Generac 5412, 5413, 5414, 5411, 5415 User Manual

...
RV 45/55/65
Diagnostic
Diagnostic
RepaiR Manual
RepaiR Manual
RECREATIONAL VEHICLE GENERATOR
MoDels 5410, 5411, 5412,
5413, 5414 & 5415
SAFETY
Throughout this publication, “DANGER!” and “CAUTION!” blocks are used to alert the mechanic to special instructions concerning a particular service or operation that might be hazardous if performed incorrectly or carelessly. PAY CLOSE ATTENTION TO THEM.
DANGER! UNDER THIS HEADING WILL BE FOUND SPECIAL INSTRUCTIONS WHICH, IF NOT COMPLIED
WITH, COULD RESULT IN PERSONAL INJURY OR DEATH.
*
CAUTION! Under this heading will be found special instructions which, if not complied with, could result
in damage to equipment and/or property.
*
These “Safety Alerts” alone cannot eliminate the hazards that they signal. Strict compliance with these special Instructions plus “common sense” are major accident prevention measures.
NOTICE TO USERS OF THIS MANUAL
This SERVICE MANUAL has been written and published by Generac to aid our dealers’ mechanics and com­pany service personnel when servicing the products described herein.
Generac could not possibly know of and advise the service trade of all conceivable procedures by which a service might be performed and of the possible hazards and/or results of each method. We have not under­taken any such wide evaluation. Therefore, anyone who uses a procedure or tool not recommended by Generac must first satisfy himself that neither his nor the products safety will be endangered by the service procedure selected.
All information, illustrations and specifications in this manual are based on the latest product information available at the time of publication.
When working on these products, remember that the electrical system and engine ignition system are capa­ble of violent and damaging short circuits or severe electrical shocks. If you intend to perform work where electrical terminals could be grounded or touched, the battery cables should be disconnected at the battery.
Any time the intake or exhaust openings of the engine are exposed during service, they should be covered to prevent accidental entry of foreign material. Entry of such materials will result in extensive damage when the engine Is started.
During any maintenance procedure, replacement fasteners must have the same measurements and strength as the fasteners that were removed. Metric bolts and nuts have numbers that indicate their strength. Customary bolts use radial lines to indicate strength while most customary nuts do not have strength mark­ings. Mismatched or incorrect fasteners can cause damage, malfunction and possible injury.
REPLACEMENT PARTS
Components on Generac recreational vehicle generators are designed and manufactured to comply with Recreational Vehicle Industry Association (RVIA) Rules and Regulations to minimize the risk of fire or explo­sion. The use of replacement parts that are not in compliance with such Rules and Regulations could result in a fire or explosion hazard. When servicing this equipment, It is extremely important that all components be properly installed and tightened. If Improperly Installed and tightened, sparks could Ignite fuel vapors from fuel system leaks.
Table of Contents
SAFETY ........................... INSIDE FRONT COVER
SECTION 1:
GENERATOR FUNDAMENTALS ....................... 3-7
MAGNETISM ................................................................ 3
ELECTROMAGNETIC FIELDS .................................... 3
ELECTROMAGNETIC INDUCTION ............................. 3
A SIMPLE AC GENERATOR ........................................ 4
A MORE SOPHISTICATED AC GENERATOR ............. 4
FIELD BOOST .............................................................. 6
GENERATOR AC CONNECTION SYSTEM ................. 6
SECTION 2:
MAJOR GENERATOR COMPONENTS ............ 8-11
ROTOR ASSEMBLY ...................................................... 8
STATOR ASSEMBLY ..................................................... 8
BRUSH HOLDER ......................................................... 9
EXCITATION CIRCUIT COMPONENTS ....................... 9
CRANKCASE BREATHER ......................................... 10
CONTROL PANEL COMPONENT IDENTIFICATION . 11
SECTION 3:
INSULATION RESISTANCE TESTS .............. 12-14
EFFECTS OF DIRT AND MOISTURE ........................ 12
INSULATION RESISTANCE TESTERS ...................... 12
DRYING THE GENERATOR ....................................... 12
CLEANING THE GENERATOR .................................. 12
STATOR INSULATION RESISTANCE ......................... 13
TESTING ROTOR INSULATION ................................ 14
THE MEGOHMMETER .............................................. 14
SECTION 4:
MEASURING ELECTRICITY ......................... 15-17
METERS ..................................................................... 15
THE VOM .................................................................... 15
MEASURING AC VOLTAGE ....................................... 15
MEASURING DC VOLTAGE ....................................... 15
MEASURING AC FREQUENCY ................................. 15
MEASURING CURRENT ........................................... 16
MEASURING RESISTANCE ...................................... 16
ELECTRICAL UNITS .................................................. 17
OHM’S LAW ................................................................ 17
SECTION 5:
ENGINE DC CONTROL SYSTEM ................. 18-26
INTRODUCTION ........................................................ 18
OPERATIONAL ANALYSIS .................................... 18-21
PRINTED CIRCUIT BOARD ....................................... 22
BATTERY .................................................................... 22
7.5 AMP FUSE ........................................................... 23
START-STOP SWITCH ............................................... 23
STARTER CONTACTOR RELAY
& STARTER MOTOR ................................................. 24
SECTION 6:
TROUBLESHOOTING FLOWCHARTS .................. 25-34
IF PROBLEM INVOLVES AC OUTPUT ...................... 25
PROBLEM 1 – VOLTAGE & FREQUENCY ARE BOTH
HIGH OR LOW ........................................................... 25
PROBLEM 2 – GENERATOR PRODUCES ZERO VOLTAGE OR
RESIDUAL VOLTAGE (5-12 VAC) .......................... 26-27
PROBLEM 3 – EXCESSIVE VOLTAGE/FREQUENCY DROOP
WHEN LOAD IS APPLIED .......................................... 27
PROBLEM 4 – ENGINE OVERSPEED WARNING CODE
FLASHING ON SW1 LED (4 FLASHES) ....................... 28
PROBLEM 5 – PRIMING FUNCTION DOES NOT WORK
(GASOLINE MODELS) ............................................... 28
PROBLEM 6 –
ENGINE WILL NOT CRANK ....................................... 29
PROBLEM 7 – ENGINE CRANKS BUT WILL NOT START
(GASOLINE UNITS) ................................................... 30
PROBLEM 7 – ENGINE CRANKS BUT WILL NOT START
(LP UNITS) ................................................................. 31
PROBLEM 8 – ENGINE STARTS HARD AND RUNS ROUGH
(GASOLINE UNITS) ................................................... 32
PROBLEM 8 – ENGINE STARTS HARD AND RUNS ROUGH
(LP UNITS) ................................................................. 33
PROBLEM 9 – HIGH OIL TEMPERATURE FAULT (6 FLASHES)
OR LOW OIL PRESSURE FAULT (5 FLASHES) ....... 34
PROBLEM 10 –
7.5 AMP (F1) FUSE BLOWING .................................. 35
SECTION 7:
DIAGNOSTIC TESTS ...................................... 36-63
INTRODUCTION ........................................................ 36
TEST 1 –
Check No-Load Voltage And Frequency ...................... 36
TEST 2 –
Check Stepper Motor Control ...................................... 36
TEST 4 –
Fixed Excitation Test/Rotor Amp Draw ........................ 37
TEST 5 –
Check Field Boost ........................................................ 39
TEST 6 –
Test Stator DPE Winding ............................................. 39
TEST 7 –
Check Sensing Leads/Power Windings ...................... 40
TEST 8 –
Check Brush Leads ..................................................... 41
TEST 9 –
Check Brushes & Slip Rings ........................................ 42
Page 1
Table of Contents
TEST 10 –
Check Rotor Assembly ................................................ 42
TEST 11 –
Check Main Circuit Breaker ......................................... 43
TEST 12 –
Check Load Voltage & Frequency ................................ 43
TEST 13 –
Check Load Watts & Amperage ................................... 43
TEST 14 –
Try Cranking the Engine .............................................. 44
TEST 15 –
Check Fuel Pump ........................................................ 44
TEST 16 –
Check 7.5 Amp Fuse ................................................... 45
TEST 17 –
Check Battery & Cables ............................................... 45
TEST 18 –
Check Power Supply to Printed Circuit Board.............. 45
Test 19 –
Check Continuity of Wire 17 .......................................... 46
TEST 20 –
Check Start-Stop Switch .............................................. 46
TEST 21 –
Check Power Supply to Wire 56................................... 47
TEST 22 –
Check Starter Contactor Relay .................................... 47
TEST 23 –
Check Starter Contactor ............................................. 48
TEST 24 –
Check Starter Motor .................................................... 48
TEST 25 –
Check Fuel Supply ....................................................... 51
TEST 26 –
Check Wire 14 Power Supply....................................... 52
TEST 27 –
Check Wire 18 ............................................................. 53
TEST 28 – Check Fuel Solenoid
(Gasoline Models) ....................................................... 53
TEST 29 –
Check Ignition Spark .................................................... 54
TEST 30 –
Check Spark Plugs ...................................................... 55
TEST 31 –
Check and Adjust Ignition Magnetos .......................... 55
TEST 32 –
Check Valve Adjustment ............................................. 57
TEST 33 –
Check Carburetion ...................................................... 58
TEST 34 –
Check Choke Solenoid ................................................ 58
TEST 35 – Check Engine / Cylinder Leak Down Test /
Compression Test ........................................................ 59
TEST 36 –
Check Oil Pressure Switch .......................................... 60
TEST 37 –
Test Wire 86 for Continuity ............................................. 61
TEST 38 –
Test Oil Temperature Switch ........................................ 61
TEST 39 –
Test Wire 85 for Continuity ............................................. 62
TEST 40 –
Test Choke Heater ...................................................... 62
TEST 41 –
Check LPG Fuel Solenoid............................................ 63
SECTION 8:
EXPLODED VIEWS / PART NUMBERS ......... 64-83
BASE & PULLEY DRAWING ...................................... 64
ENCLOSURE DRAWING ........................................... 66
CONTROL PANEL DRAWING ..................................... 68
ENGINE ACCESSORIES DRAWING ............................ 70
530 RV ENGINE DRAWING ....................................... 72
ROTOR AND STATOR DRAWING .............................. 74
SECTION 9:
SPECIFICATIONS & CHARTS ....................... 76-86
MAJOR FEATURES AND DIMENSIONS ................... 76
GENERATOR SPECIFICATIONS ............................... 77
NOMINAL RESISTANCES OF
GENERATOR WINDINGS AT 68°F ............................. 77
TORQUE REQUIREMENTS ........................................ 77
SECTION 10:
ELECTRICAL DATA ........................................ 78-79
ELECTRICAL SCHEMATIC AND
WIRING DIAGRAM ..................................................... 78
Page 2
Section 1
LOAD
ROTOR
STATOR
GENERATOR FUNDAMENTALS
MAGNETISM
Magnetism can be used to produce electricity and electricity can be used to produce magnetism.
Much about magnetism cannot be explained by our present knowledge. However, there are certain pat­terns of behavior that are known. Application of these behavior patterns has led to the development of gen­erators, motors and numerous other devices that uti­lize magnetism to produce and use electrical energy.
See Figure 1-1. The space surrounding a magnet is permeated by magnetic lines of force called “flux”. These lines of force are concentrated at the magnet’s north and south poles. They are directed away from the magnet at its north pole, travel in a loop and re­enter the magnet at its south pole. The lines of force form definite patterns which vary in intensity depend­ing on the strength of the magnet. The lines of force never cross one another. The area surrounding a magnet in which its lines of force are effective is called a “magnetic field”.
Like poles of a magnet repel each other, while unlike poles attract each other.
NOTE: The “right hand rule” is based on the “cur­rent flow” theory which assumes that current flows from positive to negative. This is opposite the “electron” theory, which states that current flows from negative to positive.
Figure 1-2. – The Right Hand Rule
ELECTROMAGNETIC INDUCTION
Figure 1-1. – Magnetic Lines of Force
ELECTROMAGNETIC FIELDS
All conductors through which an electric current is flowing have a magnetic field surrounding them. This field is always at right angles to the conductor. If a compass is placed near the conductor, the compass needle will move to a right angle with the conductor. The following rules apply:
•
The greater the current flow through the conductor, the stronger the magnetic field around the conductor.
• The increase in the number of lines of force is
directly proportional to the increase in current flow and the field is distributed along the full length of the conductor.
• Thedirectionofthelinesofforcearoundaconduc­tor can be determined by what is called the “right hand rule”. To apply this rule, place your right hand around the conductor with the thumb pointing in the direction of current flow. The fingers will then be pointing in the direction of the lines of force.
An electromotive force (EMF) or voltage can be pro­duced in a conductor by moving the conductor so that it cuts across the lines of force of a magnetic field.
Similarly, if the magnetic lines of force are moved so that they cut across a conductor, an EMF (voltage) will be produced in the conductor. This is the basic principal of the revolving field generator.
Figure 1-3, below, illustrates a simple revolving field generator. The magnetic field (Rotor) is rotated so that its lines of magnetic force cut across a coil of wires called a Stator. A voltage is then induced into the Stator windings. If the Stator circuit is completed by connecting a load (such as a light bulb), current will flow in the circuit and the bulb will light.
Figure 1-3. – A Simple Revolving Field Generator
Page 3
Section 1
S
TATOR
ROT
OR
MAGNETIC FIEL
D
CURRENT
VOLTAGE
ONE CYCLE
0
180
360
(+)
(-)
S
TAT
OR
BRUSHE
S
120
V
120
V
SLIP
RIN
GS
OU
TP
U
T
CU
RRENT
S
TAT
OR
240
V
GENERATOR FUNDAMENTALS
A SIMPLE AC GENERATOR
Figure 1-4 shows a very simple AC Generator. The generator consists of a rotating magnetic field called a ROTOR and a stationary coil of wire called a STATOR. The ROTOR is a permanent magnet which consists of a SOUTH magnetic pole and a NORTH magnetic pole.
As the ROTOR turns, its magnetic field cuts across the stationary STATOR. A voltage is induced Into the STATOR windings. When the magnet’s NORTH pole passes the STATOR, current flows in one direc­tion. Current flows in the opposite direction when the magnet’s SOUTH pole passes the STATOR. This con­stant reversal of current flow results in an alternating current (AC) waveform that can be diagrammed as shown in Figure 1-5.
The ROTOR may be a 2-pole type having a single NORTH and a single SOUTH magnetic pole. Some ROTORS are 4-pole type with two SOUTH and two NORTH magnetic poles. The following apply:
1. The 2-pole ROTOR must be turned at 3600 rpm to produce an AC frequency of 60 Hertz, or at 3000 rpm to deliver an AC frequency of 50 Hertz.
2. The 4-pole ROTOR must operate at 1800 rpm to deliver a 60 Hertz AC frequency or at 1500 rpm to deliver a 50 Hertz AC frequency.
Figure 1-5. – Alternating Current Sine Wave
A MORE SOPHISTICATED AC GENERATOR
Figure 1-6 represents a more sophisticated generator. A regulated direct current is delivered into the ROTOR windings via carbon BRUSHES AND SLIP RINGS. This results in the creation of a regulated magnetic field around the ROTOR. As a result, a regulated volt­age is induced into the STATOR. Regulated current delivered to the ROTOR is called “EXCITATION” cur­rent.
Page 4
Figure 1-4. – A Simple AC Generator
Figure 1-6. – A More Sophisticated Generator
See Figure 1-7 (next page). The revolving magnet­ic field (ROTOR) is driven by the engine at a con­stant speed. This constant speed is maintained by a mechanical engine governor. Units with a 2-pole rotor require an operating speed of 3600 rpm to deliver a 60 Hertz AC output. Engine governors are set to maintain approximately 3720 rpm when no electrical loads are connected to the generator.
Section 1
GENERATOR FUNDAMENTALS
Figure 1-7. – Generator Operating Diagram
NOTE: AC output frequency at 3720 rpm will be about 60 Hertz. The “No-Load” is set slightly high to prevent excessive rpm, frequency and voltage droop under heavy electrical loading.
Generator operation may be described briefly as fol­lows:
1. Some “residual” magnetism is normally present in the Rotor and is sufficient to induce approximately 7 to 12 volts AC Into the STATOR’s AC power windings.
2. During startup, a Printed Circuit Board (PCB) delivers battery voltage to the ROTOR, via the brushes and slip rings.
a. The battery voltage is called “Field Boost”. b. Flow of direct current through the ROTOR
increases the strength of the magnetic field above that of “residual” magnetism alone.
3. “Residual” plus “Field Boost” magnetism induces a voltage into the Stator excitation (DPE) and AC Power windings.
4. Excitation winding unregulated AC output is deliv­ered to an electronic voltage regulator, via an excitation circuit breaker.
a. A “Reference” voltage has been preset into
the Voltage Regulator.
b. An “Actual” (“sensing”) voltage is delivered to
the Voltage Regulator via sensing leads from the Stator AC power windings.
c. The Regulator “compares” the actual (sens-
ing) voltage to its pre-set reference voltage.
(1) If the actual (sensing) voltage is great-
er than the pre-set reference voltage, the Regulator will decrease the regulated current flow to the Rotor.
(2) If the actual (sensing) voltage is less than
the pre-set reference voltage, the Regulator will increase the regulated current flow to the Rotor.
(3) In the manner described, the Regulator
maintains an actual (sensing) voltage that is equal to the pre-set reference voltage.
NOTE: The Voltage Regulator also changes the Stator excitation windings alternating current (AC) output to direct current (DC).
5. When an electrical load is connected across the Stator power windings, the circuit is completed and an electrical current will flow.
6. The Rotor’s magnetic field also induces a voltage into the Stator battery charge windings.
Page 5
Section 1 GENERATOR FUNDAMENTALS
FIELD BOOST
When the engine is cranked during startup, the starter contactor is energized closed. Battery voltage is then delivered to the starter motor and the engine cranks.
During cranking, battery voltage flows through a resis­tor and a field boost diode in the Printed Circuit Board, then to the Rotor via brushes and slip rings. This is called “Field Boost” voltage.
Field boost voltage is delivered to the Rotor only while the engine is cranking. The effect is to “flash the field” every time the engine is cranked. Field boost voltage helps ensure that sufficient “pickup” voltage is avail­able on every startup to turn the Voltage Regulator on and build AC output voltage.
NOTE: Loss of the Field Boost function may or may not result in loss of AC power winding output. If Rotor residual magnetism alone is sufficient to turn the Regulator on, loss of Field Boost may go unnoticed. However, if residual magnetism alone is not enough to turn the Regulator on, loss of the Field Boost function will result in loss of AC power winding output to the load. The AC output voltage will then drop to a value commensurate with the Rotor’s residual magnetism (about 7-12 VAC).
GENERATOR AC CONNECTION SYSTEM
These air-cooled generator sets are equipped with dual stator AC power windings. These two stator wind­ings supply electrical power to customer electrical loads by means of a dual 2-wire connection system.
Generators may be installed to provide the following outputs:
1. 120 VAC loads only — one load with a maximum total wattage requirement equal to the generator’s rated power output (in watts), and 120 VAC across the generator output terminals. Figure 1-8, page 7, shows the generator lead wire connections for 120 VAC ONLY.
2. 120/240 VAC loads — one load with a maximum total wattage requirement equal to the generator’s rated power output, and 240 VAC across the gen­erator output terminals; or two separate loads, each with a maximum total wattage requirement equal to half of the generator’s rated power out­put (in watts), and 120 VAC across the generator output terminals. Figure 1-9 on page 7, shows the generator lead wire connections for 120/240 VAC loads.
You can use your generator set to supply electrical power for operating one of the following electrical loads:
• RV45G& LP:120 and/or 240 volts,singlephase,
60 Hz electrical loads. These loads can require up to 4500 watts (4.5 kW) of total power, but cannot exceed 45.8 AC amperes of current at 120 volts or exceed 22.9 AC amperes at 240 volts.
• RV55G& LP:120 and/or 240 volts,singlephase,
60 Hz electrical loads. These loads can require up to 5500 watts (5.5 kW) of total power, but cannot exceed 54.1 AC amperes of current at 120 volts or exceed 27 AC amperes at 240 volts.
• RV65G& LP:120 and/or 240 volts,singlephase,
60 Hz electrical loads. These loads can require up to 6500 watts (6.5 kW) of total power, but cannot exceed 62.5 AC amperes of current at 120 volts or exceed 31.2 AC amperes at 240 volts.
Caution! Do not overload the generator. Some
installations may require that electrical loads
*
be alternated to avoid overloading. Applying excessively high electrical loads may damage the generator and may shorten its life. Add up the rated watts of all electrical lighting, appli­ance, tool and motor loads the generator will power at one time. This total should not be greater than the wattage capacity of the gen­erator. If an electrical device nameplate gives only volts and amps, multiply volts times amps to obtain watts (volts x amps = watts). Some electric motors require more watts of power (or amps of current) for starting than for continuous operation.
LINE BREAKERS (120 VOLTS ONLY): Pr ote cts gen era tor ’s AC output circuit against
overload, i.e., prevents unit from exceeding wattage/ amperage capacity. The circuit breaker ratings are as follows:
Model Cir. Breaker 1 Cir. Breaker 2 240 Volt
RV 45 20A 20A 20A 2P
RV 55 20A 30A 25A 2P
RV 65 30A 30A 30A 2P
Page 6
Figure 1-8. – Connection for 120 Volts Only
T1
RED
T2
WHITE
T3
BLACK
GROUNDED NEUTRAL
STATOR WINDINGS
CB1
CB2
RECONNECTION FOR DUAL VOLTAGE OUTPUT: When connected for dual voltage output, Stator output
leads 11 and 44 form two “hot” leads (T1 – Red, and T3 – Black). The junction of leads 22 and 33 form the “Neutral” line (T2 – White).
For dual voltage output, the “Neutral” line remains grounded.
NOTE: For units with two 20 amp or two 30 amp main breakers, the existing breakers may be re­used when reconnecting for dual voltage output. However, on units with a 30 amp and a 20 amp main breaker, you may wish to install a 2-pole breaker that is rated closer to the unit’s rated capacity (use two 25 amp main breakers).
Section 1
GENERATOR FUNDAMENTALS
Figure 1-9 - Connection for 120/240 Volts
NOTE: If this generator has been reconnected for dual voltage AC output (120/240 volts), the replacement line breakers should consist of two separate breakers with a connecting piece between the breaker handles (so that both break­ers operate at the same time). If the unit is recon­nected for dual voltage, it is no longer RVIA listed.
Page 7
Section 2
1
6
8
2
4
5
7
1. BRUSH HOLDER
2. UPPER BEARING CARRIER
3. STAT OR
4. ROTOR
5. LOWER BEARING CARRIER
6. ENGINE
7. PULLEYS AND BELT
8. FANS
8
3
MAJOR GENERATOR COMPONENTS
Figure 2-1. Exploded View of Generator
ROTOR ASSEMBLY
The Rotor is sometimes called the “revolving field”, since it provides the magnetic field that induces a voltage into the stationary Stator windings. Slip rings on the Rotor shaft allow excitation current from the voltage regulator to be delivered to the Rotor wind­ings. The Rotor is driven by the engine at a constant speed through a pulley and belt arrangement.
All generator models in this manual utilize a 2-pole Rotor, i.e., one having a single north and a single south pole. This type of Rotor must be driven at 3600 rpm for a 60 Hertz AC output, or at 3000 rpm for a 50 Hertz output.
Slip rings may be cleaned. If dull or tarnished, clean them with fine sandpaper (a 400 grit wet sandpaper is recom­mended). DO NOT USE ANY MATERIAL CONTAINING METALLIC GRIT TO CLEAN SLIP RINGS.
STATOR ASSEMBLY
The Stator is “sandwiched” between the upper and lower bearing carriers and retained in that position by four Stator studs. A total of eight (8) leads are brought out of the Stator as follows:
1. Four (4) Stator power winding output leads (Wires No. 11, 22, 33 and 44). These leads deliver power to connected electrical loads.
2. Stator power winding “sensing” leads (11S and 22S). These leads deliver an “actual voltage sig­nal to the electronic Voltage Regulator.
3. Two excitation winding output leads (No. 2 and 6). These leads deliver unregulated excitation current to the voltage regulator.
Page 8
Leads 2 & 6 = Stator Excitation Winding Leads 11S & 22S = Voltage Sensing Leads Leads 11 & 22, 33 & 44 = AC Power Windings
Stator
2
6
11
22
33
44
11S
22S
Figure 2-2. – Stator Output Leads
BRUSHES
REGULATOR
VOLTAGE
2
2
0
6
22S
4
11S
22S
11S
6
0
4
22S
11S
BA
DPE WINDING
6240
FIELD
0
+
-
VOLTAGE ADJUST POT
LED
6
0
2
4
22S
11S
BRUSH HOLDER
The brush holder is retained in the rear bearing car­rier by two M5 screws. It retains two brushes, which contact the Rotor slip rings and allow current flow from stationary parts to the revolving Rotor. The posi­tive (+) brush is located nearest the Rotor bearing.
Section 2
MAJOR GENERATOR COMPONENTS
Figure 2-5. – Schematic: Excitation Circuit
VOLTAGE REGULATOR: Six (6) leads are connected to the voltage regulator
as follows:
• Two(2)SENSINGleadsdeliverACTUALACoutput
voltage signals to the regulator. These are Wires 11S and 22S.
• Two(2)leads(Wires 4and0)delivertheregulated
direct current to the Rotor, via brushes and slip rings.
• Two(2)leads(Wires 6and2)deliverStatorexcita­tion winding AC output to the regulator.
Figure 2-3. – Brush Holder
EXCITATION CIRCUIT COMPONENTS
GENERAL: During operation, the Rotor’s magnetic field induces
a voltage and current flow into the Stator excitation winding. This results in AC output delivered to a volt­age regulator via Wires 2 and 6.
Figure 2-7. – Voltage Regulator
The regulator mounts a “VOLTAGE ADJUST” potentiometer, used for adjustment of the pre-set REFERENCE voltage. A lamp (LED) will turn on to indicate that SENSING voltage is available to the regulator and that the regulator is turned on.
ADJUSTMENT PROCEDURE: With the frequency set at 60 Hertz and no load on the
generator, slowly turn the voltage adjust pot on the volt­age regulator until 122-126 VAC is measured. If voltage is not adjustable, proceed to Section 6 – Troubleshooting.
Page 9
Section 2
CRANKCASE BREATHER
GASKET
SCREEN
OIL VAPOR COLLECTOR
MAJOR GENERATOR COMPONENTS
NOTE: If, for any reason, sensing voltage to the regulator is lost, the regulator will shut down and excitation output to the Rotor will be lost. The AC output voltage will then drop to a value that is commensurate with Rotor residual magnetism (about 7-12 VAC). Without this automatic shut­down feature, loss of sensing (actual) voltage to the regulator would result in a “full field” or “full excitation” condition and an extremely high AC output voltage.
NOTE: Adjustment of the regulator’s “VOLTAGE ADJUST” potentiometer must be done only when the unit is running at its correct governed no-load speed. Speed is correct when the unit’s no-load AC output frequency is about 60.0-60.5 Hertz. At the stated frequency, AC output voltage should be about 124 volts.
CRANKCASE BREATHER
DESCRIPTION: The crankcase breather is equipped with a reed valve
to control and maintain a partial vacuum in the crank­case. The breather is vented to the airbox. The breath­er chamber contains a removable oil vapor collector. Oil vapor is condensed on the collector material and drains back into the crankcase, which minimizes the amount of oil vapor entering the breather.
CHECK BREATHER:
1. Disconnect breather tube and remove two screws and breather. Discard gasket.
2. Remove oil vapor collector and retainer.
3. Check collector for deterioration and replace if necessary.
INSTALL BREATHER:
1. Install oil vapor collector and retainer.
Note: Push oil vapor collector and retainer in until it bottoms.
2. Install breather with new gasket (Figure 2-8).
a. Torque screws to 5-8 ft-lbs.
3. Assemble breather tube to intake elbow.
Page 10
Figure 2-8. – Crankcase Breather
REAR VIEW
CONTROL BOARD (PCB)
WITH J1 CONNECTOR
GOVERNOR ACTUATOR
J2 CONNECTOR
STARTER CONTACTOR RELAY (SCR)
TERMINAL BLOCK (TB)
“4-TAB CONNECTOR”
VOLTAGE REGULATOR
(VR) WITH RED LED
START/STOP SWITCH (SW1)
WITH RED LED
7.5 AMP DC FUSE (F1)
CIRCUIT BREAKERS
(CB1 & CB2)
ENGINE CONNECTOR (C1)
6 WIRE GROUND TERMINAL
Section 2
MAJOR GENERATOR COMPONENTS
CONTROL PANEL COMPONENT IDENTIFICATION
Figure 2-9. – Control Panel Components
Page 11
Section 3 INSULATION RESISTANCE TESTS
EFFECTS OF DIRT AND MOISTURE
Moisture and dirt are detrimental to the continued good operation of any generator set.
If moisture is allowed to remain in contact with the Stator and Rotor windings, some of the moisture will be retained in voids and cracks of the winding insula­tion. This will result in a reduced Insulation resistance and, eventually, the unit’s AC output will be affected.
Insulation used in the generator is moisture resistant. However, prolonged exposure to moisture will gradu­ally reduce the resistance of the winding insulation.
Dirt can make the problem worse, since it tends to hold moisture Into contact with the windings. Salt, as from sea air, contributes to the problem since salt can absorb moisture from the air. When salt and moisture combine, they make a good electrical conductor.
Because of the detrimental affects of dirt and mois­ture, the generator should be kept as clean and as dry as possible. Rotor and Stator windings should be tested periodically with an insulation resistance tester (such as a megohmmeter or hi-pot tester).
If the Insulation resistance is excessively low, drying may be required to remove accumulated moisture. After drying, perform a second insulation resistance test. If resistance is still low after drying, replacement of the defective Rotor or Stator may be required.
INSULATION RESISTANCE TESTERS
Figure 3-1 shows one kind of hi-pot tester. The tester shown has a “Breakdown” lamp that will glow during the test procedure to indicate an insulation breakdown in the winding being tested.
MEGOHMMETERS ARE A SOURCE OF HIGH AND DANGEROUS ELECTRICAL VOLTAGE. FOLLOW THE TESTER MANUFACTURER’S INSTRUCTIONS CAREFULLY. USE COMMON SENSE TO AVOID DANGEROUS ELECTRICAL SHOCK
DRYING THE GENERATOR
GENERAL: If tests indicate the insulation resistance of a winding
is below a safe value, the winding should be dried before operating the generator. Some recommended drying procedures include (a) heating units and (b) forced air.
HEATING UNITS: If drying is needed, the generator can be enclosed in
a covering. Heating units can then be installed to raise the temperature about 15°-18° F (8°-10° C) above ambient temperature.
FORCED AIR: Portable forced air heaters can be used to dry the
generator. Direct the heated air into the generator’s air intake openings. Remove the voltage regulator and run the unit at no-load. Air temperature at the point of entry into the generator should not exceed 150° F. (66° C.).
CLEANING THE GENERATOR
Figure 3-1. – One Type of Hi-Pot Tester
DANGER! INSULATION RESISTANCE
TESTERS SUCH AS HI-POT TESTERS AND
*
Page 12
GENERAL: The generator can be cleaned properly only while it is
disassembled. The cleaning method used should be determined by the type of dirt to be removed. Be sure to dry the unit after it has been cleaned.
NOTE: A shop that repairs electric motors may be able to assist you with the proper cleaning of generator windings. Such shops are often expe­rienced in special problems such as a sea coast environment, marine or wetland applications, min­ing, etc.
USING SOLVENTS FOR CLEANING: If dirt contains oil or grease a solvent is generally
required. Only petroleum distillates should be used to clean electrical components. Recommended are safe­ty type petroleum solvents having a flash point greater than 100° F. (38° C.).
CAUTION!: Some generators may use epoxy
or polyester base winding varnishes. Use sol-
*
Section 3
INSULATION RESISTANCE TESTS
vents that will not attack such materials.
Use a soft brush or cloth to apply the solvent. Be careful to avoid damage to wire or winding insulation. After cleaning, dry all components thoroughly using moisture-free, low-pressure compressed air.
DANGER!: DO NOT ATTEMPT TO WORK
WITH SOLVENTS IN ANY ENCLOSED AREA.
*
PROVIDE ADEQUATE VENTILATION WHEN WORKING WITH SOLVENTS. WITHOUT ADEQUATE VENTILATION, FIRE, EXPLOSION OR HEALTH HAZARDS MAY EXIST . WEAR EYE PROTECTION. WEAR RUBBER GLOVES TO PROTECT THE HANDS.
CLOTH OR COMPRESSED AIR: For small parts or when dry dirt is to be removed, a
dry cloth may be sufficient. Wipe the parts clean, then use low pressure air at 30 psi (206 Kpa) to blow dust away.
BRUSHING AND VACUUM CLEANING: Brushing with a soft bristle brush followed by vacuum
cleaning is a good method of removing dust and dirt. Use the soft brush to loosen the dirt, then remove it with the vacuum.
STATOR INSULATION RESISTANCE
GENERAL: Insulation resistance is a measure of the integrity of
the insulating materials that separate electrical wind­ings from the generator’s steel core. This resistance can degrade over time due to the presence of con­taminants, dust, dirt, grease and especially moisture.
The normal insulation resistance for generator wind­ings is on the order of “millions of ohms” or “mego­hms”.
When checking the insulation resistance, follow the tester manufacturer’s Instructions carefully. Do NOT exceed the applied voltages recommended in this manual. Do NOT apply the voltage longer than one (1) second.
CAUTION!: DO NOT connect the Hi-Pot Tester
or Megohmmeter test leads to any leads that
*
are routed into the generator control panel. Connect the tester leads to the Stator or Rotor leads only.
STATOR SHORT-TO-GROUND TESTS: See Figure 3-2. To test the Stator for a short-to-ground
condition, proceed as follows:
1. Disconnect and Isolate all Stator leads as follows:
a. Disconnect sensing leads 11S and 22S from
the voltage regulator.
b. Disconnect excitation winding lead No. 6 from
the voltage regulator.
c. Disconnect excitation lead No. 2 from the volt-
age regulator (VR).
e. At the main circuit breakers, disconnect AC
power leads No. 11 and 33.
f. At the 4-tab ground terminal (GRD2), discon-
nect Stator power leads No. 22 and 44.
2. When all leads have been disconnected as out­lined in Step 1 above, test for a short-to-ground condition as follows:
a. Connect the terminal ends of all Stator leads
together (11S, 22S, 11, 22, 33, 44, 2, & 6).
b. Follow the tester manufacturer’s instructions
carefully. Connect the tester leads across all Stator leads and to frame ground on the Stator can. Apply a voltage of 1500 volts. Do NOT apply voltage longer than one (1) sec­ond.
If the test indicates a breakdown in insulation, the Stator should be cleaned, dried and re-tested. If the winding fails the second test (after cleaning and dry­ing), replace the Stator assembly.
TEST BETWEEN ISOLATED WINDINGS:
1. Follow the tester manufacturer’s instructions care­fully. Connect the tester test leads across Stator leads No. 11 and 2. Apply a voltage of 1500 volts­DO NOT EXCEED 1 SECOND.
2. Repeat Step 1 with the tester leads connected across the following Stator leads:
a. Across Wires No. 33 and 2. b. Across Wires No. 11 and 33. c. Across Wires No. 11 and 2.
If a breakdown in the insulation between isolated windings is indicated, clean and dry the Stator. Then, repeat the test. If the Stator fails the second test, replace the Stator assembly.
TEST BETWEEN PARALLEL WINDINGS: Connect the tester leads across Stator leads No. 11
and 33. Apply a voltage of 1500 volts. If an insula­tion breakdown is indicated, clean and dry the Stator. Then, repeat the test between parallel windings. If the Stator fails the second test, replace it.
Page 13
Section 3
Leads 2 & 6 = Stator Excitation Winding Leads 11S & 22S = Voltage Sensing Leads Leads 11 & 22, 33 & 44 = AC Power Windings
Stator
2
6
11
22
33
44
11S
22S
POSITIVE (+) TEST LEAD
INSULATION RESISTANCE TESTS
Figure 3-2. – Stator Leads
TESTING ROTOR INSULATION
To test the Rotor for insulation breakdown, proceed as follows:
1. Disconnect wires from the Rotor brushes or remove the brush holders with brushes.
2. Connect the tester positive (+) test lead to the positive (+) slip ring (nearest the Rotor bearing). Connect the tester negative (-) test lead to a clean frame ground (like the Rotor shaft).
3. Apply 1000 volts. DO NOT APPLY VOLTAGE LONGER THAN 1 SECOND.
If an insulation breakdown is indicated, clean and dry the Rotor then repeat the test. Replace the Rotor if it fails the second test (after cleaning and drying).
THE MEGOHMMETER
GENERAL: A megohmmeter, often called a “megger”, consists
of a meter calibrated in megohms and a power sup­ply. Use a power supply of 1500 volts when testing Stators; or 1000 volts when testing the Rotor. DO NOT APPLY VOLTAGE LONGER THAN ONE (1) SECOND.
TESTING STATOR INSULATION: All parts that might be damaged by the high meg-
ger voltages must be disconnected before testing. Isolate all Stator leads (Figure 3-2) and connect all of the Stator leads together. FOLLOW THE MEGGER MANUFACTURER’S INSTRUCTIONS CAREFULLY.
Use a megger power setting of 1500 volts. Connect one megger test lead to the junction of all Stator leads, the other test lead to frame ground on the Stator can. Read the number of megohms on the meter.
MINIMUM INSULATION RESISTANCE = (in “Megohms”)
GENERATOR RATED VOLTS
__________________________
1000
The MINIMUM acceptable megger reading for Stators may be calculated using the following formula:
EXAMPLE: Generator is rated at 120 volts AC. Divide “120” by “1000” to obtain “0.12”. Then add “1” to obtain “1.12” megohms. Minimum Insulation resistance for a 120 VAC Stator Is 1.12 megohms.
If the Stator insulation resistance is less than the cal­culated minimum resistance, clean and dry the Stator. Then, repeat the test. If resistance is still low, replace the Stator.
Use the Megger to test for shorts between isolated windings as outlined “Stator Insulation Resistance”.
Also te st between parallel windings. See “Test Between Parallel Windings” on this page.
+1
Figure 3-3. – Rotor Test Points
Page 14
TESTING ROTOR INSULATION: Apply a voltage of 1000 volts across the Rotor pos-
itive (+) slip ring (nearest the rotor bearing), and a clean frame ground (i.e. the Rotor Shaft). DO NOT EXCEED 1000 VOLTS AND DO NOT APPLY VOLTAGE LONGER THAN 1 SECOND. FOLLOW THE MEGGER MANUFACTURER’S INSTRUCTIONS CAREFULLY.
ROTOR MINIMUM INSULATION RESISTANCE:
1.5 megohms
Section 4
MEASURING ELECTRICITY
METERS
Devices used to measure electrical properties are called meters. Meters are available that allow one to measure (a) AC voltage, (b) DC voltage, (c) AC frequency, and (d) resistance in ohms. The following apply:
To measure AC voltage, use an AC voltmeter. To measure DC voltage, use a DC voltmeter. Use a frequency meter to measure AC frequency In
“Hertz” or “cycles per second”..
Use an ohmmeter to read circuit resistance, in
“ohms”.
THE VOM
A meter that will permit both voltage and resistance to be read is the “volt-ohm-milliammeter” or “VOM”.
Some VOM’s are of the “analog” type (not shown). These meters display the value being measured by physically deflecting a needle across a graduated scale. The scale used must be interpreted by the user.
“Digital” VOM’s (Figure 4-1) are also available and are generally very accurate. Digital meters display the measured values directly by converting the values to numbers.
NOTE: Standard AC vol tmeters react to the AVERAGE value of alternating current. When working with AC, the effective value is used. For that reason a different scale is used on an AC voltmeter. The scale is marked with the effective or “rms” value even though the meter actually reacts to the average value. That is why the AC voltmeter will give an incorrect reading if used to measure direct current (DC).
MEASURING AC VOLTAGE
An accurate AC voltmeter or a VOM may be used to read the generator’s AC output voltage. The following apply:
1.
Always read the generator’s AC output voltage only at the unit’s rated operating speed and AC frequency.
2. The generator’s voltage regulator can be adjusted for correct output voltage only while the unit is operating at its correct rated speed and frequen­cy.
3. Only an AC voltmeter may be used to measure AC voltage. DO NOT USE A DC VOLTMETER FOR THIS PURPOSE.
DANGER!: RV GENERATORS PRODUCE HIGH
AND DANGEROUS VOLTAGES. CONTACT
*
WITH HIGH VOLTAGE TERMINALS WILL RESULT IN DANGEROUS AND POSSIBLY LETHAL ELECTRICAL SHOCK.
MEASURING DC VOLTAGE
A DC voltmeter or a VOM may be used to measure DC voltages. Always observe the following rules:
1. Always observe correct DC polarity.
a. Some VOM’s may be equipped with a polarity
switch.
b. On meters that do not have a polarity switch,
DC polarity must be reversed by reversing the test leads.
2. Before reading a DC voltage, always set the meter to a higher voltage scale than the anticipat­ed reading. If in doubt, start at the highest scale and adjust the scale downward until correct read­ings are obtained.
3. The design of some meters is based on the “cur­rent flow” theory while others are based on the “electron flow” theory.
a. The “current flow” theory assumes that direct
current flows from the positive (+) to the nega­tive (-).
b. The “electron flow” theory assumes that cur-
rent flows from negative (-) to positive (+).
NOTE: When testing generators, the “current flow” theory is applied. That is, current is assumed to flow from positive (+) to negative (-).
Figure 4-1. – Digital VOM
MEASURING AC FREQUENCY
The generator’s AC output frequency is proportional to Rotor speed. Generators equipped with a 2-pole Rotor must operate at 3600 rpm to supply a frequency of 60 Hertz. Units with 4-pole Rotor must run at 1800 rpm to deliver 60 Hertz.
Page 15
Section 4 MEASURING ELECTRICITY
Correct engine and Rotor speed is maintained by a stepper motor governor. For models rated 60 Hertz, the governor is generally set to maintain a no-load fre­quency of about 60 Hertz with a corresponding output voltage of about 124 volts AC line-to-neutral.
MEASURING CURRENT
To read the current flow, in AMPERES, a clamp-on ammeter may be used. This type of meter indicates current flow through a conductor by measuring the strength of the magnetic field around that conductor. The meter consists essentially of a current trans­former with a split core and a rectifier type instrument connected to the secondary. The primary of the cur­rent transformer is the conductor through which the current to be measured flows. The split core allows the Instrument to be clamped around the conductor without disconnecting it.
Current flowing through a conductor may be mea­sured safely and easily. A line-splitter can be used to measure current in a cord without separating the conductors.
Figure 4-3. – A Line-Splitter
NOTE: If the physical size of the conductor or ammeter capacity does not permit all lines to be measured simultaneously, measure current flow in each individual line. Then, add the Individual readings.
Figure 4-2. – Clamp-On Ammeter
MEASURING RESISTANCE
The volt-ohm-milliammeter may be used to measure the resistance in a circuit. Resistance values can be very valuable when testing coils or windings, such as the Stator and Rotor windings.
When testing Stator windings, keep in mind that the resistance of these windings is very low. Some meters are not capable of reading such a low resistance and will simply read “continuity”.
If proper procedures are used, the following condi­tions can be detected using a VOM:
A “short-to-ground” condition in any Stator or Rotor
winding.
Shorting together of any two parallel Stator wind-
ings.
Shorting together of any two isolated Stator wind-
ings.
An open condition in any Stator or Rotor winding.
Component testing may require a specific resistance value or a test for “infinity” or “continuity.” Infinity is an OPEN condition between two electrical points, which would read as no resistance on a VOM. Continuity is a closed condition between two electrical points, which would be indicated as very low resistance or “ZERO” on a VOM.
Page 16
Section 4
-
+
AMPERE - Unit measuring rate of
current flow (number of electrons past a given point)
OHM - Unit measuring resistance
or opposition to flow
VOLT - Unit measuring force or
difference in potential causing current flow
Conductor of a Circuit
VOLTS
(E)
AMPS
(I)
OHMS
(R)
MEASURING ELECTRICITY
ELECTRICAL UNITS
AMPERE: The rate of electron flow in a circuit is represented
by the AMPERE. The ampere is the number of elec­trons flowing past a given point at a given time. One AMPERE is equal to just slightly more than six thou­sand million billion electrons per second.
With alternating current (AC), the electrons flow first in one direction, then reverse and move in the oppo­site direction. They will repeat this cycle at regular intervals. A wave diagram, called a “sine wave” shows that current goes from zero to maximum positive value, then reverses and goes from zero to maximum negative value. Two reversals of current flow is called a cycle. The number of cycles per second is called frequency and is usually stated in “Hertz”.
VOLT: The VOLT is the unit used to measure electrical
PRESSURE, or the difference in electrical potential that causes electrons to flow. Very few electrons will flow when voltage is weak. More electrons will flow as voltage becomes stronger. VOLTAGE may be consid­ered to be a state of unbalance and current flow as an attempt to regain balance. One volt is the amount of EMF that will cause a current of 1 ampere to flow through 1 ohm of resistance.
OHM: The OHM is the unit of RESISTANCE. In every circuit
there is a natural resistance or opposition to the flow of electrons. When an EMF is applied to a complete circuit, the electrons are forced to flow in a single direction rather than their free or orbiting pattern. The resistance of a conductor depends on (a) its physical makeup, (b) its cross-sectional area, (c) its length, and (d) its temperature. As the conductor’s tempera­ture increases, its resistance increases in direct pro­portion. One (1) ohm of resistance will permit one (1) ampere of current to flow when one (1) volt of electro­motive force (EMF) is applied.
OHM’S LAW
A definite and exact relationship exists between VOLTS, OHMS and AMPERES. The value of one can be calculated when the value of the other two are known. Ohm’s Law states that in any circuit the current will increase when voltage increases but resis­tance remains the same, and current will decrease when resistance Increases and voltage remains the same.
Figure 4-4. – Electrical Units
Figure 4-5.
If AMPERES is unknown while VOLTS and OHMS are known, use the following formula:
OHMS
If VOLTS is unknown while AMPERES and OHMS are known, use the following formula:
If OHMS is unknown but VOLTS and AMPERES are known, use the following:
AMPERES
AMPERES =
VOLTS = AMPERES x OHMS
OHMS
VOLTS
VOLTS
=
Page 17
SC - STARTER CONTACTOR
TB - TERMINAL BLOCK, 4 TAB
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
LED - ALARM INDICATOR LOP - LOW OIL PRESSURE SWITCH
SCR - STARTER CONTACTOR RELAY SM - STARTER MOTOR
SW1 - PRIME/START- RUN-OFF SWITCH
FS - FUEL SOLENOID
FP - FUEL PUMP
F1 - FUSE, 7.5A
CH - CHOKE HEATER CS - CHOKE SOLENOID
IMS - IGNITION MODULE STUD
IM2 - IGNITION MODULE, CYL. 2
HTO - HIGH OIL TEMPERATURE SWITCH IM1 - IGNITION MODULE, CYL. 1
GRD1 - CONTROL PANEL GROUND GRD2 - UNIT GROUND STUD
BA - BRUSH ASSEMBLY CB 1 / CB 2 - SEE CHART
LEGEND
= 12 VOLT S DC
= ALARM CONTROL (PCB)
= DC CONTROL VOLTAGE (PCB)
= SHUTDOWN CONTROL (PCB)
= GROUND
= GROUND CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR DC OUTPUT
= AC VOLTAGE
IM1
IM2
SP1
SP2
12
J1
12345678109111314
PRINTED CIRCUIT BOARD
J2
CONTROL
ACTUATOR
GOVERNOR
SW1
START PRIME
STOP
18
17
0
SCR
56
16
F1
0131656
FP
LOPHTO
BLK RED18A
086085
REGULATOR
VOLTAGE
2
2
0
6
22S
4
11S
6
0
4
22S
11S
LED
0712
CH
CS090
14
RED
BLACK
SM
SC
BATTERY
+
-
12V
SC
0
0
16
160
13
POWER WINDINGS
11
BA
33
DPE WINDING
6240
44
CB2
CB1
FIELD
BLACKRED
18
17
0
56
712
0
18
11S
22S
13
16
0
17
REMOTE PANEL CONNECTOR
14
712
D
E
G
F
C
B
18
17
H
A
0
GREENWHITE
0
13
712
14
0
GREEN
WHITE
0
NEUTRAL CONNECTION
AC CONNECTION
CUSTOMER
BY CUSTOMER
18 151771286 90
14 85 56 0
18A
4
15
11S
0
14
0 241
FS
14
712
22
44
44
22
22S 22
00
0
+
-
Section 5 ENGINE DC CONTROL SYSTEM
INTRODUCTION
The engine DC control system includes all com­ponents necessary for the operation of the engine. Operation includes rest, priming, cranking, starting, running and shutdown. The system is shown sche­matically.
OPERATIONAL ANALYSIS
CIRCUIT CONDITION – REST:
Battery voltage is available to the Printed Circuit Board (PCB) from the vehicle BATTERY via the positive (RED) battery cable to the isolated positive (RED) terminal stud, located in the control panel. The power is supplied to Wire 13, a 7.5 amp FUSE (F1), the STARTER CONTACTOR RELAY (SCR) and Wire 15/Pin 4 on the PCB. However, PCB action is holding the circuits open, and no action can occur.
Printed Circuit Board action (only) allows voltage to be supplied to Wires 17 and 18 for start and stop actions on the START-STOP SWITCH (SW1) and remote panel connector.
Page 18
Section 5
SC - STARTER CONTACTOR
TB - TERMINAL BLOCK, 4 TAB
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
LED - ALARM INDICATOR LOP - LOW OIL PRESSURE SWITCH
SCR - STARTER CONTACTOR RELAY SM - STARTER MOTOR
SW1 - PRIME/START- RUN-OFF SWITCH
FS - FUEL SOLENOID
FP - FUEL PUMP
F1 - FUSE, 7.5A
CH - CHOKE HEATER CS - CHOKE SOLENOID
IMS - IGNITION MODULE STUD
IM2 - IGNITION MODULE, CYL. 2
HTO - HIGH OIL TEMPERATURE SWITCH IM1 - IGNITION MODULE, CYL. 1
GRD1 - CONTROL PANEL GROUND GRD2 - UNIT GROUND STUD
BA - BRUSH ASSEMBLY CB 1 / CB 2 - SEE CHART
LEGEND
= 12 VOLT S DC
= ALARM CONTROL (PCB)
= DC CONTROL VOLTAGE (PCB)
= SHUTDOWN CONTROL (PCB)
= GROUND
= GROUND CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR DC OUTPUT
= AC VOLTAGE
IM1
IM2
SP1
SP2
12
J1
12345678109111314
PRINTED CIRCUIT BOARD
J2
CONTROL
ACTUATOR
GOVERNOR
SW1
START PRIME
STOP
18
17
0
SCR
56
16
F1
0131656
FP
LOPHTO
BLK RED18A
086085
REGULATOR
VOLTAGE
2
2
0
6
22S
4
11S
6
0
4
22S
11S
LED
0712
CH
CS090
14
RED
BLACK
SM
SC
BATTERY
+
-
12V
SC
0
0
16
160
13
POWER WINDINGS
11
BA
33
DPE WINDING
6240
44
CB2
CB1
FIELD
BLACKRED
18
17
0
56
712
0
18
11S
22S
13
16
0
17
REMOTE PANEL CONNECTOR
14
712
D
E
G
F
C
B
18
17
H
A
0
GREENWHITE
0
13
712
14
0
GREEN
WHITE
0
NEUTRAL CONNECTION
AC CONNECTION
CUSTOMER
BY CUSTOMER
18 151771286 90
14 85 56 0
18A
4
15
11S
0
14
0 241
FS
14
712
22
44
44
22
22S 22
00
0
+
-
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION – CRANKING:
When the START-STOP SWITCH (SW1) or REMOTE PANEL START SWITCH is momentarily held in the “START” position and then released, Wire 17 from the Printed Circuit Board (PCB ) is connected to frame Ground. PCB action will then deliver battery voltage to a STARTER CONTACTOR RELAY (SCR) via Wire 56, and to an auto­matic CHOKE SOLENOID (CS) via Wire 14.
When battery voltage energizes the STARTER CONTACTOR RELAY (SCR), it’s contacts close and batter y output is delivered to the STARTER CONTACTOR (SC) via Wire 16. When the STARTER CONTACTOR (SC) energizes, it’s contacts close, and battery out­put is delivered to the STARTER MOTOR (SM) via Wire 16. The STARTER MOTOR energizes and the engine cranks.
When the STARTER CONTACTOR RELAY (SCR) closes, battery voltage is also delivered to PCB Pin 13 . This voltage is reduced for use as field boost and is output from PCB Pin 13 to the rotor. While cranking, the CHOKE SOLENOID (CS) is energized by grounding Wire 90 cyclically by PCB action (two seconds on, two seconds off).
Also while cranking, PCB action energizes Pin 5, and delivers battery voltage to the Wire 14 circuit. This energizes the FUEL PUMP (FP) via a Red wire, FUEL SOLENOID (FS) via Wire 241 and CHOKE HEATER (CH) via Wire 14. Battery voltage is also delivered to an optional light or hour meter in the Remote Panel, if equipped.
PCB action now holds open Wire 18A to common ground, and the Magneto will induce a spark during cranking.
Page 19
Section 5
SC - STARTER CONTACTOR
TB - TERMINAL BLOCK, 4 TAB
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
LED - ALARM INDICATOR LOP - LOW OIL PRESSURE SWITCH
SCR - STARTER CONTACTOR RELAY SM - STARTER MOTOR
SW1 - PRIME/START- RUN-OFF SWITCH
FS - FUEL SOLENOID
FP - FUEL PUMP
F1 - FUSE, 7.5A
CH - CHOKE HEATER CS - CHOKE SOLENOID
IMS - IGNITION MODULE STUD
IM2 - IGNITION MODULE, CYL. 2
HTO - HIGH OIL TEMPERATURE SWITCH IM1 - IGNITION MODULE, CYL. 1
GRD1 - CONTROL PANEL GROUND GRD2 - UNIT GROUND STUD
BA - BRUSH ASSEMBLY CB 1 / CB 2 - SEE CHART
LEGEND
= 12 VOLT S DC
= ALARM CONTROL (PCB)
= DC CONTROL VOLTAGE (PCB)
= SHUTDOWN CONTROL (PCB)
= GROUND
= GROUND CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR DC OUTPUT
= AC VOLTAGE
IM1
IM2
SP1
SP2
12
J1
12345678109111314
PRINTED CIRCUIT BOARD
J2
CONTROL
ACTUATOR
GOVERNOR
SW1
START PRIME
STOP
18
17
0
SCR
56
16
F1
0131656
FP
LOPHTO
BLK RED18A
086085
REGULATOR
VOLTAGE
2
2
0
6
22S
4
11S
6
0
4
22S
11S
LED
0712
CH
CS090
14
RED
BLACK
SM
SC
BATTERY
+
-
12V
SC
0
0
16
160
13
POWER WINDINGS
11
BA
33
DPE WINDING
6240
44
CB2
CB1
FIELD
BLACKRED
18
17
0
56
712
0
18
11S
22S
13
16
0
17
REMOTE PANEL CONNECTOR
14
712
D
E
G
F
C
B
18
17
H
A
0
GREENWHITE
0
13
712
14
0
GREEN
WHITE
0
NEUTRAL CONNECTION
AC CONNECTION
CUSTOMER
BY CUSTOMER
18 151771286 90
14 85 56 0
18A
4
15
11S
0
14
0 241
FS
14
712
22
44
44
22
22S 22
00
0
+
-
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION – RUNNING:
With the FUEL PUMP (FP) and FUEL SOLENOID (FS) operating and ignition occurring, the engine should start, and the START­STOP SWITCH (SW1) is released. This voltage is delivered to the PCB via Wire 18A to prevent STARTER MOTOR engagement above a certain rpm.
Printed Circuit Board action terminates DC output to the STARTER CONTACTOR RELAY (SCR), which then de-energizes to end crank­ing. PCB action terminates DC output to the CHOKE SOLENOID (CS).
The choke will go to a position determined by the CHOKE HEATER (CH).
The LOW OIL PRESSURE SWITCH (LOP) is normally closed. After startup, engine oil pressure will open the LOP.
Page 20
Section 5
5 Flashes = Low Oil Pressure
4 Flashes = Overspeed
3 Flashes = Overcrank
2 Flashes = Low Battery
6 Flashes = High Oil Temperature
SC - STARTER CONTACTOR
TB - TERMINAL BLOCK, 4 TAB
SP2 - SPARK PLUG, CYL. 2
SP1 - SPARK PLUG, CYL. 1
LED - ALARM INDICATOR LOP - LOW OIL PRESSURE SWITCH
SCR - STARTER CONTACTOR RELAY SM - STARTER MOTOR
SW1 - PRIME/START- RUN-OFF SWITCH
FS - FUEL SOLENOID
FP - FUEL PUMP
F1 - FUSE, 7.5A
CH - CHOKE HEATER CS - CHOKE SOLENOID
IMS - IGNITION MODULE STUD
IM2 - IGNITION MODULE, CYL. 2
HTO - HIGH OIL TEMPERATURE SWITCH IM1 - IGNITION MODULE, CYL. 1
GRD1 - CONTROL PANEL GROUND GRD2 - UNIT GROUND STUD
BA - BRUSH ASSEMBLY CB 1 / CB 2 - SEE CHART
LEGEND
= 12 VOLT S DC
= ALARM CONTROL (PCB)
= DC CONTROL VOLTAGE (PCB)
= SHUTDOWN CONTROL (PCB)
= GROUND
= GROUND CONTROL (PCB)
= FIELD BOOST
= VOLTAGE REGULATOR DC OUTPUT
= AC VOLTAGE
IM1
IM2
SP1
SP2
12
J1
12345678109111314
PRINTED CIRCUIT BOARD
J2
CONTROL
ACTUATOR
GOVERNOR
SW1
START PRIME
STOP
18
17
0
SCR
56
16
F1
0131656
FP
LOPHTO
BLK RED18A
086085
REGULATOR
VOLTAGE
2
2
0
6
22S
4
11S
6
0
4
22S
11S
LED
0712
CH
CS090
14
RED
BLACK
SM
SC
BATTERY
+
-
12V
SC
0
0
16
160
13
POWER WINDINGS
11
BA
33
DPE WINDING
6240
44
CB2
CB1
FIELD
BLACKRED
18
17
0
56
712
0
18
11S
22S
13
16
0
17
REMOTE PANEL CONNECTOR
14
712
D
E
G
F
C
B
18
17
H
A
0
GREENWHITE
0
13
712
14
0
GREEN
WHITE
0
NEUTRAL CONNECTION
AC CONNECTION
CUSTOMER
BY CUSTOMER
18 151771286 90
14 85 56 0
18A
4
15
11S
0
14
0 241
FS
14
712
22
44
44
22
22S 22
00
0
+
-
ENGINE DC CONTROL SYSTEM
CIRCUIT CONDITION – SHUTDOWN:
Setting the START-STOP SWITCH (SW1) or the REMOTE PANEL START-STOP SWITCH to its “STOP” position connects the Wire 18 circuit to frame ground. Printed Circuit Board action then closes the circuit to Wire 18A, grounding the ignition magneto. PCB action de-energizes DC output to J1 plug to the FUEL PUMP (FP), FUEL SOLENOID (FS) and CHOKE HEATER (CH) are de-energized by the loss of DC to Wire 14. Ignition and fuel flow are terminated, and the engine shuts down.
CIRCUIT CONDITION – FAULT SHUTDOWN:
The engine mounts a HIGH OIL TEMPERATURE SWITCH (HTO) and a LOW OIL PRESSURE SWITCH (LOP).
Should engine oil temperature exceed a preset value, the switch con­tacts will close. Wire 85 from the Printed Circuit Board will connect to frame ground. PCB action will then initiate a shutdown and will cause the red led light on SW1 to flash 6 times then repeat.
Should engine oil pressure drop below a safe pre-set value, the LOP switch contacts will close. On contact closure, Wire 86 will be connect­ed to frame ground and PCB action will initiate an engine shutdown and will cause the red led light on SW1 to flash 5 times then repeat.
The PCB has a built-in time delay for the Wire 85 fault shutdown. At STARTUP ONLY the circuit board will wait approximately 6 seconds before looking at the Wire 85 fault shutdowns. Once running, after the 6 second time delay, grounding Wire 85 through either switch will cause an immediate shutdown.
Page 21
Section 5
1 2
J1 CONNECTOR
SIX PIN J2 CONNECTOR
DIP SWITCH
DIP SWITCHES ARE FACTORY SET IN THE “OFF” (DOWN) POSITION
1 2
10
11
12
13
14
1
2
3
4
5
6
7
8
9
ENGINE DC CONTROL SYSTEM
PRINTED CIRCUIT BOARD
GENERAL: The Printed Circuit Board (PCB) mounted inside
the generator control panel is responsible for crank­ing, startup, running and shutdown operations. The board interconnects with other components of the DC control system to turn them on and off at the proper times. It is powered by fused 12 VDC power from the unit battery.
CIRCUIT BOARD CONNECTIONS: The circuit board mounts a 14-pin receptacle (J1)
and a six pin terminal (J2, see Figure 5-2). Figure 5-1 shows the 14-pin receptacle (J1), the associated wires and the function(s) of each pin and wire.
PIN WIRE FUNCTION
1 N/A NOT USED
2 18 To Star t-Stop switch. When grounded
by setting Start-Stop switch to “STOP” engine shuts down
3 17 To Start-Stop switch. When grounded by
setting the Start-Stop switch to “START” the engine start cycle begins.
4 15 Delivers fused 12 VDC to PCB
5 14
6 86 Low Oil Pressure switch / Safety shut-
7 85 High Temperature switch / Safety shut-
8 712 PCB control/Alarm led
9 56 Delivers 12 VDC to Starter Contactor
10 90 To Choke Solenoid. When grounded by
11 0 Common Ground
12 N/A Not Used
13 4 Field Boost DC to the Voltage Regulator
14 18A Ground to Magneto for Shutdown
CIRCUIT BOARD DIP SWITCHES: The circuit board mounts a pair of dip switches which
are factory set in the “OFF” (down) position. These dip switches should remain in the factory setting.
Page 22
PCB control. During cranking and running, supplies 12 VDC to fuel pump, choke solenoid, choke heater, fuel solenoid
down
down
(SC) (cranking only)
the PCB the choke operates at two sec­onds ON , two second OFF intervals (cranking only)
and to the Rotor Winding
Figure 5-1. – Receptacle J1
Figure 5-2. – Printed Circuit Board
Figure 5-3. – J1 Connector, Harness End
BATTERY
RECOMMENDED BATTERY: When anticipated ambient temperatures will be con-
sistently above 32° F (0° C), use a 12 volts automotive type storage battery rated 70 amp-hours and capable of delivering at least 400 cold cranking amperes.
If ambient temperatures will be below 32° F (0° C), use a 12 volt battery rated 95 amp-hours and having a cold cranking capacity of 400 amperes.
BATTERY CABLES: Use of battery cables that are too long or too small in
diameter will result in excessive voltage drop. For best
Section 5
ENGINE DC CONTROL SYSTEM
cold weather starting, voltage drop between the bat­tery and starter should not exceed 0.12 volt per 100 amperes of cranking current.
Select the battery cables based on total cable length and prevailing ambient temperature. Generally, the longer the cable and the colder the weather, the larger the required cable diameter.
The following chart applies:
CABLE LENGTH (IN FEET) RECOMMENDED CABLE SIZE
0-10 No. 2
11-15 No. 0
16-20 No. 000
EFFECTS OF TEMPERATURE: Battery efficiency is greatly reduced by a decreased
electrolyte temperature. Such low temperatures have a decided numbing effect on the electrochemical action. Under high discharge rates (such as cranking), battery voltage will drop to much lower values in cold temperatures than in warmer temperatures. The freez­ing point of battery electrolyte fluid is affected by the state of charge of the electrolyte as indicated below:
SPECIFIC GRAVITY FREEZING POINT
1.220 -35° F. (-37° C.)
1.200 --20° F. (-29° C.)
1.160 0° F. (-18° C.)
acid solution that can cause severe burns. For that reason, the following precautions must be observed:
The area in which the battery is being charged must
be well ventilated. When charging a battery, an explosive gas mixture forms in each cell.
Do not smoke or break a live circuit near the top of
the battery. Sparking could cause an explosion.
Avoid spillage of battery fluid. If spillage occurs, flush
the affected area with clear water immediately.
Wear eye protection when handling a battery.
7.5 AMP FUSE
This panel-mounted Fuse protects the DC control circuit against overload and possible damage. If the Fuse has melted open due to an overload, neither the priming function nor the cranking function will be available.
ADDING WATER: Water is lost from a battery as a result of charging
and discharging and must be replaced. If the water is not replaced and the plates become exposed, they may become permanently sulfated. In addition, the plates cannot take full part in the battery action unless they are completely immersed in electrolyte. Add only DISTILLED WATER to the battery. DO NOT USE TAP WATER.
NOTE: Water cannot be added to some “mainte­nance-free” batteries.
CHECKING BATTERY STATE OF CHARGE: Use an automotive type battery hydrometer to test
the battery state of charge. Follow the hydrometer manufacturer’s instructions carefully. Generally, a bat­tery may be considered fully charged when the spe­cific gravity of its electrolyte is 1.260. If the hydrometer used does not have a “Percentage of Charge” scale, compare the readings obtained with the following:
SPECIFIC GRAVITY PERCENTAGE OF CHARGE
1.260 100%
1.230 75%
1.200 50%
1.170 25%
CHARGING A BATTERY: Use an automotive type battery charger to recharge a
battery. Battery fluid is an extremely corrosive, sulfuric
Figure 5-4. – Typical Fuse
START-STOP SWITCH
The Start-Stop Switch allows the operator to control cranking, startup and shutdown. The top half of this momentary switch is pushed and held for one (1) sec­ond and then released. An indicator light on the switch begins to flash. The fuel pump engages automatically for a three (3) to five (5) second delay before the start­er motor cranks the engine for 16 seconds or until the engine starts. If the engine does not start, the starter will cool for seven (7) seconds and crank the engine again for 16 seconds. If the engine does not start, the starter will cool for seven (7) seconds before cranking for seven (7) seconds to a maximum cycle total of 90 seconds. Once started, the light on the switch stays on continuously. If the generator does not start at the end of the start sequence, a fault code will flash on the switch (see Diagnostics).
The switch center position is the RUN position. A running engine is stopped by momentarily pressing
the bottom half of the switch to kill the ignition. The following wires connect to the Start-Stop Switch:
1. Wire No. 17 from the Printed Circuit Board. This Is the CRANK and START circuit. When the Switch is set to “START”, Wire 17 is connected to frame ground via Wire 0.
Page 23
Section 5
SW1
START PRIME
STOP
18
17
0
LED
0712
0
0
8
1
2
3
7
4
5
6
712
712
18
18
17
0
0
JUMPER WIRE
COM NO
1613
56 0
13
16
0
56
ENGINE DC CONTROL SYSTEM
a. With Wire 17 grounded, a Crank Relay on the
circuit board energizes and battery voltage is delivered to the Starter Contactor Relay via Wire 56. The Starter Contactor Relay energizes, its contacts close and the Starter Contactor is energized via wire 16. Its con­tacts close and the engine cranks.
b. With Wire 17 grounded, a Run Relay on the
circuit board energizes and battery voltage is delivered to the Wire 14 circuit. Battery voltage is delivered to the Fuel Pump, Fuel Solenoid, Choke Heater and the Remote Harness.
2. Wire 18 from the Printed Circuit Board. This Is the ENGINE STOP circuit. When the Start-Stop Switch is set to “STOP”, Wire 18 is connected to frame ground via Wire No. 0. Circuit board action then opens the circuit to Wire 14, and grounds Wire 18A. Fuel flow to the carburetor and igni­tion are terminated.
3. Wire 0 connects the Switch to frame ground.
Wire 16 will supply battery power to the starter contactor and to the Printed Circuit Board for field flash when the starter contactor relay is energized. Attached to the starter contactor relay coil is Wire 56 (positive supply during cranking) and Wire 0 (ground).
When the Start-Stop switch is set to “START”, the circuit board delivers battery voltage to the Starter Contactor Relay via Wire 56. The Starter Contactor Relay energizes, its contacts close and the Starter Contactor is energized via wire 16. Its contacts close and battery voltage is available to the starter motor, and the engine cranks.
Figure 5-5. – Start-Stop Switch
STARTER CONTACTOR RELAY
The positive (+) battery cable attaches to the large lug on the STARTER CONTACTOR. Wire 13 then attach­es to one side of the STARTER CONTACTOR RELAY contact, from this point Wire 13 attaches to the fuse
& STARTER MOTOR
F1 to supply battery voltage to the DC control system. The opposite side of the starter contactor relay con­tact is connected to Wire 16.
Figure 5-6. – Starter Motor
Figure 5-7. – Starter Contactor Relay
Page 24
If Problem Involves AC Output
VOLTAGE &
FREQUENCY BOTH
HIGH OR LOW
FREQUENCY GOOD –
VOLTAGE HIGH
OR
VOLTAGE LOW
FREQUENCY GOOD –
ZERO OR RESIDUAL
VOLTAGE
NO-LOAD VOLTAGE
& FREQUENCY
GOOD
TEST 1 – CHECK
NO-LOAD VOLTAGE
& FREQUENCY
GO TO PROBLEM 1 GO TO VOLTAGE
REGULATOR ADUST-
MENT, PAGE xx
GO TO PROBLEM 2 GO TO PROBLEM 4
INTRODUCTION
Problem 1 – Voltage & Frequency Are Both High or Low
FREQUENCY GOOD.
LOW OR RESIDUAL
AC VOLTAGE
NO-LOAD FREQUENCY &
VOLTAGE GOOD BUT THEY
DROOP TO MUCH WHEN
LOAD IS APPLIED
FREQUENCY IS GOOD BUT
NO-LOAD VOLTAGE IS
HIGH OR VOLTAGE IS LOW
TEST 2 – CHECK
STEPPER MOTOR
CONTROL
GO TO
PROBLEM 2
GO TO
PROBLEM 4
GO TO VOLTAGE
REGULATOR
ADJUSTMENT,
PAGE 9
The “Flow Charts” in this section may be used in conjunction with the “Diagnostic Tests” of Section 7. Numbered tests in the Flow Charts correspond to identically numbered tests of Section 7.
Section 6
TROUBLESHOOTING FLOWCHARTS
Problems 1 through 4 apply to the AC generator only. Beginning with Problem 5, the engine DC control sys-
tem is dealt with.
Page 25
Section 6
REPAIR OR
REPLACE
THEN RE-TEST
REPAIR
OR
REPLACE
REPAIR
OR
REPLACE
REPAIR
OR
REPLACE
REPLACE VOLTAGE
REGULATOR
TEST 4 – PERFORM
FIXED EXCITATION TEST
/ ROTOR AMP DRAW
D
A
CB
Problem 2 –
Generator Produces Zero Voltage or Residual Voltage (5-12VAC)
RESET TO
“ON”
OR REPLACE
IF BAD
TEST 11 – CHECK
MAIN CIRCUIT
BREAKER
TEST 5 – CHECK
FIELD BOOST
TEST 6 – TEST
STATOR DPE
WINDING
TEST 8 – CHECK
BRUSH LEADS
TEST 9 –
CHECK
BRUSHES &
SLIP RINGS
TEST 10 –
CHECK ROTOR
ASSEMBLY
TEST 7 – CHECK
SENSING LEADS /
POWER WINDINGS
INSULATION
RESISTANCE
TEST, PAGE 13
INSULATION
RESISTANCE
TEST, PAGE 13
TEST ROTOR
INSULATION,
PAGE 14
BAD
BAD
BAD
BAD
BAD
BAD
BAD
BAD
BAD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
TROUBLESHOOTING FLOWCHARTS
Page 26
Section 6
REPAIR
OR
REPLACE
REPAIR
OR
REPLACE
TEST 4 – PERFORM
FIXED EXCITATION TEST
/ ROTOR AMP DRAW
Problem 2 –
Generator Produces Zero Voltage or ResidualVoltage (5-12VAC)
(continued)
INSULATION
RESISTANCE
TEST, PAGE 13
TEST ROTOR INSULATION,
PAGE 14
BAD
BAD
BAD
GOOD
GOOD
E
F
G
TEST 6 – TEST
STATOR DPE
WINDING
TEST 10 –
CHECK ROTOR
ASSEMBLY
TEST 7 – CHECK
SENSING LEADS /
POWER WINDINGS
CHECK VOM FUSES –
VERIFY AMP METER
FUNCTIONS
REPLACE FUSES – THEN RE-TEST
EITHER OR
BOTH BAD
(PERFORM BOTH TEST 7 & 8)
REPLACE
PRINTED CIRCUIT
BOARD
GO TO PROBLEM 8
TEST 2 – CHECK
STEPPER MOTOR
CONTROL
TEST 12 – CHECK
LOAD VOLTAGE &
FREQUENCY
TEST 13 – CHECK
LOAD WATTS &
AMPERAGE
BAD
GOOD
END TEST
GOOD
Problem 3 – Excessive Vo ltage/Frequency Droop When Load is Applied
(Underspeed Warning – 4 Flashes on SW1 LED)
NOT OVERLOADED
OVERLOADED
REDUCE LOAD
TROUBLESHOOTING FLOWCHARTS
Page 27
Section 6
REPLACE BAD SWITCH
REPLACE FUEL PUMP
IF DEFECTIVE
Proble 5 – Priming Function Does Not Work (Gasoline Models)
ENGINE
CRANKS
NORMALLY
STILL WON’T PRIME
WON’T CRANK
GO TO PROBLEM 6
TEST 15 – CHECK
FUEL PUMP
OPERATION
TEST 14 – TRY
CRANKING
THE ENGINE
TEST 20 – CHECK
START-STOP
SWITCH (SW1)
BAD
BAD
GOOD
GOOD
REPLACE
PRINTED CIRCUIT
BOARD
BAD
Problem 4 – Engine Overspeed Warning Code Flashing on SW1 LED (4 Flashes)
REPLACE
STEPPER MOTOR
REPLACE
PRINTED CIRCUIT
BOARD
REPAIR OR
REPLACE
ADJUST, REPAIR OR
REPLACE
TEST 2 – CHECK
STEPPER MOTOR
CONTROL
TEST 31 – CHECK &
ADJUST IGNITION
MAGNETOS
BAD BAD
GOOD GOODGOOD
CHECK
WIRE 18A
TROUBLESHOOTING FLOWCHARTS
Page 28
REPLACE
DEFECTIVE
SWITCH
REPLACE BAD
STARTER
CONTACTOR
RELAY
REPLACE STARTER
MOTOR IF DEFECTIVE
REPLACE STARTER
CONTACTOR
GO TO PROBLEM 10
RECHARGE OR REPLACE BATTERY
– CLEAN, REPAIR OR REPLACE
BAD CABLE(S)
CHECK WIRING AND WIRE CONNECTIONS. REPAIR, RECONNECT
OR REPLACE BAD
WIRES AS REQUIRED
CHECK FOR
MECHANICAL BINDING
OF THE ENGINE OR
ROTOR
Problem 6 - Engine Will Not Crank
TEST 16 –
CHECK 7.5
AMP FUSE
TEST 17 – CHECK BATTERY & CABLES
(CHECK SW1 LED FOR LOW BATTERY
WARNING – 2 FLASHES)
BAD
BAD
FUSE BAD
FUSE BLOWS
REPLACE FUSE
BAD
BAD
BAD
BAD BAD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
TEST 20 –
CHECK
START-STOP
SWITCH
TEST 22 – CHECK
STARTER
CONTACTOR
RELAY
TEST 23 – CHECK
STARTER
CONTACTOR
TEST 21 – CHECK
POWER SUPPLY
TO WIRE 56
TEST 24 – CHECK
STARTER MOTOR
TEST 18 – CHECK
POWER SUPPLY
TO PRINTED
CIRCUIT BOARD
REPLACE
PRINTED CIRCUIT
BOARD
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 29
Section 6
CLEAN AND REGAP OR
REPLACE SPARK PLUG
REPLACE
BAD
SWITCH
REPLACE
FUEL
PUMP
REPLACE
SOLENOID
REPLACE MAGNETOS
ADJUST OR REPAIR
ADJUST OR REPAIR
ADJUST VALVES
REPLENISH FUEL SUPPLY
O.K.
BAD
Problem 7 – Engine Cranks But Will Not Start (Gasoline Units)
(Overcrank Warning Code on SW1 LED – 3 Flashes)
BAD
BAD
BAD
BAD
REPAIR OR REPLACE
AS NECESSARY
BAD
BAD
BAD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
TEST 26 – CHECK
WIRE 14 POWER
SUPPLY
TEST 20 – CHECK
START- STOP
SWITCH
TEST 25 –
CHECK FUEL
SUPPLY
TEST 15 – CHECK
FUEL PUMP OPERATION
TEST 28 –
CHECK FUEL
SOLENOID
TEST 29 –
CHECK
IGNITION
SPARK
TEST 30 –
CHECK SPARK
PLUGS
TEST 34 – CHECK
CHOKE
SOLENOID
TEST 32 – CHECK
VALVE
ADJUSTMENT
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PA GE 57
TEST 33 – CHECK
CARBURETION
LOW FUEL
WEAK SPARK / NO SPARK /
INTERMITTENT SPARK
NO START
REPLACE
PRINTED CIRCUIT
BOARD
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
TROUBLESHOOTING FLOWCHARTS
Page 30
TROUBLESHOOTING FLOWCHARTS
CLEAN AND REGAP OR
REPLACE SPARK PLUG
REPLACE
BAD
SWITCH
REPAIR OR
REPLACE
REPLACE MAGNETOS
ADJUST VALVES
REPLENISH FUEL SUPPLY
O.K.
Problem 7 – Engine Cranks But Will Not Start (LP Units)
(Overcrank Warning Code on SW1 LED – 3 Flashes)
BAD
BAD
BAD
REPAIR OR REPLACE
AS NECESSARY
BAD
BAD
BAD
GOOD
GOOD
GOOD
GOOD
GOOD
GOOD
TEST 26 – CHECK
WIRE 14 POWER
SUPPLY
TEST 20 – CHECK
START- STOP
SWITCH
TEST 25 –
CHECK FUEL
SUPPLY
TEST 41 – CHECK
LPG FUEL
SOLENOID
TEST 29 –
CHECK
IGNITION
SPARK
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
TEST 30 –
CHECK SPARK
PLUG
TEST 32 – CHECK
VALVE
ADJUSTMENT
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PA GE 57
LOW LP PRESSURE
WEAK SPARK / NO SPARK /
INTERMITTENT SPARK
NO START
REPLACE
PRINTED CIRCUIT
BOARD
Section 6
Page 31
Section 6
ADJUST, REPAIR OR
REPLACE AS
NECESSARY
REPLACE MAGNETOS
GOOD
Problem 8 – Engine Starts Hard and Runs Rough (Gasoline Units)
BAD
BAD
BAD
BAD
BAD
BAD
GOOD
GOODGOOD
GOOD
GOOD GOOD
GOOD
TEST 25 –
CHECK
FUEL
SUPPLY
LOW FUEL
ENGINE MISS IS APPARENT
TEST 29 –
CHECK
IGNITION
SPARK
TEST 30 –
CHECK
SPARK
PLUGS
CLEAN AND REGAP OR
REPLACE SPARK PLUG
ENGINE RUNS O.K. NOW
STOP TESTS
REPAIR OR REPLACE
AS NECESSARY
REPAIR OR REPLACE
ADJUST VALVES
REPLENISH
FUEL
SUPPLY
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
TEST 34 – CHECK
CHOKE
SOLENOID
TEST 32 – CHECK
VALVE
ADJUSTMENT
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PA GE 57
TEST 33 – CHECK
CARBURETION
TEST 40 – TEST
CHOKE HEATER
TROUBLESHOOTING FLOWCHARTS
Page 32
TROUBLESHOOTING FLOWCHARTS
REPLACE MAGNETOS
GOOD
Problem 8 – Engine Starts Hard and Runs Rough (LP Units)
BAD
BAD
BAD
BAD
GOODGOOD
GOOD GOOD
GOOD
TEST 25 –
CHECK
FUEL
SUPPLY
LOW FUEL
ENGINE MISS IS APPARENT
TEST 29 –
CHECK
IGNITION
SPARK
TEST 30 –
CHECK
SPARK PLUGS
CLEAN AND REGAP OR REPLACE SPARK PLUG
REPAIR OR REPLACE
AS NECESSARY
CHECK FUEL
REGULATOR AND
CARBURETOR
ADJUST VALVES
REPLENISH
FUEL
SUPPLY
TEST 32 – CHECK
VALVE
ADJUSTMENT
TEST 35 – CHECK
ENGINE / CYLINDER
LEAK DOWN TEST /
COMPRESSION TEST
CHECK
FLYWHEEL KEY
– SEE TEST 31
ON PA GE 57
TEST 31 – CHECK
AND ADJUST
IGNITION
MAGNETOS
Section 6
Page 33
Section 6
Problem 9 – High Oil Temperature Fault (6 Flashes)
or Low Oil Pressure Fault (5 Flashes)
REPAIR OR REPLACE
REPLACE SWITCH
HIGH OIL
TEMPERATURE
– 6 FLASHES ON SW1 LED
TEST 38 – CHECK
OIL TEMPERATURE
SWITCH
CHECK
ENGINE OIL
LEVEL
TEST 39 – CHECK
WIRE 85 FOR
CONTINUITY
GOOD
GOOD
BAD
BAD
REPLENISH OIL
OIL LEVEL LOW
OIL LEVEL O.K.
REPLACE
PRINTED CIRCUIT
BOARD
REPLACE SWITCH
BAD
REPLENISH OIL
OIL LEVEL LOW
REPAIR OR REPLACE
LOW OIL
PRESSURE –
5 FLASHES
ON SW1 LED
TEST 36 – CHECK
OIL PRESSURE
SWITCH
TEST 25 –
CHECK FUEL
SUPPLY
GOOD
GOOD
GOOD
GOOD
BAD
REPLENISH FUEL
NO FUEL
CHECK
ENGINE OIL
LEVEL
REPLACE
PRINTED CIRCUIT
BOARD
TEST 37 – CHECK
WIRE 86 FOR
CONTINUITY
TROUBLESHOOTING FLOWCHARTS
Page 34
REPLACE
PRINTED CIRCUIT
BOARD
INSTALL NEW
7.5 AMP FUSE
CHECK THAT FUSE
HOLDER IS NOT
GROUNDED
CHECK WIRE 15 FOR SHORT TO
GROUND
CHECK REMOTE
HARNESS WIRE 15
FOR SHORT TO
GROUND
CHECK WIRE 56
FOR SHORT TO
GROUND
CHECK WIRE 90
FOR SHORT TO
GROUND
CHECK CHOKE
SOLENOID AND
STARTER
CONTACTOR
RELAY
STARTER CONTACTOR
RELAY PIN LOCATION
J1-1 TEST TO GROUND
CHOKE SOLENOID PIN LOCATION J1-2
TEST TO GROUND
REMOVE WIRE 15
FROM JI HARNESS
CONNECTOR.
DOES FUSE BLOW?
(SEE NOTE A)
PERFORM RESISTANCE TESTS ON FUEL PUMP, FUEL SOLENOID, CHOKE HEATER AND REMOTE HARNESS WIRE 14 (SEE * BELOW). ALSO CHECK WIRE 14 TO EACH COMPONENT FOR SHORT TO GROUND.
* CHECK FOR CONTINUITY TO FRAME GROUND. CONNECT ONE TEST LEAD TO THE POSITIVE WIRE FOR EACH COMPONENT. CONNECT THE OTHER TEST LEAD TO FRAME GROUND. RESISTANCE SHOULD BE MEASURED. IF CONTINUITY “0” IS MEASURED TO GROUND, THAT COMPONENT OR WIRE IS SHORTED.
ALSO, REFER TO THE INDIVIDUAL TESTS FOR EACH COMPONENT IN SECTION 7, UNDER “PROCEDURE – SHORT TO GROUND”.
NOTE A: Disconnect harness from engine controller
circuit board. Gently bend red tabs outward and remove red
plastic pin guide. Using a small flathead screwdriver, slide black
retainer tabs out away from Wire 15 pin (orange).
Gently push pin out of harness and pull wire out from back of plug, noting it’s location for reinstallation later.
Replace red pin guide and plug J1 harness back into engine controller circuit board.
Replace fuse. If fuse does not blow, replace engine controller
circuit board. If fuse still blows, continue to next section of
Problem 10 flow chart.
DISCONNECT JI HARNESS
FROM ENGINE CONTROL­LER CIRCUIT BOARD AND
CHECK WIRE 14 FOR SHORT TO GROUND.
IS CONTINUITY PRESENT?
FUSE BLOWS UPON
INSTALLATION
FUSE IS GOOD BUT
BLOWS WHEN START-
STOP SWITCH IS
PRESSED
REPAIR OR REPLACE COMPONENT OR WIRE
REPLACE COMPONENT OR WIRE
PASS
YES
YES
FAIL
FAIL
FAIL
NO
NO
REPLACE HOLDER
Problem 10 – 7.5A (F1) Fuse Blowing
Section 6
TROUBLESHOOTING FLOWCHARTS
Page 35
Section 7
THROTTLE
ARM
IDLE
STOP
UP
CLOSED
DOWN
OPEN
THROTTLE
LINKAGE
STEPPER
MOTOR
DIAGNOSTIC TESTS
INTRODUCTION
The “Diagnostic Tests” in this chapter may be per­for med in conjunction with the “Flow Charts” of Section 6. Test numbers in this chapter correspond to the numbered tests in the “Flow Charts”.
Tests 1 through 13 are procedures involving problems with the generator’s AC output voltage and frequency (Problems 1 through 3 in the “Flow Charts”).
Tests 14 through 41 are procedures involving prob­lems with engine operation (Problems 3 through 10 in the “Troubleshooting Flow Charts”).
You may wis h to read Sec tion 4 , “Measu r ing Electricity”.
NOTE: Test procedures in this Manual are not nec­essarily the only acceptable methods for diagnos­ing the condition of components and circuits. All possible methods that might be used for system diagnosis have not been evaluated. If you use any diagnostic method other than the method presented in this Manual, you must ensure that neither your safety nor the product’s safety will be endangered by the procedure or method you have selected.
TEST 1 – CHECK NO-LOAD VOLTAGE AND
FREQUENCY
DISCUSSION: The first step in analyzing any problem with the AC
generator is to determine the unit’s AC output volt­age and frequency. Once that has been done, you will know how to proceed with specific diagnostic tests.
PROCEDURE:
1. Set a volt-ohm-milliammeter (VOM) to read AC voltage. Connect the meter test leads across cus­tomer connection leads T1 (Red) and T2 (White).
2. Disconnect or turn OFF all electrical loads. Initial checks and adjustments are accomplished at no­load.
3. Start the engine, let it stabilize and warm up.
4. Read the AC voltage.
5. Connect an AC frequency meter across AC output leads T1 (Red) and T2 (White). Repeat the above procedure.
3. If AC output voltage and frequency are both “zero”, go to Test 11.
4. If the no-load voltage and frequency are within the stated limits, go to Test 12.
NOTE: The term “low voltage” refers to any voltage reading that is lower than the unit’s rated voltage. The term “residual voltage” refers to the output voltage supplied as a result of Rotor residual magnetism (approximately 5-12 VAC).
TEST 2 – CHECK STEPPER MOTOR CONTROL
Caution! Do not stand in front of carburetor
when checking the stepper motor movement
*
due to possible backfire from the carburetor.
PROCEDURE:
1. Remove air cleaner cover to access stepper motor.
2. Physically grab the throttle and verify the stepper motor, linkage and throttle do not bind in any way. If any binding is felt, repair or replace components as needed. Some resistance should be felt as the stepper motor moves through it’s travel.
3. Physically move the throttle to the closed position by pulling the stepper motor arm towards the idle stop.
a. Press the Start-Stop switch (SW1) to “START”
and watch for stepper motor movement. It should move to the wide open (down) position during cranking. Once the unit starts the stepper motor should move the throttle to a position to maintain
60.0-60.5 Hertz.
RESULTS: For units rated 60 Hertz, no-load voltage and fre-
quency should be approximately 122-126 VAC and
60.0-60.5 Hertz respectively.
1. If AC voltage and frequency are BOTH corre­spondingly high or low, go to Test 2.
2. If AC frequency is good but low or residual volt­age is indicated, go to Test 4.
Page 36
Figure 7-1. Throttle Position
Section 7
RED
EMPTY
YELLOW
BROWN
ORANGE
BLACK
6
0
4
13
13
2
4
22S
11S
15
JUMPER WIRE
WIRES 4 REMOVED FROM VOLTAGE REGULAT OR
VOLTAGE REGULATOR
FUSE HOLDER (F1)
RED TEST LEAD
BLACK TEST LEAD
DIAGNOSTIC TESTS
4. If no movement is seen in Step 3 remove the con­trol panel cover. Verify the six pin connector (J2) on the Printed Circuit Board is seated properly, remove the connector and then replace it and test again. Verify the dip switches are correctly set.
NOTE: The dip switches on the Printed Circuit Board are factory set in the “OFF” or DOWN posi­tion. Refer to Figure 5.2 on Page 22.
5. If problem continues remove six pin connector (J2) from Printed Circuit Board. Set Volt meter to measure ohms. Carefully measure from the end of the six pin harness as follows:
TEST 4 – FIXED EXCITATION TEST/ROTOR
AMP DRAW
DISCUSSION: The fixed excitation test consists of applying bat-
tery voltage (12 VDC) to the Rotor windings. This allows that portion of the excitation circuit between the Voltage Regulator and the Rotor (including the Rotor itself) to be checked as a possible cause of the problem. When battery voltage is applied to the Rotor, the resulting magnetic field around the Rotor should induce a Stator power winding voltage equal to about one-half the unit’s rated output voltage.
Figure 7-2. Six Pin J2 Connector Wire Colors
NOTE: Press down with the meter leads on the connectors exposed terminals, do not probe into the connector.
a. Connect one meter lead to Red, connect the
remaining test lead to Orange, approximately 10 ohms should be measured.
b. Connect one meter lead to Red, connect the
remaining test lead to Yellow, approximately 10 ohms should be measured.
Figure 7-3. – Fixed Excitation Test, Step A
c. Connect one meter lead to Red, connect the
remaining test lead to Brown, approximately 10 ohms should be measured.
d. Connect one meter lead to Red, connect the
remaining test lead to Black, approximately 10 ohms should be measured.
e. Connect one meter lead to Red, connect the
remaining test to the stepper motor case. No resistance should be measured (“Infinity” or Open).
PROCEDURE:
1. Disconnect Wire 4 from the Voltage Regulator (VR). (Third terminal from the right side of VR).
2. Connect a jumper wire to Wire 4 and to the 12 volt fused battery positive supply Wire 15, located at the fuse (F1) holder (see Figure 7-3).
NOTE: During this test, Wire 15 must remain con­nected to the fuse (F1) holder.
3. Set the VOM to measure AC voltage.
RESULTS:
1. If the stepper motor fails any par t of Step 5 replace the stepper motor.
2. If the stepper motor passes all steps replace the Printed Circuit Board.
Page 37
Section 7
6
0
4
13
13
2
4
22S
11S
15
105 VAC
JUMPER WIRE
WIRES 4 REMOVED FROM VOLTAGE REGULAT OR
VOLTAGE
REGULATOR
FUSE HOLDER (F1)
RED TEST LEAD
BLACK TEST LEAD
6
0
4
13
13
2
4
22S
11S
15
JUMPER WIRE
WIRES 4 REMOVED FROM VOLTAGE REGULAT OR
VOLTAGE REGULATOR
FUSE HOLDER (F1)
RED TEST LEAD
BLACK TEST LEAD
95 VAC
DIAGNOSTIC TESTS
VOLTAGE RESULTS WIRE 2 & 6 EXCITATION WINDING
VOLTAGE RESULTS WIRE 11S & 22S POWER WINDING SENSE LEADS
ROTOR AMP DRAW RV45 (MODEL 5410/5411)
ROTOR AMP DRAW RV55 (MODEL 5412/5413)
ROTOR AMP DRAW RV65 (MODEL 5414/5415)
(MATCH RESULTS WITH LETTER AND REFER TO FLOW CHART – Problem 2 on Pages 28 & 29)
TEST 4 RESULTS
A B C D E F G
ABOVE
60 VAC
ABOVE
60 VAC
1.1 A
± 20%
.85 A
± 20%
1.2 A
± 20%
ABOVE
60 VAC
BELOW
60 VAC
1.1 A
± 20%
.85 A
± 20%
1.2 A
± 20%
BELOW
60 VAC
ABOVE
60 VAC
1.1 A
± 20%
.85 A
± 20%
1.2 A
± 20%
ZERO OR
RESIDUAL
VOLTAGE
(5-12 VAC)
ZERO OR
RESIDUAL
VOLTAGE
(5-12 VAC)
ZERO
CURRENT
DRAW
ZERO
CURRENT
DRAW
ZERO
CURRENT
DRAW
BELOW BELOW
60 VAC
BELOW BELOW
60 VAC
1.4 A .85 A
± 20%
1.2 A .85 A
± 20%
1.5 A 1.2 A
± 20%
ABOVE 60 VAC
ABOVE 60 VAC
ZERO
CURRENT
DRAW
ZERO
CURRENT
DRAW
ZERO
CURRENT
DRAW
Figure 7-4. – Fixed Excitation Test, Step B
4. Disconnect Wire 2 from the Voltage Regulator (VR) and connect one meter test lead to that wire. Disconnect Wire 6 from the Voltage Regulator and connect the other meter test lead to that wire. See Figure 7-4. Start the generator and measure the AC voltage. It should be above 60 volts. Record the results and stop the generator.
5. Re-connect Wire 2 and Wire 6 to the Voltage Regulator.
Page 38
Figure 7-5. – Fixed Excitation Test, Step C
6. Disconnect Wire 11S from the Voltage Regulator (VR) and connect one meter test lead to that wire. Disconnect Wire 22S from the Voltage Regulator and connect the other meter test lead to that wire. See Figure 7-5. Start the generator and mea­sure the AC voltage. It should be above 60 volts. Record the results and stop the generator.
6
0
4
13
13
2
4
22S
11S
15
WIRES 4 REMOVED FROM VOLTAGE REGULAT OR
VOLTAGE REGULATOR
FUSE HOLDER (F1)
RED TEST LEAD
BLACK TEST LEAD
1.11 Amp
Figure 7-6. – Fixed Excitation Test, Step D
REGULATOR
VOLTAGE
2
2
0
6
22S
4
11S
6
0
4
22S
11S
BA
40
FIELD
7. Re-connect Wire 11S and Wire 22S to the Voltage Regulator.
8. Remove the jumper wire between Wire 4 and 12 volt supply.
9. Set the VOM to measure DC amps.
10. Connect one meter test lead to the 12 volt fused battery supply Wire 15, and connect the other meter test lead to Wire 4 (should still be discon­nected from the VR). See Figure 7-6.
11. Star t the generator. Measure the DC current. Record the rotor amp draw.
12. Stop the generator. Re-connect Wire 4 to the Voltage Regulator.
Section 7
DIAGNOSTIC TESTS
Loss of the field boost function may or may not result in a problem with AC output voltage. If the Rotor’s residual magnetism is sufficient to turn the Regulator on, loss of the function may go unnoticed. However, if the Rotor’s residual magnetism is not enough to turn the Regulator on, loss of field boost can result in fail­ure of the unit to generate an output voltage.
PROCEDURE:
1. Set VOM to measure DC voltage.
2. Disconnect Wire 4 from the Voltage Regulator and connect the positive (+) test lead to it. Connect the negative (-) test lead to a clean frame ground.
3. Set the Start-Stop Switch to “START.” During cranking only, measure DC voltage. It should read 3-5 VDC. Reconnect Wire 4 to the Voltage Regulator.
RESULTS:
1. If field boost checks good, replace the Voltage Regulator.
2. If voltage is not measured, replace the PCB.
RESULTS:
AC Voltage across Wires 2 and 6 = _________
AC Voltage across Wires 11S and 22S = _________
Proceed to “TEST 4 RESULTS” (top of page 40). Match all results to corresponding column in the chart. The column letter refers to the Problem 4 flow charts on pages 28 and 29.
TEST 5 – CHECK FIELD BOOST
DISCUSSION: Field boost current is delivered to the Rotor only while
the engine is being cranked. This current helps ensure that adequate “pickup” voltage is available to turn the Voltage Regulator on and build AC output voltage.
Figure 7-7. – The Field Boost Circuit
TEST 6 – TEST STATOR DPE WINDING
DISCUSSION: An open circuit in the Stator excitation windings will
result in a loss of unregulated excitation current to the Voltage Regulator. The flow of regulated excitation cur­rent to the Rotor will then terminate and the unit’s AC output voltage will drop to a value that is commensurate with the rotor’s residual magnetism (about 5 - 12 VAC).
Page 39
Section 7
A. Schematic B. Pictorial
226 6
DIAGNOSTIC TESTS
c. Connect one VOM test lead to Stator lead 2 the
other test lead to Stator lead 33. “Infinity” should be indicated.
RESULTS:
1. If the Stator excitation (DPE) windings are open or shorted, replace the Stator assembly.
2. If the excitation windings are good, perform “Insulation Resistance Test”, page 13.
TEST 7 – CHECK SENSING LEADS / POWER
WINDINGS
Figure 7-8. – Stator Excitation Winding
PROCEDURE:
1. Disconnect Wire 2 from the Voltage Regulator.
2. Disconnect Wire 6 from the Voltage Regulator.
3. Set a VOM to its “Rx1” scale and zero the meter.
4. Connect the VOM test leads across the terminal ends of Wires 2 and 6. The VOM should indicate the resistance of the Stator Excitation (DPE) Windings.
EXCITATION “DPE” WINDING RESISTANCE * (Measured Across Wires 2 & 6)
MODEL OHMS
RV45 (5410/5411) 2.59
RV55 (5412/5413) 1.41Ω − 1.63Ω
RV65 (5414/5415) 1.59Ω − 1.84Ω
* Resistance values In ohms () at 20°C. (68°F.).
Actual readings may vary depending on ambient temperature. A tolerance of plus or minus 5% is allowed.
5. Now, set the meter to its “Rx1 K” or “Rx10,000” scale and zero the meter. Test for a “short-to­ground” condition as follows:
a. Connect one meter test lead to Stator lead No.
2, the other test lead to a clean frame ground.
b. The meter should read “Infinity”. Any other read-
ing indicates a “short-to-ground” condition and the Stator should be replaced.
6. Test for a short between windings as follows:
a. Meter should be set to its “Rx1 K” or “Rx10,000”
scale.
b. Connect one meter test lead to Stator lead 2,
the other test lead to Stator lead 11. The meter should read “Infinity”.
DISCUSSION: The Voltage Regulator “regulates” excitation current
flow to the Rotor by electronically comparing sensing voltage to a pre-set reference voltage. The sensing voltage is delivered to the Voltage Regulator via Wires 11S and 22S.
If an open circuit exists in sensing leads 11S or 22S, the normal reaction of an unprotected Regulator would be to increase the excitation current to the Rotor in an effort to increase the actual AC output voltage. This would result in a “full field” condition and an extremely high AC output voltage.
To protect the system against such a high AC output voltage, the Voltage Regulator will shut down if sens­ing voltage signals are lost.
If the regulator shuts down, the generator’s AC output voltage will decrease to a value that is commensurate with the Rotor’s residual magnetism (about 5-12 VAC).
PROCEDURE: Gain access to the generator control panel interior.
Test the Stator power windings, as follows:
1. From main breaker, disconnect Wires 11 and 33.
2. Also disconnect Wires 22 and 44 from the ground terminal.
3. Disconnect Wires 11S and 22S from the Voltage Regulator.
4. Set a VOM to its “Rx1” scale and zero the meter.
5. Connect the meter test leads across Stator leads 11 and 22. Normal power winding resistance should be read.
6. Connect the meter test leads across Stator leads 33 and 44. Normal power winding resistance should be read.
7. Connect the meter test leads across Stator leads 11S and 22S. Normal Power Winding resistance should be read.
Page 40
AC POWER WINDING RESISTANCE * RV45 (Model 5410/5411)
11 33
44
CB2
CB1
BLACKRED
11S 22S 22
ACROSS WIRES: OHMS
11 & 22 0.396
11S & 22S
33 & 44
AC POWER WINDING RESISTANCE * RV55 (Model 5412/5413)
ACROSS WIRES: OHMS
11 & 22
0.396
0.396
0.28Ω − 0.32Ω
11S & 22S 0.28 0.32Ω
33 & 44 0.28 0.32Ω
AC POWER WINDING RESISTANCE * RV65 (Model 5414/5415)
ACROSS WIRES: OHMS
11 & 22
0.209Ω − 0.242Ω
11S & 22S 0.209 0.242Ω
33 & 44 0.209 0.242Ω
* Resistance values In ohms at 20° C. (68° F.).
Actual readings may vary depending on ambient temperature. A tolerance of plus or minus 5% is allowed.
8. Now, set the VOM to its “Rx1 K” or “Rx10,000” scale and zero the meter.
9. Connect the meter test leads across Stator lead 11 and frame ground. “Infinity” should be read.
10. Connect the meter test leads across Stator lead 33 and frame ground. The reading should be “Infinity”.
11. Connect the meter test leads across Stator leads Wire 11 and Wire 33. The reading should be “Infinity”.
12. Connect the meter test leads across Stator leads Wire 11 and Wire 2. The reading should be “Infinity”.
13. Connect the meter test leads across Stator leads Wire 33 and Wire 2. The reading should be “Infinity”.
Section 7
DIAGNOSTIC TESTS
Figure 7-9. – Stator Power Winding Leads
TEST 8 – CHECK BRUSH LEADS
DISCUSSION: In Test 4, if application of battery voltage to the Rotor
did NOT result in an output of about one-half rated voltage, the brush leads could be one possible cause of the problem. This test will check Wires 4 and 0 for an open circuit condition.
PROCEDURE:
1. Set a VOM to its “Rx1” scale and zero the meter.
2. Disconnect Wire 4 from the Voltage Regulator and from the Rotor brush terminal.
3. Connect the VOM test leads across each end of the wire. The meter should read “Continuity”.
4. Disconnect Wire 0 from the Rotor Brush Terminal. Connect one meter test lead to Wire 0. Connect the other test lead to a clean frame ground. The meter should read “Continuity”.
RESULTS:
1. If the Stator passes all steps except Step 7, repair, re-connect or replace Sensing leads 11S and 22S.
2. Replace the Stator if it’s power windings fail the
RESULTS:
1. Repair, reconnect or replace any defective wire(s).
2. If wires check good, go to Test 9.
test. (Note Result No. 1).
3. If the Power Windings test good, perform the “Insulation Resistance Test” on Page 13.
Page 41
Section 7
4 0
DIAGNOSTIC TESTS
Figure 7-10. – Brush Leads
TEST 9 – CHECK BRUSHES & SLIP RINGS
DISCUSSION: Brushes and slip rings are made of special materials
that will provide hundreds of hours of service with little wear. However, when the generator has been idle for some time, an oxide film can develop on the slip rings. This film acts as an insulator and impedes the flow of excitation current to the Rotor.
If Test 4 resulted in less than one-half rated output voltage, it is possible that the brushes and slip rings are at fault.
PROCEDURE:
1. Gain access to the brushes and slip rings.
2. Remove Wire 4 from the positive (+) brush termi­nal.
3. Remove the ground wire (Wire 0) from the nega­tive (-) brush.
4. Remove the brush holder, with brushes.
5. Inspect the brushes for excessive wear, damage, cracks, chipping, etc.
6. Inspect the brush holder, replace if damaged.
7. Inspect the slip rings.
a. If slip rings appear dull or tarnished they may be
cleaned and polished with fine sandpaper. DO NOT USE ANY METALLIC GRIT TO CLEAN SLIP RINGS. (A 400 grit wet sandpaper is rec­ommended).
b. After cleaning slip rings, blow away any sandpa-
per residue.
RESULTS:
1. Replace bad brushes. Clean slip rings, if neces­sary.
2. If brushes and rings are good, go to Test 10.
TEST 10 – CHECK ROTOR ASSEMBLY
DISCUSSION: During the “Test 4 – Fixed Excitation Test,” if AC out-
put voltage did not come up to about one-half rated volts, one possible cause might be a defective Rotor. The Rotor can be tested for an open or shorted condi­tion using a volt-ohm-milliammeter (VOM).
Also see Chapter Three, “INSULATION RESISTANCE TESTS”.
PROCEDURE: Gain access to the brushes and slip rings. Disconnect
Wire 4 and Wire 0 from their respective brushes and remove the brush holder. Then, test the Rotor as fol­lows:
1. Set a VOM to its “Rx1” scale and zero the meter.
2. Connect the positive (+) meter test lead to the positive (+) slip ring (nearest the Rotor bearing). Connect the common (-) test lead to the nega­tive (-) slip ring. Read the resistance of the Rotor windings, in OHMS.
ROTOR RESISTANCE *
MODEL OHMS
RV45 5410/5411 13.4
RV55 5412/5413 14.88
RV65 5414/5415 10.81
* Resistance values In ohms at 20° C. (68° F.).
Actual readings may vary depending on ambient temperature. A tolerance of plus or minus 5% is allowed.
3. Set the VOM to its “Rx1 K” or “Rx10,000” scale and zero the meter.
4. Connect the positive (+) meter test lead to the positive (+) slip ring, the common (-) test lead to a clean frame ground (such as the Rotor shaft). The meter should read “Infinity”.
RESULTS:
1. Replace the Rotor if it fails the test.
2. If Rotor c hecks good , p erform “I nsul atio n Resistance Test,” on Page 14.
Page 42
POSITIVE (+) TEST LEAD
Figure 7-11. – Rotor Assembly
CB2
CB1
3311BLACK
SCHEMATIC
PICTORIAL
RED
TEST 11 – CHECK MAIN CIRCUIT BREAKER
DISCUSSION: The main circuit breaker on the generator panel must
be closed or no output to the load will be available. A defective breaker may not be able to pass current even though it is in the “ON” position.
Section 7
DIAGNOSTIC TESTS
2. If breaker is “OFF”, reset to the “ON” position and check for AC output.
3. If breaker is “ON” and “Continuity” is not mea­sured, replace the defective circuit breaker.
TEST 12 – CHECK LOAD VOLTAGE &
FREQUENCY
DISCUSSION: If engine speed appears to drop off excessively when
electrical loads are applied to the generator, the load voltage and frequency should be checked.
PROCEDURE: Perform this test in the same manner as Test 1, but
apply a load to the generator equal to its rated capac­ity. With load applied check voltage and frequency.
Frequency should not drop below about 60 Hertz with the load applied.
Voltage should not drop below about 120 VAC with load applied.
RESULTS:
1. If voltage and/or frequency drop excessively when the load is applied, go to Test 13.
2. If load voltage and frequency are within limits, end tests.
Figure 7-12. – Main Breaker (Typical)
PROCEDURE: Set the coach main breaker to it’s “OFF” position.
Check that the appropriate main breaker on the gen­erator panel is set to its “ON” (closed) position. Set a VOM to measure resistance and use it to check for continuity across the breaker terminals.
RESULTS:
1. If breaker is “ON” and “Continuity” is measured, go to Test 3.
TEST 13 – CHECK LOAD WATTS &
AMPERAGE
DISCUSSION: This test will determine if the generator’s rated watt-
age/amperage capacity has been exceeded. Continuous electrical loading should not be greater
than the unit’s rated capacity.
PROCEDURE: Add up the wattages or amperages of all loads pow-
ered by the generator at one time. If desired, a clamp­on ammeter may be used to measure current flow. See “Measuring Current” on Page 16.
RESULTS:
1. If the unit is overloaded, reduce the load.
2. If load is within limits, but frequency and voltage still drop excessively, complete Test 2, “Check Stepper Motor Control”. If stepper motor adjust­ment does not correct the problem, go to Problem 8 (Flow Chart, Pages 32 and 33).
Page 43
Section 7
FLOW
PIN 1 - RED WIRE
PIN 2 - BLACK WIRE
DIAGNOSTIC TESTS
TEST 14 – TRY CRANKING THE ENGINE
DISCUSSION: If the Start-Stop Switch on the generator panel is
actuated, but the Fuel Pump does not run (priming function doesn’t work), perhaps battery voltage is not available.
PROCEDURE: Hold the Start-Stop Switch at “START”. The engine
should crank and start.
RESULTS:
1. If the engine cranks normally, but the priming function still doesn’t work, go to Test 20.
2. If engine will not crank, go to Test 16. Refer to Problem 6 of Section 6.
3. If engine cranks but won’t start, go to Problem 7 of Section 6.
4. If engine star ts hard and runs rough, go to Problem 8 of Section 6.
TEST 15 – CHECK FUEL PUMP
Short to Ground:
6. To test for a shorted fuel pump coil, connect one test lead to the Red Wire see Figure 7-14)
. Connect the other test lead to
(Pin 2 of Connector 2,
the fuel pump housing. “Infinity” should be mea­sured.
DISCUSSION: An inoperative Fuel Pump will (a) prevent the priming
function from working and (b) prevent the engine from starting.
PROCEDURE:
1. Remove Fuel Filter and verify that filter is not clogged. Replace filter if necessary.
2. Verify that fuel is available to Fuel Filter inlet. Use an alternative fuel supply if questionable.
3. Remove air filter access panel and air filter. Remove fuel hose from pump. Place a suit­able container to catch fuel from fuel pump line. Activate fuel primer switch. Pump should operate and fuel should flow. If pump does not operate, proceed to Step 4.
4. This step will test the ground wire. Disconnect Connector 2 at the Fuel Pump. Set the VOM to measure resistance. Connect one test lead to the Black wire, (Pin 2 of Connector 2) that goes to the Control Panel (see Figure 7-14). Connect the other test lead to a clean frame ground . “Continuity” should be measured.
5. To test for an open fuel pump coil, connect one test lead to the Red Wire (Pin 1 of Connector 2) going to the fuel pump. Connect the other test lead to the Black Wire (Pin 2 of Connector 2) going to the Fuel Pump (see Figure 7-14). The VOM should indicate Fuel Pump coil resistance of about 29.5 kW. (Current draw of the pump at nominal voltage is approximately 1.4 amperes MAXIMUM).
Figure 7-13. – Electric Fuel Pump
RESULTS:
1. If “Continuity” was not measured in Step 4, repair or replace Wire 0 between Connector 2 and the ground terminal.
2. If “Continuity” is measured in Step 4, but pump does not operate in Step 3, replace the Fuel Pump.
3. If the pump fails Step 5 or Step 6, replace the Fuel Pump.
Note: If desired, a pressure gauge can be attached to the pumps outlet side. Pump outlet pressure should be 2.0 to 3.5 psi.
4. If the pump operates normally, go to Test 28.
Figure 7-14. – Harness to Fuel Pump
Page 44
Section 7
DIAGNOSTIC TESTS
TEST 16 – CHECK 7.5 AMP FUSE
DISCUSSION: If the panel-mounted 7.5 amp fuse (F1) has blown,
engine cranking will not be possible.
Figure 7-15. – 7.5 Amp Fuse
PROCEDURE: Push In on fuse holder cap and turn counterclockwise.
Then, remove the cap with fuse. Inspect the Fuse.
RESULTS: If the Fuse element has melted open, replace the
Fuse with an identical size fuse. If Fuse is good, go to Test 17.
TEST 17 – CHECK BATTERY & CABLES
DISCUSSION: If the engine won’t crank or cranks too slowly, the
battery may be weak or discharged. See “Battery” on Page 22.
PROCEDURE:
1. Inspect the battery cables and battery posts or terminals for corrosion or tightness. Measure the voltage at the terminal of the starter contac­tor and verify 11-12 volts DC is available to the generator during cranking. If voltage is below 11 volts DC, measure at the battery terminals dur­ing cranking. If battery voltage is below 11 volts DC, recharge/replace battery. If battery voltage is above 11 volts DC, check for proper battery cable sizing (see “BATTERY CABLES” on Page 24). If battery or cables are still suspected, connect an alternate battery and cables to the generator and retest.
2. Use a battery hydrometer to test the battery for (a) state of charge and (b) condition. Follow the hydrometer manufacturer’s instructions carefully.
RESULTS:
1. Clean battery posts and cables as necessary. Make sure battery cables are tight.
2. Recharge the battery, if necessary.
3. Replace the battery, if necessary.
4. If battery is good, but engine will not crank, go to Test 18.
TEST 18 – CHECK POWER SUPPLY TO
PRINTED CIRCUIT BOARD
DISCUSSION: If battery voltage is not available to the Printed Circuit
Board (PCB), engine cranking and running will not be possible.
If battery voltage is available to the PCB, but no DC output is delivered to the board’s Wire 56 terminal while attempting to crank, either the Printed Circuit Board is defective or the Start-Stop Switch has failed.
This test will determine if battery voltage is available to the Printed Circuit Board. Test 20 will check the Start-Stop Switch. Test 21 will check the DC power supply to the Printed Circuit Board’s Wire 56 terminal (J1 Connector, Pin 9).
PROCEDURE:
1. Disconnect J1 Connector from the PCB.
2. On the harness end of the J1 Connector, locate J1, Pin 4 (Wire 15) (see Figure 5-3 on Page 22).
3. Set a VOM to read battery voltage. Connect the meter test leads across Printed Circuit Board Terminal J1, Pin 4 and frame ground. The meter should read battery voltage.
4. Set the VOM to measure resistance (“Rx1” scale). Connect one meter test lead to Wire 0, Pin loca­tion J1-11 on the Printed Circuit Board. Connect the other test lead to a clean frame ground. “Continuity” should be measured.
RESULTS:
1. If battery voltage is NOT indicated in Step 3, check continuity of:
a. Wire 13 between Starter Contactor and
Starter Contactor Relay.
b. Wire 13 between Starter Contactor Relay and
7.5 Amp Fuse (F1).
c. Wire 15 to Wire 13 on the 7.5 Amp fuse hold-
er (F1).
Repair, reconnect or Replace bad wiring as nec-
essary.
2. If battery voltage is indicated but engine will not crank, go to Test 20.
3. If “Continuity” was not measured in Step 4, repair or replace Wire 0 between the Printed Circuit Board and the Ground Terminal.
Page 45
SW1
START PRIME
STOP
18
17
0
LED
0712
0
0
8
1
2
3
7
4
5
6
712
712
18
18
17
0
0
JUMPER WIRE
CONTINUITY
DEPRESSED AWAY FROM TERMINAL BEING TESTED
8
1
2
3
7
4
5
6
0000
Section 7 DIAGNOSTIC TESTS
TEST 19 – CHECK CONTINUITY OF WIRE 17
DISCUSSION: A faulty condition in Wire 17 could prevent the unit
from cranking when the Start-Stop switch is held in the “Start” position.
PROCEDURE:
1. Disconnect Wire 17 from its Switch terminal and connect it to frame ground. The engine should crank. If unit cranks, proceed to Step 2. If unit does not crank when grounding Wire 17, go back to Test 18 “Check Power Supply to Printed Circuit Board”, then repeat Step 1. If unit cranks, proceed to Test 20.
2. With Wire 17 still disconnected from SW1, discon­nect the J1 Connector from the PCB.
3. Set a VOM to its “Rx1” scale and zero the meter.
4. Connect one meter test lead to each end of Wire
17.
5. “Continuity” should be measured.
Figure 7-16. – Start-Stop Switch
RESULTS:
1. If “Continuity” is not measured in Step 5, repair or replace Wire 17.
2. If “Continuity” is measured in Step 5, replace PCB.
TEST 20 – CHECK START-STOP SWITCH
DISCUSSION: Engine cranking and startup is initiated when Wire
17 from the Printed Circuit Board (PCB) is connected to frame ground by setting the Start-Stop Switch to “START”.
Engine shutdown occurs when Wire 18 from the PCB is connected to frame ground by the Start-Stop Switch.
A defective Start-Stop Switch can result in (a) failure to crank when the switch is set to “START”, and/or (b) failure to shut down when the switch is set to “STOP”.
PROCEDURE: Refer to Problem 6 (Section 6).
1. Set a VOM to its “Rx1” scale and zero the meter.
2. Remove the 7.5 amp fuse. Disconnect all wires from Start-Stop Switch (SW1).
3. Inspect the ground Wire 0, between the Start­Stop Switch and the grounding terminal. Connect one meter test lead to Wire 0 on SW1. Connect the other test lead to a clean frame ground. “Continuity” should be measured.
Figure 7-17. – Test 20, Step 5
5. Connect one test lead to the Terminal 1 of SW1 (see Figure 7-17). Connect the other test lead to Terminal 2 of SW1. “Continuity” should be mea­sured.
6. Connect one test lead to the Terminal 2 of SW1 (see Figure 7-18). Connect the other test lead to Terminal 3 of SW1. “Continuity” should be mea­sured.
Page 46
CONTINUITY
DEPRESSED AWAY FROM TERMINAL BEING TESTED
8
1
2
3
7
4
5
6
0000
Figure 7-18. – Test 20, Step 6
COMNO
1
613
56
0
1
3
1
6
0
56
RESULTS:
1. If “Continuity” is not measured in Step 3, repair, reconnect or replace Wire 0 (between Start-Stop Switch and ground terminal) as necessary.
2. If the Start-Stop Switch (SW1) failed any part of Steps 2 or 3, replace the switch.
5. If switch tests GOOD, go to Test 21.
Section 7
DIAGNOSTIC TESTS
5. Connect the VOM positive (+) test lead to Wire 56 (Pin Location J1-9) at the Printed Circuit Board. Connect the other test lead to frame ground.
6. Actuate the Start-Stop Switch to the “START” position. The meter should indicate battery volt­age.
RESULTS:
1. If battery voltage was measured in Step 6, but not in Step 4, repair or replace Wire 56 between the Printed Circuit Board and Starter Contactor Relay.
2. If battery voltage was not available in Step 6, replace the Printed Circuit Board.
3. If battery voltage is available in Step 4 but engine does not crank, go to Test 22.
TEST 22 – CHECK STARTER CONTACTOR
RELAY
DISCUSSION: If battery voltage is available to Wire 56 but the engine
won’t crank, the possible cause could be a failed Starter Contactor Relay.
TEST 21 – CHECK POWER SUPPLY TO
WIRE 56
DISCUSSION: If battery voltage is available to the Printed Circuit
Board in Test 18, then DC voltage should be deliv­ered to Wire 56 when the Start-Stop Switch is set to “START” (Test 20). This test will check to see if the Printed Circuit Board is delivering battery voltage to the Wire 56 terminal.
PROCEDURE:
1. Set a VOM to measure DC voltage (12 VDC).
2. Disconnect Wire 56 from its Starter Contactor Relay terminal.
3. Connect the meter positive (+) test lead to the disconnected end of Wire 56. Connect the other test lead to frame ground. No voltage should be indicated.
4. Actuate the Start-Stop Switch to its “START” posi­tion. The meter should indicate battery voltage. If
PROCEDURE:
1. Set the VOM to measure resistance (“R x 1”
2. Set the VOM to measure resistance (“R x 1”
battery voltage is present, stop the procedure.
Figure 7-19. – Starter Contactor Relay
scale). Remove Wire 0 from the Starter Contactor Relay (SCR). Connect one meter test lead to Wire 0, and connect the other meter test lead to frame ground. “Continuity” should be measured. Reconnect Wire 0.
scale). Disconnect Wire 16 and Wire 13 (Wire 13 is 12 VDC isolate from ground) from the Starter Contactor Relay (SCR). Connect one meter test lead to an SCR terminal, and connect the other meter test lead to the remaining SCR terminal.
Page 47
CONNECTING
DIAGRAM
BATTERY
12V
STARTER
SWITCH
PERMANENT MAGNET
30
50
16
STARTER
CONTACTOR
STARTER
MOTOR
STEP 2
TEST POINT
STEP 1
TEST POINT
Section 7 DIAGNOSTIC TESTS
“Infinity” should be measured. Set the Start-Stop Switch to “START”. The meter should now read “Continuity”.
Short to Ground:
3. Set the VOM to measure resistance (“R x 1” scale). Disconnect Wire 56 from the Star ter Contactor Relay (SCR). Connect one meter test lead to the SCR terminal from which Wire 56 was just removed. Connect the other meter test lead to a clean frame ground. Starter Contactor Relay coil resistance of 155 ohms should be measured. If “Continuity” is measured a short to ground exists.
Note: Current draw of the Starter Contactor Relay coil at nominal voltage is approximately 80ma.
RESULTS:
1. If “Continuity” is not measured in Step 1, repair or replace Wire 0 between the Starter Contactor Relay and the ground terminal.
2. If “Continuity” was not measured in Step 2 when the Start-Stop switch was activated to “START”, replace the Starter Contactor Relay.
3. If “Continuity” is measured in Step 2, go to Test
23.
TEST 23 – CHECK STARTER CONTACTOR
DISCUSSION: The Starter Contactor (SC) must energize and it’s
heavy duty contacts must close or the engine will not crank. This test will determine if the Starter Contactor is in working order. The Starter Contactor is connect­ed to the Starter Motor (see Figure 7-20).
PROCEDURE:
1. Carefully inspect the starter motor cable that runs from the Battery to the Starter Motor. Cable con­nections should be clean and tight. If connections are dirty or corroded, remove cable and clean cable terminals and studs. Replace any cable that is defective or badly corroded. Set the VOM to measure DC voltage. Connect the positive (+) meter test lead to the Starter Contactor stud that the battery cable is connected to. Connect the negative (-) meter test lead to a clean frame ground. Battery voltage should be measured (see Figure 7-20, STEP 1 TEST POINT).
2. Set the VOM to measure DC voltage. Disconnect Wire 16 from the Starter Contactor. Connect the positive (+) meter test lead to Wire 16. Connect the negative (-) meter test lead to a clean frame ground. Set the Start-Stop Switch to “START”. Battery voltage should be indicated. Reconnect Wire 16 to the Starter Contactor.
3. Set the VOM to measure DC voltage. Connect the positive (+) meter test lead to the Starter Contactor stud that has the small jumper wire connected to the Starter. Connect the negative (-) meter test lead to a clean frame ground. Set the Start-Stop Switch to “START”. Battery volt­age should be measured (see Figure 7-20, STEP 2 TEST POINT).
RESULTS:
1. If battery voltage was not measured in Step 1, repeat Test 17.
2. If battery voltage was not measured in Step 2, repair or replace Wire 16 between the Starter Contactor Relay (SCR) and the Starter Contactor (SC).
3 If battery voltage was measured in Step 1, but not
in Step 3, replace the Starter Contactor.
4. If battery voltage was measured in Step 3 but the engine still does not crank, go to Test 24.
Figure 7-20. – The Starter Contactor (SC)
Page 48
TEST 24 – CHECK STARTER MOTOR
CONDITIONS AFFECTING STARTER MOTOR PERFORMANCE:
1. A binding or seizing condition in the Starter Motor bearings.
2. A shorted, open or grounded armature.
a. Shorted, armature (wire insulation worn and
wires touching one another). Will be indicated by low or no RPM.
b. Open armature (wire broken) will be indicated
by low or no RPM and excessive current draw.
c. Grounded armature (wire insulation worn and
wire touching armature lamination or shaft). Will
be indicated by excessive current draw or no
PINION
RPM.
3. A defective Starter Motor switch.
4. Broken, damaged or weak magnets.
5. Starter drive dirty or binding.
DISCUSSION: Test 21 verified that Printed Circuit Board action is
delivering DC voltage to the Starter Contactor Relay (SCR). Test 22 verified the operation of the SCR. Test 23 verified the operation of the Starter Contactor (SC). Another possible cause of an “engine won’t crank” problem is a failure of the Starter Motor.
Section 7
DIAGNOSTIC TESTS
Figure 7-21. – Starter Motor (SM)
PROCEDURE: The battery should have been checked prior to this
test and should be fully charged. Set a VOM to measure DC voltage (12 VDC).
Connect the meter positive (+) test lead to the Starter Contactor stud which has the small jumper wire con­nected to the Starter. Connect the common (-) test lead to the Starter Motor frame.
Set the Start-Stop Switch to its “Start” position and observe the meter. Meter should Indicate battery volt­age, Starter Motor should operate and engine should crank.
RESULTS:
1. If battery voltage is indicated on the meter but Starter Motor did not operate, remove and bench test the Starter Motor (see following test).
2. If battery voltage was indicated and the Starter Motor tried to engage (pinion engaged), but engine did not crank, check for mechanical bind­ing of the engine or rotor.
If engine turns over slightly, go to Test 32 “Check and Adjust Valves.”
NOTE: If a starting problem is encountered, the engine itself should be thoroughly checked to eliminate it as the cause of starting difficulty. It is a good practice to check the engine for freedom of rotation by removing the spark plugs and turn­ing the crankshaft over slowly by hand, to be sure it rotates freely.
WARNING! DO NOT ROTATE ENGINE WITH
ELECTRIC STARTER WITH SPARK PLUGS
*
REMOVED. ARCING AT THE SPARK PLUG ENDS MAY IGNITE THE GASOLINE VAPOR EXITING THE SPARK PLUG HOLE.
CHECKING THE PINION: When the Starter Motor is activated, the pinion gear
should move and engage the flywheel ring gear. If the pinion does not move normally, inspect the pinion for binding or sticking.
Figure 7-22. – Check Pinion Gear Operation
TOOLS FOR STARTER PERFORMANCE TEST: The following equipment may be used to complete a
performance test of the Starter Motor:
A clamp-on ammeter. A tachometer capable of reading up to 10,000 rpm. A fully charged 12-volt battery.
MEASURING CURRENT: To read the current flow, in AMPERES, a clamp-on
ammeter may be used. This type of meter indicates current flow through a conductor by measuring the strength of the magnetic field around that conductor.
Page 49
METAL STOCK 1/4" THICK STEEL
12"
1.0"
4"
2"
2.625"
3.5"
0.5"
0.5"
DRILL TWO HOLES — 1/2" FOR STARTER MOUNTING BRACKET
DRILL TWO HOLES — 1/2" FOR MOUNTING TACHOMETER TAP FOR 1/4-20 NC SCREWS
STARTER
CONTACTOR
STARTER
MOTOR
TA CHOMETER
12 VOLT
BATTERY
CLAMP ON
AMP METER
VISE
Section 7 DIAGNOSTIC TESTS
Figure 7-23. – Clamp-On Ammeter
TACHOMETER: A tachometer is available from your Generac Power
Systems source of supply. Order as P/N 042223. The tachometer measures from 800 to 50,000 RPM (see Figure 7-24).
REMOVE STARTER MOTOR: It is recommended that the Starter Motor be removed
from the engine when testing Starter Motor perfor­mance. Assemble starter to test bracket and clamp test bracket in vise (Figure 7-26).
TESTING STARTER MOTOR:
1. A fully charged 12 volt battery is required.
2. Connect jumper cables and clamp-on ammeter as shown in Figure 7-26.
3. With the Starter Motor activated (jump the termi­nal on the Starter Contactor to battery voltage), note the reading on the clamp-on ammeter and on the tachometer (rpm).
Note: Take the reading after the ammeter and tachometer are stabilized, approximately 2-4 seconds.
4. A starter motor in good condition will be within the following specifications:
Minimum rpm 4500
Maximum Amps 50
Note: Nominal amp draw of starter in generator is 60 amps.
TEST BRACKET: A starter motor test bracket may be made as shown in
Figure 7-25.
Page 50
Figure 7-24. – Tachometer
Figure 7-25. – Test Bracket
Figure 7-26. – Testing Starter Motor Performance
Section 7
REGULATOR
PRIMARY REGULATOR
11 - 14" WATER COLUMN
CARBURETOR
VAPOR WITHDRAWAL TANK
GAS IN
TO CARBURETOR
DIAGNOSTIC TESTS
TEST 25 – CHECK FUEL SUPPLY
DISCUSSION (GASOLINE MODELS): If the engine cranks but won’t start, don’t overlook the
obvious. The fuel supply may be low. Many RV gener­ator installations “share” the fuel tank with the vehicle engine. When such is the case, the Installer may have used a generator fuel pickup tube that is shorter than the vehicle engine’s pickup tube. Thus, the generator will run out of gas before the vehicle engine.
PROCEDURE: Check fuel level in the supply tank. Attach a fresh fuel
supply if necessary and restart. Fuel may be stale, causing a hard start.
RESULTS:
1. If necessary, replenish fuel supply.
2. If fuel is good, go to Test 26 (for Problem 7, Section 6). Go to Test 29 for Problem 8 (Section 6).
DISCUSSION (LPG MODELS): LP gas is stored in pressure tanks as a liquid. The gas
systems used with these generators were designed only for vapor withdrawal type systems. Vapor with­drawal systems use the gas vapors that form above the liquid fuel in the tank. Do NOT attempt to use the generator with any liquid withdrawal type system.
• Forbestresults,theprimaryregulatorsuppliesgas­eous fuel to the secondary regulator at 11 inches water column. Do NOT exceed 14 inches water col­umn.
• The installer must besurethe primaryregulator is
rated at sufficient gas flow to operate the generator plus all other gas appliances in the circuit.
NOTE: Recommended MINIMUM gas flow rate for all air-cooled RV series generators is 67 cubic feet per hour.
If an existing primary gas regulator does not have a sufficient flow capacity for the generator and other gas appliances in the circuit, (a) install a primary regulator with adequate flow rate, or (b) install a separate regulator only and rated at least 67 cubic feet per hour. The inlet side of any pri­mary regulator that supplies the generator must connect directly to a gas pressure tank. Do NOT tee the generator line into a gas circuit feeding other areas.
CAUTION! Use only approved components in
the fuel supply system. All components must
$
be properly installed in accordance with appli­cable codes. Improper installation or use of unauthorized components may result in fire or an explosion. Follow approved methods to test the system for leaks. No leakage is per­mitted. Do not allow fuel vapors to enter the vehicle interior.
LP gas vapors should be supplied to the second­ary regulator inlet at about 11 inches water column (positive pressure). The engine pistons draw air in during the intake stroke (Figure 7-28). This air passes through a carburetor venturi, which creates a low pressure that is proportional to the quantity of air being pumped. The low pressure from the carburetor venturi acts on the regulator diaphragm to pull the diaphragm toward the source of low pressure. A lever attached to the diaphragm opens a valve to permit gas glow through the carburetor.
Figure 7-27 – Typical Propane Gas Fuel System
Gas pressure delivered to the solenoid valve must be properly regulated by means of a primary gas regula­tor. Mount the primary regulator at the gas tank outlet or in the supply line from the gas tank. The following rules apply:
Figure 7-28 – LP Gas Carburetion Diagram
Page 51
GAS
PRE
SSURE
BRASS H
OS
E
FITTIN
G
FUEL H
OSE
Section 7 DIAGNOSTIC TESTS
The greater the airflow through the carburetor venturi, the lower the pressure at the venturi throat. The lower the pressure at the venturi throat, the greater the dia­phragm movement, and the greater the movement of the regulator valve. The more the regulator valve opens, the greater the gas flow that is proportional to airflow through the generator.
The following facts about the secondary regulator must be emphasized:
• The regulator must be sensitive to venturi throat
pressure changes throughout the operating range.
• The regulator must be properly adjusted so it will
stop the flow of gas when the engine is not running (no air flow through the carburetor).
• The slightest airflow (and vacuum in the venturi
throat) should move the regulator valve off its seat and permit gas to flow.
PROCEDURE: A water manometer or a gauge that is calibrated in
“ounces per square inch” may be used to measure the fuel pressure. Fuel pressure at the inlet side of the LPG Shut Off Valve should be between 11-14 inches water column as measured with a manometer. The LP system must be able to maintain 11-14 inches water column under all load requirements.
1. Turn LP supply to generator off.
2. Remove the Gas Pressure Tap from the fuel regu­lator and install manometer to this port.
3. Turn LP supply to generator on, the gauge should read 11-14 inches water column.
4. For Problem 8 only (Section 6), start the engine and the gauge should read 11-14 inches water column.
2. If the LP gas pressure is between 11-14 inches water Column, proceed to Test 26 for Problem 7 (Section 6). Proceed to Test 29 for Problem 8 (Section 6).
TEST 26 – CHECK WIRE 14 POWER SUPPLY
DISCUSSION: When the engine is cranked, Printed Circuit Board
action must deliver battery voltage to the Wire 14 cir­cuit, or the engine will not start. This is because the Wire 14 circuit will operate the Fuel Pump and Fuel Solenoid on Gasoline models. On LP models it oper­ates the LPG Shut-off valve.
PROCEDURE: Inside the generator panel, locate the 4-tab Connector
(Figure 7-30). Then, proceed as follows:
Figure 7-30. – The 4-tab Connector
1. Set a VOM to read battery voltage (12 VDC).
2. Connect the meter positive (+) test lead to the 4­tab Connector, the common (-) test lead to frame ground.
3. Crank the engine and the meter should read bat­tery voltage. If battery voltage is not measured, proceed to Step 4.
4. Check Wire 14 for poor connection from the 4-tab Connector to the Printed Circuit Board.
5. Crank the engine. The meter should indicate bat­tery voltage.
Figure 7-29. – Fuel Regulator
RESULTS:
1. If the LP gas pressure is less than 11-14 inches water column the fuel supply system must be corrected in order to maintain 11-14 inches water column.
Page 52
RESULTS:
1. If the meter indicated battery voltage, go to Test 20 “Check Start-Stop Switch”.
2. If battery voltage was NOT indicated in Step 3 but is indicated in Step 5, check Wire 14 between the 4-tab Connector and the Printed Circuit Board.
a. Repair, reconnect or replace Wire 14 as neces-
sary.
3. If battery voltage was not indicated in Step 5, replace the Printed Circuit Board.
Section 7
WIRE 18
AT PIN LOCATION B
E
G
F
H
A
B C
D
DIAGNOSTIC TESTS
DISCUSSION: Wire 18 controls sending the STOP signal to the
Printed Circuit Board. Coach manufacturers some­times install a 15 to 30 foot remote harness. If unit shuts down or will not start, a possible ground exists on Wire 18.
PROCEDURE:
1.
Disconnect the customer installed remote harness connector from the generator. Then press the gen­erator Start-Stop switch to the If generator starts and continues to run, a short is present in the coach remote harness. Repair or replace the remote harness.
2. Remove the J1 connector from the Printed Circuit Board. Set the VOM to measure resis­tance. Connect one test lead to Pin Location J1-
2. Connect the other test lead to a clean frame ground. “Infinity” should be measured.
Figure 7-31. – Remote Harness Connector
3. Connect one test lead to Pin Location B on the Remote Harness connector (see Figure 7-31). Connect the other test lead to a clean frame ground. “Infinity” should be measured.
RESULTS:
1. If “Continuity” is measured in Step 2, repair or replace shorted Wire 18 between J1 Connector and Start-Stop Switch.
2. If “Continuity” was measured in Step 3, repair or replace shorted Wire 18 between J1 Connector and remote panel connector.
3. If Wire 18 checks GOOD, proceed to Problem 8 (Section 6).
TEST 27 – CHECK WIRE 18
“START”
position.
TEST 28 – CHECK FUEL SOLENOID
(GASOLINE MODELS)
DISCUSSION: If the Fuel Solenoid fails to open, the engine will not
start.
PROCEDURE:
1. Remove Control Panel cover. Remove Wire 56 from the Starter Contactor Relay. This will prevent the unit from cranking during test (see Figure 7­19, Page 47).
2. Remove air filter cover. Disconnect Connector 2 which connects to the fuel pump.
3. Activate the Start-Stop Switch (SW1) to the “START” position and hold. This will activate the fuel solenoid. The fuel solenoid should energize and produce an audible click. If the fuel solenoid does not operate, proceed to Step 4. Reconnect Connector 2 back to the fuel pump.
4. Set the VOM to measure DC voltage. Disconnect Wire 14 from the Fuel Solenoid. Connect the posi­tive (+) meter test lead to Wire 14 that goes to the control panel. Connect the negative (-) test lead to a clean frame ground. Activate the Start-Stop Switch (SW1) to the “START” position and hold. Battery voltage should be measured.
5. Set the VOM to measure resistance. Disconnect Wire 0 from the Carburetor at the bullet connec­tor. Connect one test lead to Wire 0 that goes to the control panel. Connect the other test lead to a clean frame ground. “Continuity” should be mea­sured.
6. Connect one test lead to the Green Wire going to the carburetor. Connect the other test lead to the carburetor body. “Continuity” should be measured.
Short to Ground:
7. Set the VOM to measure resistance. Disconnect the bullet connector going to the Fuel Solenoid. Connect one meter test lead to the Red Wire going to the Fuel Solenoid. Connect the other meter test lead to the Fuel Solenoid housing. A reading of 38.0 ohms should be measured. If very low resistance is measured, a short to ground exists. (Fuel Solenoid coil resistance is approximately 38.0 ohms. Current draw of the Fuel Solenoid at nominal voltage is approximately 331 milliamps or 0.331 amps).
RESULTS:
1. If the Fuel Solenoid passes Steps 4 & 5 but does NOT operate in Step 3, replace or repair Fuel Solenoid.
2. If battery voltage is not measured in Step 4, repair or replace Wire 14 between the 4-tab Connector and the Fuel Solenoid.
Page 53
SPARK TESTER CLAMP GROUNDED TO CYLINDER HEAD
SPARK TESTER
SPARK PLUG BOOT
SPARK TESTER CLAMP CONNECTED TO SPARK PLUG
SPARK TESTER
SPARK PLUG BOOT
Section 7 DIAGNOSTIC TESTS
3. If “Continuity” is not measured in Step 5, repair or replace Wire 0 between the Fuel Solenoid and ground terminal.
4. If “Continuity” is not measured in Step 6, repair or replace Carburetor ground wire.
5. If the Fuel Solenoid operates, proceed to Test 29.
TEST 29 – CHECK IGNITION SPARK
DISCUSSION: A problem in the engine ignition system can cause
any of the following:
• Enginewillnotstart.
• Enginestartshard,runsrough.
A commercially available spark tester may be used to test the engine ignition system. One can also be pur­chased from Generac Power Systems (P/N 0C5969).
PROCEDURE:
1. Disconnect a high tension lead from a spark plug.
2. Attach the high tension lead to the spark tester terminal.
3. Ground the spark tester clamp by attaching to the cylinder head (see Figure 7-32).
6. If spark jumps the tester gap intermittently, the problem may be in the Ignition Magneto. Proceed to Test 31.
Figure 7-33. – Checking Engine Miss
RESULTS:
1. If no spark or if engine miss is apparent, go to Test 31.
2. If ignition spark is good, go to Test 30.
Figure 7-32. – Testing Ignition System
4. Crank the engine rapidly. Engine must be crank­ing at 350 rpm or more. If spark jumps the tester gap, you may assume the ignition system is work­ing properly. Repeat on remaining cylinder spark plug.
5. To determine if an engine miss is ignition related, connect the spark tester in series with the high tension lead and the spark plug. Then, start the engine. If spark jumps the tester gap at regu­lar Intervals, but the engine miss continues, the problem may be in the spark plug or fuel system. Repeat on remaining cylinder spark plug. Proceed to Test 30.
CYLINDER BALANCE TEST: If the engine is hard starting, runs rough, misses or
lacks power, perform a cylinder balance test to deter­mine whether both cylinders are operating to their full potential.
Tools Required:Two Ignition Testers (Generac P/N
0C5969)
Attach an ignition tester between the spark plug lead and each spark plug (Figure 7-33).
Start and run engine running at top no load speed and note spark at ignition testers. If the spark is equal at both ignition testers, the problem is not ignition related. A spark miss will be readily apparent. Now note RPM of engine. Ground out one cylinder by con­tacting ignition tester and a good ground on engine as shown in Figure 7-34. Note RPM loss. Reattach plug wire then repeat procedure with the other cylinder. Note the RPM loss. If the difference between the two cylinders does not exceed 75 RPM, the amount of work the two cylinders are doing should be consid­ered equal.
If the RPM loss is greater than 75 RPM this indicates that the grounded cylinder with the least RPM loss is the weakest of the two cylinders. Look to that cylinder for a problem.
Example:
Engine RPM - Both Cylinders = 2570 RPM Engine RPM - No. 1 Cylinder Grounded = 2500 RPM
Engine RPM - No. 2 Cylinder Grounded = 2300 RPM
Conclusion: No. 1 cylinder is weakest of the two cylinders.
Page 54
Figure 7-34. – Cylinder Balance Test
SET PLUG GAP AT 0.030 inch
(0.76 mm)
SPARK PLUG HIGH TENSION LEAD
SPARK PLUG BOOT
IGNITION COIL
The cylinder balance test will also detect a cylinder that is not functioning. When grounding out one cylin­der there will be no RPM loss. When the other cylin­der is grounded out the engine will stop.
TEST 30 - CHECK SPARK PLUGS
DISCUSSION: During Test 29, if spark jumped the tester gap, the
ignition system must be functioning properly. However, if the engine misses the spark plug itself may be fouled.
Section 7
DIAGNOSTIC TESTS
2. If spark plugs are good for gasoline models, go to Test 33. For LPG models, go to Test 32.
TEST 31 – CHECK AND ADJUST IGNITION
MAGNETOS
DISCUSSION: The ignition system used on GT-530 engines is a
solid-state (breakerless) type. The system utilizes a magnet on the engine flywheel to induce a relatively low voltage into an ignition magneto assembly. Ignition magneto internal components increase the voltage and deliver the resulting high voltage across the spark plug gap.
The ignition magneto houses a solid state-circuit board that controls ignition timing. Timing is fixed and spark advance is automatic.
Major components of the ignition system include (a) two ignition magneto assemblies, (b) the spark plugs, (c) the engine control printed circuit board and (d) the engine flywheel.
Solid-state components encapsulated in the ignition magneto are not accessible and cannot be serviced. If the magneto is defective, the entire assembly must be replaced. The air gap between the magneto and the flywheel magnet is between 0.012” to 0.015”.
The ignition magneto assembly (Figure 7-36) consists of (a) ignition magneto, (b) spark plug high tension lead and (c) spark plug boot.
PROCEDURE: Remove spark plugs. Clean with a commercial sol-
vent. DO NOT BLAST CLEAN SPARK PLUGS. Replace spark plugs if badly fouled, if ceramic is cracked, or if badly worn or damaged. Set gap to
0.030 inch (0.76mm). Use a NGK BPR6HS (or equiv­alent) replacement spark plug.
RESULTS:
1. Clean and regap or replace sparks plug as neces-
Figure 7-35 – Setting Spark Plug Gap
sary.
Figure 7-36. – Ignition Magneto Assembly
In Test 29, a spark tester was used to check for engine ignition. If sparking or weak spark occurred, one possible cause might be the ignition magneto(s). This test consists of adjusting the air gap between the ignition magneto(s) and the flywheel. The flywheel and flywheel key will also be checked during this test. If no sparking occurs, the ground harness may be at fault.
PROCEDURE:
1. Disconnect the J1 connector from the Printed Circuit Board. Carefully remove Wire 18A from Pin Location J1-14. Connect the J1 connector back to the Printed Circuit Board. Repeat Test 29 “Check Ignition Spark”. If the unit now produces spark go
Page 55
A
B
C
ENGINE GROUND HARNESS
POSITIVE METER
TEST LEAD
NEGATIVE METER
TEST LEAD
Section 7 DIAGNOSTIC TESTS
to Step 2. If the unit does not produce spark or has weak spark go to Step 4.
2. Do the following:
a. Set a VOM to measure resistance. Connect
the positive (+) meter test lead to Wire 18A (Wire 18A still removed from the J1 connec­tor) Connect the negative (-) meter test lead to a clean frame ground. “Infinity” should be measured, or 0.5 to 1M ohms, depending upon the type of VOM used. If “Continuity” is measured proceed to Step 12.
b. Set a VOM to the diode test range. Attach the
negative (-) meter test lead to Pin Location J1-14 on the Printed Circuit Board. (Wire 18A still removed from the J1 connector) Attach the positive (+) meter test lead to frame ground. Set the Start-Stop Switch to “START”. “Infinity” should be measure during crank­ing and running. If the VOM does not have a diode test range, set VOM to measure resis­tance again. “Infinity” should be measured.
3. If Step 1 produced spark and Step 2 tested good, set the VOM to measure DC voltage. Connect one test lead to Wire 15 (J1-4) on PCB. Connect the other test lead to frame ground. Battery voltage should be measured. Verify that Wire 15 is con­nected to J1 and that Wire 14 is connected to J1­5; if reversed the unit will produce no spark.
4. Rotate the flywheel until the magnet is under the module (armature) laminations (see Figure 7-37).
5. Pl ace a 0. 012-0.015 inch thickness ga uge between the flywheel magnet and the module laminations.
7. Tighten both mounting screws.
8. To remove the thickness gauge, rotate the fly­wheel.
9. Repeat the above procedure for the second mag­neto.
10. Repeat Test 55 and check for spark across the spark tester gap.
11. If air gap was not out of adjustment, test ground wires.
12. Set the VOM to the diode test position. The meter will display forward voltage drop across the diode. If the voltage drop is less than 0.7 volts, the meter will “Beep” once as well as display the voltage drop. A continuous tone indicates “Continuity” (shorted diode). An incomplete circuit (open diode) will be displayed as “OL.”
13. Disconnect the engine ground harness from the ignition magnetos and stud connector (see Figure 7-38).
RESULTS:
1. If “Infinity” was not measured in Step 2b, replace the Printed Circuit Board.
Note: If VOM was set to Diode test, a reading of
0.5 volts would be observed when the Start-Stop
Switch is set to “STOP”. If the VOM was set to resistance, a reading of 0.5 to 1.5M ohms would be measured. During cranking and running this reading should go to “Infinity”. Verify that the meter leads were properly connected as per Step 2 instructions.
2. If battery voltage was not measured in Step 3, reconnect Wire 15 and Wire 14 to their correct terminal locations.
6. Loosen the mounting screws and let the magnet
Page 56
Figure 7-37. – Setting Ignition Magneto
(Armature) Air Gap
pull the magneto down against the thickness gauge.
Figure 7-38. – Engine Ground Harness Test Points
Section 7
FEELER GAUGE
ALLEN WRENCH
CROW'S FOOT
DIAGNOSTIC TESTS
3. If “Infinity” was not measured in Step 15, repair or replace grounded Wire 18A between the J1 Connector and the insulated ter minal stud or defective insulated terminal stud.
4. If sparking still does not occur after adjusting the armature air gap, testing the ground wires and performing the basic flywheel test, replace the ignition magneto(s).
Note: Before replacing the Ignition Magneto, check the Flywheel Magnet.
CHECKING FLYWHEEL MAGNET: The flywheel magnet rarely loses its magnetism. If you
suspect a magnet might be defective, a rough test can be performed as follows:
1. Place the flywheel on a wooden surface.
2. Hold a screwdriver at the extreme end of its han­dle and with its point down.
3. Move the tip of the screwdriver to about 3/4 inch (19mm) from the magnet. The screwdriver blade should be pulled in against the magnet.
FLYWHEEL KEY: In all cases, the flywheel taper is locked on the crank-
shaft taper by the torque of the flywheel nut. A keyway is provided for alignment only and theoretically carries no load.
If the flywheel key becomes sheared or even partially sheared, ignition timing can change. Incorrect timing can result in hard starting or failure to start.
Remove and inspect flywheel key for damage.
1. Loosen the rocker arm jam nut. Use a 10mm allen wrench to turn the pivot ball stud while checking the clearance between the rocker arm and valve stem with a feeler gauge (see Figure 7-39).
2. When clearance is correct, hold the pivot ball stud with the allen wrench and tighten the rocker arm jam nut to the specified torque with a crow’s foot. After tightening the jam nut, recheck valve clear­ance to make sure it did not change.
TORQUE SPECIFICATION
ROCKER ARM JAM NUT 174 inch-pounds
Figure 7-39 – Adjusting Valve Clearance
TEST 32 – CHECK VALVE ADJUSTMENT
DISCUSSION: The valve lash must be adjusted correctly in order to pro-
vide the proper air/fuel mixture to the combustion chamber.
ADJUSTING VALVE CLEARANCE: Adjust valve clearance with the engine at room tem-
perature. The piston should be at top dead center (TDC) of its compression stroke (both valves closed).
An alternative method is to turn the engine over and position the intake valve fully open (intake valve spring compressed) and adjust the exhaust valve clearance. Turn the engine over and position the exhaust valve fully open (exhaust valve spring compressed) and adjust the intake valve clearance.
Correct valve clearance is given below, in INCHES (MILLIMETERS).
Intake Valve 0.002-0.004 (0.05-0.1) Exhaust Valve 0.002-0.004 (0.05-0.1)
Figure 7-40 – Tightening the Jam Nut
INSTALL ROCKER ARM COVER
1. Use a new rocker arm cover gasket. Install the rocker arm cover and retain with four screws.
RESULTS: Adjust valves to specification and retest. If problem
continues, go to Test 35.
Page 57
CHOKE
SOLENOID
BI-METAL
HEATER
SCREWS
STEPPER
MOTOR
Section 7 DIAGNOSTIC TESTS
TEST 33 – CHECK CARBURETION
DISCUSSION: If the engine cranks but will not start, one possible
cause of the problem might be the carburetion system.
PROCEDURE: Before making a carburetion check, be sure the fuel sup-
ply tank has an ample supply of fresh, clean gasoline. Check that all shutoff valves are open and fuel flows
freely through the fuel line. Make sure the automatic choke operates properly. If the engine will not start, remove and inspect the spark
plug. If the spark plug is wet, look for the following:
❏Overchoking. ❏Excessively rich fuel mixture. ❏Water in fuel. ❏Intake valve stuck open. Needle/float stuck open.
If the spark plug is dry look for the following:
Leaking carburetor mounting gaskets. Intake valve stuck closed. Inoperative fuel pump. Plugged fuel filter(s). Varnished carburetor
If the engine starts hard or will not start, look for the following:
❏Physical damage to the AC generator. Check the
Rotor for contact with the Stator.
❏Starting under load. Make sure all loads are discon-
nected or turned off before attempting to crank and start the engine.
❏Check that the automatic choke is working properly.
TEST 34 – CHECK CHOKE SOLENOID
DISCUSSION: The automatic choke is active only during cranking.
When the Star t-Stop Switch is held at “START”, a crank relay on the Printed Circuit Board is energized closed to (a) crank the engine and (b) deliver a cyclic voltage to the Choke Solenoid via Wire 14. The Choke Solenoid will be pulled in for about two seconds, then deactivate for about two seconds. This cyclic choking action will continue as long as the engine is being cranked.
PROCEDURE:
1. Operational Check: Crank the engine. While cranking, the choke solenoid should pull in about every 2 seconds (2 seconds ON, 2 seconds OFF). If the choke solenoid does not pull in, try adjusting the choke as follows.
2. Pre-Choke Adjustment: With the CHOKE SOLENOID not actuated, the carburetor CHOKE PLATE should be approximately 1/8 Inch from its full open position. Verify choke is completely open once engine is warmed up. If not, power will be down and emissions will be up. Adjust position of BI-METAL HEATER ASSEMBLY by loosening screws until unit starts when cold and the choke closes when engine is up to temperature. Tighten the screws to complete the adjustment.
RESULTS: If problem has not been solved, go to Test 34. If car-
buretor is varnished, clean or replace.
1. Remove fuel line at carburetor and ensure that there is an adequate amount of fuel entering the carburetor.
2. Remove the float bowl and check to see if there is any foreign matter in bottom of carburetor bowl.
3. The float is plastic and can be removed for access to the needle so it can be cleaned.
4. With all of this removed carburetor cleaner can be used to clean the rest of the carburetor before reassembly.
5. After cleaning carburetor with an approved carbu­retor cleaner, blow dry with compressed air and reassemble.
Shelf life on gasoline is 30 days. Proper procedures need to be taken for carburetors so that the fuel doesn’t varnish over time. A fuel stabilizer must be used at all times in order to ensure that the fuel is fresh at all times.
Page 58
Figure 7-41. – Automatic Choke Assembly
3. Choke Solenoid Adjustment: Loosen the screws that retain the CHOKE SOLENOID to its brack­et. Slide the CHOKE SOLENOID in the slotted holes of the bracket to adjust axial movement of the SOLENOID PLUNGER. Adjust SOLENOID PLUNGER movement until, with the carburetor CHOKE PLATE 0.5mm from closed, the CHOKE SOLENOID is bottomed in its coil (plunger at full actuated position). With the CHOKE PLATE
0.5mm from closed and the plunger bottomed
Section 7
CHOKE CONTROL ROD
CHOKE SOLENOID MOVES VERTICALLY
PLUNGER
1
3
90
2
2
3
1
14
14
TO CONTROL
PANEL
TO CHOKE
SOLENOID
DIAGNOSTIC TESTS
in its coil, tighten the two screws. Verify that the choke solenoid plunger and linkage move freely without any drag or resistance that may restrict movement.
Figure 7-42. – Choke Solenoid Adjustment
4. Disconnect Connector 3: Set the VOM to measure DC voltage. Connect the positive (+) test lead to Wire 90 (Pin 2) of Connector 3 going to the control panel. Connect the negative (-) test lead to frame ground. Activate the Start-Stop Switch to “START.” During cranking, battery voltage should be mea­sured cyclically every two seconds.
5. If battery voltage was not measured in Step 4, check at J1 Connector: Connect positive (+) test lead to Pin Location J1-2 at the Printed Circuit Board. Connect the negative (-) test lead to frame ground. Activate the Start-Stop Switch to “START.” During cranking, battery voltage should be mea­sured cyclically every two seconds.
6. Set the VOM to measure resistance. Connector 3 from the Choke Solenoid.
Disconnect
Connect one test lead to Wire 0 (Pin 1) of Connector 3, going to the control panel. Connect the other test lead to frame ground. “Continuity” should be mea­sured.
7. Set the VOM to measure resistance. Disconnect Connector 3. Connect one meter test lead to Wire 90 (Connector 3, Pin 2) going to the Choke Solenoid. Connect the other meter test lead to Wire 0 (Connector 3, Pin 1). Approximately 3.7 ohms should be measured. (Current draw of Choke Solenoid at nominal voltage is 3.4 amps).
Short to Ground:
8. Set the VOM to measure resistance. Disconnect Connector 3. Connect one meter test lead to Wire 90 (Connector 3, Pin 2). Connect the other meter test lead to the metal Choke Solenoid housing. “Infinity” should be measured. If “Continuity” is measured, a short to ground exists.
RESULTS:
1. If Choke operation is good, go to Test 32 for Problem 7, “Engine Cranks but Won’t Start” (Section 6). Go to Test 41 for Problem 8, “Engine Starts Hard and Runs Rough”.
2. If battery voltage was measured in Step 5 but not measured in Step 4, repair or replace Wire 90 between Printed Circuit Board (PCB) and Connector 3.
3. If battery voltage is not measured in Step 5 during engine cranking, replace PCB.
4. If “Continuity” is not measured in Step 6, repair or replace Wire 0 between the ground terminal and Connector 3.
5. If Choke Solenoid coil resistance is not mea­sured or is incorrect in Step 7, replace the Choke Solenoid.
Figure 7-43. – Connector 3
TEST 35 – CHECK ENGINE / CYLINDER LEAK
DOWN TEST / COMPRESSION TEST
GENERAL: Most engine problems may be classified as one or a
combination of the following:
❏Will not start. Starts hard. Lack of power. Runs rough. Vibration. Overheating. High oil consumption.
Page 59
Section 7 DIAGNOSTIC TESTS
DISCUSSION: The Cylinder Leak Down Tester checks the sealing
(compression) ability of the engine by measuring air leakage from the combustion chamber. Compression loss can present many different symptoms. This test is designed to detect the section of the engine where the fault lies before disassembling the engine.
PROCEDURE:
1. Remove a spark plug.
2. Gain access to the flywheel. Remove the valve cover.
3. Rotate the engine crankshaft until the piston reaches top dead center (TDC). Both valves should be closed.
4. Lock the flywheel at top dead center.
5. Attach cylinder leak down tester adapter to spark plug hole.
6. Connect an air source of at least 90 psi to the leak down tester.
7. Adjust the regulated pressure on the gauge to 80 psi.
8. Read the right hand gauge on the tester for cyl­inder pressure. 20 percent leakage is normally acceptable. Use good judgement, and listen for air escaping at the carburetor, the exhaust, and the crankcase breather. This will determine where the fault lies.
9. Repeat Steps 1 through 8 on remaining cylinder.
RESULTS:
❏Air escapes at the carburetor – check intake valve. ❏Air escapes through the exhaust – check exhaust
valve.
❏Air escapes through the breather – check piston
rings.
❏Air escapes from the cylinder head – the head gas-
ket should be replaced.
PROCEDURE:
1. Remove both spark plugs.
2. Insert a compression gauge into either cylinder.
3. Crank the engine until there is no further increase in pressure.
4. Record the highest reading obtained.
5. Repeat the procedure for the remaining cylinder and record the highest reading.
RESULTS: The difference in pressure between the two cylinders
should not exceed 25 percent. If the difference is greater than 25 percent, loss of compression in the lowest reading cylinder is indicated.
Example 1: If the pressure reading of cylinder #1 is 165 psi and of cylinder #2, 160 psi, the difference is 5 psi. Divide “5” by the highest reading (165) to obtain the percentage of 3.0 percent.
Example 2: No. 1 cylinder reads 160 psi; No. 2 cylinder reads 100 psi. The difference is 60 psi. Divide “60” by “160” to obtain “37.5” percent. Loss of compression in No. 2 cylinder is indicated.
If compression is poor, look for one or more of the fol­lowing causes:
Loose cylinder head bolts. Failed cylinder head gasket. Burned valves or valve seats. Insufficient valve clearance. Warped cylinder head. Warped valve stem. Worn or broken piston ring(s). Worn or damaged cylinder bore. Broken connecting rod. Worn valve seats or valves. Worn valve guides.
NOTE: Refer to Engine Service manual P/N xxxxxx for further engine service information.
CHECK COMPRESSION: Lost or reduced engine compression can result in (a)
failure of the engine to start, or (b) rough operation. One or more of the following will usually cause loss of compression:
Blown or leaking cylinder head gasket. Improperly seated or sticking-valves. Worn Piston rings or cylinder. (This will also result in
high oil consumption).
NOTE: It is extremely difficult to obtain an accu­rate compression reading without special equip­ment. For that reason, compression values are not published for the V-Twin engine. Testing has proven that an accurate compression indication can be obtained using the following method.
Page 60
TEST 36 – CHECK OIL PRESSURE SWITCH
DISCUSSION: Also see “Operational Analysis” on Pages 18-23. The
Low Oil Pressure Switch is normally-closed, but is held open by engine oil pressure during cranking and startup. Should oil pressure drop below a safe level, the switch contacts will close to ground the Wire 85 circuit. Printed Circuit Board action will then initiate an automatic shutdown.
If the switch fails CLOSED, the engine will crank and start, but will then shut down after a few seconds.
If the switch fails OPEN, low oil pressure will not result in automatic shutdown.
Figure 7-44. – Oil Pressure Switch
PROCEDURE:
1. Check engine oil level. If necessary, replenish oil level to the dipstick “FULL” mark.
2. Set a VOM to its “Rx1” scale and zero the meter.
3. Connect the meter test leads across the switch terminals, with engine shut down. The meter should read “Continuity”. A small amount of resis­tance is acceptable.
4. Crank the engine. Oil pressure should open the switch contacts at some point while cranking and starting. Meter should then indicate “Infinity”.
5. If the contacts did not open in Step 5, remove the low oil pressure switch and connect an oil pressure gauge in it’s place. Start the engine and measure oil pressure. Pressure should be above 10 psi.
Section 7
DIAGNOSTIC TESTS
2. Locate Pin Location J1-6 on the harness end of the J1 Connector.
3. Remove Wire 86 from the Low Oil Pressure switch (LOP).
4. Set a VOM to its “Rx1” scale and zero the meter.
5. Insert one meter test lead into the end of Wire 86 disconnected from the LOP. Insert the other meter test lead into Pin Location J1-6 on the harness end of the J1 Connector.
RESULTS:
1. If “Continuity” is not indicated, repair or replace Wire 86.
2. If “Continuity” is indicated, replace the Printed Circuit Board.
TEST 38 – TEST OIL TEMPERATURE SWITCH
DISCUSSION: If the engine cranks, starts and then shuts down,
one possible cause of the problem may be a high oil temperature condition. Protective shutdown is a nor­mal occurrence if the oil temperature switch exceeds approximately 270° F for gasoline units, or 284° F for LP units.
RESULTS:
1. In Step 3, if “Continuity” is not indicated, replace the switch.
2. If oil pressure checked good in Step 5, but Step 4 measured “Infinity,” replace the low oil pressure switch.
3. If oil pressure is below 10 psi, determine cause of low oil pressure. Verify that the oil is the proper viscosity for the climate and season.
4. If all steps check GOOD, go to Test 37.
TEST 37 – CHECK WIRE 86 FOR CONTINUITY
PROCEDURE:
1. Disconnect the J1 Connector from the Printed Circuit Board.
Figure 7-45. – Oil Temperature Switch
PROCEDURE:
1. Remove Wire 85 from Oil Temperature Switch terminal and start the generator. If engine starts and runs now, but shuts down when Wire 85 is connected to the switch terminal, the following possibilities exist:
a. Oil temperature is too high. b. The oil temperature switch has failed closed or
is shorted to ground.
2. Remove the switch and place its sensing tip into oil (Figure 7-46). Place a thermometer into the oil.
Page 61
Section 7 DIAGNOSTIC TESTS
3. Connect the test leads of a VOM across the switch terminals. The meter should read “Infinity”.
4. He at the oi l. When o il temperature re ach­es approximately 270-284° F., the switch con­tacts should close and the meter should read “Continuity”.
Figure 7-46. – Testing Oil Temperature Switch
RESULTS:
1. If the Oil Temperature Switch fails Step 3 or Step 4, replace the Oil Temperature Switch.
2. If the Oil Temperature Switch is good, an overheat condition may be occurring. Verify that the installa­tion of the generator is within specified tolerances. The generator must receive the proper amount of incoming air, and also be able to exhaust the cooling air with NO RESTRICTIONS. Check to be sure that the exhaust pipe is not under the air intake. Refer to the Owner’s and Installation Manual for proper installation specifications. If installation is correct, go to Test 20.
TEST 39 – CHECK WIRE 85 FOR CONTINUITY
PROCEDURE:
1. Disconnect the J1 Connector from the Printed Circuit Board.
2. Locate Pin Location J1-7 on the harness end of the J1 Connector.
3. Remove Wire 85 from the High Oil Temperature switch (HOT).
4. Set a VOM to its “Rx1” scale and zero the meter.
5. Insert one meter test lead into the end of Wire 85 disconnected from the HOT. Insert the other meter test lead into Pin Location J1-7 on the har­ness end of the J1 Connector.
RESULTS:
1. If “Continuity” is not indicated, repair or replace Wire 85.
2. If “Continuity” is indicated, replace the Printed Circuit Board.
TEST 40 – TEST CHOKE HEATER
DISCUSSION: The Choke Heater is a sensitive heating element
wrapped around a temperature sensitive Bi-Metal strip. The BI-METAL HEATER ASSEMBLY positions the Choke Plate during startup. Once running, the Bi­Metal Heater Assembly will also allow the Choke Plate to fully open. Power for the heater element is supplied from Wire 14 to assist the Bi-Metal Heater Assembly in opening the Choke Plate after starting. Failure of the Choke Plate to open will cause an excessively rich fuel-air mixture and engine performance will suffer.
PROCEDURE:
1. Verify that the Choke Plate on the carburetor is mechanically free to move and is not binding. If the engine runs rough, check the operation of the BI-METAL HEATER ASSEMBLY. Allow the engine to run for five minutes, then inspect the choke position. The Bi-Metal strip should have been heated by the Choke Heater and should have expanded to allow the Choke Plate to open fully.
2. If the Choke Plate did not open in Step 1, check the Choke Heater. Set the VOM to measure DC voltage. Disconnect Connector 3 at the Choke Assembly. Connect the positive (+) meter test lead to Wire 14 (Connector 3, Pin 3) going to the control panel. Connect the negative (-) meter test lead to a clean frame ground. Set the Start-Stop Switch to “START.” Battery voltage should be measured (see Figure 7-43 on Page 63).
3. If battery voltage was not measured in Step 2, set the VOM to measure resistance. Disconnect Connector 3 at the Choke Assembly. Connect one meter test lead to Wire 14 (Connector 3, Pin
3) going to the control panel. Connect the other meter test lead to the 4-tab Connector for Wire 14 in the control panel. “Continuity” should be mea­sured.
SHORT TO GROUND: Set the VOM to measure resistance. Connect one
meter test lead to Wire 14 (Connector 3, Pin 3) going to the Bi-Metal Heater Assembly. Connect the other meter test lead to the exposed steel portion of the Bi­Metal Heater Assembly. Approximately 37 ohms (±20%) should be measured. (Current draw of the Bi-Metal Heater Assembly at nominal voltage is approximately 340 milliamps or 0.340 amps). If “Continuity” is present the Bi-Metal Heater Assembly has a short to ground.
Page 62
Section 7
FUEL SOLENOID
FUEL REGULATOR
0
241
DIAGNOSTIC TESTS
RESULTS:
1. If Choke Plate is binding in Step 1, repair or replace binding Choke Plate. If Bi-Metal Heater Assembly tests good, go to Test 32.
2. If continuity was not measured in Step 3, repair or replace Wire 14 between the 4-tab Connector and Connector 3.
3. If the resistance value is incorrect in the Short to Ground step, or the Bi-Metal Heater Assembly does not function with voltage present, replace the Bi-Metal Heater Assembly.
TEST 41 – CHECK LPG FUEL SOLENOID
DISCUSSION: If the LPG Fuel Solenoid (FS) fails to open, fuel will not be available to the engine and it will not start.
PROCEDURE:
1.
Place one hand on the top of the LPG Fuel Solenoid. Activate the Fuel Prime Switch. You should be able to feel as well as hear the solenoid energize. If solenoid energizes discontinue testing.
2. Set VOM to measure resistance. Disconnect Wire 0 from the LPG Fuel Solenoid. Connect one meter test lead to Wire 0. Connect the other test lead to a clean frame ground. “Continuity” should be mea­sured. Reconnect Wire 0 to LPG shut off valve.
RESULTS:
1. If the solenoid energized in Step 1, proceed to Test 29.
2. If “Continuity” was not measured in Step 2 repair or replace Wire 0 between the LPG Fuel Solenoid (FS) and the Ground Terminal (GRD1) in the con­trol panel.
3. If “Continuity” was measured in Step 2, repair or replace the Fuel Solenoid (FS).
Figure 7-49. – Fuel Solenoid
SHORT TO GROUND: Set VOM to measure resistance. Disconnect Wire 14A
from the LPG Fuel Solenoid. Connect one meter test lead to LPG Fuel Solenoid. terminal that Wire 14A was just removed from. Connect the other meter test lead to a clean frame ground. LPG Fuel Solenoid. Coil resistance of approximately 30-32 ohms Should be measured. Current draw of the LPG Fuel Solenoid at nominal voltage Is approximately 380 milliamps or
0.380 amps.
Page 63
Section 9 Exploded Views
Base & Pulley – Drawing No. 0G7720-B
Page 64
Section 9
Exploded Views
ITEM QTY. DESCRIPTION
1 1 TRAY, 530 RV
2 2 NUT FLANGE 5/16-18 LOCK
3 8 NUT HEX 5/16-18 STEEL
4 12 WASHER LOCK M8-5/16
5 13 WASHER FLAT 5/16-M8 ZINC
6 2 SCREW HHC 3/8-24 X 1-1/2 G8
7 1 BELT V-RIBBED 4L X 43.75" LG
8 2 WASHER LOCK M10
9 2 WASHER FLAT 3/8-M10 ZINC
10 1 ALTERNATOR PULLEY
11 4 VIB MNT 1.5X1.38X5/16-18 DR 45
12 1 FAN 7" DIA (NYLON)
13 11 SCREW HHTR #10-32 X 9/16
14 7 WASHER FLAT 1/4-M6 ZINC
15 7 WASHER LOCK M6-1/4
16 7 SCREW HHC M6-1.0 X 12 G8.8
17 1 ENGINE PULLEY
18 1 FAN ENGINE PULLEY RV
19 2 BRACKET MUFFLER SUPPORT
20 2 BOLT CARR 5/16-18 X 1
21 1 EDGE TRIM W/ 3/4" HOLLOW CYL.
22 1 BLOWER HOUSING WALL
23 1 GASKET, LOWER BLOWER HOUSING
ITEM QTY. DESCRIPTION
24 1 FRAME GT530 RV MOUNTING
25 1 SPACER, SAFETY BOLT .375 I.D.
26 2 SCREW HHC 5/16-18 X 3 SPC
27 1.5ft TAPE ELEC UL FOAM 1/8 X 1/2
28 1 DUCT AIR OUT
29 1 GASKET, AIR OUT DUCT
1
GASKET, AIR OUT DUCT OPPOSITE SIDE
30 1 SCREEN, BOTTOM AIR OUT
31 3 WASHER FLAT 1/4-M6 ZINC
32 3 SCREW SWAGE 1/4-20 X 1/2 ZYC
33 5 ISOLATION SPRING
34 1 MUFFLER, 530 RV
35 1 BOLT U 5/16-18 X 1.25 W/SADDLE
36 4 SCREW SHC M8-1.25 X 18 G8.8
37 1 SCREW CRIMPTITE 10-24 X 3/8
38 1 SCREEN SPARK ARRESTOR
39 2 CLAMP EXHAUST
40 1 EXHAUST FLEX
41 1 EXHAUST MANIFOLD
42 6 SCREW CRIMPTITE 10-24 X 1/2
43 6 WASHER FLAT #10 ZINC
44 2 GASKET, EXH BASE, 530 RV
45 2 GASKET, EXHAUST GT530
Page 65
Section 9 Exploded Views
Enclosure – Drawing No. 0G3881-C
Page 66
Section 9
Exploded Views
ITEM QTY. DESCRIPTION
1 1 ENCLOSURE DOOR
2 2 SLIDE LATCH, FLUSH
3 1 FOAM ENCLOSURE DOOR
4 23 NUT FLANGE M6-1.0 NYLOK
* 26 NUT FLANGE M6-1.0 NYLOK (LP)
5 1 BRACKET, ENCLOSURE ELECTRIC HTR
6 1 GROMMET, OIL FILTER
7 1 U CHANNEL 1/8”
8 1 TRAY, 530 RV
9 1 GASKET AIR IN BOTTOM DUCT
10 1 PLUG PLASTIC 1.093-1.125
11 1 GASKET AIR IN TOP DUCT
12 1 DUCT AIR IN ROOF
13 13 SCREW HHTT M6-1.0X12 ZINC
14 1 TOP DIVIDER PANEL
15 1 FOAM, SIDE ENCLOSURE
* 1 FOAM, SIDE ENCLOSURE (LP)
16 1 ENCLOSURE SIDE / BACK
17 1 GROMMET OVAL 31.75X50.8
18 18 SCREW SWT 1/4-20X5/8 W/W
19* 2 SCREW HHC M8-1.25X16 G8.8 (LP)
20* 2 WASHER LOCK M8-5/16 (LP)
21* 2 WASHER FLAT 5/16-M8 ZINC (LP)
ITEM QTY. DESCRIPTION
22* 1 BRACKET, 530 RV REGULATOR (LP)
23 1 FOAM BACK ENCLOSURE ALT SIDE
* 1 FOAM BACK ENCLOSURE ALT SIDE (LP)
24 1 ENCLOSURE ROOF
25 1 ENCLOSURE, BACK PANEL 530 RV
26 1 FOAM BACK PANEL ENCLOSURE
27* 1 REGULATOR ASSY, 530 RV LP (LP)
28 1 UPPER BLOWER HOUSING
29 1 UPPER BLOWER HOUSING GASKET
30 1 EXHAUST DIVIDER PANEL
31 1 MUFFLER HOLD DOWN BRACKET
32 1 ENCLOSURE EXHAUST SIDE PANEL
33 1 FBR GLASS, ENCLOSURE MFLR BACK
34 1 FOAM EXHAUST END ENCL FRONT
35 2 FBR GLASS, ENCLOSURE MFLR SIDE
36 9 SCREW HHTT M6-1.0X8 ZYC
37 1 BUMPER
38 1 STAND OFF
39 1 WASHER, FLAT 1/4”
40 1 WASHER, LOCK 1/4”
41 1 SCREW HHC 1/4-20 X 3/4” G5
42 1 GASKET, SCROLL DUCT
*ITEM FOR MODELS WITH LP
Page 67
"A"
51
20
22
9
14
13
12
11
10
15
24
16
17
6
18
21
20
26
52
28
27
25
24
25
23
20
21
REAR VIEW OG3530
2
1
3
7
6
17
19
8
TO "A"
29
30
44
39
33,34
4
35
37
36
36
38
40
32
31
5
47
48
41
43
42
49
50
45
45
12
46
53
54
TO AIRBOX
55
Section 9 Exploded Views
Control Panel – Drawing No. 0G5489-D
Page 68
Section 9
Exploded Views
ITEM QTY. DESCRIPTION
1 1 SCrEW HHC M6-1.0 X 25 G8.8
2 2 SCrEW PLaStItE HI-LOW #10X3/8
3 1 BUSHING SNaP SB-1093-937
4 1 WIrE HarNESS C/PNL FraME
5 1 NUt HEX M6 X 1.0 G8 YEL CHr
6 2 WaSHEr FLat 1/4-M6 ZINC
7 1 WaSHEr LOCK SPECIaL 1/4"
8 1 FUEL PUMP MOUNtING BraCKEt
9 28.75” HOSE,1/4" SaE30r7
10 1 CLaMP,HOSE OEtIKr StEPLSS 14.5
11 1 BarBED Str 1/8NPt X 1/4
12 5 NUt FLaNGE M6-1.0 NYLOK
13 1 FUEL PUMP
14 1 ELBOW 90D StrEEt 1/8 BraSS
15 1 FILtEr FUEL 1/8P-1/4H
16 1 SCrEW HHC 1/4-20 X 2-1/4” G5
17 2 WaSHEr LOCK M6-1/4
18 1 aC HarNESS 530rV
19 1 GrOMMEt, DOUBLE SLIt
20 3 NUt HEX JaM 3/8-16 BraSS
21 2 WaSHEr LOCK 3/8
22 1 WaSHEr LOCK SPECIaL 3/8
23 1 StUD 3/8-16 X 2-1/4 BraSS
24 2 NUt HEX 5/16-18 StEEL
25 2 WaSHEr LOCK M8-5/16
26 1 WaSHEr FLat 5/16-M8 ZINC
27 1 StUD, 1/4-20 tO 5/16-18
28 1 NEUtraL CONNECtOr UL
29 2 SCrEW PPHtF #8-18 X 1/2 aB
30 1 CONtrOL PaNEL COVEr
31 1 C/PNL FaCE
ITEM QTY. DESCRIPTION
32 4 SCrEW PPHM #6-32 X 1/4 SEMS
33 1 FUSE 7.5aXBK/aGC7.5NX
34 1 HOLDEr FUSE
35 1 SWItCH rKrSPDt(ON)OFF(ON)ILLUM
36 4 NUt HEX LOCK M5-0.8 NYINS ZINC
37 1 aSSY PCB VrEG aIr COOLED 2006
38 1 aSSY PCB rV CONtrOLLEr
39 1 C/PNL FraME rV
40 2 SCrEW PPHM M4-0.7 X 16
41 2 SCrEW PPHM M3-0.5 X 12
42 1 rELaY 12V 25a SPSt
43 2 WaSHEr FLat #4 ZINC
44 2 NUt HEX LOCK M3-0.5 NY INS
45 4 SCrEW HHC M5-0.8 X 30 G8.8
46 4 SCrEW HHtt M5-0.8 X 10 BP
47 1 BLOCK 1 POSItION, 4 taB
48 2 NUt HEX LOCK M4-0.7 NY INS
49 1 CIrCt BrK 20X1 MaG 10-32 CarL (4500W)
CIrCt BrK 20X1 MaG 10-32 CarL (5500W)
CIrCt BrK 30X1 MaG 10-32 CarL (6500W)
50 1 CIrCt BrK 20X1 MaG 10-32 CarL (4500W)
CIrCt BrK 30X1 MaG 10-32 CarL (5500W)
CIrCt BrK 30X1 MaG 10-32 CarL (6500W)
51 1 EartH StraP
52 1 NYLON SPaCEr .26 X 1.00 X 1.73
53 1 B U L K H E a D a D a P t E r F I t t I N G
(5410-1/5412-1/5414-1 ONLY)
54 1 B a r B E D 9 0 E L B O W ¼ X ¼ N P t
(5410-1/5412-1/5414-1 ONLY)
55 1 P L U G S t D . P I P E ¼ C O U Nt E r S I N K
(5410-1/5412-1/5414-1 ONLY)
*HARNESS NOT SHOWN
Page 69
Section 9 Exploded Views
Engine Accessories – Drawing No. 0G7718-B
Page 70
Section 9
Exploded Views
ITEM QTY. DESCRIPTION
1 1 FraME
3 1 ENGINE WraPPEr, StartEr SIDE
4 8 SCrEW HHFC M8-1.25 X 14
5 1 SNaP BUSHING
6 14 SCrEW CrIMPtItE 10-24 X 1/2
7 1 SHIELD WraPPEr, CYLINDEr #1
8 13 SCrEW HHFC M6-1.0 X 12 G8.8
9 1 ENGINE WraPPEr, BaCK
10 1 BaCKPLatE
11 1 aSSY, FLYWHEEL & rING GEar 29D
12 1 aSSY, GrOUND WIrE CONNECtOr
13 1 WaSHEr,BELV-20 X 2.2
14 1 NUt HEX M20-1.5 G8
15 1 BLOWEr HOUSING
16 1 SHIELD WraPPEr, CYLINDEr #2
17 1 KEY, WOODrUFF 4 X 19D
18 1 BrEatHEr HOSE
19 3 WaSHEr FLat 3/8 – M10 ZINC
20 1 IGNItION COIL CYLINDEr #1
21 1 IGNItION COIL CYLINDEr #2
22 4 SCrEW HHFC M6-1.0 X 25 SEMS
23 2 GaSKEt, INtaKE
24 1 INtaKE MaNIFOLD
25 4 SCrEW SHC M8-1.25 X 20 G12.9
26 1 GaSKEt, MaNIFOLD tO CarB/MIXEr
27 1 CarBUrEtOr
28 1 rOD, CHOKE CONtrOL
29 1 aSSY GOVErNOr rOD
30 1 GaSKEt, aIrBOX/CarB
31 1 CLaMP, HOSE OEtIKEr StEPLESS 14.5
32 1 WraPPEr, ENGINE OIL aDaPtOr
33 1 SNOrKEL, aIr BOX
34 1 aIrBOX BaSE
35 1 aIr FILtEr
36 1 aIrBOX SEaL
37 1 aIrBOX QUartEr KNOB
38 1 aIrBOX COVEr
40 1 OIL DraIN LINE
41 4 SCrEW HHtt M6-1.0 X 10 YELLOW CHrOME
42 1 CLaMP, VINYL 9.5 O.D.
43 2 3/4 NPt tO 3/8 O.D. FLarE
44 1 aSSY, CaP aND DIPStICK
45 1 OIL DraIN/DIPStICK tUBE
46 1 90 DEGrEE ELBOW 3/8 NPt X 3/8 BarBED
47 2 HOSE OEtIKEr CLaMP
48 8” HOSE, 3/8” I.D.
ITEM QTY. DESCRIPTION
49 1 aSSY, OIL DraIN FIttING
50 1 OIL FILtEr SUPPOrt
51 2 SCrEW SWaGE 1/4-20 X 1
52 1 OIL FILtEr
53 1 OIL PrESSUrE SWItCH 5 PSI
54 1 SWItCH, tHErMaL 270F
55 2 WaSHEr, LOCK M3
56 2 SCrEW PPHM M3-0.5 X 8
58 1 BraCKEt, OIL CHECK tUBE
59 1 SCrEW SWaGE 1/4-20 X 1/2
60 1 WraPPEr ENGINE VaLLEY
61 1 WraPPEr UPPEr VaLLEY
62 1 WraPPEr INNEr CYLINDEr #2
63 1 WraPPEr INNEr CYLINDEr #1
64 2 SParKPLUG
65 1 OIL LINE OUt
66 1 OIL LINE IN
67 2 SCrEW PPHM #4-40 X 1/4
68 1 aSSEMBLY, BI-MEtaL/HEatEr
69 1 CHOKE SOLENOID
70 1 CONtrOLLEr aSSEMBLY
71 2 SCrEW HHC M6-1.0 X 10 G8.8
72 6 WaSHEr LOCK M6-1/4
73 1 BaLL StUD, 10 MM
74 1 NUt HEX LOCK M3-0.5
75 1 BraCKEt, CONtrOLLEr SUPPOrt
76 2 SCrEW HHC M6-1.0 X 12 G8.8
77 1 aSSY, GrOUNDING WIrE W/O DIODES
78 1 COttEr PIN
80 1 BOOt, Batt. CaBLE
81 1 WIrE aSSY. Batt. POS.
83 2 WaSHEr, FLat 1/4-M6
84 2 SCrEW HHC M8-1.25 X 85
85 2 NUt M6-1.0
86 2 SCrEW CrIMPtItE 10-24 X 3/8
87 1 Start MOtOr
88 2 WaSHEr, LOCK M8-5/16
89 1 WaSHEr, LOCK SPECIaL 3/8
90 4 SCrEW HHC 3/8-16 X 1-3/4
91 1 CLaMP VINYL .75 X .343
92 1 INSULatOr
93 1 GaSKEt, MaNIFOLD tO CarB/MIXEr
94 2 BOLt,CarB MOUNt M6-1.0 X 95
95 2 StUD M6-1.0 X 100
96 3 WaSHEr LOCK M10
97 1 HOSE, EVaP. POrt
Page 71
24
25
23
24,27,28,29,30,31,32,33,34,35,36,39,41 24,27,28,29,30,31,32,33,34,35,39,41,46
1,24,39,44,48 48,49
55
52 53 54
26
37
38
30
31
14
3
22
21
19
32
5
6
2
1
4
7
20
12
10
11
9
8
19
17
15
18
15
16
47
27
28
29
39
36
35
34
33
42
5
41
51
44
43
1
40
13
48
50
49
45
46
Section 9 Exploded Views
530 RV Engine – Drawing No. 0G7719-B
Page 72
Section 9
Exploded Views
ITEM QTY. DESCRIPTION
1 2 SEaL D 35 X 48.2
2 1 3/8” SQUarE HEaD PLUG
3 9 SCrEW HHFC M8 – 1.25 X 45
4 1 GEar COVEr
5 6 SLEEVE DOWEL PIN
6 1 11/32 DIaMEtEr PrESSUrE rELIEF BaLL
7 1 OIL PrESSUrE SPrING
8 1 GEarOtOr, OUtEr
9 1 GEarOtOr, INNEr
10 1 SCrEEN, OIL PICK-UP
11 1 COVEr, GErOtOr
12 3 SCrEW, HHFCS M6-1.0 x 12
13 1 BrEatHEr SEParatOr
14 1 GEar, GEarOtOr
15 4 rEtaINEr rING
16 2 PIStON rING SEt
17 2 PIStON
18 2 PIStON PIN
19 2 CONNECtING rOD aSSEMBLY
20 1 CraNKSHaFt
21 1 OIL FILL CaP
22 1 COVEr rOCKEr W/FILL
23 8 SCrEW HHFC M6-1.0 X 25
24 2 GaSKEt, VaLVE COVEr
25 2 SParK PLUG
26 12 SCrEW HHC M8-1.25 X 56
27 4 WaSHEr, VaLVE SPrING
28 2 SEaL, VaLVE StEM
ITEM QTY. DESCRIPTION
29 4 VaLVE SPrING
30 4 VaLVE rEtaINEr
31 8 KEEPEr, VaLVE SPrING
32 4 StUD, rOCKEr arM
33 4 rOCKEr arM
34 4 JaM NUt, rOCKEr arM
35 2 PUSH rOD GUIDE PLatE
36 1 CYLINDEr HEaD CYL. 1
37 2 INtaKE VaLVE
38 2 EXHaUSt VaLVE
39 2 GaSKEt CYLINDEr HEaD
40 1 SCrEEN
41 4 PUSHrOD
42 4 taPPEt
43 1 CaM SHaFt & GEar
44 1 GaSKEt, CraNKCaSE
45 1 COVEr rOCKEr
46 1 CYLINDEr HEaD CYL 2
47 1 CraNKCaSE
48 1 GaSKEt, BrEatHEr aSSEMBLY
49 1 BrEatHEr aSSY
50 1 SCrEW HHFC M6-1.0 X 20
51 1 SEaL, OIL PaSSaGE
52 1 GaSKEt KIt
53 1 BrEatHEr KIt
54 1 KIt HEaD aSSY CYLINDEr #1
55 1 KIt HEaD aSSY CYLINDEr #2
Page 73
4
3
2
1
5
6
7
5
9
10
11
1
23
12
7
16
17
19
18
13
14
15
21
20
22
Section 9 Exploded Views
Rotor & Stator – Drawing No. 0G3953-b
Page 74
ITEM QTY. DESCRIPTION
1 6 NUt tOP LOCK FL M8-1.25
2 4 WaSHEr, SPrNG CENtEr
3 4 SPrING, GEN. MOUNt
4 2 SUPPOrt, SLIDE
5 4 SLIDE, NYLON
6 2 SCrEW HHC M8-1.25 X 70 G8.8
7 6 WaSHEr FLat 5/16-M8 ZINC
9 4 StUD, 530 rV StatOr
10 2 tENSION SPrING
11 2 WaSHEr, SPrING CENtr
12 1 LOWEr BEarING CarrIEr
13 1 rOtOr
14 1 StatOr
15 1 UPPEr BEarING CarrIEr
16 4 WaSHEr LOCK M8-5/16
17 4 NUt HEX M8-1.25 G8 CLEar ZINC
18 1 aSSEMBLY, BrUSH HOLDEr
19 2 SCrEW HHtt M5-0.8 X 16
20 1 FaN UPPEr aLtErNatOr
21 1 WaSHEr FLat 3/8-M10 ZINC
22 1 SCrEW HHC 3/8-24 X 1 G5
23 1 WaSHEr LOCK 3/8
Section 9
Exploded Views
Page 75
424.8 [16 3/4"]
29.6 [1 3/16"]
BATTERY CONNECTION
(NEGATIVE)
50
[1 15/16"]
TYP.
469.9 [18 1/2"]
AC OUTPUT
HARNESS
109.1 [4 5/16"]
543.8 [21 7/16"]
FRONT DOOR ACCESS FOR
REQUIRED MAINTENANCE
853.4 [33 5/8"]
FUEL
INLET
BATTERY CONNECTION
(POSITIVE)
(4 PLACES)
REMOTE START CONNECTION
41.1 [1 5/8"]
3/8"-16 THD.
(4 PLACES)
OIL FILTER ACCESS
COOLING
AIR IN
AIR OUT
COOLING
AIR IN
ENGINE
EXHAUST OUTLET
31.8 [1 1/4"]
EVAPORATIVE
PORT FITTING
Section 10 SPECIFICATIONS & CHARTS
Major Features and Dimensions – Drawing No. 0G5519-b
Page 76
Section 10
SPECIFICATIONS & CHARTS
GENERATOR SPECIFICATIONS
TYPE RV 45G/LP RV 55G/LP RV 65G/LP
MODEL 5410/5411 5412/5413 5414/5415
WEIGHT 278/281 pounds 285/288 pounds 293/296 pounds
TYPE OF ROTOR Two-pole Two-pole Two-pole
RATED WATTS 4500 5500 6500
RATED VOLTS 120 120 120
PHASE 1-Phase 1-Phase 1-Phase
RATED MAX. CONTINUOUS CURRENT AMPS (240V)
RATED FREQUENCY 60 Hz 60 Hz 60 Hz
OPERATING SPEED 2571 rpm 2571 rpm 2571 rpm
ENGINE MODEL GT-530 GT-530 GT-530
TYPE OF ENGINE Vertical Shaft Vertical Shaft Vertical Shaft
FUEL SYSTEM Gasoline/LP Gasoline/LP Gasoline/LP
COOLING SYSTEM Air-Cooled Air-Cooled Air-Cooled
OIL SYSTEM Pressurized with Filter Pressurized with Filter Pressurized with Filter
OIL PUMP Trochoid Type Trochoid Type Trochoid Type
AIR CLEANER Paper element Paper element Paper element
STARTER 12 VDC electric 12 VDC electric 12 VDC electric
IGNITION SYSTEM Solid State/Flywheel
SPARK PLUG NGK BPR6HS NGK BPR6HS NGK BPR6HS
SPARK PLUG GAP 0.030 inch (0.76mm) 0.030 inch (0.76mm) 0.030 inch (0.76mm)
37.5 (18.7) 45.8 (22.9) 54.1 (27)
Magneto
Solid State/Flywheel
Magneto
Solid State/Flywheel
Magneto
NOMINAL RESISTANCES OF GENERATOR WINDINGS AT 68°F
TYPE RV 45G/LP RV 55G/LP RV 65G/LP
MODEL 5410/5411 5412/5413 5414/5415
Power Windings Lead 11 to 22 Lead 11S to 22S Lead 33 to 44
Excitation “DPE” Winding Lead 2 to 6
Rotor Winding Slip Ring to Slip Ring
Stator Bolts ................................................................ 8 ft-lbs
Alternator Pulley ...................................................... 38 ft-lbs
Engine Pulley ........................................................... 38 ft-lbs
Oil Adaptor Bolt ...................................................... 4.5 ft-lbs
Oil Lines .................................................................. 70 in-lbs
Intake Manifold ........................................................ 18 ft-lbs
Exhaust Manifold ..................................................... 18 ft-lbs
M5-0.8 taptite screw into aluminum ................... 25-50 in-lbs
M5-0.8 taptite screw into pierced hole ............... 25-50 in-lbs
0.376 - 0.416 ohms 0.28 - 0.32 ohms 0.209 - 0.242 ohms
2.59 ohms 1.41 - 1.63 ohms 1.59 - 1.84 ohms
13.4 ohms 14.88 ohms 10.81 ohms
TORQUE REQUIREMENTS
(unless otherwise specified)
M6-1.0 taptite screw into aluminum ................... 50-96 in-lbs
M6-1.0 taptite screw into pierced hole ............... 50-96 in-lbs
M6-1.0 taptite screw into weldnut ...................... 50-96 in-lbs
M8-1.25 taptite screw into aluminum ................. 12-18 ft-lbs
M6-1.0 nylok nut onto stud ................................ 16-65 in-lbs
Dipstick Casting Oil Line ....................................... 250 in-lbs
Note: Torques are dynamic values with ±10 % tolerance unless otherwise noted.
Page 77
Section 11 ELECTRICAL DATA
Electrical Schematic and Wiring Diagram – Drawing No. 0G4221-B
Page 78
Electrical Schematic and Wiring Diagram – Drawing No. 0G4221-B
Section 11
ELECTRICAL DATA
Page 79
PO BOx 297 • WhiteWater, Wi 53190 • www.guardiangenerators.com
P/N OG7515 reV. a PriNteD iN the USa / 03.08
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