Conforms to EC Directive on

Electromagnetic Compatibility
ADVANT
ADV AGE SERIES
ANTA
Model EC5000
Speed Controller
• Wide Application
Range
• Fuel Limiting
• Speed Ramping

Features AMBAC’s EC5000 was specifically designed as a multifunction engine

• Both Isochronous and speed governor, capable of driving proportional solenoid actuators
Droop governing including the Cummins EFC valve, with steady continuous current up
• Smoke reduction at
to 8 Amps. The controller has the capability to limit starting fuel and
ramp speed on start-up and thus provide smoke reduction. An AUX
start/speed ramping
input can be utilized as either an external trim control input or a load
• Direct compatibility with
sharing control input. Controls are provided to set RUN and IDLE
Cummins EFC valve
speeds, DROOP, RAMP time, and START FUEL quantity in addition to
• Remote variable speed the normal GAIN, STABILITY, and DEAD TIME settings for this controller.
capability The starting current, output current and DROOP are switch selectable
• Controls 12 and 24 in two ranges for small or large actuators. DROOP OFFSET adjustment
volt systems is provided for independent speed setting in droop mode. Protection
• Output short circuit against a jammed actuator or shorted output is also incorporated.
protected These
Theseunits areare
units packaged
packaged in ain
rugged, metal
a rugged case
case withprovides
which a conformally
• Reverse polarity coated circuit
excellent board whichprotection.
environmental provides excellent environmental
Every unit protection.
is fully electrically
protected Every
testedunit
andismeets
fully electrically
AMBAC'stested and meets
traditional AMBAC’sfor
high standards traditional high
quality and
• Load sharing capability standards
long-term for quality and long-term reliability.
reliability.
NOTE S:
-F OR TW O W IRE POTE NTIOM ETE RS
U SE CONNE CTIONS: 1 & 4 100K
166.69 26.80
2 & 4 5K/10K
[6.563] [1.055]
-F OR THREE W IRE POTENTIOM ETERS
U SE CONNE CTIONS: 2, 3 & 4 5K/10K 155.58 19.12
-IF PO TENTIOM ETER D OES NOT F U CTION, [6.125] [0.750]
AD JUS T RU N
CA UTION
RE FE R T O PROD UC T P UB LICA TION WH EN IN STA LLIN G
OR SERV ICIN G TH IS EN GIN E SPEED C ONT ROL D EVIC E

4 x Ø 5.54 [Ø0.218]
109.54 RUN ID LE DR O O P
O FFSE T
STA RT
FUEL
STA B 1 2 3 4
A CC EPTS 5m m S CREW
[4.313] S PE ED DR O O P RA MP G AIN DE AD CUR RE NT [.197]
TIM E LIM IT

71.437 TYP E:
[2.813] EC 500 0
R

ID LE
AUX
FR EQ AD J.
IN PUT PICKUP A CTUATO R
DR O OP
BATTER Y
1 2 3 4 5 6 7 8 9 10 11 12

29.21
[1.150]
S YN/L O AD
SH ARE BA TTERY
INC
FU SE
TW O W IRE REMO TE
A C TU ATO R
V ERY FAS T
S P EED T RIM
AC TING 15A
DRO O P

IDLE
MA G PICK UP

Figure 1. Outline Dimensions

AMBAC International, 910 Spears Creek Court, Elgin, SC 29045 (USA) - North America Tel: (800) 628-6894 Fax: (800) 542-8230
International Tel: (803) 462-9616 Fax: (803) 735-2280 For Technical Assistance: (803) 462-9625 www.ambac.net
Description
The EC5000 operates directly from a battery system, measures the speed of an engine and supplies a
control signal to the actuator which controls engine fuel supply.
The engine speed signal is typically taken from a magnetic sensor mounted in proximity to the flywheel
teeth. The control unit will accept any signal if the frequency is proportional to engine speed and of the correct
amplitude and frequency. This speed input is compared to an internal SPEED setting and the difference is
amplified to drive the actuator to supply more or less fuel, thus controlling engine speed. A safety feature is
provided to turn off the actuator and prevent engine runaway if the speed input signal fails for more than 0.1
seconds. Speed is controlled isochronously or in droop mode (when the DROOP control is moved from its
full CCW position; the further CW, the more droop). Terminal 5 is grounded (to terminal 4) for DROOP
operation or left open for ISOCHRONOUS mode. During cranking, the actuator is commanded to the START
FUEL current setting to eliminate smoke from excess starting fuel. When starting in RUN mode or when
transitioning from IDLE to RUN, a built-in RAMP generator provides a smoothly controlled and adjustable rate -
Performance Specifications of speed change which also
prevents excess smoke.
Outputs
Adjustment for GAIN, STABILITY
Actuator output current, continuous max up to 4.0A (8.0 A2) and DEAD TIME allow simple field
Actuator output current, peak transient nom 4.0 A1 (10A2) optimization for a wide range of
Isochronous/steady state SPEED stability max ± 0.25% engine/generator or pump
combinations.
SPEED drift with temperature max ± 1.0%
This unit may be operated with
DROOP range3 nom 600 Hz/A1 (250 Hz/A)2 a remote speed control on the
RAMP time 0-20 sec FREQ TRIM input and in
Inputs conjunction with Synchronizer and
a Load Sharing Unit.
Magnetic speed sensor voltage (PICKUP) 1 < V <30 Vrms
Internal RUN SPEED control range 1 kHz -7.5 kHz4,5
Internal IDLE SPEED control range6 min 500 Hz - 4 kHz4,5
AUX INPUT sensitivity typ -180 Hz/V4,5 Notes

FREQ ADJ sensitivity typ -900 Hz/V4,5 1. Switch S4 in OFF position

2. Switch S4 in ON position
ISO/DROOP Ground for DROOP 3. Switch S4 Selectable
4. Mag sensor frequency in Hz =
IDLE Ground for IDLE
(engine RPM) x (number of teeth
Supply voltage (BATTERY) 7
+7 < V< +32 Vdc, negative ground on flywheel) / 60
5. With internal SPEED Control set to
Supply current typ 60 mA8 4000 Hz, AUX and FREQ ADJ inputs
open
Environmental 6. Max. IDLE speed is always less
Temperature range -40°C<T<+65°C (-40°F<T<+150°F) then RUN
7. Reverse polarity and transient
Humidity 0 to 95%, Test Method 103 protected
8. Actuator current must be added
Vibration 15g, 10-2000Hz, Test Method 204

of speed change which also prevents excess smoke. Ramp Adjustments are made by moving controls
CCW for slow response or CW for faster response time.

Adjustment for GAIN, STABILITY and DEAD TIME allow simple filed optimization for a wide range of
engine/generator or pump combinations. See "Installation Instructions".

This unit may be operated with a remote speed control on the FREQ TRIM input and in conjunction
with Synchronizer and a Load Sharing Unit.

Printed in U.S.A. Figure 2. Simplified Schematic EG-EC5000 3/07

 ADVANT
ADV AGE SERIES
ANTA
INSTALLATION INSTRUCTIONS
SPEED CONTROL UNITS
INTRODUCTION acting external fuse must be in series with the positive (+) bat-
tery input terminal. The magnetic speed sensor leads must
All AMBAC Speed Control Units use solid state electronics to
be twisted and/or shielded for their entire length. If shielded,
sense engine speed from a magnetic speed sensor or other
connect the shield in accordance with the data sheet at the
suitable signal source and, in turn, provides a controlled out-
control unit end only. Do not connect the shield at the mag-
put current to a proportional electric actuator for throttle con-
netic speed sensor end. If optional SPEED TRIM control is
trol.
used, connect it, as shown on the Speed Control Unit data
sheet, using shielded wire. The mechanical governor speed
The desired engine speed is adjustable via a SPEED adjust
setting must be adjusted at least 5% above the desired gov-
control. A GAIN control adjusts the speed of response. STA-
erned speed for all load conditions.
BILITY CONTROL and DEAD TIME compensation switches
(or capacitors) are used to match the time constant of the en-
CAUTION:
gine governing system to the engine for optimum control.
THE ENGINE SHOULD BE EQUIPPED WITH AN
OPERATION INDEPENDENT OVERSPEED SHUTDOWN
MECHANISM TO PREVENT RUNAWAY WHICH
The Speed Control Units are designed to be powered directly
from engine battery systems (12, 24 or 32 Vdc). The engine CAN CAUSE DAMAGE OR PERSONAL INJURY.
speed signal is usually obtained from a magnetic speed sensor
mounted in close proximity to the teeth of a ferrous gear that is ADJUSTMENTS
driven by the engine. The frequency of the speed sensor signal
is therefore proportional to the engine speed. The flywheel INITIAL SETTING
ring gear (typically around 120 teeth and rotating at engine
speed) is normally used. The typical speed input frequency Units with switches for DEAD TIME compensation (EC5000,
would therefore be equal to 120 x RPM/60 in Hertz. The speed EC5010, EC5100 or EC5111) Initially set dip switches as shown
control unit will accept any signal if the frequency is proportional in Table 1 below:
to engine speed and in the frequency range of the speed control Table 1
unit (see individual controller data sheet). The signal strength
must also be within the range of the input amplifier (1.0 volts Initial
rms to 30 volts rms for approximately sinusoidal signals). Actuator Setting
AGL100, AGS50 S4* - ON
A monitoring circuit detects if the speed sensor signal disap- AGB130, AGD130, AGK130, S3* - ON
pears for longer than 0.1 second and, if so, the speed control AGL202, AGL301, AL3000
unit will turn off the actuator and the malfunction must then be AGB200, AGD200, AGK200, S2* - ON
corrected.
AGK270, AGK280
AGK505, AGK525, AGK1600 S1* - ON
The output circuit provides a pulse width modulated current to *All other switches OFF
drive the actuator. The actuator responds to the average cur-
rent to position the engine throttle for the desired SPEED set- Maximum DEAD TIME compensation (D.T.) is achieved with
ting. During cranking, the actuator will move to the full fuel all four switches ON. The relative amount of the maximum
position and remain there during starting and acceleration of D.T. compensation provided by switches S1 - S4 is:
the engine (except on units which have a START FUEL ad-
justment). S1 - 50%
S2 - 25%
S3 - 16%
INSTALLATION S4 - 8%
The genset speed control unit is rugged enough for mounting
When optimizing the D.T. setting with the engine running these
in the control cabinet or other engine mounted enclosure. Do
switches may be adjusted on or off to vary the total compensa-
not subject the speed control unit to extreme heat. If it is ex-
tion. For example, setting S1, S4 - ON, S2, S3 - OFF corre-
pected that water or mist will come in contact with the speed
sponds to 58% of total possible compensation.
control unit, mount it vertically so that condensation will not
accumulate on the unit.
Units with internal dead time compensation capacitors (ECD67-
2110, ECD67-2112, ECD67-5111, ECD 67-5221, CU671, CW
Leads to the battery and the actuator from the speed control
673) Verify that an appropriate capacitor is installed before
unit should be no smaller than 16 AWG and no smaller than
starting the engine. Refer to the Speed Control Unit data sheet.
14 AWG if over 10 feet (3 meters) long. Refer to the Speed
Typical capacitor values are shown in
Control Unit data sheet for detailed wiring information. A fast
Table 2:
EGEC Inst 10/05
 ADJUSTMENTS (Continued)
Units with external pins for DEAD TIME COMPENSATION GOVERNOR SPEED SETTINGS
capacitors (EC60) Solder an appropriate capacitor on the
pins provided before starting the engine. Typical capacitor Increase the engine speed to the desired governed speed by
values are shown in Table 2: rotating the external SPEED control CW. If at any time the
Table 2 engine governing system becomes unstable, turn the GAIN
and STABILITY controls CCW until the engine is stable.
Approximate
Actuator Capacitance (µF) PERFORMANCE ADJUSTMENT
AGL100, AGS50 0 - 10
AGB130, AGD130, AGK130, 10 - 22 Once the engine is at the desired governed speed and at no
AGL202, AGL301, AL3000 load, the following performance adjustments can be made:
AGB200, AGD200, AGK200, 10 - 22
AGK270, AGK280 A. Rotate the GAIN control CW until instability results. Slowly
AGK505, AGK525, AGK1600, 32 - 68 move GAIN CCW until stability returns. Rotate CCW an-
AGK2200 other 1/8 turn (or 1 division) to insure stable performance.

Tantalum electrolytic capacitors are recommended provided B. Rotate the STABILITY control CW until instability results.
their working voltage is 10 WVDC or better. Observe polarity Slowly move STABILITY CCW until stability returns. Ro-
as shown in the Speed Control Unit data sheet when connect- tate CCW another 1/8 turn (or 1 division) to insure stable
ing. Capacitive values can be added by soldering additional performance.
capacitors in parallel. Larger actuators which are fitted to larger
engines have slower response time and need more compen- C. If low frequency (.5 to 3Hz) instability or surge is encoun-
sation (more capacitance). tered, increase the DEAD TIME COMPENSATION. If high
frequency instability is encountered, decrease the com-
INITIAL ENGINE START pensation.
A. Preset the GAIN/STABILITY and, if used, the optional ex- D. Load may now be applied to the engine. If necessary,
ternal SPEED TRIM control to mid position. The SPEED repeat A and B above until optimum performance is ob-
control pot should remain in the factory set idle position tained. Normally, the critical condition for GAIN and STA-
(1000 Hz speed sensor signal). BILITY adjustment is at no load.
B. Apply DC power to the engine governing system. The
actuator may momentarily move but should remain in the NOTE: Optimum adjustment of both controls is in the furthest
no fuel position. (If actuator is not in the no fuel position, CW position that will result in the best response and stability
proceed to troubleshooting and DO NOT START the en- under ALL operating conditions. Backing off slightly from the
gine). best position achieved during adjustment will allow for chang-
ing conditions that may affect the dynamic response of the
C. Crank the engine. The actuator will move to the maximum engine. If a load bank and a strip chart recorder are available,
fuel position (or to a start fuel position on some units). Once use them to evaluate and optimize the performance using Fig-
started, the engine will be controlled at a low idle by the ure 2 as a guide. If a stable system cannot be obtained, refer
engine governing system.
to the section on Troubleshooting.
D. If the engine is unstable after starting, turn the GAIN and
STABILITY controls CCW until the engine is stable.

TIME
INITIAL GAIN AND STABILITY ADJUST- INCREASED GAIN RESULTS IN INCREASING STABILITY SETTINGS
MENTS YIELD A TRACE WITH SMALLER SPEED TRANSIENTS REDUCES THE DURATION OF THE
RELATIVELY LARGE SPEED (FRE- TRANSIENT AT FULL LOAD AND GOOD
QUENCY) TRANSIENTS AND A STABILITY. THE CONTROL UNIT IS NOW
RELATIVELY SLOW RECOVERY (TIME) PROPERLY ADJUSTED.

Figure 2. Typical Strip Chart Performance vs. Load Changes

(Isochronous Operation Shown)
 TROUBLESHOOTING
Governor is Inoperative or Throttle Does Not Move
If the engine governing system does not function properly, use the following steps to determine the cause. Use a standard
VOM and observe proper polarity.

*Refer to schematic on data sheet

Unsatisfactory Performance
If the governing system functions poorly, perform the following tests.

SYMPTOM TEST PROBABLE FAULT

Engine 1. Do not crank. Apply DC power to the 1. If Actuator commands full fuel, disconnect speed sensor.
overspeeds governor system. If Actuator still commands full fuel - Speed Control Unit defective.
If Actuator commands minimum fuel position, check speed sensor
voltage, frequency. (Refer to Speed Control Unit data sheet).
2. Manually hold the engine at the desired 1. If the voltage reading is 1.0 to 3.0 VDC,
running speed. Measure the Actuator DC a) SPEED adjustment set above desired speed.
voltage. b) Defective Speed Control Unit.
2. If the voltage reading is above 3.0 VDC,
a) Actuator or linkage binding.
3. If the voltage reading is below 1.0 VDC,
a) Defective Speed Control Unit.
4. GAIN set too low.
Actuator does not 1. Measure the voltage at the battery while 1. If the voltage is less than 7V for a 12V system, or 14V for a 24V
energize fully cranking. system, replace the battery. It is weak or undersized.
2. Momentarily connect Actuator terminals. 1. Actuator or battery wiring in error.
The actuator should move to the full fuel 2. Actuator or linkage binding.
position. 3. Defective Actuator. See Actuator Troubleshooting.
4. Fuse opens. C heck for short in Actuator or Actuator wiring
harness.
Engine remains 1. Measure the Actuator DC voltage. 1. If voltage measurement is within approximately 2 volts of the
below desired battery supply voltage, then fuel control restricted from reaching
governed speed. full fuel position. Possibly due to interference from the mechanical
governor, carburetor, spring or linkage alignment.
2. SPEED setting too low.

Electromagnetic Compatibility (EMC)

Most AMBAC Electric Governor products are designed to be in- Speed Control Unit to a grounded metal back plate or place it in a
sensitive to Electromagnetic Interference (EMI); but for excessive sealed and grounded metal box.
levels of interference some installation considerations are still nec-
essary. Radiation is when the interfering signal is radiated directly through
space to the governing system. To isolate the governor system
The governor system can be adversely affected by large interfer- electronics from this type of interference source, a grounded metal
ing signals that are conducted through the cabling or through di- shield or a grounded solid metal container is usually effective.
rect radiation into the control circuits. Applications that include
magnetos, solid state ignition systems, radio transmitters, volt- Conduction is when the interfering signal is conducted through
age regulators or battery chargers should be considered suspect the interconnecting wiring to the governing system electronics.
as possible interfering sources. Shielded cables and noise filters are common remedies.

It is recommended to use shielded cable for all external connec- In severe high energy interference locations such as when the
tions. Always use twisted leads for the Magnetic Pickup. Be sure governor system is directly in the field of a powerful transmitting
that only one end of the shields, including the speed sensor shield, source, a special class of EMI shielding may be required. Contact
is connected to a single point at the speed control unit. Mount the AMBAC application engineering for specific recommendations.