19621 Mercury TILT KNOB NON-POWER TRIM

Fuel System
Fuel Ratio Control
FUEL RATIO CONTROL (Engine Started)
1. Inlet air chamber. 2. Diaphragm assembly. 3. Internal valve. 4. Oil drain passage. 5. Oil Inlet. 6. Stem. 7. Spring. 8. Piston. 9. Oil passage. 10. Oil chamber. 11. Lever.
FUEL RATIO CONTROL (Control Activated)
1. Inlet air chamber. 2. Diaphragm assembly. 3. Internal valve. 4. Oil drain passage. 5. Oil inlet. 6. Stem. 7. Spring. 8. Piston. 9. Oil passage. 10. Oil chamber. 11. Lever.The fuel ratio control limits the amount of fuel to the cylinders during an increase of engine speed (accleration) to reduce exhaust smoke.Stem (6) moves lever (11) which will restrict the movement of the fuel rack in the FUEL ON direction only.With the engine stopped, stem (6) is in the fully extended position. The movement of the fuel rack and lever (11) is not restricted by stem (6). This gives maximum fuel to the engine for easier starts.After the engine is started, engine oil flows through oil inlet (5) into pressure oil chamber (10). From oil chamber (10) oil flows through oil passage (9) into internal valve (3) and out oil drain passages in stem (6).Stem (6) will not move until inlet manifold pressure increases enough to move internal valve (3). A line connects the inlet manifold with inlet air chamber (1) of the fuel ratio control.When inlet manifold pressure increases, it causes diaphragm assembly (2) to move toward the right. This also causes internal valve (3) to move to the right. When internal valve (3) moves to the right, it closes oil passage (9).When oil passage (9) is closed, oil pressure increases in oil chamber (10). Oil pressure moves piston (8) and stem (6) to the left and into the operating position. The fuel ratio control will remain in the operating position until the engine is shut off.When the governor control is moved to increase fuel to the engine, stem (6) limits the movement of lever (11) in the FUEL ON direction. The oil in oil chamber (10) acts as a restriction to the movement of stem (6) until inlet air pressure increases.As the inlet air pressure increases, diaphragm assembly (2) and internal valve (3) move to the right. The internal valve opens oil passage (9), and oil in oil chamber (10) goes to oil drain passage (4). With the oil pressure reduced behind piston (8), spring (7) moves the piston and stem (6) to the right. Piston and stem (8 and 6) will move until oil passage (9) is closed by internal valve (3). Lever (11) can now move to let the fuel rack go to the full fuel position. The fuel ratio control is designed to restrict the fuel until the air pressure in the inlet manifold is high enough for complete combustion. It prevents large amounts of exhaust smoke caused by an air fuel mixture with too much fuel.
FUEL RATIO CONTROL (Engine Acceleration)
1. Inlet air chamber. 2. Diaphragm assembly. 3. Internal valve. 4. Oil drain passage. 5. Oil Inlet. 6. Stem. 7. Spring. 8. Piston. 9. Oil passage. 10. Oil chamber. 11. Lever.Woodward PSG Governors
SCHEMATIC OF LATEST PSG GOVERNOR
1. Return spring. 2. Output shaft. 3. Output shaft lever. 4. Strut assembly. 5. Speeder spring. 6. Power piston. 7. Flyweights. 8. Needle valve. 9. Thrust bearing. 10. Pilot valve compensating land. 11. Buffer piston. 12. Pilot valve. 13. Pilot valve bushing. 14. Control ports. A. Chamber. B. ChamberIntroduction
The Woodward PSG (Pressure compensated Simple Governor) can operate as an isochronous or a speed droop type governor. It uses engine lubrication oil, increased to a pressure of 175 psi (1200 kPa) by a gear type pump inside the governor, to give hydra/mechanical speed control.Pilot Valve Operation
The fuel injection pump camshaft drives a governor drive unit. This unit turns pilot valve bushing (13) clockwise as seen from the drive unit end of the governor. The pilot valve bushing is connected to a spring driven ballhead. Flyweights (7) are fastened to the ballhead by pivot pins. The centrifugal force caused by the rotation of the pilot valve bushing causes the flyweights to pivot out. This action of the flyweights changes the centrifugal force to axial force against speeder spring (5). There is a thrust bearing (9) between the toes of the flyweights and the seat for the speeder spring. Pilot valve (12) is fastened to the seat for the speeder spring. Movement of the pilot valve is controlled by the action of the flyweights against the force of the speeder spring.The engine is at the governed (desired) rpm when the axial force of the flyweights is the same as the force of compression in the speeder spring. The flyweights will be in the position shown. Control ports (14) will be closed by the pilot valve.Fuel Increase
When the force of compression in the speeder spring increases (operator increases desired rpm) or the axial force of the flyweights decreases (load on the engine increases) the pilot valve will move in the direction of the drive unit. This opens control ports (14). Pressure oil flows through a passage in the base to chamber (B). The increased pressure in chamber (B) causes power piston (6) to move. The power piston pushes strut assembly (4), that is connected to output shaft lever (3). The action of the output shaft lever causes clockwise rotation of output shaft (2). This moves fuel control linkage (15) in the FUEL ON direction.
PSG GOVERNOR INSTALLED
2. Output shaft. 15. Fuel control linkage.As the power piston moves in the direction of return spring (1) the volume of chamber (A) increases. The pressure in chamber (A) decreases. This pulls the oil from the chamber inside the power piston, above buffer piston (11) into chamber (A). As the oil moves out from above buffer piston (11) to fill chamber (A) the buffer piston moves up in the bore of the power piston. Chambers (A and B) are connected respectively to the chambers above and below the pilot valve compensating land (10). The pressure difference felt by the pilot valve compensating land adds