FACTORY APPROVED
ALTERNATOR SERVICE MANUAL
1984 6th Edition —
• MISCII •CAV O LLECIIIODYNE • HITACHI • LUCAS .111W
PUBLISHED BY
trn
Factory Approved
ALTERNATO SERVICE MANUAL SIXTH EDITION
T. M. PUBLICATIONS PTY LTD
PUBLISHED BY
Lm
P.O. BOX 311 NORTH SYDNEY 2060 AUSTRALIA P.O. BOX 90 LEURA, N.S.W. 2781 TELEGRAMS & CABLES “CYCLESERV” SYDNEY WAREHOUSE 184-186 Great Western Highway Hazelbrook N.S.W. 2779 —
publishers of
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AUTOMOTIVE APPLICATION OF ELECTRONICS AUTOLEC SERVICING AUTOMOTIVE STARTING MOTORS STARTELEC —
—
THE PETROL FUEL INJECTION BOOK FOR AUTOMOBILES. FACTORY APPROVED ALTERNATOR SERVICE MANUAL. VARIOUS FACTORY APPROVED SERVICE MANUALS. “Over 50 years experience in the pruction and distribution of Automotive Books”
Published July 1984. ISBN 86889099-5 © CECIL R. DODD Leura, N.S.W. Australia. 2781 Registered at National Library of Australia, Canberra ACT 2600 Registered at Library of Congress, Washington, U.S.A. —
1st Edition
June, 1967
2nd Edition
August, 1968
Reprinted
September, 1970
3rd Edition
September, 1972
4th Edition (Revised)
December, 1978
5th Edition (Revised)
January, 1980
6th Edition
July, 1984
All rights reserved. No part of this publication may be reproduced, stored in retrieval system or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise without the prior written permission of Cecil R. Dodd. —
No liability can be accepted for any inaccuracies or omissions in this publication although every possible care has been taken to make it as complete and accurate as possible.
The Publisher wishes to thank the many Automotive Product Manufacturers for their continued support and the supply of technical data for inclusion in this latest edition of the “Factory Approved Alternator Service Manual”. Previous editions have proved invaluable to those engaged in the automotive repair industry, also Technical Colleges, Government Departments, Libraries etc. have appreciated this information being extended to them.
Published by TM PUBLICATIONS PTY. LTD. P.O. Box 311, North Sydney, N.S.W. 2060 P.O. Box 90, Leura, N.S.W. 2781 Printed in Australia —
2
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__________
_____
ALTERNATOR SERVICE MANUAL Construction and Operating Principles
—
Technical lnstructions
BOSCH ALTERNATORS
Alternators E’ectromagnetic Induction Principle
This principle is based on the fact that, when an electri cal conductor cuts through the lines of force of a magnetic field, an electrical potential (electromotive EMF) is ,,induced” in the conductor. force It is immaterial whether the magnetic field remains stationary while the conductor moves or vice versa (i.e. the conductor is stationary while the magnetic field moves). In the Bosch alternator the conductor (stator or stator winding) is stationary and the magnetic field moves Irotates, hence the term rotor). The induction effect can be multiplied by subjecting not only one, but a large number of conductor loops to the alternating magnetic field. These ,,loops” together form the stator winding. As the rotor turns the poles of the magnetic field move in the direction of rotation and an ,,alternating” voltage, alternating in direction as well as in magnitude, is induced in the conductor. The pointer deflections of the voltmeter (Figs. 2 and 3) indicate the respective maximum values after each half revolution. Between the maximum values the voltage follows a sine wave curve if the rotor is turned at a uniform rate (Fig. 4). The induced EMF becomes greater when the magnetic field is strengthened (i.e. the lines of force become more dense) and when the speed with which the lines of force are cut is increased. Bosch alternators have electro magnets for generation of the magnetic field. The field is only present when current flows through the field (rotor) winding lexcitation winding). —
oZJ
lvi E
/
+
U
0
a,
0
>
0 0 U
Ui
0
Fig. 4
270 180 90 Degrees of rotor rotation üt
Curve of induced alternating current during one turn of the rotor
-
N
///
\ift’\ ii5
Iii I
l Il
I
I I
IIll.11I[1ll
/
‘I
I I
\ \ \ \\d \
Fig. 2
/ / / // / —--,
Magnetic flux in the stator winding, the lines of force flow from North pole to South pole
Fig. 3
19
When the magnetic field is reversed, the polarity of the induced voltage changes
What is Three-Phase Current?
IV]
In an alternator, the stator consists of three windings which are spaced apart fron one another (Fig. 5). In each winding an alternating voltage is induced and an alter nating current, termed phase” (u, v w(, flows. These windings are arranged so that the phases are equally spaced in time, which results in a phase shift of 120° (Figs. 5 and 6). The resulting three-phase alternating current is termed simply three-phase current. Threephase current results in better utilization of the alterna tor than a single-phase alternating current. The three phases are connected in a circuit using either the ,,wye” or ,,delta” configuration. Fig. 7 shows the symbols for the two methods of connection. The two types of connection result in changes in gener ated current and voltage. The following relationships apply:
D
D
IN__
+
C, C,
0
a
0
C,
-C
(VI
D
I=Ip; U=Upv
U=U; i=I/
‘
I I
0,
C’
C’
I
‘0
I
>
a,
C’
I
C’ C’
I
—
“Delta” connection
44 ‘
,
>+
‘0
“Wye” connection
—
—
—
.4-
—
—
—
C’
I
C’,
lvi 4-,
—
%‘.
In the above equations p stands for u, v, w.
a
+
D
/ /
0)
I
=
Alternator current
Jp = Phase current
U Up
= =
C,
Alternator voltage Phase voltaqe
0
\
>
0,
(V’ã= 1.73)
—
f
/
r0 -C
\ Most Bosch alternators are manufactured with the ,,wye” configuration.
/ 444%
—
D a, (0
0
>
0
Fig. 6
90 180 270 Degrees of rotor rotation at
The combination of the phase voltages induced in the three windings results in three-phase current
V I••
V
,,Wye”-connection Fig. 5
Generation of three-phase current by three windings spaced 1200 apart from each other
Fig. 7
Phase voltages U, U, U Degrees of rotor rotation Wt
20
(0)
‘p
,,Delta”-connection
Three-phase connection of the three stator windings left: ,,Wye”-connection right: ,,Delta”-connection
Rectification by Semiconductor Diodes The three-phse current generated in the stator windings must be rectified in order to charge the vehicle battery. This is done with the aid of semiconductor diodes, in this case silicon diodes. Diodes of this type (Figs. 8 and 9 show the front view, the construction and the symbol of such a diode) permit current flow in only one direction (forward direction, in the direction of the arrow) and block current in the opposite direction (inverse direction), thus acting as a rectifier and making it possible to take off direct current at the alternator terminals. 1
It must be realized, however, that the effective range of semiconductor diodes does have certain limits (Fig. 10). In order for silicon diodes to begin conducting, a voltage of about 0.6 V must be applied in the forward direction; the peak inverse voltage (maximum voltage that can be effectively blocked) for these diodes is approximately 100 V. This voltage range, however, is particularly suitable for the standard )ow.voltage systems of motor vehicles.
cm
Front view and symbol of silicon diodes. Glass-enclosed diode at left and cast resin diode at right
Fig. 8
In automotive electrics two types of diode are used. The two diode types differ from one another internally only in that the silicon wafer (rectifying material) is mounted in the case the opposite way around. This type of construction is necessary since the diodes have only one connecting lead (Fig. 1) and their cases are secured in metal supports (see Cooling, page 36). These supports (heat sinks) are connected electrically to either the positive or negative terminal of the battery.
Fe-ring
Ceramic
Si-wafer, soldered IPNP-junctionl
Cu housing
Cross-sectional view of a glass-enclosed diode
Fig. 9
Anode
Blocking direction
Forward direction
—
Cathode
U
0
Plus diode
S 0 LL
C 0)
a,
Blocking direction
Forward direction
—
Anode Minus diode
Fig. 11
—200
—100 Inverse voltage U
Diode type
abovs: PN (positive) diode with cathode on case below: NP (negative) diode with anode on case
lvi
Fig. 10
21
0
+1
VI
Forward voltage U
Characteristics of silicon diodes
+2
+ C
Cs
Cs
0
Cs
C
C-)
>
0
180
360
540
0
90
Degrees of rotor rotation wt Al
i ” 4 \4N_
C
0
19
+ D V C,
Cs
C C-)
0
C
>
0
180
360
540
19
90
0
Degrees of rotor rotation wt Fig. 12
270
IV)
+ a,
180
Degrees of rotor rotation wt
180
270
19
Degrees of rotor rotation Wt
Diode rectification of single-phase in front of the diode, single-phase alternating current after the diode, pulsating direct current
lvi
D Cs CC CO
0
0 U
>
UGff
0 0
90
180
270
Degrees of rotor rotation Wt Fig. 13
Full-wave rectification above: center: below:
Diode rectification of one of the three alternating current phases is shown in Fig. 12. The diode blocks the negative half waves, and yields pulsating direct current. In order to make use of both half waves of each phase (full-wave rectification), one diode per phase is secured in the positive metal support and one diode per phase is secured in the negative metal support. In all, six power diodes are required for rectification of the total alter nator output (Fig. 14). This type of circuit is known as a three-phase bridge.
.three-phase current generation of alternator voltage rectified alternator voltage (terminal voltagel
Power diodes / p
Fig. 13 shows the result of full-wave rectification: The three-phase AC (U , U, U) becomes DC with a slight 0 ripple (UG). To increase the number .of pole reversals per revolution, different types of rotors are used. This will be more thoroughly described in the section on alternator design.
Stator winding
The full-wave rectifier circuit is not only used for the output current of the alternator, but is also used for the exciter current which magnetizes the poles of the exciter field.
Fig. 14
22
Three-phase bridge circuit
_ ____ __
Power diodes
LU
vIOl wI—I Stator windings
In an alternator these are three separate circuits:
Load
I!
/
The charging circuit (power circuit) The exciter circuit The pre-excitation circuit
Ll
120° Battery
U
=
V
=0 = neg.
w
Charging circuit with phase angle of phase u
Fig. 15
pOt.
120°
=
Charging Circuit Current for battery charging and for the electrical accessories in the system is taken from the B+ terminal of the alternator. The flow of current for battery charg. ing and electrical accessories is depicted in Fig. 15. The instant of time for this example is at the 120 phase angle of phase u, as shown by the dotted line on the graph to right of the wiring diagram (both half waves together are 360°). From the diagram we can see that the voltage at the winding u is positive at this instant, while it is negative at w and zero at v (no voltage). The current flows from winding u through the PN diode to alternator terminal 8+.
Load
Power diodes
IM
From this terminal the current is either directed to the battery for charging, or to the electrical accessories, and is grounded. From ground the current is led back to the alternator by terminal D—, and passes through the respective NP diode to winding w, the current completes its Circuit at the neutral point (,,wye” center).
Ll
150° v(+ wi—I Stator windings
U V w
Battery
Charging Circuit with phase angle of phase u
Fig. 16
=
= = =
pos. pot. neg.
1500
If a time instant is chosen where the phase angle of u is 150° the current would flow as in Fig. 16. In this case none of the phases are at zero and currents of equal magnitude flow from the windings u and v to the corresponding PN diodes and return to the neutral point (,,wye” center) through the respeltive NP diode and winding w. Note that not all the diodes belonging to the various phases are used at the instant of time examined in this example. This remains true for all the other innummerable instants of time which could be examin ed. Individual phase currents change in magnitude and polarity, while the output current to the battery or electrical accessories maintains its uniform direction.
Exciter Circuit
U
=
The exciter current for generation of the magnetic field is tapped from the stator winding and is rectified by three special exciter diodes and the three NP power diodes. The exciter current follows the path shown in Fig. 17. From winding u (positive at this instant of time), through its corresponding exciter diode and the alternator terminal D+ to the voltage regulator term) nal D+. The current is led from the regulator termi nal OF to the excitation windir via terminal ,,DF” of the alternator, and goes by way of the alternator termi nal D— and the NP power diode to winding w (negative at this instant of time) completing its circuit at the neutral point (,,wye” center).
-
POS.
v=0
+1
w
=
neg.
120°
Fig. 17
Exciter circuit with phase angle of phase u (refer to Fig. 15)
1200
23
Pre-excitation Circuit Bosch alternators are usually self-exciting, that is, the exciter current is obtained from the alternator itself by tapping from the main current. But how is excitation, or rather the build-up of a magnetic field, possible when the alternator is started from a standstill and no exciter current is flowing? This question can be answered by the principle of ,,residual magnetism” or ,,remanence”. When the current of an electromagnet is disconnected, the magnetic field does not disappear completely, the iron core remains slightly magnetic (Fig. 18). If the alter nator is driven by the vehicle engine, the residual magnetism in the core is sufficient to induce a small EMF in the stator windings. This small EMF causes a weak current to flow through the closed circuit of the excitation winding. This current produces a weak magnetic field of its own which is added to the residual magnetism of the core and slightly boosts the intensity of the exciter field. A boosted exciter field results in a higher EMF, the effect is cumulative and the process repeats itself until the desired EMF, corresponding to the alternator speed is reached.
Switch closed; many lines of force
Fig. 18
The exciter circuit in an alternator contains two diodes. Therefore, self-excitation cannot start until the induced EMF is 2 x 0.6 V = 1.2 V (i.e. the total voltage required ‘by the two diodes to pass current in their forward direc tion (Fig. 10). The existing residual magnetic field of the rotor gener ates this voltage only at high speed. Therefore, it is advantageous to pre-excite the alternator during start-up. This is done by drawing current from the battery via the charge indicator lamp. When the ignition switch is turned on, the pre-exciter current flows (Fig. 19) from the positive terminal of the battery through the ignition switch and charge indicator lamp to terminal D+ of the regulator. The current then goes from the regulator to the excitation winding where it is grounded and returned to the negative side of the battery.
Switch open; few lines of force (Residual magnetisml
Residual magnetism lremanencel
Exciter diodes
Power diodes
By using a charge indicator lamp with a sufficiently high current draw, the current, which also passes through the excitation winding produces a magnetic field strong enough to start self-excitation of the generator.
Fig. 19
Alternator Designs
Regulator
Battery
Excitation winding in rotor
Pre-excitation circuit
Exciter diodes
Power diodes
Basic Construction The basic construction of an alternator consists of a three-phase stator winding (stationary conductor); a rotor (armature) with a shaft that carries the magnet poles and excitation winding as well as (in the majority of designsl two slip-rings. The rotor shaft is supported at both ends by bearings which are built into the ends of the alternator housing. Six power. diodes, three exciter diodes, and finally two carbon brushes complete the basic unit. (The carbon brushes press against the sliprings. Exciter current flows from the stator winding to the revolving excitation winding by means of the brushes and slip-rings). Terminals are provided on the alternator. for connection to the vehicle electrical system. Alternators can be rotated in either direction because current reversal, as required by a DC generator when rotated backwards, is not necessary. The direction of rotation for an alternator is pre-determined only b’7the type of fan disc used for cooling.
Fig. 20
24
Basic construction of an alternator
Carbon brushes
Claw-pole Alternator with Slip-rings
The development (taking into particular consideration economy, low maintenance requirements and produc tion costs)’ from theoretical principles into a product suitable for practical application resulted in a series of basic designs. These designs differ in performance and overall dimensions but above all in rotor shape,
The name of this type of alternator is derived from the shape of the rotor, It consists of two claw-pole halves, whose claws interlace (Fig. 23), and which envelop the
toroid-shaped excitation winding. Each half has six clawshaped poles, this results in a total of 12 poles (6 north poles and 6 south poles (Fig. 22). A magnetic field exists between the poles (Fig. 21). The lines of force Cut each of the three stator windings as the rotor turns, Twelve pole passes occur during one full rotor revolution (360j. Each pole passage induces a voltage halv-wave which is either positive or negative depending on the polarity of the pole. Therefore in one revolution of the rotor a total of 12 x 3 = 36 half waves are induced in the three windings of the stator. By comparison a two-pole rotor would only induce six half waves (Fig, 24).
Four basic Bosch designs are currently available: Claw-pole alternator with slip-rings Single-pole alt nator with slip-rings law-pole alternator with exciter (without slip-rings) Alternator with permeable rotor (without slip-rings)
Claw-pole half
Excitation winding
Claw-pole half
North pole South pole
Fig. 21
Fig. 23
Lines of force of a claw-pole rotor with 12 poles
lvi + D 0,
Parts of a claw-pole rotor
((\fj\J(\[J\\J
0 >
a, iO
‘C 0
90
180
270
[0)
Degrees of rotor rotation Wt Fig. 22
Fig. 24
Principle of the claw-pole alternator Stator windings u, v, w F Excitation winding 1 phase = Rotor 1 = 2 = Stator winding
Induced voltage in one phase during one revolution of the rotor a( 12-pole rotor b( 2-pole rotor
25
Further construction derails of the claw-pole alternator, type Ki, are shown in the diagram (Fig. 25>. The rotor turns on two ball bearings. The excitation winding receives current through the carbon brushes which are pressed against the sIiprings by spring tension. The slip.rings turn with the rotor. The six power diodes, for rectification of the phase current, and the three exciter diodes, for the rectifica tion of the exciter current, are mounted in heat sinks fitted at the slip-ring end. Terminals D+/61, D—, and DF (for lead connection to the regulatorl, as well as termi nal B+ (and on some models a second terminal D—) for connection to the vehicle electrical system (battery> are on the outside of the slip-ring end frame.
Drive-end frame
Fan
Fig. 25
Sectional view of the K 1 model claw-pole alternator
26
The claw-pole alternator depicted in Fig. 26 is intended for high output such as required by buses. The slip-ring compartment, is covered for dust protection, ensuring an even longer life for the brushes. Constant lubrication of the bearings is provided by the grease pipes and grease cups. The housing end plate at the slip.ring end has an air intake vent and a capacitor for radio interference suppression. This capacitor also helps to protect the diodes from voltage peaks.
Interference suppressor capacitor
/
Air intake vent
Fig. 26
Sectional view of the T 1 model clawpole alternator
27
Single-pole Alternator with Slip-rings Single-pole alternator designs are primarily intended for high current outputs in excess of 100 A. The rotor supplied with this basic alternator model has four or six single poles (Figs. 28 and 29 respectively). Each pole has its own individual excitation coil as opposed to the clawpole alternator which has one common excitation winding for all the poles. A threaded cable connector permits regulator hook-up with a cable harness, provid ing more rapid and easier installation (terminals are shielded, protected from dirt and water, and non-inter changeable) -
In the examples shown (Figs. 27 and 28) four pole passes per stator winding take place during each revolu tion, inducing four half waves in each phase. There are a total of 12 half waves (four pole passes x three phases) per revolution.
Interference suppressor capacitor
Fig. 27
Carbon brush SI p-ring-end frame
Basic construction of single-pole alternator
Excitation coil
Stator winding
Drive-end frame Bearing seal
/
Belt pulley
Fan
Grease cup
Grease pipe
Stator core
Fig. 28
Sectional view of the T 2 model single-pole alternator (4 magnetsl
28
The single-pole alternator, type U 2, shown in Fig. 30 is designed for heavy duty vehicles with very large current demands. It differs from the T 2 alternator in that it has six single poles (magnets) on the rotor instead of four. The U 2 also has a built-in fan disc, and the diodes are externally mounted in a separate water-cooled rectifier housing Fig. 29. These alternators can easily be converted from ,,wye” stalor winding connection to the ,,delta” configuration by changing the jumper strips in the terminal box. If, for example, the alternator has a maximum current output of 320 amps with a ,,wye” connection, the maximum current for the ,,delta” connection is: x 1.73550A / 320 0 1 [
Fig. 29
Rectifier G 9 1GW 28 V 400 A)
Terminal board
Stator housing
Excitation winding
Fig. 30
Sectional view of the U 2 model single-pole alternator (6 magnets, without built-in rectifier)
29
Claw-pole Alternator with Exciter (without slip-rings, Fig. 32) Carbon brushes are subject to wear, and are normally the determining factor for the intervals between alternator maintenance. Less frequent maintenance is particularly desirable for busline operation, which led to the develop ment of an alternator with neither slip-rings nor carbon brushes. The maintenance intervals are then determined only by the ball bearings. Manufacturing costs, however, for such alternators are higher.
Integral solid-state regulator ,
The slip-ring section is replaced by a special exciter which is in itself a miniature alternator having a rotating three-phase winding and a stationary excitation winding. The current induced in the three-phase winding of the exciter (Fig. 31) is rectified by diodes and used to ener gize the main rotor winding of the alternator.
suppressor capacitor
Fig. 32
C
Rotor
Exciter 7Rotating part
C,
x UI
Fig. 31
Regulator
0
C,
.0
This model has a solid state, silicon transistorized regula tor (less temperature sensitive) built into a cut-out in the end frame on the air intake side. Therefore, cables are not required between the alternator and regulator: down time because of broken or incorrectly installed cables is eliminated.
Interference
Stator
Pole shoe
Sectional view of the T 4 model claw-pole alternator
30
Internal circuitry of the T 4 model alternator with exciter
Permeable-rotor alternator (without slip-rings, Fig. 34) This alternator is intended for the power supply of railroad lighting systems and is driven by a worm gear on the car axle. It is practically maintenance free since it has no separate bearings, slip-rings, or carbon brushes. In this model, the excitation winding is mounted on a stationary inner pole in the center of the alternator. The stator winding is on the inside surface of the alternator housing (Fig. 33), leaving a large air gap between the excitation winding and the stator. The permeable rotor slips into this gap and rotates between the fixed excita tion windings and the stator windings. The rotor consists of two halves with six interlacing claw-shaped poles, giving it a total of twelve poles. The rotor halves are connected by a ring of nonmagnetic steel. The base of one of the rotor halves is formed into a hub with which the permeable rotor is fastened to the worm gear shaft. The shaft bearings are in the railroad car gear box. The rotor is totally supported by the gear box and is not physically connected to the rest of the alternator. The alternator is excited by the stationary inner pole, whose field is first strengthened by the pre-excitation current. The exciter field magnetizes the turning permea ble rotor. The magnetic flux of the rotor in turn induces, in the three-phase stator winding, a three-phase alter nating current which is rectified by the diodes in the normal manner.
Fig. 33
A socket is mounted on the diode housing which pro vides, together with the connection plug and its associat ed cables, a simple watertight connection between the alternator and the regulator as well as the remaining circuitry.
Diode compartment
Connection socket
Schematic cross-sectional view of the U 3 model alternator Excitation winding = F I phase = Inner pole (stationaryl = 1 Stator winding (stationary) = 2 rotor (rotating( Permeable = 3
Permeable rotor
Stator winding
Inner pole with excitation winding
Fig. 34
Sectional view of the U 3 model alternator with permeable rotor
31
Explanation of Model Codes In addition to the 10 digit Bosch part number (which for alternators, always starts with 0 12 .) a model code is stamped on all alternators. These codes can be inter. preted with the help of the following example: .
Model Code Example K
14V
-
35A
20
LJ
-)
Speed (rev/mm) in hundreds at 2/3 max. current
— Maximal current in Amperes
H
Alternator voltage in Volts Direction of ) or or (—a. (or (—s..
1 2 3 4
rotation** R = clockwise L = counterclockwise RL = either direction
Claw-pole alternator Single-pole alternator Permeable-rotor generator Claw-pole.alternator with exciter
Housing CD G = 100.109mm K = 120...139mm T. = 170.199mm U = more than 200 mm • The indicated alternator voltage 17 V, 14 V, 28 V, etc.) should not be confused with the nominal voltage. The indicated value. which appears on the name plate, is the normal working voltage. It is the approximate average of the charging voltages required for various type of batteries and operating conditions. In con trast, the nominal voltage is the standardized battery voltage lie. circuit voltage when alternator is not running). Nominal voltage
ratings leg. 6 V, 12 V, 24 V, etc.) are commonly used to identify starters and electric accessories which are operated at this voltage.
As seen from the drive side of the alternator Ion models incorporating their own rotor bearings).
Table of Alternator Models Model
Housing CD in mm
Rotor Type
Number of Poles
Sliprings
Rectifier
Regulator
Mounting
Application
G 1
100.109
claw pole
12
yes
integral
integral separate
swivel bracket (hinge)
cars, trucks tractors
K 1
130
claw pole
12
yes
integral
integral separate
swivel bracket (hinge)
cars, trucks tractors
T 1
178
claw pole
16
yes
integral
separate
swivel bracket (hinge), or cradle
buses
T 2
178
single pole
4
yes
integral
separate
cradle
buses, stationary engines
T 4
178
claw pole (with exciter)
16
no
integral
integral
swivel bracket (hinge), or cradle
buses
U 2
203
single pole
4 or 6
yes
separate
separate
cradle
large vehicles, ships
U3
permeable
permeable
12
no
integral
separate
mounted on transmission
railroad, ships
32
Fig. 35
Fig. 36
Fig. 37
Fig. 38
Claw-pole alternator G 1, swivel bracket (hinge) mounting, ventilated
Claw-pole alternator G 1, swivel bracket (hinge) mounting, enclosed housing, externally ventilated (deflection fan)
Fig. 39
Fig. 40
Claw-pole alternator K 1, swivel bracket (hinge) mounting, ventilated, (fan not shown)
33
Claw-pole alternator T 1. swivel bracket (hinge) mounting, ventilated via air intake fitting
Single-pole alternator T 2, cradle mounting, ventilated via air intake fitting
Claw-pole alternator T 4, cradle mounting, ventilated via air intake fitting
Fig. 41
Singlepole alternator U 2, cradle mounting ventilated via air vents in en Plates
I ---
Fig. 42
Permeable rot alternator U 3 for instaglatjo in transmiio externally ventilated
34
-j
Performance Curves The performance curves show the amount of current generated by the alternator in relation to the rotor speed. The following speeds are of particular interest (Figs. 43 and 44): 1. The speed at which current output is 2/3 ‘max This is the speed stamped on the alternator name plate x 100. By totalling up the current requirements of the electrical accessories that are normally operated over extended periods of time (permanent consumers), such as ignition system, headlamps, tail lamps and instrument panel lamps, the correct current value for 2/3 ‘max can be determined for a vehicle. (If present, auxiliary lamps, wiper motors, car heaters, window def rosters, and radios are also to be regarded as permanent consumers and their current demand added to this total. Briefly operat ed accessories such as horn, turn signals, brake lights, and cigarette lighter may be disregarded). However, if the vehicle requires a good deal of extra power for start ing, as in trucks with diesel engines, the battery capacity often becomes the criterion for selecting the appropriate 2/3 ‘max value. 2. The speed at which the maximum output (‘max) is obtained. 3. Maximum speed of the alternator. Depending on model this is limited, partly by ball bearing life and partly by the ability (physical strength) of the rotating parts, including pulley, to withstand the effects of centrifugal force. The maximum speeds, which are not to be exceeded, for Bosch alternators are between 3,000 and 14,000 rev/mm depending on size and model. The performance curves were determined with the alter nators at final operating temperature and with an ambient temperature of approx. 25° C (77° F). It can be observed that the curve in fig. 43 has a more gentle slope than the curve in Fig. 44. This implies that ‘max. for the alternator in Fig. 43 is reached at higher speeds.
J (A) 40
30
20
10
0 1000
Fig. 43
2000
3000
4000
1000
5000 Fig. 44
Current as function of rotor speed. Bosch K 1 model alternator with contact regulator
35
2000
3000
4000
5000
Current as a function of rotor speed. Bosch T 1 model alternator with solid-state regulator
Cooling The heat generated by the alternator itself, as well as the heat radiated and conducted from the engine and exhaust can damage the insulation, the soldered joints, and especially the semiconductors in the alternator. The heat produced in the alternator must be removed by proper ventilation: an alternator should never be driven without the proper fan pulley. (The vehicle or engine manufacturer must also take precautions to prevent excessive thermal radiation and conduction).
In the third type, the fan is installed inside the alterna tor housing on the rotor shaft at the slip-ring end. The fan pulls in air through the openings in the drive-end frame which is discharged through the slots in the enclos ing cap at the slip-ring end (Figs. 30 and 41). A space of 15 mm must be maintained between the drive pulley and the drive end frame for proper air flow.
Alternators can be kept cool by various methods, depen. ding upon their design.
Intake air should not be warmer than 60° C to 70° C (140° F to 160° F). Moreover the air should be as dustfree as possible since performance and life expectancy of the alternator are seriously impaired by dirt.
Ventilated Alternators
Externally Cooled Alternators
Alternators which do not require a watertight, splashproof or dust.proof housing, can be internally ventilated for cooling. (The majority of all motor vehicle alter nators fit into this catagory). Figs. 45 and 46 show typical fan discs commonly used for this purpose.
Alternators which must frequently operate in dusty conditions, such as those in farm tractors, must be sealed for dust protection, and can, therefore, only be cooled from the outside. These alternators are provided with cooling ribs between which air can flow. The air comes from either the slipstream (Figs. 34 and 42) or from an externally mounted fan (Fig. 36). The fans used for this type of alternator are shown in Fig. 47, they pull in air through openings in the fan cover, and, deflecting it through 90° (inside, the fan cover), force it along the outside of the alternator housing.
Basically there are three different designs of ventilated alternators: One version is equipped with a fan disc, which carries a ring of vanes, mounted externally on the alternator shaft at the drive end. Air enters the unit through vents at the other end (the slip-ring or diode end) and flows through the alternator where it is finally discharged out of the openings in the drive-end frame (Figs. 25, 35, 37).
Alternators that are externally cooled by the slipstream must be freely exposed to the air flow. Care must be taken not to mount them where air circulation is poor, because their full output cannot be utilized if they are not properly cooled, and damage may occur.
The second design has a special air intake fitting provid ed on the diode end frame of the alternator, instead of vent holes. Cool air can be taken, by way of a hose attached to the intake fitting, from an almost dust-free location such as the passenger compartment and forced through the alternator. The fan disc is also in this case mounted externally at the drive end (Figs. 26, 28, 32, 38, 39, 40).
R
Fig. 45
Fan disc with predetermined direction of rotation (clockwisel
R+L
Fig. 46
Fan disc for either direction of rotation
36
Fig. 47
Deflection fan
euoling the Diodes Precautionary measures must be taken to remove excess heat ‘from the semiconductor diodes, since they must not exceed their specified temperatures. The diodes are, therefore, mounted in heat sinks (Figs. 25, 26, 28 and 32).
PN power diodes Exciter diodes
Heat sink
NP power diodes
Fig. 48
Dual heat sink assembly for semiconductor diodes
which contains three diodes. Unlike the smaller alterna tors where the diodes are grouped on the heat sinks with respect to their polarity, the diodes in larger alternators are grouped according to their appropriate phase of the stator winding. Thus one finds a positive and a negative power diode, as well as one of the exciter diodes mount ed on each of the three heat sinks. Fig. 49 shows how the insulated diode leads are wired together and connect ed to the appropriate alternator terminals (B+, D—, and D+). Due to the high current output of alternators of this type, and the resulting increase in developed heat, the heat sinks have cooling fins in order to improve the heat dissipation.
The smaller alternators (models G 1 and K 1, recom mended for automobiles) generally have two heat sinks. Three positive power diodes are mounted on one heat sink and three negative power diodes on the other (Fig. 48). It is possible, however to mount the three negative diodes directly on that end frame of the alterna tor which is connected to ground and so use the alter nator housing as a heat sink. The positive diodes are then mounted on a separate heat sink which is connected to the positive terminal of the battery. The larger alternators (models T and U generally used in buses), have as a rule three separate heat sinks, each of
Stator windings
Fig. 49
Triple heat sink assembly for semiconductor diodes
37
ALTERNATOR SERVICE MANUAL
BOSCH Alternators Ti T2
— —
0120 600 5 0121 600 5 With press in Diodes
Test Equipment
Lubricating and Sealing Materials
Test panel
EFAW81
0681 169013
Anti-friction bearing
Transformer panel
EFAW 82
0 681 169 014
grease
Insulation tester up to 600 V AC test voltage
Ft 1 v 34
50 g tube 250 g tube
5 700 009 005 5 700 009 025
commercial type
Molykote paste Ft 70 v 1
250 g tin
5700040 125
0 681 169 034
Silicone oil 0163v2
Oilcan
5701112513
lnterturn short-circuit tester EFAW 90 or EFAW95
0681 169020
Dial indicator
EFAW 7
1 687 233 011
Magnetic instrument stand
T-M 1 (EW/MS 1 B 1
4 581 601 124 0601 980001)
Alternator tester
EFAW 192
0 681 101 403
Ohmmeter
e.g. Pontavi
commercial type
Sealing putty Kklv3
0.5kgcan Moisture protection lacquer No. 120 or No. 130
Hamburg Postfach 280- 180
Tools Clamping device
KDAW 9999 (EFAw9
VS11 7169g
Morse taper 1
GDF 85 R 3
2 608 574 001
KDAW 9987 (EFAW 75 A
0681 269013)
Morse taper 3
KDAW 9990 (EFAW 75 B
0681 269014)
Press-out tool for radial seal Press-in mandrel for diodes Puller for bafi bearings Puller for roller bearings
manufacture locally according to Figs. 36 and 37 (Fig. 37 EFLJ64 1683203011)
1 687 931 000) commercial type
manufacture locally according to Fig. 34
Holding mechanism for fan belt pulley
commercial type
Arbor press
commercial type
loogtin
5941 070 110
l00gtin
5941 080 110
Technical Documentation
manufacwre locally according to Fig. 35
KDLJ 6499/011 (EFLJ 57 A/O/l
produced by 3 M Corp.
Hardener
0681 269007)
Tailstock chuck for lathe with
Press-in tools for radial seals,
or electro-Irssulatno Spray clear No. 1532 Epoxy resin putty VS11 7158g
Morse taper 2
5703452150 produced by Dr. Beck, Co.
38
Service Parts Lists
VDT-EVE315/4B,../5B,../7B
Test Instructions for Alternators
VDT-WPE 315/101 B
Test Specifications for Alternators
VDT-WPE 315/201 6
Test Instructions for Transistor Regulators
VDT-WPE 320/104 8
Test Specifications for Transistor Regulators
VDT-WPE 320/2128/2138
Instructions for Using Alternator Tester
VDT-WWF 113/6 B
2. Dismantling the Alternator Clamp the alternator in the mounting device. Hold the pulley with a suitable holding device and release the nut with an open-end wrench (SW 36). Remove the pulley and the fan. Mark the positions of the drive end shield and the collector-ring end shield. When dismantling alternators with shaft stub at each end, release the coupling before removing the pulley. When dismantling alternators with internal cooling detach the cover plate from the brush holder. Unscrew connec tions at the brush holder (use box wrench SW 10) and release the two fillister head screws at the brush holder (Fig. 1). -I Unscrew the 4 inner and 8 outer fastening screws! Remove the drive end shield.
2 Alternators with external cooling: Unscrew the 4 nuts (arrows). Unscrew the fastening screws at the drive end shield. Remove the drive end shield.
3 Remove the suction cover and the cover plate (if present); remove the remaining fastening screws around the outside. Do not release the fastening screws holding the stator winding.
4
39
In alternators fitted with screw-type diodes, the built-in and connected diodes must be checked with Tester EFAW 192 before the alternator is dismantled further. In order to do this, the measurement mode selector switch must be in the position marked It is not possible to test the screw-type diodes individually using the alternator tester with the alternator dismantled. Unscrew the 4 fillister head screws in the brush holder. Release the phase connections. Take off the collectorring end shield. Pull the rotor out of the stator frame. 5 Alternators with external cooling: Open the terminal box and remove the capacitor. Loosen the 4 screws (arrows) at the collector-ring housing somewhat and remove the remaining fastening screws at the collector-ring end shield.
6 Alternators with external cooling: Press the rotor together with the collector-ring end shield far enough out of the stator frame so that the phase connections (arrows) become visible. Undo the phase connections.
7 Alternators with external cooling: Undo the connections at the brush holder (arrows). Remove the brush holder and unscrew the 4 fastening screws at the collector ring housiny completely (see Fig. 6). Take off the housing, pull out the rotor.
8
40
Clamp the rotor in the mounting device. In the case of generators fitted with ball bearings, replace the ball bearing after about 160,000 300,000 km of operation depending on operating conditions. —
Caution: Remove the ball bearing only when it is to be replaced because it will be damaged when pulled off the shaft Pull off the ball bearing at the collector-ring end. Remove the brush holder housing.
Alternators with cylindrical rcder bearing Pull the cylindrical roller bearing inner ring and intermediate ring off the rotor shaft.
Pull the cylindrical roller bearing from the collectorring end shield using a puller (manufacture locally according to Fig. 34) and a puller bell.
1 = 2= 3= 4= 5=
Roller bearing Puller Collector-ring end shield Puller bell from KDAW 9995 Threaded pin from KDAW 9995
11
3. Cleaning the Parts The individual parts of the alternator should be cleaned only briefly with gasoline or trichloroethylene.
41
4. Inspecting and Repairing the Parts 4.1 Testing the Rotor for Short-Circuit to Frame: Test voltage: 28-V rotors 80 V AC Rotors with nominal voltages over 42 V
600 V AC
Caution: Observe safety regulations. 4.2 Measure the resistance of the excitation winding in the rotor with ohmmeter; see Section 7 for resistance values. 12
4.3 Collector Rings Note: Model T2 alternators with screw-type diodes and a dual-heat-sink assembly have bonded collector rings, while Model T2 alternators with press-in diodes and a triple-heat-sink assembly have collector rings pressed into place. Model Ti alternators always have pressed-on collector rings.
4.3.1 Replacing Bonded Collector Rings Clamp the rotor in the mounting device. Using a soldering gun or soldering iron, carefully unsolder the ends of the winding at the collector ring. Using a puller, pull off the collector ring. Clean the rotor axle and mark the collector ring seat with a center punch in several places so that the collector ring will not shift in position during the bonding process and while the bonding agent hardens. Coat the axle at the collector ring seat and the inner side of the collector ring with VS 12641-Kk mixed with VS 12642 Ch (mixing ratio 1: 1).
13 When the collector ring is replaced on the axle there must be a distance of 6.2 mm from the step on the rotor axle to the collector ring; in addition, care should be taken that the position of the connections is correct. Solder the ends of the winding to the collector ring terminals and then coa: the joints with bonding mixture. Place the rotor in a heating furnace and let the bonding agent harden at 150°C for 15 minutes, or let the bonding agent harden at room temperature for 24 hours.
14
42
4.3.2 Replacing Pressed-on Collector Rings Unsolder the end of the winding at the collector ring using a soldering gun or soldering iron. Pull off the track ring for the radial seal.
Caution:
Apply the puller at the extreme outer edge of the track ring so that the retainer is not pulled with the track ring because this would damage the rotor axle. Then pull the collector ring off the shaft.
Note: Some collector rings can not be removed without difficulty. In such cases the rotor should be put on a lathe and the collector ring turned down to the rotor axle.
Place a new collector ring on the rotor axle and align the connections with the ends of the winding. Using an arbor press, press the collector ring onto the axle up to the stop. When the connections have been soldered, the binding at the ends of the winding must be replaced if necessary. Coat the new binding as well as the soldered connection with VS 12642-Kk mixed with VS 12642-Ch (mixing ratio and hardening time same as with bonded collector rings). Then turn the collector ring on a lathe.
When turning collector rings on a lathe, a tallstock chuck (see Section 1) must be used. Use a hard metal (Widia), ceramic, or diamond cutting tool.
4.3.3 Check Runout Slipring runout = max. 0.03 mm Minimum diameter: 46 mm Maximum permissible deviation for runout of the flywheel and laminated core = 0.05 mm.
4.4 Drive End Shield Remove the radial seal. Slide a new seal onto the press-in tool and press it into the drive end shield using the arbor press. Then grease the sealing lips well with Ft 1 v 34. Grease the roller bearing seat lightly with Ft 70 v 1.
16
43
4.5 Support Ring Remove the radial seal. Place a new seal on the press-in tool (see Fig. 18) and press it into the support ring using the arbor press. Then grease the sealing lips well with Ft 1 v 34.
17 4.6 Collector-Ring Housing Press the old radial seal out using the press-out tool (make locally according to Fig. 35). Place a new radial seal on the press-in tool and
18 press it into the collector-ring housing using the arbor press. While doing this, support the housing with a section of pipe. Then grease the sealing lips well with Ft I v 34. All radial seals are intended to seal against dust and are therefore to be installed in such a manner that excess grease can escape by way of the shaft. -
.
.
Alternators with Cylindrical Roller Bearing Use the press-in tool (make locally according to Fig. 37).
4.7 Stator Winding 4.7.1 Testing for Short-Circuit to Frame 19 Test voltage: 28-V alternators
80 V AC
Alternators with rated voltages over 42 V
600 V AC
Caution: Observe safety regulations.
4.7.2 Resistance Measure the resistance between the phase outputs of the stator winding with an ohmmeter. For resistance values see Section 7. 20
44
4.8 Collector-Ring End Shield 4.8.1 Testing Six-Pin Plug for Short-Circuit to Frame 80 V AC Test voltage 4.8.2 Continuity Test Test for continuity between the Bendix plug and the joining bars using 6 V DC. Continuity must exist between: Terminal A and center joining bar Terminal B and outside bar Terminal C and line leading to brush holder Terminal 0) free Terminal E (free Terminal F and inner joining bar. 21 4.8.3 Individual Test of Press-in Diodes Use Alternator Tester EFAW 192. When press-in diodes are connected in parallel, an exact test is not possible without unsoldering at least one diode per group. Observe operating instructions for the tester! Maximum reverse current 0.8 mA.
4.8.4 Replacing Screw-Type Diodes Unscrew defective diodes using box wrench SW 17. Caution: Do not tilt the wrench! Test heat sinks for short-circuit to frame; 80 V AC test voltage:
22
Note: Screw-type diodes 2 127 320 018, ..019 for Ti alternators have been changed. Press-in diodes in screw-type sockets are now being supplied under the same Part Nos.: positive diode 2 127 320 018 with red color marking on the heat sink, and negative diode 2 127 320 019 with black color marking on the heat sink. Screw-type diodes 2 127 320 036, .037 for T2 alternators can no longer be supplied. When these diodes have to be replaced, complete heat sinks with press-in diodes positive heat sink D 120600630, negative heat sink D 120600631— should be used. —
Before new diodes are screwed into place, their seating surface must be coated with silicone oil Type 01 63 v 2. Tightening torques: for power diodes = 23 28 kgf.cm (2.3 2.8 Nm) 1.75 Nm). for exciter diodes = 13.5— 17.5 kgf.cm (1.35 —
—
—
Route the connection wires between the diodes neatly and bind them together with hemp cord at the points shown by the arrows. Grease the roller bearing seats lightly with Ft 70 v 1.
45
4.8.5 Replacing the Press-in Diodes Unsolder the connection at the defective diode. While unsoldering this connection, open the clip on the loining bar with a pair of pointed-nose pliers. Using a drift, drive the diode out from the other side.
Before pressing the new diode into place, coat the diode seat in the heat sink with silicone oil Type 01 63 v 2. Place the diode on the heat sink so that the diode connection lies in the clip. Place the press-in mandrel in the proper position and press 24 the diode carefully in. Do not tilt the mandrel! Test the diode according to Fig. 25 after it has been pressed into place.
Close the clip and solder the diode connection. In order to conduct heat away during soldering, hold the connector lead at the diode with a pair of flat-nose pliers.
25 In order to protect the alternators against corrosion, all bare points on the collector-ring end shield heat sinks, diodes, and joining bars should be coated with moisture protection lacquer or with electric insulating spray. The ball bearing seat should be greased with Ft 70 v 1. —
—
5. Assembly of the Alternator Place the collector-ring side of the rotor on the arbor press. A suitable base must be provided. Grease the ball bearing with Ft 1 v 34 before pressing it into place.
When pressing the intermediate ring into place be sure that the 20° chamfer is on top (see arrow). A damaged intermediate ring (for example if scored> must be replaced. Support the rotor on the drive side with a suitable base. Place the collector ring housing in position, grease the ball bearing with Ft 1 v 34 before pressing it into the housing. When pressing the ball bearing into place, ise a suitable sleeve.
26
46
Alternators with cylindrical roller bearing Slide the intermediate ring onto the rotor shaft until it is stopped by the retainer. Press the cylindrical roller bearing inner ring onto the rotor shaft.
27 Clamp the rotor in the mounting device. Place the drive end shield in position and bolt it to the support ring. Be sure that the grease channel in the drive end shield and the recess in the support ring coincide. Coat the joints between the drive end shield and the support ring with Kk 1 v 3.
28 Alternators with cylindrical roller bearing Press the cylindrical roller bearing into the collectorring end shield. Be sure that the position of the roller cage when assembled is correct.
29
Alternators with external cooling Check the carbon brushes for freedom of movement. Minimum length 12mm. Clamp the stator frame in the mounting device. Introduce the rotor into the stator frame. Set the collector-ring housing in place and mount the brush holder. Do not forget the seal (arrow).
30
47
Place the collector-ring end shield in proper position and bolt the collector-ring housing to it. Connect the phase outputs and the wires leading to the carbon brushes. Introduce the collector-ring end shield and rotor careful ly into the stator frame and bolt the collector-ring end shield to the stator frame.
31 Alternators with internal cooling Clamp the stator frame in the mounting device and fasten the collector-ring end shield loosely in place with 2 screws. Be sure that the position of the collector-ring end shield is correctl Screw the three stator outputs to the heat sinks. Be sure that the surfaces where the electric cables will be attached are absolutely clean and bare. Place the seal on the contact surface for the collectorring housing (see Fig. 30). Introduce the rotor into the stator frame and fasten the collector-ring housing to the collector-ring end shield. When fastening the drive end shield in place be sure that the swivel arm is correctly positioned. Check the carbon brushes for freedom of movement in their holders. Minimum length of brushes 12 mm. Mount the brush holders. Use only brass nuts.
32
Fasten the connection plate in place, install and connect the transistor regulator. If provided, mount the suction cover and coupling catch in place. Place the fan belt pulley on the shaft and tighten the fastening nut with a torque of 12 15 kgf.m 150 Nm). Test the capacitor, install it, and (120 connect it. —
—
33
48
6. Lubrication after Assembly Turn the grease cups on the drive end and collector-ring end shields all the way in twice. Cups filled with Ft 1 v 34. Also fit grease cups to the screw-sealed grease channels and force n two full cups of Ft 1 v 34. Then replace the screw seals and tighten down well again. Tighten the grease cup caps by hand well.
7. Technical Data 0.03
Collector ring runout
max, mm
Minimum length of carbon brushes
mm
12
p (N)
450 (4.5
mm
46
kgf.m (Nm)
12 15 (120—150)
kgf.cm (Nm)
17.5 13.5 (1.35— 1.75)
kgf.cm (Nm)
23 28 (2.3 —2.8)
Brush pressure Minimum diameter of collector rings Tightening torque for fan belt pulley nut Tightening torque for exciter diodes’) on type TI Tightening torque for power diodes’) on type Ti
—
—
550 5.5)
—
—
—
Resistance values, ± 10%
) 2 Stator apartfrom
Ti (RL) 28 V 40A 12 T1(RL)28V 60A12 T1(RL)84V 31A14
0.12 2 0.162 0.762
Rotor
T 1 (RL) 14 V 85 A 12 T1(RL)28V 40A12 T1(RL)28V 60A12 T 1 (RL) 28 V 85 A 14 Ti(RL)28V125A18 T1(RL)28V125A2 Ti (RL)84V 31A14
4.8 2 13.72 9.0c2 8.5 2 4.5c2 8.5f2 12.02
T2(RL)28V 85A12 T2(RL)28V100A12
3.6fl 2.82
1) 2)
Only with screw-type diodes Between the phase outputs
49
Fig. 34
M8 M8x20
cv
\/\J
Material: tool steel hardened and tempered
Threaded pin from KDAW 9995/14
50
a
-‘
C-) C
eO°
m 01
C?
Fig. 36
Thread M 12
tII
0-I
()
c,
Qr
44—
/
C%4
o_
11+
L(
—
8€
,ix45 0 4
— —
12 -1 8 -,
-
80
Fig. 37
Thread M 12
4m—
d
c%J- \ -0
cy,
_______
__
_
/2>k 76 3 12 —18
-
30
—
52
-
Iu-,c°’ LC) N’ cc ‘a,
Lfl -
Parts shown in exploded views of Ti and T2 alternators.
Exploded View of Model Ti Alternator
1 2
C’
8 9
= =
= =
Stator frame Cover plate
Support ring Ball bearing actoi:endshPeId
16
Six-pin plug
(,c 0
—
a
— -
0
ç3r
53
9
8
10
44
49
CD
zo
-I
CD
.+
1%)0.
CD
0.
ox
BOSCH ALTERNATORS INSTRUCTIONS for
—
• Installation • Maintenance • Testing
1. General All semiconductor elements may, however, be loaded only up to specific, physically defined voltage and temperature limiting values. The directions in sec. 2 to sec. 4 should therefore be observed with particular attention if the long life of the alternator is not to be shortened by lack of attention or wrong handling. The indications for trouble-shooting are explained in sec. 5
Since the three-phase current generated by the alternator cannot be stored and is not suitable for direct connec tion of the various loads due to considerable frequency fluctuations, it must be rectified. The alternators, in many ways superior to the dc. generators, could therefore be used in cars only after semiconductor rectifiers (diodes) were available, which are so small, vibration-proof and thermally stable that they can be built into the alternator.
and 6.
2. Directions for Working on the Electrical Installation Explanations Excessive voltages occur almost exclusively in the form of induction voltages when switching off or interrupting the circuits with inductances (coils). With the battery connected and the capacitor mounted to the 28 V alternator, normal induction voltages are damped to safe values. However, this does not apply to the cases listed on the left. If an electronic voltage clipper is installed and excessive voltages occur, the alternator is deexcited within micro seconds and thus protected in the following cases:
Avoid excessive voltages! 2.1 Never disconnect the cables between regulator, alternator and battery when the alternator is run ning. 2.2 Do not short the alternator and regulator terminals with each other or to ground (even by tapping). when the alternator is running. 2.3 If, in exceptional cases, the car must be operated without a battery, directly connect the terminals D+, DF and D— together at the alternator or the regulator connector with the alternator at standstill.
Cable breaks or wrong handling, 2.1 and 2.2 Operation without battery, 2.3 Defective Regulator
Now there is no voltage output from the alternator.
2.4 When fast charging, establish firm connection be tween battery and fast charger. Tighten the battery terminals.
The alternator de-excitation is removed only after the engine is shut down arid the ignition switched off.
2.5 To test insulations in systems with insulated return Leads, use only d.c. voltage up to 40 V.
Avoid excessive currents! 2.6 Observe the correct polarity of the batteries and
chargers.
If this is not observed, short-circuit currents and welding currents can flow through alternator and regulator thus overloading thermically the semiconductor elements.
2.7 When welding, connect the ground clamp of the welder directly to the part of the car to be welded. 55
3. Installation Instructions
Explanations
3.1 Provide for sufficient pre-excita tion of the alternator.
Bosch alternators are usually pre-excited via a control lamp which therefore must have a rating of 1.2W at 6 V, 2W at 12 V or 3W at 24 V. (Attention: The actual wattage is not always the same as the stamped-on value). The installing place should be shielded from dirt, water splashes and fuel. The regulator temperature should correspond as far as possible to the temperature curve of the battery (temperature dependent characteristic curve); however it should not exceed 600 C (1400 F) for transistor regulators and 70° C (158° F) for contact regulators. The specified installing position ensures that water which possibly collects can flow out. With smaller tightening torques, friction drive of the fan wheel and the bearing inner race is not guaranteed; nor is it guaranteed that the fan will be protected from axial displacement.
3.2 Install the regulator in vertical position with both mounting holes pointing downwards at a protected and thermally favour able place. 3.3 Observe the belt pulley tightening torque: for G and K alternator 3.5—4.5 kgf-m (25.3—32.5 lbf-ft) for T alternator 12—15 kgf’m (86.8—108.5 Ibf-ft) Tightening torque on coupling side for T-alternator with projec ting shaft ends 7—9 kgf-m (50.6—65.1 lbf.ft) 3.4 Observe the permissible bearing load.
The ball-bearings determine the life of alternators; therefore, as far as possible, keep below the highest permissible bearing load, i.e.
G 1 alternators K 1 alternators according to type
40 kg 40 kg or 60kg or 100 kg 120 kg 65kg
T alternators input side output side
88.2 88.2 (132.3 (220.5 (264.6 (143.3
lb.) lb.) lb.) lb.) lb.) lb.)
3.5 Use the specified fan and maintain dust and moisture-free air of max. 60° C (140° F).
Only the specified fan can guarantee the required amount of air; dust blocks up the cooling air ducts; moisture leads to corrosion. Therefore, if installed in an unfavourable place, draw cooling air from a more suitable place (e.g. driver’s cabin) by means of a properly dimensioned hose, and check the air volume under all driving conditions.
3.6 Install battery master switch only according to the Bosch basic cir cuit diagrams. 3.7 Connect quenching diodes parallel to highly inductive loads.
Connect a relay parallel to manual switch and control the relay similar from terminal D+/61 so that the battery to the electric master switch can only be cut out when the engine is shut down. —
—
Quenching diodes operations.
suppress
the
voltages
induced during switching
4. Maintenance Instructions 4.1 Check the V-belt tension regu larly.
Too high belt-tension leads to premature failure of the ball-bearings; too low belt-tension leads to belt-slipping, heating of belt pulley and bearing and insufficient alternator output.
4.2 Provide for lubrication every 100,000 km (62,500 miles).
Disassemble the alternators without external lubricating points, grease or replace bearings as necessary. Alternators with lubricating cups: screw in two full grease cups per bearing, renew bearings after 300,000 km (187,500 miles) at the latest during the general overhaul. Use only Bosch special grease Ft 1 v 34, Part No. 5 700 009 025.
5. Trouble-Shooting on the Vehicle Almost all the defects in the alternator system are indicated by the condition of the alternator control lamp or the battery. Therefore proceed as follows: Note: AL = Alternator control lamp, TL = Test lamp 2 W AL indications with ignition switch on
5.1 Engine at standstill, alternator control lamp does not light up.
Locating
Defects
TL burns bright between B+ and D+/61 on alternator.
Lamp burnt out or discontinuity in control lamp circuit up to D+/61 of the alternator system.
TL does not light up between B+ and D+/61 on alternator, but TL burns bright between D+/61 and ground; AL remains extinguished. 56
Plus diode in alternator shorted. Imme diately disconnect charging cable B+ or switch off battery master switch, other wise discharging will occur while stan ding.
AL indications witch ignition switch on
Defects
Locating TL glows between D+/61 and ground; AL glows also: Pull out regulator connector or unscrew mounted regulator and re move. Connect ammeter between 8± and DF; for T4 alternators connect ammeter between B+ and D+, connect DF to ground. Exciter current for all types of alternators =OA for G1—14 V contact regulator transistor regulator
=2.0. ..3.OA =2.5.. .3.5A
Ki— 7V
=4.5...5.5A
Ki—14 V contact regulator transistor regulator
=2.0. ..3.OA =2.5..3.5A
K1—28 V contact regulator transistor regulator
=1.0... i.5A =2.5...3.OA
Ti T2 T2 T2 T4 5.2 Control lamp burns equally bright with engine standing or running.
28 28 28 28
V 62 A V 85 A V 100 A V
1
Carbon brushes worn out, oxide layer on slip rings, discontinuity in rotor winding, discontinuity in exciter winding of stator of T4 alternators.
Discontinuity in regulator or rn cables between alternator and regulator.
=2.0.. .3.OA .6.5A =5.5. ..6.5A =7.0. .BOA =2.0. ..3.OA
•=5.5.
.
Pull out regulator connector with engine at standstill or remove mounted regu lator: AL continues to burn.
Short-circuit to ground of cables D+161 of the alternator system.
AL goes out: Insert regulator connector again or fit the mounted regulator and connect ammeter between 8+ and D+/61 at the alternator.
Exciter current: less than that specified in 5.1
more than that specified in 5.1
Defective regulator (discontinuity). In Gi and Ki alternators with cast-resin diodes the connection between diode group and brush holders may be broken. Short-circuit in cable DF or rotor wind ing. T4 alternator: Short-circuit in exciter winding of stator, short-circuit to ground of cable D+ or, if not, rotor defective.
5.3 AL burns bright when engine is standing, but dim or just glowing when engine is run ning.
TL between B+ and D+/61, engine running: goes out: glows:
Contact resistances in charging circuit or in leads to charge indicator lamp.
Defective regulator (battery overcharged) or defective alternator (insufficient bat tery charging).
Install a new regulator with the engine at standstill. TL between 8+ and D+/61, engine running: goes out:
Demounted regulator defective.
glows:
Alternator detective. T4 alternator: Rotor defective or short-circuit to ground in cable DF or exciter winding in stator (battery overcharged).
6. Repairing and Testing the Demounted Alternator or Regulator
Consumers (see Bosch basic circuit diagrams) Master switch Alternator control lamp AL
Exciter
Starter
Relay holds battery cut-in with ignition key inserted
Relay prevents battery Cut-out with engine running
Alternator without Slip-rings
58
DE31/753
Regulator
Consumers (see Bosch basic Circuit diagrams) Master switch Alternator control lamp AL
Battery relay (Battery master switch)
Consumers
Alternator
Starter
Relay prevents battery relay cut-out with engine running
Relay holds battery relay Cut-in with Ignition key inserted
cQ
BOSCH Alternator egulators —
Regulator Principles As previously mentioned, the automotive alternator is responsible for supplying power to the electrical acces sories as well as for charging the battery, without over charging it or ,,boiling it out”. Proper system voltage
• Return line via ground
must also be maintained regardless of load. This must all be done over the entire speed range of the engine, from idle to full throttle, It is obvious that provisions must be made for automatic voltage regulation in order to meet these requirements. An appropriate, field-proven, Bosch regulator for this purpose is available for all alternator models (Fig. 50).
or insulated cable
The alternator output voltage is directly related to the product of rotor speed and exciter current (i.e. increas ing the rotor speed or the exciter current increases the output voltage(. This basic relationship between the exciter, current and the output voltage is the key to the function of the voltage regulator. By controlling the exciter current, (which correspondingly controls the exciter field of the rotor), the regulator can compensate for load and speed variations, so that the voltage remains constant up to maximum current output. So long as the output voltage of the alternator remains
Fig. 50
IVI
D a) a
I
a>
regulator reduces, or depending on operating conditions,
r
a
completely cuts off the exciter current (Fig. 51). This reduces the magnetic strength of the rotor field, causing output voltage to drop. If the voltage drops below the limit, the regulator
constant
U
Should the voltage exceed the specified upper limit, the
lower
I Al
[Regulator start
below the regulated voltage (e.g. 7 V, 14 V, or 28 VI the regulator does not interfere, allowing the voltage to build up to the proper value.
specified
Electrical connection between Bosch alternator and Bosch regulator
a a a)
D U C 0
\
I
exc. Ipartial oadl
a
-. — —
U
at:
increases exciter
a a)
x
I_
w
current, thereby raising output voltage, until the upper limit is exceeded once again. This procedure is then repeated. 0
The above regulator cycles are repeated so quickly that the output voltage is maintained constant at the desired level, eliminating flickering of vehicle lights.
0
1 n
lrev/minl
2 n
Speed n Fig. 51
Compensation for variations in rotor speeds is carried out automatically (Fig. 521. At low speeds the exciter current is allowed to flow, unreduced, to the rotor for relatively long periods of time and is only reduced for short periods. This results in a high average exciter current. In contrast, at high speeds the exciter current
Curve showing alternator voltage U and exciter current 1 exc lunder loadl as a function of rotor speed
I Al
flows, unreduced, to the rotor for short periods of time and is reduced for relatively long periods resulting in a low average exciter current. The alternator is, therefore, regulated by periodically increasing and decreasing the exciter current. In practical applications this can be accomplished by either a contact” or ,,solid state” regulator.
ni
2 n
a a) C
a) D U C
0 a U
x
LU
0 Id
-,
)
ti
--
)
2 t
Time Fig. 52
60
Exciter current at low and high rotor speeds
At: closing time of exciter circuit
el
Contact Regulators
Magnet bracket
Regulating contacts for low
Fig. 53
Contact regulators are preferentially used in conjunction with the smaller alternators, models G 1 and K 1. A contact regulator controls the exciter current by periodi cally opening and closing the contacts of a voltage relay. The movable contact point is normally pressed against the fixed contact point by spring tension when the regulator is inoperative. As soon as the output voltage exceeds a predetermined value (regulating voltage), as established by the regulator setting, an electromagnet which is ,,sensitive” to the output voltage exerts a magnetic force upon the movable contact, ovdrcomes the spring tension, and opens the contact points. Opening the contact points switches the regulator resistance into the exciter circuit, exciter current flowing to the rotor is limited by this resistor (Figs. 54 through 57) and the output voltage reduced. When the voltage drops below the regulator voltage the spring tension overcomes the force of the electromagnet and returns the contacts to the closed position. This short circuits the regulator resistor and increases exciter current flow. The alternator contact regulators are of the so-called single element type (one ,,element” consists of an electromagnet, magnet bracket, and armature, see Fig. 53). The armature is attracted by the electromagnet and carries the movable contact. There are two different types of Bosch single element regulators as described below:
high speeds
Single-element, dual-contact regulator (sectiontl view)
Single-Contact Regulator
Regulating contacts
Magnet winding
For optimum performance of contact regulators, it is desirable to keep the value of the regulator resistor low. The resistance, however must be high enough to effec tively reduce exciter current to the rotor for proper voltage regulation at high rotor speeds, when the con tacts are open. It becomes diffkult to meet both of these requirements for alternators mounted onto engines having idle speed to maximum speed ratios of 1 : 5 through 1 : 6, and where a large exciter current is desired. A single-contact regulator is generally used for 28 Volt regulation, in conjunction with low current output alter nators (i.e. low exciter current(.
DFI
Regulator resistor
Fig. 54
Excitation winding
Wiring diagram of single-contact regulator
Magnet winding
Regulating contacts for low high speeds
Dual-Contact Regulator
Regulator resistor
Fig. 55
Excitation winding
Wiring diagram of dual.contact regulator
61
This regulator allows greater exciter current control, permitting a broader alternator speed range. At lower speeds, the regulator operates the same as the singlecontact regulator. The principle difference, however, is that the resistor, which limits current to the excitation winding, can be chosen to have a much lower value. This extends contact life, and, therefore, permits larger exciter currents. At higher speeds the movable contact fluctuates between its center position and the second fixed contact. In this manner the excitation winding is periodically short circuited. This allows effective voltage control even at high rotor speeds. The dual contact regulator is generally used for 7 or 14 Volt regulation.
Temperature Compensation for Contact Regulators The resistance of the magnet winding in the regulator changes in relationship to the temperature, and affects the regulator adjustment. Compensating resistors (Figs. 56 and 57( and a temperature-sensitive bimetallic strip are used to correct errors caused by varying tem peratures. Temperature compensation is specifically designed for protection of warm, fully-charged batteries, and for better charging of cold batteries, by regulating at a lower voltage level in warm weather (eliminating the need for manual adjustments in tropical climates) and at a higher voltage in cold weather. The wiring diagrams in Figs. 56 and 57 show the connec tions between the regulator and alternator in greater detail; moreover, in the radio interference suppressed regulator the suppression elements (both capacitive and induct,ve( are also shown. The single-contact regulator AE 1 Contains a diode connected in parallel to the excitation winding for damping of the field induction (extending contact Iife(.
Regulator
Compensating resistor
Regulatina con tacts
Regulating contact
Regulator Regulator resistor
Charge
Charge indicator lamp
indicator lamp
Rectifier
Three phase winding (stator(
Excitation winding (rotorl
Alternator
Fig. 56
Alternator model K 1 128 VI with single-contact regulator AE 1
Fig. 57
62
Alternator models G 1 or K 1 (14 VI with dual-contact regulator ADN 1, negative ground, with intensified interference suppression
Solid State Regulators
LI -r
Electronic Components Medium and high-power output alternators generally use solid-state (transistorized)• regulators. Such regulators can control large exciter currents, while satisfying the requirements for long and trouble-free operation. The principle semiconductor components in. solid-state regulators are transistors and Zener diodes.
8A
Control circuit
=
Fig. 60
=
Power Circuit
Characteristic curve of a Zener diode Transistors Fig. 58 reveals how a transistor (left view( can assume the functions of a relay and its electromagnet and contacts (right view(. If the switch in the control circuit of the relay is closed, the relay contacts also close, completing the main circuit (power circuit(. By this method, a comparatively small control current can be used to control much larger working currents. This can, however, also be accomplished with transistors, as shown in the left hand side of the diagram. If the switch in the control circuit is closed, the control current flows from the positive terminal of the battery through the emitter (E( and base (B( of the transistor, and returns to the negative terminal of the battery via the resistor and switch. The flow of control current through the path collector causes the path emitter base emitter C( to become conductive, which completes the (E circuit for the main current. This is the distingushing characteristic of the transistor.
1 cm
—
,
—
—
Fig. 58
Circuit comparison between a transistor and a
Zener voltage U
[VI
C-
relay
0
0
C D (-I 0
As compared to a relay, a transistor is far superior in terms of size and weight (Fig. 59(. Although its size depends upon the strength of the excitation current it must conduct, the transistor, like the diode, is only approximately the size of a thimble. The main transistor in alternator regulators is used to cut the exciter field on and off in rapid succession. The main transistor does not function as an amplifier, as for example in a transistor radio, but serves solely as a switch or relay.
0
a
C
I mA I Fig. 59
Front view and symbol of a transistor
1 cm
Fig.
61
View and symbol of a Zener diode
Zener Diodes Another very important semiconductor element in solid state regulators is the Zener diode; so named in honor of its discoverer (Figs. 60 and 61). It is used only in its blocking range (cutoff region) due to its basic charac. teristic of suddenly increasing the inverse cw-rent once a specific inverse voltage (Zener voltage) is reached. Consequently, the Zener diode is very suitable as a reference source. It is used for this purpose in the solidstate regulator; once its reference voltage (Zener voltage) has been reached the Zener diode controls another transistor.
Construction of Solid-state Regulators The solid-state regulator contains no contact relays. Voltage is regulated electronically by the diodes, tran sistors, resistors, and capacitors, which are all mounted on the circuit board (Fig. 62). This means that all the moving, subject-to-wear, regulator components have been eliminated.
63
Fig. 62
Solid-state regulator ED (Circuit board is shown separately)
64
Voltage Regulation The regulator EE (Figs. 64 and 65) operates in the same manner, differing only in that, as integral regulator, it is installed on the alternator housing.
The simplified solid-state regulator shown in Fig. 63 operates in the following manner: Current flows from the exciter diodes through termi nals D+ to the emitter E of the main transistors T 1. From the emitter the current flows via the base 8 of T 1 through resistor R 3 to ground. This current causes the C) of T I to become collector path (E emitter C to the conductive, and current flows through E excitation winding via terminals DF. The alternator is thus fully excited, and output voltage increases. This voltage is also applied to the voltage divider R hR 2 which supplies the reference voltage to the Zener diode. When the specified voltage (e.g. 28 V) is reached the voltage across R 1 equals the Zener voltage and causes the Zener diode to conduct. The Zener diode triggers the control transistor T 2 which connects the base B of the main transistor T 1 to terminal D+. Base current is no longer flowing, causing transistor T 1 to interrupt the flow of exciter current. The alternator is now no longer excited. The output voltage falls below the specified value, and the Zener diode interrupts the base current of transistor T 2. This again connects the base of the main transistor T 1 to the resistor R 3 and terminal D—: T 1 switches the exciter current back on. This process repeats itself in rapid succession, resulting in a very precisely regulated voltage. —
—
—
Fig. 63
Fig. 64
Fig. 66 shows a system for heavy duty trucks, ships, etc., where the diodes are installed in a special housing (see Fig. 29). Due to the high exciter current (heat build-up) and the resulting need for heat dissipation, the solidstate regulator EC (Fig. 67) has external cooling ribs.
Installation with claw-pole alternator model T 1 and solid-state regulator ED = =
Z
= =
3 R
=
Integral solid-state regulator EE
Main transistor Control transistor Zener diode Voltage divider Resistor
65
r.J
C
CO
0
rn’ 03
0)D
CO CCO,
9
D.
(0
COO)
COD 005
0•4
‘1
>
C
CO
St
CO
0)
9-
CO 0
0
D 0)
CO
0 0
(ii
rn m.
CO
0)
C0
—0
C D
CO CO
-,
0)
‘1 Cp
Alternator
Fig. 67
Fig. 68
Solid-state regulator EC
Solid-state regulator EA
Parallel Connection of Regulators
The EC regulator in this system also regulates the output voltage by means of a Zener diode and a main transistor. However, this regulator also contains a special safety circuit, which in the event of a regulator failure, prevents the alternator voltage from exceeding the maximum allowable limit and overcharging the battery. The solid-state regulator EA (Fig. 68> is used in conjunc tion with alternator model T 2 in bus systems. This unit has cooling ribs for the same reason as the EC regulator.
Alternators of identical voltage output can readily be connected in parallel; special compensation precautions are not required. Because of the diodes, reverse current is eliminated. Unequal loads do not result in nonuniform wear (no commutator>.
Table of Bosch Regulators Model
Design
Installation
Pairs of Contacts
Ground
Application
AB
contact
separate
2
pos.
cars, trucks
2
neg.
cars, trucks
AD AE EA
contact
separate
contact
separate
1
neg.
cars, trucks
solid state
separate
0
neg.
bus, railroad, stationary engines heavy duty vehs., ships
EC
solid state
separate
0
neg.
ED
solid state
separate
0
neg.
cars, trucks, buses
EE
solid state
integral
0
neg.
buses, ships, stationary engines
67
Charge Indicator Lamp
High Voltage Overload Safety
The circCsit diagrams have shown the charge indicator lamp whose function it is to give information about the current supply in the vehicle. One lead of the lamp is connected to the ignition switch, and the other lead to the exciter diodes (terminal D+/61). The lamp lights up when the ignition switch is turned on while the engine is stopped because current flows from the positive terminal of the battery through the indicator lamp, regulator, excitation winding, ground, and back again to the nega tive battery terminal, (Fig. 69). During excitation of the alternator, the indicator lamp goes out as soon as termi nals B+ and D+ have reached equal voltage potentials. If the bulb continues to glow while the engine is running at higher speeds, this indicates to the driver that there is a malfunction in the system.
In order to protect the diodes in the regulator and alter nator from voltage peaks of voltage overloads which may be caused by switching processes or operational errors a high voltage safety unit is available. As well as other semiconductor components it contains a Thyristor. The Thyristor (also termed SCR, an abbreviation for Silocon Controled Rectifier) is a controllable diode (symbol Fig. 70) which, with the aid of a control electrode (gate) can be made either conductive or non-conductive. As the thyristor warms up when switched to the conductive state, due to its having to momentarily pass a high current, it is screwed into heat sinks on the high voltage safety unit (Fig. 71).
Exciter diodes
Regulator
1 cm
DF Power diodes
Battery
Excitation winding in rotor
Fig. 69
Wiring diagram for charge indicator amp
Fig. 71
High Voltage Safety Unit Circuit board is shown separately
Fig. 70
68
Front view and symbol of thyristor
The unit intended for 28 V systems, for example, would be connected to terminals D+ and D— of the alternator. If a voltage peak or high voltage overload in excess of the unit’s response voltage (appr. 31 V) occurs at these terminals, the Zener diode becomes a nominal value transmitter and causes the transistor T 1 to conduct current through its emitter-collector path (Fig. 72). This current opens” the gate” or ,,fires” the thyristor (SCR) causing it to become conductive. Once the thyristor conducts a direct short exists between termi nals D+ and D—, and the exciter current is cut off, all in a matter of milliseconds. The charge indicator lamp lights up, warning the driver. The thyristor can be returned to its non-conducting state only by returning the voltage in the primary circuit to zero (I.e. the engine must be stopped and the ignition switch turned off).
rllgn voltage safety unit
Regulator
If a real malfunction exists, the above process will be repeated on re-starting the engine. —
B+ Fig. 72
Battery
Wiring diagram of the high voltage safety unit
j
The charge indicator lamp can be connected to termi nal 61 of this unit. Systems having the built in EC solid-state regulator do not need a high voltage protection unit as a specIal safety circuit is contained in the regulator.
69
Installation, Operation, and Maintenance
Installation
Charge Indicator Lamp
Smaller alternators (G and K sizes) are hinge )swivel bracket) mounted. The larger ones (T and U sizes) are available for either hinge mounting or cradle mounting.
To ensure proper excitation of the alternator during starting it is absolutely necessary to install a charge indicator lamp between terminals D+/61 and B+ to provide a path for the pre-exciter current. In order to provide proper pre-excitation for the T 2 model alterna tor, even when the indicator lamp is not working, a resistor should be connected parallel to the indicator lamp (Fig. 77). The indicator bulbs should have the following power ratings to guarantee prompt excitation of the alternators:
Fig. 73 shows an example of hinge mounting. This method of installation allows easy adjustment of V-belt tension with the aid of a belt adjustment link. For cradle mounting installations rugged hold down clamps which fit tightly around the generator housing should be used to prevent deformation of the housing while tightening down.
6 V system 12 V system 24 V system
Care should be taken to ensure that metal contact surfaces provide a good electrical connection to the engine. Sufficiently large gauge of wire should be chosen for ground connections between the engine block and chassis frame.
—
—
1.2 Watt bulb 2.0 Watt bulb 3.0 Watt bulb
Alternators should be installed where they will be easily accessible yet protected from oil, fuel and water. (Con tact with gasoline can result in fires and explosions whereas heavy oil damages the brushes and slip-rings). If necessary, gutters or splash panels should be installed. In some applications corrosion-resistant alternators should be used. Bosch alternators should only be operated in conjunc tion with Bosch regulators, otherwise proper perfor mance cannot be guaranteed. The regulator should be mounted on a vertical wall as free from vibration as possible. It should not be mount ed on the engine or on any heat radiating parts. It must be protected from dirt, water splashes, oil and gasoline vapors, as well as shock and impact. Contact regulators are not to be installed more than 15° from the vertical in any direction. Maximum allowable ambient temperature is 60° C )140° F). The connection terminals on the regulator should point downward to prevent entrance of water. This also applies for the high voltage safety unit. The return line for all circuits is usually done by common ground. In buses, however, insulated return lines should be used instead to reduce voltage losses.
B&t
If an insulated return is provided on the T model alterna tors the jumper cable between terminal D— and the air intake cover (ground) must be removed.
Drive Connection Alternators are generally driven by V-belts; one V-belt is used on the G and K model alternator, while two V-belts are used to drive the large units. Occasionally, however, a flexible coupling is used. The belt pulley is usually combined with either a cast or stamped fan disc.
Fig. 73
70
Alternator installation with hinge mounting
Cable Connections
Operating Instructions
Cable connections are made with spade terminals, blade terminals, or connector plugs (single or multiple) using either blade type or snap type terminals. There is no oblection to soldering these terminals onto the leads. The solder should not, however, flow beyond the distance shown in Fig. 74. Otherwise, the wire, made rigid by the solder, may break at the base bf the terminal.
To prevent damage to the diodes and to the regulator the alternator is not to be operated unless both regulator and battery are connected up to it.
Crimped terminals may also be used.
Solder within these limits
Spade terminal connection Fig. 74
Crimp here
Blade terminal connection
Soldered and crimped cable connections
Fig. 75 shows connector plugs which permit rapid and convenient connection and disconnection of the cables between the alternator and regulator. These ëonnectors are vibration resistant, and prevent improper connec tions between units.
If the vehicle must be operated without a battery, the leads between the alternator and the regulator must be disconnected. Improper connection of the battery (reversing polarity) will result in immediate destruction of the diodes. The method customarily used with DC generators, of checking a lead for voltage by touching it to ground is absolutely forbidden with alternator systems. During electrical testing of systems, the leads between the rectifier (if separate from the alternator) and the solid-state regulator must be disconnected. Only direct current of less than 40 Volts may be used to test the insulation strength of the diodes (AC hand generators are not to be used). When carrying out repairs or during welding work on the vehicle the positive and negative leads are to be discon nected from the battery. This also applies when the battery is being fast-charged. During operation, voltages of 100 V must never be exceeded due to the danger of diode destruction. For example, this danger exists when the battery is discon nected while the engine is running (even for a brief duration!). Voltages in excess of 100 V are generated for example, by self-induction of the exciter field, and also by the high energy coils in the electrical system (electro magnets, door closing valves, etc.).
In such instances the induction voltage can be reduced with the aid of a decay diode (Fig. 76).
Direction of induction
Power current direction
Fig. 76
Fig. 75
Connectors for connecting alternator to regulator
Magnet linductance)
Limiting voltage peaks with decay diodes
Terminal D+ or 61 which is rated at 1 Amp maximum serves to connect a charge indicator lamp. A starter safeguard relay or an ,,hours of operation” meter can also be operated by the current from this terminal so long as the 1 Amp maximum is not exceeded (CAUTION! Beware of inductive voltage peaks). A ,,W” terminal can be provided on some models for AC pick-up. This terminal is capable of sustaining loads up to 2 Amps.
Pushbutton for
battery relay
Ignition stch
Fig. 77
Safety circuit for alternator systems Prevents voltage drops and uncontrolled response of the high voltage safety unit
Fig. 77 shows a safety circuit, which, with the help of a battery relay (in place of a manual battery switch) and two relays of the normallyopen type ensures that the battery can only be disconnected from the alternator when the engine is stopped. When the ignition switch is turned on, the battery relay is energized and held in this position by relay 1 as long as the ignition stays on.
Relay 2 prevents de-energization of the battery relay while the engine is running; this is important in vehicles with diesel engines since the engine continues running
after the ignition switch is turned off. Aside from the interference suppression capacitor no other interference filters are necessary, except for unusally severe requiremen t s.
72
Maintenance Carbon Brushes enable one to obtain maximum benefit from the bearing life of appr. 190,000 miles. Therefore, two greasings are required before the alternator becomes due for a major overhaul. Only the specified Bosch special ball bearing grease Ft 1 v 34 (Part Number 5 700 009 025 for an 8 3/4 oz. tube> should be used.
As a direct result of the low exciter current and careful protection from dirt endcapsulation of the slip-rings carbon brush wear is extremely low in alter and water nators. The life expectancy of the carbon brushes is such that, with alternators G and K, the general overhaul time for the engine, appr. 60,000 miles, becomes due before the brushes need replacement, On T model alternators the brush life is appr. 160,000 to 190,000 miles. The driver is informed of worn brushes by the charge indica tor lamp. —
—
Regulator The regulator requires no maintenance. If it is damaged, the complete unit is to be replaced. Repairs, or changes of regulator setting, by unauthorized personnel should never be attempted. The warranty is voided by unau thorized tampering.
Bearing Lubrication In permanently lubricated alternators, the amount of grease in the bearing is sufficient to last until the general engine overhaul at 60,000 miles. Models with grease fittings (some of the T model alterna tors> have grease cups and grease pipes (Figs. 26, 28, 32(..
The above also applies to the high voltage safety unit.
Indicator Lamps
At high engine temperatures and speeds one grease filling in the bearings lasts for almost 90,000 miles. The ball bearings should, therefore, be greased using the grease cups after appr. 60,000 miles. Following this rule will
Burned out charge indicator bulbs should be replaced immediately. Observe voltage (V) and power (W) specifi cations.
Test Equipment Only direct voltage of 40 V or less may be used to test of the insulation strength of the alternator diodes and the regulator. (AC hand generators are not to be used). During high potential ground tests of the remaining circuits, the leads between the alternator and the soIid state regulator must be disconnected. Alternators should only be tested with the proper equip ment designed for that purpose. Figs. 78 through 81 show a selection of Bosch workshop equipment that should be available in every well-equipped garage to provide good customer service.
73
Fig. 78
Volt.Ammeter
Fig. 80
Bosch alternator tester for testing exciter and power diodes and measuring coil resistances
BOSCH
:
: ç!
A—.
II
4. Fig. 79
Adjustable loading resistor
Fig. 81
74
Bosch generator test bench. Shown with an alternator mounted for testing
Trouble Shooting If a malfunction should develop in the current gener ating system, it must be kept in mind that trouble sources may exist in the battery, cables or other locations besides the alternator or regulator. The most common symptoms of malfunctions are listed in the chart below with probable causes and appropriate corrective measures:
Cause:
Correction:
I. Battery is dead or insufficiently charged 1. Cables between battery and ignition switch or between battery and ground are loose or damaged
1. Replace cables, tighten connections
2. Defective battery
Cause:
Correction:
Ill. Charge indicator lamp continues to burn brightly during higher engine speeds: 1. Cable ,,D+/61 is shorted to ground
1. Replace cable
2. Defective regulator
2. Replace regulator
2. Hyve battery inspected and replaced if necessary
3. High voltage safety unti defective
3. Replace safety unit
3. Defective rectifiers, dirty slip-rings
3. Have alternator repaired
4. Have alternator repaired
4. Defective regulator
4. Replace regulator
4. Defective rectifier, dirty slip-rings, short in cable ,,DF” or in rotor winding
5. V-belt too loose
5. Tighten V-belt. The general rule is to allow deflection of appr. 3/8” under thumb pressure
IV. Charge indicator lamp burns brightly with engine stopped, but only dims or glimmers with engine running:
II. Charge indicator lamp does not burn with engine stopped and ignition on:
1. Poor connections (contact resistance) in the charging circuit or in the cable to the charge indicator lamp
1. Replace cables, tighten connections
1. Indicator bulb is burned out
1. Replace with new bulb
2. Defective regulator
2. Replace alternator
2. Dead battery
2. Remove battery cables and charge battery
3. Defective alternator
3. Have alternator repaired
3. Defective battery
3. Have battery inspected and replace if necessary
V. Charge indicator lamp flickers
4. Loose or damaged cables
4. Replace or tighten cables
5. Defective regulator
5. Replace regulator
6. Shorted positive diode in the alternator
6. Immediately disconnect charging cable from terminal 8+ or switch off battery master switch (unless these precautions are taken battery will discharge while engine is stopped). Have alternator repaired
7. Worn carbon brushes
7. Replace brushes
8. Oxide layer on slip-rings, or broken wire in rotor winding
8. Have alternator repaired 75
1. V-belt too loose
1. Tighten beit to allow appr. 3/8” deflection under thumb pressure
2. Contact regulator may be incorrectly adjusted or regulator resistor is burned out
2. Replace regulator
alternator service manual
Over Voltage Protection Devices •
1. Testing on the alternator test bench The test bench must conform to latest developments, i.e., it must have been modified in accordance with Modification Instructions VDT-WUF 113/4 B.
1.1 Over-voltage protection device mounted on transistor regulator 0 192 083 (For test values for transistor regulators, please see VDT-W-192/1001 B). Mounted on transistor regulators
Operating voltage
0192083001 0192083002 0192083003
36.0 36.0 30.0
...
...
...
38.2 V 38.2 V 32.3 V
Test conditions Use only K1 Alternator 28 V 35 A or 45 A. Alternator and over-voltage protection device cold (about 20 °C, 68°F). Alternator connected to battery through protec tive resistor (test bench).
Connections at test bench (see Fig. 1) Connect alternator terminals D+ and D— to the corresponding terminals on the transistor regulator (D+ to D+, D— to D—). Connect the charge indicator lamp (24 V, 3W) to terminal 61. Connect the voltmeter between terminals D+ and 0— of the alternator. Do not connect regulator terminal DF. Join alternator terminals D+ and DF with a jumper wire. 1 2 3 4 5
= = = = =
Over-voltage protection device Alternator 24-volt battery Protective resistor Indicator lamp, 24 V, 3 W
Test procedure Drive the alternator. Increase the speed siowly and observe the voltmeter. The over-voltage protection device must de-energize the alternator when the operating voltage is reached. The indicator lamp lights up briefly. Do not change the speed. The relay in the over-voltage protection device must switch on and off continuously. Do not continue this test for more than 1 minute in order to avoid excessive wear on the contacts.
76
1.2 Over-voltage protection device
Part Number
Operating voltage
o
32 V 31 30...32V 32 V 31 see section 1.3 see section 1.3
192 900 001 0192900002 0 192 900 004 0 192 900 005 0192 900 0fl
...
...
Test conditions Alternator and over-voltage protection device cold (about 20 °C, 68 °F). Alternator connected to battery through protective resistor (test bench). 0192900001,..002,..004 Connections at test bench (See Figs. 2 and 3)
Connect alternator terminals D+ and 0— to the ion corresponding terminals on the over-voltage protect device, i.e., D+ to D+ and D— to D—. When using over-voltage protection device B+ to 0 192 900 002, also connect alternator terminal ion protect oltage the terminal marked B+ on the over-v (Fig. 3). device
Fig.2
Connect the indicator ‘amp (24 V, 3 W) to terminal 61 of the over-voltage protection device. and Connect the voltmeter between terminal D+ or 61 tor. alterna the of D— al termin Do not connect the alternator regulator; join alternator terminals D+ and DF with a jumper wire.
0192900001,..004
Test procedure Drive the alternator, Increase the speed slowly and observe the voltmeter. The over-voltage protection device must de-energize the alternator when the operat ing (response) voltage is reached. A voltage of 2 volts may still be present at terminal D+. The 1 alternator can only be energized again after it has been stopped and the charge indicator lamp disconnected ...
briefly. Note: If the over-voltage protection device does not de energize the alternator when the operating voltage is reached, the speed must not be increased any further tor. because this could damage the rectifier in the alterna to operate fails device If the over-voltage protection when the response voltage is reached, it is inoperative and must be replaced.
1 2 3 4 5
Fia.3
0192900002
77
Over-voltage protection device Alternator = 24-volt battery Protective resistor = Indicator lamp, 24 V, 3 W
1.3 Over-voltage protection device 0192900005,.. 006 Part number
Operating voltage, sequential-damage protection
Operating voltage, over-voltage protection
o 192 900 005 0192900006
30.0 31.5 V 30.0...31.5V
40.0 44.0 V 40.0.44.0 V
...
...
Test conditions Use only alternators T1/T2 28 V 85 A. Alternator and over-voltage protection device cold 0 0 (about20 C,68 F). Alternator connected to battery through protective resistor (test bench).
Sequential-damage protection Connections at test bench (see Fig. 4). Connect alternator terminals D+, D—, and B+ to the corresponding terminals on the over-voltage protection device, i.e., D+ to P+, etc. Keep the connection cables as short as possible. The minimum cross-section of the conductors used for the connections to the D4- and D— terminals is 4 mm . 2 Connect the indicator lamp, 24 V 3 W, between alternator terminals D+ and B+. Do not connect the alternator regulator; join alternator terminals D+ and DF with a jumper wire.
Fig. 4
Test procedure Drive the alternator. Increase the speed slowly and observe the voltmeter. The over-voltage protection device must de-energize the alternator when the operating voltage is reached. The alternator may then be energized again only after it has been stopped and the battery disconnected. Note: Since the operating time of the sequential damage protection device is 2 3 seconds, too high an operating voltage will be measured if the alternator speed is increased too rapidly. ...
78
Over-voltage protection Connections at test bench (see Fig. 5). Disconnect the cable connected to terminal B+ of the over-voltage protection device. Connect the voltage stabilizer to terminals 8+ and D— of the voltage protection device. Set the voltage stabilizer to a voltage of 24 V. Note: If a voltage stabilizer is not available, batteries connected in series to provide a total of 24 V can be used. Since the measuring range of the test bench voltmeter is generally not adequate, it is a good idea to connect the equipment to Tester EFAW 120 A with its 50 V measuring range instead of to the test bench.
Test procedure Drive the alternator. Increase the speed slowly and observe the voltmeter. When the operating voltage is reached, the alternator is de-energized, and remains in that condition until the built-in relay again opens. The alternator is then energized a second time until the operating voltage is reached again. In other words, the equipment “cycles”. Important: Make this test as short as possible in order to avoid overloads. Caution: Do not touch the cables, If the over-voltage protection device does not operate, or if the voltage has been set too high, the alternator voltage will exceed the maximum permissible value for low voltages (42 V).
Fig. 5 1 2 3 4 5 6
= = = = = =
Over-voltage protection device Alternator 24-volt battery Protective resistor Indicator lamp, 24 V, 3 W Voltage stabilizer
79
Fig.6
0192900001,004
Fig.?
2. Testing with voltage stabi’izer
1
2.1 Over-voltage protection device Part Number
Operating voltage
o
31 32 V 30 32 V 31 .32 V.
192 900 001 0 192 900 002 0192900004
...
...
Connect 0 192 900 001 and 0 192 900 004 as shown by Fig. 6 and connect 0 192 900 002 as shown by Fig. 7, to the stabilizer.
Test procedure Slowly increase the stabilizer voltage until the charge indicator lamp lights up. The voltage indicated at this instant is the operating voltage. Note: In order to avoid making incorrect measurements, a precision voltmeter can also be connected between terminals B+ and 0—.
80
=
0192900002
Over-voltage protection device
2.2 Over-voltage protection device mounted on transistor regulator 0 192 083
-.
(For test values for transistor regulators, please see VDT-W-192/1001 B). Mounted on transistor regulators
Operating voltage
0 192 083 001 0 192 083 002 0 192 083 003
36.5 36.5 30.8
...
...
...
38.5 V 38.5 V 32.5 V
Switch-off current
2.5 2.5 2.5
...
.
...
3.7 A 3.7 A 3.7 A
Connect the regulator to the voltage stabilizer as shown in Fig. 8.
Note: If the maximum voltage of the voltage stabilizer is lower than the maximum operating voltage of the over-voltage protection device, a corresponding number of batteries must be connected in series. In this case a current-limiting resistor of 5 2 with a power dissipation rating of at least 50 W (for example, set a slidç resistor to 5 2) must also be connected in series in the battery line. The maximum current drawn by the stabilizer must then not be less than 6 A. In every case the operating voltage must be measured with a precision voltmeter connected directly between regulator terminals D+ and D—. Connect regulator terminals D+ and D— to the voltage stabilizer (observe correct polarity), and connect the voltmeter in parallel.
Test procedure Slowly increase the stabilizer voltage until the over voltage protection device operates. The highest voltage read is the operating voltage. 1 3
= =
Then lower the voltage while observing the ammeter until the over-voltage protection device breaks the circuit. The last value of current read is the switch-off current.
Over-voltage protection device Battery
Note: Make the test as short as possible in order to avoid overloads.
04
BOSCH TESTING OF ALTERNATORS
1,
G eneral When testing an alternator please observe the following points
1.1
Connections between alternator, regulator and test bench should not be in the form of alligator clips etc. Use quick—connectors or cable shoes as used in the car. This prevents the falling off of cables which can cause diode failure. Do not aperate alternator without having the battery connected.
1.2
To test diodes use maximum 24V-DC only.
1,3
Insulation and short circuit tests on windings should only be carried out with the diodes disconnected.
l4
Do not disconnect battery during testing.
1.5
Operate alternator with fan only.
2.
Explanation of Type Inscription Example:
K 1 K 1
i4V = = =
i4V 35A 20
3’
= = =
35A
This will destroy the diodes.
20
Code for pole housing diameter Clawpole alternator Left or right hand rotation (depending on fan fitted) Alternator operating voltage Maximum current x 100 RPM for 2/3 maximum current (rated current)
Wiring and Terminal Designation See wiring diagrams on following page.
4.
Charging Indicator Lamps As well as indicating whether the alternator charges the indicator lamp also carries the current necessary for initial exitatiori. The indicator lamp is connected between D+/61 and B+. The following size lamps should be used 6V system 12V system 24V system
1.2 W 2.0 W 3.0 W
ALTERNATOR TEST SPECIFICATIONS
Resistance Values
Output Test Charge
V Alternators i4v 35A
i4v const.
A
10 23
35 Alternators i4v 4oA maximum output
Alternators 14V 45A
i4V const.
ikv const.
7 23 40
6 25
45 Alternators ikv 55A
i4v const.
10
36 55
‘Rotor Rotor Ohm +10% Ohm +10%
Speed rpm
Stator Ohm +10%
1300 2000 6000
0.26
4.0*
xx 2.9
1300 2000 6000
0.22
4.0*
xx 2.9
1300 2000 6000
0.16
4.0*
xx 2.9
o.i4
4Q*
xx 2.9
1200 2000 6000
Above performance values refer to a warm alternator (140°F) *Rotor 3.4 Ohm + 10% for alternator with transistorized regulator early version. xxFrom manufacturing date 726 onwards for all alternators.
0’)
WIRING DIAGRAMS FOR 6 DIODE AND ALTERNATORS
r
WI,) Dq 9 3 F1
L______ _____1
PA
9 DIODE
TESTING OF ALTERNATOR WITH ELECTRONIC REGULATOR
General: Refer to page 11 for relevant points. Note: ry during The alternator must always be connected to the batte ed. damag be migth diodes testing otherwise the Test Procedure: 12 V. system) Connect indicator lamp of suitable wattage (2W for diagram wiring See B+. and r nato between terminal D+ on the alter on page. r and D— or the Connect volt-meter to B+ terminal on the alternato alternator housing. Increase alternator speed to 4,000 RPM. test specifications.
Set load current as per
Readjust alternator speed if necessary. and compare with Read regulator output voltage within one minute test specifications. and decrease The electronic regulator is temperature compensated 10°C every for occur will V. 0.03 in regulated voltage of temperature rise.
85
7O ClA
6 DIODE ALTERNATOR
WITH
BUILT IN REGULATC1
TO CONS(.WER
86
BOSCH VOLTAGE REGULATOR 0190601005,0 90600001
DESCRIPTION A single element voltage regulator only is used with the BOSCH Alternator. It is a double-contact vibrating unit incorporating a positive temperature co-efficient resistor. A flat spring holds the contacts closed and provides the means of voltage adjustment. OPERATION An electromagnet is energized by the alternator and at a predetermined voltage the armature is attracted to the core of the electromagnet, contacts are opened and a resistor is connected in series with the exciter winding (rotor winding). The reduced field strength causes the alternator voltage to fall. As a consequence the contacts cannot be held open by the reduced influence of the electro magnet and they close. This cycle is repeated 50-200 times per second and the voltage is maintained at a predetermined setting. The BOSCH voltage regulator is further designed so that at high alternator operational speeds the armature is attracted closer to the core. A second contact connected to ground is then brought into operation. In the high speed range when the contacts are closed the exciter winding is short circuited and when they are opened the resistor is in the circuit. This two stage operation ensures, effective voltage control over a wide range of alternator speeds and loads and long contact life.
MECHANICAL SETTINGS A.
With the armature in the rest position, the gap between the electromagnet core and the armature should be .032 .050”. Adjust by bending the lower contact bracket. —
B.
The gap between the high speed contacts should be .008 .016”. Adjust by bending the upper contact bracket. The contacts must be correctly aligned one with the other.
C.
In the attracted position when the upper contacts are closed electromagnetic core and the armature should be .012 .028”.
—
—
—
the gap between the
—
D.
The gap between the armature and bracket should be .008
—
.028”.
The pressure required to just open the lower contacts should not be less than 8 oz. by placing a spring balance vertically on the tip of the armature. Adjust by bending the bimetal spring bracket.
REST
POSITION
ATTRACTED
Measure
POSITION
BIMETAL SPRING BIMETAL SPRING BRACKET
C D—L
LOWER CONTACT BRACKET UPPER CONTACT BRACKET
Use Bosch Regulator Adjusting Tool EF’P 101/102 for mechanical and electrical adjustments. CAUTION:
The gold upper contacts must not be cleaned with abrasives which would remove the contact material. A piece of thin insulating paper can be used to remove any metal build up and to polish the gold contact surface.
88
ELECTRICAL SETTINGS Set up the regulator on a test bench with a Bosch Alternator. using “T” connector Connect the D+/61 and DF terminals of the regulator to those of the alternator sockets. The main battery supply cable from the test bench ammeter must be conneeledto alternator terminal B+. Connect a 2W warning lamp between alternator terminals D+/61 and 8+. Alternators 0 120 400 514 (LJ/DK 1/35A 14V5), which are not fitted with exciter diodes for warning lamp operation, do not have a Terminal D+,61. Therefore a warning lamp is not required for testing and the regulator termiqal D+/61 must also be connected to the alternator terminal B+. The test bench voltmeter must be connected to alternator terminal B+ and ground. Be sure that both regulator and alternator have good ground connections The battery of the test bench must be fully charged and have a load one Ia not already connected as part of the test bench.
REGULATOR
TERMINAL
to
the test bench.
resistor connected across
it if
IDENTIFICATION
DF EXCITER WINDING CIRCUIT D+/61 WARNING LAMP CIRCUIT( D+/61 CONNECTION FOR RADIO SUPPRESSOR CONDENSER
REGULATING VOLTAGE 1.
Operate alternator at 1800 RPM and adjust load resistor until a charging rate of 10 amps. recorded on the ammeter.
2.
Reduce speed to zero.
is
3. Increase speed again as under 1. but do not exceed the 1800 RPM specified. The regulating voltage should now be 13.9— 14.4 Volts Cold —
Warm (after 15 rains, continuous operation
—
13.8
—
14.5 Volts
Adjust by bending the bimetal spring bracket upwards to increase the voltage setting or downwards to decrease the voltage setting.
From manufacture date 705 an enclosed resistor has been used instead of the open resistor, see illustration. Voltage Regulators with enclosed resistors are directly interchangeable with earlier types, but the regulating voltage must be set as follows: REGULATING VOLTAGE 1. Operate alternator at 1700 RPM and adjust load resistor until a charging rate of 10 amps. is recorded on the ammeter. 2. Reduce speed to zero. 3. Increase speed again as under 1. but do not exceed the 1700 RPM specified. The regulating voltage should now be:— Cold 14.4Volts —.13.9 Warm (after 15 mins. continuous operation) —13.8 14.5 Volts —
—
All other specifications are unchanged. REGULATING RANGE Increase the alternator speed to 7000 RPM to ensure that the regulator is operating in the high speed range. The voltage reading with a load of 8-10 Amps. should not vary from the regulating voltage by more than -0.2 to +0.4 Volta. If the regulating range exceeds the permissible voltage increase (+0.4) reduce the air gap between the armatu-e and core. If the regulating range exceeds the permissible voltage decrease (—0.2) enlarge the air gap. When it has been found necessary to adjust the air gap to achieve the specified regulating range the regulating voltage must be checked to ensure tr’at it remains within the tolerance. NOTE:
It is important for the regulator electrical adjustments to be carried out within 2 minutes, commenc ng with a cold regulator The figures are valid only if the cover s ii place and the regulator is mounted in a vertical position, i.e. with the regulator base on a horizontal plane.
After the adjustments are satisfactorily completed seal the cover with Polyester Tape No.56 A spot of adhesive (Instant Grip) should be applied at the start of the tape, underneath the overlap to prevent water ingress.
90
—
ELECTRONIC VOLTAGE REGULATOR Operation: Voltage from 0+ is supplied to voltage divider P5, P6 and P7, whereby The centre P7 is adjusted to the correct value during production. tapping of the voltage divider is taken to a zener diode through The diode 02 which provides the necessary temperature compensation. zener diode controls the base of T3 which opens to ground when set This renders T3 conductive, thereby switching voltage is exceeded. arranged in a Darlington pair. are off T2 and Ti which With this switching action the current flow through the exciter With the collapse of the winding and Ti to ground is interrupted. the zener diode blocks until decreases voltage output excitation the Ti and T2 now become positive potential from reaching the base of T3. conductive again and the output voltage will rise until the switching cycle is repeated. Condensor Cl is a Diode Dl is for the prctection of transistor Ti. the zener diode of instability reduce any to stabilising condensor D+ and grcund CR8) between resistor a executions In some arrangement. Should provides a permanent high resistive path between 0+ and ground. the excitation circuit be interrupted sufficient current will flow from the battery via the indicator globe through the resistor to ground to let the warning light glow.
I DI( ALr,*, w,rM 9AILT I AfrJ(ATQ
w,
lie
I
*uE.*.e,e,
7N
ie*T IN WieLI
I
: SZ
al
FAULT DIAGNOSING ON BOSCH ELECTRONIC REGULATOR
Use test unit as shown in diagram or any equivalent set up. 1.
Connect D— lead of test unit to regulator base plate which is riveted to regulator housing.
2.
Connect D+ lead to brush rail which is situated furthest from regulator base plate.
3.
Connect DF lead to remaining brush rail.
4.
Rotate potentiometer until volt—meter reads Switch on test unit. If lamp is At this stage warning lamp should be fully on. 12 V. not on the regulator is faulty.
5.
Correct Slowly increase voltage until warning lamp turns off. voltage regulator operation is indicated by an extinguishing of With 14.3 V. the warning lamp between the limits of 13.7 V voltages below this value the warning lamp is on.
(Nearest to base plate).
-
If the regulator does not switch within the above limits the regulator is faulty. GLOBE 12V2.2W
3Ori3W
I
F
I
4v 0.20
p
—
GROUND (D-)
PRESS SWITCH
92
BOSCH REGULATORS Vibrating-type (contact) regulator Transistor regulator
Vibrating-type (contact) regulators Transistor regulators Test bench connection diagrams
1. Vibrating-type (contact) regulators Regulator models AD(N), AB(N) and AE Explanation of the test specification data VDT-W-190/1000
Note: Connect alternators with reversed polarity (+ grounded) accordingly. Lead to charge indicator lamp to terminal D+161 of alternator or of regulator (to alternator test bench EFLJ 20 or EFLJ 25 via corresponding socket). Install separate indicator lamp between D—161 and negative terminal of battery in the case of + grounded alternators. Caution: During test do not charge battery with additional power source (e.g. charger). This mea sure is necessary in order to avoid inaccurate regulator readings. In order to ensure that semiconductor elements of regulator or alternator are not damaged, the follow ing conditions must be observed: Connect and disconnect regulator only when alternator is not operating. Regulator with alternator only to be checked with battery connected in parallel. Battery to be switched out of circuit only after alternator has stopped.
Column 1: Bosch Part number Column 2: Type Column 3: Regulated voltage The regulated voltage is only tested or adjusted under load. Test conditions Regulator terminals pointing downwards. Regulator and alternator cold (approx. 20°C). Alternator connected to battery via protective resistor. Loading resistor switched in. For test alternator see test specifications. regu Check indicating instruments of test bench larly. Reading of values should be as precise as possible. Alternator and test bench connections the Connect alternator terminals D+, DF and.D— to corresponding regulator terminals. Each lead 2 1000 mm long, lead cross-section 0.75 mm (required as defined resistance). Negative charging lead of test bench to alternator of terminal D— and only fasten to clamping screw g fixing table if nothing else possible. Positive char via ing lead of test bench to alternator terminal B+ als termin tor alterna to eter Voltm protective resistor. 8+ and D— (observe correct polarity). Do not ng connect negative lead of voltmeter to clampi screw of fixing table.
93
Test procedure
Charge indicator lamp to terminal D+161 of alter nator or of regulator (via corresponding socket in the case of test bench EFLJ 20 or EFLJ 25). In the case of EA regulator, connect regulator and alternator using cable set 0352960001 or ac companying cable set (from vehicle). In the case of ED regulator, connect alternator terminals D+, D— and DF to corresponding regu lator terminals. Lead lengths 1000 mm each, lead cross-section 0.75 mm 2 (required as defined resistance). Caution: During test, do not charge battery with additional power source (e.g. charger). This mea sure is necessary in order to avoid inaccurate regulator readings. In order to ensure that semiconductor elements of regulator or alternator are not damaged, the follow ing conditions must be observed: Connect and disconnect regulator only when alternator is not operating. Regulator with alternator only to be checked with battery connected in parallel. Battery to be switched out of circuit only after alternator has stopped.
Switch in loading resistor and drive alternator at 4000 5000 rev/mm. Set load currentmax of alternator —20% by altering the loading resistance. Reduce speed to zero and increase again slowly in order to avoid false readings. Readjust load current if necessary. Read regulated voltage within 1 minute. ...
Column 4: Regulation range (does not apply to single-contact regulators) For test conditions see Section “Column 3”
Test procedure Reduce load slowly to 3 8 A. The difference between the regulated voltage now shown and the regulated voltage measured with load current is the regulation range. ...
2. Transistor regulators
Test procedure Regulator models EA, ED and EE Explanation of test specification data VDT-W-192/1000 and W 192/1001
Drive alternator at 4000 rev/mm and T2 and T3 alternators at 3000 rev/mm. Set load current according to Column 4 by altering loading resistance and readjust alternator speed if necessary. Read regulated voltage within 1 minute and com pare with value given in Column 3.
Column 1: Bosch Part number Column 2: Type
Columns 6 and 7: Current-regulator cut-in for EA transistor regulator (does not apply to regulators 0192003 00 5/006/007/009) Increase load further (readjust speed of alternator) until voltage returns to value given in Column 7. The determined load current must correspond to the value given in Column 6 and can, if necessary, be readjust using potentiometer P1.
Column 3: Regulated voltage Column 4: Load current for regulated voltage test Column 5: Test alternator Test conditions Regulator and test alternator cold (approx. 20°C). Battery and protective resistor connected in series, loading resistor switched in. Check and recalibrate indicating instruments of test bench regularly. Reading of values should be as precise as possible.
Alternator and test bench connections Negative charging lead of test bench to alternator terminal D— or B— and only to clamping screw of fixing table if nothing else possible. Positive charging lead of test bench to alternator terminal B+ via protective resistor. Voltmeter to alternator terminal B+ and D— or B— (observe correct polarity). Do not connect negative lead of voltmeter to clamping screw of fixing table.
94
_ _
3. Test bench connection diagrams 3.1 Vibrating-type (contact) regulator (Fig. 1) Designation
Type of mounting
for alternator
ADN 0190600...
Separately mounted double-contact with intensified inter ference suppression
7 V or 14 V —ground
AD 0190601...
Separately mounted double-contact
14 V —ground
ABN 0190602...
Separately mounted double-contact with intensified inter ference suppression
14 V +ground
AE 0190700...
Separately mounted single-contact
28 V ground
—
Fig. 1
3.1.1 Terminal diagram for AD, ADN, ABN, AE regulators
. --
1 = Loading resistor 2 Ammeter 3 Indicator lamp 4 Voltmeter (regulated voltage) 5 Ammeter 6 = Test bench battery
Fig. 2
95
3.2 Transistor regulator Desig nation
Type of mounting
for alternator
EA 0192003...
Separately mounted
T2 28 V Fig. 3
ED 0192032...
Separately mounted
Gi, Ki, Ni and Ti 14 V Fig. 4
ED 0192033...
Separately mounted
Ti and Ki Fig. 4
EE 0192043...
Integrally mounted
Ti and T4 Fig. 5
EE 0192052...
Integrally mounted
N1,Gi,K1 -14V Fig. 6
EE 0192053...
Integrally mounted
Ni,G1,K1 -28V Fig. 6
ED and EF 0192062...
Separately mounted
Gi —i4V13A19 Fig. 7
ED 0192083...
Separately mounted with over voltage protection
Gi —l4Vi3Ai9 Fig. 8
-
—
—
—
Fig. 5 Regulator 0192043.. (EE..)
28 V 28 V
Fig. 6 Regulator 0192052.. (EE..)
Fig. 3 Regulator 0192003.. (EA..)
Fig. 7 Regulator 0192062.. (ED..; EF..)
Fig.4 Regulatoroi92o32..(ED..) 033.. (ED..)
Fig. 8 Regulator 0192083.. (ED.. with over-voltage protection) 96
3.2.1 Terminal diagram for EA regulator
Cable set 500 mm 0352960001
Fig. 9 3.2.2 Terminal diagram for ED regulator
Fig. 10 1 2= 3 4= 5= 6=
Loading resistor Ammeter Indicator lamp Voltmeter (regulated voltage) Ammeter Test bench battery
3.2.3 Terminal diagram for EE regulator
D—
4 Fig. 11 3.2.4 Terminal diagram for ED regulator with over-voltage protection
45 Fig. 12 1 2 3 4 5 6 OR
= = = = = =
Loading resistor Ammeter Indicator lamp Voltmeter (regulated voltage) Ammeter Test bench battery
Transistor (solid-state) regulators 0191003.. Test Specifications General Test Alternator: T2 28 V -
Alternator speed: n
=
3000 rev/rn in
Read regulated voltage within 1 minute.
7
1
2
3
4
6
Part Number
Designation
Regulated Voltage
Load Current
Current Regulator Cut-in at
V
A
A
27,5
30
60,5
27,5
30
60,5
V
64,5
25,5
64,5
25,5
64,5’)
25,5
30
95,0... 1052)
25,5
27,1 .27,5
30
115
125)
25,5
EA28V8
28,0...28,4
20
—
0192 003006
EA28V8
27,3.28,1
20
—
0 192 003 007
REG 24 V 8 SF
24,0
24,5
20
—
0 192 003 009
EA 28 V 10 X
27,4
27,8
45
—
0 192 003 001
EA 1/24/1
26,4
0 192 003 002
EA 1/28/2
26,4
0 192 003 004
EA 28 V 8
27,1
27,5
30
60,5
0192003004
EA28V8
27,1 .27,5
0192003004
EA28V8
0192003005
...
...
...
...
..
‘) To be used together with alternator 28 V 62 A To be used together with alternator 28 V 100 A 3) To be used together with alternator 28 V 125 A
2
QQ
...
...
...
...
—
—
—
—
Transistor (solid-state) regulators 0191031001 to 0191083.. Test Specifications General
Alternator speed: n
=
Read regulated voltage within 1 minute.
4000 rev/rn in
1
2
3
4
5
Part Number
Designation
Regulated Voltage
Load Current
Test Alternator
V
A
0 192 032 001
ED 14 V 3
001 002 003 004 005
ED ED ED ED ED
28 28 28 28 28
0 192 043 001 0192043002 0 192 043 003 0192043004
EE EE EE EE
0 192 052 001 0 192 052 002 0 192 052 004 0 192 052 005 0 192 052 006 0 192 052 007 0 192 052 008 0 192 052 010 0192052011
EE EE EE EE EE EE EE EE EE
0 0 0 0 0
192 192 192 192 192
033 033 033 033 033
V V V V V
13,7
10
61 Ni
-
14 V; Ki 14 V
14 V; Ti
10 10 10 10 10
Ti -28 V; Ki -28 V
28 V 3 28V3 28 V 3 28V3
27,2 28,2 27,2.28,2 27,7 28,7) 27,7...28,7)
10 10 15 15
Ti -28 V; T4• 28 V
14 V 3 14 V 3 14 V 3 14 V 3 14 V 3 14 V 3 14 V 3 14 V 3 14V3
13,7 13,7 13,7 13,7 13,7 13,7 13,7 13,7 13,7...
) Up to date of manufacture FD 28.7 Regulated voltage 27.7 3) Up to date of manufacture FD Regulated voltage 27.2 28.3 4) Up to date of manufacture FD Regulated voltage 27.2 28.2 ...
...
...
27,2 27,5 27,5 27,4 27,4
...
...
...
...
...
...
...
...
...
...
...
...
...
...
...
14,5 14,5 14,5 14,5 14,5 14,5 14,5 14,5 14,5
7 5 5 7 5 7 5 7 5 7 5 7 5 7 5 5,7 .,.
61 -14 V; Ki
-
-
14 V;
14 V; Ni -14 V
..
...
...
...
•..
.,.
027 V 230 V 323 V
2
No. de pedido
14,6
28,2 28,5’) 28,5’) 28,4 28,4
3 3 3 3 3
‘
1
...
Designacion del tipo
15
3
4
Corriente de regulación
Corriente de carga
V
A
Alternador de ensayo
0192053001 0192053002
EE28V3 EE 28 V 3
27,6.28,4 27,6 28,4
5 5
Ki-28V;G1-28V;NH-28V
0 192 062 001
ED 14 V 2
13,9
14,9
5
61 -0 120340..
0192062Q02 0 192 062 003
ED14V3 ED 14 V 3
13,7.14,5 13,7 14,5
5 5
G1-14V;K1-14V;N1-14V
0192083001 0 192 083 002 0 192 083 003
ED28V3 ED 28 V 3 ED 28 V 3
27,4.28,42) 28,42) 27,4 28,42) 27,4
.10 10 10
K1-28V35A;T1-28V40A
2)
...
...
...
...
I
...
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BOSCH ALTERNATORS
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BOSCH Types LJ/DK 1/35A 14V2..V4..V5..V6
DESCRIPTION The 3 phase 35 Amp. Bosch alternator is a 12 pole machine equipped with six silicon diodes for rectification. It is cooled by an external fan located behind the pulley. The six diodes are arranged in a 3 phase bridge connection whereby 3 diodes have anodes at the connection (normal polarity) and 3 diodes have anodes to the housing (reverse polarity), see Fig. 1. According to the machine polarity to ground the heat sinks (diode carriers) are either insulated or connected to ground. When an indicator lamp is used in the system a further 3 smaller diodes are fitted into an insulated carrier between the heat sinks. The stator winding has star connections, see Fig. 2, with three outlets for ming a junction with the bridge connection and small exciter diodes. The rotor comprises the slip rings and exciter winding and is constructed of imbricated poles which form alternate north and south poles. The exciter winding is wound concentric with the shaft and inside the poles has its ends connected to the slip rings.
Before testing or dismantling the alternator pay particular attention to the following points: 1.
For testing the diodes only DC up to 24V may be used.
2.
Test lamps of 110 or 220V may not be used for insulation and short circuit test if the rectifiers can be touched during this test.
3.
Stator winding insulation tests may only be carried Out with 80V test voltage, after the diodes have been disconnected (unsoldered).
4.
In cases where a main battery switch is fitted to the vehicle this may only be operated with the engine stopped.
5.
During charging current measurement, the battery connections must not be disconnected.
6.
With repairs of alternators fitted to vehicles as well as on the test bench, the battery must be isolated (disconnected).
7.
The resistance measurements of alternator parts of an assembled alternator must only be carried out with a measuring instrument that operated on a supply of up to 8V.
DISMANTLING
ALTERNATOR TERMINALS 1.
Mark relative positions of stator Ill) and end plates (101 and 113) with centre punch.
2.
Remove 3 screws (21 securing protection shield (1).
3.
Lift brushes (20) from slip rings.
4.
Remove 3 screws (12) at drive end plate and withdraw rotor (14), end plate and pulley assembly.
5.
Hold rotor in soft jaw vice and unscrew fastening nut (16).
6.
Pull off pulley with suitable extractor and remove key (15).
7.
Drive end plate can now be supported on a press and the rotor pressed out.
8.
Unsolder connections at diode junction. During this operation the connecting wire of the exciter diode must be held with a pair of flat nose pliers, so that the heat is dissipated into the pliers. (Hot solde ring irons should be used for short periods only). Mechanical damage to the diode wire connectfon should be avoided and connection wires should not be bent or strained at the diode cel Is.
The negative heat sink is directly connected to the alternator housing, therefore the return circuit is firstly through the negative diodes. However, the negative diode, which is connected at the bridge connection, is open to current flow in this direction but is opposed by the equal potential of the phase. The remaining negative diodes are free at this period and the circuit back to the Y connection can be completed through either of these diodes and associated phases. The interconnected positive diodes also have the phase potential and resist the direct lfow of current across the bridge con nection. If the rotor is now moved until the other ioop of the phase win ding is affected a Current will flow in the opposite direction and so comp lete the other half of the sine wave. Actually this cycle takes place very quickly in the 3 phases and the output is a Continuous current flow.
9.
Remove stator from terminal end plate, but carefully guide stator leads through the insulated holes in the heat sink (9).
10.
V2 four long screws (31 and one short screw (5) fasten the In the heat sinks (8) and (9) to the end plate (10). In the V4, V5 and V6 three small (3) and one large nut (5) fasten the positive heat sink to studs which hold the negative heat sink to the end plate. The respec. tive positions of the insulators and spacers between the heat sinks must be noted.
11.
Take out four screws (17) from the end plate (10) and remove brush holder assembly (19).
Normally an alternator can be driven in either direction but when unidi rectional fans are fitted the fan determines the direction of rotation.
12.
If necessary, the brush holder can be separated by removing terminal 0—and DF back nuts (18). Observe insulator positions.
0+/61
IND: DF: B+: D—:
Exciter diode junction-connection for regu lator 0+ and indicator lamp. Field terminal-connection for regulator DF. Battery connection (direct to battery). Ground-connection for regulator 0—.
OPERATION When the ignition switch is turned to the ‘ON’ position battery current is supplied to the exciter winding through the warning lamp and over voltage regulator contacts. If we look at one pair of rotor poles, it will be seen that the magnetic field of the rotor will be broken by one loop of the stator winding as the rotor is turned. A voltage will be induced in this conductor and because of the closed circuit a current will flow away from the wire connection through a phase winding. Since the phase is connected to both a positive and a negative diode the current will flow through the positive diode, which is open to current flow in this direction. The negative diode of this phase obstructs current flow. From the positive diode the current passes into the heat sink, which is common to the B+ terminal, and then to the battery. To complete the circuit a return path from the negative battery terminal to the alternator stator Y connection must be found.
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BOSCH ALTERNATORS
13.
Remove two screws (21) from the end plate 113) and lightly press out the drive end ball bearing (22).
(BOSCH EFAW 81.
CLEANING Thoroughly clean all parts with compressed air, do not immerse windings and bearings in solvents. The free passage of cooling air around the heat sinks is essential for maximum efficiency, therefore, dirt and oil traces must be cleaned from the heat sink and end cover.
.
Use only test lamps up to 24 V or ohmmeter. For testing the resistance and the current flow capabilities of a Silicon diode the phase connections must be disconnected, otherwise it will not be clear which diode is defective because of the phase interlinking in the bridge connection.
5.
Testing the Exciter Winding
The insulation of the exciter coil and the slip ring can be tested with a short circuit tester of not more than 40 V (BOSCH EFAW 81. 82).
The positive diodes lying between B+ and the phase have a connection to the housing and allow current to flow from the terminal to the housing but not vice versa. The negative diodes between phase and B. have connections from the housing to the terminal and, therefore, allow current to flow from the housing to the terminal but not vice versa.
.
6.
Replacing Brushes
If the length of the brushes is less than 9 mm, new brushes should be soldered into the brush holder. Worn slip rings can be turned in a lathe in the usual manner.
There are two main possibilities which can destroy the diode during service, either breakdown in resistance to Current flow caused by high current and high temperature, or open circuit in both directions. This is almost always the consequence of excess voltage.
7.
BaIl Bearings
Check ball bearings for wear and roughness. Renew defective bearings with approved bearings only and lubricate with BOSCH Grease Ft 1v33.
Testing Diodes with an Ohmmeter
ASSEMBLY
Equivalent tests can also be performed on the diodes with an ohmmeter. The resistance of a good diode in the direction of current flow is small (e.g. several ohms); in the opposite direction the resistance is essentially higher (e.g. several kohms).
Reverse the dismantling procedure. a)
Ensure that the fastening screw above terminal D+/61 with insulating cap (41 .V2. .
Tighten the through bolts evenly. Insert three 0.010 in. feeler gauges through the drive end plate air vents at 1200 intervals. The air gap must be equal at all points. If the air gap is not even, loosen the through bolts and re-position the end plates on the stator. Retighten the bolts.
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The exciter diodes (7) must have the insulating washers (6) placed over their connections before the main diode leads and stator connections are re-soldered tooether. Hold the exciter diode connect ion with a pair of flat nose pliers as under ‘Dismantling 8” to dissi pate the beat during re-soldering.
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Tighten nut (161 to 40. 50 lb.ft. torque.
Exciter diodes are screwed into a carrier and have hexagon bases for easy replacement. Use BOSCH Silicon Oil GB 372 on thread of new diode and tighten to 1.0. 1.3 lb.ft. torque. Alternators of the NOTE: V2 type were fitted with exciter diodes having unified thresds (NFl. These alternators can be identified by their RED nameplates. Replacement diodes with unified threads are not avail able. Therefore, diodes with M5 metric threads as used in later types are supplied as replacements. To fit these diodes the carrier must be tapped M5 metric. .
To remove a main diode the BOSCH Diode Tool Kit GB 371 should be used. After a diode has been removed the heat sink must be re.calibrated with the calibratina tool provided. Dip the serrated part of the new diode in BOSC-I Silicon Oil GB 372, to ease fitting and ensure good heat trans fer, and press in place.
ND is fitted
.
b) Replacing defective Diodes
.
.
Measure the resistance of the exciter winding between the slip rings with an ohmmeter. The resistance should be 4.0 + 0.4 ohms.
The test lamp of up to 24 V should be connected in series with the diode to be tested. With diodes of normal polarity the lamp must light when B+ is connected to the anode. If 8+ is connected to the housing the lamp must not light. With diodes of reverse polarity the lamp will light when B+ is joined to the connection but remains out when the direction of current flow is reversed.
.
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Testing Diodes with Test Lamp
3.
.32).
As usual the stator winding can be tested for short circuits between turns with the test probe of a short circuit tester (BOSCH EFAW 90. 95). This test can, however, only be carried out with the alternator dis. assembled. Another test possibility is to measure the resistance value of 2 phases together. With 3 measurements at the end of the phases the variations in the stator windings can be determined when an ohmmeter is successively connected to the ends of U.V, U-W and V.W see Fig. 2. The readings should be uniform with each measurement, i.e. 0.26 ohms + 10 % at 68° F.
TESTING INDIVIDUAL PARTS
2.
.
The ground test can also be carried Out with the diodes installed when the resistance direction is known. The test device must be so installed that the 1+) terminal is connected to the Stator and the (—1 terminal is connected to the housing. Ensure test voltage does not exceed 24 V.
TESTING ON THE TEST BENCH The alternator may only be run on a test bench when the fan is fitted. Use only correct sockets and cable ends for the various alternator connections. Do not use temporary coflnection clips. A 12 V battery must always be connected in parallel with the machine when it is being tested. The battery acts as a buffer and eliminates voltage peaks which occur when a load is switched on and off.
CAUTION; Positive and negative diodes have the same physical dimensions but differ in the direction in which Current will flow. There. fore, they must not be interchanged. Positive diodes can be identified by a RED inscription and negative diodes by a BLACK inscription.
If voltage peaks exceed safe limits, the rectifier action of the diodes will be destroyed. 4,
Testing the Stator Winding Set up the alternator on an approved test bench. As the construction of the alternator does not readily lend itself to clamp type mounting the BOSCH Adaptor EFLJ 54 should be used.
Ground connections (diodes unsoldered). The ground test of the stator can be carried Out in the usual manner with a test lamp of up to 40 V
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BOSCH ALTERNATORS
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Fig. 1. Diode connections .
0-OF
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Fig. 2. Circuit diagram of alternator, regulator and battery
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Fig. 3. Exploded view of typical Bosch alternator
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BOSCH ALTERNATORS
REST
POSITION
ATTRACTED
POSITION
BIMETAL SPRING ARMATURE TIP 8IMETAL SPRING BRACKET
BRACKET CONTACT BRACKET
Fig. 4. Mechanical settin of Bosch RS regulator
OF EXCITER WINDING CIRCUIT D+/61 / WARNING LAMP CIRCUIT(
‘
D+/6 1 CONNECTION FOR RADIO SUPPRESSOR CONDENSER Fig. 5. Regulator terminal identification
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BOSCH ALTERNATORS
be from 0.010 0.016 in. After cleaning the contacts, this gap should not be greater than 0.015 in. otherwise the regulating range will be affected. If the gap has become too large through contact cleaning, carefully press the two fixed contacts together with a pair of long nose pliers to close the gap but Contact alignment must be maintained. Check the air gap once again after making the adjustment.
Connections for the LJ/DK 1/35 A 14 V2 V4, V6:
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Connect a cable between terminal OF and 0+161 ND of the alternator. Connect a 12V warning lamp of at least 2 Watts between terminal 0+161 ND and B+.
Connections for the LJ/DK 1/35 A 14 V5:
Contact Pressure Setting
Connect a cable between terminal DF and B+ of the alternator.
Start the bench test and increase speed but maintain a maximum of 13.5 V by adjusting the load resistor.
In cases where the basic factory adjustments of the two adjustments have been changed, the contact pressure must be re-set. For this setting the BOSCH Spring Balance EF 1244 is required. Check mechanical settings as above and adjust to specifications. Place the spring balance on the armature tip and turn the bi-metal spring adjusting screw until a pressure of 10 10 1/2 oz. (280 -300 gramsl is recorded. At this pressure the lower contacts should just open. NOTE: This adjustment must be carried Out with a cold regulator other wise the effects of the bi-metal spring will give inaccurate readings.
With a warm alternator, i.e. after 5 minutes operation at 35 amps., the following figures should be recorded:
Electrical Setting
Connect the test bench voltameter between terminal 0- and B+ and the ammeter in the cable to B+. If the test bench is not fitted with a battery load resistor, BOSCH EFAW 107 must be connected in parallel with the battery.
Li/OK 1/35A14
RPM
Amps.
Alternator V2 V4 V5 V6
10 at 10 at lOet 10 at
less less less lest
than than than than
1400 1400 .1300 1400
RPM
Amps. 30 30 30 30
at at at at
less less less less
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than than than than
Set up the regulator on the test bench with the alternator belonging to it. Connect according to the wiring diagram (Fig. No. 21. The warning lamp and battery load resistor are most important without which accurate adjustments cannot be made.
3400 3400 2900 3400
Regulating Voltage
VOLTAGE REGULATOR Description The voltage regulator used with the BOSCH Alternator is a single element, double contact, vibrating unit, It has a resistor which possesses a high temperature coefficient meaning that its resistance gets considerably greater as its temperature increases. The regulator is also temperature compensated. A cut-out is not required as reverse current cannot flow due to the action of the alternator diodes. A special current regulator is not required because the construction of the machine does not permit an in crease in the maximum current even at high rpm.
1.
Operate alternator at 1,800 rpm and adjust load resistor until a charging rate of 9 amps. is recorded on the ammeter.
2.
Reduce speed to zero.
3,
Increase speed again as under 1. but do not exceed the 1,800 rpm specified.
The regulating voltage should now be:
Degrees 50F bC 68F 20C 86F 30C 104F 40C
Operation
Voltage 14.1 14.5 14.0- 14.4 13.9. 14.3 13.8- 14.2 -
The regulating voltage is adjusted by turning the bi-metal spring adjusting screw (large screw) clockwise to increase and znti-clockwise to decrease the voltage setting. Do not turn the screw by more than a maximum of one half turn.
The active part in the regulator is an electromagnet. It attracts an armature to which contacts are fitted and causes a resistor to be inserted in the exciter winding circuit. By reducing the field strength the alternator can be controlled. In effect the cycle of contact opening and closing takes place at a high rate and the voltage is maintained at a pre.determined level. During high speed operation the armature is brought closer to the core and the high speed contact is brought into operation. In this position the cycle of operation causes either the resistor to be inserted in the exciter winding circuit or the winding to be short-circuited.
If at the completion of one half turn the specified voltage is not achieved turn the contact adjusting screw (small screw) clockwise to increase and anti-clockwise to decrease further the voltage setting. Regulating Range
Servicing Regulator Contacts
Increase the alternator speed to 7,000 rpm. The voltage reading with a load of approx. 9 A should now not vary from the regulating voltage recorded above by more than -0.2 Volts + 0.3 Volts. If the reduction in the voltage reading is more than 0.2 Volts turn the small screw clockwise, if the increase is greater than 0.3 Volt anti-clockwise. However, it should not be necessary to turn the contacting adjusting screw by more than one half turn in order to record the specified figures.
Remove cover and visually inspect contacts. Clean oxidised or burnt contact surfaces with BOSCH Contact Cleaning Tool EFAW 52. Apply light finger pressure to the armature to relieve the contact pressure on the lower or increase the pressure on the upper contacts. After cleaning, the mechanical settings must be checked and adjustments made so that the clearances are within the specified tolerances.
It is important for the regulator electrical adjustments to be NOTE: carried out within 2 minutes, commencing with a cold regulator. The figures are valid only if the cover is in place and the regulator is mounted in a vertical position, i.e. with the regulator base on a horizontal plane.
Mechanical Settings Adjust air gap between armature and coil core by placing a thickness gauge under the armature. The gap should be 0.030 0.035 in. and it should be adjusted by turning the contact adjusting screw (small screw) until the lower contacts just neet.
When adjustments are satisfactorily completed seal the adjusting screws with BOSCH Sealing Lacquer GB 373 and seal the cover with Polyester Tape No. 56. To ensure that a good seal is made at the point at which the tape overlaps a spot of ‘Instant Grip” should be applied.
.
The gap between the moving contact and the fixed upper contact should
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BOSCH ALTERNATORS
Checking the Voltage Regulator on the Vehicle To ensure that the regulator operates at the specified voltage and is not affected by engine operation we suggest a final check be made with the regulator fitted to the appropriate vehicle. Run the engine so that the alternator is operating at approx. 4,500 rpm when the voltage reading should be 13.4 14.6 V. The regulator must be warm before the voltage is read. This will be after approx. 15 minutes of engine operation. When the voltage is not within the tolerance re-adjust as under Electrical Setting.
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CAUTION: The gold upper contacts must not be cleaned with abrasives which would remove the contact material. A piece of thin insulating paper can be used to remove any metal build up and to polish the gold contact surface. ELECTRICAL SETTINGS
.
Connect the D÷/61 and OF terminals of the regulator to those of the alternator using “T” connector sockets.
Radio Suppression Voltage regulators U-RS/ADN 1/14/3 incorporate a radio suppression unit. If radio interference is experienced and the suppression unit is suspected a substitute voltage regulator of the same type should be fitted for comparison. 3M Product Selley’s
AS
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Set up the regulator on a test bench with a Bosch Alternator.
The main battery supply cable from the test bench ammeter must be connected to alternator terminal B+. Connect a 2W warning lamp between alternator terminals 0÷161 and B+. AlternatorsO 120 400 514 (U/OK 1/35A 14V5), which are not fitted with exciter diodes for warning lamp operation, do not have a Terminal 0+/61. Therefore a warning lamp is not required for testing and the regulator terminal 0+/61 must also be connected to the alternator terminal 8+. The test bench voltmeter must be connected to alternator terminal B+ and ground.
BOSCH VOLTAGE REGULATOR 0 190 601 005, 0 190 600 007 DESCR IPTI ON
Be sure that both regulator and alternator have good ground connections to the test bench.
A single element voltage regulator only is used with the BOSCH Alternator. It is a double-contact vibrating unit incorporating a positive temperature co.ef-ficient resistor. A flat spring holds the contacts closed and provides the means of voltage adjustment.
The battery of the test bench must be fully charged and have a load resistor connected across it if one is not already connected as part of the test bench.
REGULATING VOLTAGE
OPERATION An electromagnet is energized by the alternator and at a predertermined voltage the armature is attracted to the core of the electromagnet, contacts are opened and a resistor is connected in series with the exciter winding (rotor winding). The reduced field strength causes the alternator voltage to fall. As a consequence the contacts cannot be held open by the reduced influence of the electromagnet and they close. This cycle is repeated 50200 times per second and the voltage is maintained at a predetermined setting.
1.
Operate alternator at 1800 RPM and adjust load resistor until a charging rate of 10 amps is recorded on the ammeter.
2.
Reduce speed to zero.
3.
Increase speed again as under 1, but do not exceed the RPM specified. The regulating voltage should now be:
The Bosch voltage regulator is further designed so that at high alternator operational speeds the armature is attracted closer to the core. A second contact connected to ground is then brought into operation. In the high speed range when the contacts are closed the exciter winding is short circuited and when they are opened the resistor is in the circuit. This two stage operation ensures effective voltage control over a wide range of alternator speeds and loads and long contact life.
Cold Warm (after 15 mins. continuous operation)
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13.3- 14.1 Volts 13.5. 14.4 Volts
Adjust by bending the bimetal spring bracket upwards to increase the voltage setting or downwards to decrease the voltage setting.
REGULATING RANGE
MECHANICAL SETTINGS A.
1800
Increase the alternator speed to 7000 RPM to ensure that the regulator is operating in the high speed range. The voltage reading with a load of 8—10 Amps. should not vary from the regulating voltage by more than 0.2 to +0.4 Volts. If the regulating range exceeds the permissible voltage increase (+0.4) reduce the air gap between the armature and core. If the regulating range exceeds the permissible voltage decrease 1—0.2) enlarge the air gap.
With the armature in the rest position, the gap between the eIectro magnet core and the armature should be 0.032 0.050”. Adjust by bending the lower contact bracket. -
B.
The gap between the high speed contacts should be 0.008- 0.016”. Adjust by bending the upper contact bracket. The contacts must be correctly aligned with one another.
C.
In the a’ttracted position—when the upper contacts are closed—the gap be.tween the electromagnetic core and the armature should be 0.012-0.028”.
0.
The gap between the armature and bracket should be 0.008 0.028”.
Out within 2 minutes, commencing with a cold regulator.
The pressure required to just open the lower contacts should not be less than 8 oz. Measure by placing a spring balance vertically on the tip of the armature. Adjust by bending the bimetal spring bracket.
The figures are valid only if the cover is in place and the regulator is moun ted in a vertical position, i.e. with the regulator base on a horizontal plane.
When it has been found necessary to adjust the air gap to achieve the specified regulating range the regulating voltage must be checked to ensure that it remains within the tolerance. NOTE: It is important for the regulator electrical adjustments to be carried
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After the adjustments are satisfactorily completed seal the cover with Polyester Tape No.56 3/4”. A spot of adhesive (Instart Grip) should be applied at the start of the tape, underneath the overlap to prevent water ingress. —
Use Bosch Regulator Adjusting Tool EFP 101/102 for mechanical and electrical adjustments.
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REPAIR INSTRUCTION FOR BOSCH ALTERNATOR Ki
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“70”
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SERIES
DESCRIPTION The 3 phase BOSCH alternator is a 12 pole machine equipped with six silicon diodes for rectification. It is cooled by an external fan located behind the pulley. The six diodes are arranged in a 3 phase bridge connection whereby 3 diodes have anodes at the connection see fig. 1. (normal polarity) and 3 diodes have anodes at the housing (reverse polarity) —
The alternator is designed for negative ground operation. When an indicator lamp is used in the system a further 3 smaller diodes are fitted into the rectifier assembly. The stator winding has star connections
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with three outlets which axe connected to the rectifier assembly.
The rotor comprises the slip rings and exciter winding and is constructed of imbricated poles which form alternator north and south poles. The exciter winding is wound concentric with the shaft inside the claw poles and has its ends connected to the slip rings.
ALTERNATOR TERMINALS D+/61
IND: DF: B+:
Exciter diode junction-connection for regulator D+ and indicator lamp. Field terminal-connection for regulator DF. Battery connection (direct to battery). A good ground connection between Alternator and base of regulator has to be provided.
OPERATION When the ignition switch is turned to the “ON” position battery current is supplied to the exciter winding thiough the warning lamp and over voltage regulator contacts. If we look at one pair of rotor poles, it will be seen that the magnetic field of the rotor will be broken by one loop of the stator winding as the rotor is turned. A voltage will be induced in this conductor and because of the closed circuit a current will flow away from the wire connection through a phase winding. Since the phase is connected to both, a positive and a negative diode, the current will flow through the positive diode, which is open to current flow in this direction. The negative diode of the phase obstructs current flow. From the positive diode the current passes into the heat sink, which is common to the 13+ terminal, and then to the battery. To complete the circuit a return path from the negative battery terminal to the alternator stator star point must be found. The negative heat sink is directly connected to the alternator housing, therefore, the return circuit is firstly through the negative diodes. However, the negative diode, which is connected at the bridge connection, is open to current flow in this direction but is opposed by the equal potential of the phase. The remaining negative diodes are free at this period and the circuit back to the star point can be completed through either of these diodes and associated phases. The interconnected positive diodes also have the phase potential and resist the direct flow of current across the bridge connection. If the rotor is now moved until the other loop of the phase winding is affected a current will flow in the opposite direction and so complete the other half of the sine wave. Actually, this cycle takes place very quickly in the phases and the output is a continuous current flow. Normally an alternator can be driven in either direction bui when unidirectional fans are fitted the fan de’ter
mines the direction of rotation.
I (17
Before testing or dismantling the alternator pay particular attention to the foliowin points: 1.
For testing the diodes only DC up to 24 V may be used.
2.
Test lamps of 110 or 220V may not be used for insulation and short circuit test if the rectifiers can be touched during this test.
3.
Stator winding insulation tests may only be carried out with 40V test voltage, after the rectifier assembly has been disconnected (unsoldered).
4.
In cases where a main battery switch is fitted to the vehicle this may only be operated with the engine stopped.
5.
During charging current measurement, the battery connections must not be disconnnected.
6.
When carrying out repairs to the alternator always disconnect the battery.
7.
The resistance measurements on alternator parts of an assembled alternator must only be carried out with a measuring instrument that is operated on a supply of up to 8 V.
DISASSEMBLY 1.
Mark relative positions of stator, and end plates, with centre punch.
2.
Remove brush holder by unscrewing 2 screws.
3.
Remove 4 through bolts.
4.
Withdraw slip ring and bearing together with stator.
5.
Unsolder the 3 stator connections from rectifier assembly and remove stator.
6.
Remove screws and terminal bolt (B+). Withdraw rectifier assembly.
7.
Hold rotor in vice (soft jaws) and unscrew pulley retaining nut.
8.
Remove pulley, fan and woodruff key.
9.
Drive end plate can now be supported on a press and the rotor pressed out.
10.
Remove cover, retaining ball bearing in drive end plate by unscrewing two screws and remove ball bearing.
11.
Remove ball bearing on slip ring end of rotor with a suitable puller.
CLEANING Thoroughly clean all parts with compressed air, do not immerse windings and bearings in solvents. The free passage of cooling air around the heat sinks is essential for maximum efficiency, therefore dirt and oil traces must be cleaned from and around the rectifier assembly.
108
TESTING INDIVIDUAL PARTS Rectifier Assembly:
1
case of diode failure, be replaced. In order to , The rectifier assembly is not repairable and should in the following points: observe ly establish whether the diodes are functioning proper (+) polarity the test lamp must light up if the Use only test lamps up to 24V. With diodes of normal the negative probe to the cathode (housing). and anode the to ted connec is positive probe of the test lamp 1). This process has to be reversed for negative diodes (see fig. during service, either breakdown in resistance There are two main possibilities which can destroy a diode or open circuit in both directions. This is ature, temper high t and curren to Current flow caused by high almost always the consequence of excess voltage.
1.1
Testing of Power Diodes:
1.2
Testing of Exciter Diodes:
(see fig. 2) and the appropriate heat sink. Apply test probes as described above to points B,C,D or E,F,G are functioning properly. If diodes diodes r the whethe ty) (polari probes the test Establish by reversing circuit when tested with the test short a show will diodes power G-B, F-C or E-D are short circuited all 6 lamp.
to probes it can be established if one or Apply test probes between points A and B,C,D. By reversing circuit. short or open an to due failed several of the exciter diodes
2.
Testing of Stator Winding:
3.
Testing of Exciter Winding:
4.
Replacing Brushes
5.
BailBearings
up to 40V. Test winding resistance between Test stator for short circuit to ground with a test lamp of tions. phases according to the values given under Test Instruc
40V. Measure the resistance of the exciter Test for short circuit to ground with a test lamp of up to to the values given under Test Instructions. according be should Resistance rings. slip n the winding betwee
the brush holder. Worn slip rings can be If the brushes are worn, new brushes should be soldered into turned in a lathe in the usual manner.
bearings with approved bearings only and Check ball bearings for wear and roughness. Renew defective 1v33. Ft Grease BOSCH with lubricate
REASSEMBLY (Reverse disassembly procedure) stator must be equal at all points. If the Tighten the through bolts evenly. The au gap between rotor and a. end plates on the stator. Retighten the the ion reposit and h bolts air gap is not even, loosen the throug bolts. b.
Tighten pulley nut to 40
—
50 ft/lbs. torque.
TESTING ON THE TEST BENCH Use only correct sockets and cable ends is The alternator may only be run on a test bench when the fan fitted. A 12 Volt Battery must always be tion clips. connec ary for the various alternator connections. Do not use tempor acts as a buffer and eliminates voltage battery The tested. being is it when the machine with parallel connected in peaks which occur when a load is switched on and off. diodes will be destroyed. When voltage peaks exceed safe limits, the rectifier action of the ction of the alternator does not readily lend Set up the alternator on an approved test bench. As the constru be used. should 54 r EFLJ Adapte itself to clamp type mounting the BOSCH CONNECTION FOR ALTERNATORS WITH EXCITER DIODES alternator. Connect a 12 V warning lamp of at Connect a cable between terminal DF and D+/61 IND of the of instruments as below. least 2 Watts between terminal D+/61 IND and B+. Connection
I (SO
CONNECTIONS FOR ALTERNATORS WITHOPT EXCITER DIODES Connect a cable between terminal DF and B+ of the alternator. Connect the test bench voltmeter between terminal D— ar’d B+ and the ammeter in the cable to B+. If the test bench is ot fitted with a battery load resistor BOSCH TESTER EFAW 107 muSt be connected in parallel with the battery. Start test bench and increase speed but maintain a maximum of 14 V by adjusting the load resistor. With a warm alte nator i.e. after out—put values obtained.
5 minutes ope ation at maximum Bhould be
TECHNICAL DATA:
Mm. diameter of slip rings:
1.24”
Slip ring to be true within:
.0012’!
Claw poles to be true within:
.0020”
Tightening torque of pulley nut.
25—32 ft/lbs.
Tightening torque of through bolts:
33 47 in/lbs.
110
oami COMfCTIOI
CIIICTIC
lAleODi)
eIOUSING C*7NOO(
C0W*CTIOW (CATNCO(
DeC01
HOUSUeO AICOI)
. 1 Ti
Taici •pioial care of the.. ao1i•r eoaa•ctio.a
Poej.tjye Heat Sink
REPAIR INSTRUCTIONS FOR BOSCH ALTERNATOR Kl
-
“70” SERIES
WITH BUILT IN ELECTRONIC REGULATOR Description: Apart from the built in electronic regulator the design and function of the alternator is identical with the 1(1 “70” series —
Alternator Terminals: Battery connection (direct to battery) 0+ :
Connection for indicator lamp
Disassembly: Same as discussed Note:
As the electronic regulator is part of the brush—holder the regulator can be removed together with the brush-holder by unscrewing two screws
Unsolder connec+ion cable between diode plate and regulator on the regulator.
Sdder
119
here
Alternators 0120. • 0121.. 0123..
Test Specifications
Operate alternator only in given (on fan or alternator housing) direction of rotation.
Resistance Values
Output test
Type Max. speed’)
Load
) 2 Stator
rev/mm
A
+10%
G 1 (RL) 14V 15A20
1450 2000 6000
5 10 15
0,4
6,5
G 1 (RL) 14 V 18 A 20
1350 2000 6000
5 12 18
0,4
5,5
G 1 (RL) 14V20A21
1300 2100 7000
5 13 20
0,36
3,43)
G 1 (R L) 14 V 24 A 23)
1350 2300 7000
5 16 24
0,4
4,0)
G 1 (RL) 14 V 28 A 22
1500 (17006)) 2200 (25006)) 7000
10 18 28
0,4 (0,36)
4,0)
G 1 (RL) 14V30A23
1200 2300 7000
2 20 30
0,26
4,0)
G 1(RL) 14V 33A27
1600 (1300>) 2700 7000
10(4) 22 33
0,3(0,26)
4,Or)
G 1 (RL) 28 V 15 A 22
1500 2200 7000
5 10 15
1,2
20,0
G 1 (RL) 28 V 17 A 27
1700 2700 7000
5 11 17
0,88
20,0
Warm alternator (60 °C) with regulator Between phase leads 3 Rotor with white color spot on collector-ring end 4) Test only together with transistor regulator 5) = 3.4 Z for alternators originally operated with transistor regulator 6) Alternator 0120300529 ) Alternators 0 120 300522,.. 530,.. 536, .. 545,.. 547 S) Alternator 0 120 339 512 2)
Rotor
Type
Output test
Resistance Vatues
Max. speed’)
Load
) 2 Stator
rev/mm
A
2+1O%
Rotor
K 1 (RL)
7 V 50 A 17
1400 1700 4000
20 34 50
0,1
1,0
K 1 (RL)
7V 50 A 19
1300 1900 6000
20 34 50
0,1
1,0
K1 (RU 14V28A22
1500 2200 6000
10 18 28
0,26
4,O)
K 1 (RL) 14 V 32 A 22
1500 2200 6000
10 21 32
0,1
7,0
K1(RL(14V35A20
1300 2000 6000
10 23 35
0,26
4,0)
K I (RL) 14 V 35 A 22
1400 2200 6000
10 23 35
0,2
4,0)
K1(RL)14V43A21
1250 2100 6000
10 28 43
0,18
4,0)
K1(RL)14V45A20
1250 2050 3550 6000
10 30 40) 45
0,18
4,0)
K1 (RL) 14V45A22
1400 2200 3450 6000
10 30 40) 45
0,17
4,0)
K 1 (RL) 14 V 45 A 24
1550 2400 3850 6000
10 30 40) 45
0,15
4,0)
K1(RL)14V50A21
1350 2150 2850 6000
10 33 40) 50
0,11_0,14b0)
444g10)
K1(RL)14V50A22
1400 2200 2850 6000
10 33 40) 50
0.13
4,O)
Ki (RL) 14V55A20
1200 2000 2350 6000
10 36
0,14
4,Q5)l)
55
K 1 (RL) 14 V 55 A 22
1350 2200 2450 6000
10 36 40) 55
0,13
4,0)
K1(RL)14V65A21
1400 2100 6000
20 44 65
0,1
2,8
K1 ) 2 (RL)14V65A 24’
1500 2450 6000
10 43 65
<0,1
3,4
II,,
9
Resistance Values
Output test
Type
) 2 Stator
Rotor
5 12 17
0,8
19,5
1500 2100 6000
5 12 18
0,4
20,0
K 1 (RL) 28 V 21 A 21
1200 2100 6000
5 14 21
0,8
8,7
K 1 (RL) 28 V 25 A 19
1050 1900 5000
5 16 25
0,8
9,0
K 1 (AL) 28 V 27 A 23
1350 2300 6000
5 18 27
0,4
8,7
K 1 (RL) 28 V 35 A 24
1300 2400 6000
5 23 35
0,4
9,0
K 1 (RL) 28 V 45 A 27
1750 2750 6000
10 30 45
0,22
9,0
N 1 (RL) 28 V 55 A 25
1450 2500 6000
10 36 55
0,21
9,0
N 1 (RL) 14 V 65 A 18
1400 1800 6000
30 44 65
<0,1
3,4
0A20 2 ’ )14V7 3 N1(RL 1 ) )
1500 2000 3000 6000
18 30 40 50
<0,1
4,0)
Ni (RU 14 V 75 A 20)
1500 2000 6000
28 50 75
<0,1
3,4
N 1 (RU 14 V 90 A 22
1500 2200 6000
31 60 90
<0,1
3,4
T1(RL)14V 85A12
850 1200 4000
20 57 85
<0,1
4,8
Ti (RL)28V 40A12
1000 2000 4000
19 36 40
0,12
13,7
60 A 12
900 1200
20 40 60
0,16
9,0
) 1 Max. speed
Load
rev/miri
A
K 1 (RL) 28 V 17 A 19
1200 2000 6000
K 1 (RL) 28 V 18 A 21
T 1 (RL) 28 V
4000
2) 4) 5)
9)
Warm alternator (60 ‘C) with regulator Between phase leads Test only together with transistor regulator = 34 f2 for alternators originally operated with transistor regulator On test bench EFAW 275, test only up to
No further tolerance permissible 2.8 c2 ‘‘) Alternator 0 120 489 575 12) Only to be operated with original fan 13) Test load 50 A
I 0)
—
Type
Output test
Resistance Values
Max. speed’)
Load
) 2 Stator
rev/mm
A
+1O%
Rotor
Ti (RL)28V 85A14
900 1400 4000
20 57 85
<0,1
8,5
Ti (RL)28V 95A 16
1250 1600 3500
46 63 95
<0,1
8,5
Ti (RL) 28 V 125 A 18
1250 1850 4000
<0,1
4,5
Ti (RL)84V 31 A 1415)
1000 1400 3500
10 20 31
0,76
12,0
T2(RL)28V 62A10
930 1050 1300
20 40 62
<0,1
3,6
T2(RL)28V 85A12
930 1200 3500
20 57 85
<0,1
3,6
T 2 (RL) 28 V 100A 12
900 1120 3500
20 67 100
<0,1
2,8
T2(RL)28V110A13
1200 1300 3500
65 75 110
<0,1
2,7
T 2 (RL) 28 V 125 A 30
1930 2050 3500
50 75 125
<0,1
3,6
T2(RL)28V170A16
1500 1600 1650
88 114 120
0,22
2,7
T 3 (RL) 28 V 180 A 28
2000 2500 2800
46 95 120
< 0,1
3,1
T 4 (RL) 28 V 60 A 12
800 1200 3500
20 38 58
U3(RL)28V 50A12
U 3 (RL) 28 V 150 A 15
U3(RL)28V190A18
20(3514)) 83 125
Alternator 0,16
9,0 Exciter
8,016)
932)
<0,1
3,7
1130
10
1200
36
1240
50
1300 1450 1500
40 70 100
<0,1
3,7
40 70 100
<0,1
3,6
1300 1400 1500 Warm alternator ‘) (60 °C) with regulator 2) Between phase leads 14) Alternator 0 120 600 566 1 5) Test only with cables in a position where they cannot touch each other I 6) 0.8 2 per winding, footnote 2) does not apply
14
