Winpower Arc Welder User Manual

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W

INPOWER

CORPORATION

175

AMP

Dm

Cm

PART I BELT

AND

PULLEY

Preliminary 'Check

1.

Check for broken belt.

2.

check for .slipping belt or slipping
pulley.

If the belt or a1:crnator pulley

is

slipping, the
arc will start strong and die away as the alter­nator-slows down.

It

will be noticeable at high
amp settings. The belt should be tight and have
very little "give" when checked by hand after re­moving the belt screen. (Fig.

1-1)

Caution - Replace screen before starting the

welder engine.

Note - The belt will burn (melt) and be ruined

if allowed to slip for any length of time.

Pulle-; Alignment and Belt Tension

If belt breaks, turns over or jumps out of the

grooves after a short period of time, or does not

last when replaced, THERE IS

SO?!ETHING WRONG WITH

EITHER THE

ALIGWENT OR THE TENSION OF THE BELT.

It

will do no good to replace the belt without

correcting the problem.

SYMPTOMS PROBABLE CAUSE

7--

Belt burns, melts or has
small cracks on inside. Belt too loose.

Belt breaks with clean break. Belt too tight.

Belt breaks along one edge, Belt not in
jumps out of'groove or turns

alignment or too

over in groove. tight.

Burr on Pulley

CORRECT BELT ALIGNMENT

AND

PROPER TENSION

is

cru-

cial to belt life.

ELARE SURE BELT IS ALIGNED.
The belt should be checked for tightness after a
few hours of operation of a new machine.

Belt Adjustment

Remove belt screen (Fig. 1-1). CAUTION: Replace
screen before starting the welder engine. Loosen
the nut located between the belt and the belt
tension hole

(Fig.

1-2). Insert a screwdriver
through the belt tension hole and pry up on the
spacer behind the nut previously loosened. While
maintaining tension tighten the nut loosened above.

Check the pulley alignment,

making sure the top
and bcttom pulleys are parallel and straight.
Check the belt tension. The belt should be
tight so that there

is

very little give when

flexed by hand.

FIG.

I

Pulley Removal

To remove the alternator pulley, remove the nut
and lockwasher, apply even pressure to the pulley

with a screwdriver and

heat with a propane torch

_

until the Loctite loosens and the pulley will
slip off.
Note:

Trying to remove the pulley without heat

will damage

it.

Both alternator and engine pulley
must have Loctite to keep them from slipping.
Use

high strength Loctite, Cat. No. 271-41. Use

instructions supplied with the Loctite.

To remove the engine pulley, clean the shaft of
dirt and rust in front of the pulley, apply pres­sure to the pulley with a

wheel puller and a~ply

heat to the pulley until the Loctite loosens and

the pulley will slip off.

Note:

Trying to re-

move with

a

wheel puller without heat xi11 bed

the pulley.

PART

I1

DETER4INE THE FAILIYC UWIT

Engine Lugs Down

If the engine powering a Winpower welder "lugs down"
this indicates an engine problem,

not

a

welder

problem. The problem

is

simply that the welder

is

calling for more power than the engine can

supply and the

RRl's

drop. If a lugging condi­tion occurs, more output can be obtained by turn­ing the current adjustment knob

down

to a lower

setting so the engine

RP?I1s do not drop.

NOTE: A drop in output and engine lug can occur
because of an

uncuned or worn engine, high

alti­tude or extreaely hot days that cause a reduction
in engine power. (There

is

a 1I drop for each 10

degrees

F

above 60 degrees F and

a

3%

drop for

each

1000 feet above sea level. Contact engine

manufacturer for further details.)

Lov Open Circuit Vnltage-

The open circuit voltage

will

be low if the en-

gine

is

not running Pull speed (3600 RPPl's).

Measure

the open circuit voltage at the

weldizg
receptacles with the engise running full speed,
not welding, no accessory power being used, and

the current adjustment knob setting at 175

amns.

Three Circuits

The alternator on the Winpower welder has three
separate circuits.

1. Control Circuit

2. Welder Circuit

3. Accessory

Circl~it

All three of these circuits have their own indi­vidual winding and are not connected electrically

to each other.

-.

Exciter Check

If the unit

is

completely dead, suspect excitation

problems, especially

.if

:he

unit hns heen sitting

unused for a long

time.

Check the exciter wire

connection at the engine and insure

the exciter

wire

is

not loose, broken or shorted to the frame.
The welder should be running full speed with the
knob setting at

17%.

Voltage Check to determine failing circuit

By

using the following procedure and examples be­fore removing the shroud, the failing circuit can
normally be determined

(i.z.

welder, accessory,

or control).

If the welder comes to you removed
from thc engine and no ex?lanation of the problem,
the

checkout procedure in later parts of this book

will still Find the problem.

IT

the welder

is

puttin:; out anytlling at all, mea-

sllrc the I1.C. onen circuit voltage of both the

r~elder and accessory.

iiieldrr should be approxi-

mately 70

V.D.C.

and the accessory should be about

125

V.11.C.

>leasure with knob set at maximum amps.

SEFOHE C!IECKIXC VOLTAGE

TO

DETEY.ITNE FAILISG UNIT

iiAKE SURE

PKOBLM

IS HOT LO:.' ENGINE PGVER, LOW

ENGINE RPM's, OR EXCITER PROBLEM.

Examnle I Unit conpletely dead, no welder or

accessory voltzge. Problem

is

in the

control circuit.

Examnle 2 Low voltage outnut. The maximum open

--

circuit voltage welder

is

measured at

45

volts, (should he 70), and maximum

open circuit voltage accessory

is

74

volts, (should be 125).

Tlie problem

is

in the control circuit.

Exanple 3 Low current outpuc . !laximum weider

--

open circuit voltage

is

73, (o.k.),

and maximumaccessory open circuit
voLtage

is

122 (0.k.). Again, pro-

blem

is

in thc control circuit.

Example 4 No welder output. Welder own circuit

voltage zero (should be

70).

Accessory
open circuit voltage 120 (0.k.). Pro­blem

is

in the welder circuit.

Sxample 5 Low welder output. Yaximl~m welder open

circuit voltage

is

48 (should be 70).

Xaximum accessory open circuit voltage

is

120 (0.k.). Problem

is

not

in the
control circuit, but in the welder
circuit.

Example 6 No accessory output. Welder open cir-

cuit voltage 70

(0.k.). Accessory open
circuit voltage zero (should be 125).
Problem

is

in accessory circuit.

Example 7 Low accessory output. Welder open cir-

cuit voltage

is

74 (0.k.). Accessory
open circuit voltage

is

80

(should be

125).

Problem

is

not

in the concrol

circuit but

is

in accessory circuit.

Note - If problem

is

in the accessory circuit;

-

check the 4 fuses

(1

on panel and 3 under thc

sllroud). Tlli. fl~scs affect only the L20V accessory.

PART

I11

CONTROL CIRCUIT MINTENANCE Ccrnponent T'esting

General

The control Circuit provides current to the rotor

(through the brushes), to provide a rotating elec­tromagnet (rotor) which in combination with the
Stator

(winding) generates

its

own control cur-

rent. The control current

is

generated in the
control winding, rectified to D.C. by the control
diodes, adjusted by the rheostat, filtered by
the capacitor and used by

the rotor.

A

failure in the control circuit will affect both
the welder and 120 Volt accessory output equally.
Since the control circuit has the most components

and wires, a majority of failures will be in the

control circuit.

All

of the 4 fuses in the ma-

chine have to do with accessorv circuit and have

nothing to do with the welder output or

co11trol.

The only instrument needed

to

check out the ma-

chine

is

a

Multimeter with an Ohmmeter.

(RX1

scale). Do not start the engine while ciircking

the welder.
Exciter Wire

Initial excitation

is

accomplished by a

positive going pulse taken off the engine

magneto. This electrical pulse travels

along the yellow wire connected below

the engine carburetor, through the

brushes and returns by way of the ground

wire between the frame and the engine.

Either wire being broken can be determined
by checking between terminal

1

on the

control board (Fig.

3)

and alternator

ground

with the ohmmeter. The reading
should show a short (about 1/2 ohm) with
the wires connected to the engine.

Control Circuit Component Isolation

Brushes and Rotor (P. 10, Ref. 109 & 105)

Before the testing begins, the components must be
isolated so that "back circuits" will not give
erroneous readings.

This

is

done by taking the

Check with an ohmmeter (Rxl) for a reading of

following steps:

4

to 20 ohms between the white brush wire

1.

Take top shroud off the welder unit

(P.

7

Ref.

8).

2.

Disconnect the rotor, control windings

and the capacitor by removing and
separating the two diodes, the two

white wires, and the bare wire from

ter~tinal 4 on the control circuit

board

(P. 9 Ref. 90).

3.

Disconnect the red and green control
grcund wires from the housing

(P. 10.

Ref.

107).

disconnected from terminal 4 and ground. If
the reading

is

bad, the problem

is

inside the
alternator in the brush area. After removing
the back housing from the alternator, check

the rotor for approximately

4

ohms, check the

brush area for problems.

NOTE: To service brushes or check rotor, do not
remove fans or release belt tension. Remove the
four screws holding the back housing and

remove

the housing. CAUTION: Do not lose the two springs

which

will

come

04:

from behind the brushes.

These springs

MUST

NOT

BE

LEFT INSIDE THE

ALTERNATOR. Insert a pin (paper clip) under

the

brushes to hold the brushes and springs in place

while re-installing the brush block. Let the

pin come out the hole in the alternator back.

NO'TE:

Reiaove pin after re-assembung

.

yellow

I

,,,

4'

white

TO

EKGINE

L/1

1

#

2

CONTROL

green

orange

white

6fl

blue

orange

red

FIG. 2

CONTROL

CIhCUIT

SC