ESD5500E SERIES PRODUCT SPEED CONTROL UNIT

1 2 JUNE 2000 MPCPRODUCTTECHNICALINFORMATIONESD5500E SERIESSPEED CONTROL UNITPTI 1002 EINTRODUCTIONThe ESD5500E SERIES SPEED CONTROL unit is an all electronicdevice designed to CONTROL engine SPEED with fast and preciseresponse to transient load changes. This closed loop CONTROL ,when connected to a proportional electric actuator and sup-plied with a magnetic SPEED sensor signal, will CONTROL a widevariety of engines in an isochronous or droop mode. It isdesigned for high reliability and built ruggedly to withstand theengine of installation and adjustment was foremost in thedesign. Non-interacting performance controls allow near opti-mum response to be easily primary features of the ESD5500E SERIES SPEED controlunit are the engine STARTING FUEL and SPEED RAMPING adjustments.

2 The use of these features will minimize engineexhaust smoke experienced prior to attaining engine operat-ing features include adjustable droop and idle operation,inputs for accessories used in multi-engine or special applica-tions, protection against reverse battery voltage, transientvoltages, accidental short circuit of the actuator and fail safedesign in the event of loss of SPEED sensor signal or ESD5500E SERIES SPEED CONTROL unit is compatible with allGAC proportional actuators except the ACB2000 electricactuator. When the ESD5500E SERIES SPEED CONTROL unit isused with a ADC100 SERIES electric actuator, the DROOP adjustment range will be less due to this actuator's low SPEED information for the SPEED CONTROL unit is usuallyreceived from a magnetic SPEED sensor.

3 Any other signalgenerating device may be used provided the generated fre-quency is proportional to engine SPEED and meets the voltageinput and frequency range specification. The SPEED sensor istypically mounted in close proximity to an engine driven ferrousgear, usually the engine ring gear. As the teeth of the gear passthe magnetic sensor, a signal is generated which is propor-tional to engine strength must be within the range of the input amplitude of to 120 volts RMS is required to allow theunit to function within its design specifications. The speedsignal is applied to Terminals C and D of the SPEED CONTROL these terminals there is an input impedance of over33,000 ohms. Terminal D is internally connected to TerminalE, battery negative.

4 Only one end of the shielded cable shouldbe a SPEED sensor signal is received by the controller, thesignal is amplified and shaped by an internal circuit to providean analog SPEED signal. If the SPEED sensor monitor does notdetect a SPEED sensor signal, the output circuit of the speedcontrol unit will turn off all current to the summing circuit receives the SPEED sensor signal along withthe SPEED adjust set point input. The SPEED range has a ratioof 8:1 and is adjusted with a 25 turn potentiometer. The outputfrom the summing circuit is the input to the dynamic controlsection of the SPEED CONTROL unit . The dynamic CONTROL circuit,of which the gain and stability adjustments are part, has acontrol function that will provide isochronous and stable per-formance for most engine types and fuel SPEED CONTROL unit circuit is influenced by the gain andstability performance adjustments.

5 The governor system sen-sitivity is increased with clockwise rotation of the gain adjust-ment. The gain adjustment has a range of 33:1. The stabilityadjustment, when advanced clockwise, increases the timerate of response of the governor system to match the varioustime constants of a wide variety of engines. The SPEED controlunit is a P I D device, the D , derivative portion can be variedwhen required. (See Instability section.)During the engine cranking cycle, STARTING FUEL can beadjusted from an almost closed, to a nearly full fuel the engine has started, the SPEED CONTROL point isdetermined, first by the IDLE SPEED set point and the SPEEDRAMPING circuit. After engine SPEED ramping has beencompleted, the engine will be at its governed operating the desired governed engine SPEED , the actuator will beenergized with sufficient current to maintain the desired en-gine SPEED , independent of load (isochronous operation).

6 The output circuit provides switching current at a frequency ofabout 500 Hz. to drive the actuator. Since the switchingfrequency is well beyond the natural frequency of the actuator,there is no visible motion of the actuator output shaft. Switch-ing the output transistors reduces its internal power dissipationfor efficient power CONTROL . The output circuit can providecurrent of up to 10 amps continuous at 25 C for 12 and 24 VDCbattery systems. The actuator responds to the average currentto position the engine fuel CONTROL standard operation, the SPEED CONTROL unit performance isisochronous. Droop governing can be selected by connectingterminals K and L and the percent of droop governing can bevaried with the droop adjustment CONTROL .

7 The droop range canbe decreased by connecting Terminals G and SPEED CONTROL unit has several performance and protec-tion features which enhance the governor system. A speedanticipation circuit minimizes SPEED overshoot on engine start-up or when large increments of load are applied to the idle SPEED can be remotely selected and is inputs to achieve variable SPEED operation andmulti-engine CONTROL can be accepted by the ESD5500E Seriesspeed CONTROL unit from GAC load sharing modules, automaticsynchronizers, ramp generators and other accessory enginecontrol modules. Protection against reverse battery voltageand transient voltages is provided. The design is fail-safe in theevent of loss of SPEED sensor signal or battery supply.

8 3 SPECIFICATIONSI sochronous Operation/Steady State Stability .. or betterSpeed Range/Governor .. 1K Hz continuousSpeed Drift with Temperature .. 1% MaximumIdle Adjust CW .. 60% of set speedIdle Adjust CCW .. Less than 1200 Range .. 1 5% regulation*Droop Adj. Max. (K-L Jumpered) .. 400 Hz., 75 Hz. per A changeDroop Adj. Min. (K-L Jumpered) .. 15 Hz., 6 Hz. per A changeSpeed Trim Range .. 200 Variable SPEED Range .. 500 Hz. or any part thereofTerminal SensitivityJ .. 100 Hz., 15 Hz / Volt @ K ImpedanceL .. 735 Hz., 60 Hz / Volt @ 65 K ImpedanceN .. 148 Hz., 10 Hz / Volt @ 1 Meg. ImpedanceP .. 10 VDC Supply @ 20 ma Operating Temperature Range .. -40 to +180 F (-40 to +85 C)Relative Humidity.

9 Up to 95%All Surface Finishes .. Fungus Proof and Corrosion ResistantSupply .. 12 or 24 VDC Battery Systems (Transient and Reverse Voltage Protected)**Polarity .. Negative Ground (Case Isolated)Power Consumption .. 50 ma continuous plus actuator currentActuator Current Range @ 77 F (25 C) - (Inductive Load) .. Min. Amps .. Max. 10 Amps continuous** SPEED Sensor Signal .. 120 Volts RMSV ibration .. 1G @ 20 100 .. 100% Functionally TestedDimensions .. See Outline (FIGURE 1)Weight .. lbs (545 grams)Mounting .. Any Position, Vertical Preferred*Droop is based on a SPEED sensor frequency of 4000 Hz. and an actuator current change of 1 amp from no loadto full load. Applications with higher SPEED sensor signals will experience less percentage of droop.

10 Applicationswith more actuator current change will experience higher percentages of droop. See droop description for specificdetails on operation of droop ranges. When used with the ADC100 actuator the droop percentage will be less dueto 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 whenshort is POWERRELIABILITYPHYSICALESD 5500E SERIES SPEED CONTROL UNITSESD 5500E .. Standard UnitESD 5520E .. Suitable for low inertia actuators 4 DIAGRAM 1. ESD5500E SERIES Wiring Diagram and OutlineWARNINGAn overspeed shutdown device, independent of thegovernor system, should be provided to prevent loss ofengine CONTROL which may cause personal injury orequipment damage.