Application And Installation Information; Warning; Wiring; Adjustments - KIRLOSKAR DV Series O & M Manual

power control. The output circuit can provide current of up to 10 amps continuous at 25°C for 12 and 24
VDC battery systems. The actuator responds to the average current to position the engine fuel control
lever.
In standard operation, the speed control unit performance is isochronous. Droop governing can be selected
by connecting terminals K and L and the percent of droop governing can be varied with the droop adjustment
control. The droop range can be decreased by connecting Terminals G and H.
The speed control unit has several performance and protection features which enhance the governor
system. A speed anticipation circuit minimizes speed overshoot on engine startup or when large increments
of load are applied to the engine. Engine idle speed can be remotely selected and is adjustable. Accessory
inputs to achieve variable speed operation and multi-engine control can be accepted by the ESD5500E
Series speed control unit from GAG load sharing modules, automatic synchronizers, ramp generators and
other accessory engine control modules. Protection against reverse battery voltage and transient voltages
is provided. The design is fail-safe in the event of loss of speed sensor signal or battery supply.

APPLICATION AND INSTALLATION INFORMATION

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 mounted vertically. This will allow the fluid to drain away from the speed control unit.
Extreme heat should be avoided.

WARNING

An overspeed shutdown device, independent of the governor system, should be provided to prevent loss of
engine control which may cause personal injury or equipment damage. Do not rely exclusively on the
governor system electric actuator to prevent overspeed. A secondary shutoff device, such as a fuel solenoid
must be used.

WIRING

Basic electrical connections are illustrated in Diagram 1. Actuator and battery connections to Terminals A,
B, E, and F should be #16 AWG (1.3 mm sq.) or larger. Long cables require 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 connections to Terminals C and D MUST BE TWISTED AND/OR SHIELDED for
their entire length. The speed sensor cable shield should be ideally connected to terminal D. The shield
should be insulated to insure no other part of the shield comes in contact with engine ground, otherwise
stray speed signals may be introduced to 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 tooth 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 sensor signal)
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