Governors America ESD5500E Series User manual

ENGINE
GOVERNING
SYSTEM
ESD5500E 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 speed control unit is rugged enough to be placed in
a control cabinet or engine mounted enclosure with other
dedicated control equipment. If water, mist, or condensation
may come in contact with the controller, it should be mount-
ed 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 1. Ac-
tuator and battery connections to Terminals A, B, E, and F
should be #16 AWG (1.3 mm sq.) or larger. Long cables re-
quire 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 wires connected to Terminals C and
D MUST BE TWISTED AND/OR SHIELDED for their en-
tire length. The speed sensor cable shield should ideally
be connected as shown in Diagram 1. 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.
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 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
rotation of the SPEED adjustment control. Remote speed
adjustment can be obtained with 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 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 counter-
clockwise 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
improvements are required, refer below to the SYSTEM
TROUBLESHOOTING section.
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 & 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
⚠WARNING
An overspeed shutdown device, independent of
the governor system, should be provided to pre-
vent loss of engine control, which may cause per-
sonal injury or equipment damage. Do not rely
exclusively on the governor system electric ac-
tuator to prevent overspeed. A secondary shutoff
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
PIB1002E B
that the idle speed is returned to the desired level.
4. Stop the engine.
One of two methods of operation for the ESD5500E may
now selected.
Method 1: Start the engine and accelerate directly to the
operating speed (Generator 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 & G. Start
the engine and adjust the SPEED RAMPING for the least
smoke on acceleration from idle to rated speed. If the start-
ing 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 & 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.
Idle Speed Setting
If the IDLE speed setting was not adjusted as detailed in “Start-
ing Fuel Adjustment” section, then 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.
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 engines
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 resister should be connected
between Terminals N and P. This is required to match the volt-
age 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 voIt 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 ref-
erence 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 ESD5500E 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 corresponding po-
tentiometer value. (Refer to TABLE 1) If the exact range cannot
be found, select the next higher range potentiometer. An ad-
ditional fixed resistor may be placed across the potentiometer
to obtain the exact desired range. Connect the speed range
potentiometer as shown in Potentiometer Wiring (Diagram 1).
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 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.
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

This document is subject to change without notice.
Caution: None of GAC products are flight certified controls including this item.
3
PIB1002E B
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 units sensitive circuits from moder-
ate external interfering sources.
Although it is difficult to predict levels of interference, applica-
tions that include magnetos, 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 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.
Switch C1 controls the “Lead Circuit” found in the ESD5500E.
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 ES-
D5500E 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 posi-
tion 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 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, plac-
ing switch C1 in the “OFF” position will reduce the speed
control unit’s sensitivity to high frequency signals. Readjust
the GAIN and STABILITY 1or optimum control. Should in-
stability 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. Interference from powerful electrical sig-
nals 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 loca-
tions are illustrated in Diagram 1. 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, move switch C1 to
the “OFF” position. This 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
PIB1002E B
SYSTEM 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 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
(12,24 or 32 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 1.5 VDC,
a) SPEED adjustment set above desired speed
b) Defective speed control unit.
2. If the voltage reading is above 1.5 VDC, actuator or
linkage binding.
3. Set point of overspeed shutdown device set too low.
4. If the voltage reading is below 0.8 VDC, defective speed
control unit.
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, Replace the battery if weak or
undersized.
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.
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
PIB1002E B
DIAGRAM 1 SYSTEM WIRING AND OUTLINE
5.000 (127)
Ø0.266
(6,6)
CW
*SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER
WIRING OF ACTUATOR BASED ON BATTERY VOLTAGE
1.031
(26)
*
OPTIONAL ACTUATOR
CABLE SHIELDING TO
MEET CE DIRECTIVE
5.750
(146)
5.000
(127)
5.500
(140)
ABCDEFGH JLMN P
ACTUATOR
PICK-UP
BATTERY AUX 10V
OUTPUT
C1 OFF
ON
LEAD CIRCUIT
OFF
ON C2
SOFT COUPLING
BATTERY
_+S1
FUSE
15A MAX
GROUND REFERENCE
ADD JUMPER FOR 12V
BATTERY OR ACTUATOR
CURRENTS ABOVE 5A
SPEED TRIM
CONTROL - 5K
K
CLOSE FOR DROOP
CLOSE FOR IDLE
ACTUATOR
MAGNETIC
PICK-UP
DROOP IDLE
- +
CAUTION
ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
OR SERVICING REFER TO
PRODUCT PUBLICATION.
SPEED CONTROL UNIT
ACCESSORY POWER
SUPPLY
ACCESSORY INPUT
DROOP
IDLE
SPEED
E3
GAIN
STABILITY
SWITCH
PROFILE
SPEED
RAMPING
STARTING
FUEL
E2
E1
DEAD TIME
COMPENSATION
JUMPER
S/N :
MODEL:
GAC
OVERNORS
MERICA
ORP.
MADE IN AGAWAM, MA U.S.A.
ESD5500E
WD554
*
cw
G J K L
POTENTIOMETER WIRING
*Select proper potentiometer
value from Table 1

This document is subject to change without notice.
Caution: None of GAC products are flight certified controls including this item.
6
PIB1002E B
SPECIFICATIONS
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
ESD5500E 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
*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. See droop description for specific details on operation of droop ranges. When used with the ADC100 actuator the droop percentage will he 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.
PERFORMANCE
Isochronous Operation…................................................… ±0.25 % or better
Speed Range /Governor...........................................1K - 7.5K Hz Continuous
Speed Drift with Temperature……....……...........................… ±1% Maximum
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 1.0A change
Droop Adj. Min. (K-L Jumpered)...................15 Hz., ±75 Hz Per 1.0A change
Speed Trim Range....................................…...…………………...…± 200 Hz
Remote Variable Speed Range......................500-7.5K Hz or any part thereof
Terminal Sensitivity
J........................................100 Hz., ±15 Hz/Volt @ 5.0 K Impedance
L.........................................735 Hz., ±60 Hz/Volt @ 65 K Impedance
N..........................................148 Hz., ±10 Hz/Volt 1 Meg Impedance
P.........................................................10 VDC Supply @ 20 mA Max
ENVIRONMENTAL
Ambient Operating Temperature Range......-40° to +180°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.....................50 Continuous mA plus actuator current
Speed Signal Range..................................................................0.5-50 VAC
Actuator Current Range @ 77°F (25°C) - (Inductive Load).........Min. 2.5
Max 10 Amps Continuous***
Speed Sensor Signal......................................................0.5-120 Volts RMS
RELIABILITY
Vibration…………….............................................................1G @ 20-100 Hz
Testing...................................................................100% Functionally Tested
PHYSICAL
Dimensions…………..….......See DIAGRAM.1, Wiring Diagram and Outline
Weight………………………………………………...…...........1.2 lb.(0.544 kg)
Mounting...........................……………………Any Position, vertical preferred
COMPLIANCE / STANDARDS
Agency…...........................................................................CE Requirements