INSTRUCTION MANUAL

FOR THE
OPERATION AND MAINTENANCE
OF A
1102V-4G-25R TYPE GOVERNOR
(MH02-03)
MAN CODE 11.14001-534
 Regulateurs Europa B.V.
1E Energieweg 8,
9301LK Roden, The Netherlands
Tel.: +31505019888 Fax: +31505013618
Email: Sales@regulateurs-europa.com
 Contents

Chapter

1. Foreword

2. Service facilities

3. Safety of personnel, operating and maintaining

equipment manufactured by Regulateurs Europa

4. Technical data

5. Governor build code

6. General description

7. Operating Principles

8. Installation and trouble shooting

9. Section 000/100 (Base Assembly)

10. Section 1001200 (Body Assem bly)

11 . Section 200/300 (Rotor Assembly)

12. Section 300/500 (Casing Assembly)

13. Section 500/600 (Shut-Down Assembly)

14. Section 600/700 (Top-Cover Assembly)
CHAPTER 1 Foreword

These instructions have been compiled to assist personnel responsible for the operation
and maintenance of equipment manufactured by Regulateurs Europa.

Care has been taken to ensure that the equipment has been accurately represented, but it
should be appreciated that with the continued progress of design and the diversity of
application, certain items may differ in detail.

It should be noted that these instructions

are issued for general information.

Whilst reserving the right to make any alteration in design which they may consider
advisable, the manufactures absolve themselves from making any such alteration
retrospective.

In addition to the information given herein, practical advice and assistance are always
available from our Service Department.

2
CHAPTER 2 Service facilities

To ensure prompt and satisfactory attention to customer's enquiries, all communications

should refer to the unit type and serial number, as stamped on the nameplate. In order to
obtain the most efficient service, it is recommended that all enquiries for service or spare
parts be addressed to the original manufacturer of the equipment.

It is essential that the Unit Serial Number and other nameplate details are mentioned
during enquiries for spare parts or requests for service.

The original manufacturer of this equipment is:

OFFICE AND WORKS

Regulateurs Europa B.V.

1 e Energieweg 8, 9301 LK Roden

or
P.O. Box 28, 9300 M Roden
The Netherlands

Telephone: (31) (050) 5019888

Fax: (31) (050) 5013618
@-Mail: service@regulateurs-europa.com
spa re. pa rts@regulateurs-europa.com
CHAPTER 3 Safety of personnel, operating and maintaining equipment
manufactured by Regulateurs Europa

1. Before carrying out any repairs, adjustments or maintenance to any equipment

produced by Regulateurs Europa, it is essential that the following safety precautions
are observed.

2. General

The equipment may contain one or more of the following:

a) Rotating parts
b) High pressure oil
c) Compressed air
d) High voltages
e) Preloaded springs

All of the above items represent a potential danger or hazard to operating personnel
and the operator should take great care to make himself thoroughly familiar with the
operating principles, methods of adjustments and the dismantling and assembly
procedures (where applicable) concerning the equipment in this care.

3. Before carrying out any repairs, adjustments or maintenance to the equipment or unit,
the operator should ensure that any such unit or equipment cannot be activated from
a remote position. To achieve this condition, he should ensure that all
electrical/pneumatic supplies to the prime mover starter system are isolated at their
incoming source and that all electrical supplies to control systems are isolated by the
withdrawal of the relevant fuses or by disconnecting the incoming electrical supply at
the control board. In addition to these precautions visual warning notices should be
prominently displayed at the equipment or unit and also at any remote control
positions. Where control cabinets and consoles are secured whit keys, all such keys
should be in the possession of the operator carrying out the work. Information
regarding position, level and type of work to be carried out should also be made
available to the Engineer in charge of the installation to prevent attempted use of the
equipment or unit during breakdown.

control systems, the operator should make careful

In the case of electrical/electronic

reference to the Instruction Manual to ensure that he is aware of any special safety
precautions which are peculiar to that particular equipment or unit.

4. Before the equipment or unit is finally released for operation, operating personnel
should ensure that all tools and repair equipment have been removed and that all
safety guards are securely replaced (where applicable). All fuses should be replaced
operating mediums (electrical and pneumatic supplies) should be or

4
CHAPTER 4 Technical data

Speed range: For continious duty, variable speed operation: 300-1600

revs/min., at governor drive spindle. For continious duty,
constant speed applications such as power generation,
pumping etc. it is recommended that the governor is driven
at 1200- 1600 revs/min., at governor drive spindle.
For intermittent duty operation, the maximum speed may
be increased to 1800 revs/min. for short periods.

Speed droop: Adjustable by dial type lockable control from 0- 160

revs/min. for 60% output shaft travel.
(equals 0-10% droop)

Constant Sensitivity range: 500- 1800 revs/min.

Stalled work Capacity: 8, 15, 25, 34 or 40 ft. Lbf (11, 20, 34, 46 or 53 joules)

Output shaft angular 500 total and 300 to be used from "no load"
Movement: travel to "full load".

Output shaft dimensions: 5/8 inch, 36 fine serrations to SAE.

May be fitted to either side of governor.

Driveshaft: Either direction of rotation. Serrated drive shaft

A variety driveshafts are available depending
on the engine make.

Shutdown mechanisms: (without latch).

Solenoid operated: Solenoid energised to "stop". Manually operated shut-

down knob fitted on solenoid energised to "stop" only.
Solenoid voltages: 24V. DC

Speed setting mechanisms: (manual)

Manually operated: Speed setting controlled by handwheel.

Electric motor: Series wound: 24V DC

Governor installation: Vertical, flange mounted.

Weight: Approximately 521b. (24 Kg.) for an 11 02V-4G-25R type

governor.

Oil supply: Self-contained, 2.5 pts (1.5 Litres).

Oil-recommendations: see
"Installation and trouble shooting"

6
CHAPTER 5 Governor build code

To cover the hundreds of variables available, a comprehensive build code is used on the
governor specification sheets such as following example:

Governor build specification code:

1102 V 4G -
25 J B H A Z AlC V C A

CSR*

Displacer piston

Load control

Shut down

Drive shaft & base

Spring drive damping

Flyweights / speeder spring

Rotor drive spring

Compensating spring

Work output

Vertical (mounting)

Mark no. (generation)

Fuel limit

Governor model

Governor type
*
CSR =
customer special requirement

Roden build governors have a short code "11 02V-4G-25R" stamped on the nameplate.
The indication"R" means: output shaft right hand side.

IS :

7
CHAPTER 6 General description

The Regulateurs Europa series 1I00-4G range of governors are of the centrifugal flyweight
type and operate through a hydraulic servo mechanism. The oil reservoir and pump for
this servo mechanism is incorporated within the governor housing.

A spring drive is incorporated in the flyweight system to assist in damping any cyclic
variations in the drive between the prime mover and the governor, which should always be
driven by the crankshaft as near a nodal point as possible and through the smallest train of
gears.

The hydraulic system consists of a gear-type pump and a spring loaded accumulator which
also functions as a relief valve in the event of the oil pressure exeeding 150 Ib/in2 (10
bar). For governors requiring a work capacity of 25 ft.lbf, 34 ft.lbf or 40 ft.lbf the relief
pressure is 250 Ib/in2 (17 bar).

Two pairs of check valves are fitted to the oil pump, but according to the direction of
rotation of the governor, only one pair will be in operation. The other pair of valves being
held on their seats by oil pressure within the unit. Free space within the governor casing
provides the oil reservoir. An oil level sight glass is fitted to the governor casing. The oil
level should be kept within the red marked circle engraved in the sight glass.

An oil cooler can be fitted for use in conditions where high ambient temperatures exist
(above 50 oc) in particular with 25, 34 and 40 ft. Ibf. governors.

The power piston is of the differential area type, giving double-acting control. The
governor is capable of providing its stalled work capacity over a speed range between a
minimum of 180 revs/min. and a maximum of 1600 revs/min. The speed control and
shut-down mechanisms are varied to suit different applications. The speed setting device is

available as a lever, handwheel, pneumatic or electrically motorised control. The

pneumatic and electrically moterised controls provide remote fine adjustments of speed
change for use when paralleling engines. Drive from the motor to the speed control shaft
of motorised governor is through a clutch designed to slip when the speed limit stops are
reached, thus protecting the motor. Also when operating the clutch manually, the clutch
will give full protection for overloading the speedsetting mechanism. The shutdown valve

may be operated by hand or by a solenoid in which case the solenoid operation may be
arranged for 'energise to run' or 'energise to stop'.

Speed droop characteristics are obtained by mechanical feedback from the power piston
to pilot valve. The droop is adiustable between 0 and 10 %. These governors are designed
for general purpose governing and are suitable for C./D.C. generating sets, marine
propulsion sets etc.
CHAPTER 7 Operating principles
(See Operating Schematic Drawing)

load Increase -

Isochronous Setting

Any increase in load will cause the speed of the prime mover to fall and the flyweights (31)
will then move inwards because the force exerted by the speederspring (37) will be greater
than the centrifugal force acting on the flyweights. The pilot valve (29) moves downwards,
permitting high-pressure oil (red) to flow through the control ports in the governor rotor
(28) to the top of the power piston (13). The increase of oil pressure forces it downwards
against the constant high pressure on the underside and the output shaft (9) is turned, to
increase the fuel supply to the engine.

This downward movement of the power piston is communicated to the feedback piston
(16) via its strut (14), driving out the oil (yellow) from under the piston into the
compensation chamber, displacing the compensation piston (18) and deflecting its springs
(17 and 19). The increased pressure of the feedback system oil acts on the bottom of the
pilot valve (29) and forces it upwards against the out-of-balance force exerted by the
speeder spring. As the pilot valve moves towards the lapped position it cuts off the high-

pressure oil supply to the top of the power piston. At the same time the increase of
pressure in the feedback system causes a flow of oil past the adjustable restrictor screw
(20) to drain until the steady state conditions are achieved,
i.e. when the feedback
pressure has returned to atmospheric, the forces acting on the pilot valve will have
reached equilibrium and the governor will again be running at its set speed.

Load Decrease -

Isochronous Setting

Any decrease in load will cause the speed of the prime mover to rise. The flyweights then
overcome the force exerted by the speeder spring and move the pilot valve upwards. This
opens the control oil port to drain and the power piston rises due to the constant high
pressure beneath it. The feedback piston follows the movement of the power piston
causing the compensation piston to be displaced (inwards) and deflecting the
compensation springs. The feedback oil pressure is now at below atmospheric and the
pilot valve drawn downwards against the out-of-balance force exerted by the flyweights.
is

As the valve moves towards the lapped position, it closes the control port and terminates
the movement of the power piston. At the same time, the decrease in pressure of the
feedback oil causes a flow from drain, past the adjustable restrictor screw and into the
feedback system untill the pressure equalises and steady state conditions are achieved.
Load Increase -
With Droop

When the droop adjusting knob is set to zero, the centre of the pin in the droop lever (35)
and the centre of the output shaft (9) are in line. Under these conditions the loading on
the speeder spring is not affected by the movement of the output shaft. If, however, the
droop adjusting knob is set to give droop, the linkage is adjusted (through rack and pinion
mechanism) so that the axis of the droop link pin (35) and the output shaft (9) are no
longer in line. Under these conditions, as the power piston moves down on the increase
of load, thus rotating the output shaft and lifting the droop lever (1 ), the loading on the
speeder spring (37) is reduced, so providing droop. Droop has a stabilising effect and is
essential for stable parallel operation of engines. Note that the hydraulic feedback as
described above is still active in droop mode, ensuring fully stable operation.

Load Decrease - With Droop

As the load on the prime mover is decreased its speed rises and the power piston moves
upwards (to decrease the supply of fuel) and rotates the output shaft. This lowers the
droop lever (1), increasing the load on the speeder spring (37) and thus raising the
equilibrium speed of the governor. The further the axis of the droop lever pin (35) is
moved away from the output shaft, the greater the droop provided.

Speed Adjustment

Variation of speed is accomplished by increasing or decreasing the load on the speeder

spring through the speed control shaft (6) and speed control lever (3). The speed control
shaft may be actuated by manual control, electric motor, pneumatic controller, electro-

magnetic servo controller, stepper motor or synchronous motor.

Shutdown

Shutdown is by operating manually push button (11) or electrically a solenoid (energised

a

to run or energised to stop) or pneumatically operating on pilot valve (32). When

operated, the shutdown valve (15) cut off the control oil to the power piston and connect
the top of the piston to drain so that the oil pressure under the piston pushes it rapidly to

zero fuel, aided by the external return spring if fitted. For safety it is strongly recom-
mended that the engine be fitted with a totally independent overspeed trip arrangement,
which will shut down the engine in the event of the governor or rack linkage jamming at a
high fuel condition.
Speed Response

The speed response of the governor depends on the acceleration rate of the prime mover.
The acceleration rate again depends on the inertia, speed and power of the prime mover.
The governor, in turn, is matched to these variables by selecting suitable flyweight /
speederspring and compensation piston and spring combinations. The restrictor, however,
permits some control over the speed of response. Care should be taken while making
adjustments to the restrictor, as too large an opening will cause instability (hunting) and,
too small an opening will make the governor sluggish.

Adjustments

Adjustments should only be carried out whilst the oil is hot, i.e. after the governor has been
running for approximately one hour at full speed.

NOTE: On a variable speed application, operation at the low speeds is often the least
stable.

Parallel Operation

When running parallel, good load sharing is usually obtained with the droop set as low
in

as 3 % but normally a droop of 3.5 % to 5 % complying with the International Standard

1 SO 3046 Part 4
-
Class A1 is used. (or BS 5514: Part 3).
-

For operating two or more similar sets in parallel, the following points must be
considered:

1. Check the fuel-injection pump for correct adjustment. Ensure that the linkage ratio
is
correct, i.e. that no less than 60 % of the output shaft total movement is used.

2. The linear relationship between governor output and prime mover output must be
the
same.

3. The various levers between governor and fuel-injection pump (all units) must be at
the same angle to ensure identical (synchronous) responses.

Should it be necessary to run in parallel with other engines having different types of

governing, it is possible to adjust droop whilst the engine is running, to load share with the
other engines.
CHAPTER 8 Installation and trouble shooting

General

Care must be taken to ensure that the platform, on which the governor is mounted, is
perfectly flat and absolutely square to the driving shaft. It is important that no side loading
nor bending movement is applied to the governor drive. Any misalignment between the
drive shaft and driving member will cause an oil leakage between the drive shaft and oil
seal and in severe cases even cause broken drive shafts.

Correct choice of drive gear ratio is most important as it is essential that the governor runs
at or near its nominal speed (1500 Rpm) when the prime mover is at full speed, otherwise
performance will be affected. This condition is particularly important in marine
applications where a prime mover operates over a wide speed range.

The gears must be free from any imperfections; run-out of gears should not exceed
0,004 mm per cm. The governor will pick up any such errors and 'jiggle' of the governor
terminal (output) shaft will result. The backlash in the driving gears should be set at a
minimum of 0,05 mm. Under no circumstances should this clearance exceed 0,1 5 mm.

Control Linkage

The linkage between the governor output shaft and the fuel-injection pump should be
designed to the following criteria: (I) Correct ratio (III) Low frictional losses
(II) No backlash (IV) Linearity

I Correct Ratio

The geometry of the linkage should be designed so that 60 % (i.e. 300) of the output shaft
rotation is used for moving the fuel-injection pump/control valve between the 'no load"
and the 'full load' positions.

II Backlash

Backlash should be kept to aminimum as it will create a dead band in which speed
changes may take place without correction. In addition backlash may cause instability if
the governor droop control is set to zero, (isochronous operation)

Backlash may be minimised by using linkages having comparatively long travels. A given
amount of backlash, expressed as a percentage of the total travel, will then be much
A return spri should be fitted to the control inkage. Id be
of linkage at position furthermost act to
uce fuel to the prime mover.
This spring will ensure that instant response to governor movements occurs by taking up

any slack in the control linkages and that a 'fail safe' condition exists. The maximum
spring loading should not exceed 25 % of the work capacity of the governor and the
spring rate should be low enough to prevent a change in return force of greater than ca.
20 % over the full range of governor travel.

III Friction

Friction in the governor linkage is undesirable and should be kept to a minimum.

The smaller the amount of work to be done by the governor, the more rapid will be its
response.

On large prime movers, ball bearing linkage and pivots should be used. On multicylinder
engines each individual pump should be spring link connected to the fuel rack in either
direction to prevent blocking of the fuel rack whilst injecting. The degrees of crankshaft
rotation per engine revolution, which are available to move the fuel rack, decrease
depending upon the number of cylinders. The absence of double acting spring links will
result in an excessive stalled work capacity requirement of the governor and reduce

transient performance.

It is recommended that the linkage between the governor and fuel rack is equiped with a

spring link which will be activated only when the fuel rack is jammed or blocked by the
maximum power stop of the fuel rack.

IV Li
nearity

The geometry of the fuel-injection pump linkage is normally arranged so, that the increase
in power from "no load" to "full load" is, as nearly as possible, proportional to the

movement of the governor output lever throughout its range (from position 'two' to
position 'eight'). If this is not so if a small output movement at low load has
i.e.
proportionally greater effect on power output than a similar movement at greater load
settings, the governor will have the tendency to "hunt".

Should a fault
arise, due to non-linear relationship of fuel-injection pump delivery to rack
position, it may be possible to make use of a non-linear linkage to correct the problem.

For a prime mover using a butterfly type control valve (gas engines), non-linearity would
probably be best overcome by utilising the four-bar chain linkage as he characteristics of
valve opening to prime mover torque will be a smooth curve.

be to obtain a linear relationship between

mover ue.

13
Filling with oil

After installation the housing must be filled to the indicated oil level mark on the sight
glass fitted at the side of the governor casing, i.e. within the red engraved circle.
Overfilling of the governor may result in poor governing.

Type and Grade of Oil

As general guide the oil used in the governor should be a good quality mineral oil.
a

It should have good oxidation stability and should have anti-foaming and anti-deposits

properties. The use of high TBN oils (greater than 15) in governors is undesirable as the
oil additives can cause seal hardening. Marine engine oils for engines using gas oil or

marine diesel oil are normally satisfactory, but not those used in engines running on heavy
fuel.

Viscosity range at 400C (1040F):

I) Cold Conditions SAE 20

II) Temperate Conditions SAE 30

III) Hot conditions SAE 40

The R.E. 1100 governor series has been designed to operate using a standard SAE 30
mineral oil for most applications. However, should the ambient temperature be constantly
below 10 oC, then it is advisable to use oil with a SAE 20 value. Likewise, if the ambient
temperature is constantly above 40 oC, then SAE 40 is recommended.

The oil should have the following characteristics:

(a) Minimum tendency to foam; air trapped in the oil will increase its compressibility in
the governor.

(b) Viscosity (high V.I). Oil with low viscosity will decrease the effective pump capacity
a

and therefore its output pressure through leakage. Oil with a higher viscosity will
cause reduction of flow through orifices and will therefore give a sluggish response.

(c) Freedom from sludging and varnish desposits.

to at tem to
If instability
experienced when the engine has been started from cold but disappears with
is

the increase in temperature, then the use of a multigrade oil is recommended.

Oil level

In order to prevent any unwanted substances from entering the governor unit, it is essential
to clean the area surrounding the filler neck prior to adding oil. The governor should be
at its normal working temperature and filled through a fine mesh filter, until the level
reaches the centre of the red circle engraved in the sightglass.

DO NOT OVERFILL OR UNDERFILL as this will result in poor

governor performance.

A governor that is being filled for the first time or one which has just undergone repairs

may require to have the level rechecked soon after it has been started up. This is due to
the filling of oil passages which will lower the level. Should it be necessary to remove
excess oil from the governor due to overfilling, anyone of the two drain plugs (magnetic
plugs) in the base of the unit may be used for this purpose.

Oil cooler

In some cases the governor may be fitted with an oil cooler which is mounted on the
casing. These units are installed where the governor is constantly operating in high
ambient temperatures. The heat radiation from the engine, also increases the governor
operating temperature.

The oil temperature should not exceed 85 O( in any case.

As the oil used in the governor directly affects the operation, it is important to remember
the following rules:

I .
Only use the grade of oil suitable for the application.

2. DO NOT use hydraulic oils, or those with a high alkaline value.

3. Ensure the correct level is maintained -

DO NOT OVERFILL OR UNDERFILL.
Initial Starting Procedure

I) Check correct level of oil

II) Set the speed setting control to the low speed position.

III) If the
governor has a solenoid operated shutdown mechanism energise to run
ensure that the correct voltage is supplied.

IV) Start and run the engine unit in accordance with the manufacturer's instructions.
When the engine is being started for the first time since refitting the governor, slight
erratic governing may be expected. This will be eliminated after a few minutes
when the air trapped in the hydraulic system has been automatically purged.
Subsequent starting operations should not experience this problem because of the
unique 'self bleeding' action.

Setting the Minimum Speed Stop

The prime mover and governor must be at normal working temperature. Reduce the
prime mover's speed to the desired minimum speed level by means of the speed setting
control of the governor. Adjust the minimum speed stop screw to just touch the minimum
stop lever. Tighten the locknut. Increase the prime mover's speed and then reduce speed
until the lever comes against the stop screw again. Check that the setting is correct.

Setting the Maximum Speed Stop

The prime mover and governor must be at normal working temperature. Set the prime
mover's speed at the desired maximum level at full load and adjust the maximum speed
stop until it touches the stop lever. Tighten the locknut. By means of the speed setting
control, reduce the prime mover's speed and then increase it again until the lever comes
against the stop screw. Check that the prime mover speed and load are correct.

Upward / Downward Range

The range of maximum possible upward and downward adjustment of the speed should
be 2,5 % above the setting corresponding to the declared power, as a percentage of the
declared speed. (see setting parameters, item 1 SO 3046: Part IV).
5.1,

16
Finding the Adjusting the Permanent Speed Droop

The prime mover and governor must be at normal working temperature. Set the prime
mover to run at the specified speed at full load. Throw off the load and note the new
steady speed. The speed droop can be calculated from the following formula:

Speed Droop in % = (No Load Speed -

Full load speed)
Full Load Speed X I 00

To vary the droop, slacken locking nut of droop adjusting knob in centre of knob and turn
knob to decrease or increase the droop. Tighten the nut after each operation. Be careful
not to turn the knob beyond the zero droop position into the negative droop zone (less
than zero). Negative droop will introduce instability, which could be rather severe.

FAULT FINDING

Hunting

'Hunting' is best described as a rhythmic change in speed with the amplitudes above and
below set speed. The frequency of these changes are normally around 1 Hz.

Check the fuel-injection pump linkage for backlash or friction. Ensure that the linkage
ratio is correct, i.e. that minimum 60 % of the output shaft's total movement is used from
'no load' to 'full load'.

Hunting at 'no load' may result from defective injectors causing the engine to 8-stroke (or
4-stroke in the case of a two stroke engine).

In new installation or after governor overhaul, hunting may be due to air trapped in the
a

governor oil ways. This should purge itself after a few minutes of running.

However, if the governor continues to hunt, the following procedure may be adopted:

a) If
Open the restrictor screw and allow the governor to hunt over a large amplitude.
this is not possible, stop the engine, disconnect the governor linkage and operate
the governor output manually, moving over the full travel range several times.
b) Close restrictor screw to normal setting, re-connect linkage and re-run the engine.

Closing the restrictor screw by clockwise rotation, should stabilise the governor. In a new
the restrictor screw is preset and will be between to 1 turns
If ble nstall another governor similar type on same ne to
or alternatively the governor on a similar type of engine.
:ll9.9k

Jiggle is the term used for rapid oscillation of the governor output lever at a frequency too
high for the engine speed to follow. These movements are relatively small and have no
noticeable effect on speed. Jiggle usually originates in the governor drive. Check for run-
out, backlash and alignment to the governor.

Loss of Oil

Ifthe governor uses an excessive amount of oil, check that oil is not leaking past the drive
shaft oil seal. The governor should not require topping up more than once a week.

Surplus of Oil

the governor fills itself with (black) oil, check that the engine gearbox lubrication oil
If is

not injected (with force) against the governor drive shaft oil seal.

If the Governor Fails to Operate

*
Check governor drive is intact.

*
Check the pilot valve to ensure that it is operating correctly.
Check the shut-down solenoid for serviceability (if fitted).

Ensure that the shut-down valve moves freely in its bore.

*

*
Check the governor oil pressure by connecting a pressure gauge in port (A), see Fig. I
Base Assembly for position. This pressure should be at least 9,5 Bar at 1 50 rev./min.

Dismantling, Inspection and Assembly

The governor mechanism is fully enclosed and is immersed in oil when running, it should

therefore give many years of trouble-free service. The service interval between installation
and overhaul is normally recommended between 20.000 and 25.000 running hours. If
however, servicing should be necessary, it is strongly recommended that the governor be
returned to the manufacturer for servicing and callibration. Where this course of action is
impractical, it is essential that this work be carried out by a competent engineer with a
thorough knowledge of governors (i.e. a written confirmation our Compa
an extensive course on the above described
out in a com clean and d atmosphere.

8
The stripping bench should be clean and should be covered with a zinc or linoleum top.
Two large washing baths should be provided together with ample supplies of cleaning
fluid (paraffin, Lead-free petrol etc.).

Before any dismantling is attempted it is usually desirable to remove the governor from the
engine.
 OPERATIONAL SCHEMATIC DRAWING OF 11 00-4G GOVERNOR

Key to Numbers:

1 .
Droop lever
2. Droop lever pin
3. Speed control lever
4. Speed stop lever, minimum
5. Speed stop, minimum
6. Speed control shaft
7. Speed stop lever, maximum
8. Speed stop, maximum
9. Output shaft
10. Output lever
11 . Manual shutdown button
12. Manual shutdown rod
1 Power piston
3.
14. Wire strut
15. Shutdown (secondary)

16. Feedback piston

17. Compensation spring
18. Compensation piston
19. Compensation spring
20. Restrictor screw
21. Oil pump gear, driven
22. Drive shaft
23. Oil pump check valve
24. Oil pump check valve
25. Oil pump gear, idler
26. Accumulator piston
27. Oil level sight glass
28. Rotor
29. Pilot valve

30. Rotor drive spring

31 .
Flyweight
32. Shutdown valve (primary)

33. Shutdown valve, return spring

34. Lever shutdown valve
35. Droop link
36. Speeder spring carrier, upper
37. Speeder spring

20
 SECTION 000/100
GOVERNOR BASE ASSEMBLY

Fig. I *B*

Base, Drive, Compensation Piston and Springs

For 11 02V-4G-25R Series Governors

Chapter Contents

1 GENERAL DESCRIPTION
2 TO DISMANTLE, INSPECT AND ASSEMBLE
Chapter 1 GENERAL DESCRIPTION

The basic governor (bose, body, rotor, casing, shut-down) consists of those components
of the governor which are normally common to all 11 00/4G series governors.

The governor base provides a base for the governor body and casing and also houses the
drive shaft which transmits drive from the prime mover to the rotor shaft.

Oilways in the base connect the compensation piston and springs to the feedback system
and governor pilot valve.

The drive shaft is carried in a boll bearing; splines formed at its upper and mesh with
internal splines formed in the oil pump driving gear. The shaft may be machined to
provide either a serrated drive or a keyed drive.

Various drive shaft types are available to match the engine gearbox.

25
Chapter 2 DISMANTLE, INSPECT AND ASSEMBLE

To Dismantle

NOTE: A It is assumed that the its fitted position

governor has been removed from
and has been drained of oil. It is recommended that before disconnecting
the governor from the prime mover fuel control linkage, careful reference
is mode to the instruction manual for the prime mover with particular
regard to the fuel control linkage connections.

1 . Unlock tabwashers (039) and remove screws (040) and retaining plate.

2. Remove drive shaft (037) complete with sealed bearing (036), driving sleeve (033),
driving spring (032) and rotary seal ring (030).

3. Remove lower circlip (035) and top lower end of drive shaft to remove sealed bearing
(036).

NOTE:B The bearing is pocked with lubricant and sealed, it should not be cleaned
in such way a as to wash out the lubricant.

4. Remove seal assembly (030), (032) and (033) only if it or the drive shaft is to be
replaced by removing upper circlip (035), releasing grubscrew (034) and pushing the
assembly off the shaft.

NOTE:C Toke care not to damage the rubbing surface of rotary seal ring (030).
Do not dismantle driving spring (032) from driving sleeve (033) and
rotary seal ring (030) as these parts are a prefitted assembly.

5. Remove seal housing (027) complete with stationary seat (029). Do not remove the
seat unless it is damaged and must be replaced. The stationary seat is fragile and
may easily be broken.

6. Remove plug (003), dowty washer (004) and extract compensation piston (007).
Carefully note the way that piston and springs were fitted and remove spring (002)
and (006) (both are compensation springs).
DO NOT REMOVE SLEEVE (001) UNLESS THERE IS EVIDENCE OF WEAR OR
DAMAGE.

NOTE: Feedback piston sleeve (025) is secured in position with Loctite Grade 601
Retaining Compound. No attempt should be made to remove this sleeve unless there
is evidence of wear or damage.

netic plugs a dowty

8 pi
To Inspect

1. Examine the compensation piston for high spots or scoring and compensation springs
for distortion and fatique.

2. Examine the rubbing surfaces of the seal for wear. Replace if necessary.

3. Check the ball race for cracks and indentations and the balls for pitting and flaking.

4. Examine the drive splines at the upper end of the drive shaft for damage and check
the drive serrations at the lower end.

5. Check that all oilways are clean and free from dirt and foreign material.

6. Ensure that all components are scrupuously clean before assembly.

To Assemble

All O-rings which have been removed

1. are to be replaced with new.

2.
If
stationary seat (029) has been removed from seal housing (027) a new stationary
seat complete with o-ring (028) is to be fitted as follows:
a) Make sure that the seal housing (027) chamfer and bore are clean and free
from sharp edges.
b) Damp the housing and stationary seat with glycerine or alcohol and push the
stationary seat into the housing with the insertion tool.

3. If the seal assembly has been removed from the drive shaft it is to be fitted as follows:
a) Fit upper circlip (035) to drive shaft (037).
b) Press the seal assembly onto the drive shaft until the shoulder is contacted,
takingcare not to damage the o-ring (031) on the splines and not to damage
the rubbing face.
c) Tighten grubscrew (034).

4. Press seal housing (027) complete with stationary seat (029) and o-ring (028) into
base (022).

5. Press sealed bearing (036) onto drive shaft (037) and fit lower circlip (035).

6. Carefully press assembled shaft into ,

checking that
enters the uarely. When fitting the drive nto (022), care should be
to ensure that the splines at the upper end of the drive enter the i
of the oil p driving r.

27
 This operation will be best achieved by entering the shaft slowly and at the same time,

moving the drive shaft until it is felt to enter the pump driven gear splines.

7. Secure retaining plate (038) to the governor base with screws (040) and tab washers
(039).

8. Fit compensation piston (007) and (002 and 006) correctly.

springs Fit spring (005)
and plug (003) and new dowty washer (004).

Fit magnetic plugs (008) and any other plain plugs (010) if these have been removed.
9.
Fit new dowty washer to plugs.

10. Joint (023) and o-rings (024) can only be renewed it the governor is completely
stripped and the dismantling procedure should be used with reference to the sections
listed, starting with the top cover assembly.

28
Key to the Numbers:

Base assembly
Fig I *B* (1100/4G)

Item Part no. Description Quantity

1 .
450323 Compensation sleeve lx
(including spring carrier)
2. 11 OOG 663 Compensation spring (5%) 1x
11 OOG 3005 Plug 1x
3.
4. ST036616 Dowty washer (3/4/1 BSP) 1x
11 OOG 3006 Spring sleeve lx
5.
6. 11 OOG 663 Compensation spring (5%) 1x
11 OOG 658A Compensation piston (short) 1 x
7.
8. 1100G 1021 Magnetic plug 2x
9. ST036605 Dowty washer (1/8/1 BSP) 4x
10. ST012501 Plug (1/8/1 BSP Brass) 2x
11 .
OD24748 O-ring (82,14 x 3,53 mm) lx

20. 830G 5039/04 Springwasher (M6) lOx

2l. 800G 5125/04 Capscrew (M6 x 55) lOx
22. 11 OOG 3002 Base governor 1x

23. 1100G 3007A Joint base 1x

24. ST 036707 O-ring (9,25 1,78 mm)
x 2x
25. RS 150-8 Sleeve piston (14 mm) lx
26. OD24561 O-Ring (44.17 1.78 mm)
x lx
27. 1100G3463A Housing seal 1x
28. part of 30 O-Ring lx
29. part of 30 Stationary seat 1x

30. 880G5081 Face seal assembly lx

3l. part of 30 O-Ring 1x
32. part of 30 Spring 1x
33. part of 30 Spring retainer lx
34. part of 30 Grubscrew lx
35. ST50io05 Circlip (19x 1,2 mm) 2x
36. 840G5044 Sealed bearing lx
37. 1100G3522 Drive shaft (extended) lx
38. RS 171- 12 Cover bearing lx
39. ST024902 Tab washer 4x
ST312039 hex. (M6 x 4x
Continued: Fig I *B* (11 00/4G)

Recommended spares are:

Item: 4,8,9,10,11,17,18,20,21,23,24,26,28,29,30,31,
32,33, 34, 35, 36.

Remark: Rotary seal parts should not be ordered separately.

Order the complete seal assembly part no.: 880G5081
(i.e. item no. 28, 29, 30, 31, 32, 33, 34) or the face seal
spare kit 880G5081-P01 (i.e. item no. 28, 29 and 30).
The drive shaft assembly contains the numbers 35, 36, and 37.

30
'. v 1,.)

,iì/115
, ,
, ,
, I
, ,
I ,
, J
5
024 T
1

023 ///~
(A
L-~ I
007
0C6
cx:s

022

~
~

~OCE
011 ~008

(D-æ6
f""
I "-
"-
I
027 I
I
0---æs
028

029
o
S
I
I
I
I
~
030~
0310
I
I
I

032
e
033--@ è
034

" I
 SECTION 1001200
BODY ASSEMBLY

Fig. II

Body, Power Piston, Oil Pump, Feedback Piston

For 11 02V-4G-25R Series Governors

Chapter Contents

1 GENERAL DESCRIPTION AND OPERATION

2 TO DISMANTLE INSPECT AND ASSEMBLE.
Chapter 1 GENERAL DESCRIPTION AND OPERATION

Description

The governor body forms a housing for the power piston, oil pump and flyweight / rotor
drive. The body is drilled to provide oilways between the oil pump, pilot valve / rotor
assembly and power piston.

The oil pump drive (113) and idler gear (110) run in plain bores. Splines formed internally
in drive gear (113) provide the drive coupling between the drive shaft and governor rotor.
Two sets of ball-type check-valves are fitted to the pump. One set only being used,
dependent upon direction of rotation of the governor.

The power piston (104), of the differential area type, is giving double acting control. The
power piston is connected to the governor internal linkage at its upper end and transmits
movement to the feedback piston (115) via strut (116) at its lower end.

Operation

Oil under pressure is supplied to the pilot valve via connecting oilways and ports in the
rotor. Dependant upon load, the prime mover will either increase or decrease speed
causing the flyweights to move outwards or inwards, thus raising or lowering the pilot valve
and causing lands formed on the pilot valve to lap or open connecting ports in the rotor
body. This change of pilot valve position will cause the power piston to rise or fall also
transmittingmovement to the feedback piston attached to it. Any movement of the
feedback piston will be related to the pilot valve.

33
Chapter 2 TO DISMANTLE, INSPECT AND ASSEMBLE

To Dismantle

It is assumed that the governor has been removed from the prime mover and that its oil
has been drained.

1. Remove speed stop levers (351) after having marked their exact positions (refer to
Fig. IV).

2. Remove the top cover and disconnect speed control linkage (refer to Fig. VI).

3. Remove shut-down mechanism by releasing the 8 capscrews securing the shut-down

mechanism mounting plate. (refer to Fig. V).

4. Remove governor rotor and flyweight assembly (refer to Fig. III) .

5. Remove the needle valve assembly (368)/ the dotted part in Fig. II (and as shown in

Fig. IV).

6. Remove governor base and body assembly from the governor casing (refer to Fig. IV).

7. Release the 4 capscrews (540) and spring washers (545) to remove stop block
assembly (refer to Fig. V).

8. Release capscrew (106) and bolts (117) together with spring washers and remove
governor body (105) complete with power piston and oil pump.

9. Release capscrews (101) and spring washers (124) and remove power piston cover
(102). Extract power piston (104) and feedback piston (115) complete with strut
(116). Care must be taken during this operation that the strut is not bent or distorted.

NOTE: A Ifreplacement of the feedback piston or strut is necessary the

following procedure should be followed;
(I) Grip the feedback piston (115) in soft clamps and supporting the
power piston to prevent damage to the strut (116)/ release the
feedback piston from the strut assembly ensuring that the power
/

piston is free to rotate.

(II) Grip the power piston (104)/ slip a suitable tube spanner over the
strut and release the screw in the power piston.

10. Release sunkscrews (122) and remove ng retainer (1 . Extract spring (

( 8)
11. Release capscrews (121) and spring washers and carefully remove the oil pump
complete with its gears. Withdraw pump idler gear (110) and pump drive gear (113)
Remove idler gear spindle (111) only if its replacement is necessary.

NOTE: B Do not remove the ballcheck valves (108) unless the balls, their
retaining roll pins (112) or housing (109 require replacement. There

are two pairs of check valves fitted, one pair to the pump housing
and one pair to the governor body. If replacement is necessary, the
following procedure should be adopted;

(I) Pump housing: Remove roll pins (112) and extract balls (108).
(II) Governor body: Remove check valve housing (109) and extract balls
(108).

To Inspect

1. Remove all traces of jointing from mating faces and ensure that all mating faces are
free from blemishes which may impair their oil-sealing qualities.

2. Check the condition of the pump gears. Inspect the teeth for cracking, pitting or
flaking. Inspect the faces of the pump housing for running marks.

NOTE: C With the idler and driving gears in their respective positions, measure
the distance from the face of the pump housing to the gears, this
should not exceed 0.06 mm.

3. Check the power piston for high spots and scoring. The piston should have a sliding fit
in the governor body.

4. Check the feedback piston for high sports and scoring.

5. Examine the check valves and housings for wear and indentation and the roll pins for
wear.

6. Examine the shut-down valve for high spots and scoring.

7. Ensure that all components are scrupulously clean before assembly.

35
To Assemble

1. Place driving gear (113) and idler gear (110) with idler spindle (111) (if removed) into
the pump housing. Idler
gear spindle should be fitted with the flat on the spindle
facing away from the driving gear (113). Secure pump housing (114) to governor
body with capscrews (121) and spring washers. Ensure that the pump turns freely.

2. Insert shutdown valve (118) into governor body and place spring (119) on top of
valve (118). Secure spring retainer (120) with sunkscrews (122).

Fit the complete power piston and feedback piston in its bore in the governor body.
3.
Fit new joint (103) to cover (102) and secure cover with capscrews (101) and spring

washers.

4. Fit the stop black assembly(shut down) to governor body and secure it with capscrews
(540) and spring washers (545).

Fit the assembled governor body to the governor base, using new a-rings (24) in the
5.
connecting oilways and secure with capscrews (106) and bolts (117) and spring
washers (see note D).

Fit rotor assembly (refer to Fig. III).

6.

7. Fit casing to governor base (refer to Fig. IV).

Fit the shut-down mechanism to the casing (refer to Fig. V).

8.

9. Connect internal linkage and fit top cover assembly (Fig. VI).

NOTE: D In order to ensure a proper alignment of the governor drive shaft, care
should be taken that the drive shaft is square with the base within 0.05

mm over 100 mm. The recommended tool for this adjustment is shown
on drwg. RS122-34 (see last page). The alignment is ensured by
positioning the body assembly to the base.

36
Key to the Numbers:

Body assembly
Fig. II (1100/4G)

Item Part no. Description Quantity

101. ST314043 Capscrew (M6 x 16) 4x

102. 1100G 3009 Cover lx
103. 11 OOG3398 Joint lx
104. 11 OOG 019B Power Piston lx
105. 11 OOG 3001 Body lx
106. ST314045 Capscrew (M6 x 25) lx
107. ST501301 Dowel 2x
108. ST026809 Ball 3/8/1 4x
109. 1100G075 Housing check valve 2x
110. 11 OOG 478 idler lx
Gear-
11 1 .
600G 128 Spindle 1x
112. 840G 5037/01 Mills- pin 2x
113. 11 OOG 477 lx
Gear pump
114. 11 OOG 3010 Housing lx
115. RS150-7 Piston (14 mm) lx
116. 700G 274A Strut- assy 1x

117. ST312039 Setscrew (M6 x 20) 4x

118. 1100G024A Shutdown valve 1x
119. 300G 179 Spring 1x
120. 1100G 3011 Retainer 1x
12l. ST314046 Capscrew (M6 x 30) 6x
122. 830G 5156/02 Sunk screw (M5 x 10) 2x
123. ST318208 Spring washer (M6) 4x
124. 830G 5039/04 Spring washer (M6) 13x
125. ST029501 Tapered plug 2x
126. 400G 095 Tapered plug lx

Recommended spares are:

Item: 101,103,106,117,121,122,123,124.

Remark: Pump gear parts 110, 111, 113 and non-return valve parts
1 108, 1 11 should not be ordered separately.
the complete p assembly 1000.
(i.e. 1 1 1 11 111, 1 1 11 11 4.)

37
 103

104

105

125
~"- "- "- "
"
"

I
~126
"
123
'~368
I -
:..
'.-,
124---ò .......4........
"''''.

llJ
1 107

124-0

----~
 SECTION 200/300
ROTOR ASSEMBLY

Fig. III *C*

Governor Rotor, Pilot Valve and Flyweights

For 11 02V-4G-25R Series Governor

Chapter Contents

1 GENERAL DESCRIPTION AND OPERATION

2 TO DISMANTLE, INSPECT AND ASSEMBLE
Chapter 1 GENERAL DESCRIPTION AND OPERATION

NOTE: A The flyweights and carrier of a particular governor may differ to those
shown in the illustration, due to the requirements of that particular
application.

Description

The assembly is located in the governor body. The rotor and flyweights assembly comprises
a rotor, pilot valve and a pair of flyweights. The rotor is splined at its lower end to connect

through the driving oil pump gear to the governor drive shaft. At the lowest end of the
rotor at the end of the axial drilling in the sleeve, is a small port for the feedback oil.

NOTE: B The rotor and pilot valve (205) are a matched pair and should therefore not
be ordered separately.

The pilot valve (205) is of the bobbin type and is assembled in the bore of the rotor (205).
The control land has clean, sharp edges to mate with the control port in the rotor. Two
guide lands are also formed on the pilot valve, the edges of these should be slightly
radiused. At its upper end, the pilot valve carries thrust race (204), spring carrier (203)
and nut (202). Special extended stem (221) is supplied for those governors provided with
an output position limitation system.

The flyweight assembly comprises flyweights (209), mounted on spindles (208) and
running in needle-roller bearings (210). The spindles are secured in flyweight carrier (219)
with starlocks (206). Ball race (214) is assembled in the rotor housing (205) and locates

vane damper (212) which is secured to the flyweight carrier with screws (217). Capscrews
(207) and spring washers (216) arefitted to carrier (219) to act as flyweight stops.

NOTE: C It is essential that only the correct capscrews are fitted as stops; the length of
these capscrews is a designed dimension.

Drive spring (213) is assembled over the pilot valve and is located in a hole in the
flyweight carrier. It is retained in position by grubscrew (218). Segments are assembled
round the ball bearing and are secured by capscrews. A cover plate (211) is fitted over the
damping segments with screws (217).

Operation

Because of the flyweight system is designed to respond rapidly to small speed the
governor II aHem to ic irregularities in u these are damped
out

40
This condition is obtained by driving the flyweight assembly through the rotor drive spring
(213) and vane damper (212). The damping action is obtained by oil passing from the
high pressure supply part into the rotor head, by-passing the guide lands of the pilot valve
filling the free space between the vane arms and the fixed segments with oil.

The drive from the prime mover is transmitted to the flyweights via rotor (205) and spring
drive assembly (213 and 212). Any changes in prime mover speed, causing a change in
the centrifugal force exerted by the flyweights in opposition to the loading of the governor
speeder spring, will raise or lower the pilot valve in the rotor bore.

With any increase of speed above the set speed, the pilot valve will be raised and its
control land will open the control port to allow oil to flow from the power piston to drain.
Conversely, any reduction in speed will cause the flyweights to move inwards, and under
unfluence of the speeder spring, the pilot valve will move downwards, allowing the control
land to open the control oil port to admit high pressure oil to the power piston.
Chapter 2 TO DISMANTLE, INSPECT AND ASSEMBLE

To Dismantle

NOTE: 0 It is assumed that the

governor has been removed from the prime
mover and that it has been drained of oil.

1. Remove top cover and any further housings and linkage (refer to relevant section).

2. Remove the speed setting mechanism (refer to relevant section).

3. out the pilot valve assembly, ensuring that thrust bearing (204) does not fall
Lift

away from the assembly. Grip the valve in soft clamps and release pilot valve nut
(202) and spring carrier (203) if this operation is considered necessary (item 221, if
limitation mechanism is fitted). Store speeder spring (201) carefully.

NOTE: E The pilot valve is easily damaged, it must therefore be handled with
great care.

4. Remove the Starlock (206) from each flyweight spindle and press out spindle (208)
Needle roller bearings (210) should only be removed if they are to be replaced.

NOTE: F Further dismantling should be carried out only if necessary.

5. Release capscrew (217) to vane damper (212).

6.
Lift of the flyweight carrier and drive spring complete. Do not remove drive spring
(213) unless this is to be replaced (refer to assembly instruction).

7. Release the capscrews (217) securing the cover plate (211) and O-ring(215). The
ball bearing (214) and damper (211) may now be removed from rotor (205), ifthis
operation is considered necessary.
THE ROTOR SEGMENTS MUST NOT BE REMOVED FROM THE ROTOR AS THE
ROTOR IS MACHINED TO SPECIAL DIMENSIONS AFTER THEY HAVE BEEN
FITTED.

To Inspect

1 .
Inspect the pilot valve and bore of the rotor for scoring or high spots. The valve
should be a sliding fit in the rotor. Check the pilot valve for truth (it must be true to
within (0.005 mm). Ensure that it is undamaged and that all lands are free from

burrs. The control land i.e. middle 10 should be rp edge,

lands should be slightly radiused.
2. Check the speeder spring and rotor drive spring for serviceability.

3. Check the flyweight spindles for wear.

4. Check the flyweight spindle needle roller bearings, ball bearings and thrust race for
cracks and indentations and the balls for pitting and flaking.

5. Inspect the governor flyweights for freedom of movement and ensure that the
flyweight toes have not worn flat.

6. Ensure that the splines at the lower end of the rotor are not damaged.

To assemble

NOTE: G Ensure that all components are completely clean and free
from burrs.

1. Press rotor ball bearing (214) into position in the rotor.

2. Position vane damper (212)

with the mark "X" to coincide with mark in the rotor
head and using new O-ring (215), fit cover plate. Position cover plate and secure
with capscrews. Ensure that the vane damper does not rub against the cover plate.

3. Fit drive spring/carrier assembly to the rotor head, ensuring that drive spring (213)

enters the correct hole in the rotor (205). Carrier (219) and vane damper (212) are
both marked "0". These marks will coincide when both items are fitted correctly.

4. Secure the flyweight carrier to the vane damper with capsrews (217). If the drive
spring has been removed, position it concentrically and ensure that the permitted
movement of the flyweights is the same in either direction. Secure the drive spring
with grubscrew (218).

5. Fit needle roller bearings (210) (209), the bearings should slightly
to flyweights
protrude the weights to prevent any sideplay between the weights and carrier. Enter
the spindles (208) and secure with starlocks (206).

6. Place thrust race (204) on pilot valve (205), screw down spring carrier (203) and
nut (202) but do not tighten down fully.

7. Lightly oil valve (205) and enter it in the bore of the rotor (205). Press the thrust
race (204) down against the flyweight toes and adjust on the spring carrier
until the weights
are vertical and the control land is exactly lapping the control
Tighten nut (202) (or 1) to lock spring co (203).

43
Key to the numbers:

Fig. III (1100/4G)

Rotor assembly

Item Part no. Description Quantity

201. 1100G3055A Speeder spring 1x

202. 1100G3008 Nut 1x
203. 1100G 3023 Spring carrier 1x

204. 670G 5045 Thrust bearing 1x

205. RS 150- 16 Rotor/pilot valve lx
206. 900G 5042 Starlock 4x
207. ST314006 Capscrew (M3 x 8) 2x
208. 700G 006A Spindle 2x
210. OD 25328 Needle roll. Bearing 4x
211. 11 OOG 3022 Cover plate 1x
212. 1100G 3020 Vane damper lx
213. 700G111A Drive spring lx
214. 700G 5357 Bearing lx
215. 630G 5056 O-ring lx
216. 830G 5039/01 Spring washer 2x
217. 5T314005 Capscrew (M3 x 6) 8x
218. ST314404 Grubscrew (M3 x 8) 1x
219. 1100G 3021 Weight carrier lx
220. 1100G 3064 Weight 2x
221. (Not applied)
224. ST314029 Capscrew 4x
225. 1800G 022 Top gov. weight 2x

Recommended spares are:

~em: 204,206,207,208,210,214,215,216,217,218

Remark: The pilot valve should not be ordered as a separate

item. Order rotor and pilot valve (205) as one unit.
(= assembly RS 150-16)
 1
221.1
201
o
~
225~~
202

203 i,>
I

@ 20/.

'~1ÞiJ;m -~5 r 7!J7

21O-V~ 205~
/
cl5 225
",; <"//",,,,
l",

207~~ ~

205~' 218-'- ~:O

~lJ)
( 211i/
21K7:1O

RGllI;oC*nOO/l.G ROTOR ASSEMBLY

GO\Il!fTllll' rotor, pilot \AJlve and flyw!!lghts.
 SECTION 300/500
GOVERNOR HOUSING ASSEMBLY

FIG.IV*A1*
Droop Mechanism

FIG. IV *C2*
Common Ports

FIG. IV *E*
Output shaft "R" and Speed Stops "L"

For 11 02V-4G-25R Series Governors

Chapter Contents

1 GENERAL DISCRIPTION
2 TO DISMANTLE, INSPECT AND ASSEMBLE
3 SETTING UP PROCEDURE OUTPUT AND DROOP
SCALES
Chapter 1 GENERAL DISCRIPTION
(Use Fig. *A1 */ *C2*, *E* simultaneously)

The casing assembly (Fig. IV) is secured to the governor drive base assembly (Fig. I) at its
lower end and the speed setting mechanism forms a cover (Fig. VI) at its upper end. Within
the governor casing are the governor flyweight/rotor governor power piston (Fig II).
The shutdown mechanism (Fig. V) is mounted on a detachable plate fitted to the governor
casing, the shutdown housing (538) being secured to the governor body).

The casing encloses the accumulator piston (360) and spring (372) which acts as a releif
valve in the oil system, the piston being closed in the casing by plug (358). With the drive
base secured at its lower end, the casing (345) forms a reservoir for the operating oil, the
level being indicated by a sight glass (365) fitted into the casing wall.

The output shaft (325) is carried in bushes (328) which are carried in bush sleeve (329).
The power piston lever assembly (322) which is clamped to the output shaft by capscews
(319) transmits the torque, exerted by the power piston, through key (326) to an external
lever, fitted to the output shaft. Link (307)/ connects output shaft to droop lever (302). The
droop lever is connected to the upper spring carrier (303) by pin (301)/ washer (304) and
split pin (305).

The droop mechanism, carry a droop adjusting rack (311) and associated components
(312 to 315) in output lever (322). The rack assembly meshing with shaft (335) passing
through droop scale shaft (336) which is carried in bushes (328) and sleeve (329). Knob
(339) controls the amount of droop and is splined to shaft (335). The droop lever (302) is
connected to the speed control shaft (350) through a swivel pin (334) with washer (304)
and splitpin (305) by lever (343). The speed stop levers (351) are splined to one end of
speed control shaft (350) and retained to the shaft by circlip (352). The governor
maximum and minimum speed is controlled by stop screws (347) and locking nuts (346).

47
Chapter 2 TO DISMANTLE, INSPECT AND ASSEMBLE

To Dismantle

NOTE: A It is assumed that the governor has been removed from the prime

mover and that is has been drained of oil. When dismantling the
basic it will be necessary to refer to sections covering the
governor,
various assemblies enclosed within the governor casing. These
sections are listed at the beginning of the instruction manual. It is
also recommended that careful reference is made to the instruction
manual for the prime mover with particular regard to the fuel
pump control linkage connections to the governor.

1. Remove speed stop levers (351) after having carefully marked their exact
positions (refer to Fig. IV)

2. Remove the top cover and disconnect speed control linkage (343) and (622), if
speed setting is motorised or manually operated (see Fig. VI).

3. Remove shutdown mechanism (Fig. V) by releasing the 8 capscrews securing the

shutdown mechanism mounting plate.

4. Remove splitpin (316), washer (357) and pin (317) from power piston stem (see
Fig. IV).

5. Remove splitpin (305), washer (304) and withdraw pin (306) from link (307).

6. Remove droop lever (302), speeder spring (refer to Fig. III) and upper spring
carrier (303). necessary, carry out operations 6 (I) and
If further dismantling is

6 (II) as follows:

(I) Remove split pin (305) and washer (304) from pin (334) at appropriate
end of lever (343).
(II) Remove lever (343) from speed setting shaft (350) and withdraw shaft.

7. Remove governor rotor, flyweights and pilot valve assembly (refer to Fig. III).

8. Remove restrictor screw assembly (366 to 371).

NOTE: B Before restrictor screw (369) is removed from housing (368) first
screw it in, carefully noting the number of turns necessary to firmly
seat the restrictor screw extract restrictor screw
from housing (368).

power a oil

48
 (Removal of output lever)

1 O. Turn output shaft (325) until capscrew (319) andwasher (321) can be
its spring

removed. Release capscrew and spring washer clamping droop shaft (336) and
remove the shaft complete. Remove screw (310) and extract droop adjusting
slide (315), droop adjusting rack (311) and shims (312 and 313). Carefully

preserve the shims. Release clamping capscrew (319). Push output shaft (325)
inwards until key (326) is clear of the lever, rotate the shaft and extract the key.
Withdraw the shaft, extract the output lever and remove power piston links (318).
Remove pins (320) in the output lever only if there is evidence of wear. Release
nut (340) and remove knob (339) complete with droop indicator (338), slacken
grubscrew (342) and remove droop indicator (338).

11. Place the governor casing under a suitable press and apply sufficient pressure to
retain plug cover (358) securely in position whilst capscrews (356) are released
(a special tool is available on request). Carefully release the pressure on the
cover and remove accumulator piston (360) and spring (372).

12. Extract oil seals (327) and bush sleeves (329) complete with bushes (328) only
if their replacement is If they
necessary. are to be replaced remove the grubscrew
(323) locking the bush sleeves.

13. Slacken grubscrew (323) in casing and extract bush (349) if necessary.

NOTE: C This governor can be "handed" i.e. the output shaft and speed
setting can be fitted to either side of the governor as required by
the particular application. Droopscale (337) in this case is left
"I" handed.

To Inspect

1. Examine all springs for distortion and fatigue.

2. Examine all bushes of wear.

3. Check the output shaft seals for damage and wear.

4. Check all swivel pins for excessive wear and their relevant holes in the linkage
for wear.

5. Examine all splines and serrations for wear and damage.

6. ine the taper of restrictor screw for wear.

Ensure all com are scru before assembly.

49
To Assemble

1. Fit speed control shaft (349) into casing and secure with grubscrew (323) if
removed.

2. Press in bush sleeves (329) complete with OX bushes (328) together with oil
seals (327) into casing (345). Do not secure sleeves with grubscrews (323) yet.

3. Insert accumulator spring (372) into accumulator piston bore (ensure that spring
is seated properly in recess of casing casting) and place piston (360) over spring
(372). Position plug cover (358) and new joint (359) on piston and apply
sufficient pressure to enable the capscrews (356) and spring washers (321) to be
tightened down.

(Fitting the output lever)

4. Position output lever (322) between the

bush bosses and re-position sleeves
(329) if side clearance is too much. Secure sleeves with grubscrews (323). Insert
output shaft (325) through the governor casing and lever. Fit Woodruff key (326)
and draw shaft outwards until its end is flush with the lever. Fit clamping
capscrew (319) and spring washer (321) but do not tighten capscrew. Assemble
droop slide (315) to lever and fit capscrew (310). Fit shims (312 and 313) and
droop adjusting rack (311). Fit link (307) with pin (308) and wavey washer
(309), if removed. Insert assembled droop scale shaft (336) and droop adjusting
shaft (335) through the governor casing and lever, ensuring that the droop
adjusting shaft meshes correctly with the droop rack (311). Fit clamping
capscrew (319). Fit droop indicator (338) but do not tighten grubscrew (342).
Fit knob (339) and locknut (340) and spring washer (341), but do not tighten
locknut.

Fit the governor drive base/pump/body assembly to

5. governor casing.

Fit restrictor screw housing (368) with new

6. o-ring (367) and dowty washer (366)
to governor casing. Ensure that the end of restrictor screw housing (368) locates
correctly in the appropriate hole (and in line) with the governor body (see dotted
part in Fig. II). Fit two new o-rings (367)
to restrictor screw (369) and screw
housing (368) to firmly seated position and screw the noted
restrictor screw in
number of turns back. Fit cover (371) with new o-ring (370).

Fit
7. governor rotor/flyweight assembly.

8. droop lever (302) speeder spring (refer to III) and upper spring carrier
.

(303). If the assembly was dismantled rther proceed as follows:

(I) at
(II)

50
9. Fit pin (317) to links (318) and power piston stem, and secure with splitpins
(316) and sufficient washers, having various thicknesses (357), to avoid too
much side clearance of pin (317).

10. Fit pin (306) to link (307) and lever (302) and secure with split pins (305) and
washers (304).

11. Fit speed setting mechanism to cover or intermediate housing and link up where
applicable (refer to Fig. VII).

12. Fit shut-down mechanism (refer to Fig. V).

1 3. Fit top cover (refer to Fig. VI).

14. Fit
governor to prime mover and fill with oil to indicated oil level mark on sight
glass (365). Connect control linkage between governor and prime mover (also
refer to instruction manual for prime mover for details of fuel control linkage).

15. Connect electrical connections of motorised speed setting mechanism.

5
Chapter 3 SETTING UP PROCEDURE - OUTPUT AND DROOP SCALES

1. Output scale.
(336) to zero output when power piston is at its highest and lock
Turn scale shaft
clamping capscrew (319).

2. Droop scale.
Adjust droop knob (339) to achieve zero droop position i.e. no movement on
lever (302) when output shaft is rotated. Lock grubscrew (342) on droop
indicator (338) when zero droop position found and set. Tighten lock nut (340).

NOTE: D 4% droop equals droop scale position 60:

a) If
60 % of the output shafts total movement is used from 'no load'
(pos 2) to 'full load' (pos. 8).
b) If the nominal governor speed is 1500 rev/min.
c) If the zero droop position has been set correctly.

{ 1 % of 1500 is 15 and 4 x 16 =
60 }
Key to the numbers:

Fig. IV *A 1 * (11 00/4G)

Housing assembly
Droop mechanism right build

Item Part no. Description Quantity

104. 11 OOG3380 (see Fig. II)

301. 700G155B Pin 1x
302. 700G153 Lever droop 1x

303. 1100G036A Carrier spring (upper) 1x

304. 5T013131 Washer (5 x lOx 0,8) 4x
305. 5T013200 5plitpin (1/16" x 1/2") 4x
306. 700G 152B Pin 1x
307. 700G 099 Link droop 1x
308. 700G 151 Pin droop link 1x
309. R5033-1 Wavey washer 1x
310. 5T314005 Capscrew 1x
31l. 700G 093 Rack droop 1x
312. 700G 094 5him 1x

313. 700G 095 5him 1x

314. 5T010601 Dowel 2x

315. 1100G 995 51ide droop 1x
316. 5T013201 5plitpin (1/16" x 1/2") 2x
317. 1100G 1105 Pin for links (long) 1x
318. 1100G 1413 Link pair (power piston) 1x
319. 5T314031 Capscrew (M5 x 20) 2x
320. 1100G 1419 Pin 2x
32l. 830G 5039/03 5pring washer (M5) 3x
322. 11 OOG3030 P1 Lever output 1x

323. 5T314423 Grubscrew (M5 x 6) 6x

333. 5T314030 Capscrew (M5 x 16) 2x
334. 11 OOG 11
08 P 1 Pin lever (short) 1x
343. 1100G 3138 P1 Lever speed control 1x
345. 1100G 3003 Casing 1x
357. 5T013101 Washer (6J x 14 x 1,6) 2x

Recommended spares are:

Items: 301,304,305,306,310,312,313,316,31 318,319,

1,323,

rk: 31 8 is a po i r of do order them separately.

53
 319

~ ~~-@I
321 C I
~ 311

i ,i --.v-~ 314
310 ,
~
::
312

I : þ ~ 313
305

301
304
3æ
I
I
I I/ßI:
í
,

(þ.,@19.
~ '

--!
307
306

304~
\ 309 , .....Ir.
..........,,/
I C:(.
<àflJ
,I i~~/J 305

~~
\ -J......
\ \ 323 304
305 \
-

\ \ ......
1 \'
/'@..
\

\
.

i
\

.~\)
Vr:,~ 315

320
'- '-
.

322
302 333
303
321

304 104
305

343
334

345

1::1'
I

(j
~ (
Key to the numbers:

Fig. IV *C2* (11 00/4G)

Housing assembly

Common parts

Item Part no. Description Quantity

32l. 830G 5039/03 Spring washer (M5) 4x

332. 11 OOG 058A Joint lx
348. ST314444 Plug (M8 x 8) 2x
356. ST314029 Screw (M5 x 1 2) 4x
358. 11 OOG 3031 Cover accumulator lx
359. 1100G 3032A Joint lx
360. 11 OOG 039 Piston accumulator lx
36l. 93G3 Nameplate lx
362. 730G 5047 Screw-self tapping 4x
363. ST036620 Dowty washer (1/1 BSP) 2x
364. RS 056-2 Indicator 2x
365. RS 056-1 Sightglass 2x
366. ST036610 Dowty washer (3/8/1 BSP) lx
367. ST036703 O-ring (4,47 x 1,78 mm) 3x
368. RS 150-5 Housi ng restrictor lx
369. RS 150-4 Restrictor 1x
370. ST036714 O-ring (18,72 x 2,62 mm) lx
37l. RS 150-6 Cover restrictor lx
372. 11 OOG 040 Spring accumulator lx
373. ST012501 Plug (1/8" Brass) lx
374. ST036605 Dowty washer (1/8/1 BSP) lx
376. RS 150-9 Sticker lx
377. 1100G 3481 Sticker lx
379. 1100G511 Spring accumulator lx

Recommended spares are:

Items:
321,332,356,359,363,364,365,366,367,
370, 372, 373, 374.
3;1
I

365

I i
I' ,
"-

"1'f'~ "-

I I
~1
/1 ,

372
I
379
362 374 I
373
Key to the numbers:

Fig. IV *E* (11 00/4G)

Housing assembly
Output shaft- Droop shaft- Speed stops (right build)

Item Part no. Description Quantity

323 ST314423 Grubscrew (M5 x 6) 5x

324 1100G 1024 Spacer lx
325. 1100G 3036 Shaft outp. (standard) lx
326. STOl1305 Key lx
327. 0024563 Oil seal 2x
328. 740G 5147 OX-bush 4x
329. 1100G 862 Sleeve for bush 2x
330. 1100G416 Plug lx
335. 1100G 3034 Shaft droop adjusting lx
336. 11 OOG 045A shaft droop scale 1x

337. 1100G 3483R Droop scale (r.h.) 1x

338. 11 OOG 3484 Indicator droop lx
339. 1100G 317 Knob droop lx
340. 770G 5060 Locknut for knob (M5) lx
341. 3H109 Washer (M5) lx
342. ST314411 Grubscrew (M4 x 4) lx
344. 1100G 115 Marker (scale) lx
346. ST317008 Nut locking (M5) 2x
347. ST312029 Screw stop (M5 x 20) 2x
349. 11 OOG 3137 Bushing speed shaft lx
350. 11 00G31 02 Shaft speed control lx
351. 11 OOG 3027 Lever stop 2x
352. 00 19445 Circlip (3/8") lx
353. 1100G 3029 Plate cover lx
354. 830G 5039/02 Spring washer (M4) 8x
355. ST314017 Screw (M4 xl 0) 8x
375. 1100G 3480 Caution plate 1x

Recommended spares are:

Items: 323, 324, 325, 326, 327, 328, 337, 340, 341, 342, 346,
347,349,350,351,352,353,354,355.

Remark: 7 is a left handed droop scale marked

57
@ <25
-I

323

337 ~-342
I
I I
339
I
I
I
!

e
/
,/
'''" ",--
335 ~1 I
340
",-- "
'>
/
/'
"-/

354
355
 SECTION 500/600
SHUT-DOWN ASSEMBLY

Fig.V*B1*
Solenoid Energise to Stop with Manual Stop Knob

For 11 02V-4G-25R Series Governor

Chapter Contents

1 GENERAL DESCRIPTION AND OPERATION

2 TO DISMANTLE INSPECT AND ASSEMBLE
3 SHUT-DOWN SOLENOID TO SET UP
-

59
SHUT-DOWN MECHANISM -
SOLENOID OPERATED - ENERGISED TO SHUT-DOWN

Chapter 1 GENERAL DESCRIPTION AND OPERATION

Description

The solenoid operated shut-down mechanism is mounted on a plate fitted to one side of
the governor casing. The mechanism is designed to be energised to move the pilot valve
(535) to the stop position on receipt of a shut-down signal to the prime mover. Provision is
also made to bring the prime mover to rest by operating the manually operated shut-down
knob mounted on the plate.

The mechanism comprises a bracket-mounted solenoid (518) mounted to a plate (512)

secured to the governor casing with capscrew (503) and copper washers (504). Also
forming part of the mechanism is a manually operated push button override mechanism
which when operated, transmits movement to pilot valve and sleeve assembly (537) fitted
to shutdown housing (538) and secured to the governor body by capscrews (540) and
spring washers (545).
Oilways formed in the shut-down housing connect with ports formed in sleeve (537) which
are closed by lands on pilot valve (535).Contact between pilot valve and solenoid stem is
maintained by spring (536). When the solenoid is de-energised, pilot valve (535) is held
against its stop (534) by return spring (536).

Operation
(See the coloured drawing as well).

With the solenoid de-energised, high pressure oil from the oil pump passes through the
pilot valve (see item 32, coloured scheme) and holds the shut-down valve (15) in the
"open" position against the action of its return spring (just below item 15).

In this position, the shut-down valve (15) permits oil (blue line) to flow freely between the
rotor assembly and the top of the power piston.

When solenoid is energised, pilot valve (32) is moved from the "run" position where it was
held by spring (33) to the shut-down position. This movement of the pilot valve cuts off the
supply of high pressure oil to the shut-down valve (see item 15 of coloured scheme) and
releases oil above the valve to drain (into green just below item 32).
With the sudden loss of oil pressure on the valve, its return spring moves item 15 to open
the control line (blue) from the power piston to drain (green) and shuts of the line (blue)
from the rotor assembly. The power piston then moves upwards due to the pressure (red)
beneath it and shuts down the prime mover.

60
Chapter 2 TO DISMANTLE, INSPECT AND ASSEMBLE

To Dismantle

It is not necessary to remove the governor from the prime mover or to drain the governor
oil unless further dismantling is to be carried out.

1. Release capscrews (503) securing the mounting plate (512) to the governor
casing and remove the plate complete with manual and solenoid assemblies.
Disconnect plug (508) if necessary. Release capscrews (503) and remove
bracket (514).

2. Release capscrew (532) and remove stop (534), pilot valve (535) and
spring (536).
NOTE: (I) The length of the solenoid push rod (at the bottom end of the
rod) has been accurately measured and filed to match.
(See instructions).
(II) The pilot valve and sleeve are fitted as an assembly and should
not be replaced separately.

3. Remove splitpin (502). Remove manual push button (501) return spring (505L
o-ring housing (506) and o-ring (510). Remove splitpin (516) from one end of
spindle (517), withdraw the spindle and lever (515).

4. Disconnect the electrical connections (520) at the solenoid. Release capscrews

(503) securing mounting (529) to plate (512) and remove mounting.
Release solenoid nut (533) securing the solenoid to mounting (529) and remove
solenoid.

If it is
NOTE: necessary to dismantle the shut-down mechanism further the
governor should be removed from the prime mover and drained of oil
and the following dismantling procedure should be used with reference
to the under mentioned sections in the order listed;
Remove top cover (Fig. VI)
Remove housing assembly (Fig's IV)
Remove shutdown housing (Fig. V)

To Inspect

All
traces of old jointing must be removed form the mating faces of all covers and
housings. Ensure that all faces are free from blemishes and score marks which might
impair their oil sealing qualities.

Ensure that all oilways in the shut-down housing sleeve are from dirt and foreign
matter.

6]
Check the pilot valve for scoring and high spots. The valve should have a sliding fit in
its sleeve.

Check the pilot valve spring for serviceability.

Check the solenoid for continuity and insulation. Ensue that the core moves freely
throughout the coil centre.

To Assemble

Renew all joints during assembly.

1. Fit pilot valve (535), sleeve (537) 'if removed' and spring (536) to housing
(538). Place pilot valve stop (534) and secure with capscrew (532).

2. Assemble spring (505) o-ring housing (506) and o-ring (510) over push button
(501). Fit assembly to bracket (514). Secure splitpin (502).

3. Pass spindle (517) through lever (515) and secure with new split pin (517).

4. Using new joint (513) secure shut-down bracket (514) to mounting plate (512)
with capscrews (503) and copper washers (504).

5. Secure solenoid (518) to mounting (529) with special nut (533) and locking
washer (not shown).

6. Fit reinforcing plate (530) 'if removed' and secure with screws (525) and spring
washers (527L screws (524) and spring washers (526).

7. Re-connect the electrical connections.

8. Using new joint (541) secure mounting plate (512) to governor casing.

9. Re-connect plug (508), if this has been removed.

NOTE: If the governor has been further dismantled, proceed as follows:

(I) Assemble shut-down housing (Fig. V)
(II) Fit housing assembly (Fig. IV)
(Ill) Fit top cover (Fig. VI)

10. Fit
governor to prime mover and fill with oil of the recommended grade to the
centre of the sight glass.

62
Chapter 3 SHUT DOWN SOLENOID TO SET UP
-

(Refer to adjusting tool instructions RS 122-33)

Only authorised engineers should use the tool set RS122-23.

The tool set consists of the following parts:

-
Bracket A: necessary to define the length of the solenoid core.

-
Bracket B: necessary to transfer the defined length to the actual solenoid assembly.

-A measuring gauge necessary to adjust bracket B.

Besides a slide gauge, no further tools are required. All adiustments can be done by
tightening the locking collars by force of hand.

The solenoids are designed and used with a small effective stroke (1.6 mm) and if they are
disturbed in service and incorrectly re-installed such that the stroke is incorrect then failure
to operate will result.

The operating details are as follows:

1) Nominal voltage (DC) 24 48 110 200

2) Nominal current (mA) 290 145 64 35
3) Pull in volts (20oC) 13 26 59 110
4) Pull in volts (88OC) 17 34 79 145
5) Drop out volts (20oC) 3 7 14 25
6) Drop out volts (88OC) 4 8 17 31

Solenoids used for 220 volts DC supply have a resistance fitted in series with the
solenoid coil.

IMPORTANT:

of the cases, the solenoid mounting plate (512) will have been doweled to the
In most

governor housing. Also the solenoid mounting (529) should have dowels and if not, it is

recommended to do so.

The solenoid socket assembly (507) has three pins. Two of them have red coloured wires
and they are connected to the solenoid. The third wire is white and is connected to the
governor "earth". In particular when 11 OV DC or 220V DC solenoids are used, the
"earth" of the plug (508) should be wired as well, as otherwise represent a potential
danger to personnel.

solenoids will need a supply. They will not function if IS ied

Key to the numbers:

Fig. V*Bl* (1100/4G)

Shut-down assembly
Solenoid energise to stop with manual stop knob

Item Part no. Description Quantity

501. 1100G 3084 Push button assy lx

502. ST013201 Split pin lx
503. ST314029 Capscrew (M5 x 12) lOx
504. 770G 5266/03 Copper washer (M5) lOx
505. PC 013 Spring, for push button lx
506. 1100G 3094 O-ring housing lx
507. 450753 Solenoid socket assy lx
508. RS046-16 Solenoid connector lx
509. ST314006 Capscrew (M3 x 8) 4x
510. ST036703 O-ring (4,47 xl, 78 mm) lx
511. 500G 243A Joint lx
512. RS046-09 Mounting plate lx
513. 1100G 233A Joint bracket lx
514, 1100G 3046 Bracket lx
515. 1100G 031 B Lever lx
516, ST013200 Split pin 2x
517. 1100G 235 Spindle lx
518, OD19485B Solenoid assy (24V) lx
519. (Part of 518) Washer 2x
520. (Part of 507) Wire (red coloured) 2x
521. (Part of 518) Spring washer 2x
522. (Part of 518) Nut selflocking 2x
523. ST010601 Dowels 4x
524. ST019681 Capscrew (4BA x l/Lt") 2x
525. ST314017 Capscrew (M4) 2x
526. OD 23270 Spring washer (4BA) 2x
527. 830G 5039/03 Spring washer (M5) 2x
528. 1100G 231A Joint lx
529. 1100G 3047 Solenoid mounting lx
530. RS 012-1 Reinforcing plate lx
531. 830G 5039/01 Spring washer (M3) lx
532. ST314008 Capscrew (M3 x 12) lx
533. (Part of 518) Nut & locking washer lx
534. 1100G 268 Stop (for pilot valve) lx
535. (Part of 537) Pilot valve lx
x

x
Continued: Fig. V *B 1 (11 00/4G)
*

540. ST314035 Capscrew (M5 x 40) 4x

54l. 11 OOG 228B Joint, plate to casing lx
543. RS 046-6 Sticker 1x

544. (part of 507) Wire (white coloured) lx

545. 830G 5039/04 Spring washer (M5) 4x
3431. 71 OG 5071 Diode lx

Recommended spares are:

Items: 502,503,509,510,511,513,516,517,524,525,
526,527,528,531,532,539,540,541,545.

Remark: Do not remove dowels 523.

Pilot valve cannot be ordered separately.
508 (connector) is an assembly, single parts
cannot be ordered.

65
 511
501
I
I

506

<'....

-/-
~
...
....
....
....
....
..----/
.....- i
541

543
I I
I

FìgJZ*S,*lI00'liG SHut. OOWN ASSEM8LV.

.

(SOLENOiD
.

EN ERGIZE TO S........
....... .....ITH
MANUAl. S......'"
...".. KNCI8l
 SECTION 600/700
TOP COVER ASSEMBLY

Fig. VI *C*
Cover, Slipping clutch and Series Wound Motor

For 11 02V-4G-25R Series Governors

Chapter Contents

1 GENERAL INFORMATION AND OPERATION

2 TO DISMANTLE INSPECT AND ASSEMBLE
3 GOVERNOR SPEED SETTING MOTOR

67
 MOTORISED SPEED SETTING MECHANISM
(SERIESWOUND)

Chapter 1 GENERAL DESCRIPTION AND OPERATION

Description

1. The motorised speed setting mechanism is designed primarily for use in

applications where remote control of prime mover speed is desirable, i.e. in

applications where speed is controlled from a distance.

2. The mechanism mounted on top of the governor top cover and comprises
is a

totally enclosed gear/motor unit transmitting drive through a spring loaded

clutch to the speed setting lever via internal governor linkage. A handwheel is

incorporated in the mechanism for manual control of the prime mover set
speed.

3. Seals are fitted to prevent the ingress of dirt and foreign matter into the

governor.

Operation

1 . On receipt of a remote control position, the electric motor will

signal from a

rotate in either clockwise or anticlockwise direction to transmit movement to

shaft (612) causing block (622) to be raised or lowered. The horns formed on
block (622) which engage in the lever (343) will cause the speed control shaft
(350) to rotate and cause a change of pressure to the governor speeder spring
(201) via lever (302) and upper spring carrier (303).

2. Rotation of the handwheel (607)

clockwise direction will couse the prime
in a

mover to increase speed, whilst rotation in an anticlockwise direction will

decrease speed.

Installation

1. The motorised speed setting mechanism is fitted to the governor and adjusted
before leaving the factory. The only installation is that the electrical supply be
connected, making certain the voltage corresponds with the motor supplied and
1 *).
that the terminals
are wired as per the wiring diagram. (See Fig.

68
Maintenance

1. Due to the totally enclosed nature and design of the speed setting motor it will
require very little routine maintenance under normal working conditions.
However, after a period of one year or 5000 hours of use, it is advisable to
check brushes and commutator for wear. The motor should be completely
replaced when the governor unit is being overhauled, normally after 20.000
hours. This repair work should be undertaken by a qualified engineer who is
familiar with this type of equipment and the associated safety procedures.

2. The clutch assembly is contained within the handwheel knob (607). Driving
clutch plate (610) is machined in centre, to engage with the square of the motor
Igear unit output shaft and positioned inside the upper end of the speed control
shaft (612). A cork washer (611) is fitted underneath the driving clutch plate
(610). Spring (609) exerts pressure on the clutch plate and is held compressed
by the cover (606). The spring force is not adjustable. The cork washer should
not be fitted dry. Oil or grease should be used to reduce some of the friction.

3. The speed control shaft (612) is carried in bearing (618) fitted into bearing
housing (616). Capscrews (604) secure shaft (612) and housing (616) to cover
(628). Spacers (617) are fitted to prevent end float of the bearing. Bearing (618)
is held on the speed control shaft by E-c1ip (619), circlip (620) and disc spring
(614). The lower portion of shaft (612) is threaded to carry speed control shaft
block (622), which engage the horns formed on the block, in the speed setting
lever, thus causing the speed setting linkage to move upwards or downwards.
Seals (613) and (601) are fitted to prevent the ingress of dirt and foreign matter

into the governor.

Type of Motor

Make Groschopp, 24V D.C. split field reversing, series wound motor.

69
IMPORTANT NOTES

Governors having 2201240V motors or 11 0/120V motors should use an earth

connection.

Electric motors, having brushes, and being used for parallel operation (i.e. a load sharing
system), should normally require little maintenance. However, if they are used in
conjunction with close frequency control equipment, then the use of synchronous motors
(brushless motors) is highly recommended.

All governors are leaving our works with the speed setting mechanism set at maximum

governor speed. The tension of spring (201) on top of the rotor assembly pushes the
assembly down to the body, thus preventing the rotor splines to slip out the driving gear
(113), which may occur as a result of rough transport.

70
Key to the numbers:

Fig. VI *C* (1100/4G)

Top cover assembly

Item Part no. Description Quantity

332. 11 OOG
058A See Fig IV *C*
601. 830G 5370/01 Check seal 1x
602. ST314028 Capscrew (M5 x 10) 4x
603. 1100G 3146 Mounting Plate 1x
604. ST314029 Capscrew (M5 x 12) 7x
605. RS 136-4 Motor (24V) 1x
606. 11 OOG 3145 Capscrew 1x
607. 11 OOG 3144 Clutch sleeve 1x
608. 11 OOG 3148A Clutch spring outer 1x
609. 11 OOG 3149 Clutch spring inner 1x
610. 1100G 3143 Clutch disc 1x
611. 83 OG 5183 Cork washer 1x
612. 1100G3139B Speed control shaft 1x
613. 74 OG 5228/08 V-ring seal 1x

614. 82 OG 5232/07 Disc ring 1x

616. 1100G 3141 Bearing housing 1x
617. 1100G 3140 Spacer - bearing 2x
618. 83OG 5031/03 Bearing 1x
619. 76OG 5124 E-c1ip 1x
620. 720G5142/16 Circlip (26 x 1,2) 1x
621. 1100G 3150 Joint 1x
622. 1100G 3147 Block speed control 1x
623. 600G 052 Filler plug 1x
624. ST036610 Dowty washer 1x
625. ST314046 Capscrew (M6 x 30) 6x
628. 11 OOG 3142 Top cover 1x

Recommended spares are:

I~m: 332,601,602,604,611,613,618,619,620,621,623,624,625.

Remark: electric motor 605 is an assembly, single parts cannot be ordered. (apart from
the carbon brushes a

71
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 1 GAUGE RS122_34 SHEET 2
2 SHAFT RS122-34 SHEET 3
3 BRACKET RS 122_34 SHEET 4
4 BALL BEARING 840G 5Ol.4
I 5 CIRCLIP 501005
MAX. MISALIGNMENT
O,05J,00mm. J 18
..... 6 CAPSCREW 1 H185 M6 x
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THIS CORRESPONDS WITH I 7 CAPSCREW 314018 M4x 12
O,03mm. DIAL READING 8 POST RS 122_34 SHEET 5
9 GOVERNOR BASE
10 GOVERNOR BODY
---I '1 GOVERNOR OILPUMP HOUSIN!:;
12 GOVERNOR OILPUMP GEAR
ITEM DESCRIPTION PART NO. REMARKS

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DESCRIPTION SURFACE TREATMENT

Drawn Scale Size

Shee' REGULATIURS EUROPA B.V.
Date 8 1:1
A 3 . RODEN NETHERLANDS
Checked Amencan prOflCt1on

3 Neme
DRIVE SHAFT
2 UPDATED
Bre.1I
ALIGNMENT GAUGE
1 UPDATED sharp edges 01.0,3 AngJes t 10
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25 05 25.0 0,05 25,00 "'''\091
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