Electric Fuel Perit mc igElectric Fuel Control Governor Cummins Diesel Engine VY YS Copyright© 1986 Cummins Engine Company, Inc. Bulletin No. 3379231-03, Printed 9-86Foreword Page 2 Foreword The Electric Fuel Control (EFC) governor is used on the PT (type G) fuel system. The governor can be adjusted for isochronous or droop governing applica- tions. The governor is available with normally open (ail to the open position) or normally closed (fail ta the closed position) system. This publication contains the instructions for the in- stallation, adjustment, and troubleshooting of the Cum- mins EFC governor on a generator set or a generator drive application Contents EFC Governor Description 3 Magnetic Pickup Jnstaitation 4 Power Source 8 Actuator Description 9 Fuel Flow Through the Fuel Pump 9 Actuator Identification 10 EFC Fuel Pump Housing a Actuator Removal from an EFC Housing 12 Actuator Installation in an EFC Housing 12 Actuator Installation in an AFC Fuel Pump Housing 16 System Adjustments - Panel Mounted Control 20 System Adjustments - Remote Mounted Control 28 Load Sharing Control Wiring Diagram 30 Two Generator Set Wiring Diagram 33 Graphic Symbols 34 Glossary of Terms 36 Component Specifications 42 Parts Tables 43 EFC Troubleshooting Charts 45 Service Publications 52 Literature Comment Post Card 54 Service Tools (or Equivalent) Required Tool Tool Number Name ST-752 Mechanics Hand Too! Set 3977462 Digital Tachometer 3976898 Electrical Multitester 3376613 Potentiometer Screwdriver 3376897 Cycle (Frequency) Meter 24 Volt DC BatteriesElectric Fuel Control Governor Governor Description The governor contains a magnetic pickup, a governor control, an actuator and the mounting parts. ‘The governor is available with normally open or normally closed governor systems. The magnetic pickup senses engine speed at the fly- wheel ring gear and sends an alternating current (A.C.) electrical signal to the governor control. The governor control compares the electrical signal from the magnetic pickup with a preset reference point. If there is a difference in the two signals, the control will change the current to the actuator. Aa = Electric Fuel Control Governor Page 3 ‘ Snr \ aaa fo Soe wep wnat! ™~ sim _ _ re _ cover | ‘Control ‘sa /) ws oR {3 Flywhee My, aMagnetic Pickup Installation Page 4 eFC Actuator| The change in current in the actuator coil will make the actuator shaft rotate. The fuel flow, and engine speed or power will change when the actuator shaft rotates, Magnetic Pickup Installation Zz) The magnetic pickup is an electromagnetic device. The >) _ pickup is mounted in the flywheel housing. There are two types of magnetic pickups. Remove a pipe plug from the flywheel housing that aligns &Ra with the flywheel gear teeth. Rotate the flywheel to center PD" aseartooth below the magnetic pickup hole, ifnecessary. & aligns with the flywheel gear teeth, drill and tap a hole in the housing, NOTE: It the flywheel housing does not have a pipe plug that he drill chips must be removed from the flywheel housing. The main generator must be removed to clean the chips out of the housing.Magnetic Pickup Installation Page 5 1. The hole must be perpendicular to the gear teeth. The hole can be over any part of the gear teeth 2. Drill a 37/64 inch {14.7 mm] hole in the housing. 3. Tap the hole with a 5/8-18 UNF-2A size tap. Eo 4, Remove the chips with a magnet if the housing is cast iron. 5. Remove the chips with compressed air if the housing is aluminum.Magnetic Pickup Installation Page 6 Back out _—!/ 0.028 t0 0.642’ inch vaesaus — | 10.71 t0 1.07 gm] If the housing has a 3/4-16 UNF hole, install a bushing in the hole to reduce the threads to 5/8-18 UNF-2A. Screw the magnetic pickup all of the way down until it contacts a flywheel gear tooth. The pickup will screw in very easy, do not use excessive pressure to install the pickup. NOTE: If the pickup does not screw in with finger pres- ‘sure, check the hole and the pickup threads. Tap the hole again, if required. Refer to the previous page for the chip removal procedure. Back the pickup out 1/2 to 3/4 of a turn. Ifyoucan get a feeler gauge between the magnetic pickup and the fiywheel gear tooth, back the pickup out 0.028 to 0.042 inch {0.71 to 1.07 mm] from the flywheel gear tooth Tighten the locknut down on the flywheel housing. Plug the electrical connection into the pickup, when re- quired. Install the main generator, if it was removed.When the flywheel gear teeth pass the pickup, an A.C. voltage is induced. One cycle is induced for each gear @ tooth. Caution: Measure the voltage of the panel mounted gov- ernor control on the engine control terminal strip. Do not measure the voltage on the control terminal strip. If two terminals on the panel mounted governor control ter- minal strip are shorted, it can damage the control unit. Check the magnetic pickup voltage on terminals 13 and py, 14 0on the engine control terminal strip inside the engine mounted instrument panel Ifa remote mounted control is in use, check the magnetic pickup voltage on terminals 5 and 6. & Magnetic Pickup Installation Page 7Power Source Page 8 YO _ ~~ Less Than 1.5 VAC Screw In 1/8 to 1/4 Turn Power Source _ Voltage ~ Source Actuator Battery | Charger} | S If the pickup signal is less than 1.5 volts AC when crank- ing the engine, screw the pickup in 1/8 to 1/4 turn Power Source ‘The governor control can operate on either 12 or 24 volts De. Anormally closed control must be used with a normally closed actuator. ‘A normally open control must be used with a normally open actuator. The actuators can have a rating of 12V. or 24 V.-D.C. The source (battery) voltage at the control must be the same as the voltage rating of the actuator. Caution: Do not connect the governor control to a bat- tery charger. Due to the circuitry and method of oper- ation of the chargers, the governor will not function properly. Connect the battery charger to the battery. NOTE: See the panel mounted and remote governor control wiring diagrams for the specific wiring. See page 30 and 31Actuator Description Page 9 Actuator Description The actuator is an electromagnetic rotary solenoid valve. ‘The actuator is installed in the EFC cavity of the PT Iuel >) pump. The actuator controls the engine speed and horse- power by controlling the fuel flow to the injectors. The current from the governor control will change when the magnetic pickup senses a change in the engine Kc) speed. Fuel Flow Through the Fuel Pump The throttle shaft is set in the full open position. The fuel flows through the fuel pump to the actuator (EFC) cavity. @)Actuator Identification Page 10 7D) The actuator controls the fuel flow to the injectors. F) The fuel flows through the actuator to the shutoff valve. = ‘tuator Identification 3) normaly 3} Normaty Actuato a ‘Open ‘shored Two styles of the actuator are now available. ‘Actuator Sy Actuator a. Normally open b. Normally closed The normally open actuator is in the full fuel position (@) when the electrical system is turned off. The normally closed actuator will stop the fuel flow whenThe actuators are available in low, high, and ultra high flow. The actuators are rated at 12 or 24 volts D.C. Make sure the governor control voltages the same as the actuator voltage rating. EFC Fuel Pump Housing When a new EFC fuel pump is built at Cummins, the pump will have an EFC housing. The EFC fuel pump housing can be identified in the following areas: The AFC no-air adjusting screw hole has been omitted. The ASA or AFC vent hole, in the top of the housing has been omitted. ‘The AFC spring seat groove is not machined. ‘A 45° chamfer is at the EFC actuator mounting surface. EFC Fuel Pump Housing Page 11 High _Ultra High Source Voltage ActuatorActuator Removal From an EFC Fuel Pump Housing Page 12 Actuator Removal From an EFC Fuel Pump Housing Remove the actuator wires and capscrews. Caution: Do not pry the actuator from the housing. This can damage the actuator shaft and make it stick. Twist the actuator and pull it from the housing Remove the three O-rings from the actuator. Actuator Installation in an EFC Fuel Pump Housing Install a new O-ring on the 50 mm [2 in.] diameter of the actuator. Install two new O-rings on the actuator barrel. Apply the actuator rated battery voltage across the two terminals on the actuator to test the solenoid and to observe actuator operation. The actuator will make a loud click when the actuator shaft hits the internal stop. Re- moving the voltage from the actuator terminals will allow the force of the springs to return the actuator shaft to its, original position. A click must be heard when the voltage is removed. NOTE: The EFC housing does not require the EFC plug in the bottom of the EFC housing bore.Lubricate the two barrel O-rings with clean engine cil Insert the actuator in the fuel pump housing. The actuator flange will be approximately 3/8 inch [9.5 mm] from the fuel pump housing Use the palm of the hand. Firmly push and rotate the actuator approximately 30 degrees until the actuator flange contacts the fuel pump housing. Rotate the actuator until the mounting holes are aligned. Install the three 1/4-20 x 1 1/4 inch hex head capscrews. These capscrews have captive spring washers and do not require lockwashers. Tighten the capscrews until they are finger tight. The actuator capscrews must be tightened in the follow- ing sequence: 1. Tighten the mounting capscrews 1/8 of a turn, in the sequence shown in the figure, until they are seated Actuator Installation in an EFC Fuel Pump Housing Page 13 [>] S Fg xe‘Actuator installation in an EFC Fuel Pump Housing Page 14 © © 2. Tighten the capscrews in sequence to 25 in-lb [2.8 Nem] torque. 3. Tighten the capscrews in sequence to a torque of 50 in, [5.6 Nem}. Q 4, Loosen all three capscrews completely. 4 © 5. Tighten the capscrews again in sequence to 25 in.Ib. [2.8 Nem} torque.6. Tighten the capscrews again in sequence to 50 in. Ib. [5.6 Nem] torque. 7. This procedure will make sure that the actuator is, properly installed and is not binding. A final check is to apply and remove battery voltage across the two actuator terminals. The operation of the actuator must have a similar sound as it did before in- stalling in the fuel pump housing. If the actuator does not click, as if it is not operating, or operating slower than before, loosen all of the capscrews and tighten them again as described in the previous procedure. Caution: This test will only verify that the actuator will go from the full open to the full closed position. A slight binding of the actuator shaft can cause a governor st bility complaint. This test may not detect a slight binding. The fuel pump can now be calibrated (Refer to the Fuel Pump Calibration Manuals or the monthly Cumulative ‘Supplement Update). NOTE: Apply the actuator rated battery voltage to the normally closed actuator when the fuel pumpis calibrated. The throttle shaft must be locked in the full open position. After the calibration, the fuel pump can be mounted on the engine. Actuator Installation in an EFC Fuel Pump Housing age 15 AActuator Installation in an AFC Fuel Pump Housing Page 16 Actuator Installation in an AFC Fuel Pump Housing &Re Remove the fuel pump if it is on the engine. Install a plug in the housing. Install a plug in the fuel drain Remove the ASA, if required, and the AFC fuel drain tube. ge tube connection. Remove the AFC no-air plug, if the fuel pump does not have an AFC. Replace it with the no-air needle valve. The AFC no-air plug is located directly above the throttle shaft. ighten the AFC no-air needle valve in. Ib. [2.8 Nem}. Tighten the jam nut. the housing to 25 Remove the AFC cover plate. Remove the AFC bellows/plunger assembly, if required. Use a pair of snap ring pliers to remove the barrel or barrel plug snap ring.Actuator Installation in an AFC Fuel Pump Housing Page 17 Thread one of the previously removed 1/4-20 capscrews into the AFC barrel plug. Pull out the barrel plug with a pair of pliers. Discard the three original AFC cover plate capscrews. If the fuel pump has a functional AFC, use the AFC barrel puller, Service Tool 3375599 to remove the barrel. The AFC cannot be used with an EFC governor. The AFC cavity is now ready for the installation of the EFC gov- emor actuator. Install the O-ring plug on the Governor Plug Tool, PartNo. 3376457, approximately three turns. Install the O-ringon (4 the plug, 0) Caution: : Do net tighten the O-ring plug to the plug tool or the tool can not be removed after the plug is inserted in the pump AFC cavity. Lubricate the O-ring with clean engine oil. LEAVE GAP. Press firmly until the O-ring plug is seated in the pump housing. Carefully unscrew the plug tool. Install the EFC gasket on the actuator. The gasket will fit only one way. The fuel pump side goes against the (uel pump. Caution: Do not use any gasket adhesive or sealant on this gasket. Check that all of the mounting holes can be aligned. Install the O-rings on the shatActuator Installation in an AFC Fuel Pump Housing Page 18 PLE he SB oa = g CYfKQ2 sO} OS Par Raa I O'S Par RO rotation will increase the run speed. 5 or le-run switch, located on the engine instrument panel, allows the selection of the idle or run mode. @ Also located on the engine instrument panel is the Speed Adjust potentiometer which is used for fine speed ad- justment after Run Speed, Droop, and Gain have been set. SPEED JADJusT|‘The pane! mounted governor control wiring. Caution: Measure the voltage on the engine control cuit board terminal strip and not on the control terminal strip. If two terminals on the control terminal strip are shorted, it can damage the contro! unit. Preliminary Adjustments The idle speed potentiometer adjustment. 1. Turn the screw counterclockwise 20 turns. 2. Turn the screw clockwise 10 turns. 3. This will set the idle speed potentiometer to its mid position. The run speed potentiometer adjustment. 4. Turn the screw counterclockwise 20 turns. 2. Turn the screw clockwise 10 turns. 3. This will set the run speed potentiometer (o its mid position. @ A e & System Adjustments - Single Unit Governor Page 23‘System Adjustments - Single Unit Governor Page 24 — pn, Tutn the gain potentiometer adjustment to midposition or oO lO) SB 50. oun ay o Oo The droop potentiometer adjustment, =~@ 1. Turn the potentiometer fully counterclockwise for CEB © isochronous operation ono om 2, Turn the potentiometer to approximately 40 for 3 ° = 0 | 40-8 percent droop. : 3. Turn the potentiometer to approximately 80 for 5 @ | | so=-5% percent droop. Adjust any remote speed potentiometers to the center of their adjustment range. Governed Speed Adjustment (EB Place the cte-run switch on the engine instrument panel jp _ in the idle position. NOTE: Open the main line circuit breaker while the en- gine is at idle. Gapp,_ Start the engine. Adjust the idle speed potentiometer on ° 0)" y""_ | EB the governor control until the engine is running at 600 to 7650 RPM. AscoEronsxLunron, jo oO.Generators which are to operate at 60 Hz full load, must 60.0 Hz (1800 RPM) for isochronous operation 61.8 Hz (1854 RPM) for 3% speed droop 63.0 Hz (1890 RPM) for ‘5% speed droop For generators which are to operate at 50 Hz full load, the engine no-load governed speed must be adjusted to: & 50.0 Hz (1500 RPM) for isochronous operation 51.5 Hz (1545 RPM) for 3% speed droop 52.5 Hz (1575 RPM) for 5% speed droop Move the idle run switch to the “Run” position Adjust the run speed potentiometer on the governor con- trol until the no load speed is correct. NOTE: Close the main line circuit breaker. Droop Adjustment - Isochronous Operation For isochronous operation, the droop potentiometer must py be turned fully counterclockwise and will not require any further adjustment. 3 System Adjustments - Single Unit Governor 60HZ 1800 RPM Page 25 5OHZ 1500 RPM RUN IDLE‘System Adjustments - Single Unit Governor Page 26 Gain Adjustment ~ 1800 M e) Close the main line circuit breaker and apply approxi- mately 1/4 of the rated load. r Make sure the engine speed is constant & If the engine speed is constant, turn the GAIN potenti- ometer clockwise slowly until the engine speed is not constant. Oo ° Sy 1. Slowly turn the potentiometer counterclockwise until TO 9 GB © Sconstant speed is achieved ° lo Oo ° Gy 2. Turn the potentiometer counterclock lo ; ” © (O| =o tional 1/2 division. 6 @ |, a O °Droop Operation Close the main line circuit breaker and apply the rated KW loac Check the frequency meter to make sure the full load governed speed is correctly set at 60 Hz or 50 Hz 1. If the frequency meter is tess than 60 Hz or 50 Hz, more droop is present than desired. 2. Turn the droop potentiometer counterclockwise slowly until it is 60 Hz or 50 Hz. 3. Open the main line circuit breaker and adjust the no load governed speed again to the correct setting. Dy fap 4. Close the main line circuit breaker and apply the load ‘The frequency meter must read 60 Hz or 50 Hz. 5. If the frequency meter is not 60 Hz or 50 Hz, repeat the procedure. It will usually take two or three suc- cessive adjustments to obtain the correct frequency. gis ‘System Adjustments - Single Unit Governor Page 27 MAIN LINE CIRCUIT BREAKER «o “> 30 ° 7 * e* a ‘Ancoe Fans KLuNPon 0 - = 6 lo ° Oo ike N so © 60 a js 6 MAIN LINE: CIRCUIT BREAKER seeSystem Adjustments - Single Unit Governor Page 28 Su = Saf Avalatiexw toad) x (S9-8,)] 6 Rated KW Where Sq) = Speed at Available KW Load Speed at Full KW Load Speed at No Load Example Available KW Load = 400 Rated KW = 500 Speed at Full KW Load = 1800 Speed at No Load = 1854 Sav = 1854 - (499) x (1854 - 1600) 5 Sq = 1611 RPM Actuator I raid § Fi < peer 3 2 10 Meso 412.0824 yoo. [2 | ay? To calculate the operating (governed) speed under the available load for droop operation, when the full KW load is not available, use this formula. Nort the engine speed in RPM is equal to 30 times the frequency (Hz). At 60.0 Hz, the engine speed = 30 X60 = 1800 BPM. Fine Speed Adjustment Atter the gain adjustment is made, the full load governed engine speed may require a minor adjustment {0 equal the desired speed (i.e. 60 Hz, 1800 RPM or 50 Hz, 1500 RPM). Use the SPEED ADJUST potentiometer on the engine instrument panei for fine speed adjustments of less than +100 RPM System Adjustment Remote Mounted Gover- nor Control Follow the panel mounted governor control instructions for setting the governed speed, idie, droop and gain on the remote mounted control. The wiring for the remote mounted control is shown. Caution: Do not attach the battery negative to Terminal Number 11. The control circuitry will be damaged.System Adjustments - Single Unit Governor Page 29 generator with a flexible drive between the flex discs and shaft (eg. Kohler 4T10 generators, Models 230 ROZ, 250 ROZand 275 ROZ) is used, install ajumper between terminals A and B. This jumper provides additional stability in the governor control. The os+ Cillation frequency of the coupling between the en- gine and the generator can cause the governor con- trol to react to this oscillation in addition to a change in engine speed. NOTE: When a two bearing generator or a single bearing @‘System Adjustments - Single Unit Governor 30 Page loayues siz 49430 04 S9uh7 Burtet leveg 20081! oor0s _eNaG woziuosuouks “enoge ‘oun Jed se og pur ‘6z ‘gz s10q Srert -wunu dusjs eulwe} “O'G e4) OF JeJaWO!UB}Od OWS) Sy) asim pue jaued juswiny}sul ey) UO JE}EWO!JUa}Od OY} WO!) SBM We 2 8014) 84} JND ‘UO}}B99| B}OWa1 F B JO} peyinbai S| JeJeworUs ZN -jod joued Juawinyjsu ey) UeU JAYIO JeJEWOIUB}Od B JI 1 + toa Seeeen (= ee brig ras ‘| Lt yeurwaoal Riapishey ek oeTeleTo TST een eer oY Nae ZH 09-08 2H 09-08 a OVASES-Sie ovAOSz-S6! Ww ans reviwsay VESEZOEON Hed J043u0D Buyzeys peo snouoiysos| ‘The load sharing control with a panel mounted plug in control and a remote speed adjusting potentiometer tor use with an auto synchronizer and an isochronous load sharing control.Page 31 System Adjustments - Single Unit Governor 0081! vend sos pasn aa [gy Kew z “oN veuswuay Aig | Le1jue,0d punos6 ye pue uouuios {12 ave tipue‘g'z Steuiuus, [ouyu0o soUse AOB 943 230UI8d BYL!2}0N Bx touzuog saz PeRA oF Sets Buiter teased s96019 voeous soz 1U0suDUAS ‘ounw, ase T swap sna LoL | ‘00108 2NAG uadung Aioss920y $,Jau03SR9 ‘| [03] reuiuuoL 20 BLibisbie] Eb bile teTTeIsTr ele Telere 2H 09-08 ZH 09-05 OVASES-Ste ovAogz-S6! VESEZOEON Med 104,U0D Buyeys peo? snouoiysos| The load sharing control with a remote control and a remote speed adjusting potentiometer for use with an auto synchronizer and an isochronous load sharing control.Wiring Of Generator Sets (Refer To The Diagram On The Next Page) Page 32 Wiring Of Generator Sets (Refer To The Diagram On The Next Page) Caution: Measure the voltage of the pane! mounted governor control on the printed circuit board terminal strip. Do not measure the voltage on the control terminal strip. Notes For Auto-Synchronizer 1. The "Gain Range” is changed by adding a jumper between Terminals 6 and 14. No jumper 6 to 14: Auto-Synchronizer is set for fast responding engines. With jumper 6 to 14: Auto-Synchronizer is set for slow responding engines. a. Closing a contact or jumpering 11 to 12 allows the Auto-Synchronizer to perform as a sync check relay only, with circuit breaker contact output but no control on the incoming generator b. Closing a contact between 12 to 13 allows the Auto-Synchronizer to perform as a speed matching unit. The speed and phase of the incoming generator are controlled and contact is closed to drive circuit breaker. Once the circuit breaker is closed, the contact between 12 and 13 should be opened. (See the diagram for an example of how one would most likely wire Terminals 11, 12 and 13.) ©. Open contacts or no jumper 11 to 12 or 12 to 13 allows the Auto-Synchronizer to still sense any error but it does not provide any control or contact closures. 3. Phasing of voltage potential to the Auto-Syncrhonizer is necessary to keep each signal in its correct phase relationship. If the generator voltage is not the same as the voltage rating of the Auto-Synchronier, step-down transformers are required. Correct phasing of the transformer leads is necessary. Step-down transformers require a nominal 10 VA/PHASE for the GEN. input to the Auto-Synchronizer and 7 VA/PHASE for the BUS input to the Auto-Synchronizer Notes For Isochronous Load Sharing 4, Systems battery supply. If more than one engine is started using the same battery supply, use separate battery supply for the DYNA System. Twist power leads as shown. Use shielded leads as shown. Use a single pole, single throw 4 ampere switch. 5, Select current transformers to provide as close as possible 5.0 amps at full-rated load. Current transformers require 12.5 VAIPHASE at 5.0 amps. 6. Observe current transformer polarity: markings when connecting 7. Phasing of voltage potential to the Isochronous Load Sharing Control is necessary to keep each signal in its correct phase relationship. Cummins supplied ILS panels are capable of input voltage ranges from 195 to 260 VAC or 315-535 VAC. If the generator voltage is not the same as the voltage rating of Isochronous Load Sharing Control, step-down transformers are required. Correct phasing of the transformer leads is necessary. Step- down transformers require a nominal 6 VA/PHASE for the Isochronous Load Sharing Contra 8. Droop/isochronous switch is not required if units are always operated in the Isochronous mode.Wiring Of Generator Sets (Refer To The Diagram On The Next Page) Page 33 A typical wiring diagram for two generator sets with a load sharing control, governor control, EFC fuel control and auto-synchronizer.Graphic Symbols This table contains the symbols and their identification used in these drawings. Name Symbol Name Symbol Battery -,* Transfer L slik tf Alternator Capacitor (Frequency - ae Source) Fuse ae Resistor ~ GS Circuit Breaker ~~ Variable 3 Terminal Device = ~My Resistor (Potentiometer) 2 Terminal Device ” ~yh- Jumper Wire aot 38 lr Terminal Strip LIT Coil > Switches: Magnetic (N.0) we 3 Magnetic Core = Normally Open Transformer (N.C,) Normally Closed —2 oe Variable Reluctance q Transfer ol Magnetic 4 Pickup Transter 3 Position ° << — Female Contact Relay Contact (NO) 4h Male Contact <_ (Ney HeName Symbol ids: - Shielded Wire + t an Shielded Pair t Crossing of Conductors (wires) not Connected i Junction of Connected Conductors (wires) Ground a Chassis or Frame Connection Conducting connection to a chassis or frame, or equivalent chassis connection of a printed wiring board. The chassis or frame (or equivalent chassis connection of a printed wiring board) may be at a different Potential than the earth or structure in which this chassis or frame (or printed wiring board) is mounted. Graphic Symbols Page 35 Name Symbol Direct Conducting Connection to Circuit Lt Return Conducting connection to a structure that serves a function similar to that of an earth ground (that is, a structure such as a frame of an air, space, or land vehicle that is not conductively connected to earth) Earth Safety Ground CS) ** This symbol may be used in place of symbol for direct conducting connection to circuit return to indicate a ground connection having a specified protective function (eg., for protection against electrical shock in case of a fault). * Electrical and Electronics Symbols and abbreviated name. ** Ref. Electrical and Electronics Graphic Symbols and abbreviated name. *** ANSIMEEEY32-E Reference clarificationGlossary of Power Generator Terms” Page 36 Glossary of Power Generator Terms* A.C. — See Alternating Current. Alternating Current — Electrical current which re- peatedly varies from zero to a positive maximum value to zero to a negative maximum value and back ta zero at a periodic rate. Since the applied voltage continually reverses polarity, the resultant current flow alternates in direction within the circuit v + Time Alternating Current | Applied Voltage V AMP — An abbreviation for the term Ampere. Ampere — The unit of measure of electrical current flow. One ampere of current will flow when one volt of electrical potential is applied across one ohm of resistance. Auto-Transformer — A transformer of single coil con- struction in which both the primary and secondary connections are made on the same coil but at different taps. B- — Symbol used to designate the negative polarity of a D.C. voltage supply. B+ — Symbol used to designate the positive polarity of a D.C. voltage supply. Capacitance — The property of a device which resists changes in voltage. In an A.C. circuit, a capacitive load will cause the voltage to lag behind the current flow. Stated more conventionally, the current leads the ap- plied voltage. A capacitive load is therefore a leading power factor load (see Power Factor) Timo Alternating Current Leading Applied Voltage Caused by Capacitive Load Capacitor — A device possessing the property of ca- pacitance. A typical capacitor consists of two conduct- ing surfaces separated by an insulating material. A capacitor stores electrical energy, blocks trhe flow of D.C. and permits the flow of A.C. to a degree largely dependent on the capacitance and the frequency of the applied A.C. Circuit — An electrical path through which an electric current may flow from a voltage supply to a load and return. A closed or complete circuit is one where cur- rent is flowing. An open circuit is one where the path has been disrupted, such as an open switch or circuit breaker, thus stopping current flow. Circuit Breaker — A protective device for opening a circuit when current flow exceeds a predetermined value: Circulating Current — Alsocalled Cross Current. Cur- rent which flows between paralleled generators, most apparent with no external load on the paralleled gen- erators. Circulating current is caused (1) by unequal excitation of the generators (reactive current, which may be reduced by changing the voltage regulator adjusiment or connections); and (2) by unequal power from the engines that are driving the generators real current (and power) which can be eliminated by gov- eror adjustments. Conductor — A wire, cable, bus, or other device in- tended to distribute current from the supply to the load. Technically, a conductor is any device which will per- mit the flow of current. Contactor — A device for opening and closing an elec- tric circuit. Contactors are normally used in motor cir- cuits where large amounts of current are controlled, *Some of the terms defined and explained within this glossary apply particularly to current Cummins Generator Sets.Cross Current — See Circulating Current. Cross Current Compensation — A term, no longer approved, for a circuit arrangement that made paral- leled generators share the reactive component of load current in proportion to the generator ratings. The cir- cuit arrangement could also essentially eliminate the reactive component of circulating current flowing be- tween paralleled generators. See Reactive Differential (Cross Current) Compensation And Reactive Droop Compensation. Current-(Electrical, Symbol I) — The rate of transfer of electricity from one point to another. Current is usu- ally a movement of electrons, but may also be a move- ment of positive ions, negative ions or holes. Current is usually measured in amperes. Cycle — A complete set of events before repetition occurs. In alternating current or voltage, a cycle starts at zero, continues to a maximum positive value returns to zero, continues to a maximum negative value, and is completed at zero, + He yore Typical Alternating Current 1 Voltage Cyct D.C. — See Direct Current. de — A two terminal solid-state device which per- mits current to flow in one direction, but not in the other. In alternating current circuits, a diode will permit ‘one half cycle to flow but will resist the flow of the ‘opposite half cycle of current. Thus, alternating current is converted to direct current by a diode. Cathode ‘Anode Diode Direct Current-(Abbreviated de) — An electric cur- rent that flows in one direction only. Conventional di rect current is defined as flowing from positive to neg- ative in the circuit outside the source (example: a battery or combination of diodes). Conventional cur- rent flows in the direction of the arrow through a diode. Electron flow and U.S. Navy designated current flow in the opposite direction. Glossary of Power Generator Terms* Page 37 e Time’ Direct Current | Applied Voltage V Distribution Panel — A control panel containing cir- cuit breakers, transfer switches, and other control de- vices which distribute the electrical power, such as from a generator set to the various loads, Double Pole Switch — A switch which has two sets of contacts which operate on two independent circuits at the same time. ———_ _—— | ‘Typical Double Pole Switch Shown as a Single Throw Type in the Off Position Double Throw Switch — A switch which has a com- mon pole that is closed to one contact and open to a second contact in one switch position. With switch operation, the first contact opens and the second con- tact closes to the common pole. eee Typical Double Throw Switch Shown as a Single Pole Type E — Symbol used to represent electrical potential (voltage). Earth Ground — An intentional connection made be- tween the earth and the metallic frame of electrical equipment as a means to eliminate possible voltage hazards to personnel. Earth Ground also serves, in some cases, to reduce electrical interference in sen- sitive circuits such as television and radio equipment.Glossary of Power Generator Terms* Page 38 EFC Governor, Electric Fuel Control Governor — ‘An isochronous (same speed no load and full load) or speed droop governor that consists of a magnetic pickup, a governor control, and an actuator. The act- uator may be normally closed or normally open. The actuator is mounted within the fuel pump housing. EMI — An abbreviation for the term electro-magnetic interference which is sometimes caused by SCR type devices and evident in radio and television operation, Energy — The capability of performing work. Frequency — The number of complete cycles of al- ternating current per unit of time. Typically, frequency is expressed in cycles as per second or Hertz (HZ) Frequency Droop — A decrease in steady-state fre- quency output of a generator caused by an increase in load. This decrease in frequency from the no load frequency is expressed as a percentage of the full load frequency or: (Wo Load Frequency Fut Load Frequency) x 100 Percent Frequency Droop reeves A three percent frequency droop may be used to provide governor stability and for load sharing between paralleled generator sets. Frequency Meter — An instrument designed to mea- sure the frequency of an alternating current system. Gain — The increase in signal power that is produced by an ampiifier, usually given as the ratio of output to input voltage, current or power. In generator set systems, alow gain setting on the electric governor or voltage regulator provides a relatively small signal to correct variations of frequency or voltage. The frequency and/or voltage may wander or be slow in recovering to stable conditions after a load change. A high gain setting provides a relatively large signal to correct variations of frequency and/or volt- age. If the gain is set too high, the electric governor or voltage regulator may over-correct. This may produce unacceptable hunting of the frequency and/or voltage. Gate — The third terminal of an SCR to which a voltage must be applied before the SCR will conduct. Governor — A device which controls engine speed and thus the generator output frequency. Ground — Aconnection, either accidental or intentional, between an electrical potential and the earth or some conducting body serving in place of the earth Heat Sink — A device which absorbs heat from electrical devices such as diodes and SCR's and dissipates the heat to the surrounding air. . Hertz — A term equivalent to cycles per second (See Frequency). Hunting — Oscillation in frequency or in voltage where steady-state conditions are not reached, particularly after a load transient change. I — Symbol used to represent current. Impedance — The opposition to the flow of alternating current. Induced Voltage — The voltage which is produced by relative motion between a wire and a magnetic field v + Time Alternating Current Lagging Applied Voltage Caused by Inductive Load Inductance — The property of a device which resists changes in current. in an A.C. cirouit, an inductive load will cause the current lag behind the applied voltage. Stated more conventionally, the current lags the applied voltage. An inductive load is therefore a lagging power factor load. See Power Factor. Inductor — A device possessing the property of induc- tance. An inductor stores electrical energy, passes DC, and opposes the flow of AC to.a degree largely dependent on the inductance and the frequency of the applied AC. A typical inductor consists of a coil of wire. In Phase — Alternating currents or voltages are in phase with respect to each other if they cross through zero and reach their positive and negative maximum values together. Insulation — A non-conductive material such as rubber oF plastic intended to prevent current from flowing. Tech- nically, insulation is any material which stops the flow of current, Isochronous — As it applies to engine governors, main- taining constant steady-state speed regardless of the load within the rating of the engine. Thus, a generator set is said to be isochronous if the trequency remains the same regardless of load. Normally Closed--(Symbol N.C.) — Asappliedtoamag- netically operated device such as a valve or the contacts ofa relay, Normally Closed indicates that the valve or the relay contacts are closed when no power is supplied to the operating magnet.Normally Open--(Symbol N.O.) — As applied to amag- netically operated device such as a valve or the contacts of a relay, Normally Open indicates that the valve or the relay contacts are open when no power is supplied to the operating magnet. Ohm — The unit of measure of electrical resistance. One ohm of resistance will allow a current of one ampere to flow with an applied potential of one volt. Ohmmeter — An instrument for measuring electricial resistance Ohm's Law — A fundamental law expressing the rela- tionship between voltage, current and resistance in elec- trical circuits. The law states that E = IR or voltage is equal to current times resistance. Open Circuit — 1) A circuit that does not provide a com- plete path for the flow of current.2) A condition of an electrical circuit caused by the breaking of continuity of ‘one or more conductors of the circuit; often an undesired condition. 3) An arrangement of conductors and equip- ment that depends upon lack of continuity for operation, ‘as open-circuit telegraphy; a circuit in which continuity is incomplete or interrupted. Oscillogram — The permanent record produced by an ‘oscillograph, or a photograph of the trace produced by an oscilloscope. Oscillograph — A measurement device for determining waveform by recording the instantaneous values of a quantity such as voltage as a function of time. Oscilloscope — An instrument primarily for making vis- ibie the instantaneous value of one or more rapidly vary- ing electrical quantities as a function of time or of another electrical or mechanical quantity. Oscilloscope, Dual Beam — An oscilloscope in which the cathode-ray tube produces two separate electron beams that may be individually or jointly controlled. Parallel Connection — Anelectrical connection in which the input of one element is connected to the input of another element. The output connections are similarily connected together thus providing two or more paths for current to flow. Parallel Connection . Parallel Operation — The method by which two or more. generators having the same voltage and frequency char- acteristics are connected to a common load. Glossary of Power Generator Terms* Page 39 Permanent Magnet Generator — A generator which uses permanent magnets to create a magnetic field. As applied to Cummins Generators; a permanent magnet generator, within the main generator, supplies the power to the voltage regulator which in turn supplies power to the exciter field. The permanent magnet generator still supplies power during a short circuit of the main gener- ator. This permits the main generator to sustain high short circuit currents. The output of the permanent magnet generator is electrically isolated from the main generator output and is not adversely affected by main generator ‘output waveform distortion such as from SCR type loads. PMG — See Permanent Magnet Generator. Polarity — An electrical term which indicates the direc- tion in which current flows in a conductor. in a direct current system, current flows in the same direction. In an alternating current system, current changes direction as the polarity of the A.C. voltage source changes. Potential — Another term to indicate voltage. Potential Difference — The difference in voltage be- tween two points in a circuit. Power — Defined as the rate of performing work. M chanical power is measured in horsepower or kilowatts. Electrical power is measured in kilowatts. Power Factor — The ratio of the true power (KW) re- quirements of a load to the apparent power (KVA) re- quirement of a load. The combined loads applied to a power source may have a resistive, capacitive, or induc- tive effect Resistive loads such as incandescent lighting or resistive heating elements cause no shift in the voltage/cur- rentwaveforms and are therefore unity (1.0) power factor loads. Inductive and capacitive loads, however, cause the volt- age and current waveforms to shift with respect to one another. These types of loads are commonly called power factor loads (ie., the power factor is less than 1.0) See INDUCTANCE and CAPACITANCE for more information. Power factors ferquently multiplied by 100 and expressed as a percentage. The formula for power factor is: True Power (KW) Power Factor = Apparent Power (KVA) R — Symbol used to represent resistance.