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Product:  MARINE ENGINE
Model:  3512 MARINE ENGINE 50Y
Configuration: 3512 MARINE ENGINE 50Y00001-00646

Systems Operation
3500 Marine Engines
Media Number -SENR2374-04 Publication Date -01/07/2010 Date Updated -22/07/2010

    i01676223

Governor - 3161
SMCS - 1264

Illustration 1 g00868655
3161 Governor (typical example)
(1) Manual speed setting control
(2) Speed adjusting motor head
(3) External droop adjustment

The 3161 Governor is a hydromechanical governor. The 3161 Governor is connected to the
engine fuel system by a mechanical linkage. The governor controls the rate of fuel that is
injected into each of the engine cylinders in order to adjust for engine loads.

The speed adjusting motor is located on the governor cover and runs on 24 VDC power supply.
When the motor is actuated, the motor rotates a speed adjusting screw in order to adjust the
position of the governor speed adjusting lever.

The manual speed setting control (1) which is located on the front of the governor can be
increased or decreased by the engine speed. Turn the manual speed setting control (1)
clockwise in order to increase the speed setting. Turn the manual speed setting control (1)
counterclockwise in order to decrease the speed setting. The high speed stops and the low
speed stops will limit the adjustments.

The 3161 Governor has a maximum of 11 N·m (9 lb ft) of torque output over the full 42 degrees
of terminal shaft rotation while the fuel is in the ON direction and the OFF directions. The
governor terminal shafts are moved in both directions by hydraulic pressure. No return spring
is used on the outside of the governor. The return spring is located on the inside of the
governor. This spring will cause the terminal shafts to rotate to the full shutoff position when
the governor is not in operation.

The recommended travel (rotation) of the terminal shafts is approximately 30 degrees from
low idle to full load. The following results will take place:

There will be extra play at each end of the terminal shafts.

The governor will make a complete shutdown.

The maximum amount of fuel will be provided.

The 3161 Governor is connected to the engine oil system. The pressurized engine oil supply is
sent to the governor through an orifice and through internal passages. The governor maintains
the correct oil level and the governor will drain excess oil back into the engine. This will give a
constant flow of engine oil through the governor.

The governor must be filled with approximately 1.8 L (1.9 qt) of clean engine oil before engine
start-up. Fill the governor with oil if the governor has been removed or if the governor has
been overhauled. The oil fill cap on the 3161 Governor is located on the top cover.
Illustration 2 g00868659
Schematic for 3161 Governor (typical example)

Operation of the 3161 Governor

The 3161 Governor uses engine lubrication oil for the hydraulic system. The pressurized
engine oil supply is sent to the governor oil reservoir through an orifice which can be removed
from the governor housing for cleaning. First, the oil will travel through internal passages to
the suction side of the gerotor pump. The oil will then travel to the pressure side of the gerotor
pump as the drive shaft is turned by the engine. An accumulator spring and a piston will keep
the pump pressure at approximately 690 kPa (100 psi). The accumulator piston moves upward
in the piston cylinder until the pump pressure is 690 kPa (100 psi). The ports in the piston will
open in order to control the pump pressure, after the established pump pressure is reached.

The pump pressure, which is set by the accumulator, controls the work output of the governor.

Increase In Speed Setting

When the speed setting shaft is turned clockwise, the speed setting of the governor is
increased. The high idle screw limits the high speed setting of the governor. As the speed
setting shaft turns, the speed setting lever pushes down on the floating lever which is fastened
to the speeder plug. The downward pressure on the speeder plug puts the speeder spring
under compression. The force of the speeder spring will then become greater than the
centrifugal force of the ballhead flyweights. The ballhead pilot valve plunger will move down.
The governor speed setting is then increased.

When the pilot valve plunger is moved down the pressurized engine oil will move under the
power piston. This process will push the piston upward. This will move the terminal lever
upward. Turn the output shafts toward the increased fuel position in order to increase engine
speed.

Before the engine reaches the new set speed, the compensation system will return the pilot
valve plunger back to the center position. This will put the governor under stable control.

The oil above the power piston is connected to the upper side of the buffer piston and lower
side of the pilot valve compensation land. As the power piston moves upward, the oil pressure
will push the buffer piston downward. This will increase the compression of the lower buffer
piston spring. The force of the spring works against the buffer piston movement and this
results in a small increase in oil pressure on the upper side of the buffer piston. The increased
pressure is directed to the lower side of the pilot valve compensation land. This will force the
pilot valve plunger up to the center position. This stops the flow of pressurized engine oil to
the lower side of the power piston and movement of the piston is stopped.

As the pilot valve plunger is returned to the center position and the power piston movement is
stopped, there is oil leakage through the needle valve orifice. This will allow the oil pressure
above the pilot valve compensation land and the oil pressure below the pilot valve
compensation land to become equal. When this process is complete, the pilot valve plunger
movement is stopped and the engine speed is returned to a stable condition. As the oil
pressure above the pilot valve compensation land and the oil pressure below the pilot valve
compensation land become equal, the buffer springs return the buffer piston to the center
position.
Decrease In Speed Settings

When the speed setting shaft is turned counterclockwise, the speed setting of the governor is
decreased. The low idle screw limits the low speed setting of the governor with the exception
of the D11N. As the speed setting shaft is turned counterclockwise, the force of the speed
setting lever on the floating lever is removed. This lowers the compression of the speeder
spring. Centrifugal force from the ballhead flyweights will lift the pilot valve plunger. This will
open the control port that is inside of the rotating bushing. The control oil under the power
piston will drain into the sump. This will permit the power piston to move down. Turn the
output shafts toward the decreased fuel position in order to decrease engine speed.

Before the engine reaches the new set speed, the compensation system will return the pilot
valve plunger back to the center position. This will put the governor under stable control.

When the pilot valve plunger is lifted, the oil that is under the power piston will drain back
into the governor sump. The pump pressure oil on the bottom of the buffer piston will force
the buffer piston upward. The oil above the buffer piston will put a force on the top of the
power piston in order to move the power piston downward.

The upward movement of the buffer piston will increase the compression of the upper buffer
piston spring. The force of the upper spring works against the movement of the buffer piston.
This will result in a small increase to the pump oil pressure on the lower side of the buffer
piston and on the top surface of the pilot valve plunger compensation land. The increase in the
pump oil pressure is greater than the oil pressure that is in the pilot valve plunger. The
difference in the pressure on both sides of the pilot valve plunger compensation land will
create a force that will push the pilot valve back to the center position.

The force of the pressure difference on the pilot valve plunger compensation land will put the
pilot valve plunger in the center position. This will occur when the new fuel setting and the
setting for the output shafts are equal. The movement of the power piston and the output shaft
is now stopped.

The continued decrease of engine speed to the steady state setting will result in a continued
increase in downward force of the speeder spring on the pilot valve plunger as the ballhead
flyweights move in. When the ballhead flyweights move in the pressure difference for the
buffer piston and the pressure for the pilot valve plunger compensation land is released by the
flow of oil through the needle valve orifice. This controlled discharge allows the buffer piston
to return slowly to the normal position. The speeder spring will put a downward force on the
pilot valve plunger until the spring force and the force of the ballhead flyweights become
equal. The controlled reduction of the pressure difference on the two sides of the pilot valve
plunger compensation land occur at the same rate. The pilot valve plunger remains centered
until the engine is again at the on-engine speed condition at the new speed setting.

Note: An increase or a decrease in engine load will give the governor movement as an
increase or a decrease in governor speed setting.
Shutdown

The limit/shutdown pilot valve is located in the pump oil pressure supply line to the ballhead
pilot valve. When the engine shutdown system is activated, the limit/shutdown rod pushes the
limit/shutdown pilot valve plunger below the supply passage. This drains oil from the supply
to the ballhead pilot valve plunger. The power piston will move downward as the output shafts
turn in the decreased fuel direction. When engine speed is decreased, the ballhead flyweights
move in. This will lower the ballhead pilot valve. The oil from the power piston will drain into
the governor sump at a faster rate. As the power piston continues to move down, the output
shaft is turned to the shutdown position until the engine is stopped.

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