OODWAR]) ® UG8 DIAL GOVERNOR WOODWARD GOVERNOR COMPANY... ENGINE & TURBINE CONTROLS DIVISION. FT. COLLINS, COLORADO, U.S.A.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. Woodward Governor Company reserves the right to update any portion ofthis 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, 1976 All Rights ReservedTH GENERAL INFORMATION INSTALLATION PROCEDURES. Pri FIGURE 1 12 1 TABLE OF CONTENTS TLE SECTION | Introduction .. Description .. SECTION II Introduction . Receiving Storage . Mounting Requirements ll Supply ‘ Compensation Needie Valve SECTION INCIPLES OF OPERATION Introduction Description Oil Pump ‘Accurnulator Power Piston Pilot Valve System .. Ballhead System Compensation System... Load Limit Control ‘Synchronizer, Speed Droop ss... Operation of the UG8 Dial General Baas Decrease in Load . Increase in Load PAGE TITLE SECTION IV GOVERNOR OPERATION AND ADJUSTMENTS: Introduction . Initial Operation Adjustments ...... ‘Compensation Adjustments SECTION V TROUBLESHOOTING. Introduction e, Troubleshooting - Cia ay Compensating Adjustment and Needle Valve. : Definitions . i Preliminary Inspection. SECTION VI REPLACEABLE PARTS: Replacement Parts Information SECTION VIL AUXILIARY EQUIPMENT ....... Introduction ..... ‘Synchronizer Motor and Solenoid Shutdown . Low Lube Oil Shutdown. ‘Magnetic Speed Pickup. Micro Switches and Wiring Harness. LIST OF ILLUSTRATIONS TITLE UGB Dial Governor . PAGE Outline Drawing of UGB Dial Governor . Linkage Arrangement (For Non-Linear Fuel Systems .. a) 3-1 Schematic Diagram of the UGS Dial Governor... ‘Common Bench Tools . Normal Field Repair Tools .... Exploded View of UGB Dial Governor (Sheot 1 of 4). 8 Exploded View of UGS Dial Governor (Shoot 2 of 4) ....... +20 FIGURE TITLE 6-1 Exploded View of UGB Dial Governor (Sheet 3 of 4) . 5 Exploded View of UGB Dial Governor (Sheet 4 of 4) ....... e UGS Cover with UGB Dial Governor Equipped with Electric Motor ..... Low Lube Oil Pressure Shutdown, Magnetic Speed Pickup .. Micro Switches and Wiring Wiring Harness on Cover LIST OF TABLES TABLE PAGE 1-1 References . aa 5-1 Troubleshooting ...... ere) 5-2 List of Common Bench Toois. 2048 5-3 List of Normal Field Repair Tools . 16 Installing Cover with Synchronizer Motor... PAGEOIL FILLER CAP OIL GAUGE TERMINAL ‘COMPENSATION POINTER COMPENSATING NEEDLE VALVE. PLUG FIG.1-1 Figure 1-1. UG8 Dial GovernorUG8 DIAL GOVERNOR SECTION | GENERAL INFORMATION INTRODUCTION ‘The UGB Governor (Universal Governor, 8 foot pounds output) is manufactured by the Woodward Governor Company, Engine and Turbine Controls Division, P.O. Box 1819, Fort Collins, Colorado 80522. It is also manufactured in our plants in Hoofddorp, The Nederlands; Slough, England; and Tomisato, Japan. ‘This manual covers the UG8 Dial Governor. Its arranged into sections; General Information, Installation Procedures, Principles of Operation, Governor Operation. land Adjustment, Troubleshooting, Replaceable Parts and Auxiliary Equipment. Table 1-1, References DESCRIPTION ‘The UGB is a mechanical-hydraulic governor for controlling dual fuel or diesel engines, or steam turbines. The UGE is, ‘mechanically linked to the fuel racks or to the fuel valves, ‘depending on the system. ‘The maximum work output of the UGB is 8 ftlbs, over the full 42° travel of its output (terminal) shaft, The recommended travel of the output shaft is 28° which provides a useful work output of 5.3 ft-lbs. Normally, the UG8 operates isochronously (constant speed) regardless of load on the engine, except during transient load conditions. TILE (03013 “| Shutdown Solenoid for UG Governor Low Lube Oil Pressure Shutdown for UG Governors UGB Governor PM Speed Adjusting Motor ‘Specification Procedure Manual ITEM NUMBER, Manual Manual 03016 v Product Specification 03028 Manual (03035 Manual (03505 03507 28007 Manual 25071 ‘Speed Adjusting (Synchronizing) Motor Parts Catalog & Lubrication Guide Manifold Pressure Fuel Limiter for UGBL Governors Recommended Oils for Governor/ Actuators Oils for Hydraulic Controls ‘Commercial Preservation Packaging for Storage of Mechanical-Hydraulic Controls Magnetic Speed Pickup for PG, UGB & UG40 Governorsan ip ee Figure 1-2. Outline Drawing of UG8 Dial Governor ADJUST TO GIVE MAXIMUM IDLE SPEED ALLOWED GOVERNOR OUTPUT SHAFT: Figure 1-3. Linkage Arrangement (For Non-Linear Fuel Systems) 9gf) SECTION II INSTALLATION PROCEDURES INTRODUCTION This séction provides information necessary for receiving, storage, mounting, and start-up adjustments. ‘The prime mover should be equipped with a separate overspeed (overtemperature, or ‘overpressure, where applicable) shutdown device(s), to protect against runaway or damage to the prime mover with possible personal Injury oF loss of life should the mechanical- hydraulic governor(s) or electric controls), the actuator(s), fuel control{s), the driving ‘mechanism\s}, the linkage(s), or the controlled device(s) fail RECEIVING When you receive your UGB governor it will be bolted to 2 ‘wooden platform in a vertical position. After testing the governor at the factory, it is drained of oil. This leaves @ light film of oil covering the internal parts, preventing rust. [No internal cleaning is required. Some drive shafts are sprayed with @ ight film of oil while others (depending on customer requirements) are covered with soft seal. Before installation remove the sott seal with a rag saturated with mineral spirits. STORAGE If a governor is being stored for any period of time please refer to Woodward's specification procedure 25075 “Commercial Preservation Packaging for Storage of Mechanical-Hydraulic Controls". MOUNTING REQUIREMENTS Mount the governor square on its mounting pad using the correct length of coupling between the governor and the prime mover drive, Be sure there is no binding, or excessive side load in the drive shatt assembly, or excessive looseness in the coupling. There must not be any forces pushing the ‘rive shaft into the governor. ‘The UGB may be mounted vertically or to a 45° angle (with the front cover plate up). When connecting the fuel rack linkage be sure the relationship between prime mover torque output and governor terminal shaft travel is linear (very important for {925 or dual fuel engines). Use approximately 28° terminal shaft travel between full load and no load. Allow sufficient fover-travel_on each end so the governor can create a shutdown, and also provide maximum fuel when required. See figure 1-3. Leave adequate clearance for connecting the control linkage, filling the governor with oil, and adjusting the speed, and compensation system, Refer to the outline drawing, figure 1-2, for mounting hole sizes and governor dimensions. ‘The recommended rated speed range for the governor drive is 1000 to 1800 RPM. The drive power requirement is 1/3 HP at normal speed and operating temperature. The UGB. governor may be driven either CW or CCW. OIL SUPPLY Fill the governor with oil to level between the lines onthe ll gauge sight glass. Oil must be clean and of a grade suitable for the particular operating conditions. We recommend approximately 1—1/2 quarts of SAE 1010 50 oil, depending on operating temperature, for the ‘governor. Recheck the oil level after the engine is started and add oil if necessary. Do not overfill. See manual 25071. COMPENSATION NEEDLE VALVE ‘Adjust the needle valve on new installations per instructions in section five,SECTION III PRINCIPLES OF OPERATION INTRODUCTION Basic UGB operation is similar for all types. The only difference is in the method of setting the speed. Auxiliary devices provide different functions but do not alter the ‘basic operation of the governor. Along with the text, 2 schematic diagram, figure 3-1, is provided for a visual means of understanding the operation of the UGB Dial Governor. DESCRIPTION Before getting into the operation of the UGB a brief deteription of the components will facilitate understanding the operation. oi PUMP The oil pump system is housed in the bottom of the contiolet, The controlet is mounted directly to the base. ‘The oil pump system consists of two gears and four check valves. One gear is part of the rotating bushing and the ‘other gear is part of the laminated drive. The rotating bushing is driven by the governor drive shaft which is driven by the prime mover, As the bushing rotates it rotates the laminated drive. The oil pump gears can be driven either Wor Cow, Oil flow is directed through the check valve system into the accumulator system. ACCUMULATOR ‘The accumulator is also housed (two cylinders) in the controlet, The accumulator consists of two spring loaded pistons. Oil is pumped into the cylinders and increased to 120 psi by the accumulator springs. If the oil pressure exceeds 120 psi, oll is released back to sump through 2 relief port in each cylinder. il flows from the accumulator through passages to the top Cf the power piston and to the pilot valve system. POWER PISTON ‘The power piston (servo) is also housed in the controlet. It is a differential type with oil pressure on both the top and bottom of the piston. The upper end of the power piston is connected to the terminal (output) shaft through a power lever and link assembly. ‘The bottom of the power piston has a larger area than the ‘top of the piston. Therefore less oll pressure is required on ‘the bottom than on the top when the piston is stationary. If the oll pressure is the same on both the top and bottom, of the piston, the piston is moved upward to rotate the terminal shaft in the increase fuel direction. The piston ‘moves downward only when oil under the piston is released to sump. il to oF from the bottom of the power piston is regulated by the pilot valve system. PILOT VALVE SYSTEM ‘The pilot valve system is housed in the controlet. It consists Cf the rotating bushing (mentioned previously], and the pilot valve plunger. The bushing is rotated by the drive shaft and through this rotation, friction between the pilot valve plunger and bushing is reduced. The pilot valve plunger (PVP) has @ control land that regulates oil flow through ports in the bushing. When the PVP is lowered high pressure oil flows to the bottom of the piston, raising the power piston. When the PVP js raised oil is released to sump from under the power piston. The higher pressure on the top of the piston forces the piston downward. When the PVP is in its centered position the control land covers the control port as shown in the schematic, figure 3-1, and there is no movenent of the power piston. ‘The PVP movement is controlled by the ballhead. BALLHEAD SYSTEM ‘The ballhead system consists of a ballhead, flyweights, speeder spring, thrust bearing, speeder plug, and speeder ‘od. The balthead is geared and is driven by the laminated drive. The flyweights are attached to the ballhead with pivot pins. A thrust bearing rides on the toes of the flyweights. The speeder spring is held in position on the thrust bearing by the speeder plug. As the ballhead rotates the flyweights pivot outward due to the centrifugal force. ww‘At the same time the speeder spring is forcing the thrust bearing downward on the flyweight toes. This downward force opposes the centrifugal force of the flyweights. Inereasing the drive speed increases the centrifugal force. Compressing the speeder spring with the speeder plug increases the downward force and in turn increases the ‘governor speed setting. The prime mover must run faster to produce @ higher centrifugal force to overcome the speeder spring force and rebalance the system. ‘Speeder spring force or speed setting is controlled manually through the synchronizer (speed) adjusting knob. When the ‘governor is equipped with a speed adjusting motor the speed setting may be controlled remotely. COMPENSATION SYSTEM ‘Two pistons, an actuating and a receiving piston, along with ‘a needle valve make up the compensation system, The actuating piston is linked to the terminal shaft by & compensation adjusting lever. A pivotable fulerum rides on the adjusting lover. Changing the fulerum’s position allows the adjusting lever to control the amount of stroke available for the actuating compensating piston. The receiving piston is connected through a floating lever to the pilot valve plunger and the speeder rod. ‘The needle valve controls the flow of oil between the oil sump and the actuating piston and receiving piston. Moving the actuating piston downward forces oil under the receiving piston. As the receiving piston is forced upward it lifts the PVP to close off the control port which stops the flow of oil to'the bottom of the power piston. LOAD LIMIT CONTROL The load limit control consists of an indicator disc geared to 2 load limit rack. The control knob is also attached 10 the load limit cam, Load is limited mechanically by positioning the load limit knob. When the load indicator reaches the preset point the PVP is lifted stopping any further increase ot fuel. Prime mover shutdown is possible by turning the load limit control to z0r0, This turns the cam, forcing the load limit lever and shutdown strap downward. As the right end of ‘the load limit shutdown lever is forced downward it pivots about its fulcrum and lifts the pilot valve plunger releasing oil from under the power servo. [ene] Do not manually force prime mover linkage to increase fuel without first turning the load limit ‘control knob to maximum position (10). SYNCHRONIZER ‘The synchronizer is the speed adjusting control and is used to change engine speed for a single unit. On engines paralleled with other units it is used to change engine load. ‘The upper knob, “SYNCHRONIZER”, is the control knob while the lower knob, “SYN. INDICATOR’, indicates the ‘number of revolutions of the synchronizer contro! knob. SPEED DROOP ‘Speed droop consists of a control knob, cam, and linkage, which when preset, varies the compression of the speeder spring as the terminal shaft rotates. Increasing the fuel reduces speeder spring compression and in turn the governor speed setting. The unit gradually reduces its speed 2s load is applied. This relationship between load and speed ‘acts as a resistance to load changes when the unit is interconnected with other units either mechanically or electrically Setting the speed droop control automatically divides and balances load between prime movers that drive the same sshatt or are paralleled in an electrical system. Reducing droop to zero allows the unit to change load without changing speed. Normally, set zero droop on units running alone, On interconnected units, set the least amount of droop possible to provide satisfactory load division, For ac generating units tied in with other units set droop sufficiently high (30 to 50 on dial) to prevent interchange of load between units. If one unit in the system has enough capacity, set its governor on zero droop and it will regulate the frequency of the prime mover system. If its capacity is not exceeded this unit will handle all load changes. Operate the SYNCHRONIZER, of the governor with zero ‘droop, to adjust the system's frequency. Operate the SYNCHRONIZERS, of the governors that have speed droop, to distribute load between units.© Cy dy 40Us8N09 [&1G BON ay) Jo wesBe1q oneWayDS "|-€ a4nBI4OPERATION OF THE UG8 DIAL GOVERNOR: GENERAL Refer to figure 3-1 which is a schematic diagram of the dial speed setting UGB governor. This schematic is of @ basic design and does not include any auxiliary equipment. Changes in governor speed setting produce the same ‘governor movements as do changes in load on the engine. DECREASE IN LOAD ‘Assume the prime mover is running on speed; i.e., the control land of the pilot valve plunger is centered over the control port of the rotating bushing. The flyweights are in a vertical position for normal steady state operation. ‘A reduction in load creates an increase in speed. As speed increases the centrifugal force of the flyweights increases, ‘overcoming the opposing speeder spring force. The ‘lyweights tip outward raising the speeder rod and the right hand end of the floating lever. This raises the pilot valve plunger, dumping oil from under the power piston. As the ower piston moves downward the terminal shaft is rotated in the decrease fuel direction ‘As the power piston moves downward the actuating ‘compensation piston moves upward. This applies suction to ‘the small compensation piston, pulling it downward. The left end of the floating lever is pulled down forcing the pilot valve plunger downward closing off the control port. ‘The compénsation system, in essence, anticipates the ‘amount of fuel required to accept the new load change. The amount of movement (compensation) of the actuating ‘compensation piston is controlled by the compensation adjustment and fulcrum. ‘The terminal shaft and power piston’s movement is stopped in the new decreased fuel position required to run the we mover at normal speed with the decrease in load. ‘As oll dissipates through the needle valve from the ‘compensation system, the receiving compensating piston is returned to normal at the same rate as the speeder rod. This keeps the pilot valve plunger in its centered position. INCREASE IN LOAD ‘Again, assume the prime mover is running on speed. The pilot valve plunger is centered and the flyweights are in a vertical position. ‘An increase in load crestes @ decrease in speed. As speed decreases, centrifugal force of the flyweights decreases allowing them to tip inward, decreasing the upward force ‘on the speeder spring. The speeder spring forces the speeder od downward which forces the pilot valve plunger down. Pressured ool is released through the control port into the lower cylinder of the power piston. ‘The power piston is forced upward by the pressured oil acting on the larger lower surface ares of the power piston, ‘The terminal shaft is rotated in the increase fuel direction. Linkage from the output shaft lifts the compensation ‘adjusting lever which pivots at the fulcrum pushing down ‘onthe actuating compensation piston. Oil is forced in the ‘chamber of the smaller receiving compensation piston, raising the floating lever and in turn the pilot valve plunger, When correctly adjusted the compensation system effectively anticipates the amount of fuel necessary to bring the engine up to the proper output to accept the increased load, ‘The pilot valve plunger is again recentered, the speeder spring and flyweight forces are rebalanced, and the terminal shaft isin position to provide the new fuel requirements.SECTION IV GOVERNOR OPERATION AND ADJUSTMENT INTRODUCTION This section describes initial operation and basic adjustments of the UGS Dial for putting a new or repaired ‘governor into service. INITIAL OPERATION Betore initial operation of the UGB Dial Governor check that all previous installation steps are accomplished and all linkages are secure and properly attached. Fill the governor with oil, Close the needle valve carefully (cw) and open it (ccw) 1/2 to 3/4 turn, Set the ‘compensation adjusting pointer at mid-point. When first starting the prime mover be prepared to initiate an emergency shutdown in the event of 2 governor, fuel control, linkage, or prime mover failure. Use the prime mover instructions to start the engine. ADJUSTMENTS Normally, the only adjustments for putting @ new governor into service are bleeding entrapped air and adjusting compensation to obtain satisfactory stability and response. All other operating adjustments weremade uring factory testing in accordance with the prime mover manufacturer's specifications and should not require further adjustment. Do not attempt internal adjustment of the governor unless thoroughly familiar with the proper procedures. COMPENSATION ADJUSTMENTS ‘The compensation needle valve and pointer are adjustable parts of the compensation system. Their settings directly affect governor stability and depend upon the individual characteristics of the prime mover. ‘When the engine or turbineis started or the first time after the governor has been filled with oll, the governor may be stable at constant speed, yet the governor may need adjustment. High overspeeds and underspeeds atter load changes and slow return to normal speed indicate tne ‘need for compensation adjustment. Note Maximum compensation settings generally provide stable steady state operation, but result in greater offspeeds on load changes. After the engine and the oil in the governor have reached their normal operating temperatures, make the following compensation adjustments without load on the prime mover to be certain that the governor gives optimum control. See figure 1-1 for location of the adjustment parts. 1. Loosen the nut holding the compensation adjusting pointer enough to set the pointer at its extreme upward position for maximum compensation, 2. Remove the plug and open the compensating needle valve three to five turns cow with a screwdriver. Be sure that the screwdriver fits into the shallow slot of the compensating needle valve and not into the deep slot located at right angles to the shallow screwdriver slot. Allow the prime mover to hunt for about one-half minute to bleed trapped air from the governor oil passages. 3. Move the compensation pointer to the minimum compensation position and gradually close the needle until hunting just stops. If hunting does not stop, open the needle valve again and move the ‘compensating pointer up by two marks on the panel front indicator scale. Again, gradually close the needle valve till the hunting stops. If not, repeat the resetting of the compensating lever upward by two ‘marks and retest,Check the governor stability by manually disturbing the ‘governor speed setting. The compensation adjustment is ‘satistactory when the governor returns to speed with only @ slight over or undershoot. Once the needle valve adjustment is correct, it is not necessary to change the setting except for large, permanent changes in temperature which affect governor oil viscosity. ‘The needle valve must not be closed completely, normal position is from 1/8 to 1/4 turn open in a governor built prior to 1955 and trom 1/2 to 3/4 turn open in governors bullt after 1955. It is also desirable to have as little ‘compensation as possible. Note Closing the needie valve further than necessary makes the governor slow to return to normal speed atter @ load change. When the adjustment is correct, tighten the compensating pointer nut and install the needle valve access plug.SECTION V TROUBLESHOOTING INTRODUCTION ‘This section provides instructions for troubleshooting. It is impossible to anticipate every kind of trouble that is ‘encountered in the field. This bulletin covers the most ‘common troubles experienced. Poor governing may be due to faulty governor performance, or it may be due to the ‘governor attempting to correct for faulty operation of the prime mover or the equipment driven. The effect of any ‘auxiligry equipment on the overall control required of the ‘governor must also be considered. TROUBLESHOOTING on Keep the governor oil level between the lines on the oil level gauge glass with the unit operating. The correct oil level is 3/4 to 1 1/4 inch below the top of the governor cease. Dirty oil causes approximately 50% of all governor ‘roubles. Use clean new or filtered oil. Containers used to fill governors from bulk containers should be perfectly clean. Oil contaminated with water breaks down rapidly, ‘causing foaming and corrodes internal governor parts. COMPENSATING ADJUSTMENT AND NEEDLE VALVE The compensating adjustment and needle valve must be correctly adjusted with the governor controlling the engine for turbine, even though the compensation may have been previously adjusted at the factory or on governor test equipment. Although the governor may appear to be ‘operating satisfactorily because the unit runs at constant speed without load, the governor stil may not be correctly, adjusted, High overspeeds and low underspeeds, or slow return to speed, after a load change or speed setting change, are some Of the results of an incorrect setting of the compensating adjustment and needle valve 10 DEFINITIONS Use the troubleshooting chart on the following pages to determine the probable causes of faulty operation, and to correct these troubles, ‘Terms used in the chart are defined as follows: HUNT ‘A rhythmic variation of speed which can be eliminated by blocking governor operation manually, but which will recur when returned to governor control. SURGE ‘A thythmic variation of speed, always of large magnitude, which can be eliminated by blocking governor action manually and which will not recur when returned to governor control, unless speed adjustment is changed or the load changes. JIGGLE A high frequency vibration of the governor terminal shaft ‘and fuel linkage. Do not confuse this with normal ‘controlling action of the governor PRELIMINARY INSPECTION Governor troubles are usually rev speed variations Cf the prime mover, but it does not necessarily follow that such variations are caused by the governor. When improper speed variations appear, the following procedure should be performed. 1. Check the load to be sure the speed changes are not the result of load changes beyond the capacity of the prime mover. 2. Check engine operation to be sure all cylinders are firing properly and that the fuel injectors are in good ‘operating condition and properly calibrated. 3. Check linkage between governor and fuel or steam control to be sure there is no binding or excessive backlash, OY4. Check setting of governor compensation adjustment and needle valve, 5. The source of most troubles in any hydraulic 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 breakdown (oxidize) or become sludgy. The internal moving parts are continually lubricated by the oil within the unit. Valves, pistons and plungers will stick and even “freeze” in their bores, ‘due to grit and impurities in the oil. If this is the case erratic operation and poor response can be corrected (if wear is not excessive) by flushing the unit with fuel or Kerosene. The use of commerci solvents is not recommended at Table 5-1. Troubleshooting they may damage seals or gaskets. ‘Change the oil and flush the governor twice a year if possible, Remove the drain plug and drain out the old oll. Flush the governor by filling it with fuel oll, and with the prime mover running at low speed, cycle the ‘governor by opening the needle valve two or three tums. Let the governor hunt fora minute or two, then stop the engine and drain the governor. Flush the ‘governor once again. Refill the governor with oil (see ‘manual 25071). Restart the engine and reset the ‘compensation adjustment and needle valve Check the drive to the governor for any evidence of ‘misalignment, roughness, excessive backlash, ete. TROUBLE CAUSE ae CORRECTION 1. Engine hunts or | A. Compensation adjustments incorrect. surges. Block the throttle, fuel racks or ‘Adjust needle valve and compensation adjusting pointer. steam valve B. Dirty oil in governor — sludge. Drain oil, clean governor anc refi to enter. i 1D. Foamy oil in governor — caused by | Drain oil. Refill fue! pumps. pumps. G. Governor worn, ©. Low oil level — low level permits air | Add oil to correct level on gauge gl E. Lost motion in engine linkage or | Repair linkage and/or pumps. F. Binding in engine linkage or fuel | Repair and realign linkage and/or 5. ‘Check for leaks, especially at drive shaft. pumps. Return governor to factory for repair. H. Low oll pressure. Normal operating | Pump check valves are not seating, pressure 120 psi Return governor to factory to reseat valves, |. Engine misfiring Check pyrometer readings of each cylinder and make necessary repairs or adjustments. Bad fuel injector. Low pilot fuel on dual fuel engine, J. Voltage regulator not operating | Check voltage regulator. properly. nTROUBLE CAUSE CORRECTION Meee Fuel racks do not pen quickly when cranking engine. 12 1 2 Engine hunts or surges. (cont.) Jiggle at governor terminal shatt. K. Fuel linkage incorrectly set. This might occur it the governor has been changed or removed or replaced. Relationship of governor travel to power output of engine should be linear. shaped to give linear relationship between governor travel and horsepower output of the engine. Engine may hunt with light loads ‘and be stable with @ heavy load. Gas pressure too high. Manifold volume too great. Same applies to steam valve. L. Engine gas valve is not properly | Adjust linkage from governor to gas ‘Adjust linkage trom governor to valve to, obtain linear relationship between governor travel and engine output. valve to obtain linear relationship between governor travel and engine output. M. Faulty linkage. It should be free of binding and lost motion throughout service life of unit. ‘Spring load if necessary and position spring to take out all lost motion. Check yield links, shutdown arrangements, etc., to be sure that prime mover torque changes for very small increments of governor output shatt travel, Stability ‘and good steady-state performance will sutfer unless this condition is met. A. Low oil pressure in governor. B. Cranking speed too low. ©. Booster servomotor {if used) not functioning properly the governor. ‘A. Rough drive, either the engine or | Inspect drive mechanism. Return governor to factory to repair. May be necessary to use a booster servomotor. Check action of automatic air starting valve ‘@ Check alignment of gears. b. Inspect for rough gear teeth, eccentric gears, or excessive backlash in gear train ©. Check gear keys and nuts or set screws holding drive gears to shatts, 4. Tighten chain between crankshatt and camshatt (it used). ‘@ Check engine vibration damper (it used). ee3 TROUBLE Jiggie at governor terminal shatt. (cont.) CAUSE CORRECTION The keyed drive can be @ source of trouble because of its installation problems which include: 1. Inherent side loading transmitted to the governor drive shatt from the bevel gear drive. 2. Shimming required to obtain proper mesh without binding or excessive backlash. 3. Necessity of checking the gear mesh and re-shimming as necessary ‘each time the governor is changed. There is danger that this check will bbe overlooked when @ new governor is installed. IV it fs necessary to use a keyed drive, the gears used should be precision ‘gears. When the governor is installed, the backlash must be checked and the gear shimmed s0 that there is no binding and the backlash is not too great. Refer to prime mover manufacturer's specification for proper backlash, Serrated drives offer few problems. Concentricity of shatt to pilot valve must be maintained. Coupling should be as long as possible to permit greatertlexibility and 2 longer wear ite. B_ Governor is not aligned properly Loosen mounting screws, disconnect linkage and move the governor slightly on its mounting pad to align the Griveshatt with its coupling C._ Failure of flexible drive in tlyweight head. Ballnead frequency incorrect Return governor to factory torepair. 4 Load does not divide properly on inter- connected engines, Engine is slow to respond to a speed change or @ load change ‘A. Speed settings of the governors are ot the same. Adjust speed so both prime movers are the same, B. Speed droop adjustment incorrect | Readjust droop to divide load properly. Increase droop to resist pickup up (or ropping off) load. Reduce droop to increase picking up (or ropping off) load. Compensation adjustments incorrect Readjust compensating needle vaive. ‘Open further if possible to do sowithout causing instability when running without load. Compensation pointer may be too far towara maximum or minimum, 13CORRECTION TROUBLE CAUSE 5. Engine is siow to | B. Governor is not sensitive in respond (cont) measuring speed change ‘governor. ©. Check for low oil pressure in D. Engine may be overloaded Friction or wear on flyweight toes — sludge in governor, return to factory. (Geadtand), Return governor to factory to inspect pump and check valves if oil pressure is low. Reduce load. Check load indicator Position. E. Restricted tuel supply Load limit knob set to restrict fuel. Clean fuel supply filters. Increase load limit setting 6. Engine will not pick up rated full load. A. Fuel racks will not open B. Restricted tuel supply. ©. Voltage regulator (it functioning. D. Engine misfiring engine and driven load. ‘or governor at end of its stroke and the load indicator is set at 10. E. Slipping clutch or belts between farenough, | Adjust engine to governor fue! linkage. ‘Adjust load limiting device or fuel pump. stops. Check tension of load limit friction spring. Low tension may permit load limit cam to gradually work toward reduced load position. Clean fuel supply filters. Gas pressure low. Gas with different calorific value, used) not | Readjust or repair. Check pyrometer readings of each cylinder and make necessary repairs or adjustments, Make adjustments MISCELLANEOUS TROUBLESHOOTING Engine hunts — load limit indicator binding on panel — damaged, or panel out of position. Load limit shaft bent Governor does not respond to syn. motor switch — slipping clutch. Worn bevel gears — binding Negative droop when knob at zero. Droop calibration out of adjustment, GAS — GASOLINE ENGINES ‘The torque vs. throttle position curve for a gas or gasoline ‘engine which is controlled through a butterfly valve is Iways very non-linear. When adapting a governor to this type of engine, if the linkage is made linear, we always have trouble obtaining stable operation at idle and light 14 loads. The proper procedure tor adapting a governor to this engine with the butterfly valve is to make the linkage 0 that it requires greater movement of the governor per increment of butterfly movement at light loads than it does at high loads. This linkage tends to linearize the relation between engine developed torque and governor output posi GOVERNOR OUTPUT ‘SHAFT TRAVEL, BUTTERFLY VALVE ‘SHAFT TRAVEL or oF 6 = 12° e 18° 20° 18° 30° 2a 82° OrFigure 5-1. Common Bench Tools Table 5-2. List of Common Bench Tools REFERENCE TOOL TOOL DESCRIPTION NUMBER NUMBER, APPLICATION T-Handle Hex Wrench 7/16" 1 188440 | Various bolts on UGAL T” Handle, Allen Wrench 3/16" 2 8995-047 | To install 1/8 in. pipe plugs Standard Allen Wrench 5/64” 3 8995-048 | For No. 8:32 headless set screw Bench Block 4 011971 | To press out small bearings and bushings No.2 Phillips Head Screworiver 5 8995-049 | Various screws on UG8L Hooked Scribe 6 169782 | Removing & installing cotter pins 15Figure 5-2. Normal Field Repair Tools Table 5.3; List of Normal Field Repair Tools REFERENCE TOOL : TOOL DESCRIPTION NUMBER NUMBER APPLICATION William Pliers 7 8995-023 | Replace retaining ring on drive shatt Bearing Seater 8 ‘9995-024 | Replace drive shaft bearing Seal Protector 8 (030951 | Fit on terminal shaft to protect, (used with 030952) seal Seal Installing Too! 10 030952 | Install terminal shaft seals for (Micarta Type) extra long terminal shatts only) Bushing Driver " 8995-028 | Adjust terminal shaft bushings Serration Wrench 2 030943 | Turning terminal shatt or drive shatt Torque Wrench W/7/16" Socket 3 8995-098 | 30 Ib-in torque on drive shaft bearing retainer plate screws Lockwire Tool 4 8995-040 | To lockwire retainer plate (Left Hand Twist) screwsSECTION VI REPLACEABLE PARTS REPLACEMENT PARTS INFORMATION ‘This section provides replacement parts information for ‘the UG dial governor. The illustrated parts breakdown, figure 6-1, illustrates and lists all the replaceable parts for the UGB dial governor. The numbers assignedare used as reference numbers and are not specific Woodward part numbers. Woodward Governor Company will determine the exact part number for your particular governor. When ordering replacement parts, include the following information 1. Governor serial number and part number shown on nameplate. ‘ 2, Manual number (this is manual 03032) 3. Parts reference number in parts listand description of part or part name. PARTS LIST FOR FIGURE 6-1 REFNO. PART NAME quanriry 03032. 1 Bate 03032- 2 Cap screw, 1/428 x 1.000" 03032- 3 Washer 03032- 4 Pipe plug, 1/8" soc. hd, (03032- 5 Compensating needle valve 03032. 6 Washer 03032- 7 Compensating needle valve plug 03032- 8 Pipe plug, 1/8” soc. hd. 03032- 9 Check valve 03032- 10 "Pilot valve bushing 03032. 11 Power piston 03032. 12 _Dashpot piston assembly 03032- 13 Compensating spring 03032- 14 Dashpot spring seat_ (Not Shown) 03032 15 Compensating piston guide 03032 16 Hex lock nut, 1/4-28 ~ 03032. 17 Dashpot nut 03032. 18 Floating lever 03032. 19 Cotter pin, .030 x 3/8" 03032- 20 Straight pin 03032. 21 Soc. hd. pipe plug, 1/8" 03032- 22 Soc. hd. pipe plu 03032- 23 Retaining ring, 1.283” 0.0. 03032- 24 Washer, 1.185" 0.0, 03032- 25 Accumulstor spring 03032. 26 Accumulator piston 03032- 27 Ballhead drive gear REFNO. PART NAME quanriry 03032 28 Soc. hd. pipe plug, 1/8" 03032- 29 Soc. hd. pipe plug 1/8” (03032 30 Retaining ring, 1,283” 0.0. 03032. 31 Cilite bushing 03032. 32. Large dashpot link 03032. 33 Large dashpot spring 03032. 34 Large compensation piston 03032. 35 Straight pin (03032. 36 Laminated shaft assembly "03032: 37 Retaining sleeve 03032: 38 Spirol pin 03032: 38 Retaining ring .671 1.0. 03032 40 Washer 03032. 41 Cotter pin, .060 x 1/2" (03032: 42 Driver assembly (03032: 43 Spring drive lamination 1 03032: 44 Pump gear assembly 03032. 45° Controlet 03032: 46 Pilotvalve plunger 03032. 47 Spring seat 03032. 48 Pilot valve spring (03032 49 Drive shatt 03032. 50 Ball bearing 03032: 51 Snap ring 03032: 52 Bearing retainer plate (03032. 53 Dr. hd. cap screw, 1/4—28 x 5/8" 03032. 54 Oil seal, 1.379” 0.0. He:Figure 6-1, Exploded View of UGB Dial Governor (Sheet 1 of 4) 18REF. NO. 03032- 03032- 03032- 03032. 03032. 03032 ‘93032 03032 03032- 03032- 103032- 03032- 03032- 103032- 03032 03032 03032 03032 03032- 03032- 03032- 03032- 03032- 03032- 03032- 03032- 03032. 03032- 03032- 03032- 03032- 03032- 03032. 03032- 03032- 03032- 03032- PART NAME Oil seal retainer Seal retainer gasket Cotter pin Washer Power piston link Power lever Drilled straight pin Cotter pin Taper pin, #3 x 1 1/4" Speed droop pin Cotter pin, 060 x 3/4” Straight pin Compensating lever Straight pin Cotter pin, .060 x 3/4” Compensation adi. ink ‘Compensation aij. lever fulerum ‘Compensation adi. lever assembly O-ring, 201 1.D. x 070" Washer, 7/16 x 8/8 x 1/32" Compensation adj. pointer Washer, .328 x .562 x .064 thick Elastic stop nut 6/16~24 Oil seal, 1.128 0.0. Terminal shaft bushing ‘Terminal shatt Soc. hd. set screw, 1/428 x 5/16" Case Washer Cap screw, 1/4—28 x 1.000" Speeder rod Ballhead assembly Ballhead gear assembly Ball bearing Torsion spring Torsion spring (optional) Spirol pin quanTiTy 1 1 1 1 1 1 1 1 2 1 ft 1 1 1 1 1 1 1 1 1 1 1 2 Z 1 e 1 4 4 1 ‘ 1 1 1 1 4 REF.NO. 03032. 92 03032: 93 (03032. 94 03032. 95 03032. 96 03032. 97 (03032. 98 PART NAME Flyweight ball bearing Flyweight Flyweight pin Spring damped balthead Ballhead cover ‘Speeder rod spring Thrust bearing (03032. 99 through 101 (03032-102 ‘Speeder spring assembly (0302-103 through 115 03032-116 Phillips hd. screw, 832 x 3/8” (03032-117 through 126 03032-127 03032-128 03032-129 03032-130 03032-131 03032-132 03032-133, 03032-134 (03032-135 (03032-136 (03032-137 03032-138 (03032-139 03032-140 Street elbow, 1/8” Oil gauge Cover gasket Cover (optional) Phillips rd. hd. serew, 10-32 x 1/2" Lockwasher, #10 Oil filer cap (optional) Not Used Soc. hd. pipe plug, 1/8” Base gasket Front panel gasket Phillips hd. screw 10-32 x 5/8” Lockwasher, #10 03032-141 through 144 (03032-145 03032-146 03032-147 03032-148, 03032-149, 103032-150 03032-151 03032-152 (03032-153 Dowel pin Dowel pin Cotter pin, 1/8 1 1/2" Nut, 5/8~18 castle Key .188 x 190 x 1.062" Keyed rive shaft Spacer Screw Washer (03032-184 through 200, quantity Not Used Not Used Not Used Not Used 19Figure 6-1, Exploded View of UGB Dial Governor (Sheet 2 of 4)REF. NO. (03032-201 03032-202 03032-203 03032-204 (03032-205 03032-206 03032-207 03032-208 03032-209 03032-210 03032-211 03032-212 03032-213 03032-214 03032-215 03032-216 (03032-217 03032-218 (03032-219 (03032-220 (03032-221 03032-222 03032-223, 03032-224 (03032-225 03032-226 03032-227 03032-228 (03032-229 (03032-230 (03032-231 (03032-232 (03032-233 (03032234 (03032-235 03032-2386 3032-237 03032-238 03032-239 03032-240 03032-241 03032-242 (03032-243 “PART NAME Headed pin Shutdown lever Cotter in Washer, 178 1.0. Spring ‘Shutdown lever bracket Dial panel Speed droop cam assembly Load ingicator gear (includes items 278 and 279) Load limit cam assembly Load limit speed droop spring Frietion spring pin Load limit strap Rack pin Load timit rack Load limit lever Speed droop lever Speed droop screw Nut, 8-32 Speed droop lever screw Washer, 500 0.0. Cotter pin, .080 x 600 Speed droop fulerum Speeder screw guide Phil. hd. screw, 8-32 x 375 Shakeproof washer, #8 Speeder screw pin _ Speed droop lever Drilled straight pin Cotter pin, .030 x 375 Speed dr000 link Washer, 375 0.0. Corter pin, .030 x 375 Flexloc stop nut Speeder gear Speeder serew Extension spring Knob Set screw Indicator pointer Synchronizer indicator 9 Synchronizer indicator shaft Spring lip QuaNTITY REF. NO, 03032-2484 (03032-245 03032-246 03032247 03032-248 03032-248 (03032-250 (03032-251 (03032-252 03032-253 03032-254 (03032-255 03032-256 03032257 03032-258 03032-259 03032-260 03032-261 03032-262 (03032-263 03032264 03032-2685 03032-266 03032-267 (03032-268 03032-269 (03032-270 03032271 03032.272 03032-273 03032-274 03032-275 03032-276 (03032-277 03032.278 03032-279 (03032-280 03032-281 03032-282 (03032-283 03032284 03032-285 03032-286 03032287 PART NAME Idler shaft gear assembly Straight Taper pin, 6/0 x .750 Knob Knob Knob Shatt Dial plate ‘Synch. adi. shaft Needle bearing Needle bearing Horiz. synch. a Taper pin, 6/0 Needle bearing Needle bearing Drive plate Roll pin, .094 dia. x 500 Friction drive case Friction drive spring Elastic stop nut, .250-28 WO SI compression spring Friction drive cover Retaining ring Cover Oil cup ‘Motor seal spring Motor bracket ‘Shakeproof washer, #8 Phil, rd. hd. screw, 8-32 x .312 Phil, fl. hd. serew, 10~32 x .375 118V acide Bodine motor Load limit comp. spring Washer, .265 0.0. (O-ring, .289 1.0. x .070 Bushing Bushing } included in item 200 Oit seal Roll pin, .094 dia. x 500 ‘Speed droop collar Lose limit pe8d droop spring Olt seat Oil seat Terminal shaft (optional) Plug quanTiTy 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 A 1 1 1 1 1 1 1 1 1 1 1 4 4 4 1 1 1 1 1 1 1 1 1 1 1 1 A 1 2(SOBWAED[SOBWAED Figure 6-1. Exploded View of UGB Dial Governor (Sheet 4 of 4)SECTION VII AUXILIARY EQUIPMENT INTRODUCTION A number of optional auxiliary features and devices are available for use with the UGB Dial governor. These devices permit the governor to perform other secondary functions such as fuel limiting, low lube oil pressure shutdown, or initiate a shutdown through an electrical solenoid. Auxiliary equipment should be supplied as original equipment on the governor. It is recommended that the customer contact Woodward Governor Company if field installations are desired, ‘The following paragraphs provide a brief description of the auxiliary equipment available and list the bulletins where detailed information may be obtained. SYNCHRONIZER MOTOR AND SOLENOID SHUTDOWN Figure 7-1 shows @ UGB cover equipped with solenoid shutdown. It also shows the electric speed setting motor as Used on the UGB dial governor. Figure 7-1. UG8 Cover with Shutdown Solenoid ‘Two models of the shutdown solenoid are available. One provides shutdown when energized and the other when. Geenergized. See manual 03013 for set-up procedures and parts breakdown. ‘The synchronizer motor is available separately or with the solenoid shutdown. It provides the ability to remotely control the governor's speed setting. Refer to manual (03505 for the parts reference and lubrication guide. 24 Figure 7-2 shows the method of installing the cover (267) ‘when equipped with @ motor. Turn the synchronizer knob to align the clutch with the motor’s shaft as the cover is lowered into positions oman, cyt Figure 7-2. Installing Cover with Synchronizer Motor Figure 7-3 shows the completed UG8 dial governor equipped with an electric synchronizer motor. Figure 7-3, UG8 Dial Governor Equipped with Electric Motor'WSSDWARD LOW LUBE OIL SHUTDOWN The low lube oil pressure shutdown, figure 7-6, provides the same function as the solenoid shutdown. There is no additional external linkage required. See manual 03016 for a parts breakdown of the low lube oll pressure shutdown, Figure 7-4. Low Lube Oil Pressure Shutdown MAGNETIC SPEED PICKUP ‘The magnetic speed pickup monitors governor speed without having to provide an additional drive pad on the engine. Figure 7-5 shows the assembly on a UGB governor. Manual 36042 provides information for the ‘magnetic speed pickup, NUT: 4 MAGNETIC picKUP ito rake p Apwusr To 202 — CASE WALL - Figure 7-5. Magnetic Speed Pickup MICRO SWITCHES AND WIRING HARNESS. Micro switches are mounted on the synchronizer indicator shatt as shown in figure 7-7. Also shown, are the wiring connections and terminal strip. The micro switches are used in one of two ways. (1) They energize @ light which indicates the motor has reached its minimum or maximum speed setting position. (2) Instead of energizing a light they may be used to shut off the electric motor when it has reached the minimum or maximum speed setting position They are used as a safety device for protecting the electric ‘motor. The external wiring to the governor is not provided ‘by Woodward Governor Company and should be wired into the connector for the particular application as required, Figure 7-6, Micro Switches and Wiring Figure 7-7. Wiring Harness on Cover 25