ESD5100 Series

Speed Control Unit

1 INTRODUCTION 3 CONTROLLER MODELS

The ESD5100 Series speed control unit is an all electronic device designed to
PART
control engine speed with fast and precise response to transient load changes. FEATURES
NUMBER
This closed loop control, when connected to a proportional electric actuator
and supplied with a magnetic speed sensor signal, will control a wide variety of ESD5111 Multi VDC / Standard Unit
engines in an isochronous or droop mode. It is designed for high reliability and
ESD5111T Multi VDC / Temperature Compensated
is hard potted to withstand the engine environment.
ESD5119 Multi VDC / Cummins EFC Reverse Acting (Normally open)
NOTE The ESD5131 is a derivation of the standard GAC ESD5111
Speed Control Unit. All specifications, installation procedures, and Multi VDC / Light-Force (Low Current Optimized) Cummins
ESD5120
adjustments, except those noted are identical. The ESD5131 comes with DIP EFC Forward Acting (Normally Closed)
switches which allow for the selection of the Lead Circuit and Soft Coupling fea- ESD5131 Multi VDC / Switchable Soft Coupling and Lead Circuit
tures. The ESD5111 comes with the Lead circuit already enabled via a jumper
across posts E7 and E6. See Section 8. ESD5159 Multi VDC / Expanded Frequency Range to 14 kHz

2 SPECIFICATIONS ESD5160 Multi VDC / Cummins EFC Reverse Acting for Fire Pump
Applications / Expanded Frequency Range to 10.5 kHz

PERFORMANCE
Isochronous Operation ±0.25 % or better 4 OUTLINE DIAGRAM
Speed Range /Governor 1K - 7.5K Hz Continuous 5.00
(127)
Speed Drift with Temperature ±0.5% Typical LEAD CIRCUIT
JUMPER
Idle Adjust CW Min. 1200 Hz Below set speed
ESD5131, ESD513
Idle Adjust CCW Min. 4100 Hz Below set speed GA OVERNORS
MERICA and ESD5151 o

Droop Range 1 - 5% Regulation*

C ORP.
1 OFF
LEAD CIRCUIT
1 2 ON 2
SOFT COUPL
SPEED CONTROL SPEED E7 E6
ON OFF
UNIT
Droop Adj. Max. (K-L Jumpered) 875 Hz., ±75 Hz per 1.0 A change MODEL: ESD51xx GAIN 1
S/N :
Droop Adj. Min. (K-L Jumpered) 15 Hz., ±6 Hz per 1.0 A change MADE IN AGAWAM, MA U.S.A. STABILITY
Speed Trim Range ±200 Hz
E1 E2
5.00 CAUTION E3

Remote Variable Speed Range 500 - 3.7 kHz (127)

ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
DROOP
OR SERVICING REFER TO
PRODUCT PUBLICATION.

Terminal Sensitivity J 115 Hz., ±15 Hz/Volt @ 5 K Impedance

L 735 Hz., ±60 Hz/Volt @ 65 K Impedance PICK-UP - + IDLE DEAD TIME
N 148 Hz., ±10 Hz/Volt @ 1 M Impedance ACTUATOR BATTERY
AUX 10V
COMPENSATION
JUMPER
P 10 VDC Supply @ 20 mA Max. A B C D E F GH J K L MN P
PHYSICAL
Ø0.27
Dimensions See Outline Diagram 4 (6,8)

Weight 1.2 lb.(0.545 kg)

OPTIONAL ACTUATOR
Mounting Any Position, vertical preferred CABLE SHIELDING TO
MEET CE DIRECTIVE
ACCESSORY POWER SUPPLY

ACCESSORY INPUT
RELIABILITY *
ADD JUMPER TO INCREASE
DROOP RANGE
Vibration 1G, 20-100 Hz ACTUATOR
CW GROUND REFERENCE
MAGNETIC
Testing 100% Functionally Tested PICK-UP IDLE

ENVIRONMENTAL SPEED TRIM

ISOCHRONOUS
DROOP
_ + S1
EXTERNAL SELECTOR
Ambient Temperature -40° to +185°F (-40° to +85°C) BATTERY FUSE
15A MAX
SWITCH
(NOT REQUIRED FOR SINGLE
SPEED ISOCHRONOUS OPERATION)
Relative Humidity up to 95% SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER
WIRING OF ACTUATOR BASED ON BATTERY VOLTAGE

All Surface Finishes Fungus proof and corrosion resistant Switches On

RoHS Regulation Compliant ESD5131 Only
1 OFF 1 2 ON 2
INPUT POWER LEAD CIRCUIT
ON
SOFT COUPLING
OFF

DC Supply 12 or 24 VDC Battery Systems 1 2

(Transient and Reverse Voltage Protected)
Polarity Negative Ground (case isolated)
Power Consumption 100 mA (No actuator current)
Speed Signal Range 0.5 – 50 VAC
Actuator Current Range 10 Amps continuous @ 77°F (25°C)
Speed Signal Range 1.0 to 50.0 VAC
COMPLIANCE / STANDARDS
Agency CE Requirements
ESD5100 Series Speed Control Unit 1.17.18 PIB 1000 E
1 © 2018 Copyright All Rights Reserved
 5 INSTALLATIONS 7 ADJUSTMENTS
See Section 4 for more dimensions BEFORE STARING THE ENGINE
Dimensions in (mm)
5.00 Make sure the following adjustments are set before starting the engine.
Vertical orientation (127)
allows fluids to drain
in moist environ- GAIN Middle Position
ments.
STABILITY Middle Position

Mount in a cabinet, SPEED TRIM CONTROL Middle Position

engine enclosure, or 5.00
sealed metal box. (127)
START ENGINE

Ø0.27 The speed control unit governed speed setting is factory set at approximately
Avoid Extreme Heat (7)
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
An overspeed shutdown device, independent of the governor system should control the engine at a low idle speed. If the engine is unstable
WARNING
system, should be provided to prevent loss of engine control after starting, refer to Section ADJUSTING FOR STABILITY.
which may cause personal injury or equipment damage. Do not rely exclusively
on the governor system electric actuator to prevent overspeed. A secondary GOVERNOR SPEED SETTING
shutoff device, such as a fuel solenoid must be used.
The governed speed set point is in-

6
creased by clockwise rotation of the SPEED E6
WIRING SPEED adjustment control. SPEED ad-
E7

justment is a 25 turn potentiometer. GAIN

See Section 3 for the Wiring Diagram

TERMINAL DEFINITION NOTES STABILITY

A&B Actuator (+/-) #16 AWG (1.3 mm sq) or larger wire ADJUSTING FOR STABILITY
Wires must be twisted and/or shielded for Once the engine is running at operating speed and at no load, the following
their entire length
governor performance adjustments can be made to increase engine stability.
Gap between speed sensor and gear
Magnetic teeth should not be smaller than 0.025 in.
C&D Speed Pickup E6
(D is ground) (.64mm) and no larger than 0.035 in. (.89 SPEED E7
mm)
GAIN
Speed sensor voltage should be at least
1VAC RMS during crank
STABILITY
#16 AWG (1.3mm sq) or larger wire

A 15 amp fuse must be installed in the STABILITY ADJUSTMENT

Battery Power
E&F positive battery lead to protect against
(-/+) reverse voltage PARAMETER PROCEDURE
Battery positive (+) input is Terminal F A. GAIN 1. Rotate the GAIN adjustment clockwise until instability
develops.
G Ground Signal
2. Then, gradually move the adjustment counterclock-
H Add jumper to increase droop range wise until stability returns.

Variable Speed 3. Finally, move the adjustment one division further

J 5K Resistive Nominal counterclockwise to insure stable performance (270°
Input
potentiometer).
K&L Droop Select Active when closed 4.
If instability persists, adjust the next parameter.
M&L Idle Select Active when closed
B. STABILITY 1. Follow the same adjustment procedure, steps 1 - 3,
Sensitivity: 148 Hz ±10 Hz/V @1M Imped- as the GAIN parameter.
ance
Accessory Input is centered at 5.0V ±0.1V Normally, adjustments made at no load achieve satisfactory per-
N NOTE
Input Load Sharing / Synchronizing, 0-10V Input formance. If further performance improvements are required, refer
Accessory connections must be shielded. to Section 9 SYSTEM TROUBLESHOOTING. Information can be
found regarding the adjustment of the DIP switch positions on the ESD.
Accessory
P +10 Volt Output
Power Supply
RECOMMENDATIONS
1. Shielded cable should be used for all external connections to the ESD
control.

2. One end of each shield, including the speed sensor shield, should be
grounded to a single point on the ESD case.

ESD5100 Series Speed Control Unit 1.17.18 PIB 1000 E

2 © 2018 Copyright All Rights Reserved
 8 ADDITIONAL FEATURES & OPTONAL WIRING ACCESSORY INPUT
The Auxilliary Terminal N accepts signals from load sharing units, auto synchro-
IDLE SPEED SETTING nizers and other governor system accessories, GAC accessories are directly
connected to this terminal.
After the governor speed setting had been adjusted, place the optional external se-
lector switch in the IDLE position. The idle speed set point is increased by the clock-
wise rotation of the IDLE adjustment control. When the engine is at idle speed, the When an accessory is connected to Terminal N, the speed will
NOTE
speed control unit applies droop to the governor system to insure stable operation. decrease and the speed adjustment must be reset.

When operating in the upper end of the control unit frequency range, a jumper
E1 E2 E3 wire or frequency trim control may be required between Terminals G and J. This
DROOP increases the frequency range of the speed control to over 7000 Hz.

If the auto synchronizer is used alone, not in conjunction with a load sharing mod-
ule, a 3m ohm resister should be connected between Terminals N and P. This is
required to match the voltage levels between the speed control unit and the syn-
IDLE chronizer.

ACCESSORY SUPPLY
SELECTABLE LEAD CIRCUIT & SOFT COUPLING ESD5131 ONLY
The +10 voIt regulated supply, Terminal P, can be utilized to provide power to
Switch 1(C1) controls the “Lead Circuit” found in the ESD5131. The normal GAC governor system accessories. Up to 20 mA of current can be drawn from
position is “ON.” Move the switch to the “OFF” position if there is fast instability this supply. Ground reference is Terminal G.
in the system.
A short circuit on this terminal will damage the speed control
CAUTION unit.
Switch 2(C2) controls an additional circuit added in the ESD5131 that is de-
signed to eliminate fast erratic governor behavior, caused by very soft or worn
couplings in the drive train between the engine and generator. The normal po- WIDE RANGE REMOTE SPEED OPERATION
sition is “OFF.” Move to the “ON” position if fast erratic engine behavior due to a
soft coupling is experienced. A single remote speed adjustment potentiometer can be used to adjust the engine
speed continuously over a specific speed range.
IMPORTANT:
LEAD CIRCUIT
Speed Adjustment Is a JUMPER (Cut to disable) Select the desired speed range and corresponding potentiometer value. (Refer
25 Turn Potentiometer to TABLE 1) If the exact range cannot be found, select the next higher range
1 2
SPEED E7 E6 potentiometer.

GAIN 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 set-
STABILITY ting the governor performance will be near isochronous, regardless of the droop
adjustment setting.
ESD5111 ESD5131
NOTE An additional fixed resistor may be placed across the potentiom-
1 OFF 1 2 ON 2
eter to obtain the exact desired range. Connect the speed range
LEAD CIRCUIT SOFT COUPLING potentiometer as shown below. Contact GAC for assistance if difficulty is experi-
ON OFF enced in obtaining the desired variable speed governing performance.
All ESD5100 Series speed controllers come with the Lead
NOTE
Circuit enabled. Cut the jumper between posts E6 and E7 to TABLE 1
disable. ESD5131 has a switch to disable the Lead Circuit.
SPEED FREQUENCY RANGE POTENTIOMETER VALUE
SPEED DROOP OPERATION 900 Hz 1K
Droop is typically used for the paralleling of engine driven generators. When in 2400 Hz 5K
droop operation, the engine speed will decrease as engine load increases. The
3000 Hz 10 K
percentage of droop is based on the actuator current change from no engine
load to full load. 3500 Hz 25 K

1. Place the optional external selector switch in the DROOP position. DROOP 3700 Hz 50 K
is increased by clockwise rotation of the DROOP adjustment control.
Conversion Formulas
2. After the droop level has been adjusted, the rated engine speed setting (HertzMAG PICKUP x 60sec)
(RPM x #Teeth)
may need to be reset. Check the engines speed and adjust that speed HertzMAG PICKUP = RPM =
setting accordingly. 60sec #Teeth

NOTE Though a wide range of droop is available with the internal

control, droop level requirements of 10% are unusual. If droop Wide Range Remote Variable
levels experienced are higher or lower than those required, contact GAC for Trim Pot. Wiring Speed Pot. Wiring
assistance.

G J K L

CW

* Select proper potentiometer

value from Table 1

ESD5100 Series Speed Control Unit 1.17.18 PIB 1000 E

3 © 2018 Copyright All Rights Reserved
 9 SYSTEM TROUBLESHOOTING 1. Readjust the GAIN and STABILITY

2. Set DIP switches 1 and 2 to “ON”

INSUFFICIENT MAGNETIC SPEED SIGNAL in the following order: First SW1,
Second SW2
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 VAC speed sensor 3. Check fuel system linkage during
signal. A speed sensor signal of 3 volts VAC or greater at governed speed is engine operation for:
An irregularity of
recommended. Measurement of the signal is made at Terminals C and D. Slow Periodic a. binding
speed below 3Hz. b. high friction
c. poor linkage
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 4. Adjust the DEAD TIME COMPEN-
be any smaller than 0.025 in (0.64 mm). When the engine is stopped, back SATION by adding a capacitor
the speed sensor out by 3/4 turn after touching the ring gear tooth to achieve a from post E2 to E3 (negative on
satisfactory air gap. E2) Start with 10 mfds and in-
crease until instability is eliminated.
SYSTEM INOPERATIVE
1. Increasing the GAIN should reduce
If the engine governing system does not function, the fault may be determined the instability but not totally correct
by performing the voltage tests described in Steps 1 through 4. Positive (+) and it.
If this is the case, there is most
negative (-) refer to meter polarity. Should normal values be indicated during likely a problem with the engine
troubleshooting steps, and then the fault may be with the actuator or the wiring itself.
to the actuator. Tests are performed with battery power on and the engine off, ex- Check for:
Erratic Engine
cept where noted. See actuator publication for testing procedure on the actuator. Non-Periodic a. engine mis-firings
Behavior b. an erratic fuel system
PROBABLE CAUSE OF c. load changes on the generator
STEP WIRES NORMAL READING set voltage regulator.
ABNORMAL READING
1 F(+) & E(-) Battery Supply 1. DC battery power not 2. If throttle is slightly erratic, but
Voltage connected. Check for performance is fast, then remove
(12 or 24 VDC) blown fuse. the jumper from E6 to E7.

2. Low battery voltage. UNSATISFACTORY PERFORMANCE

3. Wiring error.
PROBABLE CAUSE OF
2 C(+) & D(-) 1.0 VAC minimum 1. Gap between speed SYMPTOM NORMAL READING
ABNORMAL READING
while cranking sensor and gear teeth too
great. Check Gap. Engine 1. Do Not Crank. Apply 1. After the actuator goes to full
Over- DC power to the fuel, disconnect the speed
2. Improper or defective speeds governor system. sensor at Terminal C & D.
wiring to the speed sensor. If the actuator is still at full
Resistance between D and fuel-speed then the speed
C should be 160 to 1200 control unit is defective.
ohms. See specific mag
pickup data for resistance. 2. Manually hold the 1. If the voltage reading is
3. engine at the desired 1.0 to 2.0 VDC:
Defective speed sensor. running speed. Mea- a. SPEED adjustment is set
sure the DC voltage
3 P(+) & G(-) 10 VDC, Internal 1. Short on Terminal P. between Terminals above
Supply A(-) & F(+) on the desired speed
2. Defective speed control speed control unit. b. Defective speed control
unit. unit
4 F(+) & A(-) 1.0 - 2.0 VDC while 1. SPEED parameter set too If voltage reading is above 2.0
cranking low. 2.
VDC then check for:
2.
Short/open in actuator a. actuator binding
3. wiring. b. linkage binding

4. Defective speed control. 3. Set point of overspeed shut-

down device set too low.
Defective actuator, see
Actuator Troubleshooting. 4. If the voltage reading is
below 1.0 VDC:
a. Defective speed control
INSTABILITY
unit
Instability in a closed loop speed control system can be categorized into two
Overspeed 1. Speed adjustment set too
general types. PERIODIC appears to be sinusoidal and at a regular rate. Shuts high.
NON-PERIODIC is a random wandering or an occasional deviation from a Down En-
steady state band for no apparent reason. gine After 2. OVERSPEED set to close to
Running running speed.
PROBABLE CAUSE OF Speed is
INSTABILITY SYMPTOM Reached 3. Actuator or linkage binding.
ABNORMAL READING
Fast Periodic The engine 1. Turn off other electrical equipment 4. Speed control unit defective.
seems to jitter that may be causing interference.
with a 3Hz or
faster irregularity 2. Readjust the GAIN and STABILI-
of speed. TY for optimum control.

3. Remove the E6 to E7 jumper

(This reduces sensitivity to high
frequencies).
4.
If system is still unstable, remove
the E1 to E2 jumper and readjust
GAIN and STABILITY.
ESD5100 Series Speed Control Unit 1.17.18 PIB 1000 E
4 © 2018 Copyright All Rights Reserved
 PROBABLE CAUSE OF
SYMPTOM NORMAL READING
ABNORMAL READING
Overspeed 1. Check impedance 1. OVERSPEED set too low.
Shuts between Terminals C Adjust 5-6 turns CW.
Down En- & D. Should be 160
gine Before to 1200 Ohms 2. Erroneous speed sensor
Running signal. Check wiring.
Speed is
Reached
Actuator 1. Measure the voltage 1. If voltage is less than 7V for a
does not at the battery while 12V system, or 14V for a 24V
energize cranking. system, check or replace the
fully battery.
2. Momentarily connect 1. Actuator or battery wiring in
Terminals A and F. error
The actuator should
move to the full fuel 2. Actuator or linkage binding
position.
3. Defective actuator

4. Fuse opens. Check for short

in actuator or harness.
Engine 1. Measure the actuator 1. If voltage measurement is
remains output, Terminals A within 2 VDC of the battery
below & B, while running supply voltage level, then
desired under governor fuel control is restricted from
governed control. reaching full fuel position,
speed possibly due to mechanical
governor, carburetor spring,
or linkage interference.

2. SPEED parameter set too

low.

ESD5100 Series Speed Control Unit 1.17.18 PIB 1000 E

5 © 2018 Copyright All Rights Reserved