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

...

RV 45/55/65

Diagnostic

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.

It is assumed that these personnel are familiar with the servicing procedures for these products, or like or similar products manufactured and marketed by Generac. That they have been trained in the recommended servicing procedures for these products, including the use of common hand tools and any special Generac tools or tools from other suppliers.

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

TATOR

ROT

MAGNETIC FIEL

CURRENT

VOLTAGE

ONE CYCLE

180

360

(+)

(-)

TAT

BRUSHE

120

SLIP

RIN

RRENT

TAT

240

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

RED

WHITE

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. BRUSH HOLDER

2. UPPER BEARING CARRIER

3. STAT OR

4. ROTOR

5. LOWER BEARING CARRIER

6. ENGINE

7. PULLEYS AND BELT

8. FANS

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

11S

22S

Figure 2-2. – Stator Output Leads

BRUSHES

REGULATOR

VOLTAGE

22S

11S

22S

11S

22S

11S

DPE WINDING

6240

FIELD

VOLTAGE ADJUST POT

LED

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

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.

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:

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

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

12345678109111314

PRINTED CIRCUIT BOARD

CONTROL

ACTUATOR

GOVERNOR

SW1

START PRIME

STOP

SCR

0131656

LOPHTO

BLK RED18A

086085

REGULATOR

VOLTAGE

22S

11S

22S

11S

LED

0712

CS090

RED

BLACK

BATTERY

12V

160

POWER WINDINGS

DPE WINDING

6240

CB2

CB1

FIELD

BLACKRED

712

11S

22S

REMOTE PANEL CONNECTOR

712

GREENWHITE

712

GREEN

WHITE

NEUTRAL CONNECTION

AC CONNECTION

CUSTOMER

BY CUSTOMER

18 151771286 90

14 85 56 0

18A

11S

0 241

712

22S 22

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

12345678109111314

PRINTED CIRCUIT BOARD

CONTROL

ACTUATOR

GOVERNOR

SW1

START PRIME

STOP

SCR

0131656

LOPHTO

BLK RED18A

086085

REGULATOR

VOLTAGE

22S

11S

22S

11S

LED

0712

CS090

RED

BLACK

BATTERY

12V

160

POWER WINDINGS

DPE WINDING

6240

CB2

CB1

FIELD

BLACKRED

712

11S

22S

REMOTE PANEL CONNECTOR

712

GREENWHITE

712

GREEN

WHITE

NEUTRAL CONNECTION

AC CONNECTION

CUSTOMER

BY CUSTOMER

18 151771286 90

14 85 56 0

18A

11S

0 241

712

22S 22

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

12345678109111314

PRINTED CIRCUIT BOARD

CONTROL

ACTUATOR

GOVERNOR

SW1

START PRIME

STOP

SCR

0131656

LOPHTO

BLK RED18A

086085

REGULATOR

VOLTAGE

22S

11S

22S

11S

LED

0712

CS090

RED

BLACK

BATTERY

12V

160

POWER WINDINGS

DPE WINDING

6240

CB2

CB1

FIELD

BLACKRED

712

11S

22S

REMOTE PANEL CONNECTOR

712

GREENWHITE

712

GREEN

WHITE

NEUTRAL CONNECTION

AC CONNECTION

CUSTOMER

BY CUSTOMER

18 151771286 90

14 85 56 0

18A

11S

0 241

712

22S 22

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

12345678109111314

PRINTED CIRCUIT BOARD

CONTROL

ACTUATOR

GOVERNOR

SW1

START PRIME

STOP

SCR

0131656

LOPHTO

BLK RED18A

086085

REGULATOR

VOLTAGE

22S

11S

22S

11S

LED

0712

CS090

RED

BLACK

BATTERY

12V

160

POWER WINDINGS

DPE WINDING

6240

CB2

CB1

FIELD

BLACKRED

712

11S

22S

REMOTE PANEL CONNECTOR

712

GREENWHITE

712

GREEN

WHITE

NEUTRAL CONNECTION

AC CONNECTION

CUSTOMER

BY CUSTOMER

18 151771286 90

14 85 56 0

18A

11S

0 241

712

22S 22

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

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

(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

+ 57 hidden pages