GAC Fusion Series User manual

1
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
ESD5500-II Fusion 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 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 1.0 A change
Droop Adj. Min.
(K-L Jumpered) 15 Hz., ±75 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 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
Reverse Power Protection Yes
Transient Voltage Protection 60 V
RELIABILITY
Vibration 1 g @ 20-100 Hz
Testing 100 % Functionally Tested
INPUT / OUTPUT
DC Supply 12 - 24 V DC Battery Systems
Transient and Reverse
Voltage Protected
Polarity Negative Ground (Case Isolated)
Power Consumption 50mA continuous plus actuator current
Speed Signal Range 1.0 - 50.0 V AC
Actuator Current
@ 77°F [25°C] 8 A MAX Continuous
Speed Sensor Signal 1.0 - 120 V RMS
ENVIRONMENTAL
Ambient Temperature -40° to 85 °C [-40° to 180 °F]
Relative Humidity up to 95%
All Surface Finishes Fungus-Proof and Corrosion-Resistant
PHYSICAL
Dimension See Section 3, Installation
Weight 1.8 lbf [820 gf]
Mounting Any position, vertical preferred
COMPLIANCE / STANDARDS
Agency CE and RoHS Requirements
1OVERVIEW
The ESD5500-II speed control unit is designed to precisely control
engine speed with rapid responses to transient load changes. The
ESD5500-II speed control is compatible with all GAC proportional actua-
tors except the ACB2001 electric actuator since this high torque actuator
also requires current limiting available in the ESD5300 Series.
Ruggedly built to withstand all engine environments, the ESD5500-II
has all the same well known features of the ESD5500 and also incorpo-
rates selectable light-force for low current actuators, dither for di󰀩cult
engines with respect to stability and integrated anti-windup for both
diesel and gaseous application.
• Variable Speed Operation
• Adjustable Droop and Idle
• Reverse Battery Voltage Protection
• Selectable light-force and Dither
• Soft Couple and Lead Circuit Options

2
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
3INSTALLATION
Mount in a cabinet, en-
gine enclosure, or sealed
metal box.
Preferred vertical orienta-
tion allows for the draining
of uids in moist environ-
ments.
Avoid Extreme Heat
Dimensions:
in
[mm]
• An overspeed shutdown device, independent of the governor system, should be used 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 shuto󰀨
device, such as a fuel solenoid must be used.
When wiring ESD5500-II Series controllers:
1. Use shielded cable for all external connections to the ESD controller.
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 AWG or larger. Long cables require increased wire size to minimize voltage drops.
4. Magnetic speed sensors Terminals C and D must be twisted and or shielded for the entire length.
5. The gap between the speed sensor and the ring gear teeth should be smaller than 0.02 in [0.5 mm] usually backing out 3/4 turn after
touching ring gear teeth. Speed sensor voltage should be at lease 1 V AC RMS during cranking.
6. Terminal P is used to supply +10 V DC 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.
7. Do not over-tighten terminals. Torque to no greater than 9.0 in-lb ±2.5 [1.01 ±0.28 N∙m].
READ THIS ENTIRE GUIDE BEFORE PERFORMING AN INSTALLATION.

3
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
4WIRING
TERMINAL DEFINITION NOTES
A & B ACTUATOR (+/-) Use #16 (1.3mm sq) 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. [.51mm]
• Speed sensor voltage should be at least 1 V AC RMS during crank
E & F BATTERY POWER (-/+)
• Use #16 (1.3 mm sq) or larger wire
• A 15 A fuse must be installed in the positive battery lead to protect against reverse voltage (2)
• Battery positive (+) input is Terminal F
G GROUND SIGNAL Low current for switches & potentiometers
H JUMPER INPUT In some cases a jumper between Terminals H and G can be added for 12V systems with actuator
currents above 5 A.
J VARIABLE SPEED/ TRIM INPUT 0 - 5 k Ω Input
K & L DROOP SELECT Active when closed
M IDLE SELECT Close for Idle
N ACCESSORY INPUT (1) Load Sharing / Synchronizing Input 0 - 10 V Reverse Polarity
P ACCESSORY POWER SUPPLY 10 V Output, 20 mA MAX
RECOMMENDATIONS
1.
2.
Use shielded cable for all external connections to the ESD controller. One end of each shield, including the speed sensor shield, should be grounded to
a single point on the ESD case.
A 15 amp fuse must be installed in the positive battery lead. Protected against short circuit to actuator (shuts o󰀨 current to actuator), unit automatically
turns back on when short is removed.
CW
*SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER
WIRING OF ACTUATOR BASED ON BATTERY VOLTAGE
*
A B C D E F G H J L M N P
ACTUATOR PICK-UP BATTERY AUX
+10V
OUT
BATTERY
_+PWR
ON FUSE
15A MAX
SPEED TRIM
CONTROL - 5K
K
CLOSE FOR DROOP
CLOSE FOR IDLE
ACTUATOR
MAGNETIC
PICK-UP
DROOP IDLE
- +
ACCESSORY POWER
SUPPLY
ACCESSORY INPUT
3 LEDs indicate actuator voltage output, magnetic speed pickup
input signal, and battery. The Pickup LED illuminates solid
when more than 2 V AC is going to the terminal.
NOTE
ABCD
EF GHJLMN P
ACTUATORPICK-UP BATTERY
AUX
+10V
OUT
K
DROOP IDLE
- +
CAUTION
ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
OR SERVICING REFER TO
PRODUCT PUBLICATION.
Start
Fuel
Gain
Droop
Speed
Speed/Fuel
Ramp
Stability
Idle
1
2
3
4
5
ON
ON
ON
ON
ON
G
A
C
OVERNORS
MERICA
ORP.
MADE IN USA
Patent Pending
®
1. Lead Circuit
2. Soft Coupling
3. Low Current Act.
4. Dead Time Comp.
5. Dither
ESD5500 - II

4
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
6
7
8
9
ADJUSTMENTS BEFORE ENGINE STARTUP
START THE ENGINE
SPEED SETTING
START FUEL & IDLE ADJUSTMENT
The speed control unit governed speed setting is factory set at 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.
The 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.
Droop Idle
Speed
START FUEL ADJUSTMENT
1. Place the engine in idle by connecting Terminals M & G and placing the external selector switch in
the Idle position.
2. Adjust the Idle or operating speed for as low a speed setting as the application allows. (CCW turn
to lower speed)
3. Adjust the Start Fuel CCW until engine speed begins to fall. Increase the Start Fuel slightly so that
the idle speed is returned to the desired level.
4. Stop the engine.
IDLE SPEED SETTING
5. If idle is not set using the external selector switch as described in START FUEL ADJUSTMENT,
place the optional external selector switch in the Idle position.
6. The idle speed set point is increased by the clockwise rotation of the Idle adjustment control.
When the engine is at idle speed, the speed control unit applies droop to the speed controller to
ensure stable operation.
Gain Middle Position [50%]
Stability Middle Position [50%]
Speed Middle Position [50%]
Start Fuel Full CW (Maximum Fuel) [100%]
Speed/Fuel Ramp Full CCW (Fastest) [100%]
Set the following adjustments before starting the engine.
The Speed potentiometer is a 25 turn potentiometer
NOTE
Contact GAC with any questions on these settings.
[Factory setting]
5.000
(127)
Ø0.266
(7)
1.031
(26)
5.932
(151)
5.000
(127)
5.650
(144)
A B C D E F G H J L M N P
ACTUATOR PICK-UP BATTERY AUX
+10V
OUT
K
DROOP IDLE
- +
CAUTION
ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
OR SERVICING REFER TO
PRODUCT PUBLICATION.
Start
Fuel
Gain
Droop
Speed
Speed/Fuel
Ramp
Stability
Idle
1
2
3
4
5
ON
ON
ON
ON
ON
G
A
C
OVERNORS
MERICA
ORP.
MADE IN USA
Patent Pending
®
1. Lead Circuit
2. Soft Coupling
3. Low Current Act.
4. Dead Time Comp.
5. Dither
ESD5500 - II
5OTHER SETTINGS
DIP switches allow you to set the following settings on or o󰀨 as required.
These must be set prior to startup. These include [Factory setting]:
• 1 – Lead / Lag Circuit, adjusts for fast instability in the system [ON]
• 2 – Soft Coupling, eliminates fast erratic governor behavior caused by very
soft or worn couplings in the drive train between the engine and generator.
[OFF]
• 3 – Low Current Actuator, for use with light force/low current actuators
including T1 ATB, ALR/ALN, 100-, 103-, and 104-Series actuators. [OFF]
• 4 – Dead Time Compensation, adjusts for irregularity in engine speed
above and below 3Hz. [ON]
• 5 - Dither, reduces actuator sticking or increase stability in contaminated/
dirty environments. [OFF]
Start
Fuel
Droop Idle
Speed
Speed/Fuel
Ramp
Gain Stability
Start
Fuel
Droop Idle
Speed
Speed/Fuel
Ramp
Gain Stability
[Factory setting]

5
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
10 OPERATION
11 ADJUSTING FOR GAIN AND STABILITY
One of two methods of operation for the ESD5500-II may be now selected.
• Method 1: Start the engine and accelerate directly to the operating speed (Generator Sets, etc.).
• Method 2: Start the engine and maintain 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.
Once the engine is running at operating speed and at no load, the following governor performance adjustments can be made to increase
engine stability.
STABILITY ADJUSTMENT
PARAMETER PROCEDURE
A. Gain 1. Rotate the Gain adjustment clockwise until instability devel-
ops.
2. Then, 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.
B. Stability Follow the same adjustment procedure, steps 1 - 3, as the Gain
parameter.
Gain Stability
Start
Fuel
Speed/Fuel
Ramp
Start the engine and accelerate directly to the operating speed
METHOD 1
PROCEDURE
1. Remove the connection between Terminals M and G.
2. Start the engine and adjust the Speed/Fuel Ramp for the least smoke during
acceleration to rated speed and to prevent overshoot
3. If the starting smoke is excessive, adjust the Start Fuel slightly CCW.
4. If the starting time is too long, adjust the Start Fuel slightly CW.
Start the engine and maintain at an idle speed for a period of time prior to accelerating to the operating speed.
METHOD 2
PROCEDURE
1. Replace the connection between Terminals M and G with a switch, usually an
oil pressure switch or toggle switch.
2. Start the engine.
3. If the starting smoke is excessive, the Start Fuel may need to be adjusted
slightly CCW.
4. If the starting time is too long, the Starting Fuel may need to be adjusted
slightly CW.
5. When the switch opens, adjust the Speed Ramping for the least amount
of smoke when accelerating from idle speed to rated speed or to prevent
overshoot.
Idle speed must be set below operating speed.
NOTE
Normally, adjustments made at no load achieve
satisfactory performance. If further performance im-
provements are required, refer to Section 11, SYS-
TEM TROUBLESHOOTING.
NOTE

6
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
12 ADDITIONAL FEATURES & OPTIONAL WIRING
Droop Idle
Speed
SPEED RANGE POTENTIOMETER
VALUE
900 Hz 540 RPM 1 K
2400 Hz 1440 RPM 5 K
3000 Hz 1800 RPM 10 K
3500 Hz 2100 RPM 25 K
3700 Hz 2220 RPM 50 K
NOTE
RPM values shown are for 100 teeth ywheel
MPU Signal (Hz) = RPM x Flywheel Teeth
TABLE 1
60 s
G J K L
CW
*
* Select proper potentiometer
value from Table 1
POTENTIOMETER WIRING
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.
Though a wide range of droop is available with internal control, droop level requirements of 10% are unusual. If droop levels experienced are
higher or lower than those required, contact GAC for assistance.
1. Terminal N is sensitive. Accessory connections must be shielded.
2. When an accessory is connected to Terminal N, speed will de-
crease and speed adjustment must be reset.
3. 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).
4. If the auto synchronizer is used alone, not in conjunction with a load
sharing module, a 3 ohm resistor should be connected between Termi-
nals N and P. This is required to match the voltage levels between the
speed control unit and the synchronizer.
A short circuit on Terminal N can damage the
speed control unit.
Never jumper Terminal P directly to Terminal N.
Droop is typically used for paralleling engine-driven generators. When in droop
operation, the engine speed will decrease as engine load increases. The per-
centage of droop is based on the actuator current change from no engine load
to full load. Factory setting for Droop is 0%.
To set droop:
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.
The AUX Terminal N accepts input signals from load sharing units, auto synchronizers, and other governor system accessories, GAC acces-
sories are directly connected to this terminal.
The following apply when using the accessory input:
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.
SPEED DROOP OPERATION
ACCESSORY INPUT
ACCESSORY SUPPLY
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. (TABLE 1)
If the exact range cannot be found, select the next higher range potenti-
ometer.
Place an additional xed resistor across the potentiometer to obtain the
exact desired range. Connect the speed range potentiometer using
Terminals G and J.
To maintain engine stability at the minimum speed set-
ting, 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.
WIDE RANGE REMOTE VARIABLE SPEED OPERATION

7
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
13 SYSTEM TROUBLESHOOTING
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 actuator
publication for testing procedure on the actuator.
SYSTEM INOPERATIVE
INSTABILITY
STEP WIRES NORMAL READING PROBABLE CAUSE OF
ABNORMAL READING
1 F(+) & E(-)
Battery Supply
Voltage
(12 or 24 V DC)
• DC battery power not connected. Check for blown fuse, switch o󰀨 power.
• Low battery voltage
• Wiring error
2 C(+) & D(-) 1.0 V AC RMS min.
while cranking
• Gap between speed sensor and gear teeth too great. Check Gap.
• Improper or defective wiring to the speed sensor. Resistance between Terminals D & C should be 160 to
1200 Ω. See specic mag pickup data for resistance.
• Defective speed sensor.
3 P(+) & G(-) 10 V DC, Internal
Supply
• Short on Terminal P
• Defective speed control unit
4F(+) & A(-) 1.0 - 2.0 V DC while
cranking
• Speed parameter set too low
• Short/open in actuator wiring
• Defective speed control
• Defective actuator, see Actuator Troubleshooting
INSTABILITY SYMPTOM PROBABLE CAUSE OF ABNORMAL READING
Fast Periodic
The engine seems to jitter
with a 3Hz or faster
irregularity of speed
• Make sure switch 1 Lead Circuit is set OFF.
• Readjust the Gain and Stability for optimum control.
• Turn o󰀨 other electrical equipment that may be causing interference.
• Turn switch 5 Dither on/o󰀨.
Slow Periodic An irregularity of speed
below 3 Hz
• Readjust the Gain and Stability
• Adjust the Dead Time Comp by setting switch 4 to ON.
• Check fuel system linkage during engine operation for:
• binding
• high friction
• poor linkage
• Turn switch 5 Dither on/o󰀨.
Non-Periodic Erratic engine behavior
• Increasing the Gain should reduce the instability but not totally correct it.
• If this is the case, there is most likely a problem with the engine itself.
• Check for:
• engine mis-rings
• erratic fuel system
• load changes on the generator set
• voltage regulator
• If throttle is slightly erratic, but performance is fast, then move switch 1 Lead Circuit to the OFF position.
• Turn switch 5 Dither on/o󰀨.
SYSTEM INOPERATIVE

8
Governors America Corp. © 2021 Copyright All Rights Reserved
ESD5500-II Fusion Series Speed Control Unit 1-2020-A4 PIB2180
UNSATISFACTORY PERFORMANCE
SYMPTOM NORMAL READING PROBABLE CAUSE OF ABNORMAL READING
Engine Overspeeds
Do Not Crank. Apply DC power to the governor
system.
• After the actuator goes to full fuel, disconnect the speed sensor
at Terminals C and D.
• If the actuator is still at full fuel-speed then speed control unit is
defective.
• If the actuator is at minimum fuel position and there exists an
erroneous position signal, then check speed sensor cable.
Manually hold the engine at the desired running
speed. Measure the DC voltage between Termi-
nals A(-) & F(+) on the speed control unit.
If the voltage reading is 1.0 to 1.5 V DC:
a. Speed adjustment is set above desired speed
b. Defective speed control unit
If voltage reading is above 1.5 V DC then check for:
a. actuator binding
b. linkage binding
If the voltage reading is below 0.8 V DC:
a. Defective speed control unit
Actuator does not energize
fully
Measure the voltage at the battery while crank-
ing.
If the voltage is less than:
a. 7 V for a 12 V DC system, or
b. 14 V for a 24 V DC system, Then:
Check or replace battery.
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
Engine remains below de-
sired governed speed
Measure the actuator output, Terminals A and 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
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 1.0 V
RMS speed sensor signal. A speed sensor signal of 3 V AC 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.
13 SYSTEM TROUBLESHOOTING - CONTINUED