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•
 ••

2231 - 1GH - 34 T

Ball Head Back-Up Actuator

3001ZT107

MODE Ill
•

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• •

IMPORTANT

Refer to part no's and not to

item no' s or stock code no' s
when ordering spares .

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•

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 Contents
••

Chapter Page

1. Foreword 2 •

2. Service facilities 3
3. Safety of personnel, operating and maintaining
equipment manufactured by Regulateurs Europa 4
4. Warnings 5
5. Introduction 6
6. Generalisations 8
7. Technical data 2200 Actuators 10
8. Actuator build code 13
9. General description 14
l 0. Operating principles 16
l l . Installation and trouble shooting 21

• Operational schematic drawing (2231 /l GH) 28

Sectional view of mechanical governor 30
Fig. I *BO* Base assembly 31
'
Fig. II *Al* Body assembly 33
Fig. Ill *BO* Rotor assembly 34
Fig. IV *B 1 * Housing assembly
Droop mechanism left build 35
Fig. IV *C2* Housing assembly 36
Fig. *EO* Housing assembly •
•
Output shaft, droop shaft, speed stops 37
Fig. V *Bl* Shutdown assembly
Solenoid energize to stop with manual stop knob 38
Fig. VII *AO* Intermediate housing assembly
Hydraulic servo unit 40
Fig. VII *B4 * Intermediate housing assembly
Proportional solenoid assembly 41
Fig. VII *C2* Intermediate housing assembly
Return piston and feedback lever linkage 42
Fig. VII *03* Intermediate housing assembly
• Control linkage assembly 44
Fig. VII *HO* Adaptor,
socket and connector assembly 45
Fig. VIII *DO* Top cover assembly 46
Fig. IX *BO* Override speed control
(assembly RS086) 47
Fig. IX *C2* 48

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 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 .
•

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 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 digital governing system consist of two units:

a) the actuator, which can be any of the hydro/mechanical

units as specified in chapter 7
b) the Electronic Control Unit (E.C.U.) named Viking 22
being pre-programmed for its actuator.

The actuator and the Viking 22 are separate units but are two integrated parts of one
governing system.
In case of multi-engine installations, both units should therefore be seen as one digital
governor (each E.C.U. has its own EIA 485 serial link communication board) and therefore
not be interchanged without consulting the supplier.

The supplier of this equipment is:

OFFICE AND WORKS

.
Regulateurs Europa B.V.
le Energieweg 8, 9301 LK Roden
or
P.O. Box 28, 9300 M Roden
•
The Netherlands
Telephone: (31) (050) 5019888
Fax: (31) (050) 5013618
•

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 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.

l . 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.
In the case of electrical/electronic control systems, the operator should make careful
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 .
•

2. Before the equipment or unit is finally released for operation, operating personnel
sho uld 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
and operati ng mediums (electrical and pneumatic supplies) should be opened or
reconnected.

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 CHAPTER 4 Warnings
••

Start up precautions

When starting any prime mover, be prepared to make an EMERGENCY SHUTDOWN,

should an over speed occur due to a failure in the governor or associated fuel system.
Shutdown should be achieved by means other than the governor as the fault causing
overspeed, may prevent shutdown from occuring. This is particularly essential when starting
a prime mover with newly installed or repaired equipment .
•

External cabling safeguards

Care and attention to external wiring is essential for trouble free operation. Errors when
connecting equipment can result in maloperation and/or damage to the governor. Fa.ilure
to correctly connect screens may cause serious signals that corrupt the normal operation.

In common with most processor based equipment, the position for mounting the governor
and for running external wiring should be selected carefully to ensure that it is not affected
•
by electrical noise or induced voltage spikes from high voltage equipment or cables .

External governor wiring should be segregated from other system or power and should be
spaced at least 300 mm from it. The governor wiring should not run parallel to other
adjacent wiring and should be arranged to cross at 90 degrees to minimise the possibility
of pick-up.

Protection of prime mover

The 2200 series governor may have overspeeed and other protection functions included
in the software. These are all functions through the governor and they must not be used as
the principal means of protection against damage to machinery or injury to personnel. It is
therefore essential that the prime mover is equipped with an in dependant overspeed trip
and other essential shutdown protection .

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 CHAPTER 5 Introduction
••

The series 2200 digital electronic governing systems, consist of two units:

I The actuator, which can be any of the series hydro/mechanical actuators (without
ballhead backup) as specified in chapter 7.

II The control unit, Viking 22, a powerful microcontroller.

All fundamental control functions and algorithms are pre-programmed but the
relevant parameters and set points can be accessed via the keypad for setting up
and tuning.

The 2200 governing system can be applicable to diesel engines, dual fuel engines,
gas engines, steam turbines and water turbines.

The series 2200 digital electronic governing system is setting new standards in precision
•
governing.

One of them is the way in which speed measuring is carried out. Common practise with
other governors, when having speed pick-ups, is to count a larger number of teeth per
second as a function of engine speed. ,
The high number of teeth counted will give a true reflection of actual speed, including
cyclic speed variations, which is by nature inherent of diesel engines. The Viking 22 still has
the possibility of such speed measuring, but this 'conventional' way is normally used for
turbines, where speed of the turbine rotor is more or less a constant. The new and
advanced method of measuring speed of diesel engines is the use of a set of markers fitted
to the flywheel; the number of markers being dependant on the number of cylinders. The
number of markers is carefully choosen in order to reduce cyclic speed variations i.e. 3
markers with a 12-cyl., 4 markers with a 16-cyl. Engine etc. The optimum result is given
when the markers are positioned accurately in a way that a marker is detected by the speed
pick-up each time at exactly the same ''nodal point'' of the speed cyclic variation. The
Viking 22 then measures the time elapse between 2 markers and accurately calculates
.. engine speed and if the second and third calculation etc. constantly shows identical values,
the engine speed is seen as a constant.

The intention of this method is to reduce cyclic speed error, which is typical for a
combustion process principle. Cyclic speed variation can not be filtered by the electronics
•
without jeopardizing governing performance. Disguise of the engine speed variation,
through fitting a correct number of markers and paying attention to their exact position will
improve results without high input filter settings and enables the control unit to accurately
calculate the time which was needed to reach the text nodal point in the sine curve, thus
giving optimum governing performance.

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Accessible values:
.-
* Actual speed
* Setspeed
* Actual load
** Droop
** Control parameters
** Fault indications

* Accessible by operator
** Accessible by commission engineer only (set-up mode)

Engine speed is detected and filtered to reject cyclic speed variation.

Protection against loss of speed sensing signal is standard.

Set speed can be adjusted locally or remotely and programmable non-finear acceleration
characteristic can be made available .

Fuel limitation with respect to boost pressure, set speed and actual speed (torque limitation)
with programmable laws. '

True 3ph KW measurement from VT & CT inputs for load sharing between generators.
Load control for rail traction and C.P. propeller applications.

Control algorithm includes non-linear gain function, so that response can be shaped to suit
the application.

Additional functions and features can be added to customer's requirements.

The series 2200 digital electronic governing system complies with the highest requirements
. '
of governing accuracy if test bed and on-site trimming of parameter values will be carried
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out to suit each application, but the values of the parameters of dynamic behaviour are not
on ly determined by the governing equipment. They are also influenced by other factors
such as engine speed, fuel-rack limit settings, spring link stiffness, super charger system and
moment of inertia. Generally speaking the 2200 digital system complies with the
•
international standard ISO 3046/IV - class Al which is high requirement of governing
accuracy but it may even be much better if the 'other factors' allow the engine to improve
in dynamic performance.
The ISO standard is technically equivalent to the British Standard BS 5514 : part 4 .

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CHAPTER 6 Generalisations
••

2200 Governor/engine matching

Series 2200 settings will have to be determined partly by trial and error, partly by computer
simulation and comparing the settings recorded for various types of engine {just as has
been done for hydro/mech governors).
''Optimum'' performance will be difficult to achieve even if we know how to define it. Test
bed and on-site trimming of parameter values will be carried out to suit each application
which is why the keypad facility exists.

2200 Advantages

- Marine Propulsion l. Dynamic characteristics can be optimised without physical

changes (this means you don't have to change things like
compensation springs, flyweights etc. as done in the
hydr/mech governors) and is effected by changes to
software parameters using the keypad to change numerical
•
values in relevant menus .
2. Alteration of gain giving optimum transient response
throughout the speed range.
3. Speed range can be extended, particularly at the lower end.
4. Cyclic improvement, elimination of hunting, stalling.
5. Exact shaping of torque, fuel limit etc. curves.

- Generating sets l. High steady state stability

2. No temperature drift
3. Load sharing Isochronous
4. Transient improvement via load derivative

- Dynamic performance The dynamic performance of, for example, a series l l 00

Governor is obtained by the correct application of the
.. following variables;

- Displacer (compensation) piston diam.

- Appropriate feedback (compensation) springs
- Ballhead drive spring
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- Rotor damping hole size
- Flyweight mass
- Restrictor setting
- Governor drive speed

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 2200 digital governor equivalent ''rough'' comparison with the 'conventional'
hydro/mechanical governor, like the series 11 00:

Proportional gain corresponds to Flyweight mass, size of power piston, size and
Number of control ports.
(to improve transient performance)

Integral gain corresponds to Restrictor screw setting

(to improve stability)

Derivative gain corresponds to Type of feedback springs and size of displacer

Piston (to improve damping)

Droop gain corresponds to Droop linkage Ratio

Input filter corresponds to (viscous)Ballheaddamping and mass of

(input break) weightcarrier & spring drive combination
(to reject the cyclic speed variation)
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CHAPTER 7 Technical data 2200 Actuators
•• (ballhead backup)

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: 500-1 700 revs/min.

Stalled work Capacity: 34 ft. Lbf

•

Output shaft angular 50° total and 30° to be used from ''no load''
Movement: travel to ''full load''. '.

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

May be fitted to either side of governor.

Drives haft: Either direction of rotation. Serrated drive shaft

l l /8 inch, 48 SAE serrations.

Speed setting mechanisms: (manual)

Manually operated: Speed setting controlled by screw and locking nut

fitted at the side of the governor housing.
(emergency manual override RS 086)

Control current: Mode Ill :

7 50 mA at no load (= governor output position 2) to
250 mA at full load (= governor output position 8).
•
See operational schematic drawing .

Actuator installation: Vertical, flange mounted. Will also function at permanent

10° from the vertical.

Weight: Approximately+ 35 Kg.

Oil supp ly: Self-contained, 2 Litres.

Oil-recommendations: see
''Installation and trouble shooting''
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Total range of 2200 Actuators

Actuators without ballhead backup (hydraulic servo-units)

Type Work Output Speed Range

2221 8, 15,25,34ftlbf 300 - 1500 RPM drive

2222 60, 80 ft lbf 250 - 1250 RPM drive
2223 120, 200 ft lbf 250 - 1250 RPM drive
2224 8, l 2 ft lbf 300 - 1500 RPM drive

Actuators with ballhead backup (flyweight supported)

Type Work Output Speed Range

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2231 8, 15, 25, 34 ft lbf 300 - l 500 RPM drive
2232 60, 80 ft lbf 250 - 1250 RPM drive
,.
2233 120, 200 ft lbf 250 - 1250 RPM drive

The series conventional hydro/mechanical governors, which could easily be replaced by

the above Actuators are:

Type Work Output Speed Range

2100 8, l 2 ft lbf 300 - l 500 RPM drive

1100 8, 15, 25, 34 ft lbf 300 - l 500 RPM drive
1800 60, 80 ft lbf 250 - 1250 RPM drive
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1500 120, 200 ft lbf 250 - 1250 RPM drive

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••

Operating modes of ballhead backup actuators

••

When using a viking 22 with a ballhead backup actuator, there are 4 possible modes of
operation that dictate how to transfer to ballhead will occur. These come from the fact that:

a) The coil assembly may be set to give increased fuel for increased current
(Normal acting) or increased fuel for reduced current (reverse acting).

b) The ballhead speed setting may be set above (HIGH) or below (LOW) the normal
governing speed range.

Normally the ballhead speed setting should be left at least 5% governor RPM outside the
electronic governor speed setting range.
no'u1f\
Mode Output mA Coil Ball head Pilot Comments
2 - 8 setting valve
.

I 250 - 750 NORMAL HIGH PULL Loss of current will

' Cause shutdown.
A l amp. Signal needs
To be injected int6 coil
To run on ballhead.

II 250 - 750 NORMAL LOW PUSH Will run at low speed on

Loss of current.
Will not provide fuel
Limiting function when
Starting.

III 750 - 250 REVERSE HIGH PULL Will run at high speed
On loss of current. To
Ensure that shutdown is
" Always possible a S/D
Solenoid or manual
. Facility shou Id be
Available.

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IV 750 - 250 REVERSE LOW PUSH Reverse acting with the
Ballhead set low is not
Recommended as this
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Will cause the engine to

Overspeed on loss of
Current.

N ote: The mode of o peration choosen for this actuator is MODE Ill

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 CHAPTER 8 Actuator build code
,.

Each actuator is allocated a serial and a type number which are stamped on a nameplate
attached to the main casing. To determine which of the optional components have built
into the actuator it is necessary to identify the characters which make up the type number,
for this actuator: the type number is 2231-1 GH-34T the positions can be identified as
follows:

Actuator build specification code:

2231 lG H 34 T

Drive shaft & Base •

• Work output

Override speed control ''

Mark no. (generation)

Actuator type

Actuator series

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•

CHAPTER 9 · General description

,•

The actuators have been designed for use with Regulateurs Europa VIKING 22
ELECTRONIC Control Units, but can also be used with other equipment. Providing the
necessary interfacing is suitable. The are suitable for governing all types of industrial,
marine and traction diesel engines and also water and steam turbines.

The 2231 Actuator is a proportional actuator, in which the output shaft position is
proportional to the electric input signal, combined with an 1100 centrifugal hydraulic servo
governor. The centrifugal governor controls engine speed if the actuator control signal is
interrupted.

The control signal from the Electronic Control Unit (E.C.U.) operates a high response
electric servo consisting of a polarised solenoid (the upper coil attracts and the lower coil
repels a magnet) to which is attached a pilot valve controlling the flow of oil to and from its
servo piston. This piston is of the follow up type and operates a floating lever, one end of
which is connected to the servo piston and the other end operates on the actuator pilot
valve. The actuator is unique in that the actuator pilot valve and the actuator power piston
•
are common to the pilot valve and power piston of the centrifugal governor. The actuator
pilot valve controls the flow of oil to and from the actuator power piston which through
connecting linkage moves the actuator output shaft. ,

The hydraulic system, common to the electric and centrifugal governors, consists of a gear-
type pump driven by the actuator drive shaft, and spring loaded accumulator which also
functions as a relief valve to control the oil pressure in the event of the oil pressure
exceeding 250 lb/in2 (17 bar). Two pairs of check valves are fitted which allows the
actuator to be driven in either direction. Depending on the direction of rotation of the
actuator drive shaft, one pair will be open and the other pair closed. Free space within the
actuator 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.
Oil from the accumulator relief is conveyed by external pipe to a filter and thence some is
directed to the high response servo damping chamber and to the linkage; the remainder is
"
returned to the governor reservoir. The oil supply to operate the mechanism of the high
response electric servo is conveyed from the accumulator through drillings in the actuator
housing and is available at all times. .

A spring drive is incorporated in the flyweight system to assist in damping any cyclic
•
variati ons 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 .

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An oil cooler can be fitted for use in conditions where high ambient temperatures exist
(a·bove 50°).

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
mechanism are varied to suit different applications. The speed setting device is available as
a lever, handwheel, or electrically motorised control.

Speed droop characteristics are obtained by mechanical feedback from the power piston to
pilot valve. The droop is adjustable between 0 and 10 %.

The electric governor section of the 2231 actuator is set to operate so that a decrease in
control current signal causes an decrease in actuator output position. The centrifugal
governor is normally set to govern at minimum speed. An interruption in the control signal
causes the engine speed to lower to the setting of the centrifugal governor which then
controls the engine at a minimum speed level. In case of Viking failure, the speed of the
governor should manually be controlled .
•

The electric actuator section requires three internal adjustments which have been factory set
already before dispatch of the actuator and had no external adjustments. ,.
'

The centrifugal governor section has three external adjustments:

1) Speed setting, an adjustment to set the speed at which the centrifugal governor
will control.

2) Speed droop, an adjustment to set the change in speed with load.

• 3) Restrictor screw, an adjustment to stabilise the centrifugal governor.

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 CHAPTfR 10 Operating principles

(see operational schematic drawing)

General

The schematic arrangement of the 2231 actuator is shown in the A4 format coloured
drawing. Oil passes from the pressure side of the pump through check valve (24) to the
accumulator (26). When the oil pressure reaches 250 lbf/in2, the accumulator piston
uncovers the relief port, limiting the pressure . ·

High pressure oil is applied to the underside of the power piston (13), tending to move it in
the decrease fuel direction. The pilot valve controls the flow of oil to and from the upper
side of the power piston and is positioned by either the centrifugal govern<?r flyweights or
the high response servo of the electric governor. Under steady state conditions, pilot valve
(29) laps the control ports in rotor (28), isolating the upper side of the power piston from
high pressure oil and the power piston is therefore stationary.

A drop in speed causes pilot valve (29) to move down, allowing high pressure oil 'to the
upper side of the power piston which moves down to increase fuel. Similarly a rise in speed
causes the pilot valve to move up, allowing oil to drain from the upper side of the power
piston which moves up to reduce fuel under the action of high pressure oil on its underside.

Electric Governor

Fo 1 + Fo 2 = Fo 3
Under steady state conditions the bias spring force (Fo 3) is in balance with the electro-
magnetic force acting on the magnets (Fo 1) and the force of the feedback spring (Fo 2)
.. and the pilot valve (42) laps the control ports in its sleeve, preventing the flow of oil to or
from servo (power) piston (43) which is therefore stationary.
Operatio n Mode Ill (the coil is in reverse mode)
To bring a bout an increase in speed it is necessary to decrease the coil current which in
•
turn is pro portional to the position of the output shaft. Therefore when an increase in load
occurs and the speed drops, this triggers off an decrease in the control current to the
electromag net in the actuator. Pilot valve (42) moves down, allowing high pressure oil to
the underside of servo piston (43) which moves up, rotating yoke (49) in an anticlockwise
direction about pin (48) and against the force exerted by return piston (50). The left hand
en d of feedback le ver (40), which is connected to pivot (A) in yoke (49), moves down thus
releasi ng pilot valve (29) which is then pushed down by the force exerted by speeder spring
(3 7).
As previously explained th e downward movement of pilot valve (29) causes power piston
(13) to move down to increase fuel thus allowing the prime mover to accelerate to the set
speed .
•

16
. .
•
 The movement of power piston (13) causes the right hand end of feedback lever (40) to
move down tending to reset pilot valve (29) to the lapped position. When the prime mover
speed returns to the set value the solenoid electromagnetic force (Fo l) and the feedback
spring force (Fo 2) balances the force from spring (4 7) and pilot valve (42) laps the control
ports preventing further movement of servo piston (43). Similarly pilot valve (29) laps the
control ports in rotor (28) and power piston (13) stops moving.

A rise in speed due to load decrease causes an increase in the control current signal. Pilot
valve (42) moves up under the action of force (Fo l) allowing oil under servo piston (43) to
drain. Piston (43) moves down and yoke (49) rotates in a clockwise direction under the
action of return piston (50). The left hand end of feedback lever (40) moves up raising pilot
valve (29) and allowing oil above power piston (13) to drain. Piston (13) moves up under
the action of high pressure oil beneath it, reducing fuel. When the prime mover speed
attains the set speed, pilot valves (42) and (29) lap their respective control ports and power
pistons (43) and (13) stop moving.
•

An interruption of the control signal will cause the pilot valve (42) to move down under the
action of spring (4 7), allowing oil to flow under servo piston (43) moving the piston up and
yoke (49) rota tes in anticlockwise direction against the action of return piston '(50). The left
hand end of feedback lever (40) moves down and fork (39) releases the pilot valve stem
(38) and the centrifugal governor will take over command of the engine. When the prime
mover speed rises to that set into the centrifugal governor, which must be at least 5 %
above normal running speed, flyweights (31) control the position of pilot valve (29) and
fork (39) is no longer in contact with pilot valve stem (38).

Centrifugal Governor (Ball Head Backup}

.
The actuator is set to operate as a droop governor .
••

Load Increase - Isochronous Setting

•
An y increase in load wil l cause the speed of the prime mover to fall and the flyweights (31)
•

will then move inwards because the force exerted by the speeder spring (37) will be greater
than th e 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 to p of the power piston (13). The increase of oil pressure forces it downwards
against the co nstant high pressure on the underside and the output shaft (9) is turned, to
increase the fu el supply to the engine .

\
'
This downward movem ent 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
• cha m ber, dis placing the compensation piston (18) and deflecting its springs (17 and 19) .

17

•
 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 is drawn
downwards against the out-of-balance force exerted by the flyweights . As the valve moves
towards the lapped position, it closes the control port and terminates the moverf.1ent 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 lower pin in droop link (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 lower 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,
th us 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.

'
' '• •
•

18

•
•

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 or the stepping motor.
- I

Shutdown

'
Shutdown is by operating manually a push button {l l) or electrically a solenoid (energised
to stop), 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 recommended that the engine be fitted with at totally
independent overspeed trip arrangement, which will shut down the engine in the event of
the actuator 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 I
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), whilst if
the restrictor is closed too much, the return to steady state speed after an alteration to load
is prolonged.

19
•

•
•

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.
No adjustment are to be made to the high speed servo unit. All adjustment have carefully
been done at our Works, with the aid of special magnetising equipment.

Parallel Operation

When running in parallel, good load sharing is usually obtained with the droop set al low
as 3% but normally a droop of 4% to 5%, complying with the International Standard ISO
3046 - Part 4 - Class Al is used. (or BS 5514: Part 3). •

•
For operating two or more similar sets in parallel, the following points must be considered:
l. Check the fuel-injection pump for correct adjustment. Ensure that the linkage ration is
I

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 .
•
..~

20

•
 CHAPTER 11 Installation and trouble shooting
••

General

Care must be taken to ensure that the platform, on which the actuator 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 actuator 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 actuator runs
at or near its nominal speed 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 backlash in the driving gears should be set at a· minimum of 0,05
mm. Under no circumstances should this clearance exceed 0, 15 mm .
•

Control Linkage
''
The linkage between the actuator output shaft and the fuel-injection pump should
bedesigned to the following criteria: (I) Correct ratio (111) Low frictiona I losses
(II) No backlash (IV) Linearity

I Correct Ratio

The geometry of the linkage should be designed so that 60 % (i.e. 30°) 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 a minimum as it will create a dead band in which speed
changes may take place without correction. In addition, backlash may cause instability.
•

21

•
 • •
•

Backlash may be minimised by using linkages having comparatively long travels. A given
- am6unt of backlash, expressed as a percentage of the total travel, will then be much
smaller. A return spring should be fitted to the control linkage. This spring should be fitted
to the control linkage. This spring should be fitted to the end of the linkage at the position
furthermost from the actuator and should act to reduce fuel supply to the prime mover.
This spring will ensure that instant response to actuator 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 actuator 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 actuator travel.

Ill Friction

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

The smaller the amount of work to be done by the actuator, 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 wil
result in an excessive stalled work capacity requirement of the actuator and reduce transient
performance.

It is recommended that the linkage between the actuator and fuel rack is equipped 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 Linearity

.. 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, the proportional to the
movement of the actuator output lever throughout its working range (from position 'two' to
position 'eight') .

•
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 .

The object in all cases should be to obtain a linear relationship between actuator output
shaft position and prime mover torque.

I
-

22

•
 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 actuator casing.

Type and Grade of Oil

As a general guide the oil used in the actuator should be a good quality mineral oil. It
should have good oxidation stability and should have anti-foaming and anti-deposits
properties.

Generally it is recommended that a 20W-40 multigrade motor oil be used in the actuator.

Viscosity range at 40 °C ( l 04 °F):

I) Cold Conditions SAE 20

II) Temperate Conditions SAE 30

111 ) Hot conditions SAE 40

"
The R.E. 2221 actuator series has been designed to operate using a standard SAE 30
mineral oil for most applications. However, should the ambient temperature by constantly
below 10 °C, then it is advisable to use oil with a SAE 20 value. Likewise, if the ambient
temperature is constantly above 40 °C, 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 actuator.

(b) Viscosity (high V.I.), mm2/s (cSt) l 00 °C < l 0 and 40 °C > 120.
..
Oil with a low viscosity will decrease the effective pump capacity 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.

(d) Resistance to breakdown at temperatures up to 120 °( (250 °f).

(e) Protection of actuator parts against corrosion.

'

23

•
 Oil level
.-

In order to prevent any unwanted substances from entering the actuator unit, it is essential
to clean the area surrounding the filler neck prior to adding oil. The actuator 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 actuator performance.

A actuator 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 overdue to the
filling of oil passages which will lower the level. Should it be necesarry to remove excess oil
from the actuator due to overfilling, any one 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 actuator may be fitted with an oil cooler which is mounted on the casing.
These units are installed where the actuator is constantly operating in high ambient
temperatures. The heat radiation from the engine, also increases the actuator operating
temperature.

The oil temperature should not exceed 80 °C in any case.

Initial Starting Procedure

I) Check correct level of oil.

II) Check the actuator wiring scheme (see Fig. V).

•

Ill) Check the Viking 22 connection diagram and in particular the terminals 60/61
(24V Supply) and the terminals 58/59 (Actuator+/-).

IV) Set the speed setting control {Viking 22) to the low speed position.

V) If the actuator has a solenoid operated shutdown mechanism energise to stop,

•
ensure that the solenoid is connected (check the correct voltage) and make sure that
the solenoid is not energised.

VI) 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 actuator, slight
errratic governing may be expected. This will be eliminated after a few seconds
when the air trapped in the hydraulic system has been automatically purged.
Subsequent starting operations should not experience this problem.

24

•
 Upward I Downward Range
.-

The range of maximum possible upward and downward adjustment of the speed be 2,5 %
above the setting corresponding to the declared power, as a percentage of the declared
speed. (see setting parameters, item 5.1, ISO 3046: Part IV).
In particular when running in parallel, unequal settings of set speed limits may jeopardize
load sharing. (also with digital governors if they are running in droop mode)
With hydro/mech governors it is normally recommended to set the speed limit stops slightly
above and below the required maximum and minimum settings to overcome ''temerature
drift'' resulting from the thermal expansion of mechanical parts. The series 2200 do not
have this problem. Actual speed is measured by calculation of the time elapse between
markers and compared with set speed being a numerical value.

Droop check

The prime mover and actuator must be at norm·al 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 l 00 '

.
FAULT FINDING

Hunting

'Hunting' is best described as a rhythmic change in speed above and below that of the set
speed. The frequency of these changes are normally around l Hz and rarely exceeds 2 Hz.

Check the fuel-injection pump linkage for backlash or friction. Ensure that the linkage
ration 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 a new installation or after actuator overhaul, hunting may be due to air trapped in the
actuator oil ways. This should purge itself after a few seconds of running.
Hunting may be due to engine problems such as faulty injectors, low rotating inertia,
incorrect flexible coupling or it may be due to incorrect data set into the electronic control
unit or wear within the actuator. The problem area can often be isolated by exchanging
actuators with another engine and determining whether the fault goes with the actuator or
stays with the engine.
Hunting at low speed may also be a result of unequal spacing of markers on the flywheel.

25
•

•
•
 Jiggle
•
••

Jiggle is the term used for rapid oscillation of the actuator 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.
If jiggle occurs try a lower 'Input Break' (filter) value and check whether the markers are
equally spaced. Refer to Regulateurs Europa for advice.

Loss of Oil

If the actuator uses an excessive amount of oil, check that oil is not leaking past the drive
shaft oil seal. The actuator should not require topping up more than once a week.
Check also for correct pipe connections for booster, filter and/or cooler.

Surplus of Oil

If the actuator fills itself with (black) oil, check that the engine gearbox.lubrication oil is not
entering the actuator as a result of a damaged rotary seal (see Fig. I *K* item 29 and 30)
•
or wear of 'o'-ring (31 ). Check also for correct allignment between drive and driveshaft .

If the Governor Fails to Operate '

• Check actuator drive is intact.

• Check for correct cabling between CPU and actuator.
• Check the shut-down solenoid for serviceability (if fitted), ensure that the shut-down
valve moves freely in its bore.
• Check the actuator oil pressure by connecting a pressure gauge in port (A), see Fig. 1
Base Assembly for position. This pressure should be at least 10 Bar at 150 rev./min.
• Check that the processor is 'Healthy'.
• Ensure the pick-up to produce a speed sensing signal (indicated by a l.e.d. fitted to the
pick-up).

• Check the actuator drive to give a proportional output position (0 to 1 Amp/24VDC

from the control unit see System Set Up .

26

•
 MODE ill
Will run at high speed on loss of current.
Loss of current ( Fo1=0) then Fo3 > Fo2

••

47

Fo1 ·E lectro- magnetic Force

Fo2· Feedback Spring Force
Fo3·Bias Spring Force
•
If Pilot Valve in lapped .
position: Fo1+ Fo2=Fo3 !....t
49
VE+---<~
Coil -f__c
Roverso Mode

A
VE - ---<~---'
Connector Terminal Block

40
' '( I
'Q '
'QI
' ' 42

39 35

Stepper 0
9
.... ...
0
Motor

Set Speed
Control Pull

- -~~~~~==:;;--~~~~-~~~~~~~~~--:-:-:::::::-:~·~>;::;'\ No Load OJtput 2

1 0

-----
- - - - -- - -- -
~~·~~~~~~~~~-=:-:::-:==...,.
---- ---
0
-- -=-"'------==.-j
,---
---- --
--- 750mA
36----1r;:=::==--=-c::-.:.:--:.:-::·-====--~==-~~---
.----
__ _ ----- --- --
._'~
' - ---- ---- ----
High
Full Load OJtput 8
36-~~~--~-~~~- 250mA
31 11

30 12
34
• 29
51
28- 33

13

n-- -14

20

18

19

26 2!5 24 23 22 21

..
D
'
. , I
' '- • ·.' ' .·1.
High Pressure Oil Pressure - free or Drain Oil

Control Oil D Hydraulic Feedback Oil

Operational Schematic Drawing of 2231 /1GM Actuator '

? I '

OPERATIONAL SCHEMATIC DRAWING OF 2231-1 GH GOVERNOR

••

Key to Numbers:
l. Speed/Droop lever
9. Output shaft
l 0. Output lever
l l. Manual shutdown button
12. Manual shutdown rod
13. Power piston
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 lever 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 -~{

,•
38. Pilot valve stem ' •,'
39. Pilot valve fork
I
40 . Feedback lever
4 1. Power piston rod
• 42. Pilot valve '

43. Servo power piston

44. Feedback spring
45. Magnet(s)
46. Coil assembly(s)
47. Bias spring
48. Pin.
49. Yoke
50. Return piston
51 . Shutdown solenoid
A. Pivot

28
•

•
-
'
 8ismantling, Inspection and Assembly

Before any dismantling is attemted it is usually desirable to remove the actuator from the
engine. The actuator 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 actuator be returned to the manufacturer for servicing and
calibration, prefereably together with the CPU.

Where this course of action is impractical, it is essential that this work be carried out by a
competent Engineer with thorough knowledge of digital governors. (i.e. a written
confirmation having followed an extensive course).
Servicing should be carried out in a completely clean and dust-free atmosphere .

- •

•
•

..

•
•

27
•
•
•
-. --· -
,•

-"--},.....' .
. I•

' .. ••
•
' •
:·, t • ' ' .
•

.,' • I
. r ,• ,
'·,.,,
1·" •
' . '. •'•,".
·~
I "
I ''
' .. I
I
I
•
•'
I
,

•.
• • ' . '"

•
..
,..
•
..
I
•.
.
.'
'

•'
,I .-
-•
'
'
.
•
'
• ' I '
• I ..
, ''

•
RETS 155

RESTRICTOR SCREW

•
SECTIONAL VIEW OF MECHANICAL GOVERNOR

•
•
•
'
•
•

Key to the Numbers: •

Fig r·*BO* (2231 /l G)

Base assembly
•

Item Part no. Description Quantity

•
•

l. 450323 Feedback sleeve lx

(including spring carrier)
2. 11 OOG 662 Compensation spring (l 0%) lx
3. 11 OOG 3005 Plug lx
4. ST036616 Dowty washer (3/4'' BSP) lx
5. 11OOG3006 Spring sleeve lx
6. 11 OOG 662 Compensation spring (10%) lx
7. 11 OOG 1387 Compensation piston (long) lx
8. 11 OOG l 021 Magnetic plug 2x
9. ST036605 Dowty washer (1 /8'' BSP) 4x
' •

10. ST012501 Plug (l /8'' BSP Brass) 2x

1 1. OD24748 0-ring (82, 14 x 3,53 mm) lx
20. 800G 5125/04 Capscrew (M6 x 55) 1Ox
21 . 830G 5039 /04 Spring washer (M6) 1Ox
,.
22. 11OOG3002 Base governor lx
23. 11OOG3007A • Joint base lx
24. ST 036707 0-ring (9 ,25 x l, 78 mm) 2x
25. 11 OOG 1415 Sleeve feedback piston lx
26. OD2456 l 0-ring (44, l 7 x 1,78 mm) lx
t 27. 11OOG3463A Housing seal lx
28. part of 30 0-ring lx
29. part of 30 Stationary seat •l x
30. 880G 5081 Face seal assembly lx
31 . part of 30 0-ring lx
32. part of 30 Spring lx
33. part of 30 Spring retainer lx
..
34 . part of 30 Grubscrew lx
35. ST505005 Circlip (19 x 1,2 mm) 2x
36. 840G 5044 Sealed bearing lx •

37. RS 170-78 Drive shaft (PG serr.) lx

•
38 . RS l 71- 12 Cover bearing lx
39. ST024902 Tab washer 4x
40. ST312039 Screw hex. (M6 x 20) 4x

Recommended spares are: •

Item: 4, 8, 9, 10, 1 l , 17, 18, 2 0, 2 l , 2 3, 2 4, 2 6, 2 8, 2 9,

30,31,32,33,34,35,36.

(Continued)

•
31

•
• •
 Continued: Fig I *BO* (2231 /l G)
,•

Remark: Rotary seal parts should not be ordered separately.

Order the complete seal assembly part no.: 88 OG 5081
(i.e. item no. 28, 29, 30, 31, 32, 33, 34) or the face seal
spare kit BB OG 5081-POl (i.e. item no. 28, 29 and 31).
The drive shaft assembly contains the numbers 35, 36 and 3 7 .

'

,.

"

32

•
 CD2
I

024 - 0
- ,. .
· 1
I
~ -
- -- .- ..._....
' I"
(f} ' . ' ·-
- ;
- ~ r--
CXJl
. ~~-- --==--- . o · . ·.
••
0 •
..·~ ·-
', ' .

-· - -GOEl
004

•
005
023 - --\. ' '
,. ' " ·."I '. .
, .' ;:! .. ,
,,
,•
T'--".
0

''
..
.
....' ' .,., .•,. •
.

-~.,,..
- ~
.• .
,.. ....... .... .....
' ....
· . ,..
,.,,,,4
,. _...
-·
®
. ·l•
··-·
•.
."...
- -~-

'
.

;I I ' • • • •
·'

0
•
..·:i:...::c.,,__-.,....~~ll
'
-:·. ..
. ,'.··. . .
; "1
...,.,.
; 1
.--,
·'·: .@!
:l
~' j

· -:~.-
......'.
r -.._ . ... ..•. . . ..
.
.....
~ ~ -.
I ~
~
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..' .-·.,.....
. . . .... .· ....·--.-:-··. . . ...
'
· ~· - •: ,~--
',

·• :;.7
.... ..
• •...... :·;.
' 021--© '.• .

008
"
• ·"'
• --011

,.
---026

I' "--._
""' ""' I
027
((!) 035

028 c:> 036

029

030 w 035

031 (i) I 'P 038

'·'

'-..._,/
'
I0 tD «b
032 I
. C>
I
033 I
• 034 g I 040
•
I
I
~ I
""' JI 037

FIG I*B* 2231/lG ACTUATOR BASE ASSEMBLY

BASE AND SPLINED TYPE DRIVE
(Mechanical seal )

•
I
I

Key to the Numbers:

Fig. II *Al* (2231/lG)
Body assembly

Item Part no. Description Quantity

101 . ST314043 Capscrew (M6 x 16) 4x

102. 11 OOG 3388 Cover (34 ft. LbD lx
103. 11 OOG 3398 Joint (34 ft. LbD 1x
104. 11 OOG 3380 Piston (34 ft. LbD 1x
105. 11 OOG 3379 Body (34 ft. LbD lx
106. ST314045 Capscrew (M6 x 25) lx
107. ST501301 Dowel 2x
108. ST026809 Ball 3/8'' 4x
109. 11 OOG 075 Housing 2x
1 10. 11OOG478 Gear- idler 1x
1 1 1. 600G 128 Spindle lx
1 12. 840G 5037/01 Mills- pin 2x
11 3. 11OOG477 Gear pump lx
114. 11 OOG 3010 Housing lx
11 5. 11 OOG 1414 Piston feedback 1x ,
11 6. 700G 274A Strut- assy lx
11 7. ST312039 Setscrew (M6 x 20) 4x
11 8. 11OOG024A Shutdown valve lx
l l 9. 300G 179 Spring lx
120. 11 OOG 3011 Retainer lx
121 . ST3 l 4046 Capscrew (M6 x 30) 6x
122. 830G 51 56/02 Sunk screw (M5 x 10) 2x
123. ST318208 Spring washer (M6) 4x
124. 830G 5039/04 Spring washer (M6) 13x
125. ST029501 Tape red plug 2x
126. 400G 095 Tape red plug lx
.. 368 . (see Fig. IV *C2*)

Recommended spares are:

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

•

Remark: Pump gear parts 110, 111, 113 and non-return valve parts
107, 108, 109, 112, should not be ordered separately.
Order the complete pump assembly 451000.
(i.e.107, 108, 109, 110, 111, 112, 113, 114.)

33
•
•
.

~
, ... ...._ -__-
,. . C • --.
-
-- .-
, .'
' '..' '\. L .·
'/
... . . - ;'

,.,. .
/ '
--- · • .•' , I
I
I
I

- •

1--- 105

125-----'~ '
' , .
118

119

120

-
"
-~368

., I
--• •
I
'- -- - - -
116· - - 11 0 -- --.-"' -- - - •
I
•

113- -f«ihl:-,llL I
I

~
•
" - - - -107
111 ~-- 108
124--0
' - - --109
115·----' - f----108
- - - - - - 1I

• •',,
"
I

®--124

FIGII*Al * 223J/JG BODY ASSFMRI Y

BODY. POWER PISTON, OIL PUMP
AND FEEDBACK PISTON

•
 •

Key to the numbers:

Fig.. Ill *B* (2231/lG)
Rotor assembly

Item Part no. Description Quantity

201. 700G 247 Speeder spring lx

203. 1OOG3023 Spring carrier 1x
204. 670G 5045 Thrust bearing lx
205. RS 150-16 Rotor/pilot valve 1x
206. 900G 5042 Starlock 4x
207. ST314006 Capscrew (M3 x 8) 2x
208. 700G 006A Spindle 2x
210. OD 25328 Needle roll. Bearing 4x
21 l . 11 OOG 3022 Cover plate lx
212. 11 OOG 3020 Vane damper lx
213. 700G 111 A Drive spring lx
~ 214. 700G 5357 Bearing lx
•
215. 630G 5056 0-ring lx
216. 830G 5039/01 Spring washer 2x
'

21 7. ST314005 Capscrew (M3 x 6) Bx '

218 . ST3 l 4404 Grubscrew (M3 x 8) 1x

219. 11 OOG 3021 Weight carrier 1x
221. 11 OOG3044 Stem assy pilot valve lx
226. ST3 l 8207 Spring washer 4x
227. 11 OOG 3064 Weight 2x
228. l 800G 022 Top governor weight 2x
229. ST314029 Capscrew (M5 x 12) 4x
923. (see Fig. IV *Bl*)
925. (see Fig. IV *B 1*)
3222. 2200G l 06 Fork pilot-valve lx

"
Recommended spares are:

Item : 2 0 4 , 2 0 6, 2 0 7, 2 0 8, 2 l 0, 2 14 , 2 l 5, 2 l 6, 2 l 7, 2 l 8

•
Remark: The pilot valve should not be ordered as a separate
item. Order rotor and pilot valve (205) as one unit.
( = assembly RS l 50- l 6)

' 34

•
'
r --
I
I
•
I
I
322'2 - - - - -
I
- I
I
I
I
I

>-----205
228--{
210----'-~
1
l
-----226
Wi
I I
I 206
227'---r::~-/-'1 216
- --... / 207 I
210 ~ I -----
Ill
. 200
- - - -- I

- - ---
1
219-----UI e ,'
I
208--
206- ------
218

"

--215

• ---205
•

FIG ID*B *2231/lG ROTOR ASSEMBI Y

GOVERNOR ROTOR, PILOT VALVE AND FLYWEIGHTS
(Pulling proportional solenoid)

JUL.'96
•
 •

Key to the numbers:

Fig. IV *B 1* (2231 /1 G)
Housing assembly
Droop mechanism left build

Item part no. Description Quantity

104. 11 OOG 3380 (see Fig. II *A 1*)

304. ST013131 Washer (5 x l 0 x 0,8) 5x
305. STOl 3200 Splitpin (1/16''x 1/2'') 4x
306. 700G l 52B Pin lx
307. 700G 099 Link droop lx
308. 700G 151 Pin droop link 1x
309. RS 033-1 Wavey washer 1x
310. ST314005 Capscrew 1x
31 1. 700G 093 Rack droop 1x
312. 700G 094 Shim 1x
313. 700G 095 Shim 1x
'
'
314. ST010601 Dowel 2x
315. 1100G995 Slide droop lx
,
316. ST013201 Splitpin (1 /16'' x 1/2'') 2x
317. 11 OOG 1105 Pin for links (long) lx
318. 11 OOG 1413 Link pair (power piston) lx
319. ST314031 Capscrew (M5 x 20) 2x
320. 11 OOG 1419 Pin 2x
321. 830G 5039 /03 Spring washer (M5) 3x
322. 11 OOG 3030 Pl Lever output lx
323. ST314423 Grubscrew (M5 x 6) 2x
333. ST314030 Capscrew (M5 x 16) 2x
343. 11 OOG 3077 Lever speed control lx
345. 11 OOG 3003 Casing lx
357. ST013101 Washer (6,7 x 14 x 1,6) 2x
" 378. ST013101B Wavey washer 1x
380. STOl 3101 A Washer 1x
381. STOl 3101 H Washer lx
787. RS085-36 Pin lx
788. 11 OOG 179 Spring lx
•
923. 11 OOG 868A Droop lever 1x
924. ST 314411 Grubscrew (M4 x 4) 2x
925. 11 OOG 3033 Spring carrier {upper) 1x
926. 1100G876 Pin 2x

Recommended spares are:

Items: 301, 304, 305, 306, 310, 312, 313, 316, 317, 318, 319,
320,321,323,333,357,378,380,381,924.

Remark: Item 318 is a pair of links, do order them separately.

35

•
 •

316 378
357
•• 317 381
318 380
357 316

() . . ()

0 0
I
I
3211-----tQJ I ,,.,g~-------311
I
I
310-----,-----'H'v I --------314
I ~-------312
I
~I
I
305 ------'----;---'-~,_- ~
I 313
926-----, 304 I ~ ?r--'---------307
305----, 3081-------- I~ -----306
c-/~.I;~,.@
309 I _.., f' """' ,,;;;"':'I ' # - - - - - 305
I_.., ~o
323----::;:~--~~~~'(I ~ ~---304
~~oe - - - - - 3 1 5
'
. Qi;.-------- 320
304c-----@, . - . - 6 - - - - - - - - - - - : ;,-322
923 ''
'-.__./
~~
l"y<'
333
925--------~ I

.-,----+---'--~'7~-------321
_L
l :
I' - r------,,..L---r---j-------- 104
"1

0
0

·• '
. I
" •. ,J .
/

'-.../ ..
. .
787------i-W--l-1~ . .,•.'.
. .
·.·'

FIGN*Bl *2231/lG HOUSING ASSFMBI Y

DROOP MECHANISM
(Left side)

•
 Key to the numbers:
Fig. IV *C2* (2231 /l G)
Housing assembly

Common parts

Item Part no. Description Quantity

321. 830G 5039 /03 Spring washer (M5) 4x

332. 11OOG058A Joint lx
348. ST3 l 4444 Plug (MB x 8) 2x
356. ST3 l 4029 Screw (M5 x 12) 4x
358. 11OOG3031 Cover accumulator lx
359. 11OOG3032A Joint lx
360. 11 OOG 039 Piston accumulator lx
361. 93G3 Nameplate lx
•

362. 730G 5047 Screw-self tapping 4x

363. ST036620 Dowty washer (1 '' BSP) 2x
•
364 . RS 056-2 Indicator 2x
365. RS 056-1 Sightglass 2x
366. ,'
ST0366 l 0 Dowty washer (3/8'' BSP) lx
367. ST036703 0-ring (4 ,4 7 x l, 78 mm) 3x
368. RS 150-5 Housing restrictor lx
369. RS 150-4 Restrictor 1x
370. ST036714 0-ring (18,72 x 2,62 mm) lx
3 71 . RS 150-6 Cover restrictor lx
372. 11 OOG 040 Spring accumulator lx
376. RS 150-9 Sticker lx
•
377 . 11 OOG 3481 Sticker lx
379. 11 OOG 511 Spring accumulator lx

Recommended spares are:

..

Items: 321, 332, 356, 359, 363, 364, 365, 366, 367,
370, 372, 376, 377 .

36

•
 ••

-
332

-
\ '
~ !
0

•
•

'

370
371
363
376 364
.l
•/ '
/
I
365
)
/
/
•
/ 368
/
•

••

( "-J_,9
I •

I 361
I
I 372
379 362
•

/
/ 359
•

358
377
321
356
FIG W*C2* 22JJ / lG HOUSING ASSEMBLY
COMMON PARTS
(For 25and34ft /bf. casing)

-- - _________:____ __ •
_ _ __ __ _ -----:--
•
 Key to the numbers:
Fig.-·IV *EO* (2231 /l G)
Housing assembly
Output shaft- Droop shaft- Speed stops

Item Part no. Description Quantity

323 ST314423 Grubscrew (M5 x 6) 5x

324 1100Gl024 Spacer 1x
325. 11 OOG 3036 Shaft outp. (standard) lx
326. STOl 1305 Key lx
327. OD24563 Oil seal 2x
328. 740G 5147 DX-bush 4x
329. 11 OOG 862 Sleeve for bush 2x
330. 11 OOG 416 Plug lx
335. 11 OOG 3034 Shaft droop adjusting 1x
336. 11 OOG 045A shaft droop scale lx
337. 11 OOG 3483L Droop scale (l.h.) lx
•
338. 11 OOG 3484 Indicator droop lx
339. 11 OOG 31 7 Knob droop lx
340. 770G 5060 Locknut for knob (M5) lx ,.
341. 3Hl09 Washer (MS) lx
342. ST3 l 44 l l Grubscrew (M4 x 4) lx
344. 11 OOG 115 Marker (scale) lx
346. ST3 l 7008 Nut locking (M5) 2x
347. ST312029 Screw stop (MS x 20) 2x
351. 11 OOG 3027 Lever stop 2x
352. OD 19445 Circlip (3/8'') lx
353. 11 OOG 3029 Plate cover lx
354. 830G 5039 /02 Spring washer (M4) Bx
3S5. ST3 l 401 7 Screw (M4 x l 0) Bx
375. 11 OOG 3480 Caution plate lx
... 3343. 11 OOG 3137 Bushing lx
3353. ST036705 0-ring (6,07 x 1,78 mm) lx
3356. 2200G 197 Shaft s/c lx

Recommended spares are:

•

Items: 323, 324, 325, 326, 327, 337, 340, 341, 342, 346,
347,3Sl,3S2,353,354,3SS,33S3.

Remark: Item 337 is a left handed droop scale marked ''L''

37

•
 ••

324

325

326
--
323
/J 336
'-•

328 3231l 337 r342

I 339
/
/
/ 0
/

338
341
340

-- --
328
>
- 327 -,
355
354 ~~ 3343 /'
/
>
':{' 346 3353 /

347 3356

..
351
351
352

FIG lV*E* 2231/lG HOUSING ASSEMBLY

OUTPUT SHAFT (Right side)
DROOP SHAFT (Left side)
: I. SPEED STOPS (Left side)

•
APR. '94
 ••

324

325

337 r.342
•

I 339
/
/
/
/

·-...._

/'
' .
0. ./
' 338
<-.. •
• ....
~
341
340
329
•
328 • . •.
345~---· •
......
328
347-·(ji • ••
355 ', 327
354 /
/

/
/

••
351
351
352

FIG N*E* 2231/lG HOUSING ASSEMBLY

OUTPUT SHAFT (Right side)
DROOP SHAFT (Left side)
: f. SPEED STOPS (Left side)

•
APR. '94
 Key to the numbers:
Fig·: V *B 1* (2231 /1 G)
Shut-down assembly
Solenoid energize to stop with manual stop knob

Item Part no. Description Quantity

501. 11 OOG 3084 Push button assy lx

502. ST013201 Split pin lx
503. ST314029 Capscrew (M5 x 12) 1Ox
504. 770G 5266/03 Copper washer (M5) 1Ox
505. PC 013 Spring, for push button lx
506. 11 OOG 3094 0-ring housing lx
507. 450753 Solenoid socket assy lx
508. RS046- l 6 Solenoid connector lx
509. ST3 l 4006 Capscrew (M3 x 8) 4x •
' 510. ST036703 0-ring (4 ,4 7 x l, 78 mm) lx
51 l . 500G 243A Joint lx
512. RS046-409 Mounting plate lx
•
513. l lOOG 233A Joint bracket lx
514. 11 OOG 3046 Bracket lx '

515. 11 OOG 031 B Lever lx

516. ST013200 Split pin 2x
517. 11 OOG 235 Spindle lx
518. ODl 94858 Solenoid assy (24V) lx
520. (part of 507) Wire (red coloured) 2x
523. STOl 0601 Dowels 4x
524. ST019681 Capscrew (4BA x 1;4'') 2x
525. ST3 l 401 7 Capscrew (M4) 2x
526. 23270 Spring washer (4BA) 2x
527. 830G 5039 /03 Spring washer (M5) 2x
528. 11 OOG 231 A Joint lx
.. 529. 11 OOG 3047 Solenoid mounting 1x
530. RS 012-1 Reinforcing plate lx
531. 830G 5039 /0 l Spring washer (M3) lx
532. ST314008 Capscrew (M3 x l 2) 1x
•
534. 11 OOG 268 Stop (for pilot valve) 1x
•
536. 700G 379A Return spring lx
537. 700G 200 Sleeve + pilot valve lx
538. 11 OOG 3054 Shut-down housing lx
539. 1lOOG237A Joint, shut-down housing. lx

(continued)

38

•
 Continued: Fig. V *Bl* (2231 /l G)
••

540. ST314035 Capscrew (M5 x 40) 4x

54 l . 11 OOG 2288 Joint, plate to casing lx
543. RS 046-6 Sticker lx
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.

"

-
- )

39

•
'

••

516
517
515
514
513

3431

_,.. _;-,.,' !
(~ ~ 530
I
•

l 52l 526 •
•
; 525 ,,(__ _
•

510
: "ea!>-
506 I ,., ... -::::::--....527
505 '
" \
•
\

502 ' ' ' -532

501 i, r C·- -531
I
I
I
I -
''5.-").
I
.
I
_./

·-·-
I. ,..,
I ()

541
· --537
---
1
~508 ~--- 511 ·\. "' - - - 512 '- ' ·!--
, I-
--536
I 507 '
509 543 ·<1>l;-- - -
I -~ I
-537
508 I .. I

,... 1'£--1'
t't-~i
~ -~
•
fc . 1 ,
-
W" I I
! 504
508 ~ '
. 503
545 < 1- ·538
-,,,.
~.
•
•
540

FIG V *81 * 2231 / lG SHUT - DOWN ASSEMRI Y

Solenoid energize to stop with manual
stop knob

--

•
· - -·---·--·--·-- - - - - - - - - - - - - - - - - - - - - -- - - - - - - - -
•

Key to the numbers:

Fig·. VII *A* (2231/1 G)
Intermediate housing assembly
Hydraulic servo unit

Item Part no. Description Quantity

878. ST314047 Capscrew (M6 x 35) 6x

879. ST318028 Spring washer (M6) 6x
3601. ST314031 Capscrew (M5 x 20) 3x
3602. 1500G 122A Joint lx
3603. 2200G 084A Housing servo lx
3604 . ST3 l 4019 Capscrew (M4 x 16) 4x
3605. ST314411 Setscrew (M4 x 4) lx
3606. ST314423 Setscrew (M5 x 6) 2x
3607. ST314433 Setscrew (M6 x 6) lx
\
3608. 860G 5046/06 0-ring (15,3 x 2,4 mm) lx
3609. 2200G 105 Power piston lx
•
3610. 11 OOG 3442 Spring feedback lx
3611 . 2200G 229 Intermediate plate lx
'.
3613. 2200G 104 P.F. Pilot valve & sleeve assy lx
3614. 11 OOG 34 l 6A Spring lx
3615. 2200G 187 Spring carrier lx
3616. 1lOOG34188 Diaphragm 1x
3617. 2200G 188 Spacer lx
3618. 11 OOG 34218 Spacer lx
3619. 11 OOG 34208 Spring diaphragm lx
3620. 11 OOG 3152 Intermediate housing 1104 lx
3620. RS 170-105 Mod. Intermediate housing lx
3687. ST314423 Setscrew (M5 x 6) • 1x

,,,.... --
..
0

•
•

40

•
 •

••
---- 1 I --1
I I I
I I I
I
I
I I
I I
I 3613----l 3613 I
I
1-
•
1 I
I I
I
•

I I - ! ·II----- 3608
- I --- I 3613
I I -
·r' ~::...__:__J...;::::::i I
J619-----<~ .. l_l

I
' I
I 3611 I 3 5 13605 r--
3606
-· .
f
..i}',.
I ·1
\' . \
• ·:

I 3fD3 I ,,

- I 3fD6_j, ...___..,
•• • I • "
I
I
• I
3616 I
I
I L-- ..............
3615-----1 I
I
3614.-- ...... J
878-
...... ...... ......
-v_.....

"

•
•

FIG vii *A*2231/ 1G INTERMEDIATE HOUSING ASSEMBL

HYDRAULIC SERVO UN IT

APR.'94
•
 Key to the numbers:
Fig·: VII *B4 * (2231 /l G)
Intermediate housing assembly
Proportional solenoid

Item Part no. Description Quantity

3619. 11 OOG 34208 Spring diaphragm lx

3621. 11 OOG 3411 Stud 2x
3622. 11 OOG 3422 End cap lower lx
3623. 11 OOG 3423 Spacer 2x
3624. 2000G 054 Washer anti-stick 2x
3625. 2000G 053 Magnet 2x
3626. 2200G 180 Pole washer lx
3627. 2200G 020A Coil assembly lx
3628. 11 OOG 3424 End cap upper lx '

•
3629. 11 OOG 3425 Spring carrier lx
3630. 770G 5060
•
Nyloc nut (M5) 3x
3631. 11 OOG 3427 End plate lx
3632. ST3 l 8008 Washer 5,3 x 10 x l 2x
,
3633. 2200G 186 Bias spring lx
3634. 11 OOG 3428 Spring carrier lx
3635. 11 OOG 3429 Plate lx
3636 . 11OOG3430A Adjusting screw lx
3637. ST3 l 8007 Washer 4,3 x 9 x 0,8 2x
3638. ST3l4018 Capscrew (M4 x 12) 2x
3639. ST3 l 8206 Spring washer (M4) 2x
3640 .. 11 OOG 3451 Servo support bar lx
3641. ST318008 Washer 5,3 x l 0 x l 2x
3642. ST312030 H.H. setscrew (M5 x 25) 2x
3643. 11 OOG 3115 Spacer 4x
3644. OD 21146 Clip 4,8 mm lx
"
3645. ST3 l 4016 Capscrew (M4 x 8) lx
3646. 11 OOG 3433 Terminal marking strip lx
3647 . ST3 l 8007 · Washer 4,3 x 9 x 0,8 4x
3648. ST3 l 402 l Capscrew (M4 x 25) 4x
•
3649. 8 70G 5069 /04 Terminal strip lx
3740. 452001 Solenoid wiring assy lx
3758. 452002 Coil link wiring assy 2x
3773. 71OG5071 Diode assy lx
'

41

•
 - - --

.-

---- 3628
I
I
I
3638,
- 3636 I ---3627
3639 •· -~-3637
I I
3635 · - - - - - 3 6 23
0 ,......., I :F-------3624
~1 c:l? 3634 !'--=- - - - - 3 6 2 5
I ' ~)_---3626
3740 I -3633
I r--- -~-- 3625
I ~36301
I :-,-----, - - -3624
I
3740 I <t-3632 - ---3623
I 1==;::;--i.
\:;49 ~1-----3622

OJ

3773--ri ."
0
0 •

0
Oo
"
'

FIG W *B4+e231/ JG INTERMEDIATE HOUSING ASSEMBLY

PROPORTIONAL SOLENOID ASSY
---
/

JUL. '97
•

•
 Key to the numbers:
•
Fig. VII *C2* (2231 /l G) • ,.•
Intermediate housing assembly •

Return piston and feedback lever linkage

Item Part no. Description Quantity

316. (see Fig. IV *Bl*)

31 7. (see Fig. IV *B 1*)
318. (see Fig. IV *Bl*)
3602. (see Fig. VI I *A2. *)
3603. (see Fig. VII *A2.*)
3651. 2200G 085B-H Yoke lx
3652. ST314401 Grubscrew (M3 x 4) 2x
3653. 2200G 092 Bearing block 2x
3654. 11 OOG 3123 Spacer lx
' 3655. 820G5194 Uniball rod end (M4) lx •

3656. ST3 l 4020 Capscrew (M4 x 20) lx

3657. ST317007 Nut plain (M4) lx
3658. 2200G 185 Push rod lx
3659. 2200G 184 Return piston lx ,
3660. 2200G 181 Housing return piston lx
3661. 2200G 182 Joint piston housing lx
3662. ST3 l 8207 Spring washer (M5) 2x
3663. ST314029 Capscrew (M5 x 12) 2x
3664. 2200G 183 Plug piston housing 1x
3665. 820G 5125/05 0-ring lx
3666. 720G 5142/05 Circlip (14) lx
3667. 2200G 093 Pin 2x
3668. 11OOG3120 Spindle-yoke lx
3670. 720G 5014/07 Washer nylon (M6 x 0,8)•
•
6x
3671. 720G 5370-P02 DU-bush -2x
.. 3673. ST3 l 7008 Nut plain (M5) 3x
3674. 2200G 196 Spacer lx
3675. 2200G 097 Fulcrum pin lx
3676. 720G 5370-POl DU-bush (6 x 8l' x 6) 2X
3677. ST318009 Washer (6,4 x 12,5 x 1,6) lx
Splitpin (1 /16'' x 1/2'')
•
3678. ST013201 lx
3679. RS 170-63 Modified feedback lever lx
3680. 790G 5039 /23 Spring 2x
3681. 2200G l 63A Rod power piston lx
3682. 2200G 095 Rod end lx
3683. 770G 5383/02 Oilite bush lx

(continued)

• 42

•
•

Continued: Fig. VII *C2* (2231 /l G)

.-

3758. 2200G 297 Pivot stud lx

3759. 830G 5056/03 Nyloc nut M4 2x
3760. ST318007 Washer 4,3 x 9 x 0,8 lx
3761. 2200G 298 Spacer lx

Recommended spares are:

Items: 3652, 3655, 3656, 3657, 3661, 3662, 3663, 3665, 3666,
3670, 3671, 3673, 3676, 3677, 3678, 3683, 3759 and 3760 .

•
•

"

"

43

' .{.
•
 - ---------- -

••

3656
3655 3603
3654
____ l_
_ .. ---------
r'"
. _, ,
<.,;
__ ...
,
~-:------:..-':;,
_____________
._
< ... ...-
-----
~
,_ .
'1-
,....,
3673
I ._ --- - --- ,, ~

.-. ·-·
1---------=-,...- ---- · ...J
,.--3653 3674
- - - . . - - - - --J.. - - - 11
f;--;-jl l
I
l_ l~ I 111 3675
3657 - - - - - { J e
"'ll - - - II I 11
I I I --3652
I
3674
3658-------< 3670
3676
3659
•
3676

}---36/8
Ir' I
_-=.___ 36 77
'' '-......_ 3670
i 3671 ::---------3759
3670
" - - - - - 37fD
3680
'----3/51
'
"

r----368 1

'

..
0 --

f--315
I
• I
•
357
~ 317
104 3670
318

FIG W *C2* 2231 I lG INTERMEDIAIE HOUSING ASSEMBLY

RETURN PISTON AND
FEEDBACK LEVER LINKAGE

.__ ___ -·--- - ·· -------~-----------r--'·:____

•
_ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ __
•
•

Key to the numbers:

Fig ..-Vll *03 * (2231 /l G)
Intermediate housing assembly
Control linkage assy

Item Part no. Description Quantity

3222. (see Fig. Ill *B*)

3655. 820G 5194 Uniball rod end (M4) 2x
3656. ST314020 Capscrew (M4 x 20) lx
3657. ST3 l 7007 Nut plain (M4) lx
3679. (see Fig. VII *C2*)
3691. ST318007 Washer plain (4,3 x 9 x 0,8) lx
3692. 820G 5123 Uniball rod end (M4) lx
3693. ST3526 l 8 Circlip (20) 2x
'
3694. 2200G 088 Plunger lx
'
3695. ST3 l 4018 Capscrew (M4 x 12) lx
3699. ST314048 Capscrew (M6 x 40) 2x
3700. ST318208 Spring washer (M6) 2x
3701. ST317008 Nut plain (M5) lx
' ',
3702. 2200G 086 Housing plunger lx

Recommended spares are:

Items: 3656, 3657, 3691, 3692, 3693, 3695, 3699, ;

3700and3701.

' .

44
• -
•
 .-
'

3656 3679
3655
.3691
• •
- -..
' '
•
'
I

.. - - - ' '
~ •• J

• -
•
' '
' .' -'
I
I
• T
I

''
--
'' •
• ..
I.... .
I' . ...._ • - .
. ~ -
3657 @•

'
3693 ----<\,';;_ ·cb"""
I
•
•
3694.-----4' 3695

..
-
0

3702---< @r-3700 "

I
,"\,..---'""; ..
~

Ji
I
·-
I
I
I

I
0 •

0
Oo
"

I -
'? .

I
•

,
' "I / /

I
.-- ~
3693--1\ (i'~
~ -J_/'
I
3701 - -@
'
Q
' '
... .
' ''
,," , I '·~
3222 ~~-- -~~·
I
'
...
•
'(
'
I
-
' -v,
r'•. ~
-'
L-' ..
,

FIGW*D3*2231/1G INTERMEDIATE HOUSING ASSEMBLY

CONTFOL LINKAGE ASSY
•

----·· - ··-· ----- -- . - - · - - - - -- -- - - -- -·-- - ---·· ·- -- -- -- --- - - - - - - - - - -- - -

 Key to the numbers:
••

Fig. VII *HO* (2231 /1 G)

Adapter, socket and connector assy

Item Part no. Description Quantity

3741. RS 170-106 Socket adapter lx

3742. 500G 243A Joint lx
3743. 452000 Socket assy 4-pins lx
3744. ST314017 Capscrew (M4 x 10) 4x
3745. 0023610 Connector free 4-pins lx
3746. ST314031 Capscrew (M5 x 20) 3x

Recommended spares are:

Items: 3742,3743,3744,3745,3746. •

45
•
 -----·- ------~ ---------
•

••

-
-

- -
_,.,.....,- 1
-.
.
. e
~_,.,..,.... \
. -----;, :.----------- \
3741
3742
3743

I -
- 3745 •
•
'
-
I •
I !

-~
I

i
3745\_- ------ ·v
'· I
'
~
' 3744
•

I
3 746

• '
•

FIG W* H *2231/IG INTERMEDIATE HOUSING ASSEMBLY

ADAPTOR , SOCKET AND CONNEClDR ASSY
•

-- - - - - - - - - - · - - - - - - - - - - - - -- - - - - - - - - - - - - -- - - - - - - - - - - - -
 Key to the numbers:
Fig.'.Vlll *DO* (2231 /1 G)
Top cover assy

Item Part no. Description Quantity

4019. 600G 052 Filler plug lx

4020. ST036610 Dowty washer 3/8'' BSP lx
4021. ST3 l 4030 Capscrew (MS x 16) 2x
4022. 770G S266/03 Copper washer (MS) Bx
4023. 830G 5422/04 H.H. setscrew (M5 x 16) 6x
4025. 11 OOG 3404 Joint cover plate 1x
4026. 11OOG3402 Top cover lx
4027. BOOG 5 l 2S/07 Capscrew (M5 x 80) 4x
4028. 11OOG3387 Joint top cover lx
4029. 11 OOG 3403 Cover plate 1x
•

•
Recommended spares are:

Items: 4019, 4020, 4021, 4022, 4023, 4025, 4027, 4028 .

..

46

• •
 ••
4023
-
-4022

. - 4025

-- ..

4026-·--+.
-
-
.,,, ..
..

-
4027-
-
..
"
•

'
'

>--- -4028
-
,.

'I•

0 •

.. 0
Oo

'
•

FIG VIII *D* 2231 I JG TOP COVER ASSE MB!

•
APR. '94
 Key to the numbers:
Fig. IX *BO* (2231 /l G)
Override speed control
(assembly RS 086)

Item Part no. Description Quantity

343. 11 OOG 3077 (see Fig. IV *Bl*)

354. 830G 5039 /02 (see Fig. IV *EO*)
787. RS085-36 (see Fig. IV *Bl*)
788. 11 OOG l 79 (see Fig. IV *Bl*)
l 009. ST318012 Washer Ml 0 lx
l 010. RS086- l Housing lx
l 0l l . RS086-6 Speed lever lx
l 012. ST314028 Ca pscrew (M5 x l 0) lx
l 013. RS086-402 Adjusting screw lx
'
l 014. RS086-407 Nut 1x
l 015. RS040-409 Screw 4x
3356. 2200G 197 Shaft speed control 1x
4350. RS l 70-168 Indicator plate lx
,
4351. RS091-5 Pointer lx
4352. ST3 l 4018 Capscrew (M4 x 12) 5x
4353. RS l 70-169 Cover lx

Recommended spares are:

Item: 354, l 009, l 012, 1013, 1014, l 015 and 4352 .

..
....__,J

'

47

•
 .-

343

~.. ..........
•
... 4353
'
, ' ·II
0
4352
1010
4351

• 4350
1011
1012 ,;....
()
L.. •
•

1009
787
.. 1014
•

•
•
•
1013
•
/
'·'/ ,I I /
/
/

• •
•
015

354
4352
. .. ' '' .
·'

Fig IX *B * 2231 I lG OVERRIDE SPEED CONTRC

SPECIALS
(RS 086)

APR '94
 Key to the numbers:
Fig·: IX *C2* (2231 /l G)
Oil spray and filter assy
Specials

Item Part no. Description Quantity

3696. ST3 l 8206 Springwasher (M4) 4x

3731. ST3 l 4018 Capscrew (M4 x 12) 4x
4301. STOl 0921 Nut l /8'' BSP lx
4310. ST0366 l 0 Dowty washer 3/8'' BSP 2x
4311 . ST012503 Plug 3/8'' BSP Brass 2x
4322. ST036605 Dowty washer lx
4336. 850G 5177/10 Filter element lx
4355. 2200G 306 P.F. oilpipe assy lx
4356. 2200G 307 P.F. oilpipe assy lx
-· 4358. ST010601 . Dowel lx
'---"' 4359. 2200G 305 Stem filter lx
4360. 2200G 302 Joint Housing lx
4361. 2200G 301 Housing filter lx
4362. 2200G 304 Joint cover lx '
4363. 2200G 303 Cover housing lx
4364. 91OG5034 Spring lx
4365. 91G12 Cork washer lX
4366. PC 285 Restrictor screw lx
4367. ST0366 l 0 Dowty washer 1x
4381. 97-023 Hose assy lx
Recommended spares are:

Item: 3696, 3731, 4301, 4310, 4311, 4322, 4355,

4356, 4360, 4381.

..
Remark: Oil filter parts 4336, 4358, 4359, 4361, 4362, 4363,
4364, 4365, 4366, 4367 should not be ordered separately.
Order the complete oil filter assy .

48

•
 ••

-
'\
4356
/
-

4301
'
_ 4358
... ./- - 4359
-
·- - - 4360

••
. . I
_,..
.../ ;. r----432 2
4310

4311

'

- ./
4310 ---~4 381
- --- 431 I
"
•
0

~
•
I

l
I
•

~~
I
•

''
•
I
I
I
.\.'·,
•

'
,J~ '"'' ·-• • /'
" ~
•

.
!."·111 ~

... . --
~ "' 4362 ""-
( •

"'-~-
•
'·,

~
: 4361 -, A,.' .
•
•
\
L - 4365 '""' . '. ~. \' ••

'. ~,: • --J '

' -...__...' •
•

·--- I'
'

' 4336
•

4381
... - ---~

I
- ~ --- 4364
I

- 4363
FIG IX •C.2t- 223 1/IG Oil SPRAY AND Ell
I SPECIALS TER ASSEMBLY
,.:.. 3696
i~
I~ 3731

0 11 FILTER ASSY
JUL . '97
•