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General Service Information

Principles of Operation
I ntroduction
This chapter describes the operation of the PSG governor, including a description of the hydraulic
system and the way it operates.

Figure 3-1 and 3-2 show the relationship of the various parts.

Operation
M echanical Hydraulic System

Figure 3-1 shows the oil supply coming from the engine lubricating system. It bypasses the relief
valve into the governor oil pump where its pressure is increased to either 517, 1207, or 1896 kPa
(75, 175, or 275 psi) above inlet pressure. Four check valves permit rotation of the governor in
either direction. Some models have two of the passages plugged for rotation in one direction only.

Relief-valve discharge is back to supply, so unused oil is recirculated within the governor.

Pressured oil is supplied though oil passages to the pilot-valve system. The pilot-valve system is a
three-way spool valve. It applies pressured oil to the power cylinder when an under-speed signal is
received or releases trapped oil from the power cylinder when a over speed signal is received.

Oil flow into the power cylinder forces the power piston upward against the force of the return
spring. Pressured oil displaces the buffer piston and forces oil into the upper annulus.

Because all moving parts of the PSG are immersed in oil during normal operation the governor
has extremely long wear without changes of speed setting or control ability.

Ballhead System

Flyweights are attached to the pilot valve's rotating bushing by pivot pins. The pilot-valve bushing
is driven by an external drive from the engine. A thrust bearing, located under the speeder spring,
rides on the toes of the flyweights. This allows the flyweights and pilot-valve bushing to rotate
without extreme friction.

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Figure 3-2. Schematic of PSG with External Return Spring

The non-rotating pilot-valve plunger inside the rotating bushing is able to respond to minor
changes in positioning pressure because of the rotational/non-rotational relationship between the
two parts. This reduction of "sticktion" between the parts allows more precise control than would
be otherwise possible.

As the pilot-valve bushing rotates, the centrifugal force increases and the flyweights pivot
outward. This centrifugal force is opposed by the downward force of the speeder spring. Speeder
spring compression, and therefore the speed at which the governor must run, is adjusted by the
position of the speed adjusting system (e.g., lever, electric motor, or pneumatic). On-speed occurs
when the centrifugal force of the flyweights balances the downward force of the speeder spring,
with the flyweights exactly vertical, and the pilot-valve-plunger control land covering the control
port of the rotating bushing.

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Compensation System

The compensating system consists of a buffer piston between two buffer springs, a needle valve,
and a compensating land on the pilot-valve plunger. It provides temporary speed droop and must
be properly attuned to the particular engine and load to provide stable operation.

The buffer piston, located between two identical springs in the power piston, and needle valve in
the hydraulic circuits between the pilot valve plunger and power cylinder, make up the buffer
compensation system. This system stabilizes the governing action by minimizing over or
undershoot following a change in governor speed setting or a change in load on the engine. It
establishes a temporary negative feedback signal (temporary droop) in the form of a pressure
differential which is applied across the compensation land of the pilot valve plunger. The flow of
oil into or out of the buffer system displaces the buffer piston in the direction of flow. This
movement increases the loading on one spring while decreasing the other and creates a slight
difference in the pressures on either side of the piston. These pressures are transmitted to opposite
sides of the plunger's compensation land to produce a net force, upward or downward, which
assists in centering the plunger whenever a fuel correction is made.

The length of time that the pressure differential is present is determined by the amount of oil
allowed between the upper and lower compensation piston areas through the needle valve.

Compensation bypass is provided to circumvent the compensation system during major transients.
The bypass passage provides direct flow of pressure oil to both sides of the compensation land any
time the buffer piston is moved too far from the centered position. Thus there is no compensation
until the buffer piston returns to a more nearly centered position.

The buffer piston and springs are carried in the power piston, but this location has no bearing on
the action of the power piston, or on the action of the compensation system.

Fuel I ncrease Example

The governor increases fuel to the engine with an increase in governor speed setting, or a decrease
in engine speed due to an increase in load. Either the increase in the downward force of the
speeder spring, or the decrease in centrifugal force of the flyweights, allows the pilot-valve
plunger to move downward. Pressured oil is applied through the control port to the buffer system
and into the power cylinder area. This causes the power piston to rise against the terminal lever
and rotate the output shaft to increased fuel.

At the same time, flow of oil to the compensation area moves the buffer piston from center in the
upward direction. The pressure difference on each side of the buffer piston acts on the
compensating land, and tends to center the pilot valve. Oil leaks by the needle valve, and
dissipates the pressure difference.

With increased fuel, the engine will gain speed, the flyweights will return to the upright position,
cutting off movement of the power piston at the new fuel setting required by the change in load or
speed.

Droop Feedback

The rotation of the output shaft in the increase direction will also cause movement of the floating
lever if the pivot point on the speed-droop bracket is off the center line of the output shaft.

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Assuming positive droop is set into the governor, the pivot point will be to the left of the center
line and increase fuel will raise the end of the floating lever. This will reduce compression on the
speeder spring and in effect lower the speed setting of the governor.

Note that should the pivot point on the speed-droop bracket be to the right of the center line, it will
cause the floating lever to increase the compression of the speeder spring on increased fuel, in
effect increasing the speed setting. This condition is called negative droop. The governor will not
provide satisfactory control with negative droop.

Fuel Decrease Example

The governor decreases fuel to the engine with a decrease in governor speed setting or an increase
in engine speed due to a decrease in load on the engine.

Due to the decrease in speed setting or decrease in load, the centrifugal force of the flyweights
overcomes the speeder-spring force and lifts the pilot-valve plunger. Upward movement of the
pilot-valve plunger opens the control port to drain and the power piston is forced in the reduced
fuel direction by the return spring.

At the same time, flow of oil from the compensation area housed in the power piston moves the
buffer piston in the downward direction. The pressure difference on each side of the buffer piston
acts on the compensating land, and tends to center the pilot-valve plunger. Oil leaks by the needle
valve, and dissipates this pressure difference. As the engine returns to steady-state speed, the
centrifugal force of the flyweights is again balanced with the downward force of the speeder
spring.

Positive speed droop, as described above, will cause an increase in relative speed setting with a
decrease in load.

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