COMPETENCY BASED

LEARNING MATERIAL

Sector:
AUTOMOTIVE/LAND TRANSPORT SECTOR
Distinctive Area of Competence and Qualifications:
Automotive Servicing NC II
Unit of Competency:
Service Charging Systems
Module Title:

SERVICING CHARGING SYSTEMS

Technical Education and Skills Development Authority

HOW TO USE THIS COMPETENCY BASED LEARNING MATERIAL

Welcome to the Competency Based Learning Material / module on Servicing Charging

Systems . This learning material contains activities for you to complete.

The unit of competency “Service Charging Systems” covers the knowledge, skills and
attitudes required for an Automotive Servicing course. It is one of the modules in the Common
Competencies at National Certificate Level (NC III)

You are required to go through a series of learning activities in order to complete each of
the learning outcomes of this module. In each learning outcome, there are Information Sheets,
Resources Sheets and Reference Materials for further reading to help you better understand the
required activities. Follow these activities and answer the self-check. Get the answer sheet from
your trainer to reflect your answers for each self-check. If you have questions, please don’t
hesitate to ask your facilitator for assistance.

Recognition of Prior Learning (RPL)

You may have some or most of the knowledge and skills covered in this learning material
because you have:

 Actual experience on the job

 Already completed training in this area

If you can demonstrate to your trainer that you are competent in a particular skill or skills
talk to him/her about having them formally recognized so you won’t have to do the same training
again. If you have qualification or a Certificate of Competency from previous trainings, show it
to your trainer. If the skills you acquired are still relevant to this module, they may become part
of the evidence you can present for RPL.

At the end of this module is a learner’s diary. Use this diary to record important dates,
jobs undertaken and other workplace events that will assist you in providing further details to
your trainer or assessors. A Record of Achievement is also provided for the trainer to complete
upon completion of the module.

This module was prepared to help you achieve the required competency in performing
shop maintenance. This will be one of the sources of information that will enable you to acquire
the knowledge and skills of this particular trade at your own pace, with minimum supervision or
help from your trainer.
 Talk to your trainer and agree on how you will both organize the training of this
module. Read through the Competency Based Learning Material carefully. It is
divided into sections which cover all the skills and knowledge you need to
successfully complete this module.
 Most probably your trainer will also be your supervisor or manager. He/She is there
to support you and show you the correct way to do things. Ask for help.
 Your trainer will tell you about the important things you need to consider when you
are completing the activities and it is important that you listen and take notes.
 You will be given plenty of opportunities to ask questions and practice on the job.
Make sure you practice your new skills during regular work shifts. This way you will
improve both your speed and memory and also your confidence.
 Talk to more experienced workmates and ask for their guidance.
 Use the self-check questions at the end of each section to test your own progress.
 When you are ready, ask your trainer to watch you perform the activities outlined in
this learning material.
 As you work through the activities, ask for written feedback on your progress. Your
trainer keeps feedback/pre-assessment reports for this reason. When you have
successfully completed each element, ask your trainer to mark on the reports that you
are ready for assessment.
 When you have completed this module and feel confident that you have had sufficient
practice, your trainer will arrange an appointment with registered assessor to assess
you. The results of your assessment will be recorded in your competency
Achievement Record.
QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Charging Systems
MODULE TITLE : SERVICING CHARGING

SYSTEMS INTRODUCTION:

This unit identifies the competence required to: test and repair charging systems.

LEARNING OUTCOMES:

Upon completion of this module, you must be able to:

1. Test system/components and identify faults

2. Repair charging system associated components

ASSESSMENT CRITERIA:

1. Work is completed without causing damage to any workplace

property or vehicle.
2. Information is accessed and interpreted from appropriate
manufacturer specifications.
3. Test are carried out to determine faults using appropriate tools
and techniques.
4. Faults are identified and preferred repair action determined.
5. Charging systems are repaired without causing damage to any
workplace property or vehicle.
6. Information is accessed and interpreted from appropriate
manufacturer specifications.
7. Repairs, component replacement and adjustments are carried
out using appropriate tools, technique and materials.

PRE-REQUISITE: COMMON COMPETENCIES

QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Charging Systems
MODULE TITLE : SERVICING CHARGING SYSTEMS

Learning Outcome #1: Test systems/components and identify faults

ASSESSMENT CRITERIA:

1. Work is completed without causing damage to any workplace

property or vehicle.
2. Information is accessed and interpreted from appropriate
manufacturer specifications.
3. Test are carried out to determine faults using appropriate tools
and techniques.
4. Faults are identified and preferred repair action determined.

Resources:

 Service Manual
 Basic hand tools
 Testing Instrument
 PPE
 Shop tools
 Soldering Iron and Solder
Information Sheet Unit Service Charging Systems
No. 1 Module Servicing Charging Systems

LO1: Test systems/components and identify faults

The primary purpose of a charging system is to charge the battery. After the battery has supplied
the high current needed to start the engine, the battery, even a good battery, has a low charge.
The charging system recharges the battery by supplying a constant and relatively low charge to
the battery. Charging systems work on the principles of magnetism to change mechanical energy
into electrical energy. This is done by inducing voltage.
Voltage is induced in a wire when it moves through a magnetic field. The wire or
conductor becomes a source of electricity and has a polarity or distinct positive and negative
ends. However, this polarity can be switched depending on the relative direction of movement
between the wire and magnetic field. This is why an AC generator produces alternating current
(Figure 19-1).

Figure 19-1 An AC generator.

ALTERNATING CURRENT CHARGING SYSTEMS

During cranking, the battery supplies all of vehicle’s electrical power. However, once the engine
is running, the charging system is responsible for producing enough energy to meet the demands
of all of the loads in the electrical system, while also recharging the battery. With all of the
electrical and electronic devices found on today’s vehicles, the charging system has difficult job.
 Several decades ago the charging system depended on a DC generator. The DC generator
provided direct current (DC) and was similar to an electric motor in construction. The biggest
difference between a generator and a motor is the wiring to the armature. In a motor, the
armature receives current form the battery. This creates the magnetic field that opposes the
magnetic fields in the motor’s coils, which causes the armature to rotate. The armature in a DC
generator is driven by the engine. It is not magnetized and the windings simply rotate through the
stationary magnetic field of the field windings, inducing a voltage in the conductors inside the
armature. A motor can become a generator by allowing current to flow from the armature instead
of to it. In a DC generator, the placement of the brushes on the commutator changes the induced
AC voltage to a DC voltage output.
DC generators had a very limited current output, especially at low speeds. They could not
keep up with demands of the modern automobile and were replaced by AC generators. AC
generators are capable of providing high current output even at low engine speeds.

SHOP TALK
With the implementation of OBD II, new terminology
was given to many parts of an automobile. Prior
to that law, an AC generator was called an alternator.
In fact, in many cases and by many manufacturer
an AC generator is still referred to as an
alternator. To avoid confusion, just remember that
an alternator is na AC generator and vice versa.

AC generators (Figure 19-2) use a design that is basically the reverse of a DC generator.
In an AC generator (Figure 19-3), a spinning magnetic field (called the rotor) rotates inside as
assembly of stationary conductors (called the stator). As the spinning north and south poles of
the magnetic field pass the conductors, they induce a voltage that first flows in one direction and
then in the opposite direction (AC voltage). Because automobiles use DC voltage, the AC must
be changed or rectified into DC. This is done through an arrangement of diodes that are placed
between the output of the windings and the output of the AC generator.
 Figure 19-2 An exploded view of an AC generator.

Figure 19-3 A simplified AC generator.

AC Generator Construction
Rotor The rotor assembly consists of a drive shaft, coil, and two pole pieces (Figure 19-4). A
pulley mounted on one end of the shaft allows the rotor to be spun by a belt driven by the
crankshaft pulley.
 Figure 19-4 The rotor is made up of a coil, pole pieces, and a shaft.

The rotor is a rotating magnetic field inside the alternator. The coil is simply a long
length of insulated wire wrapped around an iron core. The core is located between the two sets of
poles pieces. A magnetic field is formed by a small amount (4.0 to 6.5 amperes) of current
passing through the coil winding. As current flows through the coil, the core is magnetized and
the pole pieces assume the magnetic polarity of the end of the core that they touch. Thus, one
pole piece has a north polarity and the other has a south polarity. The extensions of the pole
pieces, known as fingers, form the actual magnetic poles. A typical rotor has fourteen poles,
seven north and seven south, with the magnetic field between the pole pieces moving from N
poles to the adjacent S poles (Figure 19-5).

Figure 19-5 The magnetic field moves from the N poles, or fingers, to the S poles.
Slip Rings and Brushes Current to create the magnetic field is supplied to the coil from one or
two sources, the battery or the AC generators itself. In either case, the current is passed through
the AC generator’s voltage regulator before it is applied to the coil. The voltage regulator varies
the amount of current supplied. Increasing field current through the coil increases the strength of
the magnetic field. This, in turn, increases AC voltage output. Decreasing the field voltage to the
coil has the opposite effect. Output voltage decreases.
Slip rings and brushes conduct current to the spinning motor. Most AC generators have
two slip rings mounted directly on the rotor shaft. They are insulated from the shaft and each
other. Each end of the field coil connects to one of the slip rings. A carbon brush located on each
slip rings carries the current to and from the field coil. Current is transmitted from the field
terminal of the voltage regulator through the first brush and slip ring to the field coil. Current
passes through the field coil and the second slip ring and brush before returning to ground
(Figure 19-6).

Figure 19-6 Current is carried by the brushes to the rotor windings via the slip rings.

Stator The stator is the stationary member of the alternator. It is made up of a number of
conductors, or wires, into which the voltage is induced by the rotating magnetic field. Most AC
generators use three windings to generate the required amperage output. They can be arranged in
either a delta configuration or a wye configuration (Figure 19-7). The delta winding (Figure 19-
8) received its name because its shape resembles the Greek letter delta, ∆. The wye winding
resembles the letter Y. Alternators use one or the other. Usually, a wye winding is used in
applications in which high charging voltage at low engine speeds is required. AC generators with
delta windings are capable of putting out higher amperages at high speeds but low engine speed
output is poor.
 Figure 19-7 A wye-connected stator winding.

Figure 19-8 A delta-connected stator winding.

The rotor rotates inside the stator. A small air gap between the two allows the rotor to
turn without making contact with the stator. The magnetic field of the rotor is able to energize all
three of the stator windings at the same time. Therefore, the generation of AC can be quite high
if needed.
Alternating current produces a positive pulse and the na negative pulse. The resultant
waveform is known as a sine wave. This sine wave can be seen on an oscilloscope. The
complete waveform starts at zero, goes positive, then drops back to zero before turning negative.
The angle and polarity of the field coil fingers are what cause this sine wave in the stator. When
the north pole magnetic field cuts across the stator wire, it generates a positive voltage within the
wire. When the south polarity magnetic field cuts across the stator wire, a negative voltage is
induced in the wire. A single loop of wire energized by a single north then a south results in a
single-phase voltage. Remember that there are three overlapping stator windings. This produces
three overlapping sine waves (Figure 19-9). This voltage, since it was produced by three
winding, is called three-phase voltage.
Figure 19-9 The voltage produced in each stator winding is added together to create a three-
phase voltage.

End Frame Assembly The end frame assembly, or housing, is made of two pieces of cast
aluminum. It contains the bearings for the end of the rotor shaft where the drive pulley is
mounted. Each end frame also has built-in ducts so the air from the rotor shaft fan can pass
through the AC generator. Normally, a heat sink containing three positive rectifier diodes is
attached to the rear end frame. Heat can pass easily from these diodes to the moving air (Figure
19-10). Three negative rectifier diodes are contained in the end frame itself. Because the end
frames are bolted together and then bolted directly to the engine, the end frame assembly is part
of the electrical ground path. This means that anything connected to the housing that is not
insulated from the housing is grounded.

Figure 19-10 A bridge rectifier.

Cooling Fans Behind the drive pulley on most AC generators is a cooling fan that rotates with
the rotor. This cooling fan draws air into the housing through the openings at the rear of the
housing. The air leaves through openings behind the cooling fan (Figure 19-11). The moving air
pulls heat from the diodes and their heat decreases.
Cooling the diodes is important for the efficiency and durability of an AC generator.
Several different generator designs have been introduced recently that increase the cooling
efficiency of a generator. One of these is the AD-series generator from General Motors. The “A”
stands for air-cooled and the “D” means dual fans. This series is lighter than most other
generators but capable of very high outputs. This type generator does not have an external fan;
instead, it has two internal fans.

Figure 19-11 The cooling fan draws air in from the rear of the generator to keep the diode cool.

Liquid Cooled Generators Another recent design uses liquid cooling (Figure 19-12). Using
water or coolant to cool a generator is a very efficient way to keep diodes temperatures down.
But the real reason for eliminating the fan and using liquid to cool the generator is to reduce
noise. The rotating fan is a source of underhood noise that some automobile manufacturers want
to eliminate. These new generators have water jackets cast into the housing . Hoses connect the
housing to the engine’s cooling system. Not only do these generators make less noise, they have
higher power output and should last longer in the high temperature environment of the engine
compartment.
 Figure 19-12 A water-cooled AC generator.

AC GENERATOR OPERATION
As mentioned earlier, AC generators produce alternating current that must be converted, or
rectified, to DC. This is accomplished by passing the AC through diodes.

DC Rectification
Figure 19-13 shows that when AC passes through a diode, the negative pulses are blocked off to
produces the scope pattern shown. If the diode is reversed, it blocks off current during the
positive pulse and allows the negative pulse to flow (Figure 19-14). Because only have of the
AC current pulse (either the positive of the negative) is able to pass, this is called half-wave
rectification.

Figure 19-13 Half-wave rectification, diode positively biased.

 Figure 19-14 Half-wave rectification, diode negatively biased.

By adding more diodes to the circuit, more of the AC is rectified. When all of the AC is
rectified, full-wave rectification occurs.
Full-wave rectification for stator winding requires another circuit with similar
characteristics. Figure 19-15 shows a wye stator with two diodes attached to each winding. One
diodes is insulated, or positive, and the other is grounded, or negative. The center of the Y
contains a common point for all windings. It can have a connection attached to it. It is called the
stator neutral junctions. At any time during the rotor movement, two windings are in series and
the third coil is neutral and inactive. As the rotor revolves, it energizes the different sets of
windings in different directions. However, the uniform result is that current in any direction
through two windings in series produces the required DC for the battery.

Figure 19-15 A wye stator wired to six diodes.

The diode action does not change when the stator and diodes are wired into a delta
pattern. Figure 19-16 shows the major difference. Instead of having two windings in series, the
windings are in parallel. Thus, more currents is available from the delta-wound AC generator
because the parallel paths allow more current to flow through the diodes. Nevertheless, the action
of the diodes remains the same.
 Figure 19-16 A delta stator wired to six diodes.

Many Ac generators have an additional set of three diodes called the diode trio. The
diode trio is used to rectify current from the stator so that it can be used to create the magnetic
field coil of the rotor. Using the diode trio eliminates extra wiring. To control generator output, a
voltage regulator regulated the current from the diode trio and to the rotor (Figure 19-17).

Figure 19-17 A wiring diagram of a charging circuit with a diode trio.

Voltage Regulation
Voltage output of an AC generator can reach as high as 250 volts if it is not controlled. The
battery and the rest of the electrical system must be protected from this excessive voltage.
Therefore, the voltage output from a charging system must be controlled. Current output does not
need to be controlled because an AC generator naturally limits the current output. The voltage
regulator controls the voltage output of an AC generator.
Regulation of voltage is accomplished by varying the amount of field current flowing
through the rotor. The higher the field current, the higher the voltage output. By controlling the
amount of resistance in series with the field coil, control of the field current and voltage output is
obtained. To ensure that the battery stays fully charged, most regulators are set for a system
voltage between 14.5 and 15.5 volts.
The regulator must receive system voltage as an input in order to regulate the voltage
output. This input voltage to an AC generator is called the sensing voltage. If the sensing voltage
is below the regulator setting, an increases in field current is allowed which causes an increase in
charging voltage output. Higher sensing voltage will result in decrease in field current and
voltage output. The regulator will reduce the charging voltage until it is at a level to run the
ignition system while putting a low charge (trickle charge) on the battery. If a heavy load is
turned on, such as the headlights, the additional draw causes a decrease in battery voltage. The
regulator senses the low system voltage and increases current to the rotor. This increases the
strength of the magnetic field around the rotor and increases the generator’s output voltage.
When the load is turned off, the regulator sense the rise in system voltage and reduces the field
current.
Another input that affects voltage regulation is temperature. Because ambient
temperature influences the rate of charge that a battery can accept, regulators are temperature
compensated. Temperature compensation is required because the battery is more reluctant to
accept a charge at lower ambient temperatures. The regulator will increase the system voltage
until it is at higher level so the battery will accept it and can become fully charged.

Field Circuits
To properly test and service a charging system, it is important to identify the type of field circuit
in that system’s generator. There are basically three types of field circuits. The first type is called
the A-circuit. It has the regulator on the ground side of the field coil. The battery feed (B+) for
the field coil is picked up inside the AC generator (Figure 19-18). By placing the regulator on
the ground side of the field coil, the regulator allows the control of field current by varying the
current flow to ground.

Figure 19-18 An A-circuit.

 The second type of field circuit is the B-circuit. In this case the voltage regulator controls
the power side of the field circuit. The field coil is grounded inside the AC generator (Figure 19-
19). Normally the B-circuit regulator is mounted outside of the generator.
The third type of field circuit is called the isolated field. The AC generator has two field
wires attached to the outside of the case. One is the ground, the other is the B+. The voltage can
be located on either the ground or the B+ side of the circuit (Figure 19-20).
There are two basic types of regulators: electronic and electromechanical. Older vehicles
were equipped with electromechanical regulators, while newer vehicles have electronic
regulators. Also, many newer vehicles do not have separate voltage regulators; instead, they
control the output of the charging system through the PCM.

Figure 19-19 A B-circuit.

Figure 19-20 In the isolated field circuit AC generator, the regulator can be installed on either
side of the field.

Electronic Regulators
Electronic regulators can be mounted externally or internally in relation to the AC generator. The
use of electronics allows for quick and accurate control of the field current. Electronic regulation
is through the ground side of the field current (A-current control).
 Pulse width modulation controls the generator’s output by varying the amount of time the
field coil is energized. For example, assume that a vehicle is equipped with a 100-ampere
generator. If the electrical demand placed on the charging system requires 50 amps, the regulator
would energize the field coil for 50% of the time (Figure 19-21). If the electrical system’s
demands were increased to 75 amps, the regulator would energize the field coil 75% of the cycle
time.
The electronic regulator uses a zener diode that blocks current flow until a specific
voltage is obtained, at which point it allows the current to flow. The schematic for an electronic
voltage regulator with a zener diode is shown in Figure 19-22.
Integrated circuit voltage regulators are used on most late-model vehicles. This is the
most compact regulator design. All of the control circuitry and components are located on a
single silicone chip. The chip is sealed in a plastic module and mounted either inside or on the
back of the AC generator. Integrated circuit regulators are non-serviceable and must be replaced
if defective.
Figure 19-23 illustrates a solid-state integrated regulator. It mounts inside the AC
generator slip ring end frame along with the brush holder assembly. All voltage regulator parts
are enclosed in a solid mold. The rectifier bridge contains the six diodes needed to change AC to
DC, which is then available at the output battery terminal. Field current is supplied through a
diode trio, which is connected to the stator windings.

Figure 19-21 Pulse width modulation with 50% on-time.

Figure 19-22 A simplified circuit of an electronic regulator with a zener diode.

Figure 19-23 component locations of an AC generator with an internally mounted voltage
regulator.

Fail-Safe Circuits To prevent simple electrical problems from causing high-voltage outputs that
can damage delicate electronic components, many voltage regulators contains fail-safe circuits.
A detailed explanation of how these circuits operate can be quite confusing. All you need
to know is what a fail-safe circuit does, not how it does it. If wire connections to the AC
generator become corroded or are accidently disconnected, the regulator’s fail-safe circuits may
limit voltage output that might otherwise rise to dangerous levels. Under certain conditions, the
fail-safe circuits may prevent the AC generator from charging at all. A fusible line in the fail-safe
circuitry confines damage to the AC generator. Delicate electronic components in other vehicle
systems are not damaged.

Computer Regulation
On a growing number of late-model vehicles, separate voltage regulators are no longer used.
Instead, the voltage regulation circuitry is located in the vehicle’s powertrain control module or
another control module (Figure 19-24). Regardless of where the circuitry is located, it I s still
used to control current to the field windings in the rotor.
This type of system does not control rotor field current by acting like a variable resistor.
Instead, the computer switches or pulses field current on and off at a fixed frequently of about
400 cycles per second. By varying on-off times, a correct average field current is produced to
provide correct AC generator output. At high engine speeds with little electrical system load,
field circuit on time may be as low as 10%. At low engine speeds with high loads, the computer
may energize the field circuit 75% or more of the time to generate the higher average field
current needed to meet output demands.
 Figure 19-24 The basic circuit for a generator with its regulator as part of the PCM.

A significant feature of this system is its ability to vary the amount of voltage according
to vehicle requirements and ambient temperatures. This precise control allows the use of smaller,
lighter, storage batteries. It also reduces the magnetic drag of the AC generator, increasing
engine output by several horsepower. Precise management of the charging rate can result in
increased gas mileage and eliminate potential rough idle problems caused by parasitic voltage
loss at low idling speeds. Most importantly, it allows the computer’s diagnostic capabilities to be
used in troubleshooting charging system problems, such as low-or high-voltage outputs.

Indicators
It is very important to monitor charging system performance during the course of vehicle
operation. Vehicles are equipped with an ammeter, voltmeter, or indicator light. These allow the
driver to monitor the charging system

Indicator light The indicator light is the simplest and most common method of monitoring AC
generator performance. When the charging system fails to supply sufficient current, the light
turns on. However, when the ignition switch is first activated, the light also comes on because
the AC generator is not providing power to the battery and other electrical circuits. Thus, the
only current path is through the ignition switch, indicator light, voltage regulator, part of the AC
generator, and ground, then back through the battery (Figure 19-25). Only the battery, regulator,
and alternator are in the circuit. With no current flowing through the indicator light, it goes out.
With the engine running, the indicator light comes on again if the electrical load is more
than the AC generator can supply, which occasionally happens when the engine is idling. If there
are no problems, the light should go out as the engine speed is increased. If it does not, either the
AC generator or regulator is not working properly.

Figure 19-25An electronic regulator with an indicator light on due to no AC generator output.

SHOP TALK
On late-model cars, the indicator light can be combined
with the oil pressure warning light; it usually is
labeled “engine.” If this light turns on while the
engine is running, either the AC generator is not charging
or the oil pressure is low—or both.

Meter Some vehicles have an ammeter or voltmeter in their instrument cluster. The voltmeter
displays the voltage at the battery. If the charging system is working fine, the voltmeter will read
more than 12 volts.
The ammeter monitors current flow in and out of the battery. When the AC generator is
delivering current to the battery, the ammeter shows a positive (+) indication. When not enough
current (or none at all) is being supplied, the result is a negative (-) indication.

NEW DEVELOPMENTS
In the quest to improve fuel economy, decrease emission levels, and make vehicles more
reliable, engineers have applied advanced electronics to starter and generators.
42- Volt Generators
Vehicles with a 42-volts electrical system will have an air or liquid-cooled generator capable of
production 42 volts and 5 to 10 kilowatts. Currently, a conventional 12-volts generator puts out
about 1.5 kilowatts. Depending on the design of the system (Figure 19-26), the vehicle may be
fitted with a DC to DC converter that changes some of the generator’s output to charge a 12-
volts battery or power the 12-volt loads of the vehicle. Switched reluctance techniques are used
to generates the power needed for these high-voltage systems. Plus, switched reluctance system
are very efficient generators at low speeds. This design has a toothed stator and rotor and does
not use windings or magnets in its rotor.

Figure 19-26 The different system layouts for 42 volts electrical systems: (A) a system with two
batteries and a converter, (B) a system with one battery and a converter, (C) a two-battery
system, and (D) a one –battery system
Starter/Generators
The main difference between a generator and a motor is that a motor has two magnetic fields that
oppose each other, whereas a generator has one magnetic field and wires are moved through the
field. Using electronic to control the current to and from the battery, engineers have developed a
generator that can also work as a starter motor. These units are commonly called
starter/generators.
A starter/generators may be based on two sets of windings and brushes, a brushless
design with a permanent magnet, or switched reluctance (Figure 19-27).
A starter/generator can be mounted externally to the engine and connected to the
crankshaft with a drive belt. Starter/generators can also be mounted directly on the crankshaft
between the engine and the transmission or integrated into the flywheel (Figure 19-28). This unit
serves as a generator, charging both directly from the engine during braking (regenerative
braking).

Figure 19-27 A switched reluctance starter/generator. Note the design of the rotor.

Figure 19-28 An integrated starter/generator assembly built into the flywheel.

 Starter/generators are capable of high charging outputs and can crank the engine at high
speeds. They also allow for other features that make the vehicle more efficient:

 Stop-start. When the engine is not needed, such as at a stoplight, it is automatically turned
off. It restarts smoothly and instantly when any demand for power is detected by the control
mode.
 Regenerative braking. This feature collects energy created from braking and uses it to
recharge the vehicle’s batteries. As the vehicle decelerates and the brakes are applied, the
power flow reverses; then the wheels drive the engine. As the flywheel turns, it produces a
charge that develops driveline drag and contributes to stopping. Regenerative braking allows
items such as the headlights, stereo, and climate control system to continue to operate when
the engine shuts off.
 Electrical assist. The starter/generator help the engine at startup and during hard
acceleration, providing short bursts of added power.

Some starter/generator are belt driven (Figure 19-29) and use all of the techniques designed
regenerative braking, torque assistance, and high efficiency. The belt tensioner is mechanically
or electrically controlled to allow the starter/generator to driver or to be driven by the belt. A
system used by Toyota has an electromagnetic clutch fitted to the crankshaft pulley. During
normal operation, the clutch is engaged and the belt is driven by the crankshaft. When the engine
is stooped, the crank pulley clutch disengages and the motor/generator works as a motor to keep
the accessories going. It also restarts the engine when needed.

Figure 19-29 A belt-drive starter/generator.

Hybrid Vehicles
A vehicle equipped with a starter/generator can be considered a mild hybrid because it is capable
of most of the functions of a hybrid vehicle. Functions such as stop-start, regenerative braking,
and electrical assist are common to both a full hybrid vehicle and a mild hybrid.
Only full hybrids have the ability to drive in an electric only mode. A hybrid vehicle has
a much higher voltage system; therefore, the motor is capable of providing much more power,
more frequently, and for longer periods of time. The motor is located between the transmission
and the engine (Figure 19-30).
Honda’s integrated motor assist (IMA) is a thin brushless electric motor (Figure 19-31)
that assists the gasoline engine during acceleration, functions as a generator to recharge the
battery pack during deceleration, and serves as the gasoline engine’s starter motor. Power for the
motor comes mainly from regenerative braking, rather than from the gasoline engine. If the
charge of the IMA battery is low, the motor/generator will also recharge while the vehicle is
cruising. If the IMA system battery is low, a separate 12-volt battery and starter motor will start
the engine.

Figure 19-30 Honda’s integrated motor assist unit for hybrid vehicles fits between the engine
and the transmission.
Figure 19-31 Honda’s integrated motor assist unit a brushes motor.
Operation Sheet Unit Service Charging Systems
No. 1 Module Servicing Charging Systems

LO1: Test systems/components and identify faults

PRELMINARY CHECKS
The key to solving charging system problems is getting to the root of the trouble the first time.
Once a customer drives away with the assurance that the problem is solved, another case of a
dead battery is very costly—both in terms of a free service call and a damaged reputation. Add to
this the many possible hours of labor trying to figure out why the initial repair failed, and the
importance of a correct initial diagnosis becomes all too clear.

Safety Precautions
 Disconnect the battery ground cable before removing any leads from the system. Do not
reconnect the battery ground cable until all wiring connections have been made.
 Avoid contact with the AC generator output terminal. This terminal is hot (has voltage
present) at all times when the battery cables are connected.
 The AC generator is not made to withstand a lot of force. Only the front housing is
relatively strong. When adjusting belt tension, apply pressure only to the front housing to
avoid damaging the stator and rectifier.
 When installing a battery, be careful to observe the correct polarity. Reversing the cables
destroys the diodes. Proper polarity must also be observed when connecting a booster
battery, positive and negative to ground.
 Keep the tester’s carbon pile off at all times, except during actual test procedures.
 Make sure all hair, clothing, and jewelry are kept away from moving parts.

Inspection
In addition to observing the ammeter, voltmeter, or indicator light, there are some common
warning signs of charging system trouble. For example, a low state of battery charge often
signals a charging problem, as does a noisy AC generator.
Many charging system complaints stem from easily repairable problems that reveal
themselves during a visual inspection of the system. Remember to always look for the simple
solution before (Figure 19-32) performing more involved diagnostic procedures. Use the
following inspection procedure when a problem is suspected.

PROCEDURE
Inspections

STEP 1 Before adjusting belt tension, check for proper pulley alignment, especially critical in
serpentine belts.
STEP 2 Inspect the generator drive belt. Loose drive belts are a major source of charging
problems. The correct procedure for inspecting, removing, replacing, and adjusting a
drive belt I shown in Photo Sequence 15.
STEP 3 Inspect the battery. It might be necessary to charge the battery to restore it to a fully
charged state. If the battery cannot be charged, it must be replaced. Also, make sure
the posts and cable clamps are clean and tight, because a bad connection can cause
reduced current flow.
STEP 4 Inspect all system wiring and connections. Many automotive electrical systems contain
fusible links to protect against overloads. Fusible links can blow like a fuse without
being noticed. Also, look for a short circuit, an open ground, or high resistance in any
of the circuits that could cause a problem that would appear to be in the charging
system.
STEP 5 Inspect the AC generator and regulator mountings for loose or missing bolts. Replace
or tighten as needed. Remember that the circuit completes itself through the ground of
the AC generator and regulators. Most AC generators and regulators complete their
ground through their mountings. If the mountings are not clean and tight, a high
resistance ground will result.

Figure 19-32 Start your diagnosis with an inspection of the generator and its drive belt and
wires.

If the vehicle passes all preliminary visual checks, listen for noisy belts, bad hearings, or
the whining sound of a bad diode. If no unusual sounds are heard, it is time to test the charging
system.
 Self Check Unit Service Charging Systems
No. 1 Module Servicing Charging Systems

LO1: Test systems/components and identify faults

REVIEW QUESTIONS

1. True or false? A faulty voltage regulator can cause a number of problems such as no-
charge, undercharging, and overcharging.
2. A voltage regulator control the voltage output of an AC generator by controlling the
current to the .
3. To protect electronic circuits, some voltage regulators have a circuit
built into them.
4. What is the purpose of the diode trio?
5. How does a voltage regulator regulate the voltage output of an AC generator?
QUALIFICATION : Automotive Servicing NC II
UNIT OF COMPETENCY : Service Charging Systems
MODULE TITLE : SERVICING CHARGING SYSTEMS

Learning Outcome #2: Repair charging system associated components

ASSESSMENT CRITERIA:

1. Charging systems are repaired without causing damage to any

workplace property or vehicle.
2. Information is accessed and interpreted from appropriate
manufacturer specifications.
3. Repairs, component replacement and adjustments are carried
out using appropriate tools, technique and materials.

Resources:

 Service Manual
 Basic hand tools
 Testing Instrument
 PPE
 Shop tools
 Soldering Iron and Solder
Information Sheet Unit Service Charging Systems
No.2 Module Servicing Charging Systems

LO2: Repair charging system associated components

GENERAL TESTING PROCEDURES

Diagnosing a charging system is a straightforward task. Test can be conducted with a VAT,
current probe, DMM, or a lab scope. Charging system test for all cars are basically the same;
however, it is very important to refer to the manufacturer’s specifications. Even the most
accurate test results are no good if they are not matched against the correct specs.

Regulator Tests
Begin your diagnosis by determining if a no-charge problem is caused by the generator or the
regulator. To do this, you must first determine if the system has an integral regulator, then
whether it has a type-A or type-B field circuit. A type A has one brush connected to the battery
terminal and the other brush grounded through the regulator. Type-B circuits have one brush
directly grounded and the other connected to the regulator.
With this knowledge you can isolate the problem to the generator or regulator by
bypassing the regulator or full-fielding the generator. To do this on a type A, ground the wire
going from the brush to the regulator. On a type B, apply battery voltage to the wire going from
the brush to the regulator. Turn the vehicle’s high beam headlights on and start the engine. If the
charging system now has an output, the problem is the regulator. It is important that the lights be
turned on. The drain on the electrical system protects the vehicle’s computers from excessive
voltage and helps absorb any damaging voltage spikes. Because the computer systems are so
sensitive to voltage, many manufacturers recommend that a full-field test not be done.
A poorly performing charging system is rarely caused by a faulty regulator; therefore, it
is not necessary to check it. A bad regulator can cause excessively high voltage outputs.

Voltage Output Test

To check the charging system’s voltage output, begin by measuring the battery’s open circuit
voltage. Connect the voltmeter across the battery and note the reading on the meter. Next, start
the engine and run it at the suggested rpm for this test (usually 1,500 rpm). With no electrical
load, the voltage reading should be about 2 volts higher than the open circuit voltage.
A reading of less than 13.0 volts immediately after starting the engine indicates a
charging problem. No increase in voltage means the system is not producing voltage. A reading
of 16 or more volts indicates overcharging. A faulty voltage regulator or control voltage circuit
are the most likely causes of overcharging.
If the unloaded charging system voltage is within specifications, test the output under a
load. To do this, increase engine rpm to about 2,000 rpm and turn on the headlights and other
high-current accessories. Under these conditions, the output should be about 0.5 volt above
battery open circuit voltage.

Current Output Test

Using a VAT is an easy way to check the amperage output of a charging system. With the tester
connected to the system, the engine is run at a moderate speed and the carbon pile is adjusted to
obtain maximum current output. This reading is compared against the rated output. Normally,
reading that are more than 10 amperes out of specifications indicate a problem.

Field Current Check

Low generator output can be caused by worn brushes, which limit field current. To measure field
current, place a current probe or the VAT’s inductive pickup over the field wire at the generator.
Now load the charging system with the carbon pile to bring the generator to full output. Observe
the ammeter reading on the tester. The procedure for measuring field current is different for
generators with an integral regulator and those procedures vary with the model of generator, so
follow the instructions given by the manufacturer.

Diode Checks
The output of a generator is highly dependent on the condition of the diodes. Not only for the
diodes rectify AC voltage to DC, they also prevent AC voltage from being present in the output.
Bad diodes are indicated by the presence of more than 0.5 AC volt in the output wire. To check
this, set the DMM to measure AC volts. Then connect the black meter lead to a good ground and
the red lead to the generator’s battery terminal.
Another check of the diodes while they are still in the generator is done with the engine
off and with a low-amperage current probe. measure the current on the generator’s output wire.
Any measurement greater than 0.5 milliamp indicates one or more diodes are leaking and the
generator or diodes need to be replaced.

Oscilloscope Checks
AC generator output can also be checked using an oscilloscope. Figure 19-33 illustrates
common AC generator voltage patterns for good and faulty generators. The correct pattern looks
like the rounded top of a picket fence. A regular dip in the pattern indicates that one or more of
the coil windings is grounded or open, or that a diode in the rectifier circuit of the diode trio
circuit failed. One or more bad or leaking diodes the output of a generator.
Figure 19-33 AC generator oscilloscope patterns: (A) a good AC generator under full load, (B) a
good AC generator under no load, (C) a shorted diode and/or stator winding under full load, and
(D) an open diode in diode trio.

Circuit and Ground Resistance

These tests measure voltage drop within the system wiring. They help pinpoint corroded
connections or loose or damaged wiring.
Circuit resistance is checked by connecting a voltmeter to the positive battery terminal
and the output, or battery terminal of the AC generator. The positive lead of the meter should be
connected to the AC generator output terminal and the negative lead to the positive battery
terminal. To check the voltage drops across the ground circuit, connect the positive lead to the
generator housing and the negative meter lead to the battery negative terminal. When measuring
the voltage drop in these circuits, a sufficient amount of current must be flowing through the
circuit. Therefore, turn on the headlights and other accessories to ensure that the AC generator is
putting out at least 20 amps. If a voltage drop of more than 0.5 volts is measured in either circuit,
there is a high resistance problem in that circuit.

AC GENERATOR SERVICE
When the cause of charging system failure is the AC generator, it should be removed and
replaced or rebuilt. Whether it is rebuilt or replaced depends on the type of generator it is, the
time and cost required to rebuild it, your shop’s policy, and your customer’s desires. Many late-
model AC generators are not rebuilt. They are traded in as a core toward the purchase of a new
or remanufactured unit. Just in case you do need to rebuild one, Photo Sequence 16 is given as an
example of what it takes to do so. This procedure is for a specific type and model of generator.
Make sure you follow the procedures given by the manufacturer for the generator you are
working on.
 To test the components of an AC generator it must be removed and disassembled.
A faulty AC generator can be the result of many different types of internal problems.
Diodes (Figure 19-34), stator windings (Figure 19-35), and field circuits (Figure 19-36) may be
open, shorted (Figure 19-37 and Figure 19-38), or improperly grounded. The brushes or slip
rings can become worn. The rotor shaft can become bent and the pulley can work loose or bend
out of proper alignment.

Figure 19-34 Using an ohmmeter to test a diode trio.

Figure 19-35 Testing a stator for opens.

 Figure 19-36 Testing rotor for opens.

Figure 19-37 Testing a stator for a short to ground.

Figure 19-38 Testing a rotor for a short to ground.

Follow service manual procedures when removing and installing AC generator.

Remember, improper connections to an AC generator can destroy it.
Follow service manual procedures for disassembling, inspecting, testing, and rebuilding
AC generators.
Operation Sheet Unit Service Charging Systems
No.2 Module Servicing Charging Systems

LO2: Repair charging system associated components

TYPICAL PROCEDURE FOR DISASSEMBLING A FORD IAR AC GENERATOR

Always have a clean and organized work Using the torx wrench, remove the four
area. The tools required to disassemble a attaching screws that hold the regulator to
Ford IAR AC generator are rags, T20 torx the AC generator housing.
wrench, plastic hammer, arbor press, 100-
watt soldering iron, soft-jawed vise, safety
glasses, and an assortment of sockets or
nut drivers.

Remove the regulator and brush assembly Using the torx wrench, remove the two
as a unit. screw that attach the regulator to the holder
Then separate the regulator from the brush
holder.
Scribe or mark the two end housing and the Remove the three through bolts that secure
stator core for reference during reassembly. the two housings.

Separate the front housing from the rear Separate the three stator lead terminals
housing. The rotor will come out with the from the rectifier bridge.
front housing, and the stator will stay in the
rear housing. It may be necessary to tap
the front housing with the plastic hammer
to get the two halves to separate.

Remove the stator coil from the housing. Using the torx wrench, remove the four
attaching bolts that hold the rectifier bridge
Remove the rectifier bridge from the housing. Use a socket to tap out he bearing from the
housing.

Clamp the rotor in the vise. Remove the pulley-attaching nut, flat
washer, drive pulley, fan, and fan spacer
from the rotor shaft.

Separate the front housing from the rotor. If Remove the three screws that hold the
the stop ring is damaged, remove it from the bearing retainer to the front housing.
rotor. If not, leave it on the shaft.
Remove the bearing retainer. Remove the front bearing from the housing.
Test and inspect all parts. Replace any
defective ones. Reassembly is the reverse
of this procedure.
 Self Check Unit Service Charging Systems
No.2 Module Servicing Charging Systems

LO2: Repair charging system associated components

REVIEW QUESTIONS

1. A rotating magnetic field inside a set of conducting wires is a simple description of .

a. a DC generator c. Both A and B
b. an AC generator d. Neither A nor B

2. What part of the AC generator produces the rotating magnetic field?

a. stator c. brushes
b. rotor d. poles

3. Which type of stator winding produces higher AC generator voltage output at low speeds?
a. wye c. trio
b. delta d. series

4. Slip rings and brushes .

a. mount on the rotor shaft
b. conduct current to the rotor field coils
c. are insulated from each other and the rotor shaft
d. all of the above

5. The alternating current produced by the AC generator is rectified into DC, or direct current,
through the use of .
a. transistor
b. electromagnetic relays
c. diodes
d. capacitors
 Institutional Unit Service Charging Systems
Assessment Module Servicing Charging Systems

WRITTEN EXAMINATION

1. How should a diode be tested?

2. When cleaning the alternator, what parts must not be cleaned in solvent?

3. Test the stator for

and

4. Always the battery before

connecting or disconnecting any wire at the alternator.

5. What effect does a shorted diode have on a generator’s output?

6. True or false? The regulator in a typical charging system controls current and voltage
output.

7. Technician A says AC voltage is present at the stator leads in an alternator. Technician B

says the output from an alternator is pulsating DC voltage. Who is correct?
a. Technician A c. Both A and B
b. Technician B d. Neither A nor B

8. Technician A says that when checking a diode with an ohmmeter, continuity in both
directions across the diode indicates that it is good diode. Technician B says that when an
ohmmeter is connected across the two slip rings of a rotor, a low reading indicates that
the rotor is shorted. Who is correct?
a. Technician A c. Both A and B
b. Technician B d. Neither A nor B

9. True or false? An AC generator changes mechanical energy into electrical energy through
principles of magnetic induction.

10. The rotor should be inspected for

and
 Job Unit Service Charging Systems
Sheet Module Servicing Charging Systems

Inspecting, Cleaning, and Testing AC Generator Components

Objective
Upon completion of this job sheet, you will have demonstrated the ability to inspect, clean, test,
repair, and replace various components of a generator. You must know how to perform these
tasks in order to pass the Competency Assessment in Service Charging Systems.

Tool and Materials

400-grain polishing cloth Soldering iron
Hand tools Solder
Clean shop towel(s) Service manual
High-temperature grease Press
Ohmmeter

Protective Clothing
Safety goggles or glasses with side shields
Steel-toed shoes

Description of Vehicle:
Year Make Model
VIN Engine Type and Size
Mileage

Describe the general operating condition:

Describe the type of generator:

PROCEDURE

1. Wipe the stator, rotor, and front bearing with a clean cloth. » Task completed
Do not clean these parts with solvent.
2. Rotate the front bearing on the drive end of the rotor shaft. » Task completed
Check for any scraping noise, looseness, or roughness. Look
for excessive lubricant leakage. If any of these conditions
exist, replace the bearing. Pack the bearings with high-temperature
grease where required. Record your results on the
accompanying “Report Sheet for Inspecting and
Cleaning Generator Components.”

3. Inspect the rotor shaft rear bearing surface for » Task completed
roughness or severe chatter marks. Replace the
rotor assembly if the shaft is not smooth.
Record your results on the report sheet.

4. Place the rear bearing on the slip ring end of the » Task completed
rotor shaft and rotate the bearing. Make the same
check for noise, looseness, and roughness as was
made for the front bearing. Inspect the rollers and
cage for damage. Replace the rear bearing if these
conditions exist or if lubricant is lost or contaminated.
Record your results on the report sheet.

5. Inspect the slip rings for nicks and scratches. These may » Task completed
be removed by turning the slip rings while holding 400
grain polishing cloth against them. (Never use emery cloth).
If the rings are badly damaged, replace the rotor assembly.
Record your result on the report sheet.

6. Inspect all wire leads on both the rotor and stator assemblies » Task completed
for loose or broken connections. Check the windings for
burned insulation. Replace all parts that show signs of
burned insulation. Record your result on the report sheet.

7. Inspect the pulley and fan for excessive looseness on the » Task completed
rotor shaft and for cracks or other damage. Replace any
pulley or fan that is loose, cracked, or bent out of shape.
Record your results on the report sheet.

8. Inspect both the front and rear housing for cracks, » Task completed
particularly in webbed areas at the mounting ear.
Replace a damaged or cracked housing. Record
your results on the report sheet.

9. Wipe all grease from the rectifier assembly base and » Task completed
rectifier mounting areas of the rear housing with a clean
shop towel.
10. Brushes must be free of any oil or grease. Replace the » Task completed
brushes if they are worn shorter than one-fourth inch.

Problems Encountered

Instructor’s Comments

REPORT SHEET FOR INSPECTING AND CLEANING GENERATOR COMPONENTS

Serviceable Corrective Action
Visual inspection
Front bearing
Rotor shaft
Rear bearing
Slip rings
Wire leads
Windings
Pulley
Front housing
Rear housing
Brushes
Conclusion and Recommendations