GAC ESD5100 Series User manual

ENGINE
GOVERNING
SYSTEM
ESD5100 Series
Speed Control Unit
Governors America Corp., 720 Silver Street Agawam, MA 01001
phone: [phone] fax: [phone]
www.governors-america.com
inf[email protected]
1
O
VERNORS
MERICA
ORP.
C
A
G
®
ISO 9001
CERTIFIED
INSTALLATION
The ESD5100 Series speed control unit is rugged enough
to be placed in a control cabinet or engine mounted enclo-
sure 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 fluid to drain
away from the speed control unit. Extreme heat should be
avoided.
WIRING
Basic electrical connections are illustrated in Diagram 2. Ac-
tuator 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. The ESD5100 series is suitable for
12 VDC and 24 VDC operation.
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 2. The shield should be
insulated to insure no other part of the shield comes in con-
tact 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.
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.
Start Engine
The speed control unit governed speed setting is factory set
at approximately engine idle speed. (1000 Hz., speed sen-
sor signal)
Crank the engine with DC power applied to the governor sys-
tem. 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 counter-
clockwise until the engine is stable.
Governor Speed Setting
The governed speed set point is increased by clockwise ro-
tation of the SPEED adjustment pot. Remote speed adjust-
ment can be obtained with an optional 5K Speed Trim Con-
trol. (See Diagram 2)
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 counterclock-
wise until stability returns. Move the adjustment one
division further counterclockwise to insure stable perfor-
mance (270° pot).
B. Rotate the STABILITY adjustment clockwise until insta-
bility develops. Gradually move the adjustment coun-
terclockwise until stability returns. Move the adjustment
one division further to insure stable performance (270°
pot).
C. Gain and stability adjustments may require minor chang-
es 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 SYSTEM TROUBLE-
SHOOTING section. In this section, information can be found
regarding troubleshooting procedures as well as instructions
on adjusting the DIP switch positions of the ESD5131.
Idle Speed Setting
After the governor speed setting had been adjusted, 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.
⚠WARNING
An overspeed shut down device, indepen-
dent of the governor system, should be
provided to prevent loss of engine control,
which may cause personal injury or equip-
ment damage. Do not rely exclusively on the
governor system electric actuator to prevent
overspeed. A secondary shut off device,
such as a fuel solenoid, must be used.

This document is subject to change without notice.
Caution: None of GAC products are flight certified controls including this item.
2
PIB1000 C
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 avail-
able 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 engine speed
and adjust that speed setting accordingly.
Accessory Input
The Auxiliary Terminal N accepts input signals from load
sharing units, auto synchronizers, and other governor sys-
tem 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 resistor should be con-
nected 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 frequen-
cy range, a jumper wire or frequency trim control may be
required between Terminals G and J. This increases the fre-
quency 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.
Wide Range Remote Variable Speed Operation
Simple and effective remote variable speed can be obtained
with the ESD5100 Series speed 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 corre-
sponding 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 potentiometer to obtain the exact desired range.
Connect the speed range potentiometer as shown in Dia-
gram 1
To maintain engine stability at the minimum speed setting, a
small amount of droop can be added using the DROOP ad-
justment. At the maximum speed setting the governor per-
formance will be near isochronous, regardless of the droop
adjustment setting.
Contact GAC for assistance if difficulty is experienced in ob-
taining the desired variable speed governing performance.
SYSTEM TROUBLESHOOTING
Insucient 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.
Electromagnetic Compatibility (EMC)
EMI SUSCEPTIBILITY - The governor system can be ad-
versely affected by large interfering signals that are conduct-
ed through the cabling or through direct radiation into the
control circuits.
All GAC speed control sensors contain filters and shielding
designed to protect the unit’s sensitive circuits from moder-
ate external interfering sources.
SPEED RANGE POTENTIOMETER VALUE
900 Hz 1 K
2,400 Hz 5 K
3,000 Hz 10 K
3,500 Hz 25 K
3,700 Hz 50 K
TABLE 1 VARIABLE RANGE POTENTIOMETER VALUE
*
cw
G J K L
*Select proper potentiometer value from Table 1
DIAGRAM 1 POTENTIOMETER WIRING

This document is subject to change without notice.
Caution: None of GAC products are flight certified controls including this item.
3
PIB1000 C
Although it is difficult to predict levels of interference, appli-
cations that include magnetos, solid sate ignition systems,
radio transmitters, voltage regulators or battery chargers
should be considered suspect as possible interfering sourc-
es.
If it is suspected that external fields, either those that are
radiated or conducted, are or will affect the governor sys-
tems 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 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 com-
mon remedies.
In severe high-energy interference locations such as when
the governor system is directly in the field of a powerful
transmitting source, the shielding may require to be a spe-
cial EMI class shielding. For these conditions, contact GAC
application engineering 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.
The ESD5131 Sped Control Unit was derived from the stan-
dard GAC ESD5111 Speed Control Unit. All specifications,
installation procedures, and adjustments, except those not-
ed are identical.
The difference between the ESD5131 and the ESD5111 lies
in the two DIP switches located under the upper access hole.
Switch 1 controls the “Lead Circuit” found in the ESD5111.
The normal position is “ON.” Move the switch to the “OFF”
position if there is fast instability in the system.
Switch 2 controls an additional circuit added in the ESD5131
that is designed to eliminate fast erratic governor behav-
ior, 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 behav-
ior 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 periodic instability is
below 3 Hz., can be very slow, and is sometimes violent.
If 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, the re-
moval of E6 to E7 jumper will reduce the speed control unit’s
sensitivity to high frequency signals. Readjust the GAIN
and STABILITY 1 or optimum control. Should instability still
be present, the removal of E1 to E2 jumper may help stabi-
lize the engine. Post locations are illustrated in Diagram 2.
Again, readjust the GAIN and STABILITY for optimum con-
trol. 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 unsuc-
cessful, the dead time compensation can be modified. Add
a capacitor from posts E2 to E3 (negative on E2). Post lo-
cations are illustrated in Diagram 2. 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 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, removing the jump-
er from E6 to E7 will tend to steady the system.
If unsuccessful in solving instability, contact GAC for assis-
tance.

This document is subject to change without notice.
Caution: None of GAC products are flight certified controls including this item.
4
PIB1000 C
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 trouble-
shooting 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 TERMINALS NORMAL READING PROBABLE CAUSE OF ABNORMAL READING
1 F(+) & E(-) Battery Supply Voltage
(12 or 24 VDC)
1. DC battery power not connected. Check for blown fuse
2. Low battery voltage.
3. Wiring error
2 C & D 1.0V AC 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 D and C should be 30 to 1200 ohms.
3. Defective speed sensor.
3 P(+) & G(-) 10V DC, Internal Supply 1. Short on Terminal P. (This will cause a defective unit.)
2. Defective speed control unit
4 F(+) & A(-) 1.0 - 2.0V DC 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
If the governing system functions poorly, perform the following tests.
SYMPTOM TEST PROBABLE FAULT
Engine overspeed 1. Do Not Crank. Apply DC power to the
governor system.
1. Actuator goes to full fuel. Then disconnect speed sensor
at Terminal C & D. If actuator still at full fuel-speed con-
trol unit defective. If actuator at minimum fuel position,
erroneous speed signal. Check speed sensor cable.
2. Manually hold the engine at the desired
running speed. Measure the DC voltage
between Terminals A(-) & F(+) on the
speed control unit.
1. If the voltage reading is 1.0 to 2.0 VDC,
a) SPEED adjustment set above desired speed
b) Defective speed control unit.
2. If the voltage reading is above 2.0 VDC, actuator or
linkage binding.
3. Set point of overspeed shutdown device set too low.
4. If the voltage reading is below 1.0 VDC, defective speed
control unit.
Overspeed shuts down engine after run-
ning speed is reached.
1. Speed adjustment set too high.
2. OVERSPEED set to close to running speed.
3. Actuator or linkage binding.
4. Speed control unit defective.
Overspeed shuts down engine before
running speed is reached.
1. Check impedance between Terminals C &
D. Should be 30 to 1200 ohms.
1. OVERSPEED set too low. Adjust 5-6 turns CW.
2. Erroneous speed sensor signal. Check wiring.
Actuator does not energize fully while
cranking.
1. Measure the voltage at the battery while
cranking.
1. If the voltage is less than 7V for a 12V system, or 14V
for a 24V system, check or replace the battery.
2. Momentarily connect Terminals A and F.
The actuator should move to the full fuel
position.
1. Actuator or battery wiring in error.
2. Actuator or linkage binding.
3. Defective actuator.
4. Fuse opens. Check for short in actuator or harness.
Engine remains below desired governed
speed
1. Measure the actuator output, Terminals A &
B, while running under governor control.
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 mechani-
cal governor, carburetor spring, or linkage interference.
2. Speed setting too low.

This document is subject to change without notice.
Caution: None of GAC products are flight certified controls including this item.
5
PIB1000 C
DIAGRAM 2 SYSTEM WIRING AND OUTLINE
LEAD CIRCUIT
JUMPER
Ø0.27
(127)
(127)
DEAD TIME
COMPENSATION
JUMPER
(6,8)
CW
EXTERNAL SELECTOR
SWITCH
(NOT REQUIRED FOR SINGLE
SPEED ISOCHRONOUS OPERATION)
OPTIONAL ACTUATOR
CABLE SHIELDING TO
MEET CE DIRECTIVE
*
SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER
WIRING OF ACTUATOR BASED ON BATTERY VOLTAGE
ACEFGHJLMN P
CAUTION E1 E2 E3
DROOP
S/N :
MODEL:
G
AC
OVERNORS
MERICA
ORP.
MADE IN AGAWAM, MA U.S.A.
SPEED CONTROL
UNIT
STABILITY
IDLE
DROOP
SPEED
GAIN
ACTUATOR
PICK-UP
AUX 10V
- +
KD
SPEED TRIM
S1
FUSE
15A MAX
ACTUATOR
ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
OR SERVICING REFER TO
PRODUCT PUBLICATION.
5.00
5.00
BATTERY
B
ESD51xx
ACCESSORY POWER SUPPLY
ACCESSORY INPUT
GROUND REFERENCE
DROOP RANGE
ADD JUMPER TO INCREASE
IDLE
ISOCHRONOUS
MAGNETIC
PICK-UP
E7 E6
+
_
BATTERY
OFF
ON 2
SOFT COUPLING
1OFF
ON
LEAD CIRCUIT
12
12
ESD5131, ESD5131H,
and ESD5151 only

This document is subject to change without notice.
Caution: None of GAC products are flight certified controls including this item.
6
PIB1000 C
PERFORMANCE
Isochronous Operation…................................................… ±0.25 % or better
Speed Range /Governor...........................................1K - 7.5K Hz Continuous
Speed Drift with Temperature……....……...............................±0.5% Typical
Idle Adjust CW.......………….…................…Min. 1200 Hz. Below set speed
Idle Adjust CCW…………….….................…Min. 4100 Hz. Below set speed
Droop Range....................................................................1 - 5% Regulation*
Droop Adj. Max. (K-L Jumpered).................875 Hz., 75 Hz. per 1.0 A change
Droop Adj. Min. (K-L Jumpered)...................15 Hz., 6 Hz. per 1.0 A change
Speed Trim Range...........................................................................±200 Hz.
Remote Variable Speed Range................................................500 - 3.7 kHz.
Terminal Sensitivity
J..........................................-115 Hz., ±15 Hz/Volt @ 5 K Impedance
L.......................................-735 Hz., ±60 Hz/Volt @ 65 K Impedance
N........................................-148 Hz., ±10 Hz/Volt @ 1 M Impedance
P.........................................................10 VDC Supply @ 20 ma Max.
PHYSICAL
Dimensions…………...…....................................................See DIAGRAM 2
Weight………………………………………………...….........1.2 lb. (0.545 kg)
Mounting.........................……………………Any Position, vertical preferred
RELIABILITY
Vibration……………...............................................................1G, 20-100 Hz
Testing..................................................................100% Functionally Tested
ENVIRONMENTAL
Ambient Operating Temperature Range......-40° to +185°F (-40° to +85°C)
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......................................100 mA (No actuator current)
Speed Signal Range..................................................................0.5 – 50 VAC
Actuator Current Range @ 77°F (25°C).....................10 Amps continuous***
COMPLIANCE / STANDARDS
Agency…...........................................................................CE Requirements
SPECIFICATIONS
*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 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.
Declaration of Conformity
Application to Council Directives
Standard to which Conformity is Declared
Manufacturer’s Name
Manufacturer’s Address
Importer’s Name
Importer’s 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
ESD5100 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
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 actuator’s slight movement during fast high voltage
transients. The installer’s 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.
Full Name:
Position: President and CEO