GAC ESD5200 Series User manual

1
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5200 Series Speed Control Unit 1-2021-C3 PIB1030
ESD5200 Series
Speed Control Unit
2SPECIFICATIONS
PERFORMANCE
Isochronous Operation ± 0.25% or better
Speed Range / Governor 1 - 7.5 kHz continuous
Speed Drift with Temperature ±1% MAX
Idle Adjust Clockwise Minimum 1200 Hz below set speed
Idle Adjust Counterclockwise Minimum 4100 Hz below set speed
Droop Range 1 - 5% regulation
Droop Adj. Maximum
(K-L Jumpered)
875 Hz., ±75 Hz per 1.0 A change
Droop Adj. Minimum
(K-L Jumpered)
15 Hz., ±6 Hz per 1.0 A change
Speed Trim Range ± 200 Hz
Remote Variable Speed Range 500 - 7.5 kHz
Terminal Sensitivity
J
L
N
P
100 Hz ±15 Hz/V @ 5.0 kΩ Impedance
735 Hz ±60 Hz/V @ 65 kΩ Impedance
148 Hz ±10 Hz/V @1 MΩ Impedance
10 V DC Supply @ 20 mA MAX
INPUT / OUTPUT
DC Supply
12 V DC and 24 V DC Battery Systems
Transient and Reverse Voltage
Protected
Polarity Negative Ground (Case Isolated)
Power Consumption 50 mA (Continuous plus actuator
current)
Actuator Current Range
@ 77°F (25°C)
10 A Continuous
Speed Sensor Signal 1.0 - 120.0 V AC
Speed Switch Relay Contacts MAX 10 A (N.O. and N.C.)
Speed Switch Adjustment
Range
1000-10000 Hz
1INTRODUCTION
RELIABILITY
Vibration 5 g @ 20 -500 Hz
Testing 100% Functional Testing
ENVIRONMENTAL
Operating Temperature Range -40° to 85°C [-40° to 185°F]
Relative Humidity up to 95%
Vibration 5 g @ 20-500 Hz
All Surface Finishes Fungus Proof, Corrosion Resistant
COMPLIANCE / STANDARDS
Agency CE and RoHS Requirements
PHYSICAL
Dimension See Outline Diagram
Weight 1.8 lbf [0.82 kgf]
Mounting Any position, vertical preferred
The ESD5200 Series speed control unit is designed to precisely con-
trol engine speed with rapid responses to transient load changes. The
ESD5221 is compatible with all GAC proportional actuators except the
ACB2001 electric actuator.
Ruggedly built to withstand all engine environments, the ESD can
control a wide variety of engines in an isochronous or droop mode.
Capabilities include:
• Overspeed Switch and LED Indicator
• Selectable Droop Operation
• Adjustable Idle Current
• Auxiliary Accessory Input
• Reverse Voltage Protection
• Single Element Speed Switch
• Speed Anticipation

2
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5200 Series Speed Control Unit 1-2021-C3 PIB1030
4WIRING
3INSTALLATION
Mount in a cabinet, engine
enclosure, or sealed metal box.
Vertical orientation allows uids
to drain in moist environments.
Dimensions
Avoid extreme heat
in
[mm]
READ THIS ENTIRE GUIDE BEFORE PER-
FORMING AN INSTALLATION.

3
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5200 Series Speed Control Unit 1-2021-C3 PIB1030
TERMINAL DEFINITION NOTES
A & B Actuator (+/-) Use 16 AWG [1.3 mm2] or larger wire
C & D Magnetic Speed Pickup
(D is ground)
• Wires must be twisted and/or shielded for their entire length
• Gap between speed sensor and gear teeth should not be smaller than 0.02 in. [.5mm]
• Speed sensor voltage should be at least 1 V AC RMS during crank
E & F Battery Power (-/+)
• 16 AWG [1.3 mm2] or larger wire
• Install a 15 A fuse in the positive battery lead to protect against reverse voltage
• Battery positive (+) input is Terminal F
G Ground Signal
H & G Add Jumper for Droop Increase
J Variable Speed Input 0 - 5 V DC
K & L Droop Select Active When Closed
M & L Idle Select
N Accessory Input Load Sharing / Synchronizing,
P Accessory Power Supply Supplies +10 V regulated supply to accessories. No more than 20 mA of current can be drawn from this
supply. Ground reference is Terminal G. A short circuit in this terminal can damage the speed control unit.
When wiring the ESD5200 series controller:
1. Use shielded cable for all external connections to the ESD5221 control unit.
2. One end of each shield, including the speed sensor shield, should be grounded to a single point on the ESD case.
3. Terminal A, B, E,and F should be #16 or larger. Long cables require increased wire size to minimize voltage drops.
4. Battery positive (+) Terminal F should be fused for 15 A.
5. Magnetic speed sensors Terminals C and D must be twisted and or shielded for the entire length.
6. The gap between the speed sensor and the ring gear teeth should be smaller than 0.20 in [0.45 mm] usually obtained by backing out
3/4 turn after touching ring gear teeth. Speed sensor voltage should be at lease 1 V AC RMS during cranking.
7. If auto synchronization is used alone, not with a load sharing module, use a 3 Ω resistor between Terminal N and P to match the
voltage between the speed control unit and the synchronizer.
8. When operating at the upper end of the control unit frequency range, add a jumper wire between Terminal G and J to increase the
frequency range of the control unit over 7000 Hz.
9. Do not over-tighten terminals. Torque to no greater than 9.0 in-lb ±2.5 [1.01 ±0.28 N∙m].
4WIRING - CONTINUED
5ADJUSTMENTS BEFORE ENGINE STARTUP
Make sure the following adjustments are set before starting the engine.
SETTING POSITION
GAIN Middle Position
STABILITY Middle Position
SPEED TRIM CONTROL Middle Position
1 2
ON
STABILITY
GAIN
SPEED
OVERSPEED
An overspeed shutdown device, independent of the governor system, must be provided to prevent loss of engine control
which may cause personal injury or equipment damage. Do not rely exclusively on the governor system to prevent over-
speed. A secondary shuto󰀨 device such as a fuel solenoid must be used.
ADDING A POTENTIOMETER
Use a single remote speed adjustment potentiometer to adjust engine speed. Select the
desired speed range and the corresponding potentiometer value.
If the exact range is not found select the next higher range potentiometer. Connect the
potentiometer as shown in the wiring diagram.

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Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5200 Series Speed Control Unit 1-2021-C3 PIB1030
Once the engine is running at operating speed and with no load, the following governor perfor-
mance adjustments can be made to increase engine stability.
1 2
ON
STABILITY
GAIN
SPEED
OVERSPEED
8ADJUSTING FOR STABILITY
STABILITY ADJUSTMENT
PARAMETER PROCEDURE
GAIN 1. Rotate the GAIN adjustment clockwise until instability develops.
2. Gradually move the adjustment counterclockwise until stability returns.
3. Move the adjustment one division further counterclockwise to ensure
stable performance (270° potentiometer).
4. If instability persists, adjust the next parameter.
STABILITY Follow the same adjustment procedure, steps 1 - 3, as the GAIN parameter.
Normally, adjustments made at no load achieve satisfactory performance. If further performance improvements are required,
refer to section 10, SYSTEM TROUBLESHOOTING.
NOTE
To increase the speed control unit speed set point, turn SPEED adjustment con-
trol clockwise.
Remote speed adjustment can be obtained with the optional 5kΩ Speed Trim
Control potentiometer. 1 2
ON
STABILITY
GAIN
SPEED
OVERSPEED
7GOVERNOR SPEED SETTING
The factory set SPEED setting is set to approximately engine idle speed, 1000 Hz., Speed sensor signal or 600 RPM.
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, refer to section 8, ADJUSTING FOR STABILITY.
6START THE ENGINE

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Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5200 Series Speed Control Unit 1-2021-C3 PIB1030
INTERNAL SPEED SWITCH
To set the overspeed function to approximately 10% above the requested speed.
1. When the engine is running at the desired speed, push and hold the TEST button.
2. While holding the TEST button, rotate the OVERSPEED adjustment counterclockwise
until the LED lights and the relay re-energizes
3. Release the TEST button. Current to the actuator will be removed and the engine will
shut o󰀨.
4. After the engine stops, press the RESET button or remove battery power.
5. Restart the engine. It will return to the original speed setting.
Always use the relay contacts provided to shut down the system by a means
other than the governor or actuator. The overspeed protection system should
be tested and veried during scheduled service of equipment.
NOTE
1 2
ON
STABILITY
GAIN
OVERSPEED
RESET TEST
ACCESSORY INPUT
Auxiliary Terminal N accepts input signals from load sharing units, auto synchronizers, and other governor system accessories. GAC ac-
cessories are directly connected to this terminal. Terminal N connections must be shielded.
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 (4200 RPM).
If the auto synchronizer is used alone, not in conjunction with a load sharing module, a 3 Ω 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.
NOTE
Droop is typically used for the paralleling engine driven generators. 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 no engine load to full load.
1. Place the optional external selector switch in the DROOP position. DROOP is increased by clockwise rotation of the DROOP
adjustment control.
2. 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.
Though a wide range of droop is available with the internal control, droop level requirements of 10% are unusual. If droop
levels experienced are higher or lower than those required, contact GAC for assistance.
NOTE
IDLE SPEED SETTING
1. Adjust the SPEED setting.
2. After the control units speed setting had been adjusted, place the optional external selector
switch in the IDLE position.
3. Increase the idle speed set point is increased by the clockwise rotation of the IDLE adjustment
control.
4. When the engine is at idle speed, the speed control unit applies droop to the governor system
to ensure stable operation.
9ADDITIONAL FEATURES & OPTIONAL WIRING
DROOP OPERATION
Terminal P supplies +10 volt regulated supply 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.
A short circuit on Terminal P can damage the speed control unit.
ACCESSORY SUPPLY
DROOP
IDLE
E2 E3
DEAD TIME
COMPENSATION POSTS

6
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5200 Series Speed Control Unit 1-2021-C3 PIB1030
10 SYSTEM TROUBLESHOOTING
INSUFFICIENT MAGNETIC SPEED 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.
A strong magnetic speed sensor signal eliminates the possibility of missed or extra pulses. The speed control unit governs well with 0.5
volts RMS speed sensor signal.
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 [0.5 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.
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 o󰀨, except where
noted. See your actuator publication for troubleshooting and testing.
STEP WIRES CHECK PROBABLE CAUSE
1 F(+) & E(-) Battery Supply
Voltage
(12 or 24 V DC)
1. DC battery power not connected. Check for blown fuse.
2. Low battery voltage
3. Wiring error
2 C(+) & D(-) 1.0 V AC RMS
minimum 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 160 to
1200 Ω. See specic mag pickup data for resistance.
3. Defective speed sensor.
3 P(+) & G(-) 10 V DC, Internal
Supply
1. Short on Terminal P.
2. Defective speed control unit.
4F(+) & A(-) 1.0 - 2.0 V DC while
cranking
1. SPEED parameter set too low
2. Short/open in actuator wiring
3. Defective speed control
4. Defective actuator, see your actuator’s Troubleshooting guide.
SPEED RANGE POTENTIOMETER
VALUE
900 Hz 540 RPM 1 kΩ
2400 Hz 1440 RPM 5 kΩ
3000 Hz 1800 RPM 10 kΩ
3500 Hz 2100 RPM 25 kΩ
3700 Hz 2220 RPM 50 kΩ
WIDE RANGE REMOTE VARIABLE SPEED OPERATION
A single remote speed adjustment potentiometer can be used to adjust the
engine speed continuously over a specic speed range.
Select the desired speed range and corresponding potentiometer value as
shown in Speed Range table. 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
section 4, Wiring.
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 di󰀩culty is experienced in obtaining the de-
sired variable speed governing performance.
NOTE RPM values shown are for 100 teeth
ywheel
Conversion Formulas:
HertzMAG PICKUP = (RPM x #Teeth)
60
RPM = (HertzMAG PICKUP x 60)
#Teeth
9ADDITIONAL FEATURES & OPTIONAL WIRING (CONTINUED)

7
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5200 Series Speed Control Unit 1-2021-C3 PIB1030
UNSATISFACTORY PERFORMANCE
SYMPTOM NORMAL READING PROBABLE CAUSE
Engine Overspeeds 1. Do Not Crank. Apply DC power to
the governor system.
After the actuator goes to full fuel, disconnect the speed sensor at Terminal
C & D. If the actuator is still at full fuel-speed then the speed control unit is
defective.
2. Manually hold the engine at the
desired running speed. Measure
the DC voltage between Terminals
A(-) & F(+) on the speed control
unit.
If the voltage reading is
1.0 to 2.0 V DC:
• SPEED adjustment is set above desired speed
• Defective speed control unit
If voltage reading is above 2.0 V DC then check for:
• actuator binding
• linkage binding
If the voltage reading is below 1.0 V DC it may be a defective speed control
unit
Overspeed Shuts Down En-
gine After Running Speed is
Reached
• Speed adjustment set too high.
• OVERSPEED set to close to running speed.
• Actuator or linkage binding.
• Speed control unit defective.
Overspeed Shuts Down En-
gine Before Running Speed
is Reached
Check impedance between
Terminals C & D. Should be 160
to 1200 Ω
OVERSPEED set too low. Adjust 5-6 turns CW.
Erroneous speed sensor signal. Check wiring.
Actuator does not energize
fully
1. Measure the voltage at the battery
while cranking.
Replace the battery if weak or undersized
2. Momentarily connect Terminals A
and F. The actuator should move
to the full fuel position.
• Actuator or battery wiring in error
• Actuator or linkage binding
• Defective actuator
• Fuse opens. Check for short in actuator or harness.
Engine remains below
desired governed speed
1. Measure the actuator output, Ter-
minals A & B, while running under
governor control.
If voltage measurement is within 2 V DC of the battery supply voltage level,
then fuel control is restricted from reaching full fuel position, possibly due to
mechanical governor, carburetor spring, or linkage interference.
SPEED parameter set too low
10 SYSTEM TROUBLESHOOTING (CONTINUED)
INSTABILITY
INSTABILITY SYMPTOM PROBABLE CAUSE
Fast Periodic The engine seems
to jitter with a 3Hz
or faster irregularity
of speed.
1. Readjust the GAIN and STABILITY for optimum control.
2. Turn o󰀨 other electrical equipment that may be causing interference.
3. Make sure LEAD switch SW1 is set to OFF
4. If system is still unstable, set DTC switch SW2 to OFF
Slow Periodic An irregularity
of speed below
3Hz. (Sometimes
severe)
Readjust the GAIN and STABILITY
5. Set DIP switches 1 and 2 to ON in the following order: First SW1, Second SW2,
and Third SW1 & SW2.
6. Check fuel system linkage during engine operation for:
• binding
• high friction
• poor linkage
7. Adjust DEAD TIME COMPENSATION by adding a capacitor from posts E2 to
E3 (negative on E2). Start with 10 mF and increase until instability is eliminated.
Non-Periodic Erratic Engine
Behavior
1. Increasing the GAIN should reduce the instability but not totally correct it.
2. If this is the case, there is most likely a problem with the engine itself. Check for:
• engine mis-rings
• an erratic fuel system
• load changes on the generator set voltage regulator.
3. If throttle is slightly erratic, but performance is fast, then move switch SW1 to the OFF position.
DROOP
IDLE
E2 E3
DEAD TIME
COMPENSATION POSTS