CONSTRUCTION
AND
FUNCTION
StOP
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"0
"
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Co
~J
~I
f
Sun
5D
m
® .-f,@
StOP
p
~rti
f@
l -
A
d
jun
i
ll!ll
le~
r
2
-5,art
mrJng
3.-Con.trol Ivver
4'Oulde
tsver
5-T
ensi
on
lolftr
7
-C
o
nucl
brock
and
g
overnor
sliRve
a.FLywel
ghts
9-Sw;v(lling 'O\ler
1
O-C
on
trol
$pting
l 1-Corotrol
nlt:k
6.f
ull-loilld stopper
32
Engin
e
!.t
anin
g
By
thjs movement,
gUide
lever and con
ITo}
lever
ljlt to the left, pustung the conlrol rack to
in
starling position. This pushing acti
on
1S
assis.ted
by
stan
spring; this spring
is
designed to
urge
the
control le\'er toward the left with
LI
relatively small
forc • .
When control tack
is
in
its starting position, the
injection pump deli
..
'ers mote fuel than
is
needed
for full-load operation. The excess fuel
is
needed
to help the engme firo up more easily.
b.
Idling contIol
As
the engine flIes up,
Lhe
operato
r would rejesse
the pedal;
this
mak-es
th
e
sWiv
eling
lever
and
adjusting
leve
r
move
back
to
idlmg posi1ion to
reduce
tht
pulJ
on t
ens-ion
le
,
ver
and allow control
lever
10
be
tilted back
by
the push
""erled
by
revolving
flyweighls upon coolrol block. Control
rack is the[efore pulled
ou
t
to
idling position, at
which Ihe pwnp delivers fuel al a
"tc
sufficient
for keeping the rngine Idling.
Under the
conditions
in
dicated ,
an
idling e
qU
i-
librium
is
established betwe
en
connol
block on
Ihe one hand and the
tOIa)
force
of
idling sub·
spring and contro' spr
in
g,
plus start spri
ng.
":
••
" ldling" presupposes
~1
the engme is
not
ca
rry-
ing any
lo,d.
With the adjusting leve, (and hence
the swiveling l
ever
) too) kept in the idling potation
mentioned above,
th
e governor maintain'S
3;
c
on
·
stant engine speed
(s.o-ciJLled
"idl
ing
spee-d
)')
by
"sponding
automatically to any
tend.ncy
of
the
'Peed to
rise
or
fall
an
d acting to cancel
off
this
tendency
b)"
moving
the
control
rack.
.
Suppose,
now, that some load
is
put
on the engine.
rne
engine will then slow down and the flyweights
contract, reducing the push
of
contro
l block
to
aUo
w the c
ontml
ra
ck
to be pushed in. Conse'
quently. the rate of fuel injection i
nc
reases
to
raise the speed. and
this.
in
cr
eases the push
exerted
by the control block..
ln
no time.
the
governor
reach
es
an equilibrium
state
and the speed settles
again at a constant level. Thls new lev
el
, however,
is
sUghtly below the previous one (because
of
th
e speed regulation) and, if it
is
too
low,
co
uld
c
au
se
the engine
to
stall.
Full l
oad
I
dl
in
9
Stllll
rt
I I
Slop
St~=
J
lUI!
'l>
--=i..J
@
' .
Ad,
u
,ulnq
lever
2.(:ontrol
levvr
:):·Gu,
d'e
lever
4·Te-n
si
on
IIlIVcr
5·Jdling sub-spring
(D
Fa
./ StOP
(J)
®
I~~
~®
6rFuil-ioad
stOPl=Jer
7
-C
ontlol
blOc:k
8·FlYVr.lelghu
g.Sw
ive:ling
lever
10·
Comro
l r
.ock
I
dl
ing
contro
l
c: Maximum speed control
leI
us
assume t
h,t
the engine
is
idling
with
the
ad
justing lever bearing against the idling set screW:
the adjusting
leve
r is
in
idling position.
If
the
lever
is
moved
gr
adually toward the
maximum
.peed stopper, the pun by the
control
spring
increases S'adually and,
through
the process of
action and reaction involving the tension lever
and
control block, the control
rac.k
moves inward,
1nc~asjng
the fuel inj
ection
gradually
to
raise
the
engine speed.
As
the adjusting lever meets
the
full load stopper. the control block
will
be pushing
the
tension lever with
3.
great
e.r
fo
rce, keeping
the
lever
of
f the full ioad
,topper.
Thus. the contrOl
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