Governors America ESD5300 Series User manual

1
ESD5300 Series
Speed Control Unit
2
1SPECIFICATIONS
PERFORMANCE
Isochronous Operation ± 0.25%
Speed Range / Governor 1.0 - 7.5 KHz Continuous
Speed Drift with Temperature ± 1% Maximum
Idle Speed Adjust Range 25 - 85% of rated speed
Droop Range 0 - 5% for a 1.5 A actuator current change
Speed Trim Range ± 200 Hz
Remote Variable Speed
Range
Accel. Adjustment 266 Hz/sec - 1300 Hz/
sec
Decel. Adjustment 250 Hz/sec - 1000 Hz/
sec
Starting Fuel Adjustment
0.0 - 1.5 A
0.3 - 5.0 A
120, 175, 225, 275 Actuators / SW2-7 “OFF”
(24 Volt Only) 2001 Actuator / SW2-7 “ON”
Overspeed Set Point 2330 Hz - 8500 Hz
Crank Termination Set Point 200 Hz - 2050 Hz
Terminal Sensitivity
H
M
K
N
105 Hz, ±15 Hz/Volt @ 5 K Impedance
130 Hz, ±15 Hz/Volt @ 1 M Impedance
685 Hz, ±40 Hz/Volt @ 326 K Impedance
1000 Hz, ±50 Hz/Volt @ 8 K Impedance
INPUT / OUTPUT
Supply 24 VDC Battery Systems
(Transient and Reverse Voltage Protected)
Maximum Continuous Supply 32 Volts
Polarity Negative Ground (Case Isolated)
Power Consumption 100 mA (no actuator current)
Speed Signal Range 1.0 - 50 VAC
Maximum Actuator Current 15 A
Maximum Current, Relay Contact
(Terminals 1 - 6) Rating 6 A
Chopping Frequency Range 60 - 380 Hz
ENVIRONMENTAL
Ambient Temperature -40° to 85°C (-40 to 185°F)
Relative Humidity up to 95%
All Surface Finishes Fungus Proof and Corrosion Resistant
COMPLIANCE / STANDARDS
Agency CE and RoHS Requirements
PHYSICAL
Dimension See Section 4 “Outline & Wiring Diagram”
Weight 3 lb
Mounting Any position, Vertical Preferred
RELIABILITY
Vibration 1G, 20-100 Hz
Shock 10 G (11ms)
Testing 100% Functional Testing
© 2019 Copyright All Rights Reserved
ESD5300 Speed Control Unit 01.04.19 PIB 1041 G
INSTALLATION
The ESD5300 speed control unit is rugged enough to be placed in a control
cabinet or engine mounted enclosure with other dedicated control equipment.
The circuit board is conformally coated to seal out moisture and resist vibration.
If water, mist or condensation can come in contact with the controller, it should
be mounted vertically. This will allow any accumulated fluids to drain away from
the speed control unit.
WIRING
W
IRING
3
3
TERMINAL DEFINITION NOTES
A & B Actuator (+/-) #14 AWG wire
C & D Battery Power
(-/+)
#14 AWG wire
A 20 amp fuse must be installed in the
positive battery lead to protect against
any overload or short circuit
Battery positive (+) input is Terminal D
E & F
Magnetic
Pickup
(- 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.
(0.45mm)
Speed sensor voltage should be at least 1.0
VAC RMS during crank
G Ground Signal
H Frequency Trim Shielded cable required for lengths over 15
ft (5 m) & connected to Terminal G
TERMINAL DEFINITION NOTES
L & R Gain 1 & Gain 2 Gain 1 when open / Gain 2 when closed
M Aux Input Load Sharing / Synchronizing, Ground at
Terminal G
N & P Idle Active when closed
RECOMMENDATIONS
1.
2.
Shielded cable should be used for all external connections to the ESD
control.
One end of each shield, including the speed sensor shield, should be
grounded to a single point on the ESD case.

2
S/N :
MODEL:
GAC
OVER NORS
MERICA
ORP.
MADE IN AGAWAM, MA U.S.A.
CAUTION
ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
OR SERVICING, REFER TO
PRODUCT PUBLICATION
SPEED CONTROL UNIT
ESD5300
A B C D E F G H
TEST
RESET
ACTUATOR
AUX
TRIM
10V
BATTERY
PICK-UP
24V
_
+
FREQ
J K L M N P R
DROOP
SPEED
OVERSPEED
1 2 3 4 5 6
CRANK
TERMINATION
STABILITY
SW2
SW1
STARTING
FUEL
IDLE
CRANK
TERMINATION
SW2 SWITCHES
C1
C2
ON LEAD-LAG ON
OFF LEAD-LAG OFF
OFF STANDARD DRIVE TRAIN
ON RESONANT DRIVE TRAIN
SW1 SWITCHES
GROUND
FUEL
RAMP
OVERSPEED
IDLE
DROOP
1 - 4 DEAD TIME COMP
5 - 8 ACTUATOR CONFIG
GAIN 1
GAIN 2
SPEED RAMP
DECEL ACCEL
OPTIONAL
CLOSE FOR DROOP
GAIN SELECT
SW2
SW1
C1 C2
MAGNETIC
SPEED
PICK-UP
S1
BATTERY
+
_
20A
ACTUATOR 10V ACCESSORY
SUPPLY (40 mA MAX)
CLOSE TO IDLE
1 2 3 4
5 6 7 8
1234
O
N
F
F
O
5 6 7 8
CAUTION
SW2 SWITCHES 5 - 8 MUST BE SET
TO MATCH THE ACTUATOR BEING
USED IN THE APPLICATION
E3 E2
AUXILIARY INPUT
- LOAD SHARING AND /OR
SYNCHRONIZER
WIDE RANGE
SPEED CONTROL
FREQUENCY
TRIM - 5K
0 - 10V DC
VOLTAGE
R VALUE SETS
MAX SPEED
GAIN 1
GAIN 2
GAIN 2 GAIN 1
CF ADJ.
1 2
O
N
F
F
O
1 2
ON
10.281
6.000
9.000
1.250
6.125
Ø0.281
(31,8)
(7,1)
(261,1)
(228,6)
(152,4)
(155,6)
6.625
(168,3)
OUTLINE / WIRING DIAGRAM
O
UTLINE
/
WIRING DIAGRA
M
4
PRE-START SETUP
5
5
Preset the adjustments. Check to see that the GAIN, STABILITY, and External
Frequency Trim (if used) are set to their mid positions. Also check to see that
the STARTING FUEL adjustment is set to “100” initially.
Dip Switches SW2-5, SW2-6, and SW2-7 must be set in their
proper position before starting the engine. See the following ta-
ble for normal switch position.
CAUTION
DIP SWITCHES
ROW SWITCH FUNCTION NORMAL POSITION
SW1 C1 Lead Lag Circuit OFF
C2 Soft Coupling OFF
When switch C2 is ON, the Soft Coupling feature is enabled.
NOTE
ROW SWITCH FUNCTION NORMAL POSITION
SW2
1 DTC 8X OFF
2 DTC 4X OFF
3 DTC 2X OFF
4 DTC 1X OFF
5
(adjust with en-
gine stopped)
Speed Loop
Gain 4X
For Actuator
Series
120, 225, 175, 275
= ON
335, 2001 = OFF
6
Act Loop Gain
(7AMax)
(15A MAX)
For Actuator
Series
120, 225, 175, 275
=ON
335, 2001 = OFF
7
Act Loop Gain
(7A Max)
(15A MAX)
For Actuator
Series
120, 225, 175, 275
= OFF
335, 2001 = ON
8Added DTC 11 mSec
65 mSec
For Actuator
Series
120, 225, 175, 275
= OFF
335, 2001 = ON
All other Dip SW2 switches (1-4) should be set for optimum engine performance
as per instructions provided. The factory speed setting for the controller is 1400
Hz or approximately at idle speed. The crank termination is set very low initially.
An overspeed shut down device, independent of the governor
system, should be provided to prevent loss of engine control,
which may cause personal injury or equipment damage.
WARNING
ESD5300 Speed Control Unit 01.04.19 PIB 1041 G
© 2019 Copyright All Rights Reserved

3
A strip chart recorder can be used to further optimize the adjustments.
If further performance improvements are required, refer to Section (8) SYS-
TEM TROUBLESHOOTING.
© 2019 Copyright All Rights Reserved
ESD5300 Speed Control Unit 01.04.19 PIB 1041 G
8ADJUSTMENTS
Once the engine is running at operating speed and at no load, the following
governor performance adjustment can be made to increase engine stability.
PARAMETER ADJUSTMENT PROCEDURE
P
(GAIN)
1.
2.
3.
4.
Rotate the GAIN adjustments CW until instability develops.
Then, gradually move the adjustment CCW until stability
returns.
Finally, Move the adjustment one division further CCW to
insure stable performance.
If instability persists, adjust the next parameter.
I
(STABILITY)
1.
2.
Follow the same adjustment procedure as the P parameter
using the Stability potentiometer.
If instability persists, adjust the next parameter.
D
(DEADTIME)
1. Follow the instability procedure in Section (8) SYSTEM
TROUBLE SHOOTING.
NOTE
6START THE ENGINE
If the cranking termination occurs too quickly, preventing the engine from start-
ing, turn the crank termination adjustment CW. The actuator should snap to
full fuel until the engine starts and runs at a low idle setting. Adjust the SPEED
setting CW for the desired operating speed.
If the IDLE speed adjustment is set too low, the engine may nev-
er exceed the crank termination point, possibly causing starter
damage.
Should the engine be unstable, turn the GAIN and STABILITY adjustments
CCW until the engine is stable. If the system remains unstable or not operating
properly, refer to the SECTION 10 SYSTEM TROUBLESHOOTING.
CAUTION
7GOVERNOR SPEED SETTING
The governed speed set point is increased by clockwise rotation of the SPEED
adjustment pot. Remote speed adjustment can be obtained with an optional 5K
Frequency Trim Control. (See Section 4 WIRING DIAGRAM)
ADDITIONAL FEATURES
9
9
Many applications require a flexible coupling between the engine and its load.
This can take the form of a soft rubber segmented coupling or a drive shaft
which behaves as a natural spring. The reasons such couplings are used is for
alignment purposes, torsional considerations, or because of the excess length
of the drive shaft has a natural spring effect. In any case, the drive train can act
as a resonant device causing variable loads at a cylindrical rate to be impressed
on the engine and its flywheel. Such variations sometimes occur at a frequency
that the governor responds to very well.
This can cause excessive throttle movement at the same frequency as the reso-
nance. The ESD5300 speed control unit has a special circuit that minimizes the
offset on the resonances on the governor.
If the system exhibits these characteristics, turn ON SW1, C2 to activate this
feature. Readjust the control system per the above procedure and the result
should be a significant reduction in throttle dither. Because the governor does
not respond to the resonance any longer does not mean the resonance is not
still present in the drive train.
SOFT COUPLING / RESONANT DRIVE TRAINS
IDLE AND RAMP SETTING
Close the IDLE switch connecting Terminals N and P. This will cause the engine
to slow to an idle speed. Adjust the IDLE setting for desired idle speed.
Open the IDLE switch between Terminals N and P. The engine will start accel-
erating toward rated speed. Adjustment of the ACCEL control will allow the en-
gine to accelerate with just enough fuel to bring the system to operating speed
with lowest emissions. The desired acceleration and deceleration rates can be
achieved by manipulating the ACCEL and DECEL adjustments. Cycle the IDLE
switch after each ACCEL or DECEL adjustment change until the desired results
are achieved. It is suggested to use an oil pressure switch to operate these con-
tacts. Open N and P and the engine speed will decelerate at a rate set by the
DECEL control CW is faster for both ACCEL and DECEL functions.
SPEED DROOP OPERATION
If droop operation is desired (speed setting reduces with increased engine
load), close the switch contact across Terminals J and K. Rotate the DROOP
adjustment CW to increase the droop percentage “0” setting (Full CCW) = Zero
droop. 100 = maximum droop.
STARTING FUEL ADJUSTMENT
Turn the STARTING FUEL RAMPING to minimum CCW position (0). Crank
the engine and quickly rotate the starting fuel adjustment to CW until the en-
gine starts without excess smoke. Repeat several times to find the best setting.
Some engines require large amounts of fuel to start but most modern engines
respond to limiting fuel during cranking. Once the engine starts repeatedly in
a satisfactory manner, adjust the Fuel Ramping adjustment CW so the engine
accelerates to rated speed quickly, without excess smoke. The acceleration ad-
justment may be set to the fastest positions if start fuel ramping is not desired.
The ESD5340 has an advanced startup circuit that adjusts crank-
ing fuel for faster startups.
NOTE
INTERNAL SPEED RAMPING FUNCTION
Each time the ESD5300 is started the speed ramping function operates by tak-
ing control of the engine at near idle position and automatically raises the engine
speed until the speed set point is reached. The acceleration time is controlled by
the acceleration control. If the idle switch is then closed, the speed will deceler-
ate at the rate set by the deceleration adjustment control.
During these ramping periods, the speed control has a small amount of droop
added to attain stability at low engine speeds. The droop is eliminated once
rated speed is reached unless droop is added by closing the switch at J and K
terminals.
The internal ramp generator can also be used for wide range variable speed ap-
plications. Connecting a 0-10 VDC variable voltage to terminal “N” with respect
to terminal “G” will provide a means to achieve variable speed governing. To
calibrate the speed range, either limit the voltage to a level which provides the
desired range with an external potentiometer or add resistance in series with
terminal N as shown in the diagram.
DUAL GAIN FEATURE
The ESD5300 can operate with two distinct gain settings. The two gain adjust-
ments, Gain 1 and Gain 2 are independent adjustments. With the connection
from R and L “Open,” the Gain 1 adjustment is in operation. With a connection
from R to L “Closed”, Gain 2 is in operation. Switching between the two gain
settings should have an imperceptible difference in speed change. The dual
gain function is especially useful for engines, which exhibit different character-
istics under different situations. An engine may run very stable at high speeds
and less stable at lower speeds. Setting a single gain control for the lower
speeds then yields less than an optimum setting at the higher speeds. A simple
switch can be toggled for low or high speed operation. Additionally in gaseous
fuel engine applications where the quality or type of gas is changed, the two
gain settings can be used to idealize the governor for each type of fuel.
For cold engine instability, a temperature-sensing switch can reset the gover-
nor’s gain once the engine has reached a normal operating temperature.
These are some examples where the ESD5300 can be used to provide more
optimum control of dynamic engine characteristics while providing the best of
governing control.
ADJUSTABLE CHOPPING FREQUENCY
The actuator chopping frequency can be varied using the potentiometer labeled
‘CF ADJ’. This chopping frequency applied to the actuator provides an addition-
al stability enhancement as the “dither” shakes the actuator to overcome static
friction and insure its immediate response.

4© 2019 Copyright All Rights Reserved
ESD5300 Speed Control Unit 01.04.19 PIB 1041 G
OVERSPEED MONITOR
The overspeed monitor circuit trip point is set by the multi-turn potentiometer.
This is normally set by raising the engine speed to the specific trip point speed
and turning the adjustment CCW until the O.S. circuit turns ON (Red LED). This
will also turn off the actuator output circuit and change the state of the internal
relay contacts at terminals 1, 2, 3. To reset the O.S. circuit, push the “Reset”
switch through the hole provided or recycle the DC power to the unit. The “Test”
switch will reduce the O.S. setting about 20%. If the engine is running at rated
speed and the test button is pushed the O.S. monitor circuit should trip.
The relay contacts at terminals 1, 2, 3 should be used to turn OFF the engine, ei-
ther fuel or air. Do not rely on time control to turn “OFF” the actuator as a means
of shutting off the engine. A fault could have occurred in the actuator, linkage,
cables, etc. which the ESD5300 does not control.
CRANK TERMINATION
When no power is applied to the ESD5300, the crank relay contacts Terminals 5
and 6 are normally closed. As the speed increases, the internal relay will change
state and the green LED will light. The speed setting at which this occurs is deter-
mined by the multi turn speed setting potentiometer. CW adjustment will increase
the speed at which this transition takes place. Once the circuit has tripped, the
crank termination circuit will remain tripped until DC power is removed from the
unit. This will reset the function.
ACCESSORY INPUT
The AUXiliary input, Terminal M. directly accepts output signals from GAC Load
Sharing units, Auto Synchronizers and other governor system accessories. Con-
sult the applicable GAC publications for details. It is recommended that this con-
nection from accessories be a shielded cable as it is a sensitive input terminal.
If the GAC Auto Synchronizer is used alone, not in conjunction with
a Load Sharing Module, a resistor must be installed between Termi-
nals M and L. If a frequency trim potentiometer is also used, the resistor should
be 910K ohms. If no frequency trim is used, the resistor should be 1.2M ohms.
This is required to match the voltage levels between the ESD5300 speed control-
ler and the synchronizer.
ACCESSORY SUPPLY
NOTE
The +10 Volt regulated supply, Terminal L, can be utilized to provide power to
GAC governor system accessories. Up to 40 mA of current can be drawn from
this supply. The ground reference for this supply is Terminal G.
FINAL SPEED SETTING
After the Droop, Frequency Trim, and/or accessory inputs have been connect-
ed, readjust the operating SPEED and IDLE.
10 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 3. Positive (+) and
negative (-) refer to meter polarity. Should normal values be indicated during
troubleshooting steps, 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.
HertzMAG PICKUP = (RPM x #Teeth)
60sec RPM = (HertzMAG PICKUP x 60sec)
#Teeth
Conversion Formulas
STEP WIRES NORMAL
READING
PROBABLE CAUSE OF
ABNORMAL READING
1 D(+)&C(-) Battery
Supply
Voltage
1.
2.
3.
DC battery power not connected. Check for
blown fuse
Low battery voltage
Wiring error
2 E & F 1.0 VAC RMS
min. while
cranking
1.
2.
3.
Gap between speed sensor and gear teeth
too great. Check Gap
Improper or defective wiring to the speed
sensor. Resistance between 3 and Ground
should be 160 to 1200 ohms. See specific
mag pickup data for resistance.
Defective speed sensor.
3 L(+)&G(-) 10 VDC,
Internal
Supply
1.
2.
Short on Terminal P. ( This will cause a
defective unit)
Defective speed control unit
4 A(+)&C(-) 2.0 V less
than bettery
voltage while
cranking
1.
2.
3.
4.
5.
6.
Starting FUEL LIMIT set too low.
IDLE set too low.
SPEED adjustment set too low.
Wiring error to the actuator.
Defective speed control.
Defective actuator.
INSTABILLITY
INSTABILITY SYMPTOM PROBABLE CAUSE OF
ABNORMAL READING
Fast Instability An irregular-
ity of speed
above 3Hz.
(Perceived
as a jitter)
1.
2.
3.
Set SW1 C1 to OFF (Lead/Lag) and/or set
SW2 switches 1,2, and 3 to ON (DTC). If insta-
bility continues then:
Set SW1 C2 (Soft Coupling Filter) to ON. If
instability continues then:
Turn off battery changers or other electrical
equipment to see if the symptom disappears.
Slow Periodic An irregular-
ity of speed
below 3Hz.
(Sometimes
severe)
1.
2.
Set SW1 C1 (Lead/Lag) to ON. If instability
continues then:
Set SW2 switches (DTC) to the ON/OFF
positions in the sequential order described in
the next table.
For slow instability use the SLOW INSTABILITY SEQUENCE and for fast in-
stability use the FAST INSTABILITY SEQUENCE. Start by setting the switches
to reflect Sequence 1. If instability persists, adjust the switches to reflect Se-
quence 2. Continue through each sequence until instability stops.

5
If unsuccessful in solving instability, contact GAC for assistance.
[e-mail] 413-786-5600
Non-Periodic Erratic Engine
Behavior
1. Increasing the GAIN should reduce the
instability but not totaly correct it. If in-
creasing the gain reduces the irregularity,
the problem is probably with the engine.
Higher gain allows the governor to respond
faster and correct for the disturbance. Look
for engine misfirings, erratic fuel system,
load changes on the engine generator set,
or voltage regulator irregularities.
SW2 SWITCH SETTINGS FOR INSTABILITY
SLOW INSTABILITY
SEQUENCE SW2-1 SW2-2 SW2-3 SW2-4 FAST INSTABILITY
SEQUENCE
1ON ON ON ON 16
2ON ON ON OFF 15
3ON ON OFF ON 14
4ON ON OFF OFF 13
5ON OFF ON ON 12
6ON OFF ON OFF 11
7ON OFF OFF ON 10
8ON OFF OFF OFF 9
9 OFF ON ON ON 8
10 OFF ON ON OFF 7
11 OFF ON OFF ON 6
12 OFF ON OFF OFF 5
13 OFF OFF ON ON 4
14 OFF OFF ON OFF 3
15 OFF OFF OFF ON 2
16 OFF OFF OFF OFF 1
Slow Periodic
(continued)
An irregularity of
speed below 3Hz.
(Sometimes severe)
3.
4.
If slow stability is unaffected by the
explained procedure above, add a small
amount of droop.
Additional Dead Time Control can be
added by connecting a capacitor across
the two posts below the ACCEL/DECEL
adjustments. The postitive side (+) of the
cap is to be connected to E3. 20 MFD and
above should be used.
The speed control unit will govern well with 1.0 VAC RMS speed sensor signal.
A speed sensor signal of 3 volts RMS or greater at governed speed is recom-
mended. A strong magnetic speed sensor signal will eliminate the possibility of
missed or extra pulses. 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.
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 filters and shielding designed to protect
the units sensitive circuits from moderate external interfering sources.
Although it is difficult to predict levels of interference, applications that include
magnets, 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 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 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 interconnect-
ing wiring to the governor system electronics. Shielded cables and installing
filters are common 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
INSUFFICIENT MAGNETIC SPEED SIGNAL
ELECTROMAGNETIC COMPATIBILLY (EMC)
© 2019 Copyright All Rights Reserved
ESD5300 Speed Control Unit 01.04.19 PIB 1041 G