ESD5500E User Manual
Contents
1. CLOSE FOR DROOP SPEED TRIM r _ ai CONTROL 5K CLOSE FOR IDLE FUSE BATTERY 15A MAX x SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER WIRING OF ACTUATOR BASED ON BATTERY VOL TAGE APPLICATION AND INSTALLATION INFORMATION 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 The speed control unit is rugged enough to be placed in a control cabinet or engine mounted enclosure with other dedi cated control equipment If water mist or condensation may come in contact with the controller it should be mounted vertically This will allow the fluid to drain away from the speed control unit equipment damage Do not rely exclusively on the governor system electric actuator to prevent overspeed A secondary shutoff device such as a fuel solenoid mus Extreme heat should be avoided be used 4 ee 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 connections to Terminals C and D MUST BE TWISTED AND OR SHIELDED for their entire length The speed sensor cable shield should be ideally connected to terminal D The shie2. ESD5500E User Manual Ver 1 0 Date 2013 05 08 ESD5500E SERIES AEA EEAS are he SPEED CONTROL UNIT Software Version Bate Version Original release INTRODUCTION The ESD5500E Series speed control unit is an all electronic device designed to control engine speed with fast and precise response to transient load changes This closed loop control when connected to a proportional electric actuator and sup plied with a magnetic speed sensor signal will control a wide variety of engines in an isochronous or droop mode It is designed for high reliability and built ruggedly to withstand the engine environment Simplicity of installation and adjustment was foremost in the design Non interacting performance controls allow near opti mum response to be easily obtained The primary features of the ESD5500E Series speed control unit are the engine STARTING FUEL and SPEED RAMPING adjustments The use of these features will minimize engine exhaust smoke experienced prior to attaining engine operat ing speed Other features include adjustable droop and idle operation inputs for accessories used in multi engine or special applica tions protection against reverse battery voltage transient voltages accidental short circuit of the actuator and fail safe design in the event of loss of speed sensor signal or battery supply The ESD5500E Series speed control unit is compatible with all GAC proportional a
3. AE A AOE 100 Hz 15 Hz Volt 5 0 K Impedance L TETEE EEA OREO 735 Hz 60 Hz Volt 65 K Impedance SEEE EE immammnmal 148 Hz 10 Hz Volt 1 Meg Impedance eT E 10 VDC Supply 20 ma Max ENVIRONMENTAL T Ambient Operating Temperature Range ccccccsssessseeseseseeseseeerseeseeeneneneesserssiesesiseess 40 to 180 F 40 to 85 C Rakativo FURI ccxceenconsnsnconensosanesanescnnonnenennencan shia US BINBV 4h Galan eTaggs nsoTorcoeseesvanwisnasssincsueorumed z up to 95 All Surface Finishes cmnusunessmegmennennennenannsnr Fungus Proof and Corrosion Resistant INPUT POWER O E E EEE E S 12 or 24 VDC Battery Systems Transient and Reverse Voltage Protected ee Negative Ground Case Isolated Power CONSUIIDTON raans AEO NENNEN NDS 50 ma continuous plus actuator current Actuator Current Range 77 F 25 C Inductive Load ccseeeeee Min 2 5 Amps Max 10 Amps continuous TT MATER 0 5 120 Volts RMS RELIABILITY nee 1G 20 100 Hz PORTING oori INANE ESEESE ESEESE ER 100 Functionally Tested PHYSICAL DUIS IIIS esseere iiia i S N NENN ESEE EVENE EENEN See Outline FIGURE 1 WEIL onnironanaeaomsnonererrere A ITA O EEEE A 1 2 Ibs 545 grams MOMO ucasan ETON EAEE EEEN Any Position Vertical Preferred a 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
4. the full 2 Actuator or linkage binding fuel position 3 Defective actuator See actuator troubleshooting 4 Fuse opens Check for short in actuator or actuator wiring harness Engine remains 1 Measure the actuator output 1 If voltage measurement is within approximately 2 volts below desired Terminals A amp B while running under of the battery supply voltage then fuel control governed speed governor control restricted from reaching full fuel position Possibly due to interference from the mechanical governor carburetor spring or linkage alignment 2 Speed setting too low SYSTEM TROUBLESHOOTING s Insufficient Magnetic Speed Sensor 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 Termi nals 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 rind 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 Electromagnetic Compatibility EMC EMI SUSCEPTIBILITY The governor system can be ad versely affected by large interfering signals that are cond
5. will be at its governed operating speed At the desired governed engine speed the actuator will be energized with sufficient current to maintain the desired en gine speed independent of load isochronous operation The output circuit provides switching current at a frequency of about 500 Hz to drive the actuator Since the switching frequency is well beyond the natural frequency of the actuator there is no visible motion of the actuator output shaft Switch ing the output transistors reduces its internal power dissipation for efficient power control The output circuit can provide current of up to 10 amps continuous at 25 C for 12 and 24 VDC battery systems The actuator responds to the average current to position the engine fuel control lever In standard operation the speed control unit performance is isochronous Droop governing can be selected by connecting terminals K and L and the percent of droop governing can be varied with the droop adjustment control The droop range can be decreased by connecting Terminals G and H The speed control unit has several performance and protec tion features which enhance the governor system A speed anticipation circuit minimizes speed overshoot on engine start up or when large increments of load are applied to the engine Engine idle speed can be remotely selected and is adjustable Accessory inputs to achieve variable speed operation and multi engine control can be accepted by the ESD5500E Ser
6. c instability is below 3 Hz can be very slow and is sometimes violent lf fast instability occurs this is typically the governor respond ing to engine firings 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 for 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 Inter ference from powerful electrical signals can also be the cause Turn off the battery chargers or other electrical equipment to see if the system disappears Slow instability can have many causes Adjustment of the GAIN and STABILITY usually cures most situations by match ing the speed control unit dynamics If this is unsuccessful the dead time compensation can be modified 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 opti mized 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 su
7. ctuators except the ACB2000 electric actuator When the ESD5500E Series speed control unit is used with a ADC 100 Series electric actuator the DROOP adjustment range will be less due to this actuator s low current demand DESCRIPTION Engine speed information for the speed control unit is usually received from a magnetic speed sensor Any other signal generating device may be used provided the generated fre quency is proportional to engine speed and meets the voltage input and frequency range specification The speed sensor is typically mounted in close proximity to an engine driven ferrous gear usually the engine ring gear As the teeth of the gear pass the magnetic sensor a signal is generated which is propor tional to engine speed Signal strength must be within the range of the input amplifier An amplitude of 0 5 to 120 volts RMS is required to allow the unit to function within its design specifications The speed signal is applied to Terminals C and D of the speed control unit Between these terminals there is an input impedance of over 33 000 ohms Terminal D is internally connected to Terminal E battery negative Only one end of the shielded cable should be connected When a speed sensor signal is received by the controller the signal is amplified and shaped by an internal circuit to provide an analog speed signal If the speed sensor monitor does not detect a speed sensor signal the output circuit of the speed control unit wi
8. e near isochronous regardless of the droop adjustment setting Contact the factory for assistance if difficulty is experienced in obtaining the desired variable speed governing performance T TABLE 1 Variable Speed Range Potentiometer Value Speed Range Potentiometer Value 900 Hz 1K 2 400 Hz 5K 3 000 Hz 10K 3 500 Hz 25K 3 700 Hz 50K DIAGRAM 2 G J K L ica ig 2 Ne N 5 bas V CW Select Proper Potentiometer Value from Table 1 SYSTEM TROUBLESHOOTING SYSTEM INOPERATIVE ii If the engine governing system does not function the fault may be determined by performing the voltage tests described in Steps 1 2 3 and 4 and refer to meter polarity Should normal values be indicated as a result of following the trouble shooting steps the fault may be with the actuator or the wiring to the actuator See the actuator publication for testing details STEP TERMINALS NORMAL READING PROBABLE CAUSE OF ABNORMAL READING 1 F amp E Battery Supply Voltage 12 or 24 VDC 7 1 DC battery power not connected Check for blown fuse 2 Low battery voltage 3 Wiring error 2 C amp D 1 0 VAC RMS min while cranking 1 Gap between speed sensor and gear teeth too great Check gap 2 Improper or defective wiring to the speed sensor Resistance between terminals C and D should be 30 to 12000hms 3 Defective speed sensor 3 P amp G 10 VDC Internal Supply 1 Short on terminal P This will ca
9. h an optional 5K Speed Trim Control See Diagram 1 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 B Rotate the STABILITY adjustment clockwise until instabil ity develops Gradually move the adjustment counterclock wise until stability returns Move the adjustment one division further to insure stable performance 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 im provements are required refer to the section on SYSTEM TROUBLESHOOTING Starting Fuel Adjustment The engine s exhaust smoke at start up can be minimized by completing the following adjustments 1 Place the engine in idle by connecting Terminals M amp 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 that the idle speed is returned to the desired level 4 Stop the engi
10. ies speed control unit from GAC load sharing modules automatic synchronizers ramp generators and other accessory engine control modules Protection against reverse battery voltage and transient voltages is provided The design is fail safe in the event of loss of speed sensor signal or battery supply ESD5500E SERIES SPEED CONTROL UNITS g see SS SPECIFICATIONS PERFORMANCE isochronous Operation Steady State Stability 0 0 0 0 ccccescsesecsesesesesesessseseeneesestscesssesssssesesesesenesesenenenes 0 25 or better Speed REGS GNON aaeanoa TERESAS 1K 7 5K Hz continuous Baai G EEEE 1 Maximum lS ACJUSE CW s rcncsssenernnsonsensnnaneoecencsnnernsenennnnnonncansnesssnesislsi svi EEE A A aS 60 of set speed ide Aust COW csssiscccsscccasercnuescasvasipaineneemaeumnaesesivenrnsonrvessererveneceseccascameemnencconmermcessomvennenantin Less than 1200 Hz Ro dui ao ONONE EAO E 1 5 regulation Droop Adj Max K L Jumpered onnios 400 Hz 75 Hz per 1 0 A change Droop Adj Min K L JUMpered 0 0 ceeesessssessssesesetessseeesssssseenenecnseetarassasecseseenenes 15 Hz 6 Hz per 1 0 A change Speed Trim RANGE ccscssecsecssssssssseessvecsessnsssnssnsecassanussnsasessnsessssesscssissssessesnussseennersensuvocnsnenssasesanesaneenccnsesssesaneeaees 200 Hz Remote Variable Speed Range sssccessssssssensnsnessencerencssssenssessensaansteusensoeosesenes 500 7 5 Hz or any part thereof Terminal Sensitivity aD E E Geen A AOE
11. ld should be insulated to insure no other part of the shield comes in contact with engine ground otherwise stray speed signals may be introduced to 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 tooth will achieve a satisfactory air gap The magnetic speed sensor voltage should be at least 1 VAC RMS during cranking 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 Start Engine 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 Governor Speed Setting The governed speed set point is increased by clockwise rotation of the SPEED adjustment control Remote speed adjustment can be obtained wit
12. lded cables are conve niently supplied by GAC in KT130 To reduce the levels of EMI of a radiated nature a shielded container P N CA114 can be sourced from GAC and its distributors In severe high energy interference locations such as when the governor system is directly in the field of a powerful transmit ting source the shielding may require to be a special EMI class shielding For these conditions contact GAC application engi neering for specific 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 Switch C1 controls the Lead Circuit found in the ESD5500 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 ESD5500 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 classified as fast or slow instability Fast instability is a 3 Hz or faster irregularity of the speed and is usually a jitter Slow periodi
13. ll turn off all current to the actuator ESD5500E SERIES SPEED CONTROL UNIT i RRODUCT TECHNICAL INFORMATION A summing circuit receives the speed sensor signal along with the speed adjust set point input The speed range has a ratio of 8 1 and is adjusted with a 25 turn potentiometer The output from the summing circuit is the input to the dynamic control section of the speed control unit The dynamic control circuit of which the gain and stability adjustments are part has a control function that will provide isochronous and stable per formance for most engine types and fuel systems The speed control unit circuit is influenced by the gain and stability performance adjustments The governor system sen sitivity is increased with clockwise rotation of the gain adjust ment The gain adjustment has a range of 33 1 The stability adjustment when advanced clockwise increases the time rate of response of the governor system to match the various time constants of a wide variety of engines The speed control unit is a P D device the D derivative portion can be varied when required See Instability section During the engine cranking cycle STARTING FUEL can be adjusted from an almost closed to a nearly full fuel position Once the engine has started the speed control point is determined first by the IDLE speed set point and the SPEED RAMPING circuit After engine speed ramping has been completed the engine
14. ne One of two methods of operation for the ESD5500E may now be selected Method 1 Start the engine and accelerate directly to the operating speed Gen 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 Method 1 Remove the connection between Terminals M amp 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 Method 2 Replace the connection between Terminals M amp 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 i 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 rotation of the IDLE adjustme
15. nt 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 of droop is available with the internal control Droop level requirements above 10 are unusual lf droop levels experienced are higher or lower than those required contact the factory for assistance After the droop level has been adjusted the rated engine speed setting may need to be reset Check the engine speed and adjust the speed setting accordingly Accessory Input The AUXilary 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 acces sories be shielded as it is a sensitive input terminal lf the auto synchronizer is used alone not in conjunction with a load sharing module a 3 M ohm resistor should be con nected between Terminals N and P This is required to match the voltage levels between the speed control
16. of droop Applications with more actuator current change will experience higher percentages of droop See droop description for specific details on operation of droop ranges When used with the ADC100 actuator the droop percentage will be 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 ar DIAGRAM 1 ESD5500E Series Wiring Diagram and Outline kad e 146mm L 127mm 26mm hd Ct OFF ON C2 LEAD CIRCUIT a a SOFT COUFLING ON OFF SPEED CONTROL UNIT DEAD TIME COMPENSATION JUMPER MODEL SIN ESD5500E SWITCH POSITIONS SHOWN IN FACTORY SET SPEED POSITIONS FUEL RAMPING ie J 127mm D 1 CAUTION aueren hat SPEED am SWITCH 140mm OOR SERVICINGREFER TO EXTERNAL PROFILE PRODUCT PUBLICATION SPEED TUNNG y gt z PICK UP me pe 7 Aa L 10V BATTERY rm AUX OUTPUT ABCDEFGHJKLMN VIA KA AIA KAA IA IQA I 6 6mm SSSSSSSSSSSSSS INISISINISINISISISISISISINISYG A Nc AN AV vo OPTIONAL ACTUATOR CCESS CABLE SHIELDING TO YH Sep ARE SUPPLY ORY POWER MEET CE DIRECTIVE CG Trt A CD sociatieiaaiiinan a PL Lhe ADD JUMPER FOR 12V 4 ae BATTERY ORACTUATOR ACTUATOR CURRENTS ABOVE 5A cw GROUND REFERENCE a
17. re 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 con trol 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 misfirings 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 lf unsuccessful in solving instability contact the factory for assistance B
18. ucted through the cabling or through direct radiation into the control circuits All GAC speed control units contain filters and shielding designed to protect the units sensitive circuits from moderate external interfering sources Although it is difficult to predict levels of interference applica tions that include magnetos solid state ignition systems radio transmitters voltage regulators or battery chargers should be considered suspect as possible interfering sources If it is suspected that external fields 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 unit 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 gover nor 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 filters are common remedies As an aid to help reduce the levels of EMI of a conductive nature a battery line filter and shie
19. 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 Accessory Supply The 10 volt 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 Wide Range Remote Variable Speed Operation Simple and effective remote variable speed can be obtained with the ESC5500E Series control unit A single remote speed adjustment potentiometer can be used to adjust the engine speed continuously over a specific speed range Select the desired speed range and the corresponding potentiometer value Refer to TABLE 1 If the exact range cannot be found select the next higher range potentiometer An additional fixed resistor may be placed across the potenti ometer to obtain the exact desired range Connect the speed range potentiometer as shown in Diagram 2 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 b
20. use a defective unit 2 Defective Speed Control 4 F amp A 1 0 2 0 VDC while cranking 1 SPEED adjustment set too low 2 Short open in actuator wiring 3 Defective speed control 4 Defective actuator See Actuator Troubleshooting UNSATISFACTORY PERFORMANCE i If the governing system functions poorly perform the following tests SYMPTOM TEST PROBABLE FAULT Engine overspeeds 1 Do not crank Apply DC power to the 1 Actuator goes to full fuel Then disconnect speed governor system sensor at Terminals C amp D lf actuator still at full fuel speed control unit defective lf actuator at minimum fuel position erroneous speed signal Check speed sensor data 2 Manually hold the engine at the 1 If the voltage reading is 1 0 to 2 0 VDC desired running speed Measure the a SPEED adjustment set above desired speed DC voltage between Terminals A b Defective speed control unit amp F on the speed control unit 2 If the voltage reading is above 2 0 VDC a Actuator or linkage binding 3 If the voltage reading is below 1 0 VDC a Defective speed control unit 4 Gain set too low Actuator does not 1 Measure the voltage at the battery 1 If the voltage is less than 7V for a 12V system or energize fully while cranking 14V for a 24V system replace the battery if it is weak or undersized 2 Momentarily connect Terminals A and 1 Actuator or battery wiring in error F The actuator should move to
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