€ Service Bulletin ELECTRIC FUEL CONTROL GOVERNOR No. 3379731-02 WITH THE NORMALLY OPEN ACTUATOR USED IN GENERATOR SETS Vanuary, 1985 ELECTRIC FUEL CONTROL GOVERNOR ACTUATOR SERVICE TOOLS (OR EQUIVALENT) REQUIRED Contents Page Governor Description 2 Part Description, 2 Installation i Adjustments 2 Graphic Symbols % Gloreary, 28 Specifications 3 Parts List a ‘Troubleshooting 36 Copyrights 1985 Cummins Engine Company, Inc Too! Number sT-782 8T-1320 31-1321 3378598 376457 3376813 3376897 Too! Name Mechanics Hand Tool Set Hand Held Tachometer Electrical Multitester AFC Barrel Puller EFC Governor Plug Too! EFC Governor Screwdriver Syele,(Eresuency) Neter 2 Volt De Batteries Printed in U.S.AINTRODUCTION An isochronous Electric Fuel Control (EFC) governor is now available for Cummins engines with the PT-AFC fuel system. During the fourth quarter of 1981 and during 1982 the original governor, installed on Cummins Generator Set engines, was 2 droop-type governar. The isochrenous governor is suitable for droop or isochronous operation This, publication contains the instructions for the installation, adjustment and trouble- shooting of the Cummins EFC Governor in a generator set application GOVERNOR DESCRIPTION ‘The governor contains a magnetic pickup, a governor control, an actuator and the mount= ing parts, 1. The magnetic pickup senses the flywheel rotation and sends an electrical signal to the governar control 2. The governor contro! compares the eletrical signal, or pulses, from the magnetic pickup with a preset reference point. The control then changes the current to the. Sctuator 3. When the control curront changes, the actuator shaft turns. When the actuator shaft turns, the engine speed changes. PART DESCRIPTION Magnetic Pickup 1. The magnetic pickup is an electramag- etic” device that is. mounted, in the flywheel "housing. When the. flywheel gear teoth pase the pickup, anvalte hating current (A.C) voltage is induced, "one’ cycle for ‘each’ gear tooth 2. The magnetic pickup sends an electrical signal to the governor control. The input signal strength from the magnetic pickup must be at least 1-8 volts AC for the system fo function properly 3. If. panel mounted (or plug in) governer control is used, the magnetic pickup wires are connected to terminals. 13. and 14 of the terminal block in the engineinstrument Panel.” Internal wiring connects terminals 13 and If of the terminal block with term! hhals Band € of the panel mounted governor control 4. If 9 remote governor control is used, the magnetic pickup wires are connected to terminals 5 and 6 of the remote governor contral5. Terminal £ of the panel mounted governor control and terminal 6 of the remote gover- nor control are internally grounded Governor Control The governor control is an all electric solid-state module which compares the pulses from the magnetic pickup, which are directly propartional to the engine speed, with the spece control reference sei point. "A current output is supplied to the actuator which rotates, the actuator shaft to control the fuel flow to the engine Two types of the governor control are available, depending on customer requirements: The panel mounted governor control plugs into the printed circuit board in the Cum= mins engine instrument panel. All of the governcr circuitry is sealed with 9 silicone Spoxy for enviromental and vibration pro” The governor control and the printed cir- cuit Board inside the engine’ instrument panelThe engine instrument panel The remote mounted governor control has Ir internal circuit board that is set in a Ble Cast aluminum case. This circuit board GP Sealed with a silicone filled epoxy to Srevent, damage, from environmental and Elatation “conditions. A remote mounted Yeeeal Sgjusting potentiometer can be used nth this governor. The governor control_and actuator are Glecteeally opersted. They do not require Snvtengine drive system, external linkage oF hydraulic system Actuator Six styles of the actuator are, available. The style required depends on the engine Model shd Gattery voltage. The actuator is Gn'clectromagnetic rotary” solenoid. valve in the AFC cavity of the PT-AFC fuel pump. By. regulating ‘the fuel pressure, the valve Gktersines the engine speed and horsepow= The application of the actuators is Gescribec. in the parts list in the rear of this bulletin. “Refer to Table | on page 29, errr Part No. 193734 3020854 145504 145508, 3029853, 3017081 3028300 Sealing and jounting Parts Description ‘O-ring Gasket String O-ring Reture Sprin Electrical Connections Eipserews, Sin O-ring PlugThe fuel port in the actuator shaft is designed to provide linear output from the Cummins BTTAEC fuel pump. The linear relationship ts the degree of actuator shaft rotation to the Engine horsepower. This rotery operated port results in a fast engine transient res ponse fo'Toad changes. The actuator 's positioned electrically by the governor control When the load on the engine increases, the engine speed will decrease. This causes a Uecrease in frequency from the magnetic pickup signmal.. The signal change within the GSntrol will make the actustor shaft fotate and Increase the engine {uel pressure: When the engine is being started or when the electrical system is turned off, the actuator Wein the full fuel position. This iv why the actuator #s called normally open 3, The low flow actuator The high flow actuator The super high flow actuatorFUEL FLOW THROUGH THE FUEL PUMP 1. The fuel pump assembly is a standard Automotive governor PT (type G) AFC Style fuel pump. 2, The throttle shaft is set in the full ‘open position. 3. The fuel, flows. through the fuel pump tothe AFC cavity 4. The actuator is mounted in the AFC cavity’ 5. The actuator controls the engine ThSa/horsepowers The standard SEGmotive. goveraor cut off is set about 17S RPM higher than the engine Sperating RPM. 6. From the actuator, the fuel flows, to {ho shut-off ‘valve and then to the Injectors INSTALLATION OF THE ELECTRIC FUEL CONTROL (EFC) ACTUATOR 1. When changing to. the EFC governor wetams use. the following instructions Fe installing the EFC. actuator in the feet pump. Remove the fuel pump if It ison the engine Remove the AFC no-air plug, Part No, 3001098 and replace it with the no-air Aredia velver Part Now 214144." The REC no-ain plug is ocated directly Sbove the throttle shaft 3. Tighten the AFC no-air needle valve 25 Tao Te {LB Nem]. Tighten the jam ut 4. Remove the AFC cover plate. Use 2 pair of snap ring pliers to remove the Barrel plug snap ring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 ori= Binal AFC cover plate capscrews If the fuel, pump has a functional AFC use the AEC barrel puller, “Service Tool 3375999" to remove the bareel The AFC cannot be used with an EFC Governor.” The AFC cavity’ is) now Feady for te installation oF the EFC Governor actuator Install the O-ring plug, Part No. 3029300, on the ‘Governar Plug Tool, Part No. 3376457, approximately three turns. Install. the O-ring, Part Nov 195734 on the plug Caution: | Do not tighten, the O-ring plug to the plug tool or the tool ‘can hot’ be ramaved after’ the plug is inserted in the pump AFC cavity. Lubricate the O-ring with clean engine ol 8, firmly until the O-ring plug is seated in the pump housing, Carefully unscrew the plug tool Apply battery voltage across the two {terminals on ‘the actuator to test the solenoid snd to observe actuator opera tion. The actuator will make aloud click when the actuator shaft hite the internal” stop. ‘Removing the voltage fromthe actuator terminals will. allow the force af the spring: to return the actuator shaft to. its original position. A click mist be heard when the voltage is removed on LEAVE GAP cams2 1s, "7 Install the EFC gasket, Part No. 3028854 ‘on the actuator.” The gasket will fit only one way. The fuel pump Side goes against the fuel pump: Caution: Do not use any gasket adhe- sive or seaant on this gasket Check tha: all of the mounting holes can be aligned Lubricate the actuator O-rings with lean engine sil. Insert the actuator in the AFC cavity of the fuel pump housing. ‘The actual for flange ‘will be approximately 3/8 inch {3.5 mm] from” the fuel pump housing. Use the paln of the hand. Firmly push and ‘rotate the actuator approximately 80 degrees clockwise until the actuator Flange contacts the fuel pump housing Rotate the actuator counterclockwise until the meunting holes are aligned Install the three 1/4-20 X 1 1/4 inch hex head ezpscrews, Part No. 3017081. These capscrews hove ‘captive spring washers and do not require lockwash= ers." Tighten the capscrews until they are finger tight.19, The actuator capscraws must be tight- ened in the following procadure: 8. Tighten the mounting capscrews Vi of a turn, in the sequence shown in the figure until they are Seated. b. Tighten the capscrews in sequence f0°25 inci [2.8 Nem} torgue: ©. Tighten the capscrews in sequence toa torque of 30 inclb. [5:8 Nem] d. Loosen all three capscrews com- pletely. €. Tighten the capscrews again using the previous procedure, Start at step’. f. This procedure will make sure that the actuator Is properly installed and if not Binding. 20. A final check is to apply and remove battery Voltage across the two actuator terminals. The operation of the actua- tor must have 2 similar sound as it did before installing in the fuel pump hous ing. “If the actuator sounds as if ie is, Hot operating, or. operating. slower than “before, Toosen “all of the cap. screws and\ tighten them again. 9s 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 Stability. complaint. “This test may not detect & slight binding This completes the installation of the actua~ tor in the fuel pump housing. The fuel pump can now be calibrated (Refer to the Fuel Pump Calibration Manuals or the monthly Cumulative Supplement Update). The throttle shaft must be locked in the full ‘open position. After the calibration, the fuel pump can be mounted on the engineINSTALLATION OF THE MAGNETIC ickUP. 1. The magnetic pickup screws into the flywheel housing 2. Remove the pipe plug in the fiywheel housing ‘that aligns with the fywheel gear teeth. Nake sure a gear tooth 1s Zentered in the pickup hole. If neces ary, rotate the flywhes! to center a ‘gear tooth in the hole 3. If the flywheel housing does not have @ pipe plug that aligns with the flywheel gear teeth, drill and tap.a hole in the housing Note: The hole must be perpendicular to the flywheel gear teeth. The hole can be over any part of the gear teeth 2. Drill 837/64 inch (14.68 mm] hole in the housing. b. Tap the hole with a 5/8 - 18 UNF-2A size tap c.f the housing is cast iron, remove the chips with 2 magnet. 4. If the housing is aluminum, remove the chips with compressed air. fe. If the housing hag a 3/4-16UNF inch hole, install a bushing in the hole to reduce the hole to3/8 "18 UNF-28 A. Screw the magnetic pickup all of the way down until it contacts the flywheel Sear tooth. "The pickup will screw in Very eary,” do not use excessive pres” Ture fo install the plekup. Note: If the pickup docs not screw in with finger pressure, ‘check te hole and the pickup threads. Tap the hole again, if required.YM Back the pickup oul 1/2 to 3/4 of « turn a. If you can get a, feeler gauge Beuteen ‘the magnetic pickup’ and the flywhee! gear tooth, back the ickup out §:028 te. 0.082 inen (0.71 to 1.07 mim] from the fly” vibes! gear tooth b. If the pickup signal is less than 1,5 volts AC, serew the piekup in V8 to 1/4 turn 6. Tighten the locknut down on the fly wheel housing. 7. Plug the electrical connection inte the pickup, when required. The pickups ow have the wires attached Caution: Measure the voltage of the panel mounted governor control on the printed Elecult board terminal strip. Do not meas~ lure the voltage ‘on’ the control” terminal strip 8. Check the magnatic pickup voltage on terminals. IJ and 14 on the printed cies it board inside the engine mounted Instrument pan 3 ‘or on terminale 5 and 3'on the remota mounted control POWER SOURCE The governor control can operate on 12 and 24 volts 0.C. The actuator has 2 rating of I2'or 24 volts D.C. The source voltage at the control must be the same asthe voltage rating of the actuator. See the pane! mounted and remote governor control wiring diagrams for the specific wir- Caution: Do not connect the governor control to a battery chargSYSTEM ADJUSTMENTS - SINGLE UNIT GOVERNOR Panel Mounted Governor Control Adjust- ments The panel mounted governor control has Tas. Potentiometers “or making systen Siiettents: These. components." are mougeegon, the’ contrat wh fr loses mae the engine instrument panel oF gen- erator control panel The gain control is a one-turn potentiome: Toe oie ie sed to adjust the sensitivity of the governors A clockwise rotation of the teeitometer knob. will shorten, the Pesponse. time to load changes. Refer to the’ glossary for the gain deseription The droop control is a one-turn potention= Mer. Tews adjustable for zero ® (\sgchro- fous) ton five, speed droop. Counterclockwise rotation will decrease the SSoed'droop. Refer to the glossary for the droop description 2DS The idle speed contro! is 2 20-turn poten tometer for adjusting ‘the idle speed. A clockwise rotation will increase the "idle Speed ‘The run speed control is 2 20 turn poten- tiometer for setting the desired no-load governed speed. A clockwise rotation will Increase the run speed An idle-run switch, located on the engine instrument panel, "allows the selsction of the idle or run made 3[Also located on the engine instrument panel is the Speed Adjust potentiometer which is Used for fine speed adjustment after Run Speed, Droop, and Gain have been set. Top view 8 Negative Battery sos tae Oe on geen to Us Ino The panel mounted governor control wiring Caution: Measure the voltage on the Brinted: cireuit board terminal strip. Oo ot measure the vaitage on the control ter= minal strip. Preliminary Adjustments 1. The idle speed potentiometer adjust- ment a. Turn the screw counterclockwise 20 turns b. Turn the screw clockwise 10 turns c. This will set the idle speed poten tometer to its mid position Note: The letters above the boxes refer Uavplug-in connector terminals on the co thot “Fhe wumbere. inthe boxes are t equivalent terminal connections on the te fminal lacks in the engine instrument pat fenelosure,The run speed potentiometer adjust- ment a. Turn the screw counterclockwise 20 turns. b. Turn the screw clockwise 10 turns. ©. This will set the run speed poten- tlometer to its mid position. ‘The gain potentiometer adjustment, a. Turn the. screw to midposition or 30. ‘The droop potentiometer adjustment. a. Turn the screw fully counter~ clockwise for isschronous opera tion. b. Turn the serew,to approximately 40 for 3 percent droop: ©. Turn the screw to approximately 80 for 5 percent droop. 15Governed Speed Adjustment 1. Place ths idle-un switch on the engine ingtrument panel in the idle position 2. Start the engine. Adjust the idle Speed. potentiometer an the governor control neil the engine is running at 600680" RP. 3. Move the idle run switch to the "Run" position. ‘Adjust the run speed poten Glometer’on the governor contral unt the no load speed is correct.D4. Generators which are to operate at 60 2 Hz full load, must have the engine no load governed speed adjusted to 60.0 Hz (1800 RPM) for Isechroncus operation 61.8 Hz (1854 RPM) for 3 speed droop 63.0, Hz (1890 REM) for BR speed droop For generators which are to operate at $0 Hz full load, the engine no-leed “governed Epeed must be adjusted to: 50,0 Hz (1500 RPM) for isochronous operation 51.5, Hz (1545 RPM) for 38 speed droop 52.9, Hz (1575 RPM) for Bi speed droop, Droop Adjustment - Isochronous Operation For isochronous operation, the droop potentiometer must be turned fully caun= Ferciockwise and will not require any fur- ‘ther adjustment. 5OHZ-1500 RPM,Droop Operation 1. Close the main line circuit breaker and Spply the rated KW load 2. Check the frequency meter to make Sure the full load governed speed is Correctly set at GO Hz or 30 Hz a. If the frequency meter is less than 60 Hz or 3b Hz, more droop is pre sent than desired b. Turn the droop potentiometer Gounterclockwite slowly until it is 60 Hz or 80 Hr. ec. Open the main line circuit breaker and. adjust. the 0 load governed Speed again to the correct setting Bw 4. Clope the main ling circuit breaker and apply the load. The frequen gy. meter must read 80) He or 30 fe. If the frequency meter is not SOHz or 30 Hz, repeat the procedure Te will usually take two or three successive adjustments. to. obtain the corrsct frequency, To calculate te operating (governed) speed under the available load for. droop Operation, “when the full KW load isnot available, use the following formula Gain Adjustment 1. Close the mein line circuit breaker and apely “approximately. 1/4 of the rated 2. Make sure the engine speed is con: Stant. “TA thee engines speed 1s) Gon Stant, turn the GAIN potentiometer Elockwise slowly until the engine speed isnot constant a. Slowly turn the potentiometer counterclockwise “until a constant Speed is achieved. Turn the potentiometer” counterclockwise an Sdditional 172 division Sar" Sfvaable HH Lond) (S91 ~ Sl {Rated ew Where, Sgr > Speed at Available KW Load Sq = Speed at Full KW Load s al Speed at No Load 9Fine Speed Adjustment After the gain adjustment is made, the full foad governed engine speed may require 2 mmino~ adjustment to “equal” the desired Speed (ine. 60 Hz, 1800 RPM or 50 Hz, 1500 RPM. Use the SPEED ADJUST potentiome- fer fi the engine instrument panel for fine speed adjustments of less than #100 RPM SYSTEM ADJUSTMENT REMOTE MOUNTED GOVERNOR CONTROL Follow the panel mounted governor control Instructions for setting the governed speed, dle, droop and gain on the remote mounted control. The wining for the emote mounted contral ie shown’ Caution: De not attach the battery nega- five to Terminal Number 11 aoe Magnetic Pick-Up +12 0r24 voc Battery Negative Y0Ke 20oa Butseys Peo} snovosysos! ue pus seziuosyouds one ue “ysnipe paads sows, ® pue 'u Bnjd pajunow jourd © ronvog Burau peor snouensso8)- - ~ josyuoo Bulseys peo} snoucsyses! ue pue JeziuosysUAs oye Ue YyIM 950 40} dayeuoquayod Sunsnipe paeds sjoues © pu jouyu0> sjouss © (IM [ou3uOD Bulveys peo| oy. sonoge zed se oxy pue xoyou0y3uaz0d paqunoN yeued juounz3suy 9u3 wOIT SOzTA somus ey no sposzabas cf Xe99NOTy Suosod Burasn(pe poads siouel e 31 :930N, LETTS] 1207 souonya0EHWIRING OF CENERATOR SETS (REFER TO THE DIAGRAM ON THE NEXT PAGE) Caution: Measure the voltage of the panel mounted governor control on the printed cir= cuit 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 slaw responding engines. a. Closing a contact or jumpering 11 to 12 allows the Auto-Synchronizer to perform as 2 syne check relay only, with circuit Breaker contact outout but no contral 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 con trolled ‘and contact 1s closed to drive circuit breaker. Once the circuit bresker is chsed, 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 of 12 to 12 allows the Auta-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 nacassary to keep each sig- hal invits correct phase relationship. If the generator veltags 1 hot che fame ast Voltage rating of the Auto-Synchronier, step-down transformers are required, Cor rect phasing of the transformer leads ig necessary. Stop-cown transformers require a snominal 10 VA/PHASE for the GEN. input to the Auto-Syachronizer and. T \VA/PHASE for the BUS input to the Auto-Synenronizer 4. Power switch current rating is 4 amp 24V or 8 amp 12V. Notes For Isechronous Load Sharing 5. 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. 0% shown.” Use shielded leads a2 shown: 6. Select current transformers to provide 2.5 to 5.0 amps at full-rated Joad. Current transformers require nominal 3.2 VA/PHASE at 2.9 amps; 12.5 VA/PHASE at 5-0 amps. 7. Observe current transformer polarity markings when connecting. 8. 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 315-090 VAC. If the genera: tor voltage is not the same as the voltage rating of Isochronous Lead Sharing Con= trol,” step-down transformers are required. "Correct phasing of the transformer leads is necessary.” ‘Step-down transformers require a nominal 6 VA/PHASE for the Isoch= ronous Load Sharing Control.0. 4. 18. 16. 24 Ramp switch may be an oil pressure switch, water temperature switch or @ manually- operated “switch. Cloring ‘the switeh starts. the ramping function. Opening the Switch during or after ramping is completed returns the engine to idle speed. Ramp switch and connections to Terminals 18, 20 and 21 of Isochronous Load Sharing Contrel are required only on ILS Control Model Nos. DYN2 80101 and DYN? 0105, Droo/Isgchronous switch is not required if units are always operated inthe Inochey- Standard ramp time is adjustable from 0.5 to 10 seconds. Ramp time adjustment range can be increased to 20 seconds by connecting a 180 mfd (25 Vde) between Ter mminals 13. and 19. Capacitor should be @ Sprague Type 137D, GE Type €9F, CDE Type TXET or equivalent, If "Load Pulse” funetion is not being used, the "Load Pulse” Potentiome set fully counterclockwise: Fr must be If Ramp Generator function is not being used, the Idle Speed” Potentiometer must be set fully clockwise, If Ramp Generator function is not being used, the “Ramp Time” Potentiometer must be set fully counterclockwise Power Connection, to Terminal 21 on ILS, is not required when ramp generator is not being used.‘resuoo jee yGRAPHIC SYMBOLS This table contains the symbols and their identification used in these drawings Name Symbol Battery sy Alternator eecancy oO Soares) Resistor ae Veriable 2 Terminal Device “4 Resigter (otentiometer) 2 Terminal Device yg. Terminal Strip owiehe, Normally Open eed wc. Sortily coms a Transfer oe, Transfer 3 Position Relay Contact (N.0.) (N.C) 6 —< — cae 4b Name Transfer Capacitor Fuse Circuit Breaker Jumper Wire coil Magnetic Core Transformer Variable Reluctance Magnetic Pickup Female Contact Symbol AeName symbol ble 3 Crossing of Conductors (wires) not Connected Junction of Connected Conductors (wires) or aha or F Connection 4 Conducting connection toa chassis or frame, oF equivalent chasis 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 rwhich this chassis or frame (or'printed wiring board) is mounted Name Symbol Direct Conducting Connection to Circuit d Return Conducting connection toa structure thet serves a function Eimilar to that of an earth grounc, (that is, a structure such as a frame of an air, space, or land Voltcte thst te noe condctively Connected to earta) Earth Safety Ground © 4 This symbol may be used in place of symbol for direct conducting connestion to eireuit return fo Indicate a ground connection having specie protective function leg. for protection against sTeSiioat sRockin cose os fault) % Electrical and Electronics Symbols and abbreviated nome 4% Ref. Electrical and Electronics Graphic Symbols and abDrevisted name et ANSI /EEEYI2-€ Reference clarification 7Glossary of Power Generator Terms* AG. — See Alternating Current. Alternating Current — Electrical currant which re peatedly varies Irom zoro to a positive maximum ‘alue to 267010 a negative maximum valueandback to29r0 at aperiodic rato. Since the applivd voltage Continually reverses polarity, tne raultant current flow altoratas In direction within the cul v + Tine ° Ahornating Cueent [AMP — An abbreviation for the term Ampere “Ampere — The unit of measure of elecvical current flow. One ampere of currant wil law when one volt of electrical potentials applied across one onm of Auto-Transformer — A transtormer of single coil ‘construction in whieh both the primary and secon= ‘ary connections are mado on the same coi Bul at diferent tps. 'B-— Symbol used to designate the nogatve polar- ity of D.C. vottage suppiy {Br — Symbolused to cesignate nepositivepolarity 9f 80.6. voltage supply. Capacitance ~ The property ofa dovice which 16 sists changesin voliage-Inan A.C. crcut, capac tive Toad will cause the voltage to lag behing the current flow. States more conventionally, the cure Fant leads the applied voltage. A capacitive lead is therefore leading power lactor load (eve Power Factor) + Atrnating Currnt Leasieg Appia Vatiage Caused by Capactve Loag Capecitor — A device possessing the property of Capacitance. & typical capacitor consists of two Conducting surlaces separated by an insulating ‘material. Aegpacitarstoresolectrien| energy blocks the flow of D.C. ang parts he flow oF AG. toa ‘degree largely dependent on tne capacitance and te Trequeney of the applied A.C Circuit — An electrical th through when anolect- fhe eurrent may flow ion a vollage supply 10 aloud 4nd return, A closee or compete cireuit is one where current is flowing. An open circu is one wnnere the path nas buen disrupted, such asan open switen oF circuit breaker, thus slopping current flow: Circuit Breaker — A protective dovice for openinga ‘ireult when current flow exceeds a predetermined ‘Conductor — A wire, cable, bus, or other device Intended to gistribute current from the supply tothe load, Technically. 8 conductor is any device which wil pri he ow of cureont Contactor — A device or opening and ciosing an flectrie circuit Contactors are normally used in motor elrcuts where large amounts of current are Contraliog Current — The flow of electrons in acircutt forced by an applied valtage potential (See Alternating Currant ana Direct Current *Some of the terms detined and explained within this glossary apply particularly to current Cummins Ge 28 ator Sets which use only brushes type gener