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April 2007 Ver. 1.

00

13 TB3

12 TB2

11 Monitoring lamp

1 2 3 4 5 6

Over Speed Run 10 Adjustment SW

EM. Speed adj V.R 1 Em. Speed Over Speed Run Over Speed

Push button SW 2 Em. Test Pick up


O N

Control ⓕ ⓘ
1 2

Push button SW 3 Over. Test Em. Run 9 ⓘ Overspeed adjustment V.R


ⓓ ⓔ ⓖ ⓗ ⓗ Idle speed adjustment V.R
Starting Speed Droop Idle ⓖ Droop adjustment V.R
Fuel Ramping

8 ⓕ Run lamp adjustment V.R


Speed Stability Gain ⓔ Speed Ramping adjustment V.R
ⓓ Starting fuel adjustment V.R
CB2
EM. Jumper cable 4 CB1
Idle
EM. Selector SW
ⓐ ⓑ ⓒ
5 OFF ON
Speed Trim
Em.SW
Droop
Actuator Pick-Up
Battery 7 ⓒ Gain adjustment V.R
AUX 10V ⓑ Stability adjustment V.R
A B C D E F G H J K L M N P ⓐ Speed adjustment V.R

Frame GND bolt


6 TB1

『 Fig.1 』 Wiring Diagram and Outline

▣ Description
DGC-2007 Governor controller unit is an electronic device designed to control Engine speed with fast and precise
response to transient load changes which is based on PID algorithm. The device is composed of a Main Controller with
the function of single operation (Isochronous mode) and parallel operation (Droop mode), and with an Auxiliary Controller
enabling the emergency operation in case of malfunction of the main controller.

▣ Mounting & Warning


 Mount the controller unit vertically to the surface of a control cabinet, protected from the weather and high
humidity, and do not expose the controller unit to the source of radiant heat.
 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.

 EMC (Electromagnetic Compatibility)


To satisfy EMC requirements, the controller unit should be mounted on the grounded metal side, and it is required to
use shielded wires for all signal lines and ground all the shields to one of the bolts used to mount the controller.

▣ Functions
<< Auxiliary (Emergency) Control mode>>
① Em. Speed : Engine Speed adjustment pot in case of "Auxiliary Controller mode".
② Em. Test : Test push button for "Auxiliary Controller mode".
④ Jumper Wire : To be cut off in case of "Auxiliary Controller mode".
⑤ Em. SW : Selector switch between "Main controller mode" and "Auxiliary Controller mode".
OFF : Main controller mode ON : Auxiliary Controller mode
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<< Main Control mode >>

③ Over. Test : Test Push button to detect the overspeed signal while overspeed setting or thereafter.
⑦ Potentiometer ⓐSpeed : Adjusting the Engine speed.
ⓑStability : Adjusting the stability (governing response).
ⓒGain : Adjusting the gain (governing sensitivity).
⑧ Potentiometer ⓓStarting Fuel : Adjusting the fuel amount at Engine start up.
ⓔSpeed Ramping : Adjusting the time to reach the rated speed.
ⓕRun lamp : Adjusting the point when run lamp is on and the relevant relay is activated.
⑨ Potentiometer ⓖDroop : Adjusting the percentage of Droop.
ⓗIdle : Adjusting the idle speed.
ⓘOverspeed lamp : Adjusting the point when overspeed lamp is on and
the relevant relay is activated.
⑩ Selector Switch : selecting the differential function (Refer to chapter "Instability" - Page.6~7).
⑥ TB1 : Terminal block for input & output.
⑫ TB2 : Relay terminal for running mode (capacity - 0.5A/125VAC).
⑬ TB3 : Relay terminal for overspeed mode(capacity - 0.5A/125VAC).

▣ Adjustments
▶ For potentiometer adjustment, use a small sized (-) screw driver. (be cautious of potentiometers being damaged)
▶Check that all electrical connections are correctly made and terminal screws tightened.

▶ Engine Start up
Em. selection SW 1. Move [Em.SW] to OFF position to choose "Main controller mode".
2. Connect terminals G & M (with Idle switch ON). Starting
⑤ OFF ON 3. Turn ⓓStarting Fuel clockwise at 5 O’clock. (Full CW). Fuel

Em.SW * The more ⓓ Starting Fuel approaches to Full CW, the easier the engine can start up.
4. Turn ⓔSpeed Ramping between 9 ~ 12 O’clock.
Speed
Idle
* The time to reach the rated speed (run speed) prolongs as turning
Ramping
OFF ON
ⓔSpeed Ramping clockwise (max. over 10 sec)
* With ⓔSpeed Ramping biased to counterclockwise direction, a symptom of overshoot
G M
IDLE S/W or hunting can occur.
5. Start cranking the Engine.

▶ Rated speed & Idle speed


Run

6. Rated speed adjustment.
ⓕ * After Engine start up, remove the connection between terminals G & M
(with Idle switch OFF)
ⓓ ⓔ * Under no load condition, adjust ⓐSpeed.
Starting Speed Clockwise ( ) RPM increase / counterclockwise ( ): RPM decrease
Fuel Ramping
7. Idle speed adjustment.
* With Idle switch ON again, set the Engine speed at 800rpm by Idle
ⓗidle potentiometer (between 12 ~ 3 O’clock)
Clockwise ( ) RPM increase / counterclockwise ( ): RPM decrease


◈ Idle speed is the important factor to determine the characteristics of Engine Start-up.
D1 D2
Over therefore, it’s necessary to adjust the Idle speed after Rated speed adjustment regardless of
O N Speed
use of idle mode.
1 2

▶ Governor performance adjustment


ⓖ ⓗ
8. Remove the connection between terminals G & M (with idle switch OFF), so that and
Droop Idle the Engine will be at operating speed and at no Load.
9. Gain adjustment.
* Rotate ⓒGain clockwise( ) until instability develops at no load. Gain

⑦ * Gradually move ⓒGain counterclockwise( ) until stability returns.


* Move ⓒGain counterclockwise( ) further by around 20 minutes (10°) to insure
Speed Stability Gain stable performance.
10. Stability adjustment.
* Rotate ⓑStability clockwise( ) until instability develops at no load. Stability
ⓐ ⓑ ⓒ
* Gradually move ⓑStability counterclockwise( ) until stability returns.

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⑪Monitoring lamp * Move ⓑStability counterclockwise( ) further by around 20 minutes (10°) to
insure stable performance.
Over Speed Run

Pick up ▶ Accessory adjustment


Control 11. Run Lamp ON.
Em. Run
* At the rated speed, rotate ⓕRun counterclockwise( ) until the lamp is on.
* Move ⓕRun counterclockwise( ) further by 1/4 turn to avoid the lamp flickering.

① Em. Speed
12. Overspeed lamp ON.
* At the rated speed, as pressing the button ③Over.Test, gradually turn ⓘOver Speed
② Em. Test
counterclockwise( ) until Overspeed lamp is on and the Engine is shut off
③ Over. Test
simultaneously.
* With the adjustment above, the overspeed function is triggered at around 115%
of the rated speed.
※ On completion of all the adjustments, start up the Engine again to insure the stable operation at Engine start up,
at no load and at load operation respectively.

▶Starting Fuel adjustment (to minimize the Engine’s exhaust smoke)


* Place the Engine in idle by connecting terminals M & G.
* Set the idle at 800 rpm.
* Rotate ⓓStarting Fuel counterclockwise until the Engine speed begins to fall.
* Move ⓓStarting Fuel clockwise slightly so that the idle speed is returned to the desired level.

◈ it is recommended to place ⓓStarting Fuel between 3 ~ 5 O’clock as long as the Engine’s exhaust smoke is
within tolerance. If ⓓStarting Fuel is set too low, it may be hard to start the engine and cause the speed overshoot
on engine start up, even resulting in exceeding the preset overspeed value.

▶ When the engine won’t start,


* If wrong wiring is not found, → Return all adjustments to "factory set values" (Refer to table 2. - Page.5)
→ Start up the engine again.
* if the attempts above is unsuccessful : The controller may be at fault, and replace the controller with new one.

Frame GND


Actuator

① 1.3㎟ 2C
Actuator

Magnetic ② 0.75㎟ 2C shield


Pick-Up

pick-up
shield cable (cover with insulation tube)

③ 1.3㎟ 2C
Battery

Power switch fuse(10A)


- +
⑤ Jumper
Speed Trim

3
BATTERY
④ 5㏀
24V
2

1
Droop

Idle

Speed Stability Gain

OFF ON
AUX 10V

⑥ ⑧
Idling switch
Load sharing ⑨
unit
OFF ON
Auto
⑦ synchronizer
Droop swtich
<Auxiliary unit >

『 Fig.2 』 Wiring Diagram


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▣ External Wiring

 Wiring to the speed control unit should be as shown in 『Fig. 2.』.


 All the cables should be 0.75㎟ or larger and it is recommended to use shielded cables for all external
connections.
 Other shielded cables not described in 『Fig. 2』should be grounded to the frame.
① It is recommended to use thick and twisted cables for actuator connections.
The normal reading of resistance between terminals A & B is 3.5Ω~4.5Ω.
② Magnetic speed sensor connections to terminals C and D must be shielded for their entire length.
The speed sensor cable shield should only be 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 resulting in instability, etc.
③ Be cautious that the Battery’s polarity to terminal E & F should not be interchanged, and a 10 amp fuse
must be Installed between Battery (+) and terminal F. after the wiring work, check the voltage
between terminals which should be 24VDC (±4VDC). and ground the terminal E to the frame. (wiring ⑩)
④ As illustrated in 『Fig.2.』, connecting the optional 5㏀ resistance enables fine adjustment of engine speed
within the range of preset speed ± 210Hz range.
⑤ In case of 12V system, or of actuator with current consumption over 5 amp or above, connect terminals
between G & H.
⑥ Selector switch, switching over "IDLE mode" and "RUN mode".
ON(CLOSE) : idle mode OFF(OPEN) : run rated mode
⑦ "DROOP" mode selector switch.
ON(CLOSE) : DROOP mode OFF(OPEN) : Isochronous mode
⑧ The signal from Auxiliary device for parallel Operation System should be connected to terminal N.
It is necessary to use the shielded cable for the signal.
⑨ The +10[V] & 20[mA] of current supply, Terminal P, Can be untilled to provide power to governor
system accessory.
<CAUTION> Wrong or erroneous wiring & Battery Voltage can cause the fatal damage to the controller.

▶ Magnetic speed sensor connections

 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 0.45mm. usually, backing out the speed sensor by 3/4 turn after
touching the ring gear teeth will achieve a satisfactory air gap.
 The signal from the speed sensor can be measured between Terminals C & D in engine operation.
 Controller can control the engine with signal as low as VAC 1.5 or around, but it’s more reliable to get the signal
VAC 3 or above.

▣ Remote speed adjustment


As illustrated in 『Fig.3.』, a remote speed adjustment potentiometer can be used to adjust the engine speed
over specific speed range. Select the desired speed range and the corresponding potentiometer value
(Refer to table 1.)
When the minimum speed setting is used in remote adjustment mode, the speed drop phenomenon may occur
due to instability and load in the system. to maintain engine stability at the minimum speed setting above,
a small amount of droop can be added by turn ⓖDroop counterclockwise.
on the other hand, at the maximum speed setting, the governor performance will be near Isochronous regardless
of the droop adjustment setting.
G J K L speed range Potentiometer value
900 Hz 1K * a characteristic maintaining
2,400 Hz 5K the desired engine speed,
3,000 Hz 10K
3,500 Hz 25K
independent of load.

3,700 Hz 50K
cw

『Fig.3.』 TABLE 1. Variable speed range potentiometer


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『Table 2.』 Factory Set Values
< Setting : 1500rpm > < Setting : 1800rpm >
 E.M SW : "OFF" (Main Controller Operation mode)  E.M SW : "OFF" (Main Controller Operation mode)
 Overspeed : 1725rpm (No. of teeth = 160)  Overspeed : 2070rpm (No. of teeth = 160)
 Run lamp : Maximum CW  Run lamp : Maximum CW
 Gain : Mid-range(12 O’clock)  Gain : Mid-range(12 O’clock)
 Stability : Mid-range(12 O’clock)  Stability : Mid-range(12 O’clock)
 Starting Fuel : Full CW(Maximum Fuel)  Starting Fuel : Full CW (Maximum Fuel)
 Speed Ramping : 9 O’clock  Speed Ramping : 9 O’clock
 Droop : Full CCW (minimum)  Droop : Full CCW (minimum)
 E.M Speed : about 1000 rpm  E.M Speed : about 1000 rpm
Adjustment (No. of teeth = 160) Adjustment (No. of teeth = 160)
 Speed Adjustment : 4000Hz (15 turns clockwise)  Speed Adjustment : 4800Hz (18 turns clockwise)
: No. of teeth = 160 → 1500 rpm : No. of teeth 160 → 1800 rpm
: No. of teeth = 152 → 1579 rpm : No. of teeth 152 → 1894 rpm
: No. of teeth = 146 → 1644 rpm : No. of teeth 146 → 1972 rpm
 Idle Adjustment : 2137 Hz (between 1 ~ 3 O’clock)  Idle Adjustment : 2137 Hz (between 1 ~ 3 O’clock)
: No. of teeth 160 → 800 rpm : No. of teeth 160 → 800 rpm
: No. of teeth 152 → 842 rpm : No. of teeth 152 → 842 rpm
: No. of teeth 146 → 877 rpm : No. of teeth 146 → 877 rpm
* CW : clockwise CCW : counterclockwise

▣ DROOP Parallel Operation mode (Manual paralleling)

 Definition: Engine speed on the decrease against Engine load on the increase.

        


DROOP(%) =     

 Description : Droop is typically used for the load sharing and paralleling of engine driven generators.
without the Droop mode in Paralleling system, generators can be overloaded or motorized.

 Application : For DROOP Operation,


1. Close DROOP selector switch between K-L terminals.
2. When in droop operation, the Engine speed will decrease as Engine load increase.
The percentage of droop governing can be varied with ⓖDroop Potentiometer.
The higher level of droop is achieved as turning ⓖDroop clockwise.

 Droop level requirements above 10% are unusual. and the minimum droop level to keep the stability of
speed droop governor is 2.5% or above. After the droop level has been adjusted, the rated engine speed setting
may need to be reset. Check the engine speed and adjust the speed setting accordingly.

▣ Accessory Input (automatic paralleling)


The Auxiliary terminal N accepts input signals from load sharing units, auto synchronizers, and other governor system
accessories. It is recommended that this connection from accessories be shielded as it is a sensitive input terminal.
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 frequency range, a jumper wire or frequency trim control may be
required between Terminals G and J. This increases the frequency range of the speed control to over 7000Hz.

▣Auxiliary Controller Operation(Emergency Operation) & TEST


⑤ OFF ON
 When the Main Controller is malfunctioning, or auxiliary Controller is in the test and speed
Em.SW setting mode, Placing the Switch [Em.SW] to ON position makes the lamp [Em.Run] on and
enters into Auxiliary Operation mode (Refer to Fig.1.).

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▣ Test of Auxiliary Controller & speed setting

1. Move [Em.SW] to ON position.


2. As pressing the button ②[Em.Test], Start up the engine.
① Em. Speed 3. Keep pressing the button ②[Em.Test] after Engine start up, and turn ①[EM.Speed]


Potentiometer for the desired engine speed which is increased by turning the potentiometer
Em. Test
clockwise.
4. Release the button ②[Em.Test], and the engine will be stopped.
5. Move [Em.SW] to OFF position to go back to Main controller mode.

▣ Auxiliary Controller mode

1. Cut off jumper wires of CB1 & CB2 respectively.


2. Move [Em.SW] to ON position.
3. Start up the Engine.
4. Check the engine speed and reset it if necessary.

▣ Auxiliary Controller mode characteristics & cautions

1. In Auxiliary Control mode, the Engine speed will decrease as Engine load increase and it is necessary to keep the
percentage of load within 30%~50% of the rated load (it depends on engine output).
2. It is recommend to use auxiliary control mode only in case there is no replacement controller available.
3. After cutting off jumper wires of CB1 and CB2, it is not possible to use the controller in "Main controller mode"
Therefore, it is recommended to keep the button ②[Em.Test] pressed for test purpose only.
4. When the engine will not start in Auxiliary Controller mode, turn ①[EM.Speed] fully counterclockwise(full CCW)
and reverse it clockwise by 15~16 turns, which restores the controller to the factory set condition and make any of
engine model start up.
5. In case PCB patterns connected to the Terminal array are seized due to over current in main controller mode, be
aware that the operation in auxiliary controller mode is not possible either.

▣ Controller LAMP display (diagnosis)

⑪Monitoring lamp  Over Speed : When the Engine reaches the preset overspeed, the lamp is on and relevant
relay is activated and the power to the actuator is shut off.
Over Speed Run
 Run Speed : When the Engine reaches the preset rated speed, the lamp is on and
Pick up
relevant relay is activated.
Control
 Pick Up : When the voltage between terminals C & D is VAC 1.5 or above, the lamp is on.
Em. Run  Control : When the battery power is connected and inner control power (DC 10V) is
achieved, the lamp is on and Main controller is ready to function ([Em.SW] OFF).
 Em.Run : When moving [Em.SW] to ON position, the lamp is on and the auxiliary Controller
is ready to function.

≪◀ System Troubleshooting ▶≫

◉ Instability

▶ Fast instability
1. Usage of switch D1 & D2 (Refer to Fig.1. )
D1 D2
Over
O N Speed  When the position of switch D1 is ON, the differential function is activated.
1 2
ⓘ  It provides fast transient response against Engine speed changes.
 however, it may generate fast instability being sensitive to external high frequency noise.
ⓗ In this case, place the switch D1 to OFF position and readjust ⓒGain & ⓑStability.

 If instability should be still present, placing D2 to OFF position may help stabilize
Droop Idle the Engine. Again, readjust ⓒGain & ⓑStability for optimum control.

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▶ Slow instability
Slow instability can have many causes, most of which are due to improper setting against the Engine
characteristics. Adjustment of ⓒGain & ⓑStability usually cures most situations.
(refer to chapter ▣ Adjustments - Page.2)

▶ If the troubleshooting above is not successful,


- Due to the controller at fault -> Replace the controller with new one.
- Due to the external devices at fault (Actuator, fuel injection device, turbine, etc) rectify the mechanical devices.

▣ System inoperative
If the Engine governing system does not function, the fault may be determined by performing the voltage tests
described in Steps 1, 2, and 3. (+) and (-) refer to meter polarity. If normal values should be indicated as a result
of following the trouble shooting steps, the fault may be with the actuator or the wiring to the actuator. therefore,
check the Actuator.

STEP TERMINALS NORMAL READING PROBABLE CAUSE OF ABNORMAL READING


Battery supply voltage 1. DC battery power not connected, Low Battery voltage, blown fuse.
1 F(+) & E(-)
(24 VDC) 2. Wiring error.
1. Gap between speed sensor and gear teeth too great. Check gap.
1.5 VAC RMS min., 2. Improper or defective wiring to the speed sensor. Resistance
2 C & D
while cranking between terminals C and D should be 30 to 1,200 ohms.
3. Defective speed sensor.
1. SPEED adjustment set too low. → the(measurement) voltage
is increased than normal value.
2. Short/open in actuator wiring. → short : the(measurement) voltage
9 ~ 15 VDC and battery voltage is not different.
1.0~2.0 VDC 3. Short/open in actuator wiring. → open : the(measurement) voltage
3 F(+) & A(-)
while cranking is increased than normal value.
on rated speed 4. Defective speed controller.
5. Defective actuator.
6. The speed sensor open/defective → the measurement voltage
is less than 1[V].

SYMPTOM TEST PROBABLE FAULT


1. Actuator goes to full fuel. Then, disconnect speed sensor
Do not crank. at Terminals C & D.
Apply DC power to the ▷ If actuator still at full fuel speed control unit defective.
governor system ▷ If actuator at minimum fuel position erroneous speed
signal. Check speed sensor data.
1. If the voltage reading is normal.
Manually hold the Engine at
Engine overspeeds a) SPEED adjustment set above desired speed.
the desired running speed.
b) Defective speed control unit.
Measure the DC voltage
2 If the voltage reading is above normal,
between Terminals A(-) &
a) Actuator or linkage binding.
F(+) on the speed control
3. If the voltage reading is below normal,
unit.
a) Defective speed control unit.
(Normal : 9~15VDC)
4. Gain set too low.
Measure the voltage at
1. If the voltage is less than 15V, replace the battery.
the battery while cranking.
1. Actuator or battery wiring in error.
Actuator does Momentarily connect 2. Actuator or linkage binding.
not energize fully. Terminals A and F The 3. Fuse opens.
actuator should move to Check for short in actuator or actuator wiring harness.
the full fuel position. 4. Defective Actuator, check the lubrication of rod bearing
joining actuator and pump.
If voltage measurement volts of the battery supply voltage,
Measure the actuator then fuel control restricted from reaching full fuel position.
Engine remains
output. Terminals A & B, Possibly due to interference from the mechanical governor,
below desired
while running under carburetor spring or linkage alignment.
governed speed.
governor control. Speed setting too low.
Check if the present operation mode is IDLE.

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