Generac Power Systems NP-40G User Manual
Manual Part No. 94468-A
SERVICE
Manual
COMPUTER
CONTROLLED
VARIABLE
SPEED RV
GENERATORS
Series NP-30G and NP-40G
P. O. Box 8
PH ONE: (414) 544-4811
Printed In U.S.A.
Waukesha, Wisconsin 53187
_________
FA X: (414) 544-4851
REVISED: 05/16/96
SAFETY
Throughout this publication, ’DANGERl" and "CAUTiONI" 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, couid 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.
PART
TITLE
SERVICE
MANUAL
COMPUTER
CONTROLLED
VARIABLE
SPEED RV
GENERATORS
Series NP-30G and NP-40G
1
2
3
4
5
6
7 TROUBLESHOOTING
8
THE AC GENERATOR
ENGINE MECHANICAL
GASOLINE FUEL SYSTEM
GASEOUS FUEL SYSTEM
ENGINE OIL & COOLING SYSTEM
ENGINE ELECTRICAL SYSTEM
SPECIFICATIONS & CHARTS
Part 1
THE AC
GENERATOR
COMPUTER
CONTROLLED
VARIABLE
SPEED RV
GENERATORS
Series NP-30G and NP-40G
SECTION
1.2
1.3
1.4
1.5
1.6
1.7
TITLE
TaEnE!53tT5i?TOnï55mÇÏTRB"
GENERATOR MAJOR COMPONENTS
OPERATIONAL ANALYSIS
INSULATION RESISTANCE
COMPONENTS TESTING
CONTROL PANEL
SHEET METAL
Section 1.1- 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, mo
tors and numerous other devices that utilize magnetism
to produce and use electrical energy.
See Figure 1. The space surrounding a magnet Is
permeated by magnetic lines offeree called "flux“. These
lines offeree 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 re-enter the magnet at
Its south pole. The lines of force form definite patters
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 offeree are
effective Is called a "magnetic field".
Like poles of a magnet repel each other, while unlike
poles attract each other.
Electromagnetic Fields
AM 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:
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.
Electromagnetic induction
An electromotive force (EMF) or voltage can be pro
duced 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 3, below. Illustrates a simple revolving field
generator. The permanent magnet (Rotor) Is rotated so
that its lines of magnetic force cut across a coll 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.
□ The greater the current flow through the conductor,
the stronger the magnetic field around the conduc
tor.
□ The Increase In the number of lines of force Is di
rectly proportional to the Increase In current flow
and the field Is distributed along the full length of the
conductor.
D The direction of the lines of force around a conduc
tor 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.
Alternating Current
A simple generator consists of a coil of wires called a
Stator and a magnetic field called a Rotor. As the Rotor’s
magnetic field cuts across the Stator coll, a voltage Is
induced into the Stator windings. The amount of Induced
voltage is equal to the strength of the magnetic field.
Page 1.1-1
Section 1.1- GENERATOR FUNDAMENTALS
Alternating Current (Continued)
See Figure 4. The current alternates according to the
position of the Rotor’s poles in relation to the position of
the Stator. At 0* and again at 180*, no current flow Is
produced. At 90’ of Rotor rotation, current flow reaches
a maximum positive value. Rotor rotation to 270’ brings
another maximum flow of current. However, at 270’ the
current flow has reversed In polarity and now flows in the
opposite direction.
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 "Hettz".
Page 1.1-2
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 consdiered 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.
Figure 6. Electrical Units
Conductor of a
Circuit
AMPERE - Unit measuring rate of
L.
OHM - Unit measuring resistance
or opposition to flow
current flow (nunfcer of elec
trons past a given point)
■ VOLT - Unit measuring force or
_____
difference in potential
causing current flow
Section 1.1- GENERATOR FUNDAMENTALS
OHM:
The OHM Is the unit of RESISTANCE. In every circuit
there Is s 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 temper
ature. As the conductor’s temperature Increases, Its re
sistance 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 rela
tionship exists between
VOLTS, OHMS and AMPERES.
The value of one can be calcu
lated 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 resis
tance remains the same, and
current will decrease when re
sistance Increases and volt
age remains the same.
If AMPERES Is unknown while VOLTS and OHMS are
known, use the following formula:
i AMPS
\(l)
OHMS j
(R)y
The magnetic field around the conductor Induces elec
tromotive forces that cause current to keep on flowing
while voltage drops. The result Is a condition In which
voltage leads current When a conductor Is formed Into
a coll, the magnetic lines of force are concentrated In the
center of the coll. This Increased density causes an
Increase In magnetically Induced EMF without Increas
ing current Thus, colls cause Inductive reactance.
Inductive reactance can also be caused by placing an
Inductlonmotoronthe circuit which utilizes the current’s
magnetic field for excitation.
AMPERESs VOLTS
■ÖHMS"
If VOLTS is unknown while AMPERES and OHMS are
known, use the following formula:
VOLTS 3 AMPERES X OHMS
If OHMS Is unknown but VOLTS and
AMPERES are unknown, use the following:
OHMS: VOLTS
AMPERES
Reactance in AC Circuits
GENERAL:
When direct current (DC) Is flowing, the only opposi
tion to current flow that must be considered is resistance
(ohms). This Is also true of alternating current (AC) when
only resistance type loads such as heating and lamp
elements are on the circuit In such a case, current will
be In phase with voltage- that Is, the current sine wave
will coincide In time with the voltage sine wave.
However, two factors In AC circuits called INDUCTIVE
and CAPACITIVE REACTANCE will prevent the voltage
and current sine waves from being In phase.
INDUCTIVE REACTANCE:
This condition exists when current lags behind volt
age (Figure 8). As current flows In a circuit, magnetic
lines offeree are created at right angles to the conductor.
The continuous changes In current value (from positive
to negative) cause these magnetic lines to collapse and
build up continuously.
CAPACITIVE REACTANCE:
This condition occurs when current leads voltage (Fig
ure 9). It might be thought of as the ability to oppose
change In voltage. Capacitance exists In a circuit when
certain devices are (a) capable of storing electrical
charges as voltage Increases and (b) discharging these
stored charges when the voltage decreases.
Section 1.1- GENERATOR FUNDAMENTALS
introduction to CCG’s
WHAT IS A "CCG"?:
The initials “CCG” stand for “computer con
trolled generator“. Such units are different from
conventional generators in that the performance of
the engine and AC generator are more accurately
matched over a wide range of power needs. The
CCG’s provide greater efficiency of both the engine
and the generator while maintaining electrical out
put within an acceptable voltage and frequency
band.
CCG units have the ability to operate the engine
over a wide range of speeds, while conventional
generators will deliver correct AC frequency and
voltage only at a fixed rpm. The unit’s electrical
output is fed through an AC-AC converter which
reconstructs electrical waveforms to the correct
output frequency.
Unlike conventional AC generators, the CCG can
match engine speed to load requirements. This
provides several advantages, as follows:
П Smaller engines can be used to produce more
power than on a conventional generator, since
it can be allowed to run at a higher speed.
□ When the load is reduced, the engine can run
at slower than the usual speeds. This improves
fuel economy and reduces engine noise.
□ The CCG unit can be operated closer to its peak
power point at all times, because output volt
age and current are functions of engine speed.
This allows fora much more compact generator
design.
CCG SYSTEM OVERVIEW:
Figure 10 is a block diagram of the CCG system.
The major elements of the system are represented
in the diagram. Operation of the system may be
described briefly as follows:
1. The engine is directly coupled to a permanent
magnet type Rotor, so the Rotor runs at the same
speed as the engine.
2. As the Rotor turns. Its magnetic field cuts across
the Stator windings to induce a voltage into the
Stator.
a. The Stator is a 2-phase type with center tap.
b. Stator AC output frequency Is between 336 and
540 Hertz. This corresponds to engine speeds of
2520 to 4050 rpm.
c. The load requires a nominal AC frequency of
60 Hertz. Thus, the generated frequency Is six to
nine times the desired range.
3. A Frequency Converter changes the high fre
quency output to a useful frequency, I.e., one that
is compatible with load requirements of about 60
Hertz.
4. A Voltage Detector circuit senses load voltage
and signals a System Control circuit.
5. The System Control circuit establishes the RE
QUIRED ENGINE SPEED for correct voltage and
delivers an output to an Engine Controller.
6. The Engine Controller adjusts the engine’s
Throttle to change engine speed and establish the
correct AC output voltage.
7. The following facts should be apparent:
□ LOAD FREQUENCY IS CONTROLLED BY THE
“FREQUENCY CONVERTER“ DEVICE.
□ VOLTAGE IS CONTROLLED BY A “SYSTEM
CONTROL“ CIRCUIT WHICH CHANGES EN
GINE SPEED TO MAINTAIN A CONSTANT
VOLTAGE AT VARYING ELECTRICAL LOADS.
Page 1.1-4
Section 1.1- GENERATOR FUNDAMENTALS
Why Variable
Most electrical loads will operate satisfactorily
only within a relatively small voltage band. In order
to provide useful voltage at larger load currents, It
is necessary to increase engine speed.
In conventional AC generators, some form of
voltage regulation Is needed to provide correct
voltage in the full range of load current. This Is
often accomplished by regulating excitation cur
rent to the Rotor (fíelo) which then regulates the
strength of the Rotor’s magnetic field. The voltage
Induced Into the Stator windings Is proportional to
the strength of the Rotor’s magnetic field.
Speed Control?
The CCG uses a Rotor having a fixed and perma
nent magnetic field. The strength of this magnetic
field Is fixed and cannot be regulated.
The output voltage on CCG generators tends to
droop with Increasing electrical loads. The SYS
TEM CONTROLLER maintains a constant AC out
put voltage by Increasing engine and Rotor speed
as the load current increases, to offset this Inherent
voltage droop.
The SYSTEM CONTROLLER also selects the cor
rect number of generator pulses which are com
bined to form each 60 Hertz "half-cycle“.
Section 1.1- GENERATOR FUNDAMENTALS
Page 1.1-6
Section 1.2- MAJOR GENERATOR COMPONENTS
Introduction
Major components of the generator proper are
shown in Figure 1, beiow. Externai sheet metal and
other unrelated components are omitted from the
drawing for clarity. These parts are:
ITEM
1
2
3
4
5
6
7
8
9
10
NOMENCLATURE
Upper Fan Housing
Upper Cooling Fan
Permanent Magnet Rotor
Rotor Hub
Stator Retaining Ring
Stator Assembly
Stator Adapter
Engine
Lower Fan & Flywheel
Stepper Motor
Upper Fan Housing
As its name implies, this component houses and
shields the upper cooling fan. See Figure 1, Item
1.
Upper Cooling Fan
The Cooling Fan draws air Into the generator
through slots in the Upper Fan Housing. It Is fas
tened to and rotates with the Permanent Magnet
Rotor.
Permanent Magnet Rotor
Sixteen permanent magnets have been affixed to
the Rotor. A starter ring gear is welded to the
Rotor. The Rotor and Hub are balanced at the fac
tory as an assembly and must be replaced as an
assembly.
NOTE: The hub MUST be properly aligned during
reassembiy. The mounting bolt, housing opening
and magnet must be properly aligned. In addition,
match marks between the Hub and Rotor must be'
aiigned as indicated by an “ALIGN MARKS FOR
BALANCE” decal. During assembiy, use care to
avoid damage to the Ignition Sensor.______________
DANGERI
THE PERMANENT MAGNET ROTOR PRODUCES
AN EXTREMELY STRONG MAGNETIC FORCE.
USE CARE DURING INSTALLATION TO AVOID
PINCHED FINGERS.
Page 1.2-1
Section 1.2- MAJOR GENERATOR COMPONENTS
Rotor Hub
See Figure 2. The Rotor Hub Is balanced with the
Rotor and must be replaced with the Rotor as an
assembly. Part of the engine ignition system is
pressed onto the Hub and can be replaced only as
part of the Rotor and Hub assembly.
Stator Retaining Ring
The Stator Retaining Ring is made of dIe-cast
aluminum. Four hex head capscrews with
lockwashers pass through holes in the Retaining
Ring, to retain the Stator Assembly to the Stator
Adapter (Item 7, Figure 1).
Stator Assembly
The 2-phase Stator is made up of eight (8) wind
ings, with leads brought out as shown in figure 3.
Figure 4 is a schematic representation of each sta
tor winding. Note that there are four (4) power
phase windings (Leads AC2, AC1, SI2, SI1 and 11);
a timing winding (Leads TIM1 and TIM2); a power
supply winding (Leads PS1, PS2); and a dual bat
tery charge winding (Leads 55, 66, 77).
The Stator produces a frequency of 336 to 540
Hertz, which corresponds to engine speeds
between 2520 and 4050 rpm. This means the gen
erated frequency is between six and nine times
the desired frequency of about 60 Hertz.
Stator Adapter
The Adapter Is retained to the engine by means
of four hex head capscrews. The Stator Is retained
to the Stator Adapter and Is “sandwiched'' between
the Adapter and the Stator Retaining Ring.
Lower Fan & Flywheel
The Lower Fan and Flywheel are retained to the
engine PTO shaft by means of a conical washer and
an Ml 6-1.50 hex nut. When assembling, tighten the
flywheel nut to 75 foot-pounds.
Engine
The engine is a single cyclinder, overhead valve
type manufactured by Generac Corporation. De
pending on the specific generator Model Number,
either a GN-190 or a GN-220 engine is used on
NP-30 and NP-40 RV generators.
sponse to changes In AC output voltage. Thus, In
response to decreasing AC output voltages, the
Motor will increase the throttle setting and engine
speed will Increase. Conversely, Increasing AC
output voltages will cause the Motor to decrease
throttle setting and engine speed will decrease.
Figure 3. Stator Pictorial View
-66 (BROWN)-
—77 (BROWN) T1M1 (ORANGE)
—TM2 (GRAY)
-PS1 (BROWN)-
-AC2 (YELLOW)
-AC1 (GRAY)—
-SL1 (ORANGE)—
-----
SL2 (BROWN)-------------
Figure 4. Schematic- Stator Windings
POWER
PHASE 1
POWER
PHASE 2
AC1 aC2
I ! I
POWER I TIMING
SUPPLY I I
PS1 PS2
C «r ® ®
-55 (BLACK)
--------
»<§)
H T1M1 (
PS2 (YELLOW)
■11 (BLUE)
---------
AC2
I (7»CT«r|
II è
b
SL2
è
Stepper Motor
The Stepper Motor (Figure 5, next page) consists
of a stepper motor along with a gear and cam
arrangement which allows motor movement to
change the engine carburetor throttle setting. The
Motor Is controlled by output signals from the Com
puter Control Circuit Board, which calculates the
number of steps the stepper needs to take and
generates the required signals to the Motor. The
circuit board signals the Motor to actuate in re
Page 1.2-2
BATTERY
CHARGE
Section 1.2- MAJOR GENERATOR COMPONENTS
The Genistor
GENERAL:
See Figure 6. The GENISTOR is often called a
“frequency converter“ (also see "Introduction to
CCG’s“ on Page 1.1-4). its function is to change the
high frequency AC output of the Stator (336-540
Hertz) to a useful frequency (about 56-60 Hertz).
The Genistor has no intelligence of Its own. It is
simply a high speed switcning device which is
controlled by the CCG circuit board.
Switching signals from the CCG circuit board are
also delivered to the Genistor. These signals
switch the Genistor on and off as required, result
ing In a sine wave output to the load as shown in
Figure 8.
Figure 6. The dtenhtor
GENISTOR THEORY:
The purpose of a “frequency converter“ is to
divide the Stator AC output frequency by an inte
gral factor to provide a useful output frequency.
Each of the four half-phases of the center-tapped
Stator Is Genistor-controlled.
Figure 7 shows the sine wave output from the
2-phase Stator windings. This output Is delivered
to the Genistor switching module.
The CCG Circuit Board
GENERAL:
The CCG circuit board has several functions as
follows:
1. It controls the operation of the “frequency con
verter“ (Genistor).
2. It controls AC output voltage under all load
requirements by controlling engine speed.
3. It protects the system against various faults.
FREQUENCY CONTROL:
The CCG board will adjust the number of alterna
tor cycles In one output cycle to control AC output
frequency. The number of cycles is based on en
gine rpm and the output frequency will be main
tained in the 55-65 Hertz band.
The board uses a "zero crossing" detector to
synchronize an internal clock. The frequency of the
Stator’s waveform is measured and, with
referencve to the required output frequency, a “freguency divisor" is calculated. The circuit board
then signals the Genistor (frequency converter) to
switch on and off at the proper times so that fre
quency Is maintained in the 55-65 Hertz band.
Page 1.2-3
Section 1.2- MAJOR GENERATOR COMPONENTS
The CCG
VOLTAGE CONTROL:
The CCG circuit board utilizes a closed-loop,
proportional-derivative controller which regulates
RMS voltage by changing engine speed. The sys
tem maintains output voltage at about 115 volts at
the lowest rpm and 120 volts up to the maximum
rpm.
The board controls a Stepper Motor (Figure 5),
which moves the throttle. The board calculates the
number of steps the Motor needs to take and sig
nals the Motor to move. Motor movement changes
throttle position and changes In engine speed re
sult.
FAULT PROTECTION:
The CCG board has the ability to detect several
fault conditions and shut the engine down, as fol
lows:
1. Overvoltage:- If the output voltage exceeds 127
VAC for longer than 15 seconds, the board will turn
AC output power off and shut the engine down.
2. Undervoitage:- If output remains below about 96
VAC longer than 15 seconds, an overload condition
probably exists. The board will then turn AC output
off and shut the engine down.
3. Overspeed:- if engine speed exceeds 4500 rpm,
shutdown will occur.
4. Failure of the Genistor (frequency converter) will
result in engine shutdown.
5. Loss of output to any circuit connected to the
board will result in engine shutdown.
Circuit Board (Continued)
CIRCUIT BOARD CONI
The board Is equipped with eight (8) connection
points (receptacles). These are identified as
"CONNr through "CONNS". See Figure 9.
CONNECTOR
CONNI
CONNECTIONS:
FUNCTION
Six-pin connector Interconnects
with speed control Stepper Motor.
CONN2
12-pin connector is NOT used on
RV units. An orange jumper wire
is connected across Pins 5 & 11.
CONN3
7-pin connector interconnects with
the Genistor.
CONN4
4-pln receptacle for connection of
the Stator power supply leads
(PS1, PS2) and the Stator timing
leads (TIM1, TIM2).
CONNS Single point connection for Stator
lead No. 11 (blue).
CONN6 Interconnects with the Genistor.
CONN7 Single point connector Is NOT
used on RV units.
CONNS Single point connector for Wire 18B.
Interconnects with Engine Cont
roller circuit board, allows the
CCG board to shut the engine down.
-O
-Ó
Figure 9. the CÔà Circuit Board
0 0 ^
C0NN4
CDNN8 CDNN7
CDNN5
a
u
JSl
_______________
Ì i
□
o
o
CGNN3 CDNN6
lij Itl lil Ui lli'ururuu umuuiuiuniniimui Ui'Ul uul
mfamfsifsifiifgifaifgimfiimfsimmisifCTm ijunj
■~L0r'
Page 1.2-4
Section 1.3- OPERATIONAL ANALYSIS
General
Figure 1, below, is a block diagram of the com
puter controlled RV generator. The diagram la In
tended only for the purpose of Illustrating genera
tor operation. Refer to the actual wiring diagram for
wiring interconnections.
Operational Description
1. The PERMANENT MAGNET ROTOR Is directly
coupled to the ENGINE and rotates at the same
speed as the engine.
2. As the ROTOR turns, its magnetic field cuts
across a number of STATOR windings, to Induce a
voltage Into those windings. A voltage Is induced
Into the following STATOR windings:
a. Phase 1 and 2 of the STATOR POWER WIND
INGS (output leads AC1-AC2 and SL1-SL2).
b. The STATOR POWER SUPPLY WINDING with
output leads PS1-PS2.
c. The STATOR TIMING WINDING (output leads
TIM1-TIM2).
d. STATOR BATTERY CHARGE WINDING with
output leads 55,66 and 77.
Figure 1. Block Diagram- AC Generator System
3. STATOR BATTERY CHARGE WINDING o^ut Is
delivered to the unit battery via a BATTERY
CHARGE RECTIFIER (BCR) and a 1 OHM, 50 WATT
RESISTOR. The circuit Is completed through the
battery to frame ground and back to the BATTERY
CHARGE WINDING via Wire 55.
4. STATOR TIMING WINDING output is delivered to
the CCG CIRCUIT BOARD. The circuit board mea
sures the frequency of the waveform and calcu
lates a "frequency divisor" to maintain a useable
frequency to the CUSTOMER CONNECTION re
gardless of rpm.
5. The STATOR POWER SUPPLY WINDING output
Is delivered to the CCG CIRCUIT BOARD. This is
the power supply for operation of the circuit board
and GENISTOR.
6. STATOR POWER WINDING OUTPUT (Phase 1
and 2) Is delivered to a GENISTOR. The GENISTOR
is a nIgh-speed switching device which is con
trolled by the CCG board.
7. The CCG CIRCUIT BOARD senses voltage and
frequency and then acts to control voltage and
frequency as follows:
STATOR
POWER
WINDING
AC1-AC2
WÀ‘§Ê2
STATOR
POWER
WINDING
SL1-SL2
STATOR
POWER
SUPPLY
WINDING
PS1-PS2
STATOR
TIMING
WINDING
TIM1-TIM2
WIRE18B
.(ENGINE
SHUTDOWN)
STATOR
BATTERY
CHARGE
WINDING
66-77
MAGNETIC
FIELD
PERMANENT
MAGNET
ROTOR
ENGINE
Page 1.3-1
Section 1.3- OPERATIONAL ANALYSIS
Operational Description (Continued)
a. The circuit board senses actual voltage and b. The CCG board <
"compares“ it to a pre-set “reference“ voltage of
about 115-120 volts AC.
0) If voltage Is low, the board will signal a STEPPER
MOTOR to change engine throttle setting and In
crease speed until the desired voltage level Is
reached.
If voltage goes high, the board will signal the
STEPPER MOTOR to reduce engine throttle setting
until the desired voltage level Is obtained.
(3) Engine speed Is variable and Is used to control
output voltage and may range from about 2520 to
4050 rpm.
acting on the GENISTOR.
(1) The GENISTOR is a high speed switching
device.
(2) The CCG board signals the Genistor to switch
generator waveforms on and off at the proper
times. In order to maintain a frequency In the
55-65 Hertz band.
8. The CCG circuit board can protect the system
against some faults by shutting the engine down,
wire 18B is the “engine shutdown“ lead that connectcts this system to the Engine Controller circuit
board. See “FAULT PROTECTION“, Page 1.2-4.
controls AC frequency by
Page 1.3-2
Section 1.4- INSULATION RESISTANCE
Dirt and Moisture
If moisture Is permitted to remain In contact with the
generator Stator windings, some of It will be retained In
voids and cracks of the winding Insulation. This can
eventually cause a reduction In Insulation resistance and
generator output may be affected.
Winding Insulation In Generac generators Is moisture
resistant. However, prolonged exposure to water, high
humidity, salt air, etc., will gradually reduce the resis
tance of winding Insulation.
Dirt can make the problem even worse, since It tends
to hold moisture Into contact with the windings. Salt, as
from sea air, can also worsen the problem, since salt
tends to absorb moisture from the air. When salt and
moisture combine, they make a good electrical conduc
tor.
Because of the detrimental effects of water, dirt and
salt, the generator should be kept as dry and as clean as
possible. Stator windings should be tested periodically
using a Hi-Pot tester or a Megohmmeter. If insulation
resistance is low, drying of the unit may be necessary. If
resistance is still low after drying, the defective Stator
should be replaced.
Insuiation Resistance Testers
One kind of Insulation resistance tester Is shown in
Figure 1, below. Other types are commerlally available.
The type shown has a "Breakdown” lamp which turns on
to indicate an Insulation breakdown during the test.
One common type of tester is the "Megohmmeter"
which measures resistance in "Megohms".
NO. COLOR CONNECTS TO
U
77
66
55
SL2
SL1
AC2
AC1
PS1
TIM1
PS2
TIM2
Blue
Brown
Brown
Black
Brown
Orange
Yellow
Gray
Brown
Orange
Yellow
Gray
Main Circuit Breaker CB1
Battery Charge Rectifier BCR
Battery Charge Rectifier BCR
Grounding Terminal
Genistor fG)
Genistor (G)
Genistor (G)
Genistor (G)
CCG Circuit Board (CCB)
CCG Circuit Board i CCB)
CCG Circuit Board l CCB)
CCG Circuit Board (CCB)
Figure 2. Stator Leads
— 55 (BLACK)-*^)
-66 (BROWN)
— 77 (BROWN) —(ORANGE)
PS2 (YELLOW)
—TM2 (GRAY) -
-PS1 (BROWN)I (BLUE) —«0)
-AC2 (YELLOW)
-AC1 (GRAY)—
-SL1 (ORANGE)^—
CAUTION!
When using a Megohmmeter or any other tester,
be sure to follow the manufacturer’s instructions
carefully. All Stator leads must be isolated from
other components, especially circuit boards, be
fore performina tests. The high voltages used In
testing Insuiation resistance will damage elec
tronic components.
Stator Leads
The following leads are brought out of the Stator and
connected to various components in the unit:
-----
SL2 (BROWN)
-------------
■^0
Preparation for Tests
See Stator leads CHART above. Disconnect and Iso
late all Stator leads. ALL STATOR LEADS MUST BE
DISCONNECTED AND ISOLATED BEFORE STARTING
THE TESTS.
Test Aii Stator Windings to Ground
Connect the ends of all Stator leads together. Make
sure none of the leads are touching any terminal or any
part of the generator.
Connect one Tester probe to the Junction of all Stator
leads; the other Tester probe to a clean frame ground on
the Stator. Apply a voltage of 1000 volts for about 1
second.
Follow the tester manufacturer’s Instructions care
fully. Some "Hl-Pot" testers are equipped with a "Break
down" light which will turn ON to indicate an Insulation
breakdown.
A
"Megger" (Megohmmeter) will Indicate the "meg
s’’ of resistance. Normal Stator winding Insulation
ohms"
resistance is on the order of "millions of ohms" or "meg
ohms". The MINIMUM acceptable Insulation resistance
reading for Stators can be calculated using the following
formula.
MINIMUM INSULATION
RESISTANCE
(In “megohniis")
GENERATOR RATED VOLTS
-
------------------------------------------ +1
1000
Page 1.4-1
Section 1.4- INSULATION RESISTANCE
Test All Stator Windings to
Ground (Continued)
EXAMPLE: Generator rated voltage Is "120 VAC".
Divide ■
obtain
the unit Is "1.12 megohms".
120 by 1000 to obtain "0.12". Add “1" to
"1.12 . Minimum Insulation resistance for
.
..............................................■
Test for Shorts Between Windings
Figure 2 on the previous page shows the Stator leads
that are brought out of the Stator. Figure 3 is a schematic
representation of the eight (8) Stator windings. To test
for shorts between windings, proceed as follows:
1. Make sure all Stator output leads are isolated from
each other and from the frame.
2. POWER PHASE TO TIMING WINDINGS:- Connect one
tester probe to Stator lead No. 11, the other test probe to
Stator lead TIM1. Apply a voltage of 1000 volts. The
Tester will Indicate a breakdown if the windings are
shorted together.
3. POWER PASE TO POWER SUPPLY WINDINGS: Con
nect one tester probe to Stator lead No. 11, the other
tester probe to Stator lead PS1. Apply 1000 volts. If a
breakdown Is Indicated, the windings are shorted to
gether.
4. POWER PHASE TO BATTERY CHARGE WINDINGS:Connect one tester probe to Stator Lead No. 11, the other
probe to Stator lead No. 55. Apply 1000 volts. If break
down Is Indicated, the windings are shorted together.
5. TIMING TO POWER SUPPLY WINDING:- Connect one
tester probe to Stator lead No. TM1, the other test probe
to Stator lead No. PS1. Apply 1000 volts. If breakdown is
Indicated, the windings are shorted together.
6. TIMING TO BATTERY CHARGE WINDING:- Connect
one test probe to Stator lead No. TIM1, the other test
probe to Stator lead No. 55. Apply 1000 volts. If break
down is Indicated the windings are shorted together.
7. POWER SUPPLY TO BATTERY CHARGE WINDING:Connect one test probe to Stator lead No. PS1, the other
probe to Stator lead No. 55. Apply 1000 volts. If break
down is indicated, the windings are shorted together.
Results of Tests
1. If testing Indicates that Stator windings are shorted to
ground, the Stator should be cleaned and dried. The
Insulation resistance tests should then be repeated. If,
after cleaning and drying, the Stator again fails the test,
replace the Stator assembly.
2. If testing Indicates that a short between windings
exists, clean and dry the Stator. Then, repeat the tests. If
Stator fails a second test (after cleaning and drying),
replace the Stator assembly.
Cleaning the Generator
GENERAL:
If testing indicates that the insulation resistance is
below a safe value, the winding should be cleaned.
Proper cleaning can be accomplished only while the
generator 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. An
electric motor repair shop may be able to assist with
cleaning. Such shops are often experienced in special
problems (sea coast, marine, wetland applications, etc.).
Figure 3. Schematic- Stator Windings
pravm ппушт|
POWER
PHASE 1
POWER ^
PHASE 2
BATTERY
CHARGE
AC1
I
SL1
à
POWER
f
SUPPLY
PS1 PS2 .
О ^ О
11
AC2
h
SL2
h
TIMING
TIMI T1M2
USING SOLVENTS FOR CLEANING:
A solvent is generally required when dirt contains oil
or grease. 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.).
Use a soft brush or cloth to apply the solvent. Use care
to avoid damaging magnet wire or winding Insulation.
After cleaning, dry all components thoroughly with mois
ture-free, low pressure compressed air.
DANGER!
DO NOT WORK WITH SOLVENTS IN ANY EN
CLOSED AREA. ALWAYS PROVIDE ADEQUATE
VENTILATION. FIRE, EXPLOSION OR OTHER
HEALTH HAZARDS MAY EXIST UNLESS ADE
QUATE VENTILATION IS PROVIDED. WEAR EYE
PROTECTION. WEAR RUBBER GLOVES TO PRO
TECT THE HANDS.
CAUTIONI
Some generators use epoxy or polyester base
winding varnishes. Use solvents that do not at
tack such materials.
Page 1.4-2
Section 1.4- INSULATION RESISTANCE
Drying the Generator
GENERAL:
If testing Indicates that the insulation resistance of a
winding Is below a safe value, the winding should be
dried before operating the unit Some recommended
drying methods 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 ambi
ent.
FORCED AIR:
Portable forced air heaters can be used to dry the
generator. Direct the heated air Into the generator’s air
intake openings. Run the unit at no-load. Air temperature
at the point of entry Into the generator should not exceed
150* F. (66* C.).
Section 1.4- INSULATION RESISTANCE
Page 1.4-4
Section 1.5- COMPONENTS TESTING
Introduction
Problems that occur In the computer-controlled
RV generator generally Involve the following sys
tems or components:
1. The engine.
2. The Speed Control System.
3. The AC Generator.
4. The Genistor.
5. Battery Charge Circuit.
6{ CCG Circuit Board.
7. Wiring Harness and Front Panel.
This Section will discuss test procedures for the
following components. Also see Part 8 of this
Manual, “TROUBLESHOOTING".
1. The AC Generator (Stator).
2. The Genistor.
3. Battery Charge Circuit.
4. CCG Circuit Board.
Stator Assembly
GENERAL:
For additional information on the Stator, refer to
the following:
1. “ Stator Assembly“ on Page 1.2-2.
2. Section 1.4, “INSULATION RESISTANCE“.
SYMPTOMS OF STATOR FAILURE:
A. If the engine starts but the Stepper Motor does
not move, and shutdown occurs after several sec
onds, look for the following:
1. Broken or shorted Power Supply winding
(Wires PS1 and PS2).
2. Broken or shorted Timing winding (Wires TIM1
and TIM2).
NOTE: If the Power Supply windina Is shorted to
ground, a burned area on the CCG circuit board
mircult board ground track) may be visible. If the
Timing winding Is shorted to ground, the circuit will
probably be damaged but bum-up may not be vls-
A short circuit between windings.
□
□
NOTE: The resistance of Stator windings Is very
low. Some meters will not read such alow resis
tance and will simply Indicate “continuity". Recom
mended Is a high quality, digital type meter capable
of reading very low resistances.
TESTING POWER PHASE WINDINGS:
A. Refer to Figures 1 and 2. To test the Power
Phase windings for an open circuit condition, pro
ceed as follows:
1. Disconnect the following wires:
a. Lead “AC1" (Gray) at the Genistor.
b. Lead “AC2” (Yellow) at the Genistor.
c. Lead “SL1" (Orange) at the Genistor.
d. Lead “SL2" (Brown) at the Genistor.
e. Lead No. 11 (Blue) at the Main Circuit Breaker
(CB1).
2. Make sure all of the disconnected leads are
isolated from each other and are not touching the
frame during the test.
3. Set a VOM to its "Rxl" scale and zero the
meter.
4. Connect one VOM test lead to Lead No. 11
. Then, connect the remaining test lead as
K
s:
a. To Lead AC1 and note the resistance reading,
b. To Lead AC2 and note the resistance reading,
c. To lead SL1 and note the resistance reading,
d. To lead SL2 and note the resistance reading.
NOMINAL RESISTANCE- POWER PHASE WINDINGS
Figure 1. Schematic- Stator Windings
POWER
PHASE 1
POWER
PHASE 2
0.30 to 0.42 ohm
B. If the engine shuts down but speed did NOT
exceed 4500 rpm, look for the following:
1. One of the main windings (Power Phase 1 or
2) is open.
2. One of the main windings (Power Phase 1 or
2) is shorted to ground.
TESTING THE STATOR WITH A VOM:
A Volt-Ohm-Milliammeter (VOM) can be used to
test the Stator windings for tne following faults:
□ An open circuit condition.
□ A "short-to-ground“ condition.
BATTERY
CHARGE
nSGfiSIPr
PS1
c
POWER
SUPPLY
TIMING
TIMI T1M2
Page 1.5-1
Section 1.5- COMPONENTS TESTING
Stator Assembly (Continued)
TESTING POWER PHASE WINDINGS
B. To test the Power Phase windings for a "short-toground* condition, proceed as follows:
1. Make sure all leads are Isolated from each other and
are not touching the frame.
2. Set a VOM to its *Rx10,000" or "RxlK* scale and
zero the meter.
3. Connect one VOM test lead to the terminal end of
Lead" AC1", the other test lead to a clean frame ground
on the Stator.
a. The meter should read "infinity".
b. Any reading other than "infinity" indicates a
"short-to-ground* condition.
TESTING POWER SUPPLY WINDINGS:
A. To test the Power Supply winding for an open circuit
condition, proceed as follows:
1. Disconnect the 4-pin connector from "CONN4" of
the CCG circuit board. See Rgure 3.
a. Stator lead "PS1* (Brown) connects to Pin 1 of
the connector.
b. Stator lead "PS2* (Yellow) connects to Pin 3 of
the connector.
2. Set a VOM to its *Rx1* scale and zero the meter.
3. Connect one VOM test lead to Pin 1 (Lead PS1Brown), the othet test lead to Pin 3 (Lead PS2-Yellow).
The meter should indicate the resistance of the Power
Supply winding.
NGS (CONT’D): NOTE: Any reading other than "Infinity'' Indicates
the winding Is shorted to ground. If winding Is open
or shorted, the Stator should be replaced.
TESTING THE TIMING WINDING:
A. To test the Stator Timing winding for an open circuit
condition, proceed as follows:
1. Disconnect the 4-pin connector from "CONN4" of
the CCG circuit board. See Rgure 3.
a. Stator lead TIM1 (Orange) connects to Pin 2 of the
4-pin connector.
b. Stator lead TIM2 (Gray) connects to Pin 4 of the
4-pin connector.
2. Set a VOM to its *Rx1 * scale and zero the meter.
3. Connect one VOM test lead to Pin 2 (Lead TIM1Orang^; connect the other test lead to Pin 4 (Lead
TIM2- Gray). The meter should Indicate the Stator
Timing winding resistance.
B. To test the Timing winding for a "short-to-ground"
condition, proceed as follows:
1. Set the VOM to its "Rx10,000* or "Rx1K" scale and
zero the meter.
2. Connect one VOM test lead to Pin 2 of the 4-pin
connector (Lead TIMI-Orange).
3. Connect the other test lead to a clean frame ground
on the Stator. The meter should read "Infinity". Any
reading other than "Infinity" Indicates the Timing
winding is shorted to ground.
Figures. "CONN4“4-Pin Connector
NOMINAL RESISTANCE
STATOR TIMING WINDING
0.35-0.44 ohm
NOMINAL RESISTANCE
POWER SUPPLY WINDING
0.35-0.44 ohm
B. To test the Power Supply winding for a “short-toground" condition, proceed as follows:
1. Set the VOM to its “Rx10,000" or "RxlK" scale and
zero the meter.
2. Connect one VOM test lead to Pin 1 (Lead PS1Brown). Connect the other test lead to a clean frame
ground on the Stator. The meter should read "infinity".
Page 1.5-2
SHORT CIRCUIT BETWEEN WINDINGS:
To test for a short circuit between windings, proceed
as follows:
1. Set a VOM to its "Rx10,000" or "RxlK" scale and
zero the meter.
2. Connect one meter test lead to Stator lead PS1
(Brown).
3. Connect the remaining test lead to Stator lead AC1
(Gray). The meter should read "Infinity*. Any reading
other than "infinity" indicates a shorted condition and
the Stator should be replaced.
Section 1.5- COMPONENTS TESTING
4. Connect one VOM test lead to Stator lead AC1,
the other test lead to Stator lead 77. The VOM
should read "Infinity“.
5. Connect one VOM test lead to Stator lead AC1,
the other test lead to Stator lead TIM1. The meter
should read “Infinity”.
6. Connect one test lead to Stator lead PS1, the
other to Stator lead TIM1. “Infinity" should be
Indicated.
7. Connect one test lead to Stator lead PS1, the
other to Stator lead 77. The VOM should read
"Infinity".
8. Connect one VOM test lead to Stator lead TIMI,
the other test lead to Stator lead 77. “Infinity"
should be Indicated.
Genistor
GENERAL:
The “Genistor" or "Triac Module" is the FRE
QUENCY CONVERTER for the generator. For addi
tional Information on the Genistor, refer to "The
Genistor" on Pages 1.2-3 and 1.2-4.
SYMPTOMS OF GENISTOR FAILURE:
If the engine shuts down but speed did not ex
ceed 4500 rpm, the following problems may exist:
1. Loss of the "Gate" connection (G1 through G4)
between the CCG circuit board and the Genistor.
2. Although the correct “Gate" signal Is received
from the CCG board, one or more switches are not
gating.
3. The Genistor is not gating properly, I.e., one or
more switches are permanently turned on.
4. Open circuit or loss of connection(s) between
Stator and Genistor (Leads AC1, aC2, SLI, SL2,
22).
5. Open circuit or loss of connection between
Genistor and CCG circuit board (Leads AC1, AC2,
SL1,SL2).
TESTING THE GENISTOR:
Disconnect ail wires from the Genistor before
attempting to test it.
RESISTANCE READING
"COM" to G1 s 20-60 Ohms
"COM" to G2 > 20-60 Ohms
"COM" to G3 o 20-60 Ohms
"COM" to G4 B 20-60 Ohms
3. Set the VOM to its “Rx1” scale and zero the
meter. Then connect the VOM test leads across
the “COM" terminal and the center screw. The
VOM should read “continuity”.
4. Now, connect the VOM test leads across the fol
lowing terminals and screws:
a. Across AC1 screw to AC1 terminal should
read “continuity”.
b. Across AC2 screw to AC2 terminal should
read “continuity”.
c. Across SLI screw to SLI terminal should read
“continuity”.
d. Across SL2 screw to SL2 terminal should read
“continuity”.
5. Set the VOM to its “Rxl 0,000” or “RxlK” scale
and zero the meter. Then, connect the VOM test
leads across each of the screws. There should be
no continuity between any of the screws (“infini
ty”).
NOTE: The resistance reading between any two of
the screws on the Genistor is in the neighborhood
of about 1 megohm (about 1 million amps). If the
Genistor failed any of the proceeding tests, it
should be replaced.
f^lgure 4. Genistor Test Points
CAUTIONI
DO NOT attempt to test the Genistor until ALL
leads have been disconnected. The genistor
MUST be completely disconnected from the cir
cuit If testing is accomplished with any leads
connected, alftest results are Invalid.
See Figure 4. To test the Genistor, proceed as
follows:
1. Set a VOM to a resistance scale that will allow a
range of about 20-60 ohms to be read. Zero the
meter.
2. Connect one VOM test leads to the "COM" termi
nal and the other test lead to Terminals G1, G2, G3
and G4 one at a time. Read the resistance as the
meter is connected to G1, to G2, to G3, and to G4.
Testing the Battery Charge Circuit
GENERAL:
The Stator Is equipped with
dual battery charge windings.
These windings deliver an AC
output to a Battery Charge Rec
tifier (BCR) which rectifies it
changes It to direct current or
É
C). The direct current Is deliv
ered to the unit battery, to main
tain the battery in a charged
state while the unit Is running.
figure 5,
BATTERY CHARGE
WINDING
Page 1.5-3
BCR
Section 1.5- COMPONENTS TESTING
Testing the Battery Charge Circuit
(Continued)
SYMPTOMS OF CIRCUIT FAILURE:
It is difficult to determine if the battery charm
circuit is operating without testing for correct volt
age. If you suspect the battwery charge circuit Is
defective, the following symptoms will usually
point to a cause of the problem. See Figure 6.
1. If no AC voltage can be measured across Stator
connections at the Battery Charge Rectifier (BCR),
an open circuit condition probably exists in Wire 66
(Brown), or Wire 77 (Brown).
2. If AC voltage is available to the Wire 66 and 77
terminals at the battery Charge Rectifier, but no
voltage or a low voltage Is measured between the
BCR’s Wire 55 terminal and ground, the Battery
Charge Rectifier (BCR) Is defective.
TESTING THE BATTERY CHARGE CIRCUIT:
Test the Battery Charge winding as follows:
1. Disconnect Wire 77 at the Battery Charge Recti
fier (BCR).
2. Disconnect Stator output Wire 66 at the Battery
Charge Rectifier (BCR).
3. Disconnect Wire 55.
4. Set a VOM to its ”Rx1" scale and zero the meter.
5. Connect the VOM test leads across Wires 77 and
55, then across Wires 66 and 55. Note the resis
tance reading in both cases. Replace Stator As
sembly, If defective.
BATTERY CHARGE WINDING RESISTANCE
ACROSS WIRES 66 TO 55 s 0.037-0.042 Ohm
ACROSS WIRES 77 TO 55 s 0.037-0.042 Ohm
6. Use a VOM to measure AC voltage at the Wires
66 and 77 terminals of the Battery Charge
Rectifier, with the unit running. If no AC voltage is
measured, an open circuit exists in the wire 66 or
77 circuit.
7. With engine running, use a VOM to check for DC
voltage between the Battery Charge Rectifiers
Wire 55 and frame ground. If AC voltage was pre
sent in step 6, but DC voltage is NOT present in
this stem, the Battery Charge Rectifier (BCR) is
d6f6CtiVG.
Testing the CCG Circuit Board
GENERAL:
It is difficult if not impossible to test the CCG
circuit board in the field. Generally, if the other
components in the AC generator system have
tested good, you may assume that any problem is
In the CCG circuit board.
NOTE: Also refer to “CCG Circuit Board" on Pages
Ï.2-4, 1^-5, and 1^-6.
SYMPTOMS OF CIRCUIT BOARD FAILURE:
1. If the engine starts, but the Stepper Motor does
not move, and engine shuts down after several
seconds, the CCG circuit board’s micro-controiler
may not be operating.
2. A failure of the circuit board’s Stepper Motor
drive can result in the following:
a. Engine starts, but Stepper Motor does not
move. The engine accelerates uncontrollably
and shuts down when engine speed exceeds
4500 rpm.
b. Engine starts, but Stepper Motor does not
move. The following symptoms occur:
(1) Engine appears to operate too slowly.
(2) Engine is not able to handle the load and unit
operates at low AC output voltage.
(3) After several seconds under load, AC output
voltage is turned off (overload condition).
3. If the engine can be started, but shuts down after
several seconds, a timing detection faiiure may
have occured (Timing winding. Wires TIM1, T1M2).
4. if the engine speed and output voltage are erratic
under constant load, but the AC output does not
turn off intermittently, erratic timing detection may
have occured (Timing winding. Wires TIM1, TIM2).
NOTE: Timing detection Involves the circuit
board’s ability to detect "zero crosslrws" of the
sine wave (see “Alternating Current", Pages 1.1-1
and 1.1-2). The CCG clrculfboard must detect both
zero VOLTAGE and zero CURRENT crossings If the
system Is to operate properly. This “zero crossing“
detector Is used to synchronize an Internal clock
on the circuit board. The frequency of the Input
waveform la measured by the circuit board and
checked against a "reference“ frequency. The
board then calculates a frequency divisor. By
counting “zero voltage crossings“, an Internal reterence output polarity Is generated. The Genistor
switch with the maximum potential In the direction
of the Internal reference Is gated.
Page 1.5-4
Section 1.5- COMPONENTS TESTING
TESTING THE CIRCUIT BOARD;
There Is no practical way of testing the CCG
circuit board In the field. Read "SYMPTOMS OF
CIRCUIT BOARD FAILURE" carefully. Test the Sta
tor, the Genistor, and the Battery Charge circuit as
outlined In this Section. Also perform a resistance
test of the Stepper Motor (see Part 7, "THE VARI
ABLE SPEED SYSTEM") and observe Its operation
If possible.
Inspect wiring and wiring connections between
the CCG circuit board and the Genistor as follows
(refer to appropriate wiring diagram):
1. Check wires G1 through G4 (and Wire 22) for
proper connections at circuit board and at the
Genistor.
2. Use a VOM to check Wires G1 through G4 (and
Wire 22) for continuity.
3. Check Wires AC1, AC2, SL1 and SL2 (between
circuit board and Genistor) for proper connections.
4. Use a VOM to check Wires AC1, AC2, SL1, SL2
(between circuit board and Genistor) for condlnu-
Ity.
If all tests are completed and no problem Is found
on other components of the system, replace the
CCG circuit board and check unit operation.
Page 1.5-5
Section 1.5- COMPONENTS TESTING
Page 1.5-6
Section 1.6- CONTROL PANEL
Construction
The panel Is constructed of sheet metal and Includes
a panel box, a panel back cover and a front control panel.
The panel box Is retained to an enolne-generator divider
plate by five MS screws. Removal of these screws will
permit the panel to be removed from the divider plate and
set out of the way with connecting wires still attached.
This will allow access to components housed In the
control panel.
Figurer 1. Exploded View of Control Panel
Components
A heat sink bracket Is attached to the engine-generator
divider plate, for attachment of a heat sink to which a
CCG circuit board and Genistor are mounted. See Items
26,31,32 and 38 In the Exploded View of Control Panel.
Other components are also shown In the Exploded View.
Many of tnese components are part of the "ENGINE
ELECTRICAL SYSTEM" (Part 6 of this manual).
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13 8
14
15
16
17
18
20
21
22
23
24
25
QTY
6
1
1
2
5
8
1
1
1
1
2
1
2
2 M6 Hex Nut
1
2
4
1
2
1
1
1
1
M5 Pan Head Machine Screw
Engine Controller Circuit Board
DESCRIPTION
Back Panel Cover
Control Panel Box
No. 10-32 Pan Head Screw
M4 Pan Head Screw
M5 Screw
Snap Bushing
90’ Connector
25 amp circuit breaker
M6 Lockwasher
Ignition Module 38
M5 Lockwasher
M4 Hex Nut
Ignition Coll Assembly
Ignition Coll Spacer
No. 8 Flatwasher 44 1 Ground Wire
Front Control Panel 45 1
Snap Bushing 46
Start-Stop Switch
Fuel Primer Switch
15 amp Fuse
Fuse Holder
ITEM
26 1
27 1
28 9
29 2
31 1
32 1 CCG Printed Circuit Board
33 4 M3 Pan Head Screw
34 4 M3 Lockwasher
35
36 1 500 ohm Power Resistor
37 4 M6 Screw
39 4
40 2
41 1 Terminal Block
42
43 1 Genistor Harness
47
48 2 Wiring Harness Clamp
49 1 Panel Harness (Not Shown)
QTY
1 1 ohm Power Resistor
1 Heat Sink Bracket
1 12-pln Connector
1 Remote Panel Harness
1
DESCRIPTION
Heat Sink
Battery Charge Rectifier
M4 Lockwasher
No. 10-32 Hex Nut
Genistor
M4 Pan Head Screw
M5 Hex Nut
Customer Wiring Harness
Snap Bushing
Page 1.6-1
Section 1.6- CONTROL PANEL
Page 1.6-2
Section 1.7- SHEET METAL
See ‘Exploded View of Sheet Metal" on next page. A
General
DIVIDER PLATE (Item 1 )separate8 the AC generator com
ponents from the engine. The engine Itself Is enclosed
by a BASE HOUSING WRAPPER (ftem 4), a FRAME (Item
24), and a BELLY PAN (Item 23). These components are
sealed by means of rubber SEALS (Items 3), to prevent
the escape of gases.
NP-30/NP-40 Generator
CONTROL PANEL
BOX
DIVIDER PLATE
The LOWER FAN attaches to the engine shaft and Is
enclosed In a LOWER FAN HOUSING (Item 19). Air Is
drawn Into the enclosed area around the engine and
forced out of the LOWER FAN HOUSING.
Removal of sheet metal will be necessary for many
repairs and for replacement of most parts.
ROCKER COVER
COVER
OIL FILTER buy il
AIR CLEANER
/
I ...r
OIL FILL TAG
ionoanjiiJ
Page 1.7-1
Section 1.7- SHEET METAL
Parts List for Exploded View of Sheet Metal
ITEM
1 1
2
3
4
5 26
6
7
8
9 5
10
12 1
13
14 1 3/8"-16 Capscrew 38 1 Snap Bushing
15
16
17
18
19
20
21 1
22 1
23
24
25
QTY
Engine-Generator Divider Plate
1 Engine Upper Wrapper
1 Rubber Seal
1
2 Customer Mounting Ralls
4 M8 Lockwasher 32 1 Starter Contactor Insulator Boot
4
7 M6 Lockwasher 35 4
1
1 3/8” Lockwasher 39
1 3/8” Hex NHut 40
1 Air Outlet Deflector 41 1
1 Exhaust Muffler
1
1 45 1 Grounding Strap
1 Belly Pan 49 1 Muffler Lower Insulation
1
1
DESCRIPTION ITEM QTY DESCRIPTION
Grounding Strap
1/4” Lockwasher
Seal Retainer
M8 Flatwasher
No. 8 Hex Nut
M6-1.00 Capscrew
Lockwasher
Muffler Heat Shield
Base Housing Wrapper
M5 Screw 30
M8-1.25 Capscrew
M8-1.25 Capscrew
Spark Arrestor
Exhaust Clamp
Lower Fan Housing
Carburetor Baffle SKlrt
Rocker Cover Cover
Spark Plug Side Skirt 48
Frame
Grounding Strap
26 1
27 1 Fuel Pump
28 2 Barbed 90* Fitting
29
31
33 1 Oil Filter Opening Seal
34 1
36 1 Fuel Line
37
42
44
47
50 1 Muffler Upper Insulation
3 1/4”-20 Hex Nut
3
1 Starter Contactor
2 Hose Clamp
7 Lockwasher
1 No. 8 Hex Nut
2
1
1
1 Muffler Hanger Bracket
Page 1.7-2
Loading...