force for a given OIL SUPPLY
movement of the power piston is determined by
the position of the adjustable pin in the linkage A 3/8 inch O.D. tubing oil line must be connected
between the power piston and speeder spring. If from the oil supply to either of the two l/8 inch
the pin is on the same centerline as the speed pipe tapped inlet holes of the actuator (see Figure
droop lever pivot arm, there is no change in 11). A minimum of 5 psi oil pressure is required at
speeder spring force as the power piston moves the actuator end of the line. If a separate sump is
and the mechanical governor responds as an used (rather than engine lubricating oil), the lift
isochronous (constant speed) control. The further head should not exceed 12 inches and a foot valve
the adjustable pin is moved away from the pivot should be used.
arm centerline, the greater is the change in
compression of the speeder spring for a given Oil from the engine lube system can be used in the
power-piston movement. actuator. If this oil is used, a 2 gpm, 20 micron
filter should be installed in the oil supply line.
With the actuator section operating under control
of the electric governor, the speed droop feature ADJUSTMENTS
is, in effect, inoperative. This is due to the fact that
during such operation the mechanical governor STARTING THE ENGINE FOR THE FIRST
power piston remains in the same position for all TIME
engine or turbine loads (except possibly momen- Before starting the prime mover for the first time,
tarily during transients). Thus the speed droop disconnect the input terminals indicated below:
linkage does not alter the speeder spring com-
pression when the electric governor is controlling. EG-A Control Box
1. Disconnect terminals 1 through 10 at the
INSTALLATION control box (Figure 3).
Particular care must be taken to mount the governor EG-M Control Box
actuator squarely with the engine linkage and in 1. Disconnect terminals 1 through 10 at the
line with the drive to the governor actuator. Place control box (Figure 4).
gasket between the base of the actuator and the
2. Disconnect terminals 1, 2, and 3 at the load
base mounting pad. Allow for unrestricted flow of
signal box, if used (Figure 5).
oil draining through the drive shaft bore and
annulus within the base mounting pilot (see Be sure to mark the wires so that they can be
Figure 11). Adjust the fuel linkage to use at least correctly reconnected later. Fasten the discon-
2/3 travel of the actuator terminal shaft from the nected wires to a spare terminal block for
no-load to full-load fuel positions. later electrical checks, or, if a spare terminal
, . block is not available, separate and tape the
wires to a wooden board or a piece of
cardboard.
,
Do not use the physical minimum stop
of actuator terminal shaft to align fuel
linkage since minimum-fuel position may
not be reached when operating. Use the TO PROTECT AGAINST POSSIBLE PER-
terminal-shaft pointer as reference for SONAL INJURY, LOSS OF LIFE, and/or
the actuator’s terminal-shaft minimum PROPERTY DAMAGE WHEN STARTING
position. the engine, turbine, or other type of
prime mover, BE PREPARED TO MAKE
The splined drive shaft must fit into the drive with AN EMERGENCY SHUTDOWN to protect
a free, slip fit; no tightness is permitted. The against runaway or overspeed should
actuator must drop onto the mounting pad of its the mechanical-hydraulic governor(s), or
own weight without any force being applied. electric control(s), the actuator(s), fuel
control(s), the driving mechanism(s), the
The engine linkage must be free of binding but linkage(s), or the controlled device(s)
without excessive backlash. If there is a collapsible fail.

6
 SPEED C.OJ”STlNG SPEED DROOP BRACKET CENTER,
SCREW (MOVE -TO SPRING
INCRE*SE DROOP, SOLENOIO CO,‘
ADJUSTABLE PIN
/
(INTEGRAL WITH SPEED DROOP BAA

SPEED DROGP ?TO ELECTRIC

3 CONTAOL BOX
LEVER PIVOT ARM (FIXED PIVOT)

PfSTON
-COMPENSATION
NEEDLE “ALYE LAN0
I
CGMPEN$ATI

PlLGT VALVE
SI IIAFT

Lil ,T “ILVE
NGER

PILOT VALVE
BUSHING
(ROTATING)
CONTROL LAN0
CONTROL
\NO
SPRING (2, PlSTON PlLOT VALVE
BUSHING

I c,H (ROTATING)
I IDLER GEAR
RELIEF VALVE I
PLUNGER I

RELIEF YILVE
UYP
SPRlNG
E (RED,

GGYERNOR INTERMEDIATE
OIL PRESSURE (BLUE)
I __ .__-- ^.. .,No
e
! ;PEN CHECK YALVE TRAPPt” “IL
GOVERNORPO WER
CYLlNOER OIL PRESSURE (GREEN)

SUMP OIL PRESSURE (GRANGE)

MECHANICAL ELECTRIC
GOVERNOR SECTION ACTUATOR SECTION SUPPLY OIL (BROWN)

Figure 2. Schematic
 Figure 3. EG-A Control
Figure 5. Load Signal Box

Start the engine following engine manufacturer’s

instructions. The mechanical governor section of
MECHANICAL GOVERNOR NEEDLE VALVE
the EGB-2C will control speed at the level set by
ADJUSTMENT
the speed adjusting screw. Turn the screw counter-
When starting the engine for the first time, it is
clockwise, when viewed from above, to decrease
necessary to eliminate any air which may be
the speed setting. When shipped from the factory,
trapped in the actuator oil passages. This can be
the speed adjusting screw is set for a speed
done in the following manner:
approximately 4 l/2% above rated speed at no
load. (The usual factory droop setting of 3% will
Open the needle valve of the mechanical governor
reduce the speed to approximately 1 l/2% above
section (see Figure 6) until the unit hunts or
rated speed at full travel of mechanical governor
surges. After a half-minute, gradually close the
power piston.) With the speed adjusting screw at
needle valve until the engine speed just settles out.
this setting during normal operation (i.e., with the
Closing the needle valve farther than necessary
electric governor controlling), the mechanical
will make the governor slow to return to normal
governor power piston will be held in its maximum-
speed after a load change. The needle valve
fuel position.
should never be closed tight.

Test the action by manually disturbing the speed

of the unit. The unit should promptly return to its
original steady-state speed with only a small
overshoot or undershoot.

SPEED DROOP ADJUSTMENT

The governor is set with approximately 3% droop

when shipped from the factory. When the actuator
section is controlling the engine, the speed droop
adjustment has no effect on operation and should
be left as factory set. When, for some reason the
mechanical governor section is controlling the
engine, the speed droop setting can be adjusted, if
necessary, to suit the operating requirements.
Note that the governor should never be set at
Figure 4. EG-M Control “z e r o ” droop unless the unit is maintaining
frequency of paralleled alternators or is operating When the indicated readings are obtained, the unit
as a single, isolated unit. Not more than one unit in may be shut down and the wires are again
a system of paralleled alternators with engines connected to the terminal blocks.
controlled by mechanical governors can be
operated on “zero” droop.
-1
J ..- . ELECTRIC CONTROL BOX

Before restarting the engine, recheck to be sure

that all electrical connections to the control box,
the load signal box (if used), and the actuator are
made in accordance with the wiring diagram
furnished for the installation. Then set the control
box adjustments as follows:

EG-A Control Box

AMPLlFlER GAIN ADJUSTMENT - Turn to
extreme counterclockwise position.
STABILITY ADJUSTMENT - Turn to extreme
clockwise position.
DROOP ADJUSTMENT - Set in mid position.

LOAD PULSE ADJUSTMENT - (if the box is

equipped with this adjustment) - turn to
MECHANICAL GOVERNOR
NEEDLE VALVE extreme counterclockwise position; then turn
clockwise l/4 turn.
Figure 6. Governor Needle Valve
LOAD GAIN ADJUSTMENT - Set in mid
ELECTRlCAL CHECKS position.

With the unit running without load and at approxi-

mately normal speed under control of mechanical EG-M Control Box with Load Signal Box
governor, make these electrical checks before
AMPLIFIER GAIN ADJUSTMENT - Turn to
reconnecting wires to terminals 1, 2, and 3 of the
extreme counterclockwise position.
control box and (if used) the load signal box:
STABILITY ADJUSTMENT - Turn to extreme
EG-A Control Box clockwise position.
1. The voltage between the wires normally
conected to terminals 1 and 2, 2 and 3, Load Signal Box
and 1 and 3 should be approximately
120, 208, or 240 volts as marked on the DROOP ADJUSTMENT - Set in mid position.
control box nameplate. LOAD PULSE ADJUSTMENT - Turn to
extreme counterclockwise position; then turn
2. There should be no voltage at no-load clockwise l/4 turn.
between the wires to terminals 5 and 6, 7
LOAD GAIN ADJUSTMENT - Set in mid
and 8, and 9 and 10 of the control box.
position.
EG-M Control Box
EG-M Control Box Without Load Signal Box
AC POWER SUPPLY
A M P L I F IER
GAIN ADJUSTMENT - Turn to
extreme counterclockwise position.
SINGLE PHASE
1. The voltage between wires to terminals 1 STABILITY ADJUSTMENT - Turn to extreme
and 2 should be 120 volts. clockwise position.

9
WOODWARI)

5 on the EG-M control box will be useful in judging

RUNNING THE ENGINE UNDER CONTROL the effect of the adjustments. .
OF THE ELECTRIC GOVERNOR FOR THE
FIRST TIME
Proceed in this manner:
With the electric control box adjusted as outlined A. If the unit is stable:
above and before starting the engine, set the 1. Turn the AMPLIFIER GAIN a d j u s t m e n t
electric actuator needle valve (Figure 7) l/8 turn clockwise until the unit begins to hunt,
open. N O W turn the .STAB/L/TY a d j u s t m e n t
counterclockwise to stabilize the unit.
(,,,,,,I
If the unit cannot be stabilized by turning
STABILITY adjustment, reset the
TO PROTECT AGAINST POSSIBLE PER- STABILITY adjustment to its maximum
SONAL INJURY, LOSS OF LIFE, and/or clockwise position, and turn the
PROPERTY DAMAGE WHEN STARTING AMPLlFlER GA/N adjustment counter-
the engine, turbine, or other type of clockwise until the unit becomes stable.
prime mover, BE PREPARED TO MAKE
AN EMERGENCY SHUTDOWN to protect Reset the speed-setting potentiometer to
against runaway or overspeed should obtain rated speed.
the mechanical-hydraulic governor(s), or When the unit is stable, disturb the
electric control(s), the actuator(s), fuel system by changing the load on the
control(s), the driving mechanism(s), the engine, by making a quick speed-setting’
linkage(s), or the controlled device(s) change, or by moving the engine fuel
fail. racks or control valve. Observe the speed
change.
Set the speed-setting potentiometer for the electric
governor at maximum-speed position (i.e., full 2. Now open the electric actuator needle
clockwise). Start the engine in accordance with valve in l/8 turn increments until the
the engine manufacturer’s instructions. The unit again begins to hunt. Next turn the
mechanical governor will control speed during STABlLITY adjustment to achieve
starting. stability.
If the speed settles at a value lower than the
mechanical governor setting, turn the speed-setting
potentiometer counterclockwise. If the speed
increases, shut the engine down and interchange
the wires to terminals 13 and 15 of the EG-A
control box or to terminals 6 and 8 of the EG-M
control box. Again set speed potentiometer at
maximum-speed position.
Now use the speed-setting potentiometer to
decrease the electric governor speed setting. When
the speed setting is less than that of the mechanical
governor, the electric governor will assume control
of the engine. Turn the speed-setting potentiometer
control knob counterclockwise to reduce engine
speed to normal.
Further adjustments of the control box should now
be made. The objective of this procedure is to set
the AMPLIFIER GA/N adjustment as far in the
clockwise direction as possible while at the same
time opening the electric actuator needle valve as
ELECTRIC ACTUATOR
far as possible. A recording frequency meter is a NEEDLE VALVE
valuable aid in judging the effect of the various
adjustments. If a recording frequency meter is not Figure 7. Actuator Needle Valve
available, a voltmeter across terminals 17 and 18
on an EG-A control box or across terminals 4 and

10
 If the unit will not settle down, reset the The AMPLIFIER GAIN, STABILITY, and electric
STABILITY adjustment to its maximum actuator needle valve should not require further
clockwise position and close the electric adjustment.
actuator needle valve l/8 turn. Use
STABILITY adjustment (if necessary) to Additional checks should be made as listed below
stabilize unit. on units equipped with an EG-A control box or an
EG-M control box with a load signal box:
Repeat the process of opening the
electric actuator needle valve until a EG-A Control Box
slight hunt develops and then turning
the STABlLlTY adjustment to stop the Insert a dc voltmeter into the test jacks on the
hunting until no further improvement in control box. (The red jack is positive.) The voltmeter
transient response can be achieved. (As should have a minimum rating of 10,000 ohms per
noted previously, use of a recording volt. Load the unit as near to 100% as possible.
frequency meter is recommended when The phase loading should be balanced within 10%.
making these adjustments.) Do not open At 100% load, the load voltage should be adjustable
the needle more than 1 l/2 to 2 turns. from ~0.5 to 6 volts and at 50% load it should be
adjustable to 3 volts, etc. If polarity is reversed but
Typical final settings are: AMPLlFlER the voltage amplitude is correct, each of the three
GA/N mid position to maximum clock- pairs of current inputs at the control box terminals
wise: S T A B I L I T Y mid position to 5 and 6, 7 and 8, and 9 and 10 must be reversed.
maximum clockwise; needle valve 3/4 to This will give the correct polarity. For prop& load
1 turn open. sharing, EG-A control boxes to be paralleled must
be set at the same voltage at the same percentage
of full load based on 6 volts at full load.
B. If the unit is unstable:
(,.,,,I
1. Close the needle valve until the unit
becomes stable. Don’t disconnect any wires at the resistor
box. The current transformer can develop
a. When the unit becomes stable, dangerously high voltage when open-
follow the adjustment procedure circuited.
outlined in “A” above.
If the above voltages cannot be obtained, check
b. If the unit does not become stable, the phase relationships. Proceed in this manner:
the cause of the problem likely lies
outside of the control box and 1. Disconnect the load-signal resistor leads at
actuator. the control box, terminals 5 through 10.
(Observe the warning note above).
Make sure that:
2. Set the LOAD GAIN adjustment on the control
- the linkage is arranged to use to maximum clockwise position.
at least 60% of the available
output of the actuator; 3. If there is a LOAD PULSE adjustment on the
- the linkage is not sloppy or control box, set it fully counterclockwise.
binding:
- the oil supply to the governor/ 4. Load the unit to rated load or as much load
actuator is not filled with air as is available. The load must be at a power
bubbles; factor greater than 0.9. The loads on all
- the unit voltage regulator is phases must be equal within 5%.
functioning properly;
- the voltage supply is correct; 5. Measure the ac voltage across the load
- the speed signal supplied to resistors at the control box end of the leads.
an EG-M control box is correct. These voltages must be equal within lo%,
and at 100% load should be from 0.75 volt to

11
 WOODWARD

a little over 2 volts. These voltages are 14. The load gain will now be adjustable from
directly proportional to the phase loads. For +0.5 to 6 volts or more at full load and the
example, at 50% load the range will be half as proper setting may now be made.
much. The load must be kept constant during
the phase-checking procedure. EG-M Control Box with Load Signal Box

6 Touch the pair of wires from one of the load Insert a dc voltmeter into the test jacks on the load
resistors to terminals 7 and 8 on the control signal box. (The red jack is positive.) The voltmeter
box and observe the dc voltage at the test used should have a rating of 10,000 ohms per volt.
jacks. If the polarity is reversed, reverse the Load the unit as near to 100% load as possible.
wires and observe voltage. The phase loading should be balanced within 10%.
At 100% load, the load voltage should be adjustable
7. Repeat Step 6 with the pairs of wires from from zero to 9 volts and at 50% load, it should be
each of the other load resistors; observe the adjustable to 4.5 volts, etc. If polarity is reversed,
dc voltage at the test jacks. but the voltage amplitude is correct, each of the
three pairs of current inputs at the control box
8. Of the three load resistors, one will yield a dc terminals 5 and 6. 7 and 8, and 9 and 10 must be
voltage larger than the other two. Connect reversed. This will give the correct polarity.
this resistor to terminals 7 and 8 permanently.
For proper load sharing, EG-M load signal boxes
The correct polarity must be maintained.
to be paralleled must be set at the same voltage at
the same percentage of full load based on 9 volts
9. Touch the wires from a second load resistor
at full load.
to terminals 5 and 6 and then to 9 and 10.
Connect these wires to the terminals that NOTE
yield the highest dc voltage.
When paralleling a unit equipped with
10. Connect the remaining two wires to the an EG-A control box to a unit having an
remaining terminals to give the maximum dc EG-M control and load signal box, the
voltage across the test jacks. load voltage on the EG-A control box is
set at a value based on 6 volts at full
11. The LOAD GA/N should now be adjustable load while load voltage on the load
from F 0.5 to 6 volts or more at full load. If it signal box used with the EG-M control
is, proceed to Step 14; if it is not proceed with box is set at a value based on 9 volts at
Step 12. full load.

12. In Step 9, the difference in voltage between

touching the resistor leads to terminals 5 and
6 and 9 and 10 is always small. Because of
this small difference, the pairs of wires to Don’t disconnect any wires at the resistor
terminals 5 and 6 and 9 and 10 may be box. The current transformer can develop
connected to the wrong terminals. If they are a dangerously high voltage when open-
not connected correctly, the voltages in Step circuited.
11 cannot be obtained.
If the above voltages cannot be obtained, check
R e t u r n t h e L O A D GA/N adjustment to the phase relationships. Proceed in this manner:
maximum and the procedure outlined in the
next step will correct the wiring. 1. Disconnect the load-signal resistor leads at
the load signal box, terminals 5 through 10.
13. Reconnect the wires from terminals 9 and 10 (Observe warning note above).
to terminals 5 and 6; reconnect the wires from
terminals 5 and 6 to terminals 9 and 10. In 2. Set the LOAD GA/N adjustment on the load
each case the connections should be made to signal box to maximum clockwise position.
give the maximum dc voltage across the test
jacks. 3. If there is a LOAD PULSE adjustment on the
load signal box, set it fully counterclockwise.

12
 4. Load the unit to rated load or as much load The DROOP adjustment is used when the unit is
as is available. The load must be at a power paralleled with an infinite bus or with dissimilar
factor greater than 0.9. The loads on all units. The D R O O P switch (see Plant Wiring
phases must be equal within 5%. Diagram or typical wiring diagram shown in an EG
control box manual) must be in the correct position
5. Measure the ac voltage across the load to complete the droop circuit in the control box.
resistors at the load signal box end of the When operating in parallel, turn the S P E E D
leads. These voltages must be equal within SETTlNG adjustment clockwise (increase speed
lo%, and at 100% load should be from 0.75 direction) to increase the load on the unit. Turning
volt to a little over 2 volts. These voltages are the DROOP adjustment clockwise increases droop,
directly proportional to the phase loads. For thereby improving paralleled stability.
example, at 50% load the range will be half as
much. The load must be kept constant during
the phase-checking procedure. MAINTENANCE
6. Touch the pair of wires from one of the load GENERAL
resistors to terminals 5 and 6 on the load
signal box and observe the dc voltage at the When requesting information concerning governor
test jacks. If the polarity is reversed, reverse operation and maintenance, or when ordering
the wires and observe voltage. parts, it is essential that the following information
be included:
7. With the same pair of wires, repeat Step 6 on
terminals7and8andon9andlO.
1. Serial number of the control box and actuator.
8. Of the three pairs of terminals, one pair will
yield a larger dc voltage than the other two. 2. Manual number.
Connect the wires to this pair.
3. Part reference number and name or des-
9. Touch the pair of wires from a second load cription of part.
resistor to each of the two pairs of terminals
remaining. Connect to the pair yielding the TROUBLESHOOTlNG
largest dc voltage.
Governor faults are usually revealed in speed
10. Connect the remaining two wires to the variations of the engine, but it does not mean that
remaining terminals to give the maximum dc all such speed variations indicate governor faults.
voltage across the test jacks. Therefore, when improper speed variations appear,
the following procedure should be carried out:
11. The load gain will now be adjustable from
zero to at least 9 volts at full load and the
1. Check the load to be sure that the speed
proper setting may now be made.
changes observed are not the transient result
of continuing load changes.
OPERATING ADJUSTMENTS
2. On a diesel or gas engine, check engine
The LOAD GAIN, AMPLIFIER GAIN, and operation to be sure that all cylinders are
STABlLlTY settings should not require adjustments firing properly, and that the injectors or spark
other than these made during initial start-up. plugs are in good operating condition.

The LOAD PULSE adjustment can usually be left 3. See that the operating linkage between the
at the setting made before the unit was started. actuator and engine or turbine is free from
This adjustment controls the load pulse decay binding or lost motion.
time, and can be used to improve transient
performance. It is necessary to use a recorder to 4. Check the voltage regulator to be sure it is
establish the optimum setting of this adjustment. It functioning properly. If these checks do not
can be set only after the LOAD GA/N adjustment reveal the cause of the speed variation, the
has been made. cause may be in the governor.

13
 WOODWARI)

5. With the unit set for isochronous operation b. If the voltage cannot be
and governing at normal speed, check the adjusted to the value specified,
voltage input to the actuator. This may be the control box may be defec-
checked at terminals 17 and 18 of the EG-A tive. See the applicable control
control box or terminals 4 and 5 of the EG-M box manual for further elec-
control box. The dc voltage reading should: trical checks or replace the
entire box.
A. Be between +0.9 and +0.7 or -0.7 and -
0.9 volt.
B. Not fluctuate more than ~0.25 volt.
(1) If the voltage is within this range,
proceed to Step 56 below. (1) If it does not, proceed to Step 6
below.
(2) If the voltage is not within this
range, remove screw (part 8, Figure (2) If it does, reset the AMPLlflER
10) in the actuator cover. Insert a GA/N and STABlLlTY adjustments
l/8 inch hex wrench into the null as outlined in the EG Control Box
section under the section entitled
voltage (part 57, Figure 10) and
“Running the Engine Under Control
turn it slowly to adjust the voltage
across terminals 17 and 18 of the of the Electric Governor for the
EG-A control box or terminals 4 First Time”.
and 5 of the EG-M control box to
be between +0.75 and +0.4 volt. a. When the fluctuations are
within the range specified,
proceed to Step 6 below.
NOTE
b. If the fluctuations cannot be
Positive meter lead must be connected reduced to the range given,
to t e r m i n a l 18 of the E G-A box or the control box may be ’
terminal 4 of t h e EG-M box if the defective. See the applicable
governor is of the type adjusted to go to control box manual for further
maximum fuel when the electric signal electrical checks or replace
to the actuator is interrupted. Turn null the entire box.
voltage screw (57) counterclockwise -
when viewed from above - to decrease
voltage. 6. If with droop switch set in the normal or
isochronous position, the trouble is reflected
(If the governor is of the type which by a change in unit steady-state speed as
is adjusted to shut down the engine load is changed, take two dc voltage readings
when the electric signal to the (across terminals 17 and 18 of an EG-A
actuator is interrupted, the positive control box or terminals 4 and 5 of an EG-M
meter lead should be connected to control box) under different load conditions.
terminal 17 of the EG-A box or
terminal 5 of the EG-M box. In this
case adjust the voltage across A. If the voltage is the same at each of
terminals 17 and 18 to be between these readings, the control box may be
+0.4 and +0.75 volt. Turn null voltage defective. See the applicable control box
screws (57) clockwise - when manual for further electrical checks or
viewed from above - to decrease replace the entire box.
voltage.)

a. When the voltage has been B. If the voltage readings differ by more
adjusted as directed, go to than 0.2 Vdc, the trouble lies within the
Step 58 below. actuator. Replace or repair the actuator.

14
cWOODWARS)

EG CONTROL BOX will ruin this part. Polish the plunger with a fine
hard stone using a speed lathe and holding the
Properly installed, the EG control box should have stone across lands of equal diameter. Do not break
little if any trouble. The use of conservatively rated the sharp corners of the control land.
components, most of which are sealed in an
encapsulated package, assures long life for this If a solvent is used to clean the parts, it must be a
assembly. Should trouble develop within the control type which does not damage oil seals or gaskets.
box, the simplest, cheapest, easiest, and quickest Solvents must be thoroughly removed from the
remedy is to replace the encapsulated unit, or, in parts before reassembly, to avoid contaminating
rare instances the chassis assembly. the oil supply.

HYDRAULIC GOVERNOR/ACTUATOR The procedure for disassembly of the actuator

follows.
The source of most trouble in any hydraulic
actuator or governor stems from dirty oil. Grit and
other impurities can be introduced into the governor
with the oil, or form when the oil begins to break ACTUATOR DISASSEMBLY
down (oxidize) or become sludgy. The moving
parts within the governor are continually lubricated It is suggested that the best mechanic available
by the oil within the governor. Thus, grit and other (preferably one experienced with small parts
impurities will cause excessive wear of valves, assembly) be permanently assigned to all governor
pistons, and plungers, and can cause these parts repair work. Cleanliness of tools and work space is
to stick and even “freeze” in their bores. essential. A work bench, vise, arbor press, speed
lathe, air line, and containers for cleaning solvents
It is virtually impossible to recenter the armature should be provided if possible. The usual small
magnet - and hence, pilot-valve plunger - without hand tools are required, and a few special
the use of special equipment. Unless such Woodward tools are desirable if sub-assemblies
equipment is available, we do not recommend that are to be disassembled.
any attempt be made to service the electric
actuator section of the EGB-2C. Those having a The numbers in parentheses in the following steps
governor test stand can likely adapt their stand for refer to the identification numbers shown in Figure
testing and setting the EGB-2C including the 10.
electric actuator section.
1. Remove screws (1) and wahsers (2). Lift off
Write to the Woodward Governor Company for
cover (9) and gasket (10).
complete information regarding the test stand
adaptation and new auxiliary test equipment
needed. We also will supply, at that time, the 2. Remove screws (92) to free connector (93).
necessary instructions for properly centering the
armature magnet. The mechanical governor section 3. Remove cotter pin (38) and pin (39).
of the EGB-2C can be overhauled if necessary. It
should be understood that, unless the special test 4. Remove screw (30), washers (31) and (32),
equipment referred to above is available, the and speed droop-bracket (33).
objective of such an overhaul should be to restore
the mechanical governor to first class condition,
5. Remove screws (84) from right hand and left
and that the EGB-2C will be operated as a
hand dial plates (82) and (91). Remove snap
mechanical governor.
rings (85) and pointers (83) and (90). Remove
felt washers (81) and oil seals (80) from each
Much of the repair work consists of cleaning and
‘end of terminal shaft.
polishing of the governor parts. All pistons,
plungers, valves and rods should move freely
without binding or catching. 6. Remove snap rings (73) and speed droop
lever pivot pins (74) with O-rings (75) from
Be extremely careful when polishing the pilot- each side of the case. Lift out speed droop
valve plunger lands; broken corners on the land lever (35).

15
WOODWARD

15. Remove snap ring (22). Lift off flyweight head

assembly consisting of items 20, 21, 23, and
Do not perform Steps 6 through 8 unless 24. Disassemble flyweight head assembly by
necessary to replace parts in the electric first removing retaining ring (20).
actuator section. If necesssary, get
instructions for resetting transducer 16. Remove snap ring (25). Lift out pilot-valve
before disassembling. plunger (106); the compensating bushing (26)
will come out with the pilot-valve plunger.
7 Insert a 3/32 inch Allen wrench through the
hole in the null voltage screw (57) and 17. Remove pin (115), washer (116) [optional],
unscrew the centering screw socket head and pin (114). Lift out link (41).
(55) to release it from the electric actuator
section pilot-valve plunger (129). 18. Drive out roll pin (27). Punch a hole in one of
the two Welch plugs (65) and extract the
8. Remove screws (51) and washers (32). Lift off Welch plug. Now, using a soft (brass) rod and
the transducer bracket (53) with the null hammer, drive the speed adjusting shaft (66)
voltage screw (57) intact. in the direction to drive out the other Welch
plug (65) out of the case. Remove the shaft
9. Lift out the coil cover assembly (58). The (66).
socket head screw (55) and washer (56) will
come out with the coil cover assembly if they 19. Turn the case upside down and remove the
were not removed in Step 6. base screws (125) and washers (124). Remove
base (122).
10. Remove screw (36). Put in a plain No. 10
washer over the threaded end of the taper
screw (37) and turn a No. lo-32 nut onto the
thread. Continued turning of the nut will Be careful that none of the gears or
“break” the taper pin loose so it can be other parts are pulled from the case and
removed. fall when the base is taken off.

11. Remove snap ring (68) and take out terminal Remove O-ring (118) and base seal ring
shaft (78). (If necessary, remove burr around (108).
taper pin hole in terminal shaft.)
20. Remove servo seal oil tube (140), O-ring
12. Remove pins (15), (28) and (14). Lift out (141), and spring washer (139). Remove
floating lever (29). relief-valve parts (131, 132, 133, and 134).

13. Separate the speeder spring (142) from the 21. Remove the electric actuator pilot-valve
spring seat (18) by tilting the spring in the bushing and gear (130).
direction of the open end of the bottom coil
while at the same time “unscrewing” the Remove the idler gear (111).
spring from the seat. Remove the speeder
spring assembly (142). Remove the mechanical governor pilot-valve
bushing and gear (107).
NOTE
22. Remove snap ring (127) to disassemble the
Use special wrench - Woodward tool 370109 components within the electric actuator pilot-
- to hold spring seat (78) while loosening valve bushing (items 128 and 129).
spring.
23. Remove nut (121). The pivot (120) and linkage
14. While holding the spring collar (18) (use return piston (119) can now be taken out of
special wrench Woodward tool 370109), loosen the case.
and remove nut (17). Remove spring collar Remove piston assembly (117) and servo pin
(18) and thrust bearing (19). (46).

16
 cW~~~~~~T)

24. Remove cotter pin (46) and pin (47). Remove Assemble servo piston assembly (117), servo
pivot link (49). Lift free end of floating lever pin (48), and linkage return piston (119). Slip
(45) and turn it and power piston (136) to a the pivot (120) into place and start the nut
position so that pin (135) can be driven out (121) onto the threaded end of pivot link.
with a small brass rod. Discard snap ring (50).
Remove power piston (136) Lay the governor case on its side. Lift up on
Remove servo sleeve (137). the floating lever (45) to raise the servo
pistons (117 and 136) to the upper end of
25. Remove snap ring (98) to gain access to the their strokes. While holding the floating lever
buffer parts (items 94, 95, 96, and 97). up, thread the stop nut (121) onto the pivot
link (49).
26. Remove snap ring (104) to gain access to
buffer parts (99, 101, 102, and 103). 2. Remove all play in the piston linkage assembly
according to the following instructions:
27. Remove the needle valves (76) and O-rings
(77). a. First tighten elastic nut (121) until a
rocking motion is obtained when pushing
28. Discard old gaskets, O-rings, cotter pins, and alternately on pistons (136) and (117) in
snap rings. a teeter-totter motion. See Figure 8.

ACTUATOR ASSEMBLY

When assembling the parts into the governor, be

sure that no lint (from wiping rags) or other
foreign matter is present on the parts. The governor
may be assembled dry. When replacing pipe plugs
removed from the governor case, use a good joint EN ELASTIC NUT (121)

compound on the threads of the plug - NOT IN

THE HOLE. After the governor is assembled but
before replacing the cover, apply a liberal amount
KING MOTION
of clean lubricating oil over all the moving parts to E TWO
STCNS (136) AND (117)
ensure initial lubrication.

In general, the assembly procedure is the reverse

of the disassembly sequence. All pistons and
plungers must move freely without dragging or Figure 8. Obtaining Rocking Motion in Power
binding. Particular attention must be given to Pistons
these areas during assembly:
b. Apply pressure on elastic nut (121) with
index finger and raise both pistons (136)
1. Assemble O-ring (138) on servo sleeve (137) and (117) with inside hand. See Figure
and insert into governor case (86). Assemble 9. Remove inside hand quickly to allow
power piston (136) from bottom of case. Lay piston linkage assembly to drop sharply
snap ring (50) in counterbore in floating lever in order to remove all stickiness and
(45) and assemble into slotted end of power insure proper seating. See Figure 10.
piston. Using a brass rod, drive pin (135) into Repeat this step three or four times.
power piston and lever, tapered end first,
until snap ring (50) contracts into groove in
pin (135). NOTE
Make sure the piston linkage assembly
Attach pivot link (49) to floating lever using is hanging free and is not hanging up
pin (47) and cotter pin (46). anywhere inside the actuator case.

17
WOODWARD

above. See Figure 11. Each time this

RAISE BOTH PISTONS step is repeated, turn elastic nut (121))
(136) AND (117) WITH
LEFT HAND FINGERS ccw in progressively smaller amounts as
INSIDE CASE
the amount of play In the piston ltnkage
POWER PISTON (136) assembly decreases. See Figure 12. When
I
nearing complete removal of play in the
piston linkage assembly, turn the elastic
nut (121) ccw only one degree at a time
POWER PISTON (117)
until all play has been removed.
APPLY FIRM PRESSVRE
ON ELASTIC NUT (121)

SET UP ROCKING
MOTION IN POWER
PISTON ASSEMBLY
Figure 9. Raising Power Pistons WITH FINGERS

MAINTAIN FIRM
PRESSURE ON
ELASTIC NUT (121)

LET BOTH PISTONS

t (136) AND (117) DROP
INSIDE CASE BY
REMOVING LEFT HAND Figure 11 Setting up Rocking Motion

APPLY FIRM
PRESSURE ON
ELASTIC NUT (121)

Figure 10. Dropping Power Pistons

c. Fit speed handle to elastic nut (121) and

holding speed handle with firm pressure,
start turning elastic nut (121) ccw l/4 of
a turn or so at a time to remove play i n
the piston linkage assembly. Remove Figure 12. Removing Play in Power Piston
speed wrench each time while main- Assembly
taining firm pressure with the finger on
the elastic nut, to see how much play d. If play is left in the piston linkage
has been removed by pushing alternately asse.m bly, s l u g g i s h o p e r a t i o n o f t h e
on pistons (136) and (117) as in step (a) actuator will result. Optimum adjustment

18
 is just at the point where all play is and check the amount of port opening
removed. Do not turn elastic nut (121) now appearing below the edge of the
ccw beyond that point or minimum to control land of the pilot valve plunger
maximum travel of the actuator output (see Figure 14).
shaft will be shortened.
d. The amount of port opening with the fly-
3. Should it be necessary to install a new weights at extreme inner and outer
t e r m i n a l s h a f t (78), put a piece of .005 inch positions should be equal within ,010
shim stock between the retaining ring (68) inch.
and the governor case and between the
terminal lever (40) and governor case before e. If the pilot-valve plunger is too low, hold
tightening the socket head screw (36) in the the spring seat stationary, and turn the
lever. Then drill and ream for the taper pin pilot-valve plunger counterclockwise to
(37). Remove all chips. raise it. If the pilot-valve plunger is too
high, hold the spring seat and turn the
4. Be sure that the base (122) and case (86) are pilot valve plunger clockwise to lower it.
properly aligned so that the gears will turn
freely. Before tightening the base screws CONTROL PORT IN
PlLOT BUSHING
(125), slip coupling (126) into place and use it CONTROL LAND ON
to turn the pilot-valve bushing (107) to see that PILOT VALVE PLUNGER
base and case are aligned. After tightening PORT OPENING
base screws, recheck alignment.
PILOT VALVE DOWN
If the pilot-valve bushing does not rotate
freely, loosen the base screws slightly and
tap the edge of the base with a soft (plastic,
Figure 13. Port Opening, Pilot Valve Plunger Down
rubber, etc.) hammer to shift it about until the
bushing turns freely. Tighten screws and
recheck. f. When the pilot valve appears to be
centered, tighten the locknut down on
5. After installing the mechanical governor the spring seat; recheck the pilot valve
p i l o t - v a l v e p l u n g e r (106), c o m p e n s a t i n g setting.
b u s h i n g (26), and flyweight head and other
components including items 17 through 25, g, T h e l/16 i n c h p i p e p l u g c a n n o w b e
the pilot-valve plunger must be centered. installed, using a sealing compound to
Proceed in this manner. prevent leakage of oil.

a . R e m o v e t h e l/16 inch pipe plug in the 6. Turn the socket head screw (55) down “snug-
side of the base opposite part 123. tight” into the electric actuator pilot-valve
plunger (129).
Use a small flashlight to observe through
this hole the position of the control land STORAGE
of the pilot-valve plunger with respect to If an actuator is to be stored over 90 days, seal the
the port in the bushing (107). unit and fill to top with a light grade oil. W h e n
installing, drain storage oil before connecting
b. Push the pilot-valve plunger down as far actuator to normal oil supply.
a s p o s s i b l e - this will move the
flyweights to inner position. Through the
pipe plug hole, check the amount of port
o p e n i n g a b o v e t h e e d g e o f t h e pilot-
valve plunger control land (see Figure
PORT OPEN IN G L
13). PILOT VALVE UP
T-
c . H o l d i n g ‘t h e p i l o t - v a l v e p l u n g e r d o w n
against the flyweight toes, move the
flyweights outward as far as they will go, Figure 14. Port Opening, Pilot Valve Plunger Up

19
 WOODWARJJ

PARTS LIST AND EXPLODED VIEW do not identify the exact part required for any
one governor/actuator. .
PARTS REPLACEMENT
2. Manual number. (This is Manual 37709.)
When ordering EGB-2C replacement parts, it is
essential that the following information be given: 3. Part reference number, name of part, or
description of part.
1. EGB-2C serial number (shown on nameplate);
needed since the manual reference numbers

REF. NO. REF. NO.

NO. PART NAME REQ‘D NO. PART NAME REQ’D

37709- 1 Hex. Hd. Screw (lo-32 x 1) 7 37709- 41 Servo Link

37709- 2 Lock Washer (10) 7 37709- 42 Pin 2
37709- 3 Speed Adjusting Screw 1 37709- 43 Terminal Lever Link 1
37709- 4 Nut (l/4 - 28) 1 37709- 44 Roll Pin 2
37709- 5 Fil. Hd. Screw (6-32 x 7/16) 4 37709- 45 Floating Lever
37709- 6 Washer 4 37709- 46 Cotter Pin (l/16 x 3/8)
37709- 7 Receptacle 1 37709- 47 Headed Pin ‘1
37709- a Vent Screw 1 37709- 48 Servo Piston Pin
37709- 9 Cover 1 37709- 49 Pivot Link 1
37709- 10 Gasket 1 37709- 50 Snap Ring 1
37709- 11 Jones Socket 1 37709- 51 Socket Hd. Screw
37709- 12 Truss Hd. Screw (6-32 x 3/8) 2 (1 O-32 x 1 7/8) 2
37709- 14 Pivot Pin 2 37709- 53 Transducer Bracket
37709- 15 Cotter Pin (l/16 x 5/8) 3 (With Heiicoil)
37709- 17 Nut 1 37709- 54 Pin
37709- 18 Speeder Spring Seat 1 37709- 55 Centering Screw
37709- 19 Thrust Bearing 1 (socket head)
37709- 20 Retaining Ring 1 37709- 56 Washer 1
37709- 21 Ballarm Assembly (includes 37709- 57 Null Voltage Screw
Needle Bearings) 2 37709- 58 Coil Cover Assembly
37709- 22 Snap Ring 1 37709- 59 Gasket
37709- 23 Ballhead 1 37709- 60 Magnet
37709- 24 Ballarm Pin 2 37709- 61 Washer
37709- 25 Snap Ring 1 37709- 62 Magnet Adjusting Spring 1
37709- 26 Compensating Bushing 1 37709- 63 Transducer Assembly
37709- 27 Roll Pin 1 37709- 64 Transducer Temperature
37709- 28 Pivot Pin 1 Compensating Ring
37709- 29 Floating Lever 1 37709- 65 Tapered Plug 2
37709- 30 Hex. Hd. Screw (lo-32 x l/2) 1 37709- 66 Speed Adjusting Shaft
37709- 31 Lock Washer, (No. 10) 1 37709- 67 Oilite Bushing 2
37709- 32 Washer 1 37709- 68 Snap Ring
37709- 33 Speed Droop Adj. Bracket 1 37709- 69 Fil. Hd. Screw (1 O-32 x l/4) 2
37709- 34 Speed Adjusting Lever 1 37709- 70 Copper Washer 2
37709- 35 Speed Droop Lever 1 37709- 71 Pipe Plug (l/8 N.P.T.F.) 2
37709- 36 Socket Hd. Cap Screw 37709- 72 Spacer
(lo-32 x 5/8) 1 37709- 73 Retaining Ring
37709- 37 Taper Pin 1 37709- 74 Speed Droop Lever Pivot Pin
37709- 38 Cotter Pin (1/16x 3/8) 1 37709- 75 O-ring
37709- 39 Speed Droop Lever Pin 1 37709- 76 Needle Valve
37709- 40 Terminal Lever 1 37709- 77 O-ring

20
REF. NO. REF. NO.
NO. PART NAME R EQ’D NO. PART NAME REQ’D

37709- 78 Terminal Shaft 1 37709-l 13 Dowel Pin 2

37709- 79 Bushing 2 37709-l 14 Headed Pin 1
37709- 80 Oil Seal 2 37709-I 15 Cotter Pin (l/16 x 3/8) 1
37709- 81 Felt Washer 2 37709-l 16 Washer [optional] 1
37709- 82 Left Hand Dial Plate 1 37709-l 17 Servo Piston Assembly 1
37709- 83 Pointer 1 37709-l 18 O-ring 1
37709- 84 Rd. Hd. Screw (5-40 x l/4) 6 37709-l 19 Linkage Return Piston 1
37709- 85 Snap Ring 2 37709-l 20 Pivot 1
37709- 86 Governor Case 1 37709-l 21 Thin Elastic Stop Nut 1
37709- 87 Nameplate 1 37709-l 22 Governor Base 1
37709- 88 Drive Screw 2 37709-l 23 Pipe Plug (l/8 N.P.T.F.) 2
37709- 89 Pipe Plug (l/16 N.P.T.F.) 11 37709-l 24 Lock Washer 10
37709- 90 Pointer 1 37709-l 25 Hex. Hd. Screw (lo-32 x 7/8) 10
37709- 91 Right Hand Dial Plate 1 37709-l 26 Drive Coupling 1
37709- 92 Truss Hd. Screw (6-32 x 3/8) 2 37709-l 27 Retaining Ring 1
37709- 93 Jones Plug 1 37709-l 28 Compensating Bushing 1
37709- 94 Buffer Piston Spring 2 37709-l 29 Pilot Valve Plunger 1
37709- 95 Buffer Piston 1 37709-l 30 Pilot Valve Bushing 1
37709- 96 O-ring 1 37709-l 31 Relief Valve Sleeve 1
37709- 97 Buffer Plug 1 37709-l 32 Relief Valve Plunger 1
37709- 98 Snap Ring 1 37709-l 33 Relief Valve Spacer 1
37709- 99 Buffer Spring 2 37709-l 34 Relief Valve Spring 1
37709-l 01 Buffer Piston 1 37709-l 35 Pin 1
37709-l 02 O-ring 1 37709-l 36 Power Piston 1
37709-l 03 Buffer Cap 1 37709-l 37 Servo Sleeve 1
37709-l 04 Snap Ring 1 37709-l 38 O-ring 1
37709-l 06 Pilot Valve Plunger 1 37709-l 39 Spring Washer 1
37709-i 07 Pilot Valve Bushing 1 37709-l 40 Servo Seal Oil Tube 1
37709-l 08 Base Oil Seal Ring 1 37709-l 41 O-ring 1
37709-l 09 Check Valve Assembly 2 37709-l 42 Speeder Spring-Spring Fork
37709-l 10 Idler Gear Stud 1 Assembly
37709-l 11 idler Gear 1 37709-l 43 Pipe Plug (l/l6 N.P.T.F.)
37709-l 12 Check Valve Assembly 2 37709-l 44 Pipe Plug (l/4-18 N.P.T.F.)
37709-I 45 Copper Washer, .265 I.D.

21
b
z
00-
ORDERING MANUALS

TO ORDER MANUALS, WRITE TO:

Woodward Governor Company .

Attention Technical Serwces
P.0 Box 1519
Fort Coii~ns
Colorado 80522-1519

PLEASE INCLUDE THE FOLLOWING INFORMATION:

l Your n a m e
l The name and address of your company
(write on letterhead or Include business card if available)
l The address where you want the manuals sent (if dlfferent from above)
l The quantity wanted of each manual
l The manual number(s) of the manual(s) you are ordenng
- OR -
The part number and serlai number from the nameplate on your Woodward Equipment

THERE IS NO CHARGE FOR MANUALS ORDERED IN SMALL QUANTITIES.

WOODWARD GOVERNOR COMPANY

CORPORATE HEADOUARTERS l AIRCRAFT CONTROLS DIVISION l 5001 North Second St. l P.O. Box 7001 l Rockford IL 61125-7001. U S.A
l Phone: (815) 877-7441 l Telex: 25-7410

ENGINE&TURBINE CONTROLS DIVISION l 1000 East Drake Rd. l P.O. Box 1519 l Fort Collms. CO 80522-1519. U.S.A.
l Phone: (303) 482-5811 l Telex: 4-5691

INTERNATIONAL OPERATIONS DIVISION l 1000 East Drake Rd. l P.O. Box 1519 l Fort Collins. CO 80522-1519. U.S A.
l Phone: (303) 482-5811 l Telex: 4-5691

INTERNATIONAL DIVISIONS
Woodward Governor (U.K.) Ltd. l P.O. Box 15 l 664 Ajax Ave. l Slough, SLl 4DD. England l Phone: 44-753-26835 l Telex: 848181
Woodward Governor Nederfand B.V. l P.O. Box 34, 2130 AA Hoofddorp l Hoofdweg 601.2131 BA Hoofddorp. The Netherlands
l Phone: 31-2503-13241 l Telex: 74508

Woodward Governor (Japan) Ltd. l Tomisato P.O. Box 1 l Inba-gun, Chlba-ken. 286-02. Japan l Phone: 81-476-93-4661 l Telex: 3762-164
Woodward Governor Company l Kobe Service Station l 86-1, Edayoshi 4-chome l Nishl-ku. Kobe-shi l Hyogo-ken. 673, Japan
l Phone: 81-78-928-8321

Woodward Governor Company l P.0 Box 319 l Unit l-l Wlrega Ave. l Kingsgrove. N.S.W. 2208, Australia
l Phone: 61-2-758-2322 l Telex: 24175

Woodward Governor Company (Reguladores) Ltda. l Caixa Postal 1785 l Rua Fernao Pompeo DeCamargo. 1306 l 13100 Campmas. S.P , Brazil
l Phone: 55 (192) 31-4977 l Telex: 191844
H Y D RA U L I C TURBINE CONTROLS DIVISION l 2301 Country Club Dwe l P.O. Box 287 l Stevens Point, WI 54481-0287, U.S.A
l Phone: (715) 344-2350 l Telex: 671-4868

89/l 2/F