Scania CV AB, Sweden, 1999-02:01

Issue 1 en
Part No.
1 588 661
Mechanical governor
Function and work description
Industrial & Marine Engines
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General
- The governor is intended to maintain an engine speed that corresponds to the
throttle position.
- If a governor is not used, engine speed will decrease until the engine stops or
increase to surging speed.
- Industrial and marine engines may be equipped with six different types of
injection pump governor depending on operational conditions. The types
include 4 all speed governors and 3 single speed governors. The governor type
is indicated by a code in the complete engine designation as shown by the
following examples.
DSI14 50 M21SLR where S indicates the governor type.
Table of contents
Governor types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
All speed governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Single speed governor (generator set) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
All speed governors, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
RQV governor (Q) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
RQV-K governor (K) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
RSV governor (S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
RQ governor (T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
GAC (electronic governor) (D) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
RSV governor (S) for single speed operation. . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Function, RQV governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Function, RQV-K governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Function, RSV governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Function, RQ governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Work Description
Testing and overhaul of injection pumps and governors . . . . . . . . . . . . . . . . 27
Idle speed inspection, RQV, RQV-E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Idle speed inspection, RSV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Adjustment of speed drop, RSV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Engine speed inspection, RQ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Parallel operation - adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Replacement of rubber dampers in governor hub RQV, RQV-K, RQ . . . . . 35
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Governor types
All speed governors
The following all speed governors are available:
On the governor housing there is a type plate indicating
- governor type
- intended injection pump speed range
(i. e. half the engine speed)
- Bosch governor designation
e.g. all speed governor type RSV, intended for engine speed 700 - 2200 rpm
Code Bosch
design.
Description
S
RSV All speed governor for e.g. ship propeller engines and
some types of hydrostatic drives.
Q
RQV All speed governor for e.g. motor vehicles or similar
applications as operated by an accelerator pedal.
K
RQV-K All speed governor for high performance marine
engines.
BOSCH
made in Germany
RSV350-1100 P8A 664
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Single speed governor (generator set)
The following single speed governors are available:
On the governor housing there is a type plate indicating
- governor type
- intended injection pump speed range
(i. e. half the engine speed)
- Bosch governor designation
e.g. single speed governor type RQ, intended for engine speed 1500 rpm
Code Bosch
design.
Description
T
RQ mechanical single speed governor for generator set
D
GAC+
RQ
combination electronic, GAC, and mechanical (RQ or RSV)
Governor for generator sets where accurate control is required
S
RSV Mechanical all speed governor that can also be used as single speed
governor.
BOSCH
made in Germany
RQ750 PA 1299
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All speed governors, general
The main difference between all speed governors
is their speed drop properties.
Speed drop is a term describing the change in
engine speed which occurs when load is applied
or removed and throttle position remains
unchanged.
This might also be referred to as (percentage)
engine speed change.
Mathematically, this may be expressed as:
Speed
drop
High
idle speed
Nominal
engine speed
Example:
Nominal output (%)
The speed drop can also be calculated for partially
open throttle. The speed drop in percent increases
as engine speed decreases.
The speed drop may be illustrated according to
Fig. 1.
In order to simplify the comparison we let the
engine output be represented by a straight line
(vertical) which designates 100 % available out-
put at all different engine speeds.
This line will then also represent the maximum
control rack travel. See Fig. 2.
Available output
Speed drop curves
Fig. 1. Speed drop at 100% nominal output
Fig. 2. Speed drop curves for 100% available output at different engine
speeds
% = x 100
15 % = x 100
2070 1800
1800
Nominal engine speed
100% output at the engine speed concerned (max. control rack travel)
Nominal output curve
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RQV governor (Q)
The RQV governor is used in some industrial
engines. It has a characteristic that provides a
speed drop of 10 - 15 % at full output rpm.
This governor is suitable for most types of motor
vehicles or similar applications where low speed
drop at medium speed is not specifically required.
This governor is used in trucks, dumpers, forklift
trucks etc. where engine speed is controlled using
an accelerator pedal.
The RQV governor provides a relatively large
speed drop at low engine speeds.
The RQV governor is not very suitable for appli-
cations requiring high output at low engine speed.
Fig. 3. Example of speed drop curves for RQV governors at different engine speeds
Available output
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RQV-K governor (K)
The RQV-K governor is used in some high output
marine engines.
The RQV-K governor is a special configuration of
the RQV governor.
The difference is that the RQV-K governor makes
it possible to control the engine torque curve in
order to provide optimum operational characteris-
tics.
Thus, the RQV-K governor is used in some high
output marine engines where not too high output
is required at low engine speed (risk of engine
damage).
Fig. 4. Example of speed drop curves for RQV-K governors at different engine speeds
Available output
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RSV governor (S)
The RSV governor is used as standard governor in
many industrial and marine engines, all speed as
well as single speed.
The RSV governor is characterised by a relatively
constant slope of the speed drop curves across the
entire speed range. The speed drop is adjustable
between 4.5 and 11 % at full output engine speed.
The RSV governor is often suitable in applica-
tions where low or parallel speed drop is required
mainly at low engine speed.
These properties means that it may also in some
cases be used as a single speed governor in
engines intended for generator sets.
- The RSV governor reacts more slowly on
changes in load than the RQ governor.
- The RSV governor requires higher throttle
operation force than the RQV and RQV-K
governors
Fig. 5. Example of speed drop curves for RSV governors at different engine speeds
Available output
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RQ governor (T)
The RQ governor is used in industrial as well as
marine engines for generator sets.
The characteristic of this governor only permits
that the engine operates at a preset speed: 1500 or
1800 rpm. In order to change the engine operating
speed, the governor springs must be replaced.
The governor speed drop is low, 4 - 5 %. It also
reacts quickly on changes in load.
In order to obtain a straighter speed drop curve,
thus improving parallel operation properties, the
injection pump is equipped with pressure valves
without idle holes.
Fig. 6. 0-hole pressure
valve
Fig. 7. Example of speed drop curves for RQ single speed governors at different engine
speeds
Available output
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RSV governor (S) for single speed operation
Engines with RS3000 series injection pumps, as
used in single speed operation, are fitted with
RSV governors set to single speed configuration.
The speed drop is then adjusted to 4 - 5 % at nom-
inal full output engine speed;
1500 or 1800 rpm.
In order to obtain a more linear speed drop curve,
thus improving parallel operation properties, the
injection pump is equipped with pressure valves
without idle holes.
Fig. 8. Example of speed drop curves for RSV all speed governor, set to single speed
configuration, at different engine speeds
Available output
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GAC (electronic governor) (D)
The GAC governor is optionally fitted to engines
intended for generator sets.
The GAC governor is available in combination
with the RQ as well as the RSV governor.
The actual speed control is executed by the elec-
tronic governor, the mechanical governor acting
as overreving protection.
The mechanical governor is set to an engine speed
above the nominal operating speed. For example,
when operating speed is 1500 rpm the mechanical
governor would be set to 1800 rpm.
Fig. 9. Example of speed drop curves for GAC + RQ or RSV governors at different
engine speeds Speed drop is adjustable between 0 and 5%
The GAC governor enables stepless control of
speed drop between 0 and 5%.
This governor combination is used where speed
drop and parallel operation properties are subject
to special requirements and in applications with
automatic functions for load distribution and syn-
chronisation.
This governor combination is also suitable in
installations where the input rotating mass is
small.
The GAC governor is described in a separate sec-
tion.
Available output
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Function, RQV governor
1. Control lever
2. Linkage lever
3. Guide bolt
4. Cam plate
5. Fulcrum lever
6. Link
7. Spring seat
8. Clearance compensation spring
Fig. 10. RQV governor
9. Control rack
10. Pressure ring
11. Guide screw
12. Sprung sliding bolt
13. Angular lever
14. Flyweight
15. Governor springs
16. Setting nut
1
2
3
4
5
6 7 8
9
10 11 10 12 13
14
15
16
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General
The governor hub is driven by the injection pump
camshaft by way of a damper. The governor
springs (15) are fitted in the flyweights (14). The
weights move out when engine speed increases
within the prescribed control range. The angular
levers (13) for the flyweights are suspended in the
governor hub.
Each control lever position corresponds to a spe-
cific engine speed where speed drop starts.
The control lever (1) movement is transmitted to
the control rack (9) by way of the two-section
linkage lever (2) (elbow joint) and the guide bolt
(3) in the fulcrum lever (5).
The fulcrum lever pivot point can be moved in the
linkage guide. In addition, it is guided by a plate
cam (4), fitted in the governor cover, so that the
fulcrum lever transfer ratio changes.
The sliding bolt (12) is sprung in both directions.
If the engine is subjected to heavy load and engine
speed decreases, the control rack is pressed
against the full load stop. The sprung sliding bolt
is compressed by the flyweights, which are forced
inwards by the governor springs.
If the engine speed rises, the control rack is
pressed towards the stop position, the sliding bolt
spring being extended by the flyweights, which
are pressed outwards by the centrifugal force.
Normally, 3 governor springs interact in each fly-
weight. Shims may be used. The outer spring
influences the governor properties at low engine
speed and the two inner springs influence the
properties at high engine speed.
The engine is stopped by pulling the stop lever
towards the stop position. The control rack is then
forced back into zero feed position and fuel feed
to the nozzles stops.
1. Inner spring seat
2. Flyweight
3. Outer spring seat
4. Setting nut
5. Full speed springs
6. Idle speed springs
A = idle speed travel
B = full speed travel
Fig. 11. Operation of governor springs
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Principles of operation
Engine stopped, RQV
Control rack is in stop position and flyweights are
in their inner positions.
Cranking position, RQV
Control lever moves towards full speed stop. Con-
trol rack moves towards stop in order to supply as
much fuel as possible to engine when it starts.
1. Control lever
2. Linkage lever
3. Guide bolt
4. Plate cam
5. Fulcrum lever
6. Link
7. Spring seat
8. Clearance compensation spring
9. Control rack
10. Pressure ring
11. Guide screw
12. Sliding bolt with protective spring
13. Angular lever
14. Flyweight
15. Governor springs
16. Setting nut
17. Full speed stop
18. Idle speed stop
19. Injection pump camshaft
20. Governor hub
21. Cranking quantity stop
22. Pump plunger
23. Stop lever
A = Control rack stop position
B = Control rack max. position
C = Control rack cold start position
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Idle speed position, RQV
When engine has started and control lever has
been released, control lever returns to idle speed
position, i.e. moves toward low speed stop. Con-
trol rack also moves into idle speed position as
determined by governor.
The fuel quantity supplied to the engine is now
sufficient for maintaining an even idle speed.
Medium speed position, RQV
If load is applied to or removed from the engine at
the engine speed corresponding to the throttle
position, the governor will maintain the set engine
speed along the speed drop curve by increasing or
decreasing the fuel quantity.
Full speed position, RQV
When the engine reaches the maximum full output
engine speed, full speed control starts. The fly-
weights move out towards their outermost posi-
tions, acting on the control rack, moving it
towards stop.
If the engine load is completely removed, the high
idle speed will be achieved.
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Function, RQV-K governor
1. Rocker arm
2. Link
3. Fulcrum lever
4. Guide arm
5. Sliding bolt
6. Angular lever
7. Cam plate
8. Control rack
9. Setting nut
10. Outer spring seat
11. Governor spring
12. Flyweight
13. Inner spring seat
14. Full load stop with curve path
Fig. 12. RQV-K governor
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Principles of operation
Engine stopped, RQV-K
Control lever rests against stop and control rack is
in stop position. Flyweights are in their inner posi-
tion.
Cranking position
Control lever moves towards full speed stop.
Rocker arm moves below full load stop in order to
supply as much fuel as possible to engine when it
starts. Control rack moves against start quantity
stop.
1. Control lever
2. Linkage lever
3. Guide bolt
4. Cam plate
5. Fulcrum lever
6. Link
7. Rocker arm
8. Cam plate return spring
9. Control rack
10. Pressure ring
11. Guide arm
12. Sliding bolt
13. Angular lever
14. Flyweight
15. Governor springs
16. Setting nut
17. Injection pump camshaft
18. Cranking quantity stop
19. Pump plunger
20. Full load stop with curve path
(adjustable)
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Idle speed position (RQV-K)
When engine has started and control lever has
been released, control lever returns to idle speed
position, i.e. moves toward low speed stop. The
resilient rocker arm then slides below full load
stop, returning into idle speed position, and con-
trol rack is brought into idle speed position. The
fuel quantity supplied to the engine is now suffi-
cient for maintaining an even idle speed.
Full load quantity at low and medium engine
speed
When control lever is brought from idle speed
position towards full load quantity, guide bolt (3)
moves along curve path of plate cam (4) and, at
the same time, downwards in fulcrum lever guide.
Then, fulcrum lever pivots around pivot point on
pressure ring (10), pushing control rack towards
full load quantity.
Engine speed increases and governor flyweights
move outwards, bringing sliding bolt somewhat to
the right. This causes a rotary motion, raising
guide arm and fulcrum lever so that rocker arm (7)
slides along curve path of full load stop.
When guide bolt slides down into fulcrum lever
guide path, cam plate is brought from its stop after
overcoming return spring force.
If engine speed increases further, the governor
flyweights will move further outwards and the
rocker arm will slide along the full load stop curve
path, increasing the full load quantity (negative
torque control).
After the turning point, equalisation takes place
by reducing the full load quantity (positive torque
control).
When torque control ends, the plate cam returns,
resting against the stop in housing, and breakaway
starts.
If load is applied to or removed from the engine at
the engine speed corresponding to the throttle
position, the governor will maintain the set engine
speed along the speed drop curve by increasing or
decreasing the fuel quantity.
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Full speed position
When the engine reaches the maximum full output
engine speed, full speed control starts. The fly-
weights move out towards their outermost posi-
tions, acting on the control rack, moving it
towards stop.
If the engine load is completely removed, the high
idle speed will be achieved.
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Function, RSV governor
1. Control lever
2. Pivot lever
3. Rocker arm
4. Governor spring
5. Tension arm
6. Torque control spring
7. Auxiliary idle spring
8. Idle speed stop
9. Guide arm
10. Sliding bolt
11. Flyweight
12. Fulcrum lever
13. Link
14. Control rack
15. Start spring
16. Smoke limiter housing
Fig. 13. RSV governor
15
4
5
8
9
7
6
12 10 11
2
3
13
14
16
1
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Scania CV AB, Sweden, 1999-02:01 21
The RSV governor is fitted with a pivoting gover-
nor spring (4) and two linked flyweights (11).
The desired engine speed is set with the fulcrum
lever (1), which, by way of the pivot lever (2), is
directly linked to the governor spring, which in
turn is linked to the tension lever (5).
When the set engine speed is reached, there will
be an equilibrium between the forces of the gover-
nor spring and the flyweights acting on the tension
lever.
The control rack (17) is influenced by the fulcrum
lever (15), which in turn is controlled by the fly-
weights by way of a linkage system.
The start spring (8), attached to the upper part of
the fulcrum lever, pulls the control rack against
the full load stop when the engine is not running.
The governor speed drop can be changed by the
governor spring setting screw (22). A separate
auxiliary idle spring (7) stabilises the governor at
low idle speed.
The illustrations in the following pages show the
principles of these components and their operation
in different operational states.
The torque control spring (6) normally has no
function in governors used in Scania engines.
1. Control lever
2. Pivot lever
3. Rocker arm
4. Governor spring
5. Tension arm
6. Torque control spring
7. Auxiliary idle spring
8. Start spring
9. Guide arm
10. Sliding bolt
11. Flyweight
12. Angular lever
13. Governor hub
14. Injection pump camshaft
15. Fulcrum lever
16. Link
17. Control rack
18. Idle speed stop
19. Full speed stop
20. Pump plunger
21. Full load stop
22. Setting screw
A = Control rack stop position
B = Control rack max. position
C = Control rack cold start position
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Principles of operation
Engine stopped, (cranking position), RSV
The control rack always is in full load position,
regardless of the control lever position, when the
engine is not running.
The illustration shows cranking position with cold
start switched on. The full load stop has been
moved and allows the control rack to reach the
cold start position.
Idle speed position, RSV
The control lever rests against the idle speed stop.
Thus, there is practically no tension on the gover-
nor spring, which is almost in a vertical position.
The spring pull is low and the flyweights move
out also at low speed.
As a result, the sliding bolt moves in the direction
indicated by the arrow and the guide arm follows.
The guide arm pivots the fulcrum lever so that the
control rack is brought towards stop into idle
speed position. The tension lever moves against
the auxiliary idle spring, which supports the idle
speed control.
Medium speed position, RSV
A slight movement of the control lever from the
idle speed position is sufficient for the control
rack to move from its initial position into full load
position. The injection pump delivers full load
quantity to the engine and engine speed increases.
As soon as the centrifugal force is higher than the
spring tension corresponding to the control lever
position, the flyweights move out.
Then, the sliding bolt, by way of the fulcrum
lever, brings the control rack back to a smaller
fuel quantity. The engine speed does not increase
more but is maintained at a constant level by the
governor.
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Full speed position, RSV
When the control lever rests against the full load
stop, the governor operates in the same way as
described under "Medium speed position", the dif-
ference being that the pivot lever fully tensions
the fulcrum lever.
The governor spring thus pulls the tension lever
against the full load stop and the control rack
towards full load with higher force. When the
engine load is fully removed, the high idle speed
is reached.
Stop position, RSV
The control rack is brought into stop position
when the stop lever is moved to the stop position.
When the stop lever is moved to stop, the fulcrum
lever upper part pivots around pivot point C in
guide arm to the right. The link thereby pulls the
control rack into stop position. A return spring
(not shown) returns the stop lever into its initial
position when it is released.
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Function, RQ governor
1. Control lever
2. Linkage lever
3. Guide bolt
4. Fulcrum lever
5. Link
6. Spring seat
7. Clearance compensation spring
8. Control rack
9. Pressure ring
10. Guide screw
11. Sliding bolt
12. Angular lever
13. Flyweight
14. Governor springs
15. Setting nut
16. Smoke limiter
Fig. 14. RQ governor
1
4
3
2
9 10 11 12
5 6
8
7
15
14
13
16
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Scania CV AB, Sweden, 1999-02:01 25
The illustrations show the principles of the main
components and their operation.
The design and operating principles of the RQ
governor are similar to those of the RQV gover-
nor.
The difference is that the RQ governor has no
plate cam and that the fulcrum lever transfer ratio
is different.
In addition, different governor spring combina-
tions are fitted. 2 or 3 governor springs interact in
each flyweight.
The control lever is normally fixed at nominal full
output engine speed.
In parallel operation, the control lever is
adjustable.
1. Control lever
2. Linkage lever
3. Guide bolt
4. Fulcrum lever
5. Link
6. Spring seat
7. Clearance compensation spring
8. Control rack
9. Pressure ring
10. Guide screw
11. Sprung sliding bolt
12. Angular lever
13. Flyweight
14. Governor springs
15. Setting nut
16. High speed stop
17. Low speed stop
18. Pump plunger
19. Governor hub
20. Injection pump camshaft
21. Full load stop
22. Stop lever
A = Control rack stop position
B = Control rack max. position
C = Control rack cold start position
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Engine stopped and cranking position, RQ
The control lever is always in operating position.
Control rack is in its max. position in order to sup-
ply as much fuel as possible to engine when it
starts.
Full speed position, RQ
When the engine reaches its maximum permissi-
ble full output speed, the flyweights overcome the
force of the spring assembly full speed springs
and breakaway starts. When this occurs, the angu-
lar levers, by way of the governor hub and the
pressure rings, act on the fulcrum lever, bringing
the control rack from max. towards stop.
Single speed governor RSV
Single speed governor RSV operates according to
the same principles as all speed governor RSV.
The difference is, however, that single speed gov-
ernor RSV never operates at idle speed or medium
speed.
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Scania CV AB, Sweden, 1999-02:01 27
Work Description
Testing and overhaul of injection
pumps and governors
Overhaul and testing must only be performed by
workshops with skilled personnel and the neces-
sary equipment.
For repair instructions for pump and governor,
refer to the pump manufacturer or their represent-
ative.
Pump and governor must be adjusted according to
Scania's test tables. The test tables state the setting
values and test equipment required for a specific
pump type.
The test tables are included in Workshop Manual
"Injection Systems".
Idle speed inspection, RQV, RQV-E
1. Run engine until it reaches normal operating
temperature. Check that control lever rests
against low speed stop when accelerator
pedal is released and is pressed against full
speed stop when accelerator pedal is
depressed. Adjust as required.
Fig. 15. Inspection of throttle
control
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2. Use a separate tachometer as shown. The
tachometer of the installation is not accurate
enough.
3. Run engine at low idle speed and check
engine speed. Adjust by screwing low speed
stop out or in.
Run engine without load at maximum speed,
i.e. high idle speed. Adjust by screwing full
speed stop out or in.
Low idle speed
For industrial engines: 500 rpm.
For marine engines: 700 rpm.
(other idle speeds may occur)
High idle speed
For industrial and marine engines:
Refer to engine card.
Seal full speed stop with a guarantee seal.
Fig. 16. Engine speed
measurement
1. Low speed stop
2. Full speed stop
Fig. 18. 9 and 12 engine with RQV or
RQV-K governor
Fig. 17. 11 and 12 engine with RQV or RQV-K
governor
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Scania CV AB, Sweden, 1999-02:01 29
Idle speed inspection, RSV
1. Run engine until it reaches normal operating
temperature. Check that control lever rests
against low speed stop when accelerator
pedal is released and is pressed against full
speed stop when accelerator pedal is
depressed. Adjust as required.
2. Use a separate tachometer as shown. The
tachometer of the installation is not accurate
enough.
3. Run engine at low idle speed and check
engine speed. Adjust by screwing low speed
stop out or in. Run engine without load at
maximum speed, i.e. high idle speed. Adjust
by screwing full speed stop out or in.
Low idle speed
For industrial and marine engines: 700 rpm.
(other idle speeds may occur)
High idle speed
For industrial and marine engines:
Refer to engine card.
Seal full speed stop with a guarantee seal.
When adjusting the low idle speed, the auxiliary
idle speed screw must be screwed out so far that
the engine just runs evenly.
If the engine does not run evenly after adjust-
ment of low idle speed, the auxiliary idle screw
can be set so that engine just runs evenly.
Adjustment of low idle speed must not be per-
formed using the auxiliary idle screw. When the
engine is used in a generator set, the auxiliary
idle screw should be screwed out completely.
When adjusting the high idle speed, the auxiliary
idle screw must be completely screwed out.
Fig. 19. Inspection of throttle control
Fig. 20. Engine speed measurement
1. Full speed stop
2. Low speed stop
3. Auxiliary idle screw
Fig. 21. RSV governor
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Scania CV AB, Sweden, 1999-02:01 03:01-03
Adjustment of speed drop, RSV
- The speed drop is adjustable between 4 and
11% at full output engine speed. Adjustment is
by increasing or decreasing governor spring
tensioning. This is done with a setting screw
with "click" locations for each quarter of a
turn.
- The governor spring is pretensioned to a
suitable "x value" stated in the test table.
- The x value setting screw is accessible from
above using a screw or a hexagon driver. See
illustration. The idle speed screw and the
auxiliary idle spring must be screwed out
completely.
- Fully screwed in setting screw corresponds to
x=0.
x=1 means that setting screw is screwed out
(counter-clockwise) 1 turn=4 clicks.
Normally, the setting screw must not be
screwed out more than x=6 i.e. 24 clicks or 6
full turns.
- Example: x = 2.25 means that the setting screw
is screwed out 2 1/4 turns.
- An increase in the x value means an increase in
speed drop. The table value of x is an
approximate value intended for quickly
achieving the correct speed drop setting.
- After the speed drop has been set, high and low
idle speed and the auxiliary idle spring must be
adjusted.
1. Control lever in stop position
2. Idle speed screw
3. Auxiliary idle spring
Fig. 22. Adjustment of speed drop,
RSV all speed governor
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Scania CV AB, Sweden, 1999-02:01 31
Engine speed inspection, RQ
The RQ governor is only intended to operate
within a narrow speed range between full output
speed and high idle speed (0 - load speed). Opera-
tion at a speed lower than the nominal speed (with
some allowance) is not possible.
Inspection of high idle speed
Use the installation frequency meter or a separate
tachometer as shown.
50 HZ = 1500 rpm (direct flanged generator)
60 HZ = 1800 rpm (direct flanged generator)
Adjusting fixed speed:
Run engine without load. Adjust engine speed by
screwing full speed stop out or in.
Adjustment range:
1465 - 1610 for RQ750 governor
1755 - 1935 for RQ900 governor
Engines equipped with electric speed setting
motor do not have a full speed stop.
Normally, engines will be adjusted to the follow-
ing speed:
100 % load 0 load
50 Hz = 1500 rpm 52.5 Hz = 1575 rpm
(direct flanged generator)
60 Hz = 1800 rpm 63 Hz = 1890 rpm
Note! The permissible operating range of
the control lever is between 20
o
and
40
o
. At too wide an angle there is a
risk of control rack hunting. At too
small an angle the engine will stop.
The control lever angle can be determined by
measuring the distance between the control lever
and the mating face between governor cover and
governor housing, refer to illustration and table.
Control
lever
length
Dimension A, mm
At 0

At 20

At 30

At 40

40 69 56 Control
lever
parallel
with
mating
face
42
55 75 57 38
Fig. 23. Adjustment of engine speed,
RQ governor
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Scania CV AB, Sweden, 1999-02:01 03:01-03
Adjustment of speed drop
The speed drop is adjustable within a narrow
range between approx. 4.5 % and 5.5 %.
Adjustment is by increasing or decreasing gover-
nor spring tensioning. This is done with a setting
nut with "click" locations for each quarter of a
turn. There is one nut for each spring assembly.
The setting nut is accessible by removing a plug to
one side of the governor housing.
- When the nut is screwed in, speed drop
increases. To maintain full output speed,
control lever angle must be reduced.
- When the nut is screwed out, speed drop
decreases. To maintain full output speed,
control lever angle must be increased.
- Maximum permissible tensioning is 3.5 turns.
- Minimum permissible tensioning is 0 turns.
The initial position (0 turns) is when upper face of
nut is flush with screw outer end face.
1. Setting nut
Fig. 24. Initial position when adjusting speed
drop
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Scania CV AB, Sweden, 1999-02:01 33
Parallel operation - adjustment
Parallel operation is possible with variable speed
as well as single speed engines. First, check that
the engines and the injection pumps are of the
same type and that they have been adjusted and
run as equally as possible.
Variable speed engines
- Adjust the high and low idle speeds on all
engines individually until the values are as
equal as possible.
- Ensure that the throttle operation of the
engines is fully parallel.
- If the engines have individual drive shafts:
check speed at common throttle operation at
25 %, 50 %, 75 %, and 100 % WOT.
- If the engines have a common shaft: compare
exhaust temperatures at 25 %, 50 %, 75 %,
and 100 % WOT (load). An exhaust
temperature variation of 25

C between
individual engines is normally permissible.
- Adjust throttle operation parallelism and
transfer ratio as necessary.
Single speed engines
- synchronise the engines and run them at 75 %
load. Adjust throttle operation so that load is
equally distributed among engines.
- Run engines at 100 %, 75 %, 50 %, 25 %, and
0 % load and read out the load electrically
using integral or separate kW meter (or
ammeter).
- If load distribution is uneven, the speed drop
curve slope can be adjusted as described
above.
Examples are shown overleaf.
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Scania CV AB, Sweden, 1999-02:01 03:01-03
Example:
- Engine B yields 100 % output at 50.4 Hz.
- Engine A then only yields 75 %.
Thus, the speed drop must be increased for engine
B or reduced for engine A.
The maximum permissible deviation in load dis-
tribution according to ISO 3046 is 10 % in the
load range 20 - 100 %. It is calculated according
to the formula:
Read-out
output/engine
Max. engine
output/engine
Read-out
total output
Max.
total output
x 100 = .... %
Engine A
225 525
x 100 = -12.5 %
300 600
300 525
x 100 = -12.5 %
300 600
Engine B
In the above example, a calculation of the devia-
tion in load distribution gives the following
result:
- Maximum engine output/engine = 300 kW
- Read-out output for engine A = 225 kW
- Read-out output for engine B = 300 kW
- Read-out total output = 525 kW
- Maximum total output = 600 kW
resulting in:
i. e. the deviation in load distribution exceeds the
permissible 10 % and the speed drop for one of
the engines must be adjusted.
Load
Fig. 25. Example of load distribution in a
two engine installation
Output, kW
Fig. 26. Example of calculating load
distribution in two engine
installation
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Scania CV AB, Sweden, 1999-02:01 35
Replacement of rubber dampers in governor hub
RQV, RQV-K, RQ
- Measure high and low idle speed.
- Remove control and stop lever.
- Remove guide screw (10).
- Remove governor cover.
- Detach fulcrum lever (4) from link (5). Bend
fulcrum lever 90

to the rear and remove it

along with pressure ring (9).
- Remove screw from governor flyweight joint
(12) by first turning flyweight assembly and
then removing screw upwards.
- Remove sliding bolt (11) from flyweight
assembly (13).
1. Control lever
2. Linkage lever
3. Guide bolt
4. Fulcrum lever
5. Link
6. Spring seat
7. Clearance compensation spring
8. Control rack
9. Pressure ring
10. Guide screw
11. Sliding bolt
12. Angular lever
13. Flyweight
14. Governor springs
15. Setting nut
16. Smoke limiter
Fig. 27. RQV governor
1
4
3
2
9 10 11 12
5 6
8
7
15
14
13
16
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Scania CV AB, Sweden, 1999-02:01 36
- Remove round nut in centre of flyweight
assembly using special tool 1 687 950 093
(Bosch) and by holding pump clutch.
- Extract flyweight assembly from rubber
damper hub by hand.
- The hub normally does not have to be
removed.
- Remove retainer with rubber dampers.
- Coat retainer and new rubber dampers with
engine oil and fit them on hub. Where
necessary, adjust rubber damper position in
retainer to ensure that openings are
unobstructed.
- Slide flyweight assembly on to hub so that
driver pins engage in retainer. Fit round nut
using the same shim(s) and tighten it to 60 Nm.
- Check that flyweight assembly axial clearance
is 0.05 - 0.10 mm. The clearance should be as
small as possible while still allowing hub to
move freely. Adjustment is by shims in
different thicknesses inside round nut.
See Fig. 29.
- Refit the remaining components in reverse
order. Note that the open end of the guide bolt
(3) must point upwards when fitting the
fulcrum lever (5).
- Before starting, fill governor housing with
0.3 dm
3
engine oil.
- Check high and low idle speed and adjust as
necessary.
Fig. 28. Tool for slackening round nut
1. Round nut
2. Flyweight assembly link
Fig. 29. Inspection of flyweight assembly
axial clearance