Plantronics Switch DYNZ 600 Series User Manual

Technical Manual  
Electronic Speed Switch  
Models  
DYNZ-60010- 8 to 40 Vdc  
DYNZ-60012- 59 to 88 Vdc  
DYNZ-60013- 8 to 40 Vdc  
Barber-Colman DYNA Products  
P.O. Box 2940  
Tel: + 1 815 637 3000  
1354 Clifford Avenue  
Loves Park, IL 61132-2940  
USA  
Fax: + 1 815 877 0150  
F-23371  
 
F-23371  
Electronic Speed Switch Technical Manual  
Page 1  
2.1.1 COMMON ELECTRICAL SPECIFICATIONS  
FOR DYNZ-60010, DYNZ-60012 AND DYNZ-60013  
Ambient Operating Temperature: -40 to +185°F (-  
40 to +85°C).  
1.0 INTRODUCTION  
The Barber-Colman two setpoint speed switch  
normally obtains its input signal from a magnetic  
pickup which is positioned in proximity to the teeth of  
a gear on a rotating shaft. The pickup generates an  
AC signal voltage whose frequency is directly  
proportional to the rate at which the gear teeth pass  
by the pole piece. The speed switch converts the  
input signal voltage into a DC signal which is  
compared to the preset levels (setpoints) and actuate  
the relays when the input signal frequency exceeds  
the preset values.  
Maximum Operating Current: 0.20 amperes.  
Input Signal Voltage: 0 7 Vrms minimum into 33 k  
ohm load.  
Trip Setpoint: Adjustable 325 to 10,000 Hz.  
SW1: Factory set at 1100 Hz.  
SW2: Factory set at 3600 Hz.  
Repeatability: ±5 Hz or ±1%, whichever is greater.  
2.1.2 ELECTRICAL SPECIFICATIONS FOR DYNZ-  
60010  
Power Input: 8 to 40 Vdc.  
Voltage Transients: Withstand 200 volts forward and  
reverse peaks of 10 milliseconds duration at 5 ohms  
source input impedance. Withstand 80 volts forward  
and reverse peaks of 50 milliseconds duration at 50  
ohms source input impedance.  
Note  
Barber-Colman believes that all information provided  
herein is correct and reliable and reserves the right to  
update at any time. Barber0Colman does not assume  
any responsibility for its use unless otherwise expressly  
undertaken.  
Hysteresis:  
1.1 APPLICATION  
SW1: Crank dropout, non-latching; nominal 165 Hz  
SW2: Overspeed, latching100% of setpoint.  
Relay Contact Rating: 10 amperes at 30 Vdc  
resistive.  
Overspeed Response Time: With the overspeed set  
at 4140 Hz and a steady input frequency of 3600 Hz,  
then switching the input frequency to 5000 Hz must  
result in the overspeed relay operating in 90  
milliseconds or less.  
l Overspeed Protection Signal  
l Underspeed Protection Signal  
l Crank Termination Signal  
l Generator Field Flashing Signal  
l Ignition Signal  
l Sequencing Signal  
l Tach Signal for Driving Model 40 Tachometer  
Caution  
As  
a
safety measure, Barber-Colman Company  
2.1.3 ELECTRICAL SPECIFICATIONS FOR DYNZ-  
60012  
Power Input: 59 to 88 Vdc.  
recommends that all engines and turbines be equipped  
with an independent overspeed shutdown devise.  
Voltage Transients: Withstand 200 volts forward and  
reverse peaks of 10 milliseconds duration at 50 ohms  
source input impedance. Withstand 80 volts forward  
and reverse peaks of 50 milliseconds duration at 50  
ohms source input impedance.  
1.2 RELAY LOGIC TABLE FOR SPEED SWITCHES  
Power to Unit  
and Input Signal  
Frequency  
Power to Unit and  
Input Sigal  
Switch  
Frequency above Trip  
below Trip Point  
Point  
Hysteresis:  
DYNZ-60010  
SWl Relay  
Contacts  
De-energized  
10 to 12 closed  
11 to 12 open  
Energized (non-  
latching)  
10 to 12 open  
11 to 12 closed  
De-energized (latched)  
7 to 9 closed  
SW1: Crank dropout, non-latching; nominal 165 Hz  
SW2: Overspeed, non-latching; 0% of setpoint.  
Relay Contact Rating: 0.75 amperes at 88 Vdc  
resistive.  
Overspeed Response Time: With the overspeed set  
at 4140 Hz and a steady input frequency of 3600 Hz,  
then switching the input frequency to 5000 Hz must  
result in the overspeed relay operating in 75  
milliseconds or less.  
DYNZ-60010  
OS-SW2  
Energized  
7 to 9 open  
Relay  
8 to 9 closed  
8 to 9 open  
Contacts  
DYNZ-60012  
SW1 Relay  
Contacts  
De-energized  
10 to 12 closed  
11 to 12 open  
Energized (non-  
latching)  
10 to 12 open  
11 to 12 closed  
Energized (non-  
latching)  
DYNZ-60012  
OS-SW2  
Relay  
De-energized  
7 to 9 closed  
8 to 9 open  
2.1.4 ELECTRICAL SPECIFICATIONS FOR DYNZ-  
60013  
Power Input: 8 to 40 Vdc.  
Voltage Transients: Withstand 200 volts forward and  
reverse peaks of 10 milliseconds duration at 50 ohms  
source input impedance. Withstand 80 volts forward  
and reverse peaks of 50 milliseconds duration at 50  
ohms source input impedance.  
7 to 9 open  
Contacts  
8 to 9 closed  
Energized (non-  
latching)  
10 to 12 open  
11 to 12 closed  
Energized (non-  
latching)  
DYNZ-60013  
SW1 Relay  
Contacts  
De-energized  
10 to 12 closed  
11 to 12 open  
DYNZ-60013  
OS-SW2  
Relay  
De-energized  
7 to 9 closed  
8 to 9 open  
7 to 9 open  
Contacts  
8 to 9 closed  
Hysteresis:  
SW1: Crank dropout, non-latching; nominal 165 Hz  
SW2: Overspeed, non-latching; 0% of setpoint.  
2.0 SPECIFICATIONS  
2.1 ELECTRICAL  
ã 2002 Invensys. All Rights Reserved  
 
F-23371  
Electronic Speed Switch Technical Manual  
Page 2  
Relay Contact Rating: 10.0 amperes at 30 Vdc  
resistive.  
3.0 ADDITIONAL FEATURES  
3.1 OVERSPEED TRIP TESTING  
Overspeed Response Time: With the overspeed set  
at 4140 Hz and a steady input frequency of 3600 Hz,  
then switching the input frequency to 5000 Hz must  
result in the overspeed relay operating in 75  
milliseconds or less.  
Overspeed trip testing while the engine is running at  
its normal speed can be accomplished by temporarily  
connecting terminal 2 to terminal 3. This lowers the  
overspeed setpoint of OS-SW2 to 67% of its  
set/calibrated value.  
2.2 MECHANICAL / ENVIRONMENTAL  
Case: Has nickel plated terminals. Humidity and salt  
spray resistant. Potted for water protection.  
Vibration: 5.0 G’s from 20 to 500 Hz.  
Shock: 4 foot drop test.  
3.2 TACHOMETER READOUT  
Tachometer readout can be obtained by connecting a  
Synchro-Start Model 40 tachometer to terminals 1, 2  
and 4 as shown in Figure 3.  
2.3 MOUNTING INSTRUCTIONS  
Four mounting holes are provided on the case as  
shown in Figure 1. Although the unit can withstand  
the normal vibration levels and temperature  
excursions encountered, it is a good practice to mount  
the unit in a location where these effects are  
minimized. The unit should be attached to the  
mounting plate with 10-32 screws.  
Figure 1. Installation Drawing  
Figure 2  
3.3 SW1  
&
OS-SW2 ADJUSTMENT AND  
ADJUSTMENT RANGE  
l There are two speed trip setpoint adjustments,  
SW1 and OS-SW2, located on top of the unit. Turning  
the 20 turn potentiometer adjustment clockwise  
increases the RPM setting.  
ã 2002 Invensys. All Rights Reserved  
 
F-23371  
Electronic Speed Switch Technical Manual  
Page 3  
l Barber-Colman sets the units to operate over the  
adjustment range of 325 to 10,000 Hz by cutting  
jumper J2 only. The sensitivity of the adjustment  
potentiometer is approximately 480 Hz per turn.  
n SW1 is factory set at 1100 Hz unless specified in  
purchase order.  
5.1.4 When an overspeed condition occurs, OS-SW2  
relay deenergizes and latches up and will remain  
latched up until the POWER SWITCH is turned off or  
power is somehow removed from the unit. The engine  
overspeed setpoint is normally adjusted to trip at 10 to  
20% above the engine operating speed.  
n OS-SW2 is factory set at 3600 Hz unless specified  
in purchase order.  
l The unit can be operated at a lower frequency  
adjustment range (80 to 2500 Hz instead of 325 to  
10,000 Hz) by reconnecting jumper J2 and cutting out  
jumper J1 (see Figure 2).  
5.2 CALIBRATION PROCEDURE  
Equipment Required: Signal generator  
Frequency counter Ohmmeter  
5.2.1 Determine the desired trip points for your unit  
when using a magnetic pickup (MPU).  
4.0 WIRING INSTRUCTIONS  
No. of Gear Teeth x  
Trip Point in Hz = Engine RPM Trip Point  
60  
5.2.2 Connect the signal generator and counter to  
terminals 5 and 6 with terminal 5 being the ground  
terminal. Set the signal generator frequency 100 Hz  
below the SW1 or OS-SW2 trip point you are trying to  
calibrate/set or check. Then adjust the out signal from  
the signal generator to 1 vrms or greater.  
The typical wiring diagram shows the wiring required  
to properly connect the unit to the DYNA governor. All  
the wiring for the test, tach and input power terminals  
should be either 18 or 20 AWG wire. The wiring to the  
relay contacts should be 16 AWG wire if the current  
requirement is less than 5 amperes and 14  
AWG if the current through the contacts is between 5  
and 10 amperes. The current load and wiring to the  
relay should be checked thoroughly.  
NOTE  
CAUTION  
Omit/skip step 5.2.3 if you are only checking the  
calibration points of the unit.  
If the 10 ampere relay contact rating is exceeded, the  
foil on the printed circuit board from the relay contacts  
to the terminals can be damaged.  
5.2.3 If you are calibrating unit, turn the desired trip  
point potentiometer adjustment 10 or 15 turns  
clockwise.  
As shown in Figure 3, a two-conductor shielded cable  
must be used for mounting the speed sensor (MPU)  
to the unit. The shield should only be connected as  
shown. It is good practice to isolate the power wiring  
from the relay contacts and associated relays from  
the input signal wiring. The input signal is normally  
from a magnetic pickup (MPU) mounted on the  
flywheel housing which senses the ring gear speed.  
5.3 CALIBRATION OR CHECKING PROCEDURE  
FOR SW1 TRIP POINT  
5.3.1 With no power applied to unit, connect an  
ohmmeter to terminals 10 and 12 (no other wires  
attached). The ohmmeter should indicate zero  
resistance (short circuit). This is the normally closed  
contact on relay SW1.  
5.0 OPERATION AND CALIBRATION OF  
DYNZ-60010  
SPEED SWITCH  
5.1 OPERATING PROCEDURE  
Once the system has been wired, the SPEED  
SWITCH functions in the following manner.  
5.1.1 No power applied to unit.  
5.3.2 Apply correct DC power to terminals 1 and 2 of  
speed switch. The ohmmeter connected to terminals  
10 to 12 should still indicate zero resistance, because  
you should be below the setpoint for SW1 and it  
should not change states when power is applied to  
the unit.  
l SW1 and OS-SW2 relays are de-energized;  
therefore, contacts are in position as shown on top of  
unit.  
NOTE  
If you are only checking calibration point, omit steps  
5.3.3 and 5.3.4 and go to step 5.3.5.  
5.3.3 Adjust the signal generator frequency to the  
desired SW1 set/trip point as specified or calculated  
in step 5.2.1.  
5.1.2 Power is applied to unit when POWER SWITCH  
is turned on and no input signal to speed switch.  
l SW1 relay remains de-energized; therefore, its  
contacts remain in same position as those shown on  
top of unit.  
l OS-SW2 relay energizes; therefore, its contacts  
change states from those shown on top of unit.  
5.3.4 Slowly adjust SW1 setpoint potentiometer  
counterclock-wise until the ohmmeter indicates an  
open circuit. This is now the set/trip point for SW1.  
5.3.5 Slowly increase the signal generator frequency  
until the ohmmeter connected to terminals 10 to 12  
indicates an open circuit. Note the frequency and  
verify that it is correct for your SW1 set/trip point  
5.1.3 When the engine is cranked and the engine  
starts, SW1 energizes at its crank-dropout setting  
which is normally adjusted midway between the  
cranking RPM and idle RPM of the engine.  
ã 2002 Invensys. All Rights Reserved  
 
F-23371  
Electronic Speed Switch Technical Manual  
Page 4  
requirements. If set/trip point of SW1 is correct it is  
properly calibrated. If set/trip point is incorrect, go to  
step 5.3.2, 5.3.3 and 5.3.4 and calibrate unit.  
l OS-SW2 relay remains de-energized; therefore, its  
contacts remain in the same position as shown on top  
of unit.  
5.4 CALIBRATION OR CHECKING PROCEDURE  
FOR OS-SW2 TRIP POINT  
5.4.1 With no power applied to unit, connect an  
ohmmeter to terminals 7 and 9 (no other wires  
attached). The ohmmeter should indicate zero  
resistance (short circuit). This is the normally closed  
contact on relay OS-SW2.  
6.1.3 When the engine is cranked and the engine  
starts, SW1 energizes (non-latching) at its crank-  
dropout trip point setting which is normally set to trip  
midway between the cranking RPM and idle RPM of  
the engine.  
6.1.4 When an overspeed condition occurs, OS-SW2  
relay energizes and it will remain energized until the  
frequency falls below the trip point at which time the  
relay will de-energize (relay is non-latching with no  
hysteresis). The engine over-speed setpoint is  
normally adjusted to trip at 10 to 20% above the  
engine operating speed.  
5.4.2 Apply correct DC power to terminals 1 and 2 of  
speed switch.  
The ohmmeter connected to terminals 7 to 9 should  
now indicate infinite resistance (open circuit).  
Originally the signal generator frequency was set  
below the units set/trip point (see step 5.2.2);  
therefore, it must change states when power is  
applied.  
6.2 CALIBRATION PROCEDURE  
Equipment Required: Signal generator  
Frequency counter Ohmmeter  
NOTE  
6.2.1 Determine the desitrip points for your unit  
when using a magnetic pickup (MPU).  
If you are only checking calibration point, omit steps  
5.4.3 and 5.4.4 and go to step 5.4.5.  
5.4.3 Adjust the signal generator frequency to the  
desired OS-SW2 set/trip point as specified or  
calculated in step 5.2.1.  
No. of Gear Teeth x  
Trip Point in Hz = Engine RPM Trip Point  
60  
5.4.4 Slowly turn the OS-SW2 potentiometer  
adjustment counterclockwise until the ohmmeter  
indicates an open circuit. This gives you e correct  
setpoint for OS-SW2. Remember OS-SW2 latches.  
6.2.2 Connect the signal generator and counter to  
terminals 5 and 6 with terminal 5 being the ground  
terminal. Set the signal generator frequency 100 Hz  
below the SW1 or OS-SW2 trip point you are trying to  
calibrate/set or check. Then adjust the out signal from  
the signal generator to 1 volt rms or greater.  
5.4.5 Slowly increase the signal generator frequency  
until the ohmmeter connecteto terminals 7 to 9  
indicates an open circuit. Note the frequency and  
verify that it is correct for your OS-SW2 set/trip point  
requirements. If set/trip point of OS-SW2 is correct it  
is properly calibrated. If set/trip point is incorrect, go to  
step 5.4.2, 5.4.3 and 5.4.4 and calibrate unit.  
NOTE  
Omit/skip step 6.2.3 if you are only checking the  
calibration points of the unit.  
6.2.3 If you are calibrating unit, turn the desired trip  
point potentiometer adjustment 4 or 5 turns clockwise.  
6.3 CALIBRATION OR CHECKING PROCEDURE  
FOR SW1 TRIP POINT  
6.0 OPERATION AND CALIBRATION OF  
DYNZ-60012 AND DYNZ-60013 SPEED  
SWITCH  
6.3.1 With no power applied to unit, connect an  
ohmmeter to terminals 10 and 12 (no other wires  
attached). The ohmmeter should indicate zero  
resistance (short circuit). This is the normally closed  
contact on relay SW1.  
6.1 OPERATING PROCEDURE  
Once the system has been wired, the SPEED  
SWITCH functions in the following manner.  
6.1.1 No power applied to unit.  
l SW1 and OS-SW2 relays are de-energized;  
therefore, contacts are in position as shown on top of  
unit.  
6.3.2 Apply correct DC power to terminals 1 and 2 of  
speed switch. The ohmmeter connected to terminals  
10 to 12 should still indicate zero resistance, because  
you should be below the trip point for SW1 and it  
should not change states when power is applied to  
the unit.  
6.1.2 Power is applied to unit when POWER SWITCH  
is turned on and no input signal to speed switch.  
l SW1 relay remains de-energized; therefore, its  
contacts remain in same position as those shown on  
top of unit.  
NOTE  
If you are only checking calibration point, omit steps  
6.3.3 and 6.3.4 and go to step 6.3.5.  
ã 2002 Invensys. All Rights Reserved  
 
F-23371  
Electronic Speed Switch Technical Manual  
Page 5  
6.3.3 Adjust the signal generator frequency to the  
desired SW1 set/trip point as specified or calculated  
in step 6.2.1.  
7.1.2 Check input signal from MPU on terminals 5 and  
6 with an AC voltmeter — must be greater than 0.7  
volts rms.  
6.3.4 Slowly turn the SW1 setpoint potentiometer  
adjustment counterclockwise until the ohmmeter  
indicates an open circuit. This gives you the correct  
setpoint for SW1.  
7.1.3 Check wiring to speed switch.  
7.2 TRIPPING AT WRONG RPM  
7.2.1 Check for proper trip point settings.  
7.2.2 See calibration section.  
6.3.5 Slowly increase the signal generator frequency  
until the ohmmeter connected to terminals 10 to 12  
indicates an open circuit. Note the frequency and  
verify that it is correct for your SW1 set/trip point  
requirements. If set/trip point of SW1 is correct it is  
properly calibrated. If set/trip point is incorrect, go to  
step 6.2.3, 6.3.3 and 6.3.4 and calibrate unit.  
7.3 RELAY DOES NOT FUNCTION  
7.3.1 Check wiring to relays.  
6.4 CALIBRATION OR CHECKING PROCEDURE  
FOR OS-SW2 TRIP POINT  
7.3.2 Check relay contacts for proper operation.  
6.4.1 With no power applied to unit, connect an  
ohmmeter to terminals 7 and 9 (no other wires  
attached). The ohmmeter should indicate zero  
resistance (short circuit). This is the normally closed  
contact on relay OS-SW2.  
6.4.2 Apply correct DC power to terminals 1 and 2 of  
speed switch. The ohmmeter should indicate zero  
resistance (short circuit) with the signal generator  
frequency set below the OS-SW2 set/trip point;  
therefore, it must not change states when power is  
applied.  
NOTE  
If you are only checking calibration point, omit steps  
6.4.3 and 6.4.4 and go to step 6.4.5.  
6.4.3 Adjust the signal genetor frequency to the  
desired OSSW2 set/trip point as specified or  
calculated in step 6.2.1.  
6.4.4 Slowly turn the OS-SW2 potentiometer  
counterclockwise until the ohmmeter indicates an  
open circuit. This gives you the correct setpoint for  
OS-SW2.  
6.4.5 Slowly increase the signal generator frequency  
until the ohmmeter connected to terminals 7 to 9  
indicates zero resistance. Note the frequency and  
verify that it is correct for your OS-SW2 set/trip point  
requirements. If set/trip point of OS-SW2 is correct, it  
is properly calibrated. If set/trip point is incorrect, go to  
step 6.2.3, 6.4.3 and 6.4.4 and calibrate unit.  
– CAUTION –  
As a safety measure, the engine should be  
equipped with an independent overspeed  
shutdown device in the event of failure which  
may render the governor inoperative.  
7.0 TROUBLESHOOTING PROCEDURE  
The unit is potted and, therefore, non-repairable, but  
the following checkpoints can be used to determine if  
there is an internal fault.  
- NOTE -  
Barber-Colman believes that all information  
provided herein is correct and reliable but  
reserves the right to update at any time. Barber-  
Colman does not assume any responsibility for  
its use unless otherwise expressly undertaken.  
7.1 UNIT DOES NOT FUNCTION  
7.1.1 Check battery voltage on terminals 1 and 2.  
DYNZ-60010-000-0-40 — 8 to 40 Vdc  
DYNZ-60012-000-0-74 — 58 to 88 Vdc  
DYNZ-60013-000-0-40 — 8 to 40 Vdc  
ã 2002 Invensys. All Rights Reserved  
 

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