ENGINE GOVERNING SYSTEM

InstaLLation

ESD5500E Series Speed Control Unit

Start Engine

G A C

OVERNORS MERICA ORP.

The speed control unit is rugged enough to be placed in a control cabinet or engine mounted enclosure with other dedicated control equipment. If water, mist, or condensation may come in contact with the controller, it should be mounted vertically. This will allow the uid to drain away from the speed control unit. Extreme heat should be avoided.

The speed control unit governed speed setting is factory set at approximately engine idle speed. (1000 Hz., Speed sensor signal) Crank the engine with DC power applied to the governor system. The actuator will energize to the maximum fuel position until the engine starts. The governor system should control the engine at a low idle speed. If the engine is unstable after starting, turn the GAIN and STABILITY adjustments counterclockwise until the engine is stable.

WARNING
An overspeed shutdown device, independent of the governor system, should be provided to prevent loss of engine control, which may cause personal injury or equipment damage. Do not rely exclusively on the governor system electric actuator to prevent overspeed. A secondary shutoff device, such as a fuel solenoid, must be used.

Governor Speed Setting

The governed speed set point is increased by clockwise rotation of the SPEED adjustment control. Remote speed adjustment can be obtained with an optional 5K Speed Trim Control. (See Diagram 1.)

Wiring
Basic electrical connections are illustrated in Diagram 1. Actuator and battery connections to Terminals A, B, E, and F should be #16 AWG (1.3 mm sq.) or larger. Long cables require an increased wire size to minimize voltage drops. The battery positive (+) input, Terminal F, should be fused for 15 amps as illustrated. Magnetic speed sensor wires connected to Terminals C and D MUST BE TWISTED AND/OR SHIELDED for their entire length. The speed sensor cable shield should ideally be connected as shown in Diagram 1. The shield should be insulated to insure no other part of the shield comes in contact with engine ground, otherwise stray speed signals may be introduced into the speed control unit. With the engine stopped, adjust the gap between the magnetic speed sensor and the ring gear teeth. The gap should not be any smaller than 0.020 in. (0.45 mm). Usually, backing out the speed sensor 3/4 turn after touching the ring gear teeth will achieve a satisfactory air gap. The magnetic speed sensor voltage should be at least 1 VAC RMS during cranking.

Governor Performance
Once the engine is at operating speed and at no load, the following governor performance adjustment can be made. A. Rotate the GAIN adjustment clockwise until instability develops. Gradually move the adjustment counterclockwise until stability returns. Move the adjustment one division further counterclockwise to insure stable performance (270 pot). B. Rotate the STABILITY adjustment clockwise until instability develops. Gradually move the adjustment counterclockwise until stability returns. Move the adjustment one division further to insure stable performance (270 pot). C. Gain and stability adjustments may require minor changes after engine load is applied. Normally, adjustments made at no load achieve satisfactory performance. A strip chart recorder can be used to further optimize the adjustments. If instability cannot be corrected or further performance improvements are required, refer below to the SYSTEM TROUBLESHOOTING section.

AdJustments Before Starting Engine

Check to insure the GAIN and STABILITY adjustments, and if applied, the external SPEED TRIM CONTROL are set to mid position. Preset the ESD5500E as follows: STARTING FUEL FULL CW(Maximum Fuel) SPEED RAMPING FULL CCW(Fastest)

Starting Fuel Adjustment

The engines exhaust smoke at start-up can be minimized by completing the following adjustments: 1. Place the engine in idle by connecting Terminals M & G. 2. Adjust the IDLE speed for as low a speed setting as the application allows. 3. Adjust the STARTING FUEL CCW until the engine speed begins to fall. Increase the STARTING FUEL slightly so

Governors America Corp., 720 Silver Street Agawam, MA 01001 phone: 413.786.5600 fax: 413.789.7736 www.governors-america.com [email protected]
1

ISO 9001 CERTIFIED

that the idle speed is returned to the desired level. 4. Stop the engine. One of two methods of operation for the ESD5500E may now selected. Method 1: Start the engine and accelerate directly to the operating speed (Generator Sets, etc.). OR Method 2: Start the engine and control at an idle speed for a period of time prior to accelerating to the operating speed. This method separates the starting process so that each may be optimized for the lowest smoke emissions.

Accessory Input
The AUXiliary Terminal N accepts input signals from load sharing units, auto synchronizers, and other governor system accessories, GAC accessories are directly connected to this terminal. It is recommended that this connection from accessories be shielded as it is a sensitive input terminal. If the auto synchronizer is used alone, not in conjunction with a load sharing module, a 3 M ohm resister should be connected between Terminals N and P. This is required to match the voltage levels between the speed control unit and the synchronizer. When an accessory is connected to Terminal N, the speed will decrease and the speed adjustment must be reset. When operating in the upper end of the control unit frequency range, a jumper wire or frequency trim control may be required between Terminals G and J. This increases the frequency range of the speed control to over 7000 Hz.

Method 1
Remove the connection between Terminals M & G. Start the engine and adjust the SPEED RAMPING for the least smoke on acceleration from idle to rated speed. If the starting smoke is excessive, the STARTING FUEL may need to be adjusted slightly CCW. If the starting time is too long, the STARTING FUEL may need to be adjusted slightly CW.

Accessory Supply
The +10 voIt regulated supply, Terminal P, can be utilized to provide power to GAC governor system accessories. Up to 20 ma of current can be drawn from this supply. Ground reference is Terminal G. Caution: a short circuit on this terminal can damage the speed control unit.

Method 2
Replace the connection between Terminals M & G with a switch, usually an oil pressure switch. Start the engine. If the starting smoke is excessive, the STARTING FUEL may need to be adjusted slightly CCW. If the starting time is too long, the STARTING FUEL may need to be adjusted slightly CW. When the switch opens, adjust the SPEED RAMPING for the least amount of smoke when accelerating from idle speed to rated speed.

Wide Range Remote Variable Speed Operation

Simple and effective remote variable speed can be obtained with the ESD5500E Series control unit. A single remote speed adjustment potentiometer can be used to adjust the engine speed continuously over a specic speed range. Select the desired speed range and corresponding potentiometer value. (Refer to TABLE 1) If the exact range cannot be found, select the next higher range potentiometer. An additional xed resistor may be placed across the potentiometer to obtain the exact desired range. Connect the speed range potentiometer as shown in Potentiometer Wiring (Diagram 1). To maintain engine stability at the minimum speed setting, a small amount of droop can be added using the DROOP adjustment. At the maximum speed setting the governor performance will be near isochronous, regardless of the droop adjustment setting. Contact GAC for assistance if difculty is experienced in obtaining the desired variable speed governing performance.

Idle Speed Setting

If the IDLE speed setting was not adjusted as detailed in Starting Fuel Adjustment section, then place the optional external selector switch in the IDLE position. The idle speed set point is increased by clockwise of the IDLE adjustment control. When the engine is at idle speed, the speed control unit applies droop to the governor System to insure stable operation.

Speed Droop Operation

Droop is typically used for the paralleling of engine driven generators. Place the optional external selector switch in the DROOP position. DROOP is increased by clockwise rotation of the DROOP adjustment control. When in droop operation, the engine speed will decrease as engine load increases. The percentage of droop is based on the actuator current change from engine no load to full load. A wide range droop is available with the internal control. Droop level requirements above 10% are unusual. If droop levels experienced are higher or lower then these required, contact the GAC for assistance. After the droop level has been adjusted, the rated engine speed setting may need to be reset. Check the engines speed and adjust that speed setting accordingly.

TABLE 1 VariabLe range Potentiometer vaLue

SPeed RanGe
900 Hz 2,400 Hz 3,000 Hz 3,500 Hz 3,700 Hz

Potentiometer Value
1K 5K 10 K 25 K 50 K

This document is subject to change without notice. Caution: None of GAC products are ight certied controls including this item. 2 PIB1002E B

System TroubLesHooting Insufficient Magnetic Speed Signal

A strong magnetic speed sensor signal will eliminate the possibility of missed or extra pulses. The speed control unit will govern well with 0.5 volts RMS speed sensor signal. A speed sensor signal of 3 volts RMS or greater at governed speed is recommended. Measurement of the signal is made at Terminals C and D. The amplitude of the speed sensor signal can be raised by reducing the gap between the speed sensor tip and the engine ring gear. The gap should not be any smaller than 0.020 in (0.45 mm). When the engine is stopped, back the speed sensor out by 3/4 turn after touching the ring gear tooth to achieve a satisfactory air gap.

Switch C1 controls the Lead Circuit found in the ESD5500E. The normal position is ON. Move the switch to the OFF position if there is fast instability in the system. Switch C2 controls an additional circuit added in the ESD5500E that is designed to eliminate fast erratic governor behavior, caused by very soft or worn couplings in the drive train between the engine and generator. The normal position is OFF. Move to the ON position if fast erratic engine behavior due to a soft coupling is experienced. The PERIODIC type can be further classied as fast or slow instability. Fast instability is a 3 Hz. or faster irregularity of the speed and is usually a jitter. Slow periodic instability is below 3 Hz., can be very slow, and is sometimes violent. If fast instability occurs, this is typically the governor responding to engine rings. Raising the engine speed increases the frequency of instability and vice versa. In this case, placing switch C1 in the OFF position will reduce the speed control units sensitivity to high frequency signals. Readjust the GAIN and STABILITY 1or optimum control. Should instability still be present, the removal of E1 to E2 jumper may help stabilize the engine. Post locations are illustrated in Diagram 1. Again, readjust the GAIN and STABILITY for optimum control. Interference from powerful electrical signals can also be the cause. Turn off the battery chargers or other electrical equipment to see if the system instability disappears. Slow instability can have many causes. Adjustment of the GAIN and STABILITY usually cures most situations by matching the speed control unit dynamics. If this is unsuccessful, the dead time compensation can be modied. Add a capacitor from posts E2 to E3 (negative on E2). Post locations are illustrated in Diagram 1. Start with 10 mfds. and increase until instability is eliminated. The control system can also be optimized for best performance by following this procedure. If slow instability is unaffected by this procedure, evaluate the fuel system and engine performance. Check the fuel system linkage for binding, high friction, or poor linkage. Be sure to check linkage during engine operation. Also look at the engine fuel system. Irregularities with carburetion or fuel injection systems can change engine power with a constant throttle setting. This can result in speed deviations beyond the control of the governor system. Adding a small amount of droop can help stabilize the system for troubleshooting. NON-PERIODIC instability should respond to the GAIN control. If increasing the gain reduces the instability, then the problem is probably with the engine. Higher gain allows the governor to respond faster and correct for disturbance. Look for engine misrings, an erratic fuel system, or load changes on the engine generator set voltage regulator. If the throttle is slightly erratic, but performance is fast, move switch C1 to the OFF position. This will tend to steady the system. If unsuccessful in solving instability, contact GAC for assistance.

Electromagnetic Compatibility (EMC)

EMI SUSCEPTIBILITY - The governor system can be adversely affected by large interfering signals that are conducted through the cabling or through direct radiation into the control circuits. All GAC speed control sensors contain lters and shielding designed to protect the units sensitive circuits from moderate external interfering sources. Although it is difcult to predict levels of interference, applications that include magnetos, solid sate ignition systems, radio transmitters, voltage regulators or battery chargers should be considered suspect as possible interfering sources. If it is suspected that external elds, either those that are radiated or conducted, are or will affect the governor systems operation, it is recommended to use shielded cable for all external connections. Be sure that only one end of the shields, including the speed sensor shield, is connected to a single point on the case of the speed control unit. Mount the speed control to a grounded metal back plate or place it in a sealed metal box. Radiation is when the interfering signal is radiated directly through space to the governing system. To isolate the governor system electronics from this type of interference source, a metal shield or a solid metal container is usually effective. Conduction is when the interfering signal is conducted through the interconnecting wiring to the governor system electronics. Shielded cables and installing lters are common remedies. In severe high-energy interference locations such as when the governor system is directly in the eld of a powerful transmitting source, the shielding may require to be a special EMI class shielding. For these conditions, contact GAC application engineering for specic recommendations.

Instability
Instability in a closed loop speed control system can be categorized into two general types. PERIODIC appears to be sinusoidal and at a regular rate. NON-PERIODIC is a random wandering or an occasional deviation from a steady state band for no apparent reason.

This document is subject to change without notice. Caution: None of GAC products are ight certied controls including this item. 3 PIB1002E B

System TroubLesHooting System Inoperative

If the engine governing system does not function, the fault may be determined by performing the voltage tests described in Steps 1 through 4. Positive (+) and negative (-) refer to meter polarity. Should normal values be indicated during troubleshooting steps, and then the fault may be with the actuator or the wiring to the actuator. Tests are performed with battery power on and the engine off, except where noted. See actuator publication for testing procedure on the actuator.
SteP
1

Terminals
F(+) & E(-)

Normal ReadinG
Battery Supply Voltage (12,24 or 32 VDC) 1.0V AC RMS min. while cranking

Probable Cause oF Abnormal ReadinG

1. DC battery power not connected. Check for blown fuse 2. Low battery voltage. 3. Wiring error 1. Gap between speed sensor and gear teeth too great. Check gap. 2. Improper or defective wiring to the speed sensor. Resistance between D and C should be 30 to 1200 ohms. 3. Defective speed sensor. 1. Short on Terminal P. (This will cause a defective unit.) 2. Defective speed control unit 1. SPEED adjustment set too low. 2. Short/open in actuator wiring. 3. Defective speed control. 4. Defective actuator. See Actuator Troubleshooting.

C(+) & D(-)

3 4

P(+) & G(-) F(+) & A(-)

10V DC, Internal Supply 1.0 - 2.0V DC while cranking

Unsatisfactory Performance
If the governing system functions poorly, perform the following tests.
SYmPtom
Engine overspeed

Test
1. Do Not Crank. Apply DC power to the governor system.

Probable Fault
1. Actuator goes to full fuel. Then disconnect speed sensor at Terminal C & D. If actuator still at full fuel-speed control unit defective. If actuator at minimum fuel position, erroneous speed signal. Check speed sensor cable. 1. If the voltage reading is 1.0 to 1.5 VDC, a) SPEED adjustment set above desired speed b) Defective speed control unit. 2. If the voltage reading is above 1.5 VDC, actuator or linkage binding. 3. Set point of overspeed shutdown device set too low. 4. If the voltage reading is below 0.8 VDC, defective speed control unit. 1. If the voltage is less than 7V for a 12V system, or 14V for a 24V system, Replace the battery if weak or undersized. 1. Actuator or battery wiring in error. 2. Actuator or linkage binding. 3. Defective actuator. 1. If voltage measurement is within 2 volts or more of the battery supply voltage level, then fuel control restricted from reaching full fuel position. Possibly due to mechanical governor, carburetor spring, or linkage interference. 2. Speed setting too low.

2. Manually hold the engine at the desired running speed. Measure the DC voltage between Terminals A(-) & F(+) on the speed control unit.

Actuator does not energize fully while cranking.

1. Measure the voltage at the battery while cranking. 2. Momentarily connect Terminals A and F. The actuator should move to the full fuel position.

Engine remains below desired governed speed

1. Measure the actuator output, Terminals A & B, while running under governor control.

This document is subject to change without notice. Caution: None of GAC products are ight certied controls including this item. 4 PIB1002E B

Diagram 1 System Wiring and OutLine

5.750 (146) 5.000 (127) 1.031 (26)

GA
MODEL:

OVERNORS MERICA

LEAD CIRCUIT ON

C1 OFF

ON C2 SOFT COUPLING OFF

ORP.

SPEED CONTROL UNIT

STABILITY
E3 E2

S/N :

ESD5500E
GAIN SPEED RAMPING

DEAD TIME COMPENSATION JUMPER

E1

5.500 (140) 5.000 (127)

MADE IN AGAWAM, MA U.S.A.

STARTING FUEL

IDLE

CAUTION
ENGINE SPEED CONTROL COMPONENT. WHEN INSTALLING OR SERVICING REFER TO PRODUCT PUBLICATION.

SPEED

SWITCH PROFILE

PICK-UP ACTUATOR

BATTERY

DROOP

IDLE

DROOP 10V AUX OUTPUT

A BC DE F GH J K L MN P

0.266 (6,6)

WD554
OPTIONAL ACTUATOR CABLE SHIELDING TO MEET CE DIRECTIVE ACCESSORY POWER SUPPLY

*
CW

ACCESSORY INPUT ADD JUMPER FOR 12V BATTERY OR ACTUATOR CURRENTS ABOVE 5A GROUND REFERENCE CLOSE FOR DROOP SPEED TRIM CONTROL - 5K

ACTUATOR MAGNETIC PICK-UP

_ + S1

CLOSE FOR IDLE

BATTERY

FUSE 15A MAX

Potentiometer Wiring
G J K L

SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER WIRING OF ACTUATOR BASED ON BATTERY VOLTAGE

*
cw

*Select proper potentiometer value from Table 1

This document is subject to change without notice. Caution: None of GAC products are ight certied controls including this item. 5 PIB1002E B

SPeciFications
PerFormance Isochronous Operation................................................ 0.25 % or better Speed Range /Governor...........................................1K - 7.5K Hz Continuous Speed Drift with Temperature............................... 1% Maximum Idle Adjust CW..................................................................60% of Set Speed Idle Adjust CCW..............................................................Less than 1200 Hz Droop Range.....................................................................1-5% Regulation* Droop Adj. Max. (K-L Jumpered)................400 Hz., 75 Hz Per 1.0A change Droop Adj. Min. (K-L Jumpered)...................15 Hz., 75 Hz Per 1.0A change Speed Trim Range.......................................... 200 Hz Remote Variable Speed Range......................500-7.5K Hz or any part thereof Terminal Sensitivity J........................................100 Hz., 15 Hz/Volt @ 5.0 K Impedance L.........................................735 Hz., 60 Hz/Volt @ 65 K Impedance N..........................................148 Hz., 10 Hz/Volt 1 Meg Impedance P.........................................................10 VDC Supply @ 20 mA Max Environmental Ambient Operating Temperature Range......-40 to +180F (-40 to +85C) Relative Humidity........up to 95% All Surface Finishes............................Fungus proof and corrosion resistance RoHS Regulation...........................................................................Compliant InPut POWER DC Supply...........................................12 or 24 20% VDC Battery Systems (Transient and Reverse Voltage Protected)** Polarity......................................................Negative Ground (case isolated) Power Consumption.....................50 Continuous mA plus actuator current Speed Signal Range..................................................................0.5-50 VAC Actuator Current Range @ 77F (25C) - (Inductive Load).........Min. 2.5 Max 10 Amps Continuous*** Speed Sensor Signal......................................................0.5-120 Volts RMS RELIABILITY Vibration.............................................................1G @ 20-100 Hz Testing...................................................................100% Functionally Tested PhYsical Dimensions.........See DIAGRAM. 1, Wiring Diagram and Outline Weight..............1.2 lb. (0.544 kg) Mounting...........................Any Position, vertical preferred COMPLIANCE / STANDARDS Agency...........................................................................CE Requirements

*Droop is based on a speed sensor frequency of 4000 Hz. and an actuator current change of 1 amp from no load to full load. Applications with higher speed sensor signals will experience less percentage of droop. Applications with more actuator currant change will experience higher percentages of droop. See droop description for specic details on operation of droop ranges. When used with the ADC100 actuator the droop percentage will he less due to the actuators low current consumption. **Protected against reverse voltage by a series diode. A 15 amp fuse must be installed in the positive battery lead. ***Protected against short circuit to actuator (shuts off current to actuator), unit automatically turns back on when short is removed.

Declaration of Conformity
Application to Council Directives Standard to which Conformity is Declared Manufacturers Name Manufacturers Address Importers Name Importers Address Type of Equipment Model Number Serial Number Year of Manufacture Heavy and Light Industrial Applications EN55011, EN50081-2, and EN50082-2 GOVERNORS AMERICA CORP. Agawam, MA 01001 USA _______________________________ _______________________________ Electronic Speed Control Unit ESD5500E Series Above V 0000 1999 and later

I, the undersigned, hereby declare that the equipment specified above conforms to the above Directive and Standards. Place: Agawam, MA USA Date: May 6, 1999 Full Name: Position: President and CEO

In order to be in compliance with the above directives, the installer is obligated to install the equipment in strict accordance with the following special instructions and guidelines. 1. The speed control unit must be mounted against the metal ground plane with four bolts, which make positive electrical connections between the case and the back plane. 2. The magnetic pickup must be connected to the speed control using shielded cable as shown in the wiring diagram. 3. All shielded cable connections to the speed control must be connected to the case at the corner threaded connections per the wiring diagram. 4. Shielded cable for the actuator is recommended to minimize the actuators slight movement during fast high voltage transients. The installers choice of not using shielded cable may cause the actuator to move more than slightly during these transients. However, no failures should be experienced. 5. The installer must refer to the wiring diagram in the literature for proper electrical connections.

This document is subject to change without notice. Caution: None of GAC products are ight certied controls including this item. 6 PIB1002E B