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 . B ox 8	W aukesha, W isconsin 53187
PH O N E: [phone]	_________ FA X: [phone]

Printed In U.S.A.

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.

SERVICE MANUAL

COMPUTER CONTROLLED VARIABLE SPEED RV GENERATORS

Series NP-30G and NP-40G

PART	TITLE
1	THE AC GENERATOR
2	ENGINE MECHANICAL
3	GASOLINE FUEL SYSTEM
4	GASEOUS FUEL SYSTEM
5	ENGINE OIL & COOLING SYSTEM
6	ENGINE ELECTRICAL SYSTEM
7	TROUBLESHOOTING
8	SPECIFICATIONS & CHARTS

Part 1

THE AC

GENERATOR

COMPUTER CONTROLLED VARIABLE SPEED RV

GENERATORS

Series NP-30G and NP-40G

SECTION	TITLE
	TaEnE!53tT5i?TOnï55mÇÏTRB"

1.2GENERATOR MAJOR COMPONENTS

1.3	OPERATIONAL ANALYSIS
1.4	INSULATION RESISTANCE
1.5	COMPONENTS TESTING
1.6	CONTROL PANEL
1.7	SHEET METAL

direction of current flow. The fingers will then be pointing in the direction of the lines of force.

D

hand rule". To apply this rule, place your right hand

The direction of the lines of force around a conduc­ tor can be determined by what Is called the "right

conductor.

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:

Magnetism

Magnetism can be used to produce electricity and electricity can be used to produce magnetism.

Much about magnetism cannot be explained by our

Section 1.1- GENERATOR FUNDAMENTALS

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

Alternating Current

A simple generator consists of a coil of wires called a around the conductor with the thumb pointing In the 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

Figure 6. Electrical Units

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.

In one direction, then reverse and move In the opposite direction. They will repeat this cycle at regular intervals.

With alternating current (AC), the electrons flow first

a maximum positive value. Rotor rotation to 270’ brings another maximum flow of current. However, at 270’ the

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

Section 1.1- GENERATOR FUNDAMENTALS

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 current flow has reversed In polarity and now flows in thebillion electrons per second.

opposite direction.

VOLT:

The VOLT is the unit used to measure electrical PRES-

SURE, or the difference In electrical potential that causes A wave diagram, called a “sine wave“ shows that current electrons to flow. Very few electrons will flow when goes from zero to maximum positive value, then reverses voltage is weak. More electrons will flow as voltage and goes from zero to maximum negative value. Two becomes stronger. VOLTAGE may be consdiered to be reversals of current flow Is called a cycle. The number of

cycles per second Is called frequency and is usually stated in "Hettz".

Conductor of a	OHM - Unit measuring resistance
Circuit	or opposition to flow

AMPERE - Unit measuring rate of

current flow (nunfcer of elec­ trons past a given point)

L. ■ VOLT - Unit measuring force or

_____ difference in potential causing current flow

Page 1.1-2

Section 1.1- GENERATOR FUNDAMENTALS

	OHM:	The magnetic field around the conductor Induces elec­
	The OHM Is the unit of RESISTANCE. In every circuit	tromotive forces that cause current to keep on flowing
		while voltage drops. The result Is a condition In which
	there Is s natural resistance or opposition to the flow of
		voltage leads current When a conductor Is formed Into
	electrons. When an EMF Is applied to a complete circuit,	a coll, the magnetic lines of force are concentrated In the
	the electrons are forced to flow In a single direction	center of the coll. This Increased density causes an
	rather than their free or orbiting pattern. The resistance
		Increase In magnetically Induced EMF without Increas­
	of a conductor depends on (a) Its physical makeup, (b)	ing current Thus, colls cause Inductive reactance.
	Its cross-sectional area, (c) Its length, and (d) Its temper­
	ature. As the conductor’s temperature Increases, Its re­	Inductive reactance can also be caused by placing an
	sistance Increases In direct proportion. One (1) ohm of	Inductlonmotoronthe circuit which utilizes the current’s
	resistance will permit one (1) ampere of current to flow	magnetic field for excitation.
	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
		i AMPS		OHMS j
	the current will Increase when
	voltage Increases but resis­		\(l)	(R)y
	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:

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

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.

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 voltagethat 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.

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 Speed Control?

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.

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	NOMENCLATURE
1	Upper Fan Housing
2	Upper Cooling Fan
3	Permanent Magnet Rotor
4	Rotor Hub
5	Stator Retaining Ring
6	Stator Assembly
7	Stator Adapter
8	Engine
9	Lower Fan & Flywheel
10	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

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

	-55 (BLACK)--------»<§)
-66 (BROWN)-
—77 (BROWN)	H T1M11(ORANGE)(

PS2 (YELLOW)

—TM2 (GRAY)

-PS1 (BROWN)-

■11 (BLUE) ---------

-AC2 (YELLOW)

-AC1 (GRAY)—

-SL1 (ORANGE)—

----- SL2 (BROWN)-------------

Figure 4. SchematicStator Windings

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.

POWER	AC1			AC2
PHASE 1
	I	!		Ib
POWER		I	(7»CT«r|
PHASE 2				SL2
		II		è
		POWER I	TIMING
	PS1	SUPPLY I		I
		PS2	®	®
	C	«r

Stepper Motor

The Stepper Motor (Figure 5, next page) consists	BATTERY
of a stepper motor along with a gear and cam
arrangement which allows motor movement to	CHARGE
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

Section 1.2- MAJOR GENERATOR COMPONENTS

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.

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.

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 Circuit Board (Continued)

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 BOARDCONNECTIONS:CONI

The board Is equipped with eight (8) connection points (receptacles). These are identified as "CONNr through "CONNS". See Figure 9.

CONNECTOR	FUNCTION
CONNI	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.

Figure 9. the CÔà Circuit Board

-Ó	0 0 ^

C0NN4	CDNN8 CDNN7	CDNN5

a

u

		JSl_______________
		lij Itl lil Ui lli'ururuu umuuiuiuniniimui Ui'Ul uul	Ì	□i
				o
	CGNN3 CDNN6	m f a m f s i f s i f i i f g i f a i f g i m f i i m f s i m m i s i f C T m i j u n j		o
-O		■~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.

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:

Figure 1. Block DiagramAC Generator System

WIRE18B

.(ENGINE

SHUTDOWN)

STATOR		WÀ‘§Ê2		STATOR		STATOR	STATOR
		STATOR		POWER		TIMING	BATTERY
POWER		POWER		SUPPLY		WINDING	CHARGE
WINDING		WINDING		WINDING		TIM1-TIM2	WINDING
AC1-AC2		SL1-SL2		PS1-PS2			66-77
MAGNETIC			PERMANENT			ENGINE
FIELD				MAGNET

ROTOR

Page 1.3-1

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.

Section 1.3- OPERATIONAL ANALYSIS

Operational Description (Continued)

a. The circuit board senses actual voltage and b. The CCG board <		controls	AC frequency	by
"compares“ it to a pre-set “reference“ voltage of	acting on the GENISTOR.
about 115-120 volts AC.	(1) The GENISTOR is a high speed switching
0) If voltage Is low, the board will signal a STEPPER	device.
MOTOR to change engine throttle setting and In­	(2) The CCG board signals the Genistor to switch
crease speed until the desired voltage level Is
reached.	generator waveforms on and off at the proper
If voltage goes high, the board will signal the	times. In order to maintain		a frequency In	the
STEPPER MOTOR to reduce engine throttle setting	55-65 Hertz band.

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.

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

NO.	COLOR	CONNECTS TO
U	Blue	Main Circuit Breaker CB1
77	Brown	Battery Charge Rectifier BCR
66	Brown	Battery Charge Rectifier BCR
55	Black	Grounding Terminal
SL2	Brown	Genistor fG)
SL1	Orange	Genistor (G)
AC2	Yellow	Genistor (G)
AC1	Gray	Genistor (G)
PS1	Brown	CCG Circuit Board (CCB)
TIM1	Orange	CCG Circuit Board i CCB)
PS2	Yellow	CCG Circuit Board l CCB)
TIM2	Gray	CCG Circuit Board (CCB)

Figure 2. Stator Leads

— 55 (BLACK)-*^)

-66 (BROWN)

— 77 (BROWN) — ( O R A N G E )

PS2 (YELLOW)

—TM2 (GRAY) -

-PS1 (BROWN)-

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".

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:

	I (BLUE) —«0)
-AC2 (YELLOW)
-AC1 (GRAY)—
-SL1 (ORANGE)^—
----- 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 ohms’’" of resistance. Normal Stator winding Insulation 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	GENERATOR RATED VOLTS
RESISTANCE	------------------------------------------- +1
(In “megohniis")	1000

Page 1.4-1

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.).

Page 1.4-2

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,

Use a soft brush or cloth to apply the solvent. Use care

100’ F. (38* C.).

Section 1.4- INSULATION RESISTANCE

Test All Stator Windings to Ground (Continued)

EXAMPLE: Generator rated voltage Is "120 VAC".

Divide ■	120 by ...............................................1000 to obtain "0 12" Add “1"■ to
obtain	"1.12 . Minimum Insulation resistance for

the unit Is "1.12 megohms".

Figure 3. SchematicStator Windings

pravm ппушт|

	POWER	AC1	AC2
	PHASE 1
		I	h

	Test for Shorts Between Windings		POWER				^
	Figure 2 on the previous page shows the Stator leads		PHASE 2
	that are brought out of the Stator. Figure 3 is a schematic							SL2
	representation of the eight (8) Stator windings. To test		SL1				11	h
	for shorts between windings, proceed as follows:		à
	1. Make sure all Stator output leads are isolated from
	each other and from the frame.			POWER				TIMING
	2. POWER PHASE TO TIMING WINDINGS:- Connect one
			PS1fSUPPLY PS2				TIMI.
	tester probe to Stator lead No. 11, the other test probe to							T1M2
	Stator lead TIM1. Apply a voltage of 1000 volts. The		О			^	О
	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		BATTERY
	tester probe to Stator lead PS1. Apply 1000 volts. If a
	breakdown Is Indicated, the windings are shorted to­		CHARGE
	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:-	USING SOLVENTS FOR CLEANING:
	Connect one test probe to Stator lead No. PS1, the other
	probe to Stator lead No. 55. Apply 1000 volts. If break­		A solvent is generally required when dirt contains oil
		or grease. Only petroleum distillates should be used to
	down is indicated, the windings are shorted together.
		clean electrical components. Recommended are safety

type petroleum solvents having a flash point greater than

Results of Tests

1. If testing Indicates that Stator windings are shorted to 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.

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.

□□ 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.

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-

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.

3.Set a VOM to its "Rxl" scale and zero the meter.

4.Connect one VOM test lead to Lead No. 11

K. Then,s: connect the remaining test lead as

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 RESISTANCEPOWER PHASE WINDINGS 0.30 to 0.42 ohm

Figure 1. SchematicStator Windings

POWER

PHASE 1

POWER

PHASE 2

nSGfiSIPr

POWER		TIMING
SUPPLY	TIMI	T1M2
PS1
c

BATTERY

CHARGE

Page 1.5-1

Section 1.5- COMPONENTS TESTING

Stator Assembly (Continued)

TESTING POWER PHASE WINDINGSNGS (CONT’D):	NOTE: Any reading other than "Infinity'' Indicates
B. To test the Power Phase windings for a "short-to-	the winding Is shorted to ground. If winding Is open
ground* condition, proceed as follows:	or shorted, the Stator should be replaced.
1.Make sure all leads are Isolated from each other and	Figures. "CONN4“4-Pin Connector
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 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 TIM2Gray). The meter should Indicate the Stator Timing winding resistance.

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.

NOMINAL RESISTANCE POWER SUPPLY WINDING 0.35-0.44 ohm

B. To test the Power Supply winding for a “short-to- ground" 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 PS1-

Brown). Connect the other test lead to a clean frame ground on the Stator. The meter should read "infinity".

NOMINAL RESISTANCE

STATOR TIMING WINDING 0.35-0.44 ohm

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.

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.

Page 1.5-2

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.

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.

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

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 Échanges It to direct current or

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

BCR

Page 1.5-3

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

77circuit.

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 condlnuIty.

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	Components
The panel Is constructed of sheet metal and Includes	A heat sink bracket Is attached to the engine-generator
a panel box, a panel back cover and a front control panel. divider plate, for attachment of a heat sink to which a
The panel box Is retained to an enolne-generator divider	CCG circuit board and Genistor are mounted. See Items
plate by five MS screws. Removal of these screws will	26,31,32 and 38 In the Exploded View of Control Panel.
	Other components are also shown In the Exploded View.
permit the panel to be removed from the divider plate and
set out of the way with connecting wires still attached.	Many of tnese components are part of the "ENGINE
This will allow access to components housed In the	ELECTRICAL SYSTEM" (Part 6 of this manual).

control panel.

Figurer 1. Exploded View of Control Panel

ITEM	QTY	DESCRIPTION	ITEM	QTY	DESCRIPTION
1	6	M5 Pan Head Machine Screw	26	1	Heat Sink
2	1	Back Panel Cover	27	1	Battery Charge Rectifier
3	1	Control Panel Box	28	9	M4 Lockwasher
4	2	No. 10-32 Pan Head Screw	29	2	No. 10-32 Hex Nut
5	5	M4 Pan Head Screw	31	1	Genistor
6	8	M5 Screw	32	1	CCG Printed Circuit Board
7	1	Snap Bushing	33	4	M3 Pan Head Screw
8	1	90’ Connector	34	4	M3 Lockwasher
9	1	Engine Controller Circuit Board	35	1	1 ohm Power Resistor
10	1	25 amp circuit breaker	36	1	500 ohm Power Resistor
11	2	M6 Lockwasher	37	4	M6 Screw
12	1	Ignition Module	38	1	Heat Sink Bracket
13	8	M5 Lockwasher	39	4	M4 Pan Head Screw
14	2	M4 Hex Nut	40	2	M5 Hex Nut
15	2	M6 Hex Nut	41	1	Terminal Block
16	1	Ignition Coll Assembly	42	1	12-pln Connector
17	2	Ignition Coll Spacer	43	1	Genistor Harness
18	4	No. 8 Flatwasher	44	1	Ground Wire
20	1	Front Control Panel	45	1	Customer Wiring Harness
21	2	Snap Bushing	46	1	Remote Panel Harness
22	1	Start-Stop Switch	47	1	Snap Bushing
23	1	Fuel Primer Switch	48	2	Wiring Harness Clamp
24	1	15 amp Fuse	49	1	Panel Harness (Not Shown)
25	1	Fuse Holder

Page 1.6-1

Section 1.6- CONTROL PANEL

Page 1.6-2

Section 1.7- SHEET METAL

General

See ‘Exploded View of Sheet Metal" on next page. A The LOWER FAN attaches to the engine shaft and Is DIVIDER PLATE (Item 1 )separate8 the AC generator com­ enclosed In a LOWER FAN HOUSING (Item 19). Air Is

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.

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.

NP-30/NP-40 Generator

CONTROL PANEL

BOX

DIVIDER PLATE

/ AIR CLEANER

ROCKER COVER
COVER	OIL FILTER buy il		I . . . r
		OIL FILL TAG	ionoanjiiJ

Page 1.7-1

Section 1.7- SHEET METAL

Parts List for Exploded View of Sheet Metal

ITEM	QTY	DESCRIPTION		ITEM	QTY	DESCRIPTION
1	1	Engine-Generator Divider Plate		26	1	Grounding Strap
2	1	Engine Upper Wrapper		27	1	Fuel Pump
3	1	Rubber Seal		28	2	Barbed 90* Fitting
4	1	Base Housing Wrapper		29	3	1/4”-20 Hex Nut
5	26	M5 Screw		30	3	1/4” Lockwasher
6	2	Customer Mounting Ralls		31	1	Starter Contactor
7	4	M8 Lockwasher		32	1	Starter Contactor Insulator Boot
8	4	M8-1.25 Capscrew		33	1	Oil Filter Opening Seal
9	5	M8-1.25 Capscrew		34	1	Seal Retainer
10	7	M6 Lockwasher		35	4	M8 Flatwasher
12	1	Spark Arrestor		36	1	Fuel Line
13	1	Exhaust Clamp		37	2	Hose Clamp
14	1	3/8"-16 Capscrew		38	1	Snap Bushing
15	1	3/8” Lockwasher		39	7	Lockwasher
16	1	3/8” Hex NHut		40	1	No. 8 Hex Nut
17	1	Air Outlet Deflector		41	1	No. 8 Hex Nut
18	1	Exhaust Muffler		42	2	M6-1.00 Capscrew
19	1	Lower Fan Housing		44	1	Lockwasher
20	1	Carburetor Baffle SKlrt		45	1	Grounding Strap
21	1	Rocker Cover Cover		47	1	Muffler Heat Shield
22	1	Spark Plug Side Skirt		48	1	Muffler Hanger Bracket
23	1	Belly Pan		49	1	Muffler Lower Insulation
24	1	Frame		50	1	Muffler Upper Insulation
25	1	Grounding Strap

Page 1.7-2