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April 2007 Ver. 1.00

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>>
Em. Speed : Engine Speed adjustment pot in case of "Auxiliary Controller mode".
Em. Test : Test push button for "Auxiliary Controller mode".
Jumper Wire : To be cut off in case of "Auxiliary Controller mode".
Em. SW : Selector switch between "Main controller mode" and "Auxiliary Controller mode".
OFF : Main controller mode ON : Auxiliary Controller mode
Em. Test
Speed
M
Over. Test
Idle
Pick-Up
C B A
Actuator
E F D
Battery
J H G
Speed Trim
L K
Droop
Em. Run
Pick up
Control
Fuel
Starting
Ramping
N
AUX
Stability Gain
Droop
4
5
6 TB1
Speed adjustment V.R
7
8
9
10 Adjustment SW
Monitoring lamp 11
13 TB3
TB2 12
Frame GND bolt
EM. Jumper cable
Push button SW
Push button SW
EM. Speed adj V.R
Stability adjustment V.R
Gain adjustment V.R
Run lamp adjustment V.R
Speed Ramping adjustment V.R
Starting fuel adjustment V.R
Droop adjustment V.R
Idle speed adjustment V.R
Overspeed adjustment V.R

2 1 3 6 4 5
10V
P
Idle
Em. Speed
Over Speed
Over Speed
Run
Run
Speed
CB2
CB1
OFF ON
Em.SW
EM. Selector SW
Over Speed 1
2
3
O N
1 2
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<< Main Control mode >>
Over. Test : Test Push button to detect the overspeed signal while overspeed setting or thereafter.
Potentiometer Speed : Adjusting the Engine speed.
Stability : Adjusting the stability (governing response).
Gain : Adjusting the gain (governing sensitivity).
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.
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.
Selector Switch : selecting the differential function (Refer to chapter "Instability" - Page.6~7).
TB1 : Terminal block for input & output.
TB2 : Relay terminal for running mode (capacity - 0.5A/125VAC).
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
1. Move [Em.SW] to OFF position to choose "Main controller mode".
2. Connect terminals G & M (with Idle switch ON).
3. Turn Starting Fuel clockwise at 5 Oclock. (Full CW).
* The more Starting Fuel approaches to Full CW, the easier the engine can start up.
4. Turn Speed Ramping between 9 ~ 12 Oclock.
* The time to reach the rated speed (run speed) prolongs as turning
Speed Ramping clockwise (max. over 10 sec)
* With Speed Ramping biased to counterclockwise direction, a symptom of overshoot
or hunting can occur.
5. Start cranking the Engine.
Rated speed & Idle speed
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.
Clockwise ( ) RPM increase / counterclockwise ( ): RPM decrease
7. Idle speed adjustment.
* With Idle switch ON again, set the Engine speed at 800rpm by
idle potentiometer (between 12 ~ 3 Oclock)
Clockwise ( ) RPM increase / counterclockwise ( ): RPM decrease
Idle speed is the important factor to determine the characteristics of Engine Start-up.
therefore, its necessary to adjust the Idle speed after Rated speed adjustment regardless of
use of idle mode.
Governor performance adjustment
8. Remove the connection between terminals G & M (with idle switch OFF), so that and
the Engine will be at operating speed and at no Load.
9. Gain adjustment.
* Rotate Gain clockwise( ) until instability develops at no load.
* Gradually move Gain counterclockwise( ) until stability returns.
* Move Gain counterclockwise( ) further by around 20 minutes (10) to insure
stable performance.
10. Stability adjustment.
* Rotate Stability clockwise( ) until instability develops at no load.
* Gradually move Stability counterclockwise( ) until stability returns.

Gain Stability Speed

Fuel
Starting
Ramping
Speed

Run

Em. selection SW
OFF ON
Em.SW

2 1
N O
Droop
Over
Speed
D1 D2
Idle
Idle
G M
OFF ON
IDLE S/W
Idle
Starting
Fuel
Speed
Ramping
Gain
Stability
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* Move Stability counterclockwise( ) further by around 20 minutes (10) to
insure stable performance.
Accessory adjustment
11. Run Lamp ON.
* 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.
12. Overspeed lamp ON.
* At the rated speed, as pressing the button Over.Test, gradually turn Over Speed
counterclockwise( ) until Overspeed lamp is on and the Engine is shut off
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 Oclock as long as the Engines 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.
Fig.2 Wiring Diagram
Monitoring lamp
Over Speed
Control
Pick up
Em. Run
Run

Em. Speed
Over. Test
Em. Test
Actuator

shield cable (cover with insulation tube)
fuse(10A) Power switch
3
2
1


Idling switch

Droop swtich
ON OFF
Load sharing
Auto
<Auxiliary unit >

0.75 2C shield
1.3 2C
1.3 2C
5
Frame GND
Jumper
OFF ON
synchronizer

unit
1
0
V

24V
BATTERY
+
Magnetic
pick-up
-
D
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A
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S
p
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B
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S
p
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T
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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.
It is recommended to use thick and twisted cables for actuator connections.
The normal reading of resistance between terminals A & B is 3.5 ~4.5 .
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.
Be cautious that the Batterys 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 )
As illustrated in Fig.2. , connecting the optional 5 resistance enables fine adjustment of engine speed
within the range of preset speed 210Hz range.
In case of 12V system, or of actuator with current consumption over 5 amp or above, connect terminals
between G & H.
Selector switch, switching over "IDLE mode" and "RUN mode".
ON(CLOSE) : idle mode OFF(OPEN) : run rated mode
"DROOP" mode selector switch.
ON(CLOSE) : DROOP mode OFF(OPEN) : Isochronous mode
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.
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 its 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.
Fig.3. TABLE 1. Variable speed range potentiometer
cw
G J K L
* a characteristic maintaining
the desired engine speed,
independent of load.
speed range Potentiometer value
900 Hz 1K
2,400 Hz 5K
3,000 Hz 10K
3,500 Hz 25K
3,700 Hz 50K

Fn|| Locd IctcdSjccd

(NoLocd Sjccd-Fn|| Locd IctcdSjccd) * 100
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Table 2. Factory Set Values
* 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
When the Main Controller is malfunctioning, or auxiliary Controller is in the test and speed
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.).
< 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 Oclock) Gain : Mid-range(12 Oclock)
Stability : Mid-range(12 Oclock) Stability : Mid-range(12 Oclock)
Starting Fuel : Full CW(Maximum Fuel) Starting Fuel : Full CW (Maximum Fuel)
Speed Ramping : 9 Oclock Speed Ramping : 9 Oclock
Droop : Full CCW (minimum) Droop : Full CCW (minimum)
E.M Speed
Adjustment
: about 1000 rpm
(No. of teeth = 160)
E.M Speed
Adjustment
: about 1000 rpm
(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 Oclock) Idle Adjustment : 2137 Hz (between 1 ~ 3 Oclock)
: 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

OFF ON
Em.SW
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Test of Auxiliary Controller & speed setting
1. Move [Em.SW] to ON position.
2. As pressing the button [ Em.Test], Start up the engine.
3. Keep pressing the button [ Em.Test] after Engine start up, and turn [ EM.Speed]
Potentiometer for the desired engine speed which is increased by turning the potentiometer
clockwise.
4. Release the button [ 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 [ Em.Test] pressed for test purpose only.
4. When the engine will not start in Auxiliary Controller mode, turn [ 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)
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.
Run Speed : When the Engine reaches the preset rated speed, the lamp is on and
relevant relay is activated.
Pick Up : When the voltage between terminals C & D is VAC 1.5 or above, the lamp is on.
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. )
When the position of switch D1 is ON, the differential function is activated.
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
the Engine. Again, readjust Gain & Stability for optimum control.
Em. Speed
Em. Test

2 1
N O
Droop
Over
Speed
D1 D2
Idle
Monitoring lamp
Over Speed
Control
Pick up
Em. Run
Run
- 7 -
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
1 F(+) & E(-)
Battery supply voltage
(24 VDC)
1. DC battery power not connected, Low Battery voltage, blown fuse.
2. Wiring error.
2 C & D
1.5 VAC RMS min.,
while cranking
1. Gap between speed sensor and gear teeth too great. Check gap.
2. Improper or defective wiring to the speed sensor. Resistance
between terminals C and D should be 30 to 1,200 ohms.
3. Defective speed sensor.
3 F(+) & A(-)
9 ~ 15 VDC
1.0~2.0 VDC
while cranking
on rated speed
1. SPEED adjustment set too low. the(measurement) voltage
is increased than normal value.
2. Short/open in actuator wiring. short : the(measurement) voltage
and battery voltage is not different.
3. Short/open in actuator wiring. open : the(measurement) voltage
is increased than normal value.
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
Engine overspeeds
Do not crank.
Apply DC power to the
governor system
1. Actuator goes to full fuel. Then, disconnect speed sensor
at Terminals C & D.
If actuator still at full fuel speed control unit defective.
If actuator at minimum fuel position erroneous speed
signal. Check speed sensor data.
Manually hold the Engine at
the desired running speed.
Measure the DC voltage
between Terminals A(-) &
F(+) on the speed control
unit.
(Normal : 9~15VDC)
1. If the voltage reading is normal.
a) SPEED adjustment set above desired speed.
b) Defective speed control unit.
2 If the voltage reading is above normal,
a) Actuator or linkage binding.
3. If the voltage reading is below normal,
a) Defective speed control unit.
4. Gain set too low.
Actuator does
not energize fully.
Measure the voltage at
the battery while cranking.
1. If the voltage is less than 15V, replace the battery.
Momentarily connect
Terminals A and F The
actuator should move to
the full fuel position.
1. Actuator or battery wiring in error.
2. Actuator or linkage binding.
3. Fuse opens.
Check for short in actuator or actuator wiring harness.
4. Defective Actuator, check the lubrication of rod bearing
joining actuator and pump.
Engine remains
below desired
governed speed.
Measure the actuator
output. Terminals A & B,
while running under
governor control.
If voltage measurement volts of the battery supply voltage,
then fuel control restricted from reaching full fuel position.
Possibly due to interference from the mechanical governor,
carburetor spring or linkage alignment.
Speed setting too low.
Check if the present operation mode is IDLE.