ECC328

Generator Frequency Sensing Speed Control Unit

1 SPECIFICATIONS 3 WIRING
PERFORMANCE
Isochronous Operation ± 0.25% FREQ
TRIM
Speed Range 40 - 80 Hz STARTER 120/ BATTERY
CRANK 240V AC ACTUATOR
Speed Drift with Temperature ±1%
+ _

Speed Trim ±2 Hz A B C D E F G H J
ENVIRONMENTAL
Ambient Temperature -40° to 85°C (-40 to 185°F)
FREQ
Relative Humidity up to 100% TRIM
STARTER FUSE
15A
INPUT / OUTPUT Starter Solenoid
Crank Post
Supply 12 VDC (8 - 15 VDC) Nominal (Small Post)
24 VDC (10 - 32 VDC) Nominal

+
Polarity Negative Ground (Case Isolated) L-L 12V
GENERATOR OR

Power Consumption <50mA + actuator current

L-N BATTERY
-
Maximum Actuator Current 4 Amps ACTUATOR

Generator Frequency Sensing Load on generator, 40K Ohms

L-L
Minimum sensing 1 VAC RMS OR
L-N
Maximum voltage 260 VAC
PHYSICAL
Dimension See Section 2
Weight 0.75 lb (0.34 kg)
TERMINAL DEFINITION NOTES
Mounting Any Position, Vertical Preferred
#16 AWG wire
RELIABILITY A Starter Crank
Vibration 5G, 20-500 Hz Starter solenoid crank post

Shock 20G Peak B&C Freq Trim Potentiometer input for frequency trim (small)

Testing 100% Functional Testing Should be connected to generator’s AC windings.

These connections can be line to line or line to neu-
D&E Generator
2
tral. Terminal E should be connected to the neutral if
INSTALLATION & OUTLINE DIAGRAM this connection is chosen.
#16 AWG wire recommended
Vertical orientation Mount in a cabinet, F&G Battery
allows for the drain- engine enclosure, or Terminal F is positive (+) and should be fused for
ing of fluids in moist sealed metal box. 15A
environments.
H&J Actuator #16 AWG wire recommended

Avoid Extreme Heat

4 STARTING THE ENGINE
Before starting the engine, check to ensure that the GAIN,
IMPORTANT
4.67 [118.6] STABILITY, and external SPEED TRIM controls are set to
3.95 [100.2]
their mid positions.

1. STARTING THE ENGINE: The ECC328 control is factory set to operate

at approximately 60 Hz generator frequency.
AGAWAM, MA U.S.A.

SPEED GAIN
MADE IN

STABILITY
2. Crank the engine with DC power applied to the governor system. The ac-
FREQ
TRIM
2.50 [63.5] tuator will energize (within 1.5 VDC of battery voltage) and force the fuel
STARTER
120/
240V AC
BATTERY
ACTUATOR
control to its maximum fuel position until the engine starts. The governor
CRANK
4.00 [101.6]
A B C D E
+
F
_
G H J
system should then control the engine at near rated speed.
ENGINE SPEED CONTROL

PRODUCT PUBLICATION.
CAUTION
SERVICING, REFER TO
WHEN INSTALLING OR

3. If the engine is unstable after starting, turn the GAIN and STABILITY pots
COMPONENT

ø 0.19 [4.8] CCW until the engine speed is stable. Section 5 details the procedure for
stability adjustment.

5 GOVERNOR SPEED SETTING

An overspeed shutdown device, independent of the governor The governed speed set point can be increased by the CW rotation of the
WARNING
system, should be provided to prevent loss of engine control SPEED adjustment. The remote speed adjustment (optional) can be used as
which may cause personal injury or equipment damage. Do not rely exclusively a FREQ TRIM control. The frequency range is 40 - 80 Hz. See diagram in
on the governor system electric actuator to prevent overspeed. A secondary section 3.
shutoff device, such as a fuel solenoid must be used.

ECC328 Speed Control Unit 10.27.15 PIB 1083 E

1 © 2015 Copyright All Rights Reserved
 6 ADJUSTING FOR STABILITY INSTABILITY SYMPTOM PROBABLE CAUSE OF
ABNORMAL READING
nce the engine is running at operating speed and at no load, the following
O 1. Increasing the GAIN adjustment should
governor performance adjustment can be made to increase engine stability. reduce the instability but not totally cor-
PARAMETER ADJUSTMENT PROCEDURE rect it.
If this is the case, there is most likely a
1. Rotate the GAIN adjustment CW until instability develops. Erratic Engine problem with the engine itself.
Non-Periodic
Behavior Check for:
2. Then, gradually move the adjustment CCW until stability a. engine mis-firings
returns. b. an erratic fuel system
GAIN c. load changes on the generator set
3. Finally, move the adjustment 1/8 of a turn further CCW voltage regulator.
further to ensure stable performance.

4. If instability persists, adjust the stability parameter. UNSATISFACTORY PERFORMANCE

1. Rotate the GAIN adjustment CW until instability develops. PROBABLE CAUSE OF
SYMPTOM NORMAL READING ABNORMAL READING
2. Then, gradually move the adjustment CCW until stability
STABILITY returns. 1. If actuator goes to full fuel,
then disconnect speed sens-
3. Finally, move the adjustment 1/8 of a turn further CCW Do Not Crank. Apply DC ing wires at Terminals D & E.
further to ensure stable performance. power to the governor If actuator is still at full fuel
1. the speed control
system. Generated
Normally, adjustments made at no load result in satisfactory per- unit is defective.
NOTE residual voltage must 2.
formance across the entire load range. GAIN readjustment might Engine be 10 volts or higher for If the actuator is at minimum
be required after load is applied to the engine, if a non-linearity exists in the fuel Overspeed this test. fuel position and there exists
control. A strip chart recorder or storage oscilloscope with appropriate elec- an erroneous position signal,
tronics can be used to measure generator frequency to further optimize the then check speed sensor
governor’s performance. 1. If the voltage reading is
2.0 to 3.0 VDC:
If instability cannot be corrected, or further performance improvements are re- 1. SPEED adjustment set
quired, refer to the Instability section under SYSTEM TROUBLESHOOTING above desired speed
(Section 7) Manually hold the engine 2. Defective speed control
at the desired running unit

7
speed. Measure the DC
TROUBLESHOOTING 2. voltage between Termi-
2. If voltage reading is > 3.0
nals H(-) & J(+) on the VDC then check for:
speed control unit. 1. Actuator binding
SYSTEM INOPERATIVE 2. Linkage binding
3. If the voltage reading is
If the engine governing system does not function, the fault may be determined
by performing the voltage tests described in Steps 1 through 4. Positive (+) and below 1.0 VDC:
1. Defective speed control
negative (-) refer to meter polarity. Should normal values be indicated during unit
troubleshooting steps, then the fault may be with the actuator or the wiring to
the actuator. Tests are performed with battery power on and the engine off, 1. Try to increase the GAIN
setting CW and also turn
except where noted. See actuator publication for testing procedure on the ac- the STABILITY CW as much
tuator. Overspeed during as possible without causing
1. Low GAIN setting
start up instability.
PROBABLE CAUSE OF 2.
STEP TERM. NORMAL READING Check the actuator for bind-
ABNORMAL READING
ing or friction.
1. DC battery power not
Battery Supply Voltage connected. Check for Measure the DC voltage 1. If the voltage is less than:
1 F(+) & G(-) (8-15 VDC for 12V) 2. blown fuse at the actuator. It should a. 7V for a 12V system, or
or (10-32 VDC for 24V) Low battery voltage be 0.8 to 1.5 VDC less b. 14V for a 24V system,
3. 1.
than the actual battery Then: Check or replace
Wiring error voltage but not less than battery.
Actuator does not 8 VDC.
Battery Voltage 1. Terminal (A) not connected energize fully
2 J(+) & H(-) less than 1.5 volt to starter solenoid properly 1. Actuator or battery wiring
(When cranking) Momentarily connect
terminals J and F. The in error
2.
Voltage present, but actu- 1. Actuator circuit open; mea- actuator should move to 2. Actuator or linkage binding
3 J(+) & H(-)
ator does not move sure actuator resistance the full fuel position. 3. Defective actuator
1. Generator residual voltage 1. If voltage measurement is
Engine stalls after
4 J(+) & H(-) too low or absent, check within 2 VDC of the battery
starting, 0 voltage
wiring to terminals D & E supply voltage level, then
fuel control is restricted from
INSTABILITY Measure the actuator reaching full fuel position,
Engine remains
output, Terminals J (+) possibly due to mechanical
below desired 1.
PROBABLE CAUSE OF & H (-) while running governor, carburetor spring,
INSTABILITY SYMPTOM governed speed
ABNORMAL READING under governor control. or linkage interference.
2.
1. Interference from powerful electri- SPEED adjustment set too
An irregularity of cal signals can be a cause. Turn off
Fast Periodic speed above 3Hz. battery chargers or other electrical low
(Usually a jitter) equipment to see if the symptom 1. Check wiring to Terminal A,
disappears. Turn speed pot CCW to make sure Terminal A is con-
1.
1. Adjustment of GAIN and STABIL- increase speed set point nected to the Terminal of the
Engine does not starter.
ITY usually cures most situations
start or stalls
by matching the speed control unit Measure VAC at 1. Low speed reference set point
dynamics. If instability persists: 2. terminals D and E while below engine idle speed.
An irregularity of 2. cranking.
Slow Periodic speed below 3Hz. Check:
(Sometimes severe) a. The fuel system linkage for bind- If unsuccessful in solving instability, contact GAC for assistance.
ing high friction, or poor linkage. NOTE
[email protected] or call: +1 413-233-1888
b. Poor fuel mixture or bad ignition
timing
ECC328 Speed Control Unit 10.27.15 PIB 1083 E
2 © 2015 Copyright All Rights Reserved