Instability Insufficient Magnetic Speed Signal

ESD2200 Series G OVERNORS 5 GOVERNOR SPEED SETTINGTHE EDG

A MERICA
PROBABLE CAUSE OF A strong magnetic speed sensor signal will eliminate the possibility of missed or ex-
ISO 9001
CERTIFIED
Speed Control Unit C ORP.
R The governed speed set point is in-
creased by clockwise rotation of the
INSTABILITY SYMPTOM
ABNORMAL READING
tra pulses. The speed control unit will govern well with 0.5 volts RMS speed sensor
signal. A speed sensor signal of 3 VAC or greater at governed speed is recommend-
SPEED adjustment control. Remote Fast Periodic The engine 1. Remove the E1 to E2 jumper. Readjust ed. Measurement of the signal is made at Terminals C and D.
1 INSTALLATION speed adjustment can be obtained with
an optional 5K Speed Trim Control.
seems to jitter
with a 3Hz or
GAIN and Stability afterward.
The amplitude of the speed sensor signal can be raised by reducing the gap be-
faster irregularity 2. Jumper between E4 and E5 may be tween the speed sensor tip and the engine ring gear. The gap should not be any
See Section 9 for more dimensions E4 of speed. removed to further stabilize the system. smaller than 0.020 in (0.45 mm). When the engine is stopped, back the speed sen-
SPEED GAIN
Dimensions in (mm) 3. Turn off other electrical equipment that sor out by 3/4 turn after touching the ring gear tooth to achieve a satisfactory air gap.
Vertical orientation
allows fluids to drain
E5 STABILITY may be causing interference.
4.62
in moist environ- (117)
Slow Periodic An irregularity of 1. Readjust the GAIN and STABILITY
ments. 3.97
(101)
0.62
(16)
6 ADJUSTING FOR STABILITY speed below 3Hz. 8 SPECIFICATIONS
2. Adjust the DEAD TIME COMPENSATION
by adding a capacitor from posts E2 to
Mount in a cabinet, nce the engine is running at operating speed and at no load, the following governor
O E3 (negative on E2). Start with 10 mfds.
engine enclosure, or PERFORMANCE
performance adjustments can be made to increase engine stability. and increase until instability is eliminated.
sealed metal box. 2.50 Isochronous Operation ± 0.25% or better
(64) 4.00
(102) 3. Check fuel system linkage during engine
Ø0.20 operation for: Speed Range / Governor 1 - 7.5 KHz Continuous
Avoid Extreme Heat (5) a. binding
b. high friction Speed Drift with Temperature ±1% Maximum
c. poor linkage Speed Trim Range ±250 Hz. Typical
E4 Non-Periodic Erratic Engine 1. Increasing the GAIN should reduce the Terminal “A” Sensitivity 130 Hz., ±15 Hz/Volt @ 5.1K Impedance
SPEED GAIN Behavior instability but not totaly correct it.
If this is the case, there is most likely a INPUT POWER
E5 STABILITY problem with the engine itself.
Check for: Supply 12-24 VDC ±30% Battery Systems
An overspeed shutdown device, independent of the governor sys- a. engine mis-firings Transient and Reverse Voltage Protected
WARNING tem, should be provided to prevent loss of engine control, which STABILITY ADJUSTMENT
b. an erratic fuel system
may cause personal injury or equipment damage PARAMETER PROCEDURE c. load changes on the generator set Polarity Negative Ground (Case Isolated)
voltage regulator. Power Consumption 60 mA continuous plus actuator current
A. GAIN 1. Rotate the GAIN adjustment clockwise until instability
develops. 2. If throttle is slghtly erratic, but perfor- Actuator Current Range
2 WIRING 2. Then, gradually move the adjustment counterclockwise until
mance is fast, then removing the jumper
from E4 to E5 will tend to steady the
@ 77°F (25°C) 10 A Continuous

stability returns. system. Speed Sensor Signal 1.0 - 50 Volts RMS

See Section 9 for the Wiring Diagram
3. Finally, move the adjustment one division further counter- RELIABILITY
clockwise to insure stable performance (270° potentiometer). If unsuccessful in solving instability, contact GAC for assistance.
TERMINAL DEFINITION NOTES info@governors-america.com or call 413-786-5600 Vibration 5G @ 20-500 Hz
A&B Speed Trim #18 AWG (1.3mm sq) or larger wire 4. If instability persists, adjust the next parameter. Testing 100% Functionally Tested
Unsatisfactory Performance
B. STABILITY 1. Follow the same adjustment procedure, steps 1 - 3, as the ENVIRONMENTAL
Wires must be twisted and/or shielded for GAIN parameter.
their entire length PROBABLE CAUSE OF
SYMPTOM NORMAL READING Ambient Temperature -40° to 85°C (-40 to 185°F)
Magnetic Speed NOTE Normally, adjustments made at no load achieve satisfactory performance. If ABNORMAL READING
Gap between speed sensor and gear teeth further performance improvements are required, refer to Section (7) SYSTEM Relative Humidity up to 100%
C&D Pickup should not be smaller than 0.02 in. (.51mm) TROUBLESHOOTING. Engine 1. Do Not Crank. Apply 1. After the actuator goes to full fuel,
(D is ground)
Over- DC power to the disconnect the speed sensor at Ter- All Surface Finishes Fungus Proof and Corrosion Resistant
Speed sensor voltage should be at least 1V speeds governor system. minal C & D. If the actuator is still at
AC RMS during crank full fuel-speed then the speed control PHYSICAL
#16 AWG (1.3mm sq) or larger wire
7 SYSTEM TROUBLESHOOTING unit is defective.
Dimension See Section 9
2. If the actuator is at minimum fuel Weight 12 oz. (347 g)
A 15 amp fuse must be installed in the System Inoperative position and there exists an
E&F Battery Power (+/-) positive battery lead to protect against erroneous position signal, then check
reverse voltage Mounting Any position, Vertical Preferred
If the engine governing system does not function, the fault may be determined by per- speed sensor cable.
forming the voltage tests described in Steps 1 through 4. Positive (+) and negative (-)
Battery positive (+) input is Terminal E refer to meter polarity. Should normal values be indicated during troubleshooting steps, 2. Manually hold the 1. If the voltage reading is
engine at the desired 1.0 to 1.5 VDC:
G
G&H Actuator (+/-) #16 AWG (1.3mm sq) or larger wire and then the fault may be with the actuator or the wiring to the actuator. Tests are per- 720 Silver Street,
running speed. Mea- a. SPEED adjustment is set OVERNORS

A
formed with battery power on and the engine off, except where noted. See actuator sure the DC voltage above desired speed Agawam, MA 01001 USA
RECOMMENDATIONS MERICA

C
publication for testing procedure on the actuator. between Terminals b. Defective speed control unit info@governors-america.com
1. Shielded cable should be used for all external connections to the ESD H(-) & E(+) on the ORP.
R
www.governors-america.com
control. PROBABLE CAUSE OF speed control unit. 2. If voltage reading is above 1.5 VDC
STEP WIRES NORMAL READING then check for:
ABNORMAL READING
2. One end of each shield, including the speed sensor shield, should be a. actuator binding
grounded to a single point on the ESD case. 1 E(+) & F(-) Battery Supply 1. DC battery power not b. linkage binding
Voltage connected. Check for blown fuse.
(12, 24, or 32 VDC) 3. Set point of overspeed shutdown set
Low battery voltage too low.
3 ADJUSTMENTS BEFORE ENGINE STARTUP 2.
Wiring error 4. If the voltage reading is
3. below 0.8 VDC:
Make sure the following adjustments are set before starting the engine. a. Defective speed control unit
2 A(+) & B(-) 0-3.9 with speed 1. Speed trim shorted or miswired.
trim. 7.1-7.9 without Actuator 1. Measure voltage be- 1. Replace the battery if weak or under-
GAIN Middle Position speed trim. Defective unit. does not tween Terminals H(-) sized.
2. energize & E(+) on the speed
STABILITY Middle Position fully control unit. Should 2. Actuator wiring incorrect.
3 C(+) & D(-) 1.0 VAC minimum 1. Gap between speed sensor and be 0.8 to 1.5 volts.
SPEED TRIM CONTROL Middle Position while cranking gear teeth too great. 3. If the voltage is less than 1.5V:
a. SPEED set too low.
2. Improper or defective wiring to the
4 START THE ENGINE speed sensor. Resistance should 2. Momentarily connect 1. Actuator or battery wiring in error
be between 30 to 1200 ohms. Terminals E to H.
The speed control unit governed speed setting is factory set at approximately The actuator should 2. Actuator or linkage binding
engine idle speed. (1000 Hz., Speed sensor signal or 600 RPM) Defective speed sensor. move to the full fuel
3. position. 3. Defective actuator
Crank the engine with DC power applied to the governor system. The actuator will 4 H(-) & E(+) 0.8-1.5 V while 1. Wiring error to actuator. Engine 1. Measure the actuator 1. If voltage measurement is within
energize to the maximum fuel position until the engine starts. The governor system cranking remains output, Terminals G 1.5 VDC of the battery supply voltage
should control the engine at a low idle speed. If the engine is unstable after start- 2. Defective speed control unit. below & H, while running level, then fuel control is restrict-
ing, refer to Section 6 ADJUSTING FOR STABILITY. desired under governor ed from reaching full fuel position,
3. Defective actuator. governed control. possibly due to mechanical governor,
speed carburetor spring, or linkage interfer-
ence.
ESD2200 Series Speed Control Unit 10.13 PIB 1022 C 2. If not, increase speed setting.
9 WIRING DIAGRAM & DIMENSIONS

4.62
(117)
0.62 3.97
(101)
(16)
Ø0.20
(5)

E4 E1 E2 E3
SPEED GAIN
+
MADE IN AGAWAM, MA U.S.A.

E5 STABILITY
G OVERNORS
ESD2210- 2.50
A MERICA
(64)
4.00
C ORP. S/N :
(102) SPEED TRIM CAUTION
BATTERY
_
PICK-UP + ACTUATOR
ENGINE SPEED
CONTROL COMPONENT.
WHEN INSTALLING OR
SERVICING REFER TO

A B C D E F G H
PRODUCT PUBLICATION.

OPTIONAL
15A
SPEED TRIM FUSE
CONTROL
CW

S1 WD222B
ACTUATOR

+ _
MAGNETIC
SPEED PICK-UP BATTERY

ESD2200 Series Speed Control Unit 10.13 PIB 1022 C