SUBCOURSE EDITION

OD0010 5
ELECTRICAL SYSTEM COMPONENT
REPAIR
ELECTRICAL SYSTEM COMPONENT REPAIR
OD0010
EDITION 5
23 CREDIT HOURS
REVIEWED: 1988
Unite St!te" A#$% C&$'ine A#$" S())&#t C&$$!n
*&#t Lee+ VA 23801,1809
INTRODUCTION
This instructional package contains material to be used as a guide for Ordnance
Corps maintenance personnel responsible for electrical system component repair of
military vehicles. It is aimed toard supervisory personnel to enhance their
abilities in the operation of an automotive fuel and electric repair shop.
This subcourse consists of nine lessons and an e!amination organi"ed as follos#
$esson % Construction and Operation of the &C Charging 'ystem ()ultioutput*
'cope + &n e!planation of basic fundamentals of &C and DC electricity,
detailed construction, and operation of the -./0.+ampere &C
generator.
$esson 1 Overhaul of -./0.+&mpere &C 2enerator
'cope + &n e!planation of disassembly, inspection, basic tests, and
reassembly of the -./0.+ampere &C generator.
$esson 3 Operation of 4..+&mpere 'tarter 2enerator Test 'tand
'cope + &n e!planation of the function of meters and varidrives, purpose of
controls, and preoperational checks of the 4..+ ampere starter
generator test stand.
$esson - Testing and &d5usting &C 2enerators and Regulators
'cope + &n e!planation of using the 4..+ampere test stand to test the -./0.+
ampere &C generator.
$esson 4 Testing and &d5usting DC Regulators
'cope + &n e!planation of the purposes, principles of operation, bench
testing, and testing ith the 4..+ampere test stand.
$esson 0 Testing and Overhaul of the 6restolite 'tarter )otor
'cope + &n e!planation of DC motor fundamentals, disassembly, and
inspections, including basic tests, repair, reassembly, and testing
ith the 4..+ampere test stand.
$esson 7 )aintenance of 4..+&mpere Test 'tand
'cope + &n e!planation of the maintenance re8uirements for the 4..+ ampere
test stand to include lubrication, varidrive ad5ustment, and battery
charging.
i
$esson 9 )aintenance of :lectrical 'ystem Test :8uipment
'cope + &n e!planation of the maintenance re8uirements for small
electrical test e8uipment to include meters, grolers, magnet test
stands, and $;CT<s.
$esson = 'etup of >uel and :lectrical 'hop ;an
'cope + &n e!planation of the three shop sets (basic set, No %
supplemental, and No 1 supplemental* to include appropriate
publications.
6assing grade for all &CC6 material is 7.?.
ii
C@:CA$I'T O> T:'T' &ND )&T:RI&$' >URNI'@:D
Ordnance 'ubcourse OD..%.
>ebruary %=74
No te!ts, other than the &ttached )emorandums are used in support of this
subcourse. Therefore you are not re8uired to return any te!ts to the U' &rmy
Ordnance Center and 'chool.
This subcourse may contain errata sheets. )ake certain that you post all
necessary changes before beginning.
Note. + &ny references cited in this subcourse are general references and are not
furnished. The publications listed belo ere used to prepare this
subcourse and should be consulted hen additional information is re8uired.
T) =+131.+1%%+34, D', 2', and Depot )aintenance Repair
/C%, 1, and 3 for Truck Chassis, 4+Ton, 0!0 'ep 0-
T) =+131.+1%9+1., /C1 Organi"ational )aintenance )anual#
Truck, Utility, %/-+Ton, -!- 'ep 7%
T) =+131.+1--+3-, D' and 2' )aintenance )anuals#
/C% and 1 Truck, Cargo, %+%/-+Ton, -!- Oct 7%
T) =+1=1.+114+3- D' and 2' )aintenance )anual#
2enerator, :ngine, and Regulator
&ssemblies Nov 73
T) =+1=1.+1-9+34 D', 2' and Depot )aintenance )anual#
'tarter :ngine &ug 09
T) =+-=%.+-%.+%1, /C% Operator and Organi"ational )anual#
Tester, :ngine Distributor Ban 0-
T) =+-=%.+-3%+%1, /C% Organi"ational )aintenance )anual#
Test 'tand, Ignition )agneto 'ep 0-
T) =+-=%.+-40+%-, Operator and Organi"ational, D' and
/C% and 1 2' )aintenance )anual, Test 'tand,
2enerator, and ;oltage. Regulator Oct 7%
T) =+-=%.+-49+%1, /C% Operator and Organi"ational )aintenance
)anual# Test 'tand, &utomotive
2enerator, &lternator, and 'tarter
(United )fd.* Nov 00
T) =+-=%.+-94+%1, Operator and Organi"ational )aintenance
/C% and 1 )anual# Test 'tand, &utomotive
2enerator, &lternator, and 'tarter
('un :lect.* )ay 7.
T) %%+0014+300+%4, Operator, Organi"ational, D', 2' and
/C% and 1 Depot )aintenance )anual# T' 341 C/U Ban 07
TC ORD ---+%9, /C% 'hop 'et, >ield &utomotive >uel and
:lect., 'upplemental No 1 Ban 01
iii
TC ORD ---+11 'hop 'et, >ield &utomotive >uel and
:lect., 'upplemental No % Oct 03
'C -=%.+=4+C$+&.%, /C% 'hop 'et, >uel and :lectrical 'ystem
(Casic* )ar 0=
'C -=%.+=4+C$+&0- 'hop 'et, >uel and :lectrical 'ystem
('upplemental No 1* Dec 07
'C -=%.+=4+C$+&04 'hop 'et, >uel and :lectrical 'ystem
('upplemental No %* &pr 7.
i-
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%...............:lectrical 'ystem Component Repair
$esson %...............................Construction and Operation of the &C
Charging 'ystem ()ultioutput*
Credit @ours...........................To
$esson Ob5ective.......................&fter studying this lesson you ill be
able to#
%. 'tate the purpose of the &C charging
system (multioutput*.
1. Describe the ma5or components of the &C
charging system (multioutput* and their
functions.
3. :!plain the operating principles of the
&C charging system (multioutput*.
Te!t...................................&ttached )emorandum
)aterials Re8uired.....................&nser sheet and response list
'uggestions............................None
&TT&C@:D ):)OR&NDU)
%. INTRODUCTION.
a. The &C charging system (multioutput* supplies electrical poer for
charging the battery and operating the accessories of gasoline and diesel engine
electrical systems. It develops three+phase (3.* &C voltage and by rectification
converts it to a DC output voltage. 2ood regulation of the DC output voltage is
maintained by a transistori"ed regulator.
b. The &C charging system utili"es principles ith hich you are no doubt
already familiar. @oever, a brief revie of the fundamental principles ill add
to your understanding of the system.
1. O@)<' $&D (CURR:NT, ;O$T&2:, &ND R:'I'T&NC:*.
a. 6ersons orking in the electronics field ill encounter to theoretical
concepts of current hen reading technical material. Conventional current flo is
concerned ith the theoretical movement of positive charges. It is the older of
the to concepts. :lectron current flo is concerned ith the theoretical movement
of negative charges. &dvances in the understanding of atomic theory have caused
the electron current flo concept
O' .%., %+6%
>ebruary %=74
to be used more fre8uently in recent years. Technically proficient persons are
able to use either concept. :!planations involving the movement of positive
charges in one direction are no more valid than e!planations involving the movement
of negative charges in the opposite direction.
b. The movement of electrons through a conductor, such as copper ire, is
an e!ample of electron current flo (fig %*. Current flo is measured in amperes.
Dhen 0.19 billion billion electrons pass a certain point in a conductor in %
second, the current flo is one ampere. :lectrons do not move through a conductor
of their on free ill. There must be a force e!erted to cause electron movement.
>igure %. Copper conductor.
c. The force hich causes electrons to flo in a conductor is called
voltage. ;oltage is the difference in electrical pressure measured beteen to
points in a circuit. Thus, using+a %1+volt battery as an e!ample, the voltage
measured beteen the to battery posts is %1 volts. ;oltage potential at a
specific point in an electrical circuit is an important concept. This simply means
the voltage or electrical pressure at a particular point ith respect to another
point. If the voltage potential of one post of the %1+volt battery is "ero, the
voltage potential at the other post is %1 volts ith respect to the first post.
d. 6olarity is another important concept. One post of a battery is said to
be positive and the other negative. Cy conventional theory the direction of
current flo in a circuit is from the battery or generator positive terminal,
through the e!ternal circuit, and then back to the negative terminal of the battery
or generator. This direction is opposite to the direction of electron flo.
:lectron flo is generally used to e!plain electronic circuitry. Conventional
current flo is used to e!plain magnetic properties in motors and generators
(fig 1*.
>igure 1. Conventional+current flo.
O' .%., %+61
e. The voltage or electrical pressure needed to produce current flo in a
circuit is necessary to overcome the resistance in the circuit. Resistance to the
flo of current is measured in ohms. One volt ill cause one ampere to flo
through a resistance of one ohm. This is an e!pression of Ohm<s la (fig 3*. &
resistor is an electrical device, often of metallic ire or carbon composition,
that presents a resistance or opposition to the flo of electric current. The
resistance is measured in ohms. Dhen current passes through a resistor, a voltage
drop appears across the resistor. Ohm<s la applies to an entire circuit or to any
part of a circuit.
>igure 3. Ohm<s la.
f. Dhen three resistors are connected to a battery as shon in figure -,
the total circuit resistance is si! ohms. In applying Ohm<s la to the entire
circuit, the current flo through each resistor is to amperes. &pplying Ohm<s la
to the one+ohm resistor, the voltage drop across the resistor is to volts. The
voltage potentials across this resistor and the other resistors are shon. Note
that electron current flo is shon in figure -. Negative charges are assumed to
flo from the negative terminal of the battery, through the e!ternal circuit, and
back to the positive terminal of the battery. There are three important things to
remember about a resistor#
(%* & resistor ill limit current flo according to Ohm<s la.
(1* ;oltage drop occurs across each resistor according to Ohm<s la.
(3* The voltage drops across the resistors determine the potentials on
each side of the resistors.
>igure -. 'eries circuit.
O' .%., %+63
g. >igure 4 illustrates a simple circuit in hich one milliampere (%m&* of
electron current ill flo. The "ero center scale current meter deflects to the
right and indicates a %m& reading. If the battery potential is reversed (fig 0*,
%m& of electron current ill flo through the resistor in the opposite direction.
The "ero center scale current meter ill be deflected to the left and indicate %m&
of current. Eou should note that for this discussion one current has been called
forard current (fig 4* and the other reverse current (fig 0*. Recording the
voltage current relationship hich e!ists illustrates the linearity of resistive
circuits (fig 7*.
>igure 4. >orard current.
>igure 0. Reverse current.
3. DIOD:'.
a. The conventional diode is an electrical device hose resistance varies
nonlinearly ith the voltage applied to it (fig 9*. Dhen the diode is forard
biased it passes ma!imum current. Dhen it is reverse biased it passes minimum
current. The e!tremes beteen ma!imum and minimum currents are so great that for
all practical purposes it is said the diode ill only pass current in the forard
biased direction. >igure = is the performance curve of a typical diode shoing
forard and reverse current characteristics. The plot of the %,...+ohm resistor is
included for comparison.
b. The curve in the loer left portion shos that some reverse current ill
flo hen the diode is reverse biased. The amount is very small and the current
increases very little until the breakdon voltage is reached. >or the conventional
diode rectifier this breakdon voltage occurs at several hundreds of volts.
Overheating ill occur hen the breakdon voltage is reached in a conventional
diode. The heat generated causes the diode to
O' .%., %+6-
destroy itself. This breakdon point is the operating point for "ener diodes (fig
%.*. The "ener is a specially designed type of diode. It is heavily doped during
manufacture hich controls the actual "ener voltage point.
>igure 7. Resistance plot.
>igure 9. Conventional diode symbol.
>igure =. 'ilicon diode curve.
O' .%., %+64
>igure %.. Fener diode symbols.
c. Fener diodes are used in control circuits as reference voltages.
Connecting a "ener in series ith a resistor and poer supply ill cause a "ener
regulated voltage. 6roviding that the battery potential is of a voltage greater
than the "ener voltage, for any variation of the battery voltage the "ener voltage
ill remain constant (fig %%*.
>igure %%. Fener diode circuit.
-. )&2N:TI').
a. )agnetism, like electricity, is invisible. Its effects, hoever, are
ell knon. &n e!ample is the attraction of a bar magnet for iron filings. &
magnet has a North pole, designated as GN,G and a 'outh pole, designated as G'.G
The space around the magnet in hich iron filings are attracted is called the
Gfield of forceG or magnetic field, and is described as lines hich come out of the
North pole and enter the 'outh pole (fig %1*.
>igure %1. Car magnets.
O' .%., %+60
b. :lectricity and magnetism are very closely associated, because hen
electric current passes through a ire a magnetic field is created around the ire
(fig %3*.
>igure %3. )agnetic field around ire.
c. Dhen a ire carrying electric current is ound into a coil, a magnetic
field ith N and ' poles is created 5ust as in a bar magnet. Using the GRight+@and
RuleG++rapping the fingers around the coil in the direction of current flo++the
thumb ill point toard the North or N pole (fig %-*.
>igure %-. Right+hand rule.
d. If an iron core is placed inside the coil, the magnetic field becomes
much stronger because iron conducts magnetic lines much easier than air (fig %4*.
This arrangement, called an electromagnet, is used in generators to create strong
magnetic fields by inding many turns of current+carrying ire around iron cores
called pole pieces.
>igure %4. Iron core coil.
O' .%., %+67
e. De have seen that a magnetic field, made up of lines of force, is
created around a ire hen current is passed through it. If a magnetic field is
moved so that the lines of force cut across a ire conductor (fig %0*, a voltage
ill be induced in the conductor. The induced voltage ill cause current to flo
hen an electrical load, such as a resistor, is connected across the conductor.
>igure %0. )agnet field moving about a ire.
(%* The direction of current flo is determined by the direction of the
magnetic lines of force and the direction of motion of the magnetic field ith
respect to the conductor. To visuali"e this, note the illustration (fig %0*.
)agnetic pole pieces are being moved so that the magnetic lines of force are
cutting across a conductor.
(1* The direction of the magnetic lines of force is upard, since
magnetic lines leave the North pole and enter the 'outh pole. The direction of
motion of the magnetic field is toard the right, as indicated by the arros. Dith
this direction of motion, the magnetic lines are striking the conductor on its left
side,, hich is called the leading side.
(3* The direction of current flo can be determined by applying the
Right+@and Rule as follos# grasp the conductor ith the right hand ith the
fingers on the leading side of the conductor and pointed in the direction of the
magnetic lines of force. The thumb ill then point in the direction of current
flo (fig %7*.
>igure %7. &pplication of Right+@and Rule.
(-* ;oltage is generated in Delcotron generators by moving strong
magnetic fields across stationary conductors.
f. &lthough this coverage of basic principles has been limited and rather
brief, it ill serve as a useful background for the ne!t paragraph covering the
operating principles of generators.
4. 2:N:R&TOR O6:R&TIN2 6RINCI6$:'.
a. In the revie of electrical fundamentals, it as observed that a voltage
ill be induced in a conductor hen a magnetic field is moved across the conductor.
>or e!ample, consider a bar magnet ith its magnetic field rotating inside a loop
of ire (fig %9*. Dith the magnet rotating as
O' .%., %+69
indicated, and ith the ' pole of the magnet directly under the top portion of the
loop and the N pole directly over the bottom portion, the induced voltage, as
determined by the Right+@and Rule, ill cause conventional current to flo in the
circuit in the direction shon. 'ince conventional current flos from positive to
negative through the e!ternal or load circuit, the end of the loop of ire marked
G&G ill be positive (H* polarity and the end marked GCG ill be negative (+*.
>igure %9. Rotating field.
b. &fter the bar magnet has moved through one+half revolution, the N pole
ill have moved directly under the top conductor and the ' pole directly over the
bottom conductor. The induced voltage as determined by the Right+@and Rule ill
no cause current to flo in the opposite direction. The end of the loop of ire
marked G&G ill become negative (+* polarity and the end marked GCG ill become
positive (H*. Therefore, the polarity of the ends of the ire has changed. &fter
a second one+half revolution, the bar magnet ill be back at the starting point
here G&G is positive (H* and GCG negative (+*. Conse8uently, current ill flo
through the load or e!ternal circuit first in one direction and then in the other.
This is an alternating current hich is developed by a generator.
c. & generator made ith a bar magnet rotating inside a single loop of ire
is not practical, since very little voltage and current are produced. The
performance is improved hen both the loop of ire and the magnet are placed inside
an iron frame (fig %=*. The iron frame not only provides a place onto hich the
loop of ire can be assembled, but also acts as a con+ducting path for the magnetic
lines of force. Dithout the iron frame, magnetism, after leaving the N pole of the
rotating bar magnet, must travel through air to get to the ' pole. Cecause air has
a high reluctance to magnetism, only a fe lines of force ill come out of the N
pole and enter the ' pole. 'ince iron conducts magnetism very easily, adding the
iron frame greatly increases the number of lines of force beteen the N pole and '
pole. This means that more lines of force ill be cutting across the conductor
hich lies beteen the bar magnet and frame.
O' .%., %+6=
>igure %=. )agnetic field reluctance.
d. It is important to note that a very large number of magnetic lines of
force are at the center of the tip of the magnet, hereas there are only a fe
lines of force at the leading and trailing edges of the tips. Thus, there is a
strong magnetic field at the center and a eak magnetic field at the leading and
trailing edges. This condition results hen the distance, called the airgap,
beteen the magnet and field frame is greater at the leading and trailing edges
than at the center of the magnet.
e. The amount of the voltage induced in a conductor is proportional to the
number of lines of force hich cut across the conductor in a given length of time.
Therefore, if the number of lines of force are doubled, the induced voltage ill be
doubled. The voltage ill also increase if the bar magnet is made to turn faster,
because the lines of force ill be cutting across the ire in a shorter period of
time (fig 1.*.
>igure 1.. Induced voltage.
f. It is important to remember that either increasing the speed of rotation
of the bar magnet, or increasing the number of lines of force cutting across the
conductor, ill result in increasing the voltage. 'imilarly, decreasing the speed
of rotation or decreasing the number of lines of force ill cause the voltage to
decrease. The rotating magnet in a generator is called the rotor, and the loop of
ire and outside frame assembly is called the stator.
0. 'IN2$: 6@&': 2:N:R&TOR.
a. 6ictured in figure 1% are different positions of the rotor as it rotates
at constant speed. In the top portion of the illustration is a curve shoing the
magnitude of the voltage hich is generated in the loop of ire as the rotor
revolves. The voltage curve shos the generated voltage or electrical pressure
hich can be measured across the ends of the ire, Bust as voltage can be measured
across the terminal posts of a battery.
O' .%., %+6%.
>igure 1%. 'ingle phase.
b. Dith the rotor in the first position (%* there is no voltage being
generated in the loop of ire, because there are no magnetic lines of force cutting
across the conductor. &s the rotor turns and approaches position (1*, the rather
eak magnetic field at the leading edge of the rotor starts to cut across the
conductor and the voltage increases. Dhen the rotor reaches position (1*, the
generated voltage has reached its ma!imum value as shon above the hori"ontal line
in the illustration. The ma!imum voltage occurs hen the rotor poles are directly
under the conductor. It is in this position that the conductor is being cut by the
heaviest concentration of magnetic lines of force.
c. It should be noted in particular that the magnitude of the voltage
varies because the concentration of magnetic lines of force cutting across the loop
of ire varies. The voltage curve shon is not a result of a change in rotor
speed, because in the illustration the rotor is considered to be turning at a
constant speed.
d. Cy applying the Right+@and Rule (fig 11* to position (1*, it is seen
that the direction of current in the loop of ire ill be out of the top end of the
conductor and into the bottom end. Thus, the top end of the conductor ill be
positive and the bottom end negative. The voltage curve hich is shon above the
hori"ontal line represents the positive voltage at the top end of the ire loop
hich is generated as the rotor turns from position (%* to position (3*. &s the
rotor turns from position (1* to position (3*, the voltage decreases until at
position (3* it again becomes "ero.
>igure 11. Right+@and Rule.
e. Dhen the rotor turns from position (3* to position (-*, note that
the N pole of the rotor is no passing under the top part of the ire loop and
the ' pole under the bottom part. >rom the Right+@and Rule the top end of the loop
of ire is no negative and the bottom end positive. The negative voltage at the
top end Of the loop is pictured in the illustration by
O' .%., %+6%%
the curve hich is belo the hori"ontal line. The voltage again returns to "ero
hen the rotor turns from position (-* to position (4*. The voltage curve in the
illustration represents one complete turn or cycle of the rotor.
f. Dith the rotor making 0. complete turns in % second, there ill be 0.
such curves, one coming right after the other, resulting in 0. cycles per second.
The number of cycles per second is called the fre8uency. 'ince the generator speed
varies in automotive type applications, the fre8uency also varies.
7. T@R::+6@&': (3.* 2:N:R&TOR.
a. The single loop of ire acting as a stator inding, and the bar magnet
acting as the rotor, serve to illustrate ho an &C voltage is produced in a basic
generator. Dhen to more separate loops of ire, spaced %1.I apart, are added to
our basic generator, to more separate voltages ill be produced (fig 13*.
>igure 13. Three+phase operation.
b. Dith the ' pole of the rotor directly under the & conductor the voltage
at & ill be ma!imum in magnitude and positive in polarity. &fter the rotor has
turned through %1.I, the ' pole ill be directly under the C conductor and the
voltage at C ill be ma!imum positive. 'imilarly, %1.I later, the voltage at C
ill be ma!imum positive. This means that the peak positive voltages at &, C, and
C in each loop of ire occur %1.I apart. These loop voltage curves are shon in
figure 1-.
c. Dhen the ends of the loops of ire marked &, C, and C are connected to
the ends marked C, C, and & respectively (fig 14*, a basic three+phase
GdeltaG+connected stator is formed. The three &C voltages available from the
delta+connected stator are identical to the three voltages previously discussed,
and may no be denoted as the voltages from C to &, C to C, and & to C, or more
simply C&, CC, and &C. &n inspection of figure 14 ill sho the logic of this
notation. The voltage formerly called && may no be called C&.
d. Dhen the ends of the loops of ire marked &
%
, C
%
, and C
%
are connected
together, a basic three+phase GEG+connected stator is formed. The three voltages
available from the GEG+connected stator may be labeled C&, CC, and &C. >rom figure
10, it may be seen that each of these voltages consists of the voltages in to
loops of ire added together. >or e!ample, the voltage measured from C to &
consists of the voltages in loops C
%
C and &
%
& added together. This addition yields
a voltage curve C& similar in shape and form to the individual loop voltages,
e!cept that the voltage curve C& ill be appro!imately %.7 times as large in
magnitude as an individual loop voltage. The addition of the loop voltages
involves a mathematical process hich ill not be presented here, since it is only
necessary to remember that three &C voltages spaced %1.I apart are available from
the GEG+connected stator, as illustrated. These voltage curves ill be considered
in more detail in the folloing paragraphs.
O' .%., %+6%1
>igure 1-. Three+phase loop voltage.
>igure 14. Delta connection.
e. &t this point in our discussion e have developed the to basic types of
stator indings, and have shon ho three separate complete cycles of &C voltage
spaced %1.I apart are developed for each complete revolution of the rotor. De no
turn to the diode and ill see ho si! diodes connected to the stator inding
change the three &C voltages to a single DC voltage needed for the DC electrical
system.
O' .%., %+6%3
>igure 10. Dye GEG connection.
9. R:CTI>IC&TION.
a. 6otential difference is measured beteen to pointsJ therefore, a
potential at one point is alays measured ith respect to another point. The
chassis of a vehicle or an earth ground are normally considered as "ero potential
voltages and are the common fi!ed reference points for almost everything concerning
electricity. &n &C (alternating current* is a continually changing current ith
time++for a rotor turns in reference to time (R6)*. No current can flo unless
there is a potential pressure (voltage* to cause charges of electricity to move.
&n &C voltage is one that varies above and belo ground potential or "ero voltage.
>igure 17. &C voltage.
b. >igure 17 shos an &C potential being applied to a resistor. This
voltage potential forces an electron current through the resistor. The current
through the resistor allos the voltage to be developed across the resistor.
O' .%., %+6%-
(%* &t time (t
%
* the voltage ith respect to ground ill be positive (H*
and an electron current ill be floing upard through the resistor.
(1* &t time (t
3
* the voltage ith respect to ground ill be negative
(+* and an electron current ill be floing donard through the resistor.
(3* @ere e can see that the direction of the voltage is controlling the
direction of electron current through the resistor. 'o the current first flos in
an upard directionJ then, as time passes, it reverses. It alternates once each
cycle or revolution of the rotor.
c. The amount of current through the resistor is determined by its value of
resistance. Dith a very large resistive value, only a small current ill flo.
Dith a very small resistive value, a large current ill flo. The values of
resistance lay beteen to e!tremes. The ma!imum value of resistance is an open
circuitJ the minimum value of resistance is a short circuit. These e!treme values
of resistance are approached in the rectifying diode. Dhen the diode is forard
biased, it e!hibits nearly a short circuit. Dhen it is reverse biased, it
appro!imates an open circuit.
d. >igure 19 shos an &C potential being applied to a resistor and diode
connected in series. 'ince the voltage potential is alternating above and belo
ground or "ero potential, the diode ill e!perience times of forard bias at (t
%
*
and reverse bias at (t
1
*. The diode becomes forard biased any time after the
voltage potential leaves "ero and goes positive. The diode becomes reverse biased
any time after the voltage potential leaves "ero and goes negative.
>igure 19. @alf+ave rectifier.
(%* Dhen the diode is forard biased, ma!imum current ill be alloed to
flo through the resistor thereby developing a positive half cycle.
(1* Dhen the diode is reversed biased, minimum current ill be alloed
to flo through the resistor. If the minimum current approaches "ero, then the
voltage developed across the resistor ill also approach "ero. >or all practical
purposes it is said to be "ero, since the value of positive voltage is much greater
than negative.
(3* This circuit is called a half+ave rectifier because only half of
the entire cycle of &C voltage is alloed to be developed across the resistor (fig
1=*.
O' .%., %+6%4
>igure 1=. @alf+ave rectifier.
e. Using four diodes, a circuit can be arranged to cause current to flo in
the same direction through the resistor during both the positive and negative half
cycles. The circuit is called a full+ave rectifier, for the hole cycle is
developed across the resistor in the positive direction. ('tudy figures 3. and 3%.*
>igure 3.. >ull+ave rectifier t
%
.
>igure 3%. >ull+ave rectifier t
3
.
O' .%., %+6%0
f. The output is increased hen four diodes are used to provide full ave
rectification (fig 31*. Note that the current is more continuous than ith one
diode, but that the current varies from a ma!imum value to a "ero value. It is
particularly important to observe that the current flo through the e!ternal load
resistor is in one direction only (fig 3. and 3%*. The &C voltage and current
have, therefore, been rectified to a unidirectional or DC voltage and current.
This circuit arrangement could be used to charge a DC battery, but it does not
produce the most output that can be obtained in a generator.
>igure 31. >ull+ave rectified voltage.
g. In order to obtain a higher output and smoother voltage and< current, a
three+phase stator is connected to si! diodes hich together form a three+phase,
full+ave bridge rectifier (fig 33*. & battery connected to the DC output terminal
ill. have its energy restored as the generator provides charging current. Note
that the blocking action of the diodes prevents the battery from discharging
directly through the rectifier.
>igure 33. Three+phase, full+ave rectifier.
h. The voltage obtained from the stator+rectifier combination, hen
connected to a battery, is not perfectly GflatG but is so smooth that for all
practical purposes the output may be considered a nonvarying DC voltage. The
voltage is obtained from the phase voltage curves (fig 3-*.
>igure 3-. Three+phase, full+ave rectifier output voltage.
O' .%., %+6%7
=. $::C:+N:;I$$: 2:N:R&TOR' (CON'TRUCTION*.
a. The $eece+Neville generators, models 3..1&C and 3..1&D, develop three+
phase &C voltage hich is rectified to a single DC output voltage. The rotor
assembly (fig 34&*, hich houses the e!citer field coil, consists of to iron pole
pieces ith interlacing fingers. The fingers are mounted over the e!citer field
coil, hich has many turns of ire. The core is mounted beteen the iron pieces
and is electrically connected to to sliprings.
>igure 34&. Rotor assembly.
(%* The coil is energi"ed ith current through the brushes making
contact ith sliprings. The e!citer coil develops the magnetic fieldJ the
intensity of hich is controlled by the amount of current supplied to the
sliprings. The magnetic field causes the to iron pole pieces ith interlacing
fingers to become magneti"ed.
(1* The interlaced fingers of the pole pieces produce alternate North
and 'outh poles beteen the fingers. The rotor shon has a total of %1 poles.
b. The stator assembly consists of three separate indings mounted on a
laminated iron frame. The indings are connected together to form a GEG or GDeltaG
connected stator.
(%* :ach inding consists of si! coils and each coil contains many turns
of ire. & complete cycle of &C voltage ill be generated in each coil as a North
and 'outh pole pass by the coil.
(1* Dith the si! coils in series, each being influenced by a North and
'outh pole simultaneously, there ill be si! coil voltages adding together to
provide a complete inding voltage (fig 34C*.
(3* To more identical indings are mounted on the iron frame to
complete the stator assembly. These indings are spaced so that the GEG+connected
stator delivers three+phase &C voltage.
(-* In paragraph 9 a to+pole magnet type of rotor as used to sho that
a complete cycle of &C voltage ill be produced for each rotor revolution. Dith a
%1+pole rotor, si! complete cycles of &C voltage ill be produced for each rotor
revolution.
c. The stator voltage is connected to si! diodes hich are mounted
internally. They convert the three+phase &C voltage into DC and are arranged as
shon in figure 30.
O' .%., .%+6%9
>igure 34C. 'tator.
>igure 30. Three+phase rectifier.
(%* The diodes are divided into to banks of rectifiers# bank & and bank
C.
C&UTION# The diode in each of the banks may look the same, but electrically they
can be different (fig 37*.
>igure 37. 'ilicon diodes.
(1* Rectifier bank & ill have diodes that look identical to those in
rectifier bank C. @oever, even though their cases look the same, electrically
they are different and have different part numbers.
(3* The positive pulses of alternating current are passed through
rectifier bank & to the positive leadJ the negative pulses of alternating current
are passed through rectifier bank C to the negative lead. Thus, alternating
pulsations of current are converted to a pulsating flo of direct current.
O' .%., %+6%=
d. &lso internally mounted is a transistor operated regulator that controls
the output voltage of the generator to the battery.
(%* The output voltage is sensed by the regulator here it is compared
to the voltage reference of a "ener diode.
(1* If the output voltage of the generator is higher than the "ener
reference voltage, it causes a transistor to turn ON hich reduces the e!citer
field current. This brings the output voltage don.
(3* If the output voltage of the generator is loer than the "ener
reference voltage, it causes a transistor to turn O>> hich increases the e!citer
field current. This brings the output voltage up since the magnetic flu! in the
rotor is increased.
%.. $::C:+N:;I$$: 2:N:R&TOR (O6:R&TION*.
a. Casically, there are three components to be considered in the operation
of the &C charging system# the &C generator, diode rectifier, and transistor
regulator (fig 39*. The &C generator is of the revolving field type (the rotor is
the field* so that only to sliprings are needed. The sliprings and brushes are
re8uired to carry only lo amperage current to control the e!citer field inding
flu! on the rotor.
>igure 39. Clock diagram of &C charging system.
(%* The higher the e!citer field inding current, the higher the flu!
and the higher the three+phase (3K* output current and voltage.
(1* If the e!citer field inding current is lo, this ill loer the
three+phase (3K* output current and voltage.
b. The si! diode rectifiers change the three+phase (3K* &C voltage into DC
voltage. This is accomplished by means of silicon diodes that permit the passage
of current in one direction only.
(%* The current capacity is controlled by parallel paths into the
regulator circuit that supplies the e!citer field inding ith current.
(1* Dith only one of the paths connected, the current output ill have a
-.+ampere capability.
(3* Dith both paths connected to the regulator more current is available
to the field inding through the regulator ith a ma!imum of 0. amperes at the DC
output.
O' .%., %+61.
c. The transistor regulator is a completely static unit containing no
moving parts. It performs only one function in the charging circuit++to limit the
generator voltage to a safe, preset value.
(%* & transistor is a device made of semiconductors. They can be large
or small in si"e, depending upon the poer they must handle.
(a* The symbol shon in figure 3= represents the electrical draing
of a transistor. It consists of a device ith three leads hich are the :)ITT:R,
C&':, and CO$$:CTOR.
>igure 3=. Transistor ON.
(b* :ssentially, the transistor is a variable resistor hose
resistance beteen emitter and collector is controlled by the current in the base
lead (fig -.*.
>igure -.. ;ariable resistor.
(c* The arro on the emitter depicts a diode Bunction beteen the
base and the emitter, hich is the controlling path of current for the transistor.
(d* If this diode 5unction beteen the emitter and base is forard
biased, the resistance beteen the emitter and collector ill be reduced.
(e* Dith a high value of forard bias current, the resistance
beteen the emitter and collector approaches "ero alloing ma!imum current flo.
The transistor is said to be ON hen forard biased.
O' .%., %+61%
(f* If the diode 5unction beteen the emitter and base is reversed
biased, the transistor is said to be O>> and the resistance beteen the emitter and
collector approaches that of an open circuit (fig -%*.
>igure -%. Transistor O>>.
(1* The silicon controlled rectifier ('CR* is like a conventional diode,
e!cept that it has a gate terminal hich controls the rectifying function. The
symbol is shon in figure -1.
>igure -1. 'CR.
(a* Dith the gate forard bias it operates as a conventional diode
and ill rectify.
(b* Once the gate bias has turned ON the 'CR, it ill remain ON even
if the gate bias is removed, providing there is current beteen the cathode and
anode.
(c* Dith no gate bias and current beteen the cathode and anode, it
ill eventually go to "ero. Dhen it does, it ill turn itself O>> and remain O>>
until the gate is forard biased once again.
(d* To turn the 'CR O>>, the current beteen the cathode and anode
must be interrupted. & large change in the associated circuits is normally
responsible for the 'CR<s return to an O>> condition.
d. 2enerators are e8uipped ith internally mounted regulators that control
the output of the generator. The generator, rectifier, and regulator (models
3..1&C and 3..1&D* are illustrated schematically in figure -3. Operation of the
regulator is as follos#
O' .%., %+611
>igure -3. 'chematic of regulator.
(%* &ssume the regulator is set to regulate the direct current output
voltage at appro!imately 19 volts.
(1* &fter the vehicle engine has been started, the battery voltage is
normally loer than the re8uired alternator output voltage for hich the regulator
has been set (appro!imately 19 volts*. The voltage at the movable contact of
potentiometer 6% is therefore loer than the combined voltages of "ener diodes F1
and F3. No current can flo in the base circuit of transistor TR, and the
transistor displays a high resistance from emitter to collector. The voltage
across the transistor, emitter to collector, is greater than the voltage of "ener
diode F% and control current therefore flos in the gate to cathode circuit of
silicon controlled rectifiers 'CR% and 'CR1 turning them ON.
(3* This control current, plus the current passed through R%, plus the
residual magnetism in the alternator rotor, builds up the output voltage of the
alternator. &s the voltage builds up, silicon controlled rectifiers 'CR% and 'CR1
alternately carry field current, as the phase terminal to hich each silicon
controlled rectifier is connected becomes positive. This additional field current
builds up to line voltage almost instantaneously, even at engine idle speed. :ach
silicon controlled rectifier stops conducting field current from anode to cathode
henever its phase terminal reaches "ero voltage. The alternate firing of
rectifiers 'CR% and 'CR1 supplies sufficient field current to provide rated
performance from the alternator.
(-* Dhen this field current builds up the output voltage beyond the
re8uired level, the voltage at the movable contact on potentiometer 6% e!ceeds the
combined voltages of "ener diodes F1 and F3. Current therefore flos in the base+
to+emitter circuit of transistor TR. This base current
O' .%., %+613
sitches the transistor ON, and its emitter+to+collector saturation voltage
decreases to a point belo the voltage of "ener diode F%. Fener diode F% therefore
blocks the flo of gate current in silicon controlled rectifiers 'CR% and 'CR1
until the output voltage falls to a level hich shuts O>> the base current of
transistor TR as previously e!plained. &s the phase terminals of silicon
controlled rectifiers 'CR% and 'CR1 become negative, the rectifiers are sitched
O>> and they remain sitched O>> until gate current is again restored. This field
current sitching action is rapid enough to provide a level output voltage control.
%%. 'U))&RE. This lesson has covered the construction and operation of the
multioutput &C charging system. The fundamentals of current flo and magnetism
ere revieed along ith transistors and diodes.
a. 'pecifically, the effects of voltage and current ere analy"ed to
e!plain the process of rectification.
b. Transistor and 'CR operations ere analy"ed to e!plain the electronic
regulation.
c. The e!ercise ill reinforce the discussion hich as basically
fundamental and necessary to learn the reasoning behind the testing and overhauling
procedures hich ill be discussed in the ne!t lesson.
O' .%., %+61-
$:''ON :L:RCI': MU:'TION'
Instructions for use of the anser sheet#
%. The procedure by hich you ill anser the e!ercise 8uestions in this subcourse
is probably ne to you. The information is presented in a programmed instruction
format here you immediately kno hether or not you have ansered the 8uestions
correctly. If you have selected an incorrect anser, you ill be directed to a
portion of the study te!t that ill provide you ith additional information.
1. &rrange this subcourse booklet and your anser sheet so that they are
convenient. :ach e!ercise 8uestion has three choices lettered a, b, and c. Eour
anser sheet has three groups of numbers for 8uestions % through 1... NThe numbers
indicated for each 8uestion represent the a, b, or c choices. The e!ercise
response list is enclosed ith this subcourse. It contains a listing of 3+digit
numbers in numerical se8uence. :ach number is folloed by a response that either
reinforces a correct anser or gives you additional information for an incorrect
anser.
3. To use this system proceed as follos#
a. Read the first e!ercise 8uestion and select the choice you think ansers
the 8uestion correctly. 2o to the 8uestion % area of your anser sheet and circle
the 3+digit number that corresponds ith the choice you selected.
b. &fter you have identified the 3+digit number, locate it in the e!ercise
response list. If you selected the right choice, the first ord of the response
ill be GCORR:CT. G This tells you that you have ansered the 8uestion correctly.
Read the rest of the response hich tells hy your choice as correct and then go
to the ne!t 8uestion.
c. If the ord GCORR:CTG is NOT the first ord of the response, you have
selected the rong anser. Read the rest of the response and then turn to the area
in your study te!t that is mentioned. There you ill find the information
necessary for you to make another choice. Ce sure to read all of the response
because it ill help you select the correct anser and it also provides more
information. $ine out the incorrect 3+digit response on your anser sheet.
d. &fter you have reread the reference, select another anser and circle the
3+digit response for that choice. &gain check the number of this second choice
ith the response list to see if your choice is no correct and to obtain more
information about your choice. If your second choice in still not correct, line
out the 3+digit response on the anser sheet and continue until the correct anser
is selected. Dhen you have ansered all of the 8uestions in an e!ercise, count the
number of lined out responses and see ho ell you did.
-. Eou ill notice that the lesson e!ercise 8uestion numbers continue
consecutively from lesson to lesson. This allos you to use one anser sheet for
the entire subcourse.
4. &fter you have finished the e!ercise 8uestions for all lessons, fold and seal
the anser sheet so that the U'&OCO' address is on the outside. Drop the anser
sheet in the mail so the school ill kno you have completed the study portion of
the subcourse and are no ready for the e!amination.
O' .%., %+614
:L:RCI':
%. The &C charging system (multioutput* has a
a. half+ave rectified DC output.
b. full+ave rectified DC output.
c. three+phase &C output.
1. :lectric current is measured in
a. volts.
b. atts.
c. amperes.
3. Dhat current ill flo through a %,...+ohm resistor ith % volt
appliedP
a. % milliampere
b. 1 amperes
c. % ampere
-. Dhen a 0+ohm resistor is connected to a battery the current flo is 1
amperes. Dhat is the battery potential in voltsP
a. 9
b. %1
c. 1-
4. Dhich device is used to establish a reference voltage in control
circuitsP
a. Fener diode
b. :lectromagnet
c. >ull+ave rectifier
0. Dhen a diode is reverse biased it e!hibits
a. resistance approaching a short circuit.
b. resistance approaching an open circuit.
c. minimum resistance until breakdon.
7. Dhen a diode is rectifying an &C voltage, hat develops the DC output
voltageP
a. Reverse bias current in the load
b. >orard bias voltage across the diode
c. >orard bias current through the load
9. Dhat is a stator assemblyP
a. Rotating magnet
b. :!citer housing
c. $oops of ire in a frame
=. I n a three+phase &C generator, the phase voltages are
a. =.I apart.
b. %1.I apart.
c. %9.I apart.
O' .%., %+610
%.. & %1+pole rotor ill produce
a. %1 cycles per revolution.
b. 0 cycles per revolution.
c. % cycle per revolution.
%%. & rotating field type generator has the e!citer coil located in the
a. rotor.
b. stator.
c. regulator.
%1. The intensity of the e!citer magnetic field is controlled by the
a. battery current.
b. rectified current.
c. regulator.
Note. + Muestions %3 through %4 refer to figure --.
>igure --. :lectric regulator.
%3. If the transistor is forard biased, the voltmeter ill indicate
a. "ero volts.
b. 1.1 volts.
c. %1 volts.
%-. If the transistor is reversed biased, the
a. transistor is ON.
b. 'CR is O>>.
c. field coil receives current.
%4. The transistor ill turn ON hen the sensing voltage is
a. "ero volts.
b. %1.4 volts positive.
c. %1.4 volts negative.
O' .%., %+617
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%....................:lectrical 'ystem Component Repair
$esson 1....................................Overhaul of -./0.+&mpere &C 2enerator
Credit @ours................................To
$esson Ob5ective............................&fter studying this lesson you ill be
able to#
%. Describe the procedures in testing
the individual components of the
multioutput system.
1. :!plain the most important
considerations hen performing the
disassembly, assembly, cleaning,
inspection, and testing of the
multioutput system.
Te!t........................................&ttached )emorandum
)aterials Re8uired..........................&nser sheet and response list
'uggestions.................................None
&TT&C@:D ):)OR&NDU)
':CTION I. INTRODUCTION
%. INTRODUCTION. The -./0.+ampere &C generator consists of four housing
assemblies# the drive end housing, intermediate housing, stator assembly, and end
housing.
a. The drive end housing is fastened to the voltage regulator so hen it is
removed from the intermediate housing the voltage regulator comes ith it. It is
removed ith a special puller.
Note. + Refer to foldout % in the back of this lesson.
(%* The back of the voltage regulator makes a atertight seal (3- and
34* ith the rotor shaft and intermediate housing seal (%9*.
(1* The drive end housing also makes a atertight seal (1%* ith the
rotor. 'o the entire voltage regulator and sliprings are encased beteen the
intermediate housing and drive end housing, hich, hen properly sealed, forms a
atertight assembly (C, foldout %*.
O' .%., 1+6%
>ebruary %=74
(3* On the front of the drive end housing is a cover plate (10* hich
allos access to the -./0.+ampere regulator taps.
(-* On the circumference of the drive end housing is a pipe plug (1-*.
Ceneath this plug is the voltage output ad5ustment for the generator.
b. Dith the drive end housing removed, si! rectifying diodes are e!posed
ithin the intermediate housing along ith the brushes and sliprings on the rotor
(fig =*.
c. >rom this point the stator assembly containing the D:$T& connected coils
can be removed.
d. The end housing then can be removed from the rotor ith the puller.
':CTION II. 2:N:R&TOR T:'T'
1. 2:N:R&TOR T:'T'. In addition to checking the bearings in the generator
housings, the folloing checks are performed.
a. Output voltage and current into specific loads to check the regulator
and generator capabilities.
b. Rotor checks for shorts and opens.
c. 'tator checks for opens and shorts.
d. Diode checks of forard to back resistance.
3. 2:N:R&TOR OUT6UT. To check the generator output, you must first kno the
voltage and current output specifications. The e8uipment re8uired is an ammeter,
voltmeter, battery, and a variable resistance load such as a carbon pile.
a. The generator has a C&T terminal and ignition terminal. The C&T
terminal is the battery charging circuit. The ignition terminal is normally
energi"ed hen the ignition sitch is turned ON. Through the ignition terminal,
the regulator circuit and e!citer field inding receive their operating current and
voltage.
b. Dhen testing a generator on the bench, the ignition terminal and battery
terminal are connected by a Bumper.
c. The ammeter is connected in series during the generator output check
(fig %*.
>igure %. Output check.
O' .%., 1+61
(%* Remember, the ammeter is alays connected in series ith the
circuit. &n ammeter offers a very small amount of resistance to current flo, so
current can be measured accurately.
(1* &lso, the voltmeter is alays connected in parallel. Normally, the
voltmeter offers a very great amount of resistance to current flo, so it ill not
cause loading of the circuit.
(3* If an ammeter is connected across the battery, the battery ill
effectively be short circuited because of the very small amount of resistance of
the meter. This ill cause a great amount of current to flo and ill damage the
meter or the battery e!ternal connections.
(-* 'ince the voltmeter offers a very large amount of resistance, it may
be connected in series ithout damage, providing polarities have been observed.
(4* It is important to observe polarity. If polarity is reversed, this
ill pin the needle against its peg and bend the needle, thereby re8uiring it to be
recalibrated in order to certify accuracy.
d. The voltmeter is connected in the testing circuit across the generator
to monitor its voltage. Connections are made beteen the C&T terminal and 2RD,
hich is the case of the generator.
e. The battery and carbon pile (hich is a variable load* are connected in
parallel to form the load for the generator. They are connected to the generator
through the current meter.
f. The generator is operated at specified speed and the variable load is
ad5usted to obtain specified voltage.
(%* ;ariation in the generator load should have minimum effect on the
output voltage as observed on the voltmeter.
(1* ;ariation in the generator load should have a great effect on the
output current as observed on the ammeter.
(3* & comparison of voltage regulation and ma!imum current, as stated in
the specifications, should match the observed meter indications.
g. If the output does not meet specifications, disassemble the generator
for checks of the rotor, stator, and diodes.
-. ROTOR C@:CA'. The rotor indings may be checked by connecting a battery,
ammeter, and voltmeter to the edge of the sliprings. If the current dra is above
specifications, the indings are shortedJ if the current dra is lo, e!cessive
resistance is indicated (fig 1*.
a. &n ohmmeter may be used in place of the battery and ammeter. The
specified resistance may be calculated by dividing the voltage by the current
listed in the specifications booklet. & lo resistance indicates shorted indings,
and a high resistance an open or poor connection (fig 3*.
b. &n ohmmeter connected from either slipring to the shaft should sho a
high resistance. & lo resistance indicates the field indings are grounded.
c. & test light may be used in place of an ohmmeter to check for opens and
grounds, but the test light ill not check for shorts. Dhen connected across the
sliprings, failure to light indicates an open. The indings are grounded if the
lamp lights hen connected from either slipring to the shaft.
O' .%.. 1+63
>igure 1. Rotor, operational.
>igure 3. Rotor, ohmmeter.
4. 'T&TOR C@:CA'. Checks on the stator should be made ith all diodes
disconnected from the stator. It is not practical to check the stator for shorts
due to the very lo resistance of the indings. &lso, it is not practical to check
the delta stator for opens because the indings are connected in parallel.
a. To check the E+connected stator for opens, connect an ohmmeter or test
light across any to pairs of terminals. & high ohmmeter reading, or no light,
ill reveal an open inding (fig -*.
>igure -. E stator.
O' .%., 1+6-
b. :ither type of stator inding may be checked for grounds by connecting
an ohmmeter or test light from either terminal to the stator frame. The indings
are grounded if the ohmmeter reads lo or if the lamp lights.
c. If all checks are satisfactory, including the diode tests listed belo,
but the generator fails to provide rated output, a shorted E +or delta stator
inding or an open delta inding can be suspected.
0. DIOD: C@:CA'. Diodes hen disconnected from the stator can be checked for
defects ith an ohmmeter having a %+%/1+volt cell. Using the loest range scale,
connect the ohmmeter leads to the diode case and the diode stem and then reverse
the connections (fig 4*. On push+in type diodes, if both readings are very lo,
the diode is shorted. If both readings are very high, the diode is open. On
threaded+type diodes, if both readings are belo 3.. ohms or if both readings are
above 3.. ohms, the diode is defective. The 3..+ohm value should be near midscale
for accuracy. & good diode ill give one very lo and one very high reading.
C&UTION# Do not use high voltage such as a %%.+volt test light to check diodes.
>igure 4. Diode checks.
':CTION III. DI'&'':)C$E, T:'TIN2, &ND &'':)C$E O> T@: -./0.+&)6:R:
&C 2:N:R&TOR.
7. DI'&'':)C$E.
a. Remove pulley nut and asher.
b. Remove pulley using puller (fig 0*.
c. Remove oodruff key from shaft.
d. Remove si! socket+head scres from drive end housing (fig 7*.
e. Remove drive end housing (using puller*(fig 9*.
9. R:CTI>I:R T:'T.
a. 6ositive heat sink test.
(%* 'elect lo ohmmeter range.
(1* Fero the ohmmeter.
(3* Connect one ohmmeter lead to checkpoint 1 (fig =* and the other
ohmmeter lead to splice %, then 1 and 3 (fig %.*, hile observing the meter. Note
the readings obtained.
O' .%., 1+64
>igure 0. Removing pulley.
>igure 7. Drive end housing.
O' .%., 1+60
>igure 9. Removing housing.
(-* Reverse ohmmeter lead connections and repeat checks in (3* above.
(4* Readings obtained hen connected one ay should be lo. Dhen
connected in reverse, readings should be near infinity if diodes are serviceable.
b. Negative heat sink test. Repeat tests in a above ith one e!ception#
connect one ohmmeter lead to checkpoint % (fig =*.
>igure =. Rectifier test.
O' .%., 1+67
>igure %.. Continuity test.
=. 'T&TOR CONTINUITE T:'T.
Note. + The folloing ohmmeter connections should all obtain a "ero reading if
stator and all connections are good.
a. One ohmmeter lead splice to %, the other to splice 1.
b. One ohmmeter lead to splice 1, the other to splice 3.
c. One ohmmeter lead to splice 3, the other to splice %.
%.. 'T&TOR 2ROUND T:'T.
a. Connect one ohmmeter lead to the generator housing.
b. Touch the other ohmmeter lead to splices %, 1, and 3 in succession hile
observing meter.
c. & reading of less than infinity indicates faulty stator insulation
(grounded stator*.
%%. ROTOR R:'I'T&NC: T:'T. Connect one ohmmeter lead to a slipringJ the
other ohmmeter lead to the remaining slipring. Resistance, for rotor to be
serviceable, must be 7.. to 7.= ohms.
%1. ROTOR 2ROUND T:'T. Connect one ohmmeter lead to either of the
sliprings and the other lead to the rotor shaft. >or rotor to be good, resistance
must be greater than %.,... ohms.
%3. CONTINU&TION O> DI'&'':)C$E.
a. The voltage regulator may be removed from the drive end housing by
removing four &llen scres.
Note. + The regulator also serves as a bearing retainer and must be removed hen
replacing the drive end bearing (C, foldout %*.
O' .%., 1+69
Note. + Dhen pressing the bearing out of the housing, force should be applied to
the outer race to avoid the possibility of damaging the bearing.
b. Remove the to roundhead scres and guard ashers hich secure the brush
holder and lift the brush holder out of the ay. Remove the brushes by pulling
them out of the holder.
c. Remove the socket+head scre and asher that retain the fanJ pull the
fan off of the rotor shaft. Remove the key from the shaft.
d. Remove the si! socket+head scres hich secure the antidrive end housing
and pull the housing and rotor assembly out of the stator and intermediate housing
assembly.
Note. + In some cases the bearing may remain in the housingJ in other cases it may
remain on the shaft.
e. &fter visually inspecting the intermediate seal, replacement is
accomplished by pressing the seal out of the housing. Discard seal after removal.
Note. + & ne seal should alays be used hen reassembling alternator.
%-. DIOD: R:6$&C:):NT. If electrical tests indicate one or more defective
diodes, the folloing procedures should be folloed. Unsolder the lead from
defective diode and push the lead aside. Dith a sharp knife, carefully remove the
RT; rubber sealant from around the diode and unscre the diode using an %%/%0+inch
deep ell socket rench. &fter the diode has been removed, check the mounting
surface of the heat sink for burs or foreign matter hich ould prevent the ne
diode from seating properly. It is very important that the diode seat firmly
against the heat sink to insure proper heat transfer as ell as electrical contact.
Note. + Diodes used in the negative (grounded* heat sink differ from those used in
the positive (ungrounded* heat sink. If they are interchanged, serious
damage ill result. Consult figure %% to insure proper diode
identification and position. Insert the proper diode, tighten to 1. to 14
inch+pound tor8ue and reconnect the lead. Dhen resoldering, do not use
e!cessive heat hich could damage the diode. Reseal the diode by applying
RT; sealant around the diode.
>igure %%. Diodes.
O' .%., 1+6=
%4. 'T&TOR R:6$&C:):NT.
a. Dhen tests indicate an open or grounded stator or if it is mechanically
damaged, the stator must be replaced. Unsolder the three stator leads from the
splices and cut the three stator leads on both sides of the intermediate housing.
These leads should be cut as close to the housing as possible. The defective
stator may no be removed from the intermediate housing by tapping it carefully
ith a soft hammer. Remove the to scres hich retain the insulator and carefully
pry the insulator off of the three leads.
b. Using a small drill or a punch and hammer, remove epo!y hich seals the
three leads into the housing. This must be done very carefully to avoid damage to
the housing. Dhen all epo!y has been removed from the hole, insert the ne stator
so that the three leads protrude through the housing and reinstall the fiber
insulator around the leads. Replace the to scres hich secure the insulator.
Reconnect the three leads to the splices and solder them securely. Ce sure to slip
the insulating sleeving over the splices hen completed. 6lace the stator and
intermediate housing on the bench ith the stator facing upard and apply epo!y
around the stator leads. 'ufficient epo!y should be used to completely fill the
recess in the housing around the leads. &llo the epo!y to harden thoroughly
before reassembling the alternator.
c. &fter the various electrical tests have been made and defects corrected,
the alternator may be reassembled.
d. If the bearings are to be replaced, special care must be used to avoid
damage. Dhen pressing a bearing onto the shaft, apply pressure to the inner race
ith a suitable tool. Dhen pressing a bearing into a housing, press only on the
outer race. This ill avoid applying force through the bearing balls, hich could
damage the bearing. Dhen replacing the lip seal, pack ith grease as shon in
figure %1.
>igure %1. 'tator housing.
%0. R:&'':)C$E.
a. Install ne bearing on antidrive end of rotor and press housing onto
bearing.
b. Install rotor and housing assembly into stator and intermediate housing.
Dhen installing the rotor, it is necessary to use a special tool to avoid damage to
the seal. Details of the tool and installation are shon in figures %3, %-, %4,
and %0. Insert the tapered end of the tool into the intermediate housing seal from
the drive end or brush holder side of the housing. Ce sure the surface of the tool
that enters the seal is free from nicks and burs, hich ould damage the seal.
Carefully slide the rotor into
O' .%., 1+6%.
the stator and housing assembly. The tool ill be forced back out of the seal as
the rotor shaft enters. The tool prevents the sliprings from catching on the edge
of the seal and damaging the sealing lips.
>igure %3.
O' .%., 1+6%%
>igure %-.
>igure %4.
O' .%., 1+6%1
>igure %0.
c. Install socket+head bolts hich retain antidrive end housing to the
stator and intermediate housing.
d. Install brushes in brush holder and install brush holder ith the to
scres that ere originally removed.
e. Install ne bearing in drive end housing and install voltage regulator
ith four socket+head scres.
f. Install spacer or seals on rotor shaft in reverse order of removal.
g. 6ress regulator and housing on rotor shaft.
Caution# The si!+prong plug on the regulator must line up ith its mate in the
alternator. Use the guide pin to properly pilot the housing hile
pressing it on. Ce sure the rubber GOG ring is in place on the drive
end housing (fig %7*.
h. Replace the si! socket+head scres hich retain the drive end housing.
i. Install key and fan using socket+head scre and retaining asher.
5. Install the pulley spacer, oodruff key, and pulley. Install the guard
asher and pulley nut, tor8uing to 4. ft+lb. Dhen possible, use a ne pulley nut
as its self+locking ability is reduced after the nut has been removed.
O' .%., 1+6%3
>igure %7.
':CTION ;. C$:&NIN2, IN'6:CTION, &ND T:'TIN2.
%7. C$:&NIN2.
a. Inspect scres, nuts, and plugs for orn or damaged threads and
mutilated scre slots or rench sockets. Inspect smaller hardare items such as
flat ashers, etc, for breaks and other obvious damage. Replace all defective
hardare items.
b. )inor thread damage can be repaired by chasing threads ith a tap or die
of correct si"e.
c. Discard all preformed packings, gaskets, oil seals, and brushes, as
these parts are to be replaced during assembly. Discard sliprings and bearings
that have been removed.
d. Clean stator assembly, rotor, and brush holder ith a cloth dampened in
volatile mineral spirits or drycleaning solvent. Do not soak parts in solvent.
Dry ith compressed air. Take care not to damage insulation, cables, or indings.
e. Refer to T) =+1%- and clean and inspect bearings as outlined in the
manual.
Note. + Call bearings are sealed and packed ith lubricant and ill normally
re8uire cleaning only at repair periods. Cooling ducts in stator and rotor
assemblies should be kept free of dirt and grease. & thin rod can be used
to loosen caked dirt.
f. If sliprings are rough or have minor pits, polish them ith No ... or
finer sandpaper. Clean rings and rotor ith compressed air after polishing rings.
C&UTION. + Do not use emery cloth to polish sliprings. >ragments from emery cloth
may short circuit rotor.
O' .%., 1+6%-
g. Clean all other metallic parts ith drycleaning solvent and dry
thoroughly.
%9. IN'6:CTION.
a. >an. Inspect vanes for cracks and damage.
b. @ub and clutch. Inspect for stripped threads, orn keyay, and orn,
eak, or distorted springs.
c. Cearing retainers. Inspect for cracks and damage.
d. :nd housings. Inspect for cracks and damage. Inspect bearing bore for
proper si"e (table -+%, T) =+1=1.+114+3-*. Check that mating face is not arped.
e. Cearings. Inspect bearings as directed in T) =+1%-. Inspect for si"e
(table -+%, T) =+1=1.+114+3-*.
Note. + If you have any doubt as to serviceability of bearings, replace them.
f. Crush holder. Inspect for cracks. Inspect terminal studs and scres
for looseness and damaged threads.
g. Crush levers. Inspect for distortion and damage.
h. Crush lever springs.
(%* Inspect for cracks and distortion.
(1* Use a spring pressure checker to check spring pressure e!erted by
brush springs of generators. Dhen loaded ith %. ounces, spring length must be %
inch. Replace springs that fail to meet this re8uirement.
i. 'tator assembly.
(%* Inspect for stripped threads in housing.
(1* Inspect for loose or frayed insulation.
(3* Inspect connector for loose or damaged pins.
5. Rotor.
(%* Inspect keys and key seats for damage.
(1* Inspect shaft for burred or stripped threads.
(3* 6lace rotor in ;+blocks, and check each slipring ith dial indicator
(fig %9*. )a!imum alloable distortion is ....% inch.
k. >le!ible coupling. Inspect shaft for orn splines. Inspect holder and
cover for cracks and damage. Inspect blocks for ear, distortion, and loss of
resiliency.
l. 'cres and ashers. Inspect all scres for stripped threads and damaged
heads. Inspect all ashers for cracks and distortion.
O' .%., 1+6%4
>igure %9. Testing sliprings for distortion.
%=. T:'TIN2. &fter the generator has been assembled, you must test it for
proper performance.
a. Test setup ith regulator removed. To check generator output ithout
regulation, remove the regulator from the generator. Connect to Bumpers beteen
terminals % and 4 and 1 and 3 of the connector as shon in &, >oldout 1. Install
the drive end housing on the generator. Connect the generator as shon in C,
>oldout 1. Operate the generator at the speeds indicated in C, >oldout 1. Then
ad5ust the variable resistor until the generator is producing the indicated voltage
at the rated amperage.
b. Test setup ith regulator installed. Install the regulator in the
generator as directed. Connect the generator as shon in D, >oldout 1. The .+to
%..+ampere ammeter measures load current and the .+to 4.+volt voltmeter measures
generator output voltage.
Note. +The ignition sitch must be closed at all times during tests. This sitch
completes the field coil circuit.
c. @eat run test. Operate the generator under the conditions given in C,
>oldout 1. &d5ust the generator output voltage to 19 volts by removing the pipe
plug (&, 1-, >oldout %* and rotating the potentiometer ad5usting scre. Operate
for % hour. Check that temperature rise does not e!ceed 19.I >.
Note. + 6erform this test at room temperature of 9.I >.
d. 'peed load test. Immediately after the heat. run test, operate the
generator at the speeds indicated in table C, >oldout 1. 2enerator output must be
at or above the indicated output.
e. Overspeed test. Disconnect the generator from the electrical circuit.
Then operate the generator at the speed and for the time interval specified in
table C, >oldout 1. $isten for any unusual noise that might indicate mechanical
failure.
O' .%., 1+6%0
1.. 'U))&RE. In this lesson the overhaul of the -./0.+ampere &C generator
as discussed. This included a description of the generator components and general
tests that are performed on generators.
a. Rotor checks ere described. The checks ere the field inding current,
sliprings, and ohmmeter checks for open and short circuits.
b. 'tator checks ere discussed. The differences beteen the Dye (E* and
Delta indings ere covered.
c. Diode checks ere also covered ith respect to their connections to the
stator inding.
d. The disassembly, inspection, testing, and repair as then discussed in
detail.
Note. + Revie the e!ercise instructions in lesson %.
:L:RCI':
%0. The voltage output ad5ustment is found beneath the
a. cover plate on the front housing.
b. cover plate on the rear housing.
c. pipe plug on the front housing.
%7. The rectifying diodes, sliprings, and brushes are e!posed hen the
a. stator is removed.
b. drive end housing is removed.
c. rear end housing is removed.
%9. To check the generator output, the
a. voltmeter is connected in series.
b. ammeter is connected in parallel.
c. ammeter is connected in series.
%=. Dhich statement is trueP
a. ;oltmeters offer very high resistance
b. &mmeters offer very high resistance
c. ;oltmeters offer very lo resistance
1.. Dhen testing the generator output, the variable load is connected in
a. series ith the battery.
b. series ith the voltmeter.
c. parallel ith the battery.
1%. Dith an ohmmeter connected beteen a slipring and the rotor shaft, a lo
resistance reading indicates
a. a shorted field inding.
b. a grounded field inding.
c. an open field inding.
O' .%., 1+6%7
11. Dith an ohmmeter connected beteen the sliprings on the rotor, a high
resistance reading indicates
a. an open field inding.
b. a shorted field inding.
c. a grounded field inding.
13. It is not practical to check the stator indings
a. ith the diode rectifiers disconnected.
b. for shorts due to lo resistance.
c. for opens due to high resistance.
1-. Dhich is easily determinedP
a. 'horted delta inding
b. 'horted E (ye* inding
c. Open E (ye* inding
14. Dhat forard and reverse ohmmeter readings indicate a serviceable diodeP
a. Coth readings are above 3.. ohms
b. Coth readings are belo 3.. ohms
c. One very lo and one very high reading
10. To disassemble the drive end bearing
a. the regulator does not need to be removed.
b. apply force to inner race to avoid damage.
c. apply force to outer race to avoid damage.
17. Dhen installing the rotor, a special tool is inserted into the intermediate
housing to prevent damage to the
a. sliprings.
b. intermediate seal.
c. diode heat sinks.
19. 'liprings may be polished ith very fine
a. steel ool.
b. emery cloth.
c. sandpaper.
1=. &fter polishing the sliprings, they and the rotor should be cleaned
a. ith compressed air.
b. by soaking in solvent.
c. ith soft lint+free cloth.
3.. If a brush spring tension is %. ounces, hat is the spring lengthP
a. %/1 inch
b. % inch
c. %+%/1 inches
O' .%., 1+6%9
>igure &. )odel 3..1&C (2roup 1* generator+e!ploded vie.
>oldout %.
O' .%., 1+6%=
>igure C. Rotor shaft location of seals and preformed
packings for model 3..1&C generator.
>oldout %. (continued*
O' .%., 1+6%= (continued*
>igure &. Bumpers installed
in connector of model
3..1&C generator++typical.
>igure C. )odel 3..1&C generator regulator removed test circuit++typical.
>oldout 1.
O' .%., 1+61%
>igure C. )odels 3..1&C and 3..1&D generator test data.
>igure D. )odel 3..1&C generator regulated test circuit++typical.
>oldout 1. (continued*
O' .%., 1+61% (continued*
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%...............:lectrical 'ystem Component Repair
$esson 3...............................Operation of 4..+&mpere 'tarter
2enerator Test 'tand
Credit @ours...........................To
$esson Ob5ective.......................&fter studying this lesson you ill be
able to#
%. Describe the function of each test
stand metering system.
1. 'tate the purpose of each test stand
control.
3. Describe the function of the varidrive.
-. :!plain the test stand preoperational
checks.
4. Describe the construction, chemical
composition, use, and care of lead+acid
batteries.
Te!t...................................&ttached )emorandum
)aterials Re8uired.....................&nser sheet and response list
'uggestions............................None
&TT&C@:D ):)OR&NDU)
%. INTRODUCTION.
a. The test stand (fig %* is an electrically operated device. Catteries of
the lead+acid type are one source of electrical energy for the test stand. They
are stored on the battery platform shon in figure 1. Different combinations of
batteries may be used to produce the re8uired DC outputs (fig 3*. &C poer for
test stand operation must be available from an e!ternal source. Three+phase,
11./--. volt, 0.+hert" (cycle* poer is re8uired.
O' .%., 3+6%
>ebruary %=74
>igure %. Test stand.
b. Consult the tabulated data (fig -* paying particular attention to the
testing range information. The test stand contains the necessary e8uipment to
perform a ide variety of tests. Its many circuits can be utili"ed to test direct+
drive generators, pulley driven generators, generator. control bo!es, &C/DC
systems, and starters.
O' .%., 3+61
>igure 1. Test stand + front.
1. T:'T 'T&ND )ONITORIN2 ):T:R'.
a. There are seven independent monitoring circuits on the test stand (fig
4*. :ach of these has one meter movement, one or more selector sitches, and
either a calibrating 5ack or a set of calibration binding posts. The calibration
inputs are provided so that the test stand<s measuring circuits can be easily
compared ith certified standards of knon accuracy. 6eriodic calibration ill
detect errors in the monitor circuits. Discrepancies must be corrected before
resuming tests ith the test stand.
O' .%., 3+63
>igure 3. Cattery iring diagram. 0+, %1, and 1-+volt combination.
b. The load and starter DC ammeter (fig 4*, in con5unction ith its five
position selector sitch, is able to monitor DC currents up to %,...&. Ranges of
.+4.&, .+%4.&, .+1..&, .+4..&, and .+%,...& can be set up using the range selector
in con5unction ith the to scales on the meter face. Operators must be trained to
read the correct scale and to select the range hich ill give the best resolution.
Dhen making tests the meter range should be selected so that the meter indication
is ell up scale. Trying to measure -. amperes on the .+%,...& range ould be
incorrect unless there is an overriding safety factor. Normally, -. amperes should
be read on the .+4.& scale. This monitoring system is used to perform measurements
hen the test stand circuits are connected to make various tests on starters
(cranking motors*.
c. Dhen testing DC generators and &C alternators it is necessary to measure
field current accurately. $ocated ne!t to the load and starter DC ammeter is the
monitoring system used to make these measurements (fig 4*. The field and battery
charger DC ammeter is a to+scale meter. Fero on both scales is located in the
center and the meter may deflect in either direction from that point. Deflection
right or left of center depends upon ho the monitoring system is connected in the
overall test circuit. The to scales are 4+.+4 and %4+.+%4. The field and battery
selector sitch is a five+position sitch. There is an O>> position and three
field current measuring positions hich set up the meter to read 4, %4, or 3.
amperes at full scale. The fifth position, Gbattery charging,G sets the monitoring
system to measure 3.& full scale.
O' .%., 3+6-
>igure -. Tabulated data.
d. & millivolt meter (fig 4* is used to measure the DC voltage differential
beteen generator volts and battery volts. The millivolt meter momentary+on sitch
connects the meter and range selector into the circuit to be monitored hen held in
the ON position. Deflection to the left of "ero indicates higher generator
voltage. Deflection to the right of "ero indicates higher battery voltage. The
meter reads .+=..m; or .+=; depending on the selector sitch setting.
O'+.%., 3+64
>igure 4. Control panel + upper.
e. The DC voltmeter, DC voltmeter range selector, and DC voltmeter circuit
selector perform a ide variety of voltage monitoring functions (fig 4*. The to
scale meter reads out .+%., .+1., and .+4. volts, dependent on the positioning of
the range selector. Circuit selection is controlled by the circuit selector sitch
hich has four positions.
(%* The GR:CT 2:NG position connects the metering circuit to H2 and 2
generator binding posts (fig 0* hen testing DC systems. Dhen testing &C/DC
systems the metering circuits are connected to the +D and H2 rectifier input output
binding posts in the rectifier cooling compartment.
O' .%., 3+60
>igure 0. Cinding post side panel.
(1* The GC&TG position connects the metering circuit to the battery
circuits in the test stand. This permits the voltage condition of the batteries to
be checked on the DC voltmeter.
(3* The G:LTG position permits the voltmeter to measure DC voltage from
sources outside the test stand circuitry. In this position the metering circuit is
connected to the positive and negative DC voltmeter binding posts.
(-* In the G;&R DC 'U66$EG position the metering circuit is connected to
the negative and positive DC poer supply binding posts (%., fig 7*. ;ariable DC
voltage supplied by the test stand to a DC system under test can be monitored ith
the sitch in this position.
O' .%., 3+67
>igure 7. Control panel + center.
f. The tachometer, tachometer pulley calibration control, and tachometer
circuit selector (fig 4* are used to measure revolutions per minute (R6)* during
the testing of direct driven generators, pulley driven generators, and alternators.
The .+%1,... R6) scale is read hen using the high speed driving head. Dhen using
the lo speed driving head, the .+4,... R6) scale is used. The tachometer circuit
selector sitch is a to+position sitch. It can be set for GDirect DriveG or GCal
6ulley.G Dhen testing direct driven generators or alternators, the tachometer
pulley calibration control is set in the counterclockise position and speed (R6)*
is read directly from the meter scale. &d5ustment of the tachometer pulley
calibration control is determined by formula hen the unit being tested is pulley
driven.
O' .%., 3+69
g. &n &C ampere monitoring system is used to measure the &C ampere output
of &C/DC systems. The &C ammeter, in con5unction ith its range selector sitch,
allos measurement of &C currents on to ranges# .+%..&C ampere and .+-..&C ampere
(fig 4*. The &C ammeter phase selector sitch in this monitoring system is used to
detect the phase balance of the system being tested. This is done by moving the
sitch from & to C to C hile observing the ammeter reading. Dhen the meter
readings remain appro!imately the same, a balanced phase condition e!ists in the
unit being tested.
h. The &C voltmeter, &C voltmeter range selector, and &C voltmeter phase
selector are used to determine voltage and phase conditions in &C/DC systems under
test. There are to voltage ranges# .+14&C volts and .+4.&C volts. The circuit
selector has four positions# O>>, T%+T1, T%+T3, and T1+T3. & balanced phase
condition can be detected by observing the meter indication as the sitch is
rotated. ;oltage differential of more than % volt beteen any to settings
indicates unbalanced phase conditions. Dhen not in use, the &C voltmeter circuit
selector should be set to the O>> position.
3. >RONT CONTRO$ 6&N:$.
a. >igure 9 gives a good vie of the rectifier cooling chamber and shos
the front panel controls. The field current control is in the O>> position hen
rotated fully counterclockise. Dhen rotated clockise this rheostat varies the
field current through units under test.
b. The load current control is a rotary type rheostat. Use ith the .+14
sitch. Its O>> position is fully counterclockise. The load to the unit under
test is varied by rotating the load current control clockise.
c. The speed of a unit under test is controlled by the drive speed control.
The high and lo speed drive heads are driven by the varidrive. The drive speed
control, hen rotated counterclockise, increases the speed of the varidrive and,
therefore, the unit under test. Dhen stopping the varidrive alays reduce the
speed to at least one+8uarter. Never move the drive speed control in either
direction hen the varidrive is not in operation.
-. C:NT:R CONTRO$ 6&N:$ (>I2 7*.
a. ;ariable DC poer is controlled by the poer supply sitch and the poer
supply control. The poer supply sitch is an ON+O>> circuit breaker type toggle
sitch. The Gpoer onG indicator lamp illuminates ith the sitch in the ON
position. The poer supply control is a rheostat. The O>> position is fully
counterclockise. Clockise rotation varies the supply output from .+31;DC.
b. The relay lamp sitch selects the proper circuit for the relay closure
indicator lamp. It is a three+position toggle sitch (%1;+O>>+1-;*.
c. Overload protection for the regulator load resistor is provided by a
fuse, hich is held under the scre cap of the regulator resistor fuse holder.
d. Cattery charging time is set by the charge timer. The timer is divided
in % minute increments and can be set for a ma!imum of %1. minutes. Dhen lit, the
battery charge lamp indicates that the battery charger controls are in the circuit.
O' .%., 3+6=
>igure 9. Rectifier cooling chamber and front control panel.
e. 6roper resistance for the regulator test circuit is set ith the
regulator load resistor selector. >our positions of the selector (fig 7* choose
resistance values of %/-, %+%/1, 1+%/-, and 7 ohms. The fifth position is O>>.
f. There are three pairs of remote meter testing binding posts. Connection
to the .+31;DC variable poer supply is provided at the DC poer supply remote
meter testing posts. Connection to the millivolt meter is provided at the
millivolt meter remote meter testing binding posts. The DC voltmeter remote meter
testing binding posts provide for e!ternal testing and comparison using the DC
voltmeter.
g. Illumination for the control panel is provided by a ork light. The
to+position ork light sitch provides ON+O>> control of this light.
h. The varidrive unit is controlled by the start+stop buttons. The buttons
control a magnetic sitch supplying poer to the varidrive unit. The Gdrive onG
indicator lamp illuminates hen the varidrive unit is operating.
i. There are three to+position field sitches. The e!ternal field sitch
controls the e!ternal voltage to the unit being tested. 6roper grounding of the
generator (under test* field circuit is determined by the setting of the field
common sitch. The field circuit sitch closes the field circuit of the unit under
test. The G)anualG position is used hen no regulator is connected in the circuit.
Dith a regulator in the circuit, the sitch is set to the GRegulatorG position.
O' .%., 3+6%.
5. The battery terminals are used for e!ternal testing and comparison of
battery voltage. The four+position (O>>, 0;, %1;, 1-;* battery selector connects
the proper battery circuit for testing. Respective battery indicator lamps
illuminate as the 0;, %1;, and 1-; circuits are selected.
k. The headset phone Back and pile flutter binding posts are used hen
audio testing. The pile flutter circuits are used hen checking the carbon pile of
generator (alternator* regulators.
l. The ground polarity sitch is used to set the proper ground polarity
ithin the test stand. )ost generators and regulators tested ill re8uire the
sitch to be set to the minus (+* ground position. 6ositive (H* grounded systems
are rare.
4. CONTRO$ COL R:C:6T&C$:' &ND ;O$T&2: &DBU'T:R (>I2 =*.
a. Cables are furnished to connect various types of control bo!es to the
test stand. There are four receptacles for connecting %4.+ampere control bo!es.
Dhen testing -..+ampere control bo!es appropriate cables connect the unit under
test to to receptacles on the test stand.
b. The voltage ad5uster is used to increase or decrease the generator
output voltage hen testing -..+ampere control bo! receptacles. The voltage
ad5uster is a rheostat type control.
0. 'T&RT:R &ND $O&D CONTRO$'.
a. The starter test sitch is a to+position ON+O>> sitch hich applies
poer to the starter voltage ad5uster. The starter voltage ad5uster is a rheostat
type control used to ad5ust the voltage to the starter under test.
b. The master load sitch is a to+position, ON+O>>, toggle sitch. >i!ed
loads of 14&, 4.&, %..&, and 1..& can be selected by the ON+O>>, load bank toggle
sitches. There is also a sitch to select the variable .+14& load. 6redetermined
loads are selected ith the load bank sitches and placed in the unit (under test*
circuit ith the master load sitch.
7. RI2@T 'ID: 6&N:$ (>I2 0*.
a. >our terminals and three binding posts are used to connect the regulator
under test to the test stand. The four terminals are designated CH, C+, 2H, and
2+. The binding posts are designated 2ND, D, and >+C.
b. 'tarter units are tested by utili"ing the four starter terminals on the
test stand. The terminals are designated 'T&RT:R IN6UT, 'T&RT:R >R:: RUN, 'T&RT:R
'T&$$ CO))ON, and TORMU:.
c. &lternators are connected to the test stand using three terminals and
to binding posts. The binding posts are designated D and :. The terminals are
labeled &$T:RN&TOR T%, T1, and T3.
d. D, :, and I2N are the &C system binding post designations. These posts
are used during the testing of alternators (generators* on the test stand.
e. The coil e8uali"er sitch and ignition sitch are located belo the &C
system binding posts. The coil e8uali"er sitch is an O>>+)O):NT&RE+ON toggle
sitch used to check alternator dropoff voltage hen testing 19;, %..&, or -..&
&C/DC systems and %4.& or -..& generator control bo!es. The ignition sitch is
used in con5unction ith the control bo! of some units under test. It is a to+
position toggle sitch.
O' .%., 3+6%%
>igure =. Control bo! receptacles, starter test controls, and load bank
sitches.
f. 2H and 2+ are the designation of the to generator terminals. The
generator binding posts are labeled D and >. These connectors are used for
connecting %4.& or 3..& generators to the stand.
O' .%., 3+6%1
9. $:>T 'ID: 6&N:$ (>I2 %. &ND %%*.
a. The high voltage compartment is behind the left side panel. Dhen the
panel is opened a push+contact, release breaker, interlock sitch automatically
cuts off poer to the test stand. There are, hoever, dangerous electrical
potentials in the high voltage compartment. Turn O>> the main breaker sitch hen
the compartment door is open.
>igure %.. @igh voltage compartment.
b. The main breaker sitch e!tends through the high voltage compartment
door. This to+position sitch is the master control for the test stand.
c. 6rotection for the bloer motor is provided by to in+line %.&, 14.+volt
fuses. These fuses are located in fuse holders in the high voltage compartment.
d. The varidrive reversing sitch is used to reverse the direction of
varidrive rotation. It is a to+blade knife sitch. The main breaker sitch
should be turned O>> hen changing the varidrive reversing sitch.
e. The test stand is ired for 11.+volt operation hen shipped from the
factory. Overload relay heater elements D+%49 are installed for 11.+volt
operation. If the test stand is reired for --.+volt operation, D+%4% elements
must be installed. The overload relay heaters provide thermal overload protection
for the test stand.
O' .%., 3+6%3
>igure %%. :lectrical components panel.
O' .%., 3+6%-
=. R:&R ;I:D + )&BOR &'':)C$I:'.
a. >igure %1 shos the transformer panel assembly (3*, load bank and bloer
motor assembly (%*, and varidrive assembly (1*. 6art of the iring hich
interconnects the various components of the test stand can also be seen in this
vie. Rear cover panels enclose the rear of the test stand after these ma5or
components are installed.
>igure %1. &2T = test stand++partially e!ploded vie.
O' .%., 3+6%4
b. The varidrive assembly (fig %3* is shock+mounted to prevent control
panel vibration. & speed transmission and motor are embodied in this self+
contained unit. The front panel drive speed control allos the unit<s R6) to be
varied over a ide range. Rotating the control counterclockise causes the
moveable loer varidisc hub, mounted on the rotor (motor* shaft, to slide toard
its companion varidisc. The added tension on the ;+belt causes the moveable
varidisc on the driven shaft to retract against the spring. This simultaneous
action causes the ;+belt to assume a larger diameter on the loer varidisc and a
smaller diameter on the upper varidisc. The speed of the driven shaft is therefore
increased hile motor speed remains constant.
>igure %3. ;aridrive and tachometer generator assembly.
c. De have previously discussed the tachometer indicator meter mounted on
the meter panel. That indicator is electrically connected to the tachometer
generator mounted on the end of the varidrive shaft. Dhen the varidrive speed is
increased the direct current output of the generator increases, causing an up+scale
deflection on the tachometer. Dhen the tachometer circuit is properly ad5usted the
speed of either driving head can be read directly from the meter.
d. The electrical iring diagram (fig %-* is included at this point so that
you can familiari"e yourself ith the location of all the components e have
discussed in this lesson. $ocate the items discussed but do not study the diagram
e!tensively at this time. 'elected circuits ill be discussed in folloing lessons.
O' .%., 3+6%0
>igure %-.
O' .%., 3+6%7
>igure %-. (continued*
O' .%., 3+6%7 (continued*
%.. 6R:O6:R&TION&$ C@:CA'.
a. Cefore the start of any generator, alternator, or starter test, the
controls of the test stand must be set to specific positions. This action prevents
damage to the test stand circuitry. It also prevents damage to the unit under
test. :ach test procedure must begin ith the controls positioned as indicated in
figure %4. >ill in the figure and key number information by revieing figures %
through %%.
b. :ach of the seven meters must be checked for static charges and ad5usted
for a proper "ero. The "eros are ad5usted ith the ad5ustment scres located in
the loer center of the meter lens. 'tatic charges can be built up on the lens of
the meters. &ccuracy is affected if a static charge e!ists. To check for the
presence of a static charge, move a hand rapidly across the front of the meter.
The hand should be as close to the lens as possible but should not touch it. If a
charge is present, the meter pointer ill follo the hand for a short distance. If
this occurs, the lens must be cleaned and recoated ith antistatic and cleaning
compound.
c. The battery condition must be checked each time the test stand is placed
in operation. In nearly all cases, early battery failure can be traced to a lack
of preventive maintenance. Dhen the batteries are used during tests they are
sub5ected to heavy current loads. Improper care ill cause them to deteriorate
rapidly.
d. The battery condition is checked after the control position and meter
condition have been checked. 6roceed as follos#
(%* 6lace the battery charge sitch ON.
(1* Note the DC voltmeter range selector is set at 4.;.
(3* Turn DC voltmeter circuit selector to C&T.
(-* Rotate battery selector to 0; (DC voltmeter should read 0H volts*.
(4* Rotate battery selector to %1; (DC voltmeter should read %1H volts*.
(0* Rotate battery selection to 1-; (DC voltmeter should read 1-H
volts*.
(7* Return battery selector to O>>.
(9* Return DC voltmeter circuit selector to R:CT/2:N.
(=* Return battery charge sitch to O>>.
Note. + If voltage readings are not ade8uate, the batteries must be charged.
&dditional information on the lead+acid battery is presented later in this
lesson.
e. The varidrive assembly should be checked under no+load conditions each
time the test stand is operated. 6roceed as follos#
(%* 6lace the circuit breaker sitch to ON.
O' .%., 3+6%=
>igure %4. 6osition of the controls on control panel prior to operation
of the test stand.
(1* Depress the 'T&RT button.
(a* The button must be held long enough for the varidrive assembly
to come up to speed. Dhen operational speed is achieved, the interlock of the
magnetic motor starter ill hold the starting contacts closed.
(b* Never hold the 'T&RT button closed for more than 3. seconds. If
the varidrive assembly does not come up to speed (but continues running* ithin
this time, the system is defective.
(3* Rotate the drive speed control so that the varidrive is operated
over its entire speed range.
(-* Check the direction of rotation. This information ill be re8uired
hen tests are begun. Cy making this determination no, necessary starting and
stopping of the varidrive can be avoided.
(4* 'et the varidrive for 1,... R6) as indicated on the tachometer
(.+4,... R6) scale*.
O' .%., 3+61.
(0* Check the speed of the high or lo speed driving head using either a
hand tachometer or strobotac of knon accuracy. The tachometer circuit selector
remains in the DIR:CT DRI;: position during this check. The tachometer must agree
ith the hand tachometer or strobotac.
(7* 'et the drive speed control clockise (reducing varidrive speed*.
(9* Depress the 'TO6 button.
(=* 6lace the circuit breaker sitch to O>>.
f. The preceding checks must be made each time the test stand is operated.
Once these checks are completed the operator can begin the testing procedure
re8uired by a specific item of e8uipment. The mounting of units under test and the
specific tests re8uired ill be discussed in later lessons.
%%. $:&D+&CID C&TT:RI:' (2:N:R&$ CON'TRUCTION*.
a. 'torage batteries of the lead+acid type are called et+cell batteries.
The chemical action beteen to unlike conductors and an electrolyte produces
electrical energy. 'tiff lead alloy is used to construct the grid netork of both
positive and negative plates. This grid netork gives the plates strength. The
active material is applied to the grids in paste form and alloed to dry. Cron
lead pero!ide is applied to the positive plates and grey spongy lead to the
negative plates. 6lates are combined into positive and negative groups by elding
lugs on the top corner of each plate to a lead plate strap. The plate strap on
each group has a terminal post hich serves as an outside electrical connection.
b. &n element is formed by putting positive and negative plate groups
together. Then separators of ood, rubber, or glass are inserted beteen positive
and negative plates to prevent them from touching. The separators have many small
holes so that the electrolyte can pass through them. Dhen an element is immersed
in electrolyte, it becomes a cell. The voltage of a fully charged cell of this
type is about 1.% volts.
c. The electrolyte is a mi!ture of sulfuric acid and pure ater. The
electrolyte of a fully charged cell contains about 39 percent sulfuric acid by
eight (17 percent by volume*. The condition of a cell can be checked by measuring
the specific gravity of the electrolyte. >ully charged cells have a specific
gravity of %.19. at 9.I >. This figure states that the electrolyte is %.19. times
heavier than pure ater.
d. 'everal cells are connected in series to form batteries larger than 1
volts. Three cells are re8uired for 0+volt batteries and si! cells for %1+volt
batteries. The cell terminals are connected by elding them to connector straps.
Cells are placed in a one+piece container that is divided into compartments. :ach
compartment is the container for one cell. >igure %0 shos a cutaay vie of a
single cell. The element rests on raised ribs. The area beteen the ribs serves
as sediment space. During use, the active material on the plates gradually sheds
and falls into the sediment space. The container is constructed of insulating
material hich is resistant to acid corrosion and mechanical shock.
O' .%., 3+61%
>igure %0. Cutaay vie of single cell.
e. The top of each cell is fitted ith a cell cover made from the same
material as the container. 'ome batteries have cell covers made so that straps
used to connect the cell terminals are e!posed. On others, the connecting straps
are covered and only to terminal posts are e!posed. Regardless of the type of
cover used, each cell cover is fitted ith a vent plug hich may be removed. to
inspect the cell or to add ater. To seal the battery after the cell cover is
installed, the space beteen the edges of the cell covers and the container is
filled ith an acid+resistant battery sealing compound. 'ome form of seal is also
used here the terminal post e!tends through the cover. The terminal posts are the
output connections of the battery. The terminals are tapered and the positive
terminal is slightly larger than the negative terminal (fig %7*.
%1. $:&D+&CID C&TT:RI:' (C@:)IC&$ &CTION*.
a. Dhen a load such as a lamp is connected to the battery, electrons flo
through the lamp from the negative plates to the positive plates. &t this time,
the battery is said to be discharging. 'everal chemical changes take place inside
the battery during the discharge (fig %9*. &s the current flos, atoms of the
sulfuric acid leave the electrolyte and enter the battery plates. This decreases
the amount of acid that is in the electrolyte making the mi!ture eaker. &s you
may recall, atoms from all elements are different and the nature of all materials
is determined by the atoms they contain. Therefore, the atoms of sulfuric acid
mi!ing ith the battery plates ill change the nature of the plates. The spongy
lead of the negative plates turns into lead sulphateJ the lead pero!ide of the
positive plates also turns into lead sulphate.
O' .%., 3+611
>igure %7. Catteries.
b. If the lamp is left connected to the battery, current flo continues and
the electrolyte ill get eaker and eaker until it is almost all ater. &t the
same time, the negative and positive plates ill be gradually turning into lead
sulphate. >inally, the battery reaches a point here it ill no longer supply
enough voltage to cause the current flo and the lamp ill stop gloing. The
battery is then said to be discharged.
c. The chemical reaction in the battery can be reversed and a discharged
battery returned to a charged state. This is done by supplying direct current from
an e!ternal poer source, such as a DC generator, and running it through the
battery opposite the direction it travels hen the battery is discharging. This
causes the atoms from the acid to return to the electrolyte making the electrolyte
stronger. &s the acid atoms leave the battery plates they change back to their
original nature++spongy lead and lead pero!ide (fig %=*.
d. &s a battery is charged some of the ater in the electrolyte is broken
don and passed off in the form of gas. If charging is continued after the battery
is fully charged, the amount of gas given off is increased and the battery
overheats. This is called overcharging and can damage the battery. The gas given
off by a battery during the charging process is e!plosive and can be easily ignited
by a spark.
e. Repeated charging and discharging sloly ear out the battery. It
causes the lead pero!ide to fall off the positive plates into the sediment space in
the bottom of the container. It is possible for the sediment to build up high
enough to cause a short circuit beteen the negative and positive plates, but
normally the cell ill be orn out before the sediment reaches the short circuit
stage.
O' .%., 3+613
>igure %9. Cattery discharge.
>igure %=. Cattery charge.
%3. C&TT:RE T:'TIN2.
a. 'ince the amount of sulfuric acid in the electrolyte decreases as the
battery discharges, the specific gravity of the battery also decreases as the
battery<s state of charge decreases. Cy using a testing hydrometer (fig 1.* to
measure the gravity of the electrolyte, the battery<s state of charge can be
determined.
O' .%., 3+61-
>igure 1.. @ydrometer.
b. The hydrometer has a glass cylinder containing a glass float. & rubber
inlet tip is fitted to the bottom of the cylinder and a rubber bulb at the top. &
scale on the neck of the float has numbers ranging from %.%.. to %.3... The scales
may also be marked off in "ones that are identified as full charge, half charge,
and discharged, or good, fair, poor, and dead. The level of the hydrometer float
in a li8uid indicates the specific gravity of the li8uid.
c. To test the gravity of a battery cell s8uee"e the hydrometer bulb and
insert the inlet tip into the electrolyte of a battery cell (fig 1%*. @old the
hydrometer in a vertical position and release the bulb to dra in Bust enough
electrolyte so the float moves freely. To avoid rong readings, the float should
not touch the sides or the top and bottom end of the cylinder. @old the hydrometer
so the surface of the li8uid is level ith your eyes, then read the mark on the
scale at this level. &lays put the electrolyte back into the cell to prevent
eakening the mi!ture. Test all cells in the battery in the same manner.
d. The hydrometer should be kept clean by flushing it out once in a hile
ith soapy ater so the parts ill not stick together. Inspect the hydrometer
often for cracks. The float is hollo and if it develops a leak the hydrometer
ill no longer give the right readings.
O' .%., 3+614
>igure 1%. Testing the specific gravity of a battery.
e. The gravity of the battery is affected by temperature. Dhen heated, the
electrolyte e!pands so it occupies more space. Dhen the temperature drops, the
electrolyte contracts and takes up less space. In vie of this, arm electrolyte
ill eigh less than the same volume of cool electrolyte, so arm electrolyte has a
loer specific gravity than cold electrolyte. :lectrolyte that has been mi!ed for
normal use ill test %.19. at 9.I >. This is the temperature of the electrolyte
and not the surrounding air. &t ordinary temperatures it is not necessary to
consider any variations hen testing the gravity of a battery. @oever, any large
variation above or belo 9.I is very important hen deciding the true state of
battery charge.
f. In order to correct for temperature changes, test both the gravity and
temperature of the electrolyte. 'ome hydrometers have a built+in thermometer so
you can do both at the same time. >or each %.I of temperature variation from 9.I,
change the gravity reading - points (fig 11*. &dd points to gravity readings hen
the electrolyte is above 9.IJ take points aay hen the temperature is belo 9.I.
g. The electrolyte should be at the correct level in the cell hen it is
tested. Dater in the electrolyte evaporates, the acid does not. If the ater has
evaporated enough so the electrolyte level is lo, the mi!ture ill be strong and
the gravity reading ill be high. On the other hand, if the battery has been
overfilled ith ater the electrolyte ill be eakened and the reading ill be lo.
Dhen ater is added, it ill tend to remain at the top of the cell so a hydrometer
reading taken immediately after adding ater ould not be right. If ater has to
be added before taking a reading, the battery should be charged for % to 1 hours to
mi! the electrolyte before the hydrometer is used. This may be done by connecting
the battery to a battery charger. 2ravity readings ill not tell the true state of
the electrolyte if taken Bust after a battery has been discharged at a high rate.
The acid has been used up ne!t to the plates but the electrolyte near the top of
the plates is still strong. The hydrometer ill read a higher state of charge than
that hich actually e!ists. The electrolyte ill mi! so a true reading can be
obtained if the battery is alloed to stand unused for several hours or if it is
charged for % to 1 hours.
O' .%., 3+610
>igure 11. Correction chart.
%-. C&TT:RE R&TIN2'.
a. The amount of ater a can ill hold may be measured in pints, 8uarts, or
gallons. Cattery capacity is measured in ampere+hours hich are the number of
amperes the battery ill deliver multiplied. by the number of hours the battery
ill deliver it. >or e!ample, suppose a battery ill deliver 4 amperes for 1.
hours, then 4 amperes multiplied by 1. hours e8uals %.. ampere+hours. If the
ampere+hour rating is based on nothing more, the rating ould change if the rate of
discharge is changed. 'uppose that e increase the load on the battery from 4 to
%. amperes. The battery ould then produce the %. amperes for a period less than
%. hours, so its rating ould figure to be less than %.. ampere+hours. &s you can
see, some form of standard procedures must be used to rate the ampere+hours before
the ratings ill mean the same in all tests.
b. The capacity of batteries is rated by a standard procedure called the
1.+hour rating. This rating gives the number of ampere+hours the battery ill
deliver if it is discharged at a uniform rate for 1. hours, at a temperature of
9.I, and ith a battery voltage of %.74 volts per cell at the end of the 1.+hour
period.
O' .%., 3+617
c. Through use and age the capacity of a battery decreases. This is due to
some of the active material dropping off the plates and the buildup of a hard
coating of sulphate on the plates. Cecause of this, testing the gravity of the
battery ith a hydrometer may not alays reveal the true conditions of the battery.
The electrolyte may be strong enough, but the battery capacity may be reduced to a
point here the available current supply is too small. This condition can be
detected by making a high+rate discharge test of the battery.
(%* Do not perform a high+rate discharge test hen the specific gravity
of the electrolyte is %.114 or less, or if the variation of specific gravity
beteen cells is more than 14 points. &fter charging, the battery should be
alloed to set for several hours before making a high+rate discharge test.
(1* @igh+rate discharge testers are available for testing batteries, but
the test instruments vary a great deal. &lays perform a high+rate discharge test
according to instructions that are ith the test instrument. In use, the test
instrument dras a high current from the battery and the battery voltage is read on
a voltmeter during the discharge. The correct amount of voltage ill vary
depending on the test instrument used.
d. In order to increase voltage, the batteries are connected in series.
Recall that in a series circuit the current has only one path to folloJ therefore,
the same current ill flo through all batteries hen they are connected in series.
& series connection of to batteries is made by connecting the negative terminal
post of one battery to the positive terminal post of another battery. Catteries
connected in series should have the same ampere+hour rating. & voltage source
e8ual to the sum of both batteries is then available at the to remaining terminal
posts. The ampere+hour rating of batteries connected in series is the same as the
smallest battery by itself (fig 13*.
>igure 13. 1-+volt, %..+ampere+hour supply.
e. In order to increase the ampere+hour rating, the batteries are connected
in parallel. In a parallel circuit the current has more than one path to follo.
Catteries connected in parallel must have the same voltage rating. To connect to
batteries in this manner, the positive terminal posts of both batteries are
connected together and then the negative terminals of the batteries are connected.
:ach battery ill no furnish half the current floing in the load so their ampere+
hour ratings ill be added together, but the voltage ill be the same as one
battery alone (fig 1-*.
O' .%., 3+619
>igure 1-. %1+volt, 1..+ampere+hour supply.
f. Catteries are connected in series+parallel to increase both the voltage
and ampere+hour rating. To demonstrate ho to make use of the series+parallel
connection let s say that e re8uire a 1-+volt, 1..+ampere+hour poer source. De
ill use four %1+volt, %..+ampere+hour batteries. The batteries are first set
apart into groups of to. In each group the batteries are connected in series so
they ill provide 1- volts and %..+ampere+hours per group. Then, the to groups
are connected in parallel to increase the capacity rating to 1.. ampere+hours
(fig 14*.
>igure 14. 1-+volt, 1..+ampere+hour supply.
%4. C@&R2IN2 ):T@OD'.
a. &ny time the gravity of a battery drops belo %.114 it is best to
recharge it ith a battery charger under controlled conditions. The to principal
ays of charging are constant current and constant potential (voltage*. The method
used ill depend on the e8uipment and facilities available. Constant current
charging is usually done only at installations here a regular battery shop is set
up. 'everal batteries are generally connected in series hen charging by the
constant current method. Dhen connecting the batteries their combined voltage
should never be higher than the charging voltage. &llo 1.4 volts per cell hen
adding up the battery voltage. &ll batteries in the same series should be in about
the same condition. Catteries being charged by the constant current method must be
checked often, particularly in the final stages, to prevent overcharging.
O' .%., 3+61=
b. Cattery chargers supplied for use in the field are the constant
potential type. & charger usually consists of a DC generator poered by a gasoline
engine. They are made ith 7+%/1+and %4+volt outputs or ith a %4+and a 19+volt
output.
(%* Dhen using the battery charger to charge one %1+volt battery,
connect its %4+volt output or load terminals to the battery terminals. Connections
must be positive to positive and negative to negative. If more than one battery is
to be charged from the %4+volt output they must be connected in parallel. If you
connect the batteries in series their voltage ill be higher than the charging
voltage and the charger could not force current through the batteries. Care must
be taken hen charging batteries in parallel. The current demand on the charger
may be e!cessive if the batteries are e!tremely eak.
(1* To charge %1+volt batteries from the 19+volt output of a charger,
connect to batteries in series, then connect them to the 19+volt terminals. To
charge more than to batteries they must be connected in series+parallel. The
batteries in each series group should be in about the same condition.
(3* Dhen a battery is first placed on a constant potential charging
system its voltage is much loer than the charging voltage, so a high current ill
flo. &s the battery is charged its voltage increases, but the charging voltage
remains constant. This causes the current to decrease as the battery is charged
and in the end ill taper off to a very slo rate. $ess attention is re8uired near
the end, but care must be taken to prevent overheating the battery at first. The
constant potential battery chargers are generally e8uipped ith a variable resistor
so the operator has some control over the charging rate.
%0. C@&R2IN2 6ROC:DUR:'.
a. Catteries should only be charged in the open air or a ell ventilated
room due to the gases they e!pel. Cefore attempting to charge a battery give it a
thorough cleaning and inspection. Don<t aste your time on batteries that are
cracked or damaged in any ay that ill make them unserviceable. 6lace good
batteries on a board or ooden rackJ never place them on top of each other or on
the ground or a concrete floor.
b. Check and record the specific gravity of each cell of all the batteries
to be charged. &dd ater to bring the electrolyte to the proper level. &rrange
and connect the batteries for charging. &ll batteries connected in one series
group should have about the same specific gravity readings. )ake sure all the vent
plugs are secure and the vents not plugged, then begin the charge.
c. Datch closely for overheating or e!cessive gassing for the first fe
minutes of charge. If either occurs, reduce the charging rate. >or best results
the battery electrolyte should not e!ceed %%.. >. The battery should gas very
little hen it is first placed on charge, but steady gassing later on hen the
battery nears full charge is normal.
d. Check the specific gravity of the battery often hile it is being
charged. Bust ho often ill depend on the rate of charge. Check the gravity
hourly hen the batteries near full charge. Eou may reduce the time beteen checks
if the charge rate is decreased. &dd ater to replace any lost during the charge.
& battery is fully charged hen three successive hydrometer readings sho no
further rise in specific gravity.
O' .%., 3+63.
e. Dhen the battery is charged removed it from the charger and clean its
top to remove any acid. Inspect the battery once again for any cracks that may
have opened due to the charging process. 'cre the vent plugs tightly in place.
If the battery has handles and the paint on them is orn, apply a coat of acid+
resistant black paint.
%7. 6$&CIN2 C&TT:RI:' IN ':R;IC:.
a. Ne batteries that you receive ill probably be charged and dry. If
they are, you ill have to fill them ith electrolyte in preparing them for
service. Instructions are generally received ith ne batteries on ho to prepare
them for service and should alays be folloed. In general, the folloing
instructions apply#
b. Remove and destroy the sealing devices from the vent holes of the vent
plugs. Remove the vent plugs and fill each cell ith electrolyte to the proper
level. The temperature of the battery and electrolyte must be at least 0... $et
the battery stand for 3. minutes after filling to allo the plates and separators
to become soaked, then check the specific gravity of each cell. The electrolyte
level must be correct.
c. The battery is no ready for use unless one or more of the folloing
conditions e!ist#
(%* The specific gravity of any cell is belo %.14. after the 3.+minute
stand.
(1* The battery ill not be used for %1 hours after filling.
(3* The battery is going into service in temperatures belo "ero.
d. If any of the above conditions e!ist, the battery must be charged. If
you have the time and e8uipment it is alays best to charge the battery, regardless
of condition, to insure longer service life. &fter charging, the specific gravity
should be at or very near %.19..
e. &t the time the battery is prepared for service it must have a service
date stamped on it. This is so that its age can be determined at a later date.
'tamp the date ith %/9+inch or 3/%0+inch metal stamps (fig 10*. The date ill
consist of the letter ' folloed by the month and year. >or e!ample, if the
battery as prepared in Banuary %=7., the date ill be '+%+7..
%9. 'U))&RE. This lesson has introduced you to the 4..+ampere starter
generator test stand. Eou should no be familiar ith all of the controls and
indicating devicesJ reali"e that the test stand batteries must be kept in top
condition to meet the demands hich are made on them hen performing testsJ and
have a general knoledge of the types of tests hich can be made ith the test
stand. Eour basic understanding of the test stand ill assist you in learning the
specific testing procedures discussed in folloing lessons.
O' .%., 3+63%
>igure 10. 'ervice date.
O' .%., 3+631
:L:RCI':
Note. + Refer to the lesson e!ercise instructions given in lesson %.
3%. Three+phase, 11./--.+volt, 0.+hert" poer is supplied to the test stand from
an e!ternal source. Dhere, on the test stand, is the service entrance for
this poer locatedP
a. Rear
b. >ront
c. Right side
31. There are four 0+volt batteries being used in a particular test stand. @o
should they be interconnectedP
a. 'eries
b. 6arallel
c. 'eries+parallel
33. Dhat is the running speed (R6)* of the varidrive motorP
a. 9..
b. %,9..
c. 1,9..
3-. R:CT 2:N, C&T, :LT, and ;&R DC 'U66$E are the four positions of the circuit
selector sitch of hich meterP
a. $oad and starter DC ammeter
b. >ield and battery charger DC ammeter
c. DC voltmeter
34. Dhich are the to positions of the tachometer circuit selector sitchP
a. .+4,... R6)J .+%1,... R6)
b. DIR:CT DRI;:J C&$ 6U$$:E
c. @I2@ '6::D @:&DJ $OD '6::D @:&D
30. Dhich meter circuit selector sitch should be set to the O>> position hen
the meter is not in useP
a. &C ammeter
b. &C voltmeter
c. DC voltmeter
37. Eou are checking the specific gravity of a battery ith a hydrometer. The
electrolyte temperature is 94I>. Dhat should the hydrometer reading be if
the battery is fully chargedP
a. %.179
b. %.19=
c. %.191
39. :ach test stand meter has an associated set of calibrating binding posts or a
calibrating Back. @o are these posts/Backs usedP
a. To compare the test stands measuring circuits ith certified standards of
knon accuracy
b. To calibrate meters associated ith generators, alternators, control
bo!es, and &C/DC systems under test
c. To self+check the monitoring systems during preoperational checks using
the .+31 ;DC poer supply as a source
O' .%., 3+633
3=. Dhat are the positions of the relay lamp sitchP
a. ON+O>>
b. 0;+%1;+1-;
c. %1;+O>>+1-;
-.. The )&NU&$ position of the field circuit sitch is used hen
a. testing a generator ith no regulator in the circuit.
b. making an alternator rectifier short circuit check.
c. ad5usting the starter tor8ue field inding phase scre.
-%. Dhich unit is being tested hen the headset phone Back and pile flutter
binding posts are usedP
a. 'tarter
b. 2enerator
c. Regulator
-1. The coil e8uali"er sitch is an O>>+)O):NT&RE+ON toggle sitch located belo
the &C system binding posts. This sitch is used hen
a. tor8ue testing starters.
b. checking alternator drop+off voltage.
c. ad5usting &C/DC system phase.
-3. Dhich action occurs hen the drive speed control is rotated counter+clockiseP
a. $oer varidisc hub slides aay from its companion varidisc
b. ;+belt assumes a larger diameter on upper and loer varidiscs
c. )oveable varidisc on drive shaft retracts against spring
--. Dhere on the electrical iring diagram are the tachometer, generator, and
associated circuits locatedP
a. Center section
b. $eft of center
c. Right of center
-4. Controls must be in specific positions prior to operating the test stand.
Dhich control is set to the correct preoperational positionP
a. DC ammeter load and starter selector....................4.&
b. DC ammeter field and battery charger selector...........%4.&
c. )illivolt meter range selector..........................=;
O' .%., 3+63-
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%..................:lectrical 'ystem Component Repair
$esson -..................................Testing and &d5usting &C 2enerators
and Regulators
Credit hours..............................>our
$esson Ob5ective..........................&fter studying this lesson you ill
be able to#
%. :!plain the re8uirements necessary
in preparation for a test including
the preparation of the varidrive
assembly.
1. :!plain generator test stand
procedures and precautions to be
observed during such tests.
3. :!plain procedures re8uired to
operate the test stand for testing
of the %..+ampere regulator.
Te!t......................................&ttached )emorandum
)aterial Re8uired.........................Response list and anser sheet
'uggestions...............................None
&TT&C@:D ):)OR&NDU)
%. INTRODUCTION. During the previous lessons the -./0.+ampere &C generator and
4..+ampere test stand have been discussedJ therefore, you should be familiar ith
the construction and operation of these items. &lso, you should kno hat is to be
tested on the -./0.+ampere &C charging system.
a. In this lesson you ill apply the knoledge previously gained.
'pecifically, you ill be shon ho to operate the test stand, to test the
necessary components of the -./0.+ampere &C generator, and to test the %..+ampere
DC regulator.
b. Retention of this knoledge ill enhance your abilities as a maintenance
supervisor. It ill enable you to properly instruct and assist your maintenance
personnel in locating and eliminating defective and/or inoperable components from
the -./0.+and the %..+ampere &C charging systems.
1. 6R:6&R&TION. In preparing for a testing operation certain basic items
re8uire operational maintenance. &mong these are the mechanical "ero of meters,
positioning of controls, tachometer calibration, and a check of the storage
batteries.
O' .%., -+6%
a. Cefore operating the test stand, the mechanical "ero of the panel meters
should be verified. The seven operating panel meters are shon in foldout 4. The
"ero ad5ustment is located belo the lens in the center part of the meter. The
meters are "eroed by turning the ad5ustment scre. Clockise rotation ill sing
the pointer to the right++counterclockise to the left.
b. The tachometer and battery need to be checked at periodic intervals.
These checks ere discussed in the previous lesson and ill not be covered here.
c. To preclude damage to the system being tested and the test stand, the
sitches and controls need to be preset before doing any tests. Table % lists the
controls and their positions. To prevent damage, it is important to preset the
controls to the positioning indicated prior to operating the test stand.
Table %. 6resenting controls keyed to foldout 4.
O' .%., -+61
3. ;&RIDRI;: 6R:6&R&TION. Cefore starting any tests the varidrive assembly
should be operated over the entire range. This provides a functional check to
determine operational status.
a. 6rotruding through the high voltage panel there is a main circuit
breaker sitch that makes three+phase poer available to the hole test stand.
This panel can be seen in figure % ne!t to the ork lamp. &lso, behind this panel
is the varidrive reversing sitch, hich is a large dual knife sitch to the left
of the main circuit breaker. These components can be seen in figure 1.
b. To make poer available to the varidrive place the circuit breaker to
the ON position. This is indicated by the illumination of the G6oer OnG lamp.
The high voltage compartment door must be tightly closed or the interlock sitch
(fig 1* ill be open. If the interlock is open, it ill prevent the varidrive
assembly from operating.
c. To start the varidrive, depress the 'T&RT button (19, foldout 4* on the
control panel. The button must be held don until the bloer motor comes up to
speed. This ill happen in Bust a fe seconds. Once air is floing through the
load bank and the rectifier compartment, the flo sensing sitch ('4* ill close.
Then the magnetic motor starter, hich is a large relay, ill lock itself up
through a 4.+ohm resistor at reduced current and remain energi"ed. This ill keep
the three+phase poer applied to the varidrive through the contacts of the magnetic
motor starter.
(%* If for some reason there is no airflo for cooling, the varidrive
unit ill not remain in operation, indicating a malfunction.
(1* @olding the 'T&RT button closed in e!cess of 3. seconds ill cause
the magnetic motor starter to overheat and damage the starter coil.
C&UTION# R:6:&T:D U': O> T@: )&2N:TIC )OTOR 'T&RT:R &T >R:MU:NT '@ORT INT:R;&$' )&E
D&)&2: T@: 'T&RT:R COI$ &ND CONT&CT' CE O;:R@:&TIN2.
(3* Once the varidrive assembly has started, operate it over the entire
range of %,93. to %%,... R6) by turning the drive speed control (-1, foldout 4*
clockise and then counterclockise.
d. To reverse the direction of rotation, the varidrive must be completely
stopped.
D&RNIN2# @I2@ ;O$T&2: :LI'T' IN T@: @I2@ ;O$T&2: CO)6&RT):NT. C:>OR: O6:NIN2 T@:
CO)6&RT):NT DOOR, 6$&C: T@: )&IN CIRCUIT CR:&A:R IN T@: O>> 6O'ITION.
(%* Depress the 'TO6 button to stop the varidrive assembly.
(1* 'nap the main circuit breaker to the O>> position.
(3* 6lace the varidrive reversing sitch (fig 1* into the opposite
position.
-. T:'TIN2 CON'ID:R&TION'. In preparing the 4..+ampere test stand for
operation, one must consider the unit under test (UUT* and its installation on the
test stand. The UUT<s are generators, alternators, regulators, rectifiers, and
starters. Our concern here is ith generators, alternators, and regulators.
O' .%., -+63
>igure %. Test stand.
O' .%., -+6-
>igure 1. @igh voltage compartment.
a. -./0.+ampere &C generator. The testing principles of the -./0.+ampere
&C charging system ere covered in lessons % and 1. Tests included ere ith and
ithout the internal regulator. These re8uired special test circuits to connect
e!ternally to the generator. The circuit components consisted of measuring meters,
resistors, sitches, and batteries. Once these components ere connected in the
configuration re8uired for the particular test, then an e!ternal motor or engine
as connected to operate the generator at the various speeds of rotation (R6)* to
perform the test. &s you learned in lesson 3, the 4..+ampere test stand has these
components for the e!ternal test circuits and a motor system, hich turns the
generator to the re8uired speeds, all enclosed in a single unit. Thus, all that is
further re8uired is the installation of the generator on the stand for the tests.
b. %..+ampere generator (alternator*. :ven though the %..+ampere generator
(fig -* has not been discussed in detail, it functions basically in the same manner
as the -./0. system. The differences beteen them are as follos.
(%* The -./0.+ampere system has an &C generator, rectifier, and
regulator all contained in a single unit.
(1* The %..+ampere system consists of three individual components hich
are connected together by electrical cables. These individual components are the
&C generator, separate rectifier component, and separate regulator component.
O' .%., -+64
>igure -. %..+ampere generator.
(3* The engine generator, a 19+volt, three+phase, alternating current
unit, has a rated output of %.. amperes and obtains full output at 1,... generator
R6). The generator is self+cooled and utili"es a sivel+type mounting bracket.
Cearings support the rotor shaft hich is belt driven from the drive end of the
shaft by a pulley.
c. 4..+ampere test stand. The test stand (fig %* has been designed so many
different types of systems relating to vehicles can be tested. Once you learn the
basic operation and functioning of the stand components many testing applications
should become apparent. One of the first things to do in preparing for operation
is to mount the generator or alternator to the test stand.
O' .%., -+60
(%* &ccessories. >oldout % shos the accessories used ith the 4..+
ampere test stand. During operational conditions part of these accessories are
usually fastened to the test stand. The rest are stored in the provided storage
compartments. The accessories that remain more or less permanent are the mounting
brackets and pivot arm. :ach of these accessories is identified in foldout 1.
(a* The permanently mounted accessories are shon in figure 4. &lso
shon are the access ports to the driving heads. One is for lo speed and the
other is for high speed. The lo speed head operates beteen 9.. to -,9.. R6),
hile the high speed head is from %,93. to %%,... R6).
(b* The pivot arm (0* allos the selection of either driving head.
It is held in place by three he!agon studs (7*. If the rated R6) of the UUT is
belo 3,3.., mount it on the lo speed head. If the R6) is above 3,3.., mount it
on the high speed head. >or most cases of generator or alternator unit under test
(UUT*, the lo speed head ill generally suffice for testing.
(c* The pivot arm (0* is pulled outard along the pivot shaft (4*
far enough to clear the he!agon studs (7*. The pivot arm can no be sung into
position ith either of the driving heads.
(d* Dhen the three stud holes in the pivot arm are alined ith the
three he!agon studs, the pivot arm is pushed inard alloing the studs to protrude
through the holes in the pivot arm. The pivot arm is then secured to the test
stand ith three he!agon nuts hen the mounting flange adapter is put in place.
Nine other he!agon nuts secure the mounting flange adapter to the pivot arm.
(1* Direct driven. >igure 0 shos the direct driven mounting of a
generator or alternator. The driving head shaft is connected to the generator by a
coupling shaft. These to shafts are keyed together ith a s8uare piece of metal
called a machine key. There are setscres that secure the machine key and the
coupling shaft to the driving head.
(a* The shaft coupling (1* is made to fit a generator or alternator
ith a large splined shaft. If the generator shaft is smaller, then a spline
adapter (3* is used. This spline adapter mounts beteen the coupling shaft and
generator.
(b* The direct driven generator (=* is mounted over the middle ro
of studs on the mounting flange adapter (9* by sliding the splined shaft of the
generator into the spline adapter (3*. The generator can be secured to the
mounting flange adapter (9* ith si! he!agon nuts.
(3* 6ulley driven. >igure 7 shos the pulley driven mounting of a
generator. @ere a pulley is connected to the driving head, so the proper si"e of
pulley must be selected to match the generator pulley (foldout %*.
(a* )ounting. Once the pulley (1= or 3.* has been selected, it must
be mounted upon the pulley output shaft assembly (33*. The pulley is held by a
brass asher (1-* and a retaining ring (13*. Cefore the pulley can be mounted upon
the shaft, the machine key (10* is inserted and then the pulley is installed. The
key locks the pulley to the shaft.
%. The machine key (14* is inserted into the driving head end
of the pulley shaft. The pulley shaft is then slid on the driving head by alining
the keyays. The pulley shaft ill slide over the middle ro of studs on the
mounting flange adapter. It is secured to the mounting flange adapter ith si!
he!agon nuts.
O' .%., -+67
>igure 4. Installation of generator, alternator, and starter mounting
bracket and pivot arm.
O' .%., -+69
>igure 0. )ounting direct driven generator or alternator.
1. The pulley driven generator is mounted in the cradle assembly
(-, fig 4*. This cradle assembly is a chain vise.
C&UTION# Dhen installing an alternator or generator in the chain vise, be sure to
avoid clamping over nameplates and raised or protruding surfaces. Do
not clamp over the soft shell sections of the devices under test that
are not supported by stator or flange iron. Use the mounting angle (1.,
foldout %* or mounting channel (1%, foldout %* as support to prevent
crushing the thin sheet steel shell.
3. )ount the generator and secure ith the chain vise. $oosen the
four he!agon nuts under the chain vise and slide the unit as re8uired to aline the
pulleys (fig 4*.
-. $oosen the four nuts that fasten the mounting bracket (%* to the
mounting plate (1*. &d5ust the pulley driven unit under +tent to the re8uired
height to allo installation of the ;+belts, being certain that the proper si"e of
;+belts matches the pulley.
O' .%., -+6=
>igure 7. )ounting pulley driven generator or alternator.
4. &d5ust the mounting bracket to obtain proper tension on the
;+belts and tighten the four he!agon nuts to secure the mounting bracket.
0. If further alinement of the pulleys is re8uired, slide the
chain vise on the bracket as needed. Tighten the he!agon nut under the chain vise
to secure the vise in place.
(b* 6ulley calibration. During the testing of pulley driven units
it is necessary to kno the rate of rotation (R6)*. 6ulley si"e varies from unit
to unit. Calibration of the tachometer circuitry to the pulley is re8uired. The
tachometer has a to+position selector sitch hich allos selection of either
DIR:CT DRI;: or C&$ 6U$$:E. The C&$ 6U$$:E position is calibrated ith the
calibration control Bust to the left of the selector sitch. To perform the pulley
calibration proceed as follos#
O' .%., -+6%.
%. Referring to foldout 4, turn the tachometer pulley
calibration control (7* to its counterclockise position and the selector sitch
(9* to the DIR:CT DRI;: position.
1. 'tart the varidrive assembly and preset the R6) of the
driving pulley. This is done by increasing the drive speed control (-1* so that
tachometer R6) is indicating at a reference point on the meter face.
:!ample# If the UUT is mounted on the lo speed head, select a reference point on
the loer scale in the vicinity of 1,... R6). If mounted on the high
speed head, select a point on the upper scale in the vicinity of 0,...
R6).
3. Determine the speed of rotation (R6)* of the pulley on the
UUT by using the folloing e8uation#
UUT pulley R6) Q (Test stand R6) L -* R D
Dhere D Q diameter of UUT<s pulley
:!ample#
Test stand R6) Q 1,... R6), as indicated on the tachometer.
D Q 3 inches Q diameter of UUT<s pulley.
UUT pulley R6) Q (1,... L -* R 3
Q 9,... R 3
Q
UUT pulley R6) Q 1,000
-. To calibrate the tachometer for the R6) indicated in the
e!ample, simply turn the selector sitch (9* to the C&$ 6U$$:E position.
4. Turn the calibration control (7* clockise until the scale
on the tachometer reads 1,000 R6).
0. No, during testing, the drive speed control (-1* can be
ad5usted and the tachometer ill indicate the true R6) of the pulley driven unit
under test.
4. T:'TIN2 0.+&)6:R: 'E'T:). &s e said before, testing of the 0.+ampere system
is ith or ithout the voltage regulator. The first test to perform is the test
ithout the regulator. If this test does not perform properly, then disassemble
the generator and test to find malfunctioning components of either the stator,
rotor, or rectifying diodes.
a. Regulator removed. The regulator must be removed from the generator to
perform this test. &lso, the internal connector, hich connects to the regulator,
has open circuits. These circuits must be Bumped so operation of the field circuit
in the rotor may be controlled from the test stand. >igure 9 shos the connector
and 5umper ires hich are connected beteen terminals % and 4 and also 1 and 3.
O' .%., -+6%%
>igure 9. Installation of 5umper ires.
(%* Once the 5umper ires are in place, the rectifier assembly is
grounded and the ignition terminal is directly connected to the field circuit.
>igure = shos hat is happening schematically.
>igure =. 'chematic operation.
(1* &fter installing the drive end housing on the generator it may be
connected to the test stand (C, foldout 0*.
(a* Connect cables from generator positive (&, foldout 0* to test
stand 2H and from generator ground (frame* to 2+.
O' .%., -+6%1
(b* Connect cable from generator ignition (&, foldout 0* to the >
terminal.
(c* Install the links beteen 2H and CH connectors and also beteen
2+and C+of the regulator section. This straps the batteries and loads to the
generator.
(3* Cefore starting the varidrive, place the test stand sitches and
selectors in the folloing positions#
(a* 6lace the DC ammeter load and starter selector (%* in the %4.&
position.
(b* 'et the DC ammeter field and battery charger selector (1* in the
4& position.
(c* 'et the DC voltmeter range selector (4* in the 4.; position.
(d* 'et the DC voltmeter range selector (0* in the R:CT/2:N
position.
(e* 'et the field circuit sitch (30* in the )&NU&$ position.
(f* &ll load sitches (3-* to the O>> position.
(g* ;erify that the ground polarity sitch (33* is in the negative
(+* position.
(h* ;erify that the field current control (-%* is counterclockise.
(i* ;erify that the battery selector (3%* is O>>.
(-* Testing procedure . 'tart the varidrive by actuating the start
button (19* and turning the drive speed control (-1* counterclockise until the
direct drive pulley is operating at 1,... R6), so the tachometer GC&$ 6U$$:EG
position can be calibrated.
(a* Once the generator pulley has been calibrated, the generator
pulley is to be ad5usted to beteen %,4.. and %,9.. R6).
C&UTION# TO 6R:;:NT D&)&2: TO T@: INT:RN&$ R:CTI>I:R, T@: ;O$T&2: )U'T NOT :LC::D
31 ;O$T'. INCR:&'IN2 T@: $O&D CURR:NT C&U':' T@: ;O$T&2: TO D:CR:&':J
D:CR:&'IN2 T@: $O&D CURR:NT C&U':' T@: ;O$T&2: TO INCR:&':. 'O I> T@:
;O$T&2: D&' ':T TO 19 ;O$T' &ND T@: $O&D CURR:NT D&' D:CR:&':D, T@:
;O$T&2: COU$D :LC::D 31 ;O$T', 6RO;IDIN2 T@: >I:$D CURR:NT I'N<T TOUC@:D.
(b* 6lace the battery selector to the 1-; position.
(c* Turn the )&'T:R $O&D sitch (3=* to the ON position.
(d* &d5ust the field current control (-%* for a 19+volt reading on
the DC voltmeterJ the field current should not e!ceed % ampere.
(e* 2radually apply a 0.+ampere load hile maintaining 19 volts.
%. Turn the .+14& $O&D sitch (3-* to the ON position and
ad5ust the $O&D CURR:NT CONTRO$ (-3* for 0. amperes on the $O&D meter hile
maintaining 19 volts on the DC voltmeter.
O' .%., -+6%3
1. If 0. amperes cannot be obtained ith the .+14& $O&D,
decrease the field current control (-%* to a safe levelJ then back off the $O&D
CURR:NT CONTRO$ (-3* to its minimum position (counterclockise*, hile making
certain the DC voltmeter does not e!ceed 19 volts.
3. Turn the 14& $O&D sitch (3-* to the ON positionJ the DC
voltmeter reading should no decrease.
-. Cring the DC voltmeter reading back to 19 volts by
ad5usting the field current control (-%*.
4. Increase the load current reading by ad5usting the $O&D
CURR:NT CONTRO$ (-3* to 0. amperes. If not possible, repeat step (1*J then turn
the 14& sitch O>> and the 4.& sitch ON and continue ith step (-*.
(f* If test reading cannot be obtained, the generator is
unserviceable and must be repaired.
(g* This completes the test. Turn the field current control (-%*
fully counterclockise (CCD*.
%. Turn $O&D CURR:NT CONTRO$ (-3* CCD.
1. Remove all loads (3-*.
3. Decrease drive speed control (-1* CD to O>>.
-. Depress stop button (34*.
4. Remove all cables and leads.
(h* Remove generator from test stand and install the regulator
assembly for further testing.
(i* Return all controls to positions indicated in table %.
(4* Indications from the test stand can locate the trouble area. >or
e!ample, if the rotor field is open, there ill be no voltage or current indicated
on any of the meters, e!cept hen the internal battery is selected.
(a* &n open rotor stops all alternator functionsJ so, hen lo
voltage and no current are observed, the most logical circuit to check ould be the
rotor. It could be an open field coil or sliprings.
(b* If, during the test, field current is indicated on meter 1 of
foldout 0 and lo load current on meter %, or output voltage on the DC voltmeter,
the stator inding or the rectifiers ould be the most logical points to check.
(c* Dhen trouble occurs one should first e!pect an operator fault,
such as a sitch in the rong position. In testing ithout a regulator, if the
field current sitch (30* is in the R:2U$&TOR position, you ill have all the
symptoms of an open rotor field inding.
%. If the battery voltage selector (3%* is in the rong
position, bad indications ill result. 'o doublecheck this sitch.
1. &nother sitch that may give you trouble is the .+14& load
sitch (3-*. 6rocedures ill re8uire the ad5ustment of the $O&D CURR:NT CONTRO$
(-3* to increase the load current. If the .+14& load sitch is O>>, the $O&D
CURR:NT CONTRO$ ill not vary the current in the load.
O' .%., -+6%-
b. Dith regulator. Once the regulator has been properly installed it may
be connected to the test stand.
(%* @ookup. Connect the cables and leads to the generator as shon in
foldout 0.
(1* 'itch positions. Cefore starting the varidrive, place the test
stand sitches and selectors in the folloing positions#
(a* 6lace the DC ammeter selector (%* in the %4.& position.
(b* 6lace the DC ammeter selector (1* in the 4& position.
(c* 6lace the DC voltmeter selector (4* in the 4.; position.
(d* 6lace the DC voltmeter selector (0* in the R:CT 2:N position.
(e* 'et field circuit sitch (30* in the R:2U$&TOR position.
(f* &ll load sitches (3-* in their O>> positions.
(g* 'et the ground polarity sitch (33* in the negative (+*
position.
(h* 'et ignition sitch (I2N* in the O>> position.
(i* 'et battery selector (3%* in the O>> position.
(3* Testing procedure. 'tart the varidrive by actuating the start
button (19* and turning the drive speed control (-1* counterclockise (CCD* until
the generator pulley is operating at 1,... R6).
(a* Turn the field current control (-%* fully clockise (CD*.
(b* Turn the battery selector (3%* to the 1-; position.
(c* 'et the ignition sitch (I2N* to the ON position. If the $O&D
DC ammeter reads above %. amperes, snap ON the 14& and .+14& sitches (3-* of the
load bank.
(d* Turn ON the master load sitch (3=*.
(e* The DC voltmeter should indicate 19 volts.
%. If 19 volts are not indicated, remove the drive end housing
pipe plug and ad5ust the variable resistor on the regulator for 19 volts.
1. If the regulator ill not ad5ust, then stop tests and
replace the regulator.
(f* &pply the load and increase the load current sloly to 0.
amperes by ad5usting the load current control (-%*.
%. DC voltmeter should indicate 19 volts.
1. DC ammeter field current (1* should not read over % ampere.
O' .%., -+6%4
(g* If the tests are not conclusive, then submit the faulty unit for
ad5ustment or repair.
(-* Test stand shutdon. To be certain not to damage the rectifier, the
output voltage must not e!ceed 31 volts. Turning the field current control (-%*
fully CCD ill decrease the output voltage and load current at the same time,
thereby preventing damage to the rectifier. Dhen shutting don the test stand,
turning the field rheostat to reduce the field current to "ero is the best practice.
(a* Turn the drive speed control (-1* fully clockise (CD*.
(b* 'top the varidrive by actuating the stop button (34*.
(c* Return all sitches to the positions indicated in table %.
(d* Remove all cables and leads.
(e* Remove the generator from test stand.
0. T@: %..+&)6:R: 'E'T:). 'hon in figure %. is the %..+ampere alternator kit
hich is used to convert loer amperage in vehicles to the %..+ampere capability.
>igure %.. %..+ampere system.
O' .%., -+6%0
a. %..+ampere. The %..+ampere alternator (0* is an engine driven
generator, ith three functional parts# rotor, stator, and brushes. It provides a
three+phase &C current output hose amplitude is controlled by the current in the
field inding of the rotor.
b. Rectifier. The rectifier is a separate unit (%0*. It is a selenium
rectifier that changes the three+phase &C current to direct current and is
connected to the alternator and regulator by cables.
c. Regulator. The regulator (7* senses the output voltage of the rectifier
(%0* and controls the alternator (0* output to the rectifier.
(%* The regulator is a solid+state voltage regulator designed for self+
load limiting alternators. It is a direct replacement item for the older carbon
pile regulator.
(1* It utili"es silicon transistors to sitch the field current of the
alternator ON and O>>. It also incorporates a load relay for disconnecting the
charging system.
d. Testing the l..+ampere alternator. The alternator may be tested on the
test stand ithout a voltage regulator. @oever, a rectifier is re8uired so the DC
output can be used to load the alternator. >oldout 7 shos the cable hookupJ in
particular, note the rectifier connection.
(%* Unlike the 0.+ampere generator, the test stand is connected beteen
the alternator and rectifier. This being the case, each phase of the alternator
can be monitored and checked.
(1* The &C voltmeter checks the voltage beteen the phases and the &C
ammeter checks the current in each phase.
(3* The &C voltage beteen the phases should be e8ual.
(-* The &C ammeter should indicate %.. amperes as the %..+ampere load is
applied to the output of the rectifier.
(4* The DC ammeter monitoring the field current should not indicate less
than = or greater than %1 amperes.
7. T:'TIN2 T@: %..+&)6:R: R:2U$&TOR. In testing the regulator, the alternator,
rectifier, and regulator are operationally connected. It is necessary that the
alternator and rectifier be knon to be operational. In other ords, in order to
verify the regulator, the alternator and rectifier have to functionally meet their
specifications. Connection of the three components is shon in foldout 9.
a. The alternator is mounted to the test stand and its pulley calibrated as
previously discussed. )ake certain that all the controls are positioned according
to table %.
b. Take notice that the bus bar links beteen CH and 2H and C+ and 2+ have
been removed. This is very important.
c. The rectifier is mounted in the cooling chamber here the bloer
circulates air. There is an interlock sitch that actuates hen the chamber door
is closed, so be certain the cooling chamber door is closed or the stand ill not
function.
d. The regulator is mounted in a special bracket hich is connected to the
mounting base located in front of the rectifier cooling chamber.
O' .%., -+6%7
e. Cefore continuing ith the tests, position the field current control
(-%* ma!imum clockise and the DC ammeter selector (%* to the %4.+ampere range.
f. The line sitch ($O&D R:$&E* test is as follos#
(%* Temporarily move the regulator lead from the ignition sitch to
terminal B% on the DC poer supply.
(1* 6lace the DC voltmeter selector sitch to ; or DC+supply.
(3* Turn the DC poer supply control fully CCD.
(-* 6lace DC poer supply sitch to the ON position.
(4* Turn the test stand main poer sitch ON.
(0* Dhile observing the DC voltmeter, turn the DC poer supply control
sloly clockise and listen for a GclickG from the regulator. The GclickG
indicates the closing of the relay.
(7* The relay should close beteen %4 and 1. volts. If the relay does
not close ithin these limits, the regulator is considered to be unserviceable.
(9* To discontinue the test, turn the DC poer supply fully CCD.
(a* Turn DC poer supply sitch O>>.
(b* Turn DC voltmeter selector (%* to the R:CT/2:N position.
(c* Return the ignition lead to the ignition terminal.
g. The voltage regulation test is as follos#
Note. + Read and study the outlined procedures very carefully before proceeding
ith the actual tests and ad5ustments.
C&UTION# During the testing, do not allo the generator voltage to e!ceed 31 volts
as this could damage the rectifier, and, unless specifically stated, the
battery must be connected in the circuit at all times.
(%* 'tart the test stand. Turn battery selector and ignition sitches
to the ON positionsJ increase the test stand speed to 1,... R6) hile observing
voltmeter.
C&UTION# Ce sure the voltage does not e!ceed 31 volts at any time during testing.
If the voltage does e!ceed 31 volts, attempt to obtain a lo voltage of
less than 31 volts by using the voltage ad5ustment on the regulator.
(1* If a stable voltage of 17.4 to 19.4 volts cannot be obtained, the
regulator is unserviceable and should be discarded as directed by the appropriate
technical publication. If the voltage is obtained, proceed to the ne!t step.
(3* Turn the master load (load disconnect* sitch to the ON position.
(-* Dhile observing the voltmeter reading, place 14+, 4.+,
O' .%., -+6%9
74+, and %..+ampere loads on the system.
Note. + The voltage should remain beteen 17.4 and 19.4 volts. If it does not,
the regulator is unserviceable and should be discarded.
(4* If the regulator performs as stated, it is considered serviceable
and can be prepared for issue to a user.
(0* Discontinuing the test.
(a* Turn all rheostats fully counterclockise.
(b* Turn all loads off.
(c* Reduce the test stand speed to %,... R6).
(d* 'top the test stand main drive motor.
(e* Turn all remaining sitches to the O>> position.
(f* Remove all leads and store in proper compartments.
9. 'U))&RE. In this lesson e have discussed in detail the testing of the 0.+
ampere generator and the %..+ampere regulator ith the 4..+ampere test stand. In
preparation, the test stand meters ere electrically "eroed, the sitches and
controls ere preset, and the varidrive operated throughout its range.
a. Direct driven and pulley driven generators can be tested on the stand.
The speed of the generator determines hat driving head is used. Normally, the lo
speed driving head ill suffice for most generators.
b. The pulley driven generator re8uires the use of the C&$ 6U$$:E position
of the tachometer selector. Eou ere shon ho to calibrate the tachometer in this
position so that the proper pulley speed is visually indicated.
c. Detailed tests ere discussed and no you should understand that
alternators can be tested ithout regulators. &lso, if an alternator does not have
an internal rectifier, one must be included in the alternator test to properly load
it.
d. The regulator tests included a relay pull+in test and its function to
regulate the output voltage to specified limits. Understanding the principles
presented here ill greatly aid you and improve your abilities ith the use of the
4..+ampere test stand. 'uccessful completion of the e!ercise 8uestions ill verify
your understanding and reinforce the material presented.
Note. + Refer to the e!ercise instructions presented in lesson %.
:L:RCI':
-0. Dhat is done first hen preparing the 4..+ampere test stand for
operationP
a. Calibrate the C&$ 6U$$:E
b. Check the battery voltages
c. )echanically "ero the meters
O' .%., -+6%=
-7. The meter<s mechanical "ero ad5ustment is located
a. above the lens to the right.
b. belo the lens in the middle.
c. belo the lens to the right.
-9. In preparation of the 4..+ampere test stand, hat is done to preclude damage
to the systemP
a. Calibrate the tachometer
b. Operate the varidrive assembly
c. 6reset the sitches and controls
-=. The lamp is $IT and the 'T&RT button is actuated but the varidrive does not
start. Dhich is a possible troubleP
a. )ain circuit breaker is O>>
b. @igh voltage compartment door is open
c. No airflo in the rectifier compartment
4.. The 'T&RT button is actuated and the varidrive assembly starts, but as the
'T&RT button is released the varidrive assembly stops. Dhat is a possible
troubleP
a. )ain circuit breaker is O>>
b. @igh voltage compartment door is open
c. No airflo in the rectifier compartment
4%. Dhat safety precaution should be observed hen starting the varidrive
assemblyP @old the 'T&RT button closed
a. more than 3. seconds.
b. less than 3. seconds.
c. more than 0. seconds.
41. Dhat accessories are left mounted to the test stand after the completion of a
testP
a. 6ivot arm and mounting brackets
b. 6ulley and belts
c. Regulator mounting brackets
43. The mounting flange adapter connects beteen the
a. cradle assembly and generator.
b. mounting plate and pivot arm.
c. pivot arm and generator.
4-. & spline adapter is used hen a direct driven generator is mounted. It
adapts the coupling shaft to the
a. generator.
b. mounting flange.
c. driving head.
44. The pulley output shaft assembly is used hen a pulley driven generator is
mounted. Its purpose is to couple beteen the
a. coupling shaft and pulley.
b. driving head and pulley.
c. driving head and coupling shaft.
O' .%., -+61.
40. Dhen mounting the generator in the chain vise, hat precaution should be
observedP Never clamp over the
a. stator housing.
b. end bearing housing.
c. thin shell housing.
47. The tension on the pulley ;+belts is ad5usted by positioning the
a. mounting bracket.
b. pivot bracket.
c. driving head.
49. If the diameter of the generator pulley is - inches, hat is the R6) of the
generatorP
a. Test stand R6) L -
b. Test stand R6) R -
c. Test stand R6)
4=. If the diameter of the generator pulley is 3 inches and the test stand R6) is
0,..., hat is the R6) of the generator under testP
a. 9,...
b. 0,...
c. -,4..
0.. The 1,000 R6) of the generator has been calculated. The ne!t step to be
performed is to ad5ust the
a. drive speed control for 1,000 R6).
b. C&$ 6U$$:E position.
c. calibration control for 1,000 R6).
0%. Dhen the 0.+ampere system is tested ithout the regulator, hy must the
internal connections be Bumped ith iresP
a. To complete the stator circuit
b. To complete the rectifier circuit
c. To complete the field circuit
01. Dhen a generator is operated ithout a regulator, hat precaution should be
observed if the DC voltmeter shos 19P The field current should be reduced
first if the
a. load is to be increased.
b. load is to be decreased.
c. R6) is to be decreased.
03. & generator is operated ithout a regulator. No voltage or current e!cept
that of the internal batteries is indicated. Dhat is the most likely trouble
areaP
a. 'tator
b. Rectifier
c. Rotor
0-. Dhat may be damaged if the output voltage e!ceeds 31 volts in the 0.+ampere
systemP
a. 'tator
b. Rectifier
c. Rotor
O' .%., -+61%
04. In the 0.+ampere system, the field current should not e!ceed
a. % ampere.
b. 1 amperes.
c. 3 amperes.
00. The 0.+ampere system is tested ith the regulator. If the load is increased,
hat should happen to the output voltageP
a. Increase
b. Decrease
c. Remain constant
07. The %..+ampere alternator is a
a. single+phase generator.
b. dual+phase generator.
c. three+phase generator.
09. The ne regulator used ith the %..+ampere system is a
a. solid+state device.
b. carbon pile device.
c. electron tube device.
0=. The $O&D R:$&E test of the %..+ampere system is performed ith the
a. generator rotating at 1,... R6).
b. DC poer supply.
c. load sitches.
7.. In the %..+ampere system, hat is the proper field currentP
a. $ess than = amperes
b. 2reater than %P1 amperes
c. Ceteen = and %1 amperes
O' .%., -+611
>oldout %.
O' .%., -+613
>oldout 1.
O' .%., -+614
>oldout 3.
O' .%., -+617
>oldout -.
O' .%., -+61=
>oldout 4.
O' .%., -+63%
>oldout 4. (continued*
O' .%., -+63% (continued*
>oldout 0
O' .%., -+633
>oldout 0 (Continued*
O' .%., -+633 (Continued*
>oldout 0 (continued*
O' .%., -+633 (continued*
>oldout 7
O' .%., -+634
>oldout 7 (continued*
O' .%., -+634 (continued*
>oldout 9
O' .%., -+637
>oldout 9
O' .%., -+637
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%..................:lectrical 'ystem Component Repair
$esson 4..................................Testing and &d5usting DC Regulators
Credit @ours..............................To
$esson Ob5ective..........................&fter studying this lesson you ill be
able to#
%. Describe the purpose and use of an
automotive voltage regulator.
1. :!plain the basic principles of
regulator operation.
3. Describe bench testing procedures.
-. :!plain test stand operational
testing procedures.
Te!t......................................&ttached )emorandum
)aterials Re8uired........................Response list and anser sheet
'uggestions...............................None
&TT&C@:D ):)OR&NDU)
%. R:2U$&TOR'. There are many different models of regulators, each designed to
meet the re8uirements of a specific application of voltage and current. &lthough
the e!ternal appearances of these regulators may vary considerably, the internal
circuitry of each model remains basically the same. 'ince this lesson describes
the basic internal circuit, it ill apply e8ually to all models of regulators.
a. 2enerators need to be kept under control (regulated* to keep them from
building up too much voltage and current. Dithout regulation, a generator ill
continue to increase its output as its speed increases. The faster the generator
turns (fig %*, the higher the output voltage. If left unchecked, after a short
time it ill be producing so much voltage and current that it ill overheat and
burn up. &n uncontrolled generator ill not only damage itself, but also the
battery, hich it is charging, and other electrical e8uipment in the vehicle could
be damaged.
b. The need for a regulator in the charging circuit is brought about by the
fact that the generator voltage increases ith the increase in generator speed.
This is graphed in figure 1. 'ufficient voltage must be developed at lo speeds to
charge the battery and operate electrical accessories.
O' .%., 4+6%
The sole function of the regulator is to prevent high voltage by limiting the
generator voltage to a safe preset value.
>igure %. Charging circuit (pictorial*.
>igure 1. 'peed vs voltage.
1. R:$&E R:2U$&TOR'. There are several ays of regulating generator output, but
the most common ay is to regulate the field current. >igure 3 shos a typical
generator here the field current is controlled by a variable field rheostat. The
output voltage to the load could also be manually regulated by ad5usting the
variable field resistance. The controlling action ould be as follos#
a. &s the generator speed increases, e ould observe an+increase in
voltage on the voltmeter. 'ince e are manually regulating, e ould turn the
variable field resistance don, maintaining the proper voltage output on the
voltmeter.
(l* &s the generator speed decreases, e ould have to increase the
field current to maintain the proper output voltage.
(1* Cy ad5usting the field resistance, e control the field current
(I
>
*, hich in turn controls the amount of magnetic flu! to the stator, thereby
inducing more or less current (I
$
* into the stator indings. The rectified current
(I
$
* goes to the load developing more or less voltage across the load. No observe
the voltage change and regulate it ith the field resistance.
.0 .%., 4+61
>igure 3. The generator.
b. &nother scheme may be used to control the amount of magnetic flu! in the
fieldJ this is shon in figure -. @ere the field inding is connected across the
battery that is being charged. Notice that it is connected through a regulator
sitch.
(%* Dhen the voltmeter indicates above normal, e open the sitch and
shut off the field current (I
>
*. This causes the magnetic flu! to decrease,
thereby decreasing the output of voltage.
(1* Dhen the voltmeter indicates belo normal, e close the sitch and
apply the field current (I
>
*. The current I> produces an increasing magnetic flu!
increasing the output voltage.
(3* Cy our observations, e can regulate the output voltage by opening
and closing the regulator sitch. @oever, an automatic system has been devised to
open and close the sitch, thus producing the regulator that e use today.
c. The first type of automatic regulator incorporated a relay ith a set of
normally closed contacts (fig 4*. This is a simplified circuit but it can be used
to e!plain the operation.
(%* The relay is voltage sensitive. Its sensitivity can be controlled,
over a small range, by a rheostat or a variable resistor.
O' .%., 4+63
>igure -. Regulator sitch.
(1* Dhen the voltage increases above normal enough current ill flo
through the relay to energi"e it. Dhen it energi"es, the field circuit is opened
cutting off the current. The magnetic flu! decreases loering the output voltage.
(3* Dhen the output voltage decreases, the current through the relay is
reduced, thus applying less magnetic force to the spring+loaded contact. Dhen the
magnetic force of the relay coil is less than the force of the spring, the contact
ill once again close. Upon the closing of the relay contact, current once again
flos through the field inding, hich ill cause the output voltage to increase.
(-* The opening and closing of the relay contacts are continuousJ so,
during normal operation, they vibrate. The rate of sitching ill vary according
to the speed of the generator, thereby regulating the output voltage. The rate can
be as lo as %. times per second and as high as 7,... times per second.
d. There is one thing rong ith the circuit in figure 4 and that is, hen
the vehicle is stopped, the battery ill be connected to the field inding
continuously, thereby discharging the battery.
(%* 'ince a field inding can dra from % ampere to %. amperes of
current, depending on the si"e of the generator, it could run the battery don
hile the vehicle is sitting overnight.
O' .%., 4+6-
>igure 4. &utomatic regulator.
(1* To keep the battery from discharging during the inoperational
periods of the vehicle, another sitch as re8uired. 'o another relay, called a
line sitch, as incorporated as part of the regulator (foldout %*. The line sitch
relay is operated by the ignition sitch, so hen the ignition is turned O>> the
battery is disconnected from the generator through the normally open sitch
contacts.
(3* Through the years the line sitch relay has assumed many different
names. The most common of these names are listed belo.
(a* Cutout relay.
(b* Reverse current relay.
(c* $oad relay.
(d* Circuit breaker.
(e* $ine sitch relay.
e. Depending upon the application, the sensing relay for regulating the
field current is of special design. )any regulators contained a current
O' .%., 4+64
regulator relay as ell as a voltage regulator relay, such as shon in foldout 1.
6lease note that the line sitch here is called a circuit breaker.
(%* @ere the current regulator controls the amount of current going
through the fields by adding resistance to the field indings. Dhen the current
output of the generator starts to go too high, the current regulator puts
resistance into the field circuit. This resistance may be put into and taken out
of the generator field circuit as many as 1.. times a second. The result is that
the average of this resistance ill limit the current to a safe value and keep the
generator from destroying itself.
(1* The third unit is the voltage regulator. It operates much like the
current regulator, e!cept that it senses voltage instead of current and limits the
generator<s voltage to a safe value. This protects the battery and other
electrical components from a voltage high enough to damage them.
(3* The circuit breaker (also called cutout relay and reverse current
relay* acts as an automatic sitch that completes the circuit from the generator to
the battery hen the generator is charging, and opens the circuit hen it is not.
This last action prevents the battery from discharging through the generator hen
the generator is not charging.
3. C&RCON 6I$: R:2U$&TOR. This regulator consists primarily of a voltage
regulator assembly, ad5ustable resistor assembly, load relay assembly, and capacitor
assembly (fig 0 and 7*.
>igure 0. Carbon pile regulator.
a. The voltage regulator assembly contains a carbon pile hose electrical
resistance varies inversely ith the physical pressure on the ends of the pile. In
other ords, as pressures on the ends of the pile increase, resistance decreasesJ
and as pressure is decreased, resistance increases. 'ince the field current for
the generator flos through the carbon pile, the resistance of the pile ill
control the output voltage.
(%* & spring ad5usted armature presses against one end of the carbon
pile and tends to compress it to its minimum resistance. &t the end of the carbon
pile is a contact scre hich is used to ad5ust the minimum resistance.
.' .%., 4+60
>igure 7. 'implified carbon pile regulator diagram.
(1* Dhen current flos through the operating coil, the coil e!erts a
magnetic pull on the armature and decreases the pressure applied to the carbon
pile. The magnetic pull e!erted by the operating coil is proportional to the
current floing through it.
(a* Thus, as the output of the generator increases, a larger current
ill flo in the operating coil and the pressure e!erted by the armature on the
carbon pile decreases. The result is an increase in the carbon pile resistance,
thereby reducing the generator field current and decreasing the output voltage.
(b* If the generator output decreases, the process is reversed. The
pressure on the carbon pile increases because of the springJ in turn, this decreases
the carbon pile resistance, thus increasing the generator field and the output
voltage.
(c* Dhen properly ad5usted the voltage regulator ill stabili"e and
maintain the proper voltage output.
(3* & paralleling coil in the voltage regulator is intended for use
here to generators are being operated in parallel. It is normally inoperative.
O' .%., 4+67
b. The ad5ustable resistor is connected in series ith the operating coil.
It reduces the line voltage to a suitable value for application to the operating
coil. The final ad5ustment of the voltage regulator operating voltage is made by
means of this resistor.
c. The rectifier and fi!ed resistor stabili"e the operation of the
regulator by maintaining a minimum current flo through the field coil of the
generator. The rectifier permits current to flo only in one direction. This
means that a certain minimum current bypasses the carbon pile and flos during the
entire operational range of the generator.
d. The coil of the load relay assembly is connected to the left engine
ignition sitch, and the contacts of the relay assembly are connected to the
battery positive line. Dhen the ignition sitch is turned ON, battery current
energi"es the coil and the relay contacts close. This connects the generator
(alternator* to the vehicle electrical system.
e. The capacitor assembly consists of to capacitors mounted in a bracket.
The capacitors suppress radio interference. One capacitor is connected in the
battery positive (H* line, hile the other is connected in the battery negative (+*
line.
-. 'O$ID+'T&T: R:2U$&TOR. Today the solid+state voltage regulator is replacing
the mechanical type of regulators. The reason for this is minimum mechanical
parts, si"e, and maintenance. @oever, the solid+state regulator still contains
the line sitch or load relay.
a. & scredriver ad5ustment is provided for setting the voltage output of a
generator. 'ome ill have to ad5ustments# one for current and one for voltage.
Normally, these ad5ustments are accessible by removing a screplug in the regulator
cover. The screplug incorporates an O+ring seal to keep out ater and dirt.
b. Tests that are performed on the solid+state regulator are simple. There
is the line sitch, or load relay test, and a test of voltage ad5ustment
regulation. Normally, if these tests are not satisfactory, the regulator is turned
in on a direct e!change basis or sent back to the manufacturer for repair. It ill
not be your responsibility to repair this item.
c. Typical of a solid+state regulator is the %..+ampere regulator shon in
figure 9. $ike the carbon pile regulator, the solid+state regulator contains a<
load relay hich disconnects the charging system from the battery hen the ignition
sitch is opened. & polarity protection diode is included in the relay circuit to
prevent the relay from closing if reverse polarity is applied to the system.
d. This regulator also contains a transient suppression or snubber circuit
hich consists of a transistor and other components. Transient suppression
capacitors and diodes are included for additional protection, and feed+through
capacitors are used in the output leads for R>I reduction. & suppression netork
is also incorporated to reduce R>I caused by transistor sitching action. These
circuits are mounted on printed circuit panels. ;oltage transients created by the
relay coil or ignition system are bypassed by means of a diode shunted across the
relay coil (fig &, foldout 3*.
4. T:'T &ND &DBU'T):NT O> T@: %..+&)6:R: R:2U$&TOR. Cench testing of the
regulator re8uires a multimeter, such as the T'+341, and a 1-+volt source, such as
a battery. The test stand could be used by connecting to B% and B1 (fig =*.
a. $oad relay. Connect the negative lead of a 1-+volt battery to male pin
C of the regulator and the positive terminal to male pin >. The relay should
close. Dhile the battery is connected and the relay is closed,
O' .%., 4+69
>igure 9. 'olid+state regulator.
connect an ohmmeter beteen male pin & and female pin C. Resistance should be "ero
ohms indicating that the relay contacts are closed. If relay does not close,
either an open coil or open polarity diode is indicated and the relay assembly
should be replaced. If this test indicates that the relay is okay, the polarity
diode should be checked by connecting the positive battery lead to male pin C and
the negative lead to male pin >. The relay should not closeJ if the relay closes,
the polarity diode is shorted and the relay assembly should be replaced.
b. 'ocket assemblies. 'ockets should be checked for signs of buring,
arcing, or broken connectors. Dhen replacing sockets, be sure that the leads are
in their correct location and secure solder Boints are made. &lays use ne
gaskets hen sockets are replaced.
c. >eed+through capacitor. Remove the shield plate hich covers the
capacitor assembly. Remove feed+through capacitor assembly by disconnecting leads
and removing socket+head bolt hich secures assembly in the case. Check for
continuity beteen the stud at each end of the capacitor ith an ohmmeter. If
continuity is not obtained, replace assembly. Capacity may be checked by
connecting a capacitor tester beteen the terminal stud and outer housing.
O' .%., 4+6=
>igure =. 'implified diagram.
(%* The cover and case should be inspected for cracks, stripped threads,
or other damage and replacement made as needed. Dhen cover is reinstalled, a ne
O+ring should be used to insure proper sealing. $ightly coat the O+ring ith
silicone grease prior to installation.
(1* If the preceding components check okay, it is fairly certain that
only the regulator circuit board could be defective if the unit is non+operational.
d. &dditional tests. To further test the regulator it must be connected to
the test stand in an operational system. 6rocedures for this ere covered in
lesson -, so you should kno hat precautions are re8uired.
(%* In lesson -, to functions of the regulator ere tested. The first
as a test of the line sitch (load relay*.
(1* The second as a regulation check, here the system as operated at
1,... R6) and a %..+ampere load applied.
(a* During the regulation test the regulator as ad5usted for an
output of 19 volts DC.
(b* During the complete procedure after ad5ustment, the voltage
should maintain stable beteen 17.4 and 19.4 volts no matter here the R6) or load
is varied.
O' .%., 4+6%.
(3* Eou should no revie the regulator testing procedures in lesson -.
0. 'U))&RE. In this lesson e studied the purpose, operation, and testing of
regulators. The need for regulators as brought about by the instability of the
generator output voltage.
a. To protect the battery and accessories is the big 5ob of the regulator.
It does it by controlling the generator.
b. The regulator does its controlling by varying the field current of the
generator. This field current is turned ON and O>> at particular rates, thereby
efficiently ad5usting the output voltage.
c. The relay type, carbon pile, and action of the solid+state regulators
ere discussed. It as found that most every regulator has a line sitch relay to
remove the load from the battery.
d. Tests are performed on the line sitch relay and the function of
regulation under load conditions.
:L:RCI':
Note. + Refer to the e!ercise directions in lesson %.
7%. The purpose of a regulator is to limit the
a. generator revolutions.
b. battery current.
c. generator voltage.
71. The best ay to control the generator voltage is ith a variable
a. load resistance.
b. field resistance.
c. stator inding.
73. If you ere controlling a generator manually, hat should be done if the
generator speed increasesP
a. Increase the load resistance
b. Decrease the field current
c. Increase the field current
7-. The principle used to regulate is by a
a. sitching ON and O>> action.
b. variable regulated voltage.
c. variable regulated load.
74. The first type of regulator incorporated a voltage sensitive
a. relay.
b. carbon pile.
c. semiconductor.
70. The reverse current relay in a regulator disconnects the
a. stator inding.
b. battery circuit.
c. field inding.
O' .%., 4+6%%
77. Increasing the pressure on the carbon pile ends
a. increases its resistance.
b. decreases its resistance.
c. decreases current flo.
79. The contact scre on the carbon pile sets the
a. minimum resistance.
b. ma!imum resistance.
c. minimum current.
7=. The purpose of the capacitor assembly is to
a. stabili"e the line voltage.
b. suppress radio interference.
c. protect the battery.
9.. Dhat is the purpose of a diode shunt across the relay coilP
a. 6rotects the relay
b. 'tabili"es the regulator
c. Cypasses voltage transients
9%. The purpose of the reverse polarity diode is to
a. bypass voltage transients.
b. prevent relay closing ith rong polarity.
c. protect relay from reverse polarity.
91. During bench testing a positive (H* battery lead is connected to C and the
negative (+* lead to > male pins. Dhat is being checkedP
a. $oad relay (line sitch*
b. Reverse polarity diode
c. >eed+through capacitor
93. &fter bench testing, an operational test is performed on the test stand. The
regulator does not ad5ust for proper output voltage. Dhat is the most
probable troubleP
a. $oad relay (line sitch*
b. Reverse diode
c. Regulator circuit board
9-. In the test stand performance check, the regulator lead from the ignition
sitch is moved to B% on the DC poer supply. This is to check the
a. load relay (line sitch*.
b. regulator circuit board.
c. reverse diode.
94. In the test stand performance check, the regulator is ad5usted for a 19+volt
output voltage. >or an operational regulator, hat is a normal indication as
the load is increasedP &n increasing load current ith
a. an increasing output voltage.
b. a reduced output voltage.
c. a stable output voltage.
O' .%., 4+6%1
>oldout %.
O' .%., 4+6%3
>oldout 1.
O' .%., 4+6%4
>igure &. )odel 4.17RC generator+regulator circuit diagram.
>igure C. )odel 4.17RC generator+regulator voltage ad5ustment scre.
>oldout 3.
O' .%., 4+6%7
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%..................:lectrical 'ystem Component Repair
$esson 0..................................Testing and Overhaul of 6restolite
'tarter )otor
Credit @ours..............................Three
$esson Ob5ective..........................&fter studying this lesson you ill
be able to#
%. Describe the basic principles of
starter motor operation.
1. 'tate the most important
considerations hen performing the
disassembly, assembly, cleaning,
inspection, repair, and testing of
the 6restolite starter.
Te!t......................................&ttached )emorandum
)aterials Re8uired........................&nser sheet and response list
'uggestions...............................None
&TT&C@:D ):)OR&NDU)
':CTION I. 'T&RT:R'
%. 'T&RTIN2 )OTOR'. )otors, like generators, are simply a means of changing
energy from one form to another. In a generator e take the mechanical energy of
the turning pulley and change it to electrical energy. & cranking motor does Bust
the opposite of the generator. :lectrical energy sent to the motor is changed to
mechanical energy to crank the engine. & practical motor must produce continuous
rotary motion. In addition, it must develop a tisting or turning force called
tor8ue. In this lesson e shall see ho the starter motor develops tor8ue and ho
it is used to crank the engine.
1. R:;I:D O> 6RINCI6$:'. The magnetic principle of attraction and repulsion, or
unlike poles attract and like poles repel, is the principle applied in the
development of the electric motor. Remember, that a ire carrying an electric
current produces a magnetic field. Dhen this ire is placed in the magnetic field
of another magnet, mechanical motion is produced because the magnetic field around
the ire is repulsed (pushed aay* by the field around the other magnet.
O' .%., 0+6%
a. To understand ho mechanical motion is produced by magnetic repulsion,
study the actions in foldout %, in the back of this lesson. Notice the lines of
force in the top picture. They are moving from the north pole to the south pole
and are traveling in almost straight lines. In fact, the lines ould be straight
if the ends of the magnets ere flat instead of curved. The magnetic lines of
force moving beteen the north pole and south pole of any magnet alays take the
easiest path or route. The easiest path beteen the to poles is usually a
straight line, because a straight line is also the shortest path.
b. In C of the foldout the lines of force around a current carrying
conductor (ire* are illustrated. The H symbol on the end of the ire means the
current is floing aay from you as you vie the ire. Dith the current floing in
that direction, the lines of force in the magnetic field around the ire are moving
counterclockise (note the arros on the lines of force*. If the current is
floing toard you as you vie the ire (notice the dot in the center of the ire
in D of the foldout*, the lines of force ould be moving clockise. In other
ords, the polarity ould be reversed.
c. If a current carrying ire is placed in a magnetic field as in C of the
foldout, notice hat happens to the lines of force that are moving from the north
pole to the south pole of the magnet. The lines of force traveling from north to
south bend don in this case because they are pushed donard by the
counterclockise rotation of the lines of force around the current carrying ire.
Cecause the lines of force from the north to south pole pieces of the magnet try to
straighten out, they force the current carrying ire up (note the arro*. In D of
the foldout, the current is moving in the opposite direction in the ire and the
magnet<s lines of force push don on this ire. Coth C and D of the foldout are
good e!amples of magnetic repulsion (like poles pushing aay from each other*.
d. In the starter motor, like the generator, increasing the strength of the
pole shoes ill increase the number of lines of force. $ikeise, increasing the
current flo through the ire ill increase the strength of the magnetic field
around the ire. Dhen these magnetic forces oppose each other, as in vies C and D
of the foldout, they try to push each other aay. The opposing forces can be very
great if the ire is carrying enough current to make the magnetic field very strong.
e. No, let<s bend a ire to form a loop and place the loop in a magnetic
field (fig %*. Nothing happens until e send current through the loop. If e send
current floing through the loop in the direction shon, the magnet<s lines of
force push up on the right side of the loop and don on the left side. This
produces the tor8ue to rotate the entire loop counterclockise (to the left*.
&ctually, the loop ould probably move only %/- of a revolution (=.I* because it
ould be out of the magnetic field of the magnet. The loop ould then be straight
up and don instead of straight across as shon.
f. To get continuous rotation e need a magnetic field large enough to
contain the loop. De ould also need commutator bars and brushes like e had in
the generator.
O' .%., 0+61
>igure %. $oop in magnetic field.
g. In figure 1 e have added commutator bars and a larger field. In vie &
the left half of the loop is shon in black ith an arro to sho the current is
floing from its commutator bar to the loop. The right side loop is pictured in
hite ith an arro shoing the current floing from it to its commutator bar.
Dith battery current supplied through the brushes to the commutator bars, the loop
ould be forced to rotate clockise. Dhen the loop reaches and 5ust passes the
position shon in vie C, look hat happens. The commutator bar for the black half
of the loop is no in contact ith the positive (H* brush. The commutator bar
connected to the hite half of the loop is no in contact ith the negative (+*
brush. De have reversed polarity in the loop and it ill continue to rotate
clockise. Dhen it rotates another %/1 turn (%9.I*, it ill again reverse polarity
and continue to rotate clockise.
h. Of course a single loop ould not produce enough tor8ue to crank the
engine. Cut, by using many loops, each ith its on commutator bars, e can have a
cranking motor that ill produce all of the tor8ue needed.
i. )ost starter motors are series motors (fig 3*. They are called series
motors because the rotating loop and the indings around the magnetic poles are
connected in one (series* path. The current floing through the loop also flos
through the indings. In an actual motor, the indings around the pole shoes are
called field indings because they help produce the magnetic field. The purpose of
the field inding is to produce a strong magnetic field so that the loop ill
receive a more poerful push. Note that the poles are curved. They are curved so
the conductors of the loop can pass as close as possible to the poles as they move
past. 'ince the magnetic field is strongest near the poles, the conductors in the
loops are given a stronger push.
5. In the actual starter motor there are many rotating loops assembled into
an armature. The armature consists of a shaft on hich are mounted a laminated
iron core and commutator. The loops, or indings, of the armature are mounted in
the core and are insulated from one another and from the core. The commutator
segments have riser bars, like the generator, to hich the ends of the armature
indings are connected by soldering.
O' .%., 0+63
>igure 1. &rmature loops.
>igure 3. 'eries ound motor.
O' .%., 0+6-
3. 'T&RT:R (CR&NAIN2* )OTOR CON'TRUCTION. The vehicle cranking motor has only
one 5ob to do. That is to turn the crankshaft at a speed fast enough to start the
engine. 'ince there are many different types and si"es of engines, there are many
types and si"es of cranking motors. The common starter motor +used on military
vehicles consists of the folloing five main assemblies# armature, field and frame,
commutator end head, drive end housing, and drive mechanism. The field indings,
frame, and armature are almost the same as in the generator hich you have already
studied, e!cept that in the starter motor the indings are much heavier in order to
carry a lot of current. The commutator end head houses the brush holders, brushes,
and a bearing. The drive end houses the drive mechanism and usually the mounting
flange to mount the starter to the engine.
-. 'T&RT:R DRI;:'. The starter usually drives the engine through a pinion
(small* gear mounted on the starter motor armature shaft. Dhen the starter motor
is running, the pinion gear engages (meshes* ith a large gear mounted on the rim
of the engine flyheel.
a. To types of starter drive mechanisms are in common use. These are the
Cendi! drive and the over+running clutch drive.
b. The Cendi! drive (fig -* consists of a threaded sleeve, hich is
fastened to the armature shaft by means of a drive spring, and a drive pinion hich
is threaded on the sleeve. The pinion has a eight on one side to make it
unbalanced. Think of the sleeve as a bolt and the pinion as a nut threaded to the
bolt. & eight is attached to the nut. If e spin the bolt, the nut, because of
the eight, tries to stand still. @oever, the spinning bolt ould force the nut
to move forard or backard on its threads, depending on hich ay the bolt as
spinning.
(%* No look at & of figure -. The armature has started to turn and the
pinion, hich is not turning because of the eight on one side, is moving toard
the flyheel ring gear. In vie C the teeth on the pinion gear have meshed
(engaged* ith the teeth on the ring gear. The pinion has reached its stop and
cannot move any further on the threaded sleeve. It is no locked to the sleeve and
must turn ith it. The no rotating pinion turns the flyheel gear, hich in turn
rotates the flyheel ring gear and engine crankshaft.
(1* &s soon as the engine starts, its speed of rotation is faster than
that of the pinion. The ring gear no drives the pinion because it is turning
faster. The pinion then moves back on the threaded sleeve and disengages from the
ring gear.
c. In the over+running clutch type of starter drive (fig 4* the pinion is
shifted into engagement ith the flyheel ith a lever.
(%* The drive for the over+running clutch has internal (inside* splines
hich fit e!ternal splines on the starter armature shaft. The drive pinion is
attached to a rotor hich forms the inner half of the over+running clutch.
(1* No look at the end vie of the over+running clutch, hich is really
a one+ay clutch. It can drive in one direction, but not the other. The outer
shell is part of the splined sleeve, so it rotates hen the starter armature
rotates. The only connection beteen the shell and the rotor is the four spring+
loaded rollers beteen them. Notice the rollers are in slots in the sleeve. They
can move back and forth in the slots. The slots are tapered slightly. Dhen the
sleeve starts to rotate the rollers move in their tapered slots to a point here
they become edged (5ammed* beteen the sleeve and the rotor. Then the hole
clutch turns as a single unit. Dhen the engine cranks, the rollers are forced to
move the other ay in their slots, because the pinion and rotor are no traveling
faster than the over+running clutch sleeve.
O' .%., 0+64
>igure -. Cendi! drive.
>igure 4. Over+running clutch.
O' .%., 0+60
(3* Eou can easily test the action of the clutch by gripping the sleeve
ith one hand and the pinion ith the other. Try to turn the pinion in either
direction. Eou ill find you can turn it one ay, but hen you try to turn it the
opposite ay, it locks. In fact, if you can turn it both ays it is defective and
must be replaced.
(-* & shift lever (also called a yoke lever* is used ith the over+
running clutch to shift the starter pinion into mesh ith the flyheel gear. The
lever may be operated manually through linkage or by an electromagnet.
d. Dhen the over+running clutch type is used, a shift fork and linkage are
used to shift the pinion into mesh ith the flyheel gear. This shift fork and
linkage are normally operated by a unit called a solenoid.
(%* & solenoid is an electromagnet ith a moveable core or plunger. It
is mounted on top of the starter motor. Dhen the starter sitch on the vehicle
instrument panel is depressed (in some cases a key operated sitch is used*, the
indings in the solenoid create an electric magnet.
(1* In vie & of figure 0 the shift plunger is in its released position,
being held there by the contact plunger spring. No current is floing because the
sitch for the solenoid inding is open. The starter pinion is not engaged ith
the flyheel. In vie C the operator has closed the sitch to the solenoid
indings and the solenoid coil is no an electromagnet. The electromagnet pulls
the solenoid plunger to the left. This action shifts the pinion into mesh ith the
flyheel and then closes the starter sitch. No current flos through the starter
motor causing the armature to rotate.
>igure 0. 'hift plunger.
O' .%., 0+67
(3* Dhen the sitch for the solenoid inding is opened, the spring
pushes the plunger back. This breaks the circuit to the starter and pulls the
pinion back aay from the flyheel.
':CTION II. 6R:'TO$IT: 'T&RT:R
4. 6R:'TO$IT: 'T&RT:R )OTOR. The 6restolite starter assembly is shon in figure
7. This electrical starter is a heavy+duty, 1-+volt, insulated, aterproof, fungus
and corrosion resistant, solenoid+operated, enclosed shift lever+type engine
starter.
>igure 7. 6restolite starter.
a. Components. The starter components are shon in figure 9. The
principal components are the frame assembly (L*, armature (D*, commutator end head
assembly (E*, brush holder (CC*, brushes (C*, drive assembly (T*, pinion housing
(M*, solenoid relay assembly (2*, intermediate housing ()*, shift lever yoke (6*,
and solenoid core (B*.
(%* >rame assembly. The frame assembly (L* consists of the field coils
(D*, pole shoes (:*, and field coil terminal stud (C*, all supported by a heavy
steel frame. The field coils are secured to the frame by the pole shoes and eight
pole shoe scres (;*. The coils are connected to the field coil terminal stud
hich is insulated from the frame. The frame has scre thread openings for
mounting the solenoid relay.
(1* &rmature. The armature (D* is made of copper and laminated steel
assembled on a steel shaft. It is supported by three sleeve bearings (R, U, and
CC*. The armature has straight splines on the drive end of the shaft hich engage
splines on the drive assembly (T*. & commutator, located at the brush end of the
armature, is the electrical point of contact of the armature.
O' .%., 0+69
>igure 9. 'tarter assembly.
(3* Commutator end head assembly. The commutator end head assembly (F*
serves as an end closure for the frame and a bearing support for the armature.
(-* Crushes and brush holder assembly. The eight brushes (C*, hich
function as the electrical contact to the commutator, are supported by four brush
holders in the holder plate. They are held in contact ith the commutator by eight
helical torsion brush springs (&&*. To of the brush holders are connected to the
brush holder terminal stud (&*. This e!tends through the commutator end head. The
remaining brush holders are connected to a field coil. The brush holder assembly
is attached to the frame assembly ith three scres.
(4* 6inion housing. The pinion housing (M* serves as a bearing support
for the drive end of the armature shaft. It is also a housing for the drive pinion
('*. The starter is mounted to the engine ith this housing. Three holes are
provided for attachment to the engine.
(0* Intermediate housing. The intermediate housing ()* consists of to
parts bolted together. The loer part serves as the armature center bearing
support and end plate for the starter motor. The upper part houses the drive
assembly (T* and shift lever yoke (6*.
O' .%., 0+6=
(7* Drive assembly. The drive assembly (T* is an over+running clutch+
type drive consisting primarily of a shell, ratchet, spring sleeve, and drive
pinion. The shell has internal splines hich mesh ith those of the armature shaft
and e!ternal flanges hich serve as contact surfaces for the shift lever.
(a* It also serves as a housing and outer contact surface for the
ratchet. The sleeve supports the drive pinion and ratchet. The spring+loaded
drive pinion has %1 e!ternal teeth and internal helical splines, hich match ith
the splines on the sleeve.
(b* The ratchets engage the sleeve in a locked position hen the
starter is driving the flyheel. Dhen the drive assembly reaches overrunning
speed, the ratchets disengage and allo the drive assembly to run free until
disengaged by the solenoid relay.
(9* 'olenoid relay assembly. The solenoid relay assembly (2* consists
of a case hich encloses the solenoid relay coil (@*, contact assembly (>*, and
terminal plate assembly.
(=* 'olenoid core and shift lever yoke. & spring+loaded cylindrical
solenoid core (B* is in the bore of the solenoid relay. It provides the shifting
action hen the solenoid is actuated.
(a* The spring returns the core to the disengaged position hen the
solenoid is deenergi"ed.
(b* The shift lever yoke (6* is connected beteen the solenoid core
and the drive clutch assembly, here it pivots at its center.
(c* & rubber boot (A* covers the core spring ($* and seals the end
of the solenoid relay.
b. Operation. The solenoid relay makes possible the control of the starter
from an outside source. Dhen the sitch circuit to the solenoid is closed, the
coil energi"es producing a magnetic field. The magnetic field applies a force to
the core and causes it to move.
(%* &s the core moves it e!erts a pull on the shift lever yoke, hich
shifts the drive clutch pinion into mesh ith the ring gear on the engine flyheel.
(1* Once the pinion meshes ith the flyheel, the end of the core
presses against the shaft of the solenoid relay contact assembly. Dhen the contact
assembly closes, the battery is connected to the starter motor.
(3* Dith current floing in the starter, magnetic fields are formed
about the field coils and armature. The current through the armature causes an
interaction of the magnetic fields and it begins to turn or rotate.
(-* The armature tor8ue is transferred to the engine through the drive
assembly. Dhen the drive ratchets lock the inner race on the sleeve to the outer
race in the shell, the pinion rotates and tor8ue is transmitted as the armature
starts rotating. Dhen the flyheel e!ceeds the speed of the armature, the ratchet
slips beteen the sleeve and shell, thus protecting the starter.
(4* Dhen the outside control circuit to the solenoid relay is broken,
the solenoid deenergi"es. The spring pressure then returns the core to its
original position. This removes the contact disk and stops the current flo to the
starter. .&t the same time the shift lever yoke pulls the drive assembly back to
its original position and disengages the pinion from the engine flyheel ring gear.
O' .%., 0+6%.
':CTION III. )&INT:N&NC:
0. O;:R@&U$ O> 6R:'TO$IT: 'T&RT:R. Overhaul consists of disassembly, cleaning,
inspection, repair, reassembly, and testing. Cefore beginning disassembly
operations, the e!terior of the starter should be thoroughly ashed ith
drycleaning solvent or mineral spirits paint thinner and then dried ith compressed
air. During the disassembly all preformed packing, gaskets, and oil seals are
discarded. They are replaced ith ne parts during reassembly.
a. &s in most operations, there is a se8uence of disassembly to be
folloed. Dith the 6restolite starter, the first item to be removed is the pinion
housing assembly.
(%* The position of the pinion housing ith respect to the intermediate
housing should be noted, so that they may be reassembled as they came apart.
Therefore, it is a normal procedure to scribe a mark on the pinion housing and the
intermediate housing to locate the relative position at assembly.
(1* Remove the si! socket+head capscres (C*(fig =*. This allos the
pinion housing to be removed from the intermediate housing ith the attached
gaskets. The thrust asher (:* is loose so it should be removed from the armature
shaft.
>igure =. 6inion housing.
b. The drive assembly is no e!posed. It ould slide from the armature
shaft if it eren<t for the shift lever yoke (6*(fig 9*. The yoke lever must be
disconnected from the solenoid core. To do this, the inspection plug is removed to
e!pose the solenoid shaft (N* for removal of the solenoid assembly.
O' .%., 0+6%%
(%* There is a self+locking nut on the solenoid shaft. It is removed
ith a %/1+inch socket, hollo shaft driver, and a 4/31+inch &llen rench.
(1* 'lide the socket over the nut and the hollo shaft into the socketJ
then insert the &llen rench into the solenoid shaft (fig %.*. To remove the nut,
the socket is turned ith an open end rench hile the &llen rench is held
stationary.
>igure %.. Removing or installing self+locking nut from solenoid relay
shaft.
(3* To remove the solenoid relay assembly the cable, straps, and
mounting bolts are disassembled (fig %%*.
c. The shift lever yoke, controlling the drive assembly, is held in place
by the yoke cover. The fillister+head scres (fig %1* are no removed to free the
yoke cover from the intermediate housing.
(%* Cy lifting the yoke cover slightly, the yoke pin holding the shift
lever yoke is e!posed. Using a suitable drift punch, tap the yoke pin from the
yoke cover (fig %3* and free the cover from the housing.
(1* The drive assembly and shift lever yoke may be removed from the
intermediate housing and armature shaft by pulling on the drive assembly (fig %-*.
O' O%., 0+6%1
>igure %%. Removing or installing
solenoid relay
assembly.
>igure %1. Removing or installing
yoke cover attaching
parts.
d. In order to remove the intermediate housing, the metal tabs locking the
he!+head capscres must be bent out. Remove the he!+head capscres and
intermediate housing by tapping the housing gently ith a soft mallet or a piece of
ood to free it from the frame (fig %4*.
e. Dith the intermediate housing gone, the armature and the thrust ashers
at each end may be taken from the frame (fig %0*.
f. Cefore removing the commutator end head assembly, scribe a mark on the
end head to locate the relative position (fig %7*.
(%* Ne!t free the terminal stud of the he!+nut and associated ashers.
(1* Cend the metal locking taps outard, remove the he!+head capscres,
and then the commutator end head assembly.
g. To remove the brush holder assembly, take off the bushing and insulating
asher from the terminal studJ then remove the insulation around the brush holder.
Remove the roundhead scres and self+tapping scres securing the brush leads and
holder. Take out the brush holder assembly (fig %9*.
O' .%., 0+6%3
>igure %3. Drift punching. >igure %-. Drive assembly.
h. The starter has no been disassembled into its subassemblies. In
overhauling, the subassemblies are broken don into bare parts. &ll rubber parts
and oil seals are discarded and replaced ith ne ones. &ll bolts, scres, nuts,
and plugs are inspected for orn or damaged threads.
7. C$:&NIN2. 'pecial instructions for electrical parts are detailed belo.
Clean all other parts in drycleaning solvent or mineral spirits paint thinner and
dry ith compressed air.
a. The field coils and frame are cleaned ith a cloth dampened ith
drycleaning solvent. Ce careful not to damage the insulation and fungus coating.
Dry ith compressed air.
b. The armature is first blon ith compressed air to remove loose
particles and then iped ith a cloth dampened ith drycleaning solvent. The
commutator is cleaned lightly ith No .. sandpaper. The traces of dust are removed
ith lo+pressure compressed air.
c. The brushes are cleaned ith a dry cloth only. Do not permit
drycleaning solvent to come in contact ith the brushes.
O' .%., 0+6%-
>igure %4. Intermediate housing.
>igure %0. &rmature.
d. The brush holder and springs are cleaned ith a brush and drycleaning
solvent. Clean the insulation and plate ith a clean cloth dampened ith
drycleaning solvent. Dry all parts ith compressed air.
e. The solenoid relay assembly parts are cleaned ith a cloth dampened ith
drycleaning solvent and then dried ith compressed air.
O' .%., 0+6%4
>igure %7. Commutator end head
assembly.
>igure %9. Crush holder assembly.
9. IN'6:CTION. Inspection consists of checking all components, parts, and
assemblies for damage. &ll machined surfaces, splines, and gear teeth are checked
for scratches, nicks, burs, and badly orn areas. Check all assemblies and parts
for conformity to repair standards as shon in foldout 1.
a. Inspect threads in tapped holes in the assembly housings and frames for
damage. If threads are stripped or damaged beyond repair, replace the item.
b. Inspect all bron"e bearings for discoloration, rough spots, score marks,
scratches, nicks, and ear. Cearings must not be loose in housings. The oil icks
are checked for tears, fraying, and ear.
c. Inspect all thrust ashers for cracked or deformed conditions and proper
thicknesses. If they do not conform to repair standards or are defective, replace
them.
O' .%., 0+6%0
d. :lectrical components are checked for cracked or broken conditions.
Insulation breakdon, shorts, and grounds are checked ith an ohmmeter.
(%* Inspect relay contact surfaces for severe burning or pitting. )inor
burning and pitting is permissible. Do not use a file to clean surfaces. Relay
should be replaced if severe burning or pitting has occurred.
(1* Inspect electrical terminal studs for burning or pitting and damaged
threads. If studs are defective, replace the necessary assembly or component.
(3* Check brushes and springs for cracks, e!cessive ear, and
conformance to repair standards. Replace springs as necessary. If any of the
brushes are defective, replace entire set.
e. The armature is checked for conformity to repair standards. & groler
is used to check the armature for grounds and shorts.
(%* >igure %= shos the test probes of the groler hen checking for
armature grounds. The probes are connected to a lamp and high voltage source. Cy
touching one of the test leads to the armature core and the other to the commutator
bar riser, the continuity is checked. Test all commutator bar risers in this
manner. If the light glos at any time, the armature is grounded.
>igure %=. &rmature ground checks.
O' .%., 0+6%7
(1* >igure 1. shos the groler being used to check the armature for
shorts. It is done by holding a strip of steel, such as a hacksa blade, about
%/31 inch aay from the armature. Dhile holding the steel strip in position, the
armature is rotated sloly. & short circuit ill pull the steel strip tightly
against the armature core and cause it to vibrate.
(3* The commutator surface is inspected for an even, highly burnished,
dark+copper color. If the contact surface is rough, pitted, scored, burned, or
coated ith hard carbon or oil, it must be resurfaced.
(-* >igure 1% shos the checking of the armature concentricity. This is
done by using a lathe or a set of ;+blocks and a dial indicator. &s the armature
is turned, the dial indicator ill sho deviation of the armature concentricity or
the amount of roundness. If the indicated value does not conform to the repair
standards, the commutator must be resurfaced.
>igure 1.. 'hort circuit check.
>igure 1%. Concentricity check.

(4* Inspect the mica beteen the commutator segments. If it is not
...14 to ...31 inch belo the segment surface, it must be undercut to the correct
depth.
O' .%., 0+6%9
=. R:6&IR. Repair consists of returning components to the minimum repair
standards and to the best possible rebuilt condition.
a. )inor scratches, burs, and dents on machined surfaces, here there is
minimum or no friction, such as the frame and housing, may be repaired by using a
fine mill file.
b. )inor rough spots, score marks, and nicks on surfaces, here friction
occurs continuously, should be repaired using a fine stone or crocus cloth dipped
in drycleaning solvent. 'uch surfaces are the inside bores of bron"e bearings,
splines, pinion teeth, clutch contact surfaces, and the surfaces on the yoke pin.
c. The repair of the armature re8uires three operations# resurfacing the
commutator, undercutting the mica, and polishing the commutator.
(%* >igure 11 shos the sharpening dimensions of the resurfacing tool to
be used in a lathe. &fter grinding, hone the tool ith a fine hard stone to insure
a smooth cut during the lathe turning operation.
>igure 11. Cutting tool.
(a* >igure 13 shos the position of the cutting tool ith respect to
the commutator. Dith the lathe rotating the armature at 9.. R6), make very light
cuts on the commutator. No more than ....4 inch should be removed during any one
cut and the final cut should not be more than ....1 inch.
>igure 13. 6ositioning of tool.
O' .%., 0+6%=
(b* Once the commutator has been resurfaced, its dimensions are
checked against the limits specified in the repair standards. 6roviding the
dimensions are ithin limits of the repair standards, the mica is no undercut and
the commutator refinished.
(c* &fter resurfacing the commutator the mica is undercut to a depth
of ...14 to ...31 inch belo the surface of the segment. >igure 1- shos a poer
driven mica cutting tool.
>igure 1-. 6oer driven undercutting of mica.
%. 'pecial care should be e!ercised hen undercutting the
mica. Eou do not ant to iden the commutator slots by removing metal from the
segments, nor do you ant to leave a thin edge of mica ne!t to the segment.
1. >igure 14 shos ho the mica may be undercut by hand.
>irst start a groove in the mica ith a three+cornered fileJ then undercut ith a
piece of hacksa blade. &lso shon are illustrations of good and bad mica
undercutting.
(1* Dith the mica no undercut, remove all copper and mica particles
ith compressed air. Install the armature on the lathe once again and rotate it to
%,4.. R6). 6olish the commutator ith No 1/.+sandpaper as shon in figure 10.
&fter polishing, check the armature diameter to see if it has remained ithin the
limit specified in the repair standards (foldout 1*.
%.. &'':)C$E. In assembly it is important that the reverse procedure of
disassembly be folloed. & thread sealer should be applied to the pole shoe
scres, pipe plugs, and solenoid relay mounting scres before assembly. The bron"e
bearing bushings have oiler holesJ these holes must be alined ith the oiler holes
in the pinion drive housing (fig =*, intermediate housing (fig %4*, and the
commutator end head (fig %7*.
O' .%., 0+61.
>igure 14. @and method of undercutting mica.
>igure 10. 6olishing commutator.
a. $ubrication. The lubricants listed in table % should be available
during assembly. The table lists the lubricant, the part to hich it is applied,
and the method of application.
O' .%., 0+61%
Table %. $ubrication Instructions.
b. >rame assembly. Once the frame is completely assembled ith the field
coils and everything secure, apply electrical varnish to the inside of the frame
and+field coil assembly. It is necessary to leave ..39. inch from each end of the
frame free of varnish for installation of the end pieces. &llo to dry thoroughly
before continuing.
c . 'olenoid relay assembly. Dhat is important here is the plunger shaft
ad5ustment (fig 17*. The solenoid is energi"ed and the distance from the shaft
shoulder to the straightedge is measured. The self+locking nut must be ad5usted
until proper alinement is achieved. Once this is done, the solenoid can be
completely assembled.
>igure 17. 6lunger ad5ustment.
d. Other components. The intermediate housing, commutator end head
assembly, and pinion housing are prepared for final installation on the starter.
This includes filling of the oil reservoirs, saturating the felt icks, and
installing oil seals and preformed packings.
.' .%., 0+611
e. Crush holder.# .&ssemble the eight brushes and springs into the holder
in preparation for final installation (fig 19*.
>igure 19. Crushes in holder.
f. >inal assembly. >irst the brushes and the holder are installed into the
frame. Then, the armature is put in place so the commutator and brushes are
positioned properly.
(%* If ne brushes have been installed they must be properly seated
before proceeding.
(a* No 1/. sandpaper is cut the idth of the commutator and is
installed beteen the commutator and brushes.
(b* The commutator end head is secured to the frame and the armature
rotated three to five times, in a counterclockise direction, to seat the brushes.
(c* Remove the commutator end head and inspect for satisfactory
brush seats (fig 1=*.
(d* Remove armature from frame and blo aay loose particles of
sanding dust from the armature and frame.
%. Dipe off the armature ith a clean cloth dampened ith
drycleaning solvent.
1. Dipe the+brushes clean ith a dry cloth only.
(e* &fter coating the shaft and splines on the armature ith grease,
install the armature and continue the assembly.
(1* In the installation of the commutator end head, make certain the
thrust asher is in place and that the scribe marks are properly alined.
(3* In the installation of the intermediate housing, don<t forget the
thrust asher and to check the armature end play. The ma!imum end play is ...4.
inch.
O' .%., 0+613
>igure 1=. Crush seats.
(-* Install the drive assembly and yoke shift lever. 6ut the yoke cover
in place and install the yoke pin for proper shift lever pivoting. 'ecure the yoke
cover, observing that all seals and packing are in place.
(4* During installation of the solenoid relay there is a rubber boot
that must be on the inside of the yoke cover and over the outside edge of the
solenoid case for proper seal. Do not install inspection plug and gasket until
final tests and ad5ustments are completed.
(0* Include the thrust asher during pinion housing installation. Ne!t
aline the scribe marks on the pinion housing and intermediate housing. Tor8ue
tighten scres to %.. pound+inches.
g. 6inion clearance ad5ustments. The drive assembly is ad5usted for proper
shifting ithin the pinion drive housing. The clearance beteen the thrust asher
and pinion is to be from ...1. to ...4. inch hen the solenoid is energi"ed (fig
3.*.
(%* To make this ad5ustment the starter motor is made inactive by
disconnecting the field terminal and ground terminal on the starter frame.
(1* The solenoid is energi"ed ith a 1-+volt battery. The pinion ill
move forardJ therefore, before making the measurement, push the pinion back toard
the armature to take up the slack movement.
h. 6inion block test. The pinion block test is a test of continuity of the
solenoid relay. This controls the point of pinion travel and the application of
current to the starter motor. >or pinion travel of greater than ..4.. inch from
the thrust asher, the solenoid contacts should be openJ for less than ..4.. inch,
the contacts ill be closed, thereby applying current to the motor if it is
connected.
(%* This distance is checked ith a series of spacer blocks or thrust
ashers and a continuity tester. >igure 3% shos the spacer block beteen the
pinion and thrust asher.
(1* If continuity is greater than ..4.. inch, then the pinion clearance
is ad5usted to its minimum limit of ...1. inch and the block test is performed
again to make sure an open circuit e!ists.
O' .%., 0+61-
>igure 3.. 6inion clearance.
>igure 3%. 6inion block test.
i. &t the completion of the clearance and block tests, restore the cables
to their normal functional connections. This completes the assembly of the starter.
':CTION I;. T:'TIN2
%%. T:'TIN2. There are three types of tests used to determine starter
performance# the no load test, here the starter free runsJ stall tor8ue test,
here starter tor8ue is measured# and a aterproof test, here the starter is
submerged in ater.
C&UTION# Never operate the starter more than 3. seconds at a time. &llo the
motor to cool for at least 1 minutes beteen each cranking cycle.
Overheating, caused by e!cessive cranking, ill seriously damage the
starter motor.
a. 4..+ampere test stand. The tests performed on the 4..+ampere test stand
are the NO $O&D and 'T&$$ TORMU: tests. >igure 31 shos the mounting re8uirements
for stall tor8ue testing. The starter NO $O&D or >R:: RUN tests are performed ith
the starter mounted in the same manner as for the stall tor8ue test, but ithout
the tor8ue arm.
(%* The NO $O&D test is performed to indicate the functioning of the
starter. Dhen there is no load connected, it ill run freely at a specific minimum
R6) and current drain.
(a* >or the no load test, the test leads are connected beteen the
positive (H* field inding terminal (C, fig 33* and the ground terminal (&, fig
33*. The solenoid is not energi"ed for this test.
(b* The parallel connection to B%7 and B19 on the test stand is the
input to the DC voltage meter hich monitors the voltage across the starter.
(c* The DC ammeter is ired internally to indicate the starter
current. This current is controlled by knob (1-*, hich is a variable resistance
device called a carbon pile.
O' .%., 0+614
>igure 31. 'tarter tor8ue test.
(d* The starter is activated by turning the starter sitch (17* to
the ON position. & hand tachometer is used to measure the starter R6).
(e* ;ary starter voltage ad5uster control (1-* until a voltage of
11.. volts is obtained on the DC voltmeter.
%. The minimum speed should be 7,... R6).
1. The ma!imum current dra should be =. amperes.
(1* The stall tor8ue test (fig 3-* is performed to determine the amount
of tor8ue, in foot+pounds, e!erted by the starter hen under load. This test must
be short in duration and the tor8ue arm must be securely attached ith the scale
support bolted don securely (fig 31*.
(a* >igure 3- shos the connections to the 4..+ampere test stand.
The main difference beteen free run and tor8ue connections are the DC ammeter
shunts. 'ince the starter is not alloed to turn, it doesn<t build up any back
:)>. Therefore, the starter ill have a very lo resistance and cause an e!tremely
high current drain.
O' .%., 0+610
>igure 33. No load test.
(b* Dhen performing the stall tor8ue test it is necessary to provide
a means of shifting the starter pinion. The shift must be maintained for the
engagement of the tor8ue arm Bas. Do not depend on the tor8ue arm Bas to
maintain the shifted pinion position. The starter shifting levers must be blocked,
edged, or clamped to hold the pinion in the operative position to prevent possible
body in5ury.
(c* 'tall tor8ue is seldom, if ever, performed at the nominal rated
voltage of the starter, because of the high current drain. The battery selector
(3%* should be set to the 0+volt position.
(d* Calance the scale so that it indicates a "ero reading on the
scale.
(e* The DC ammeter range selector is set to the %...& position.
(f* The DC voltmeter range selector is set to the %.; position.
(g* 'et the starter voltage ad5uster (1-* to the fully
counterclockise position.
O' .%., 0+617
>igure 3-. Tor8ue test.
(h* &ctivate the starter sitch (17* to the ON position.
(i* ;ary the starter voltage ad5uster (1-* for an appro!imate
voltage of -.. volts.
%. The ma!imum current dra should be -.. amperes.
1. The minimum tor8ue should be 11 pounds per foot.
b. Daterproof test. The aterproof test is performed by piping air into
the frame of the starter. The starter is then submerged in ater. &ir bubbles
from the starter indicate bad seals.
(%* In figure 7, at the bottom of the frame ne!t to the intermediate
housing, there is a %/9+inch pipe plug that must be removed.
(1* To connect the air line a fitting is installed into the plug hole.
(3* The starter is submerged in clean ater up to the pinion housing and
clutch assembly area. Do not allo ater to enter the pinion housing or clutch
area.
(-* &pply air pressure sloly and atch the ater for air bubbles.
Increase the air pressure to 0 6'I and allo the starter to remain submerged for a
period of % minute.
(4* No leaks should be indicated. If leaks appear, the preformed
packing and gaskets must be replaced.
O' .%., 0+619
':CTION ;. 'U))&RE
%1. 'U))&RE. In this lesson starter motors ere discussed as ell as the
general principles of operation, construction, and driving mechanisms. The
6restolite starter as discussed in detail and starter overhaul as covered.
a. The disassembly and assembly procedures shoed the proper se8uences to
be folloed.
b. 'pecial cleaning instructions ere given for electrical and other parts.
c. Details of hat to look for during inspection ere coveredJ also, the
methods of checking the armature ere treated.
d. The repair section included commutator resurfacing and mica undercutting
procedures.
e. In the final assembly the process to seat ne brushes as covered.
f. The no load, stall tor8ue, and aterproof tests ere treated.
%3. BOC ANOD$:D2:. @ere e presented the procedures for overhauling and
testing a starter. Anoing ho to do the 5ob properly ill make you a better
supervisor. It is hoped the knoledge gained here ill help you in the future. Cy
completing the folloing e!ercise your 5ob knoledge ill be reinforced.
:L:RCI':
Note. + Refer to the e!ercise instructions in lesson %.
90. The force against a ire in a magnetic field is caused by the
a. induced :)> in the ire.
b. length of the ire.
c. current floing in the ire.
97. )ost starter motors are
a. shunt ound.
b. series ound.
c. parallel ound.
99. The over+running clutch type of starter drive
a. activates before the armature rotates.
b. activates after the armature rotates.
c. is alays engaged to the flyheel rim.
9=. The shifter lever type engine starter uses a
a. Cendi! drive shift lever.
b. over+running clutch drive.
c. free+running clutch drive.
.' .%., 0+61=
=.. The 6restolite drive assembly is located at the armature
a. commutator end.
b. splined end.
c. threaded sleeve end.
=%. Dhat makes it possible to control the starter from an outside sourceP
a. 'olenoid relay
b. 'tarter sitch
c. ;oltage regulator
=1. During disassembly of the 6restolite starter, hat is first to be removedP
a. 'olenoid assembly
b. 6inion housing assembly
c. Intermediate housing assembly
=3. In the 6restolite starter the shift lever yoke is held by the
a. intermediate housing.
b. solenoid housing.
c. yoke cover.
=-. Cefore the yoke cover can be freed in the 6restolite starter, the
a. drive assembly must be removed.
b. intermediate housing must be removed.
c. yoke pin must be tapped from the cover.
=4. Cefore the armature can be freed during disassembly of the 6restolite
starter, the
a. commutator and head assembly must be removed.
b. intermediate housing must be removed.
c. brush holder assembly must be removed.
=0. The brushes of the 6restolite starter are cleaned
a. ith a dry cloth only.
b. and soaked in drycleaning solvent.
c. ith a cloth dampened in drycleaning solvent.
=7. To inspect for armature grounds the continuity is checked beteen the armature
a. commutator riser bars.
b. core and rotor shaft.
c. core and commutator riser bars.
=9. Dhat is used to inspect the armature for shortsP
a. 2roler and steel strip
b. 2roler and continuity test leads
c. $athe and dial indicator
==. Dhat is used to inspect the commutator concentricityP
a. 2roler and steel strip
b. 2roler and continuity test leads
c. $athe and dial indicator
.0 .%., 0+63.
%... Dhen splines have score marks and nicks, they are repaired by using a
a. fine stone.
b. fine mill file.
c. fine sandpaper.
%.%. The minimum time beteen each cranking cycle, during performance tests,
should be at least
a. % minute.
b. 1 minutes.
c. 3 minutes.
%.1. Dhat performance parameters are measured during the NO $O&D testP
a. R6) and current
b. R6) and voltage
c. R6) and tor8ue
%.3. Dhat performance parameters are measured during the 'T&$$ TORMU: testP
a. ;oltage and current
b. ;oltage and tor8ue
c. Tor8ue and current
%.-. Dhat important precaution is observed to prevent body in5ury during the 'T&$$
TORMU: testP
a. 6roper test stand cable connections
b. Clocking of the yoke shifting lever
c. Calance scale to "ero pounds reading
%.4. During assembly of the 6restolite starter, hich is installed in the frame
assembly firstP
a. &rmature
b. Crushes and holder
c. Intermediate housing
O' .%., 0+63%
>oldout %.
O' .%., 0+633
>oldout 1.
O' .%., 0+634
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%...................:lectrical 'ystem Component Repair
$esson 7...................................)aintenance of 4..+&mpere Test 'tand
Credit @ours...............................To
$esson Ob5ective...........................&fter studying this lesson you ill be
able to#
%. Discuss supervisory responsibility
ith respect to the general
inspection task.
1. 'tate operator, cre, and
organi"ational preventive
maintenance responsibilities.
3. Discuss ho the supervisor can have
a personal knoledge of e8uipment
condition and assure himself that
the preventive maintenance task is
accomplished.
-. 'tate troubleshooting and repair
responsibilities as they relate to
operator, cre, and organi"ational
maintenance and direct support.
4. Discuss the cleaning and
lubrication of the 4..+ampere test
stand.
0. 'tate procedures folloed to
prevent the early failure of lead
acid batteries.
7. Discuss the basic circuits of DC
voltmeters and DC ammeters.
9. 'tate ho you as a supervisor can
improve the skill level of assigned
personnel.
Te!t.......................................&ttached )emorandum
)aterials Re8uired.........................Response list and anser sheet
'uggestions................................None
O' .%., 7+6%
>ebruary %=74
&TT&C@:D ):)OR&NDU)
%. INTRODUCTION.
a. The 8uality and 8uantity of service provided by an organi"ation depend
on the serviceability of its e8uipment and the skill of its assigned personnel.
'upervisors are responsible for all men and e8uipment under their control. They
must kno the capabilities and limitations of both. :ffective supervisors use
their time isely and are able to remain in control of the changing situation.
b. 2ood supervisors kno hat the situation is and ho to manage it. They
can determine if enough skilled personnel and serviceable e8uipment are available
ithin the organi"ation to produce 8uality results at the re8uired level. Ceing
aare of both internal and e!ternal factors hich affect the organi"ation<s
mission, they can give commanders a realistic appraisal of a situation. Commanders
respond to specific information.
c. 'upervision is a full time 5ob. To be in control the supervisor must
kno the organi"ational situation, ho it developed, hat it is no, and hat it is
likely to become in the future. This lesson discusses 4..+ampere test stand
maintenance. Upon completion you ill have ac8uired the knoledge necessary to
Budge the men and e8uipment in this area of the shop.
1. 2:N:R&$ IN'6:CTION.
a. 2eneral inspection is the responsibility of all individuals in an
organi"ation. 'upervisors must make that fact clear to all assigned personnel.
The general inspection is a continuing procedure hich insures that all items are
lubricated, in good condition, correctly assembled, properly stoed, secure, not
e!cessively orn, and not leaking. The general inspection is as important as any
specific procedures and must be performed automatically by all personnel.
b. 'upervisors must insure that general inspection is performed
continuously during the course of normal operations. &ll personnel must be
familiar ith general inspection terms.
(%* 2OOD CONDITION means not bent, tisted, chafed, burred, broken,
cracked, bare, frayed, dented, collapsed, torn, cut, or deteriorated. Inspection
for good condition is a visual inspection to determine if an item is damaged beyond
safe or serviceable limits.
(1* :LC:''I;:$E DORN means orn beyond serviceable limits or to a point
likely to result in failure.
(3* TI2@T:N, &DBU'T I> N:C:''&RE, and R:6$&C: I> N:C:''&RE are self+
e!planatory as applied to a specific situation. It is understood that hen
inspection reveals the need, the necessary action ill be taken.
(-* CORR:CT$E &'':)C$:D and CORR:CT$E 'TOD:D mean that all parts are
present and in their correct relative position.
c. Ignorance or disregard of general inspection tasks ithin an
organi"ation are the direct cause of high maintenance costs and lo operational
efficiency. 'upervisors must assure themselves, by continuous observation, that
their personnel are attending to this detail.
O' .%., 7+61
3. 6R:;:NTI;: )&INT:N&NC: C@:CA' &ND ':R;IC:'.
a. The general inspection is a preventive maintenance action. It is
performed automatically by all personnel. No specific ritten procedure is
necessary. :ach item of e8uipment re8uires some amount of regular servicing.
These re8uired services must be organi"ed in specific ritten procedures.
Operator/cre preventive maintenance responsibility for the 4..+ampere test stand
is shon in figure %. >igure 1 details preventive maintenance tasks performed by
organi"ational maintenance personnel. 'upervisory remarks must be carefully
directed. Cy studying figures % and 1 you can learn ho is responsible for
performing specific preventive maintenance tasks. This ill enable you to direct
your comments to the responsible individuals.
>igure %. 6reventive maintenance checks and services (operator/cre*.
O' .%., 7+63
>igure 1. 6reventive maintenance checks and services (organi"ational*.
O' .%., 7+6-
b. 2ood supervisors take a strong position on preventive maintenance. They
set the e!ample for their organi"ation and check on their e8uipment and personnel
regularly. The checks used are not time consuming but they must be done regularly.
The procedure used to check meters for antistatic coating (fig %* is a good e!ample
of a check that can be done 8uickly by the supervisor. Cy utili"ing several checks
of this type regularly, the supervisor can have a personal knoledge of e8uipment
condition. Time is very important to the supervisor. 'tudy figures % and 1 then
develop a list of checks hich can be done 8uickly.
-. 2:N:R&$ O6:R&TION'.
a. Troubleshooting is a systematic determination of malfunctions and
defective components by indication, symptoms, and tests. >igures 3 and - designate
the troubleshooting responsibilities of operator/cre and organi"ational personnel.
The corrective action column designates those troubles hich should be referred to
direct support maintenance by organi"ational maintenance. 'upervisors must insure
that each level of maintenance stays ithin its on area of responsibility. Close
adherence to individual areas of responsibility ill materially reduce the time
re8uired to restore e8uipment to normal operation.
b. Repair parts are supplied to the using organi"ation for replacement of
those parts most likely to become unserviceable. .The parts provided allo the
unit to accomplish all repairs hich fall ithin the scope of the organi"ational
maintenance function. No special tools or e8uipment are re8uired at unit level to
accomplish the assigned maintenance mission. Common tools and e8uipment hich have
general application to the 4..+ampere test stand are authori"ed by tables of
alloances and tables of organi"ation and e8uipment.
c. Operators and organi"ational mechanics must be thoroughly trained in
their duties. 6erformance of preventive maintenance, maintenance, troubleshooting,
repair, and recordkeeping tasks must be automatic. 'upervisors must insure that
this level of competence is achieved ithin the organi"ation. Cy providing
sufficient time for formal and informal training, the supervisor can create and
sustain a high level of efficiency in the unit.
4. $UCRIC&TION.
a. The primary function of a lubricant is to decrease ear and maintain
efficiency by reducing frictional heat. $ubricants should be stored in a clean dry
place aay from e!ternal heat. :very precaution must be taken to prevent lubricant
contamination. Dhen a lubricant becomes contaminated ith dust, dirt, ater, etc,
it cannot perform its function. Oil cans and other lubricating e8uipment should be
cleaned before and after lubricating operations. Dhen e!posed to air, lubricants
form a spongy film. &irtight containers must be used for storage.
b. $ubrication should take place in a clean protected environment. 6rotect
open containers from contamination and use a clean dry cloth to ipe e!cess
lubricant from the machine being serviced.
c. 'pecific information on the cleaning and lubricating procedure for the
4..+ampere test stand is contained in figures 4 and 0. 6ersonnel should be
familiar ith the color, te!ture, and consistency of the lubricants used on various
parts of the mechanism. :very once in ahile lubricants are improperly
manufactured or improperly labeled. This can be disastrous. Using a lubricant
ith the rong characteristics causes rapid e8uipment failure in many situations.
Complicated tests are re8uired to classify lubricants hich have similar
characteristics. @oever, alert personnel can spot lubricant differences hich
could bring about the disastrous situation.
O' .%., 7+64
>igure 3. Operator/cre troubleshooting.
O' .%., 7+60
>igure -. Organi"ational troubleshooting.
O' .%., 7+67
>igure 4. $ubrication chart.
O' .%., 7+69
>igure 0. $ubrication points.
d. 'tudy figure 4 carefully++it contains much information. The proper
materials, intervals, and cleaning and lubricating procedures are detailed.
$ubrication intervals specified are for normal operation here moderate temperature
and humidity conditions prevail. $ubrication intervals should be reduced under
e!treme conditions. The protective 8ualities of a lubricant ill be 8uickly
destroyed hen any one of the folloing conditions e!ists.
(%* :!treme high or lo temperature.
(1* 6rolonged periods of high speed operation.
(3* Operation in a sand or dust environment.
(-* :!posure to moisture (to include prolonged high humidity*.
0. )&INT:N&NC: O> $:&D+&CID C&TT:RI:'.
a. In nearly all cases of early failures of batteries the cause can be
traced to a lack of preventive maintenance. Dhen given proper care batteries
generally ill give no trouble until they are orn out. The e8uipment operator and
organi"ational level personnel are responsible for performing preventive
maintenance on the batteries assigned to their unit. The batteries should be
thoroughly inspected and serviced once a eek by doing the procedures e!plained in
paragraphs (%* through (4* belo.
O' .%., 7+6=
(%* Inspect the top of the batteries very carefully and clean them if
needed. They must be kept clean to prevent them from discharging through collected
dirt, etc. To clean, tighten the vent plugs and ash the batteries ith a brush
dipped in an alkaline solution, such as a mi!ture of bicarbonate of soda (baking
soda* and ater. >oaming ill occur due to the reaction beteen the cleaning
solution and battery electrolyte. <&fter the foaming stops, rinse off the
batteries ith clean ater and ipe dry ith a clean cloth.
(1* Inspect the battery terminals to see that they are clean and the
cable clamps tight and free of corrosion. If they are corroded, remove the cable
clamps and clean the clamps and battery posts ith a solution as described above.
Then reconnect and tighten the cable clamps. Coat the terminals ith a light coat
of general purpose grease to fight off corrosion. Dirt ill collect on the grease,
but it can be removed each time the batteries are cleaned and the terminals then
recoated ith grease.
(3* Remove and inspect the vent plugs to see that the ventholes are
open. Use a short length of stiff ire to run through the ventholes to make sure
they are not plugged.
(-* Inspect the electrolyte level and add ater if it is lo. >illing
instructions are usually located on the vent plugs or the cell covers. Dhen
correct, the electrolyte level ill be at least 3/9 of an inch above the plates.
Distilled ater should be used to fill batteries if it is availableJ if it is not
available, the second choice is rainater. Do not store battery ater in metal
containers. )inerals that are found in ater from streams, ells, or ater stored
in metal containers can damage and shorten the life of a battery. Dater that is
used for drinking purposes can be used, but only hen distilled ater or rainater
is not available. & battery ill be damaged less by using clean ater that has
some minerals than by letting the electrolyte level drop belo the top of the
plates.
(4* Check the specific gravity of each cell ith a hydrometer.
b. Cattery capacity is greatly reduced by lo temperatures because the
electrolyte thickens and is less active. In order to perform satisfactorily in
cold eather the battery must be kept in peak condition, so hen the temperature
drops you ill have to keep a closer atch on the battery. In cold eather do not
let the specific gravity drop belo %.14.. The electrolyte is sub5ect to free"ingJ
the e!act free"ing point depends on the specific gravity. In a fully charged
battery the electrolyte ill free"e at +=.I. &s the specific gravity drops, the
free"ing point rises. >igure 7 shos the free"ing point for various specific
gravities. If the battery electrolyte does free"e, the ice forces active material
from the plates and can crack plates and containers. $et a fro"en battery tha out
in a room at normal temperature before charging. In this ay the battery can be
saved if free"ing has not already caused too much damage.
>igure 7. 'pecific gravity and free"ing point.
O' .%., 7+6%.
c. The high temperatures found in the tropics create their on maintenance
problems that you ill have to ad5ust to if you are assigned in one of these areas.
Rapid evaporation of the ater ill result due to the heat, so keep a close atch
on the electrolyte level. :very effort should be made to keep the compartment, in
hich the batteries are installed, as cool as possible during and after operation.
Do not obstruct ventilation or the heat ill damage the batteries. &t high
temperatures the acid in the electrolyte is more active, so using a eaker solution
ill give good results and cause less damage to the plates and separators.
d. :lectrolyte solution used for tropical climates should have a specific
gravity of %.1.. to %.114. Eou ill have to eaken the solution yourself. Do this
by draing electrolyte from supply that is already mi!ed to %.19. specific gravityJ
then add battery ater until the mi!ture has a specific gravity of %.1.. to %.114.
Eou ill need to add about % 8uart of ater to % gallon of electrolyte.
e. If the battery as in use before it as sent to the tropics, change the
electrolyte in the folloing manner. )ake sure that the battery is fully charged
so there ill be no acid left in the plates. Then remove the vent plugs and tip
the battery upside don to drain all the old electrolyte. Refill the battery ith
electrolyte that has been eakened to %.1.. to %.114 specific gravity. Ce careful
to avoid getting any of the electrolyte on yourself or your clothes. The acid can
cause painful burns and ill eat holes in your clothing.
f. >igure 9 shos various specific gravities and the state of charge for
batteries that contain eakened electrolyte for use in the tropics. Dhen the
electrolyte in a battery has been eakened, a tag shoing the full charge specific
gravity should be attached to the battery. These batteries should also be
identified by painting a hite dot about % inch in diameter on the top of the
battery here it can be easily seen. Do not put the paint on top of the service
date that is stamped on the battery.
>igure 9. Tropical use.
7. C&'IC ):T:R CIRCUIT'.
a. Unit personnel are not responsible for the repair of any ma5or
electrical malfunctions. )ost electrical components are repaired and replaced by
direct support maintenance personnel. Organi"ational maintenance personnel should,
hoever, be familiar ith the electrical iring diagram and basic circuits hich
are likely to malfunction. They can greatly assist direct support maintenance
personnel by reporting e8uipment malfunctions in detail and by isolating the
problem hen possible.
O' .%., 7+6%%
b. Organi"ational maintenance personnel should understand basic monitoring
systems in the 4..+ampere test stand. )eter movements by themselves are unable to
measure high voltages or currents. Dhen used in ammeter circuits, the larger part
of the current to be measured is shunted around the meter movementJ hen used in
voltmeter circuits, the current is kept at a lo value by placing a high resistance
in series ith the meter movement.
c. & 1,...+ohm (1A*, 4. microampere (4.S&* meter movement is being used in
the circuits illustrated in figures = and %.. The 1A states the internal
resistance of the movement and the 4.S)& states the amount of current re8uired to
deflect the movement<s needle to the full scale mark. Cy using Ohm s la the
voltage across the meter, hen the meter is indicating full scale, can be
determined#
:!ample#
(%* : Q I ! R
(1* : Q (4. ! %.
+0
* (1 ! %.
3
*
(3* : Q %.. ! %.
+3
;
(-* : Q .%;
To use the meter movement by itself e ould have to be satisfied ith an ampere
range of .+4.S& or a voltage range of .+.%;. These ranges are unsatisfactory for
most applications.
d. >igure = shos the simplified schematic diagram of a typical DC
voltmeter. The meter movement and associated circuit provides voltage measurement
ranges of .+1.4;DC, .+%.;DC, .+4.;DC and .+%,...;DC. Dhen 1.4;DC is correctly
applied beteen the negative meter input and the 1.4; Back, 4.S& ill flo in the
circuit and the meter ill deflect to full scale. The current is limited to 4.S&
by the combination of the -9A resistance in the circuit and the 1A resistance of
the meter movement.
:!ample
(%* : I ! R
(1* : (4. ! %.
+0
* (-9 ! %.
3
R 1 ! %.
3
*
(3* : +(4. ! %.
+0
* (4. ! %.
3
*
(-* : Q 1,4.. ! %.
+3

(4* : Q 1.4;DC
The -9A resistor hich as selected to be placed in series ith the meter
movement<s resistance of 1A established the voltage hich full scale deflection
represents. Use Ohm<s la to analy"e the %.;, 4.;, 14.; and %,...; ranges. In
each case, 4.S& ill flo through the meter hen .the ma!imum voltage for the range
is applied. The scales on the meter face are marked off in appropriate increments.
Dhen 1;DC is applied on the 1.4; range, the meter movement<s pointer ill move from
"ero to -/4 of full scale. Therefore, the scale graduation at this point ould
indicate a 1;DC input.
e. Organi"ational maintenance personnel should be able to isolate the cause
of simple meter malfunctions. The meter shon in figure = responds to voltages
applied on the 1.4;DC, %.;DC and 4.;DC ranges, but the pointer remains at "ero hen
voltage is applied to the 14.;DC or the %,...;DC ranges. Dhat is rongP The anser
to this 8uestion should be obvious to organi"ational maintenance personnel. Dhen
re8uesting repair they ould state GR%-
O' .%., 7+6%1
probably openG not GDC voltmeter bad.G Cy being specific they can assist repair
personnel and insure rapid return of the e8uipment to a serviceable condition.
>igure =. DC voltmeter.
f. >igure %. shos the simplified diagram of a typical DC ammeter. The ammeter
circuit must shunt most of the current being measured aay from the meter movement.
On the %. milliampere (%.m&* range, the meter movement resistance of 1A ohm is in
series ith the 3A ohm resistance of R%%. R%7, R%9, R%= and R11 are in series ith
each other and are in parallel ith R%% and the meter movement. Resistive values
have been selected so that 4.S& ill flo through the meter and R%% and =.=4.m&
ill flo through R11, R%7, R%= and R%9 hen %.m& is being measured. The truth of
this statement can be proved using Ohm<s la. $et G!G be e8ual to the amount of
current floing through the meter hen there is a %.m& current input to the
circuit. The voltage across both parallel sections of the circuit must be e8ual so#
(%* !(1A R 3A* Q (..% +L*(..14 R .-74 R 1 R 11.4*
(1* !(4A* Q (..% +L*(14*
(3* 4...L Q .14 + 14L
(-* 4.14L Q .14
(4*
(0* ! Q .....-=7 ampere or -=.7S&
Ohm<s la proves the validity of the circuitJ -=.7S& is close enough to 4.S& to
produce the re8uired accuracy.
h. Dhen the circuit selector sitch is moved from the %.m& to the %..m&
position, R%9 is placed in series ith R%% and the meter movement. This circuit
change ill allo a full scale deflection on the meter to be representative of a
%..m& input current. Using Ohm<s la, calculate the meter current at full scale
under these circuit conditions. &gain, your anser should be -=.7S&.
O' .%., 7+6%3
>igure %.. DC ammeter.
g. Dhat you have learned about basic DC voltmeters and ammeters apply
directly to five of the seven test stand metering circuits (fig %%*. )% through )4
on the schematic are representations of meter movements similar to the one
discussed. Organi"ational maintenance personnel should be able to state the
probable cause of a malfunction in meter circuits )% through )4. 'upervisors
should check to insure that the reporting of malfunctions is as specific as
possible. 'pecific reporting of malfunctions ill help the repairman to 8uickly
return the e8uipment to a serviceable condition.
9. :$:CTRIC&$ DIRIN2 DI&2R&) &N&$E'I' (>I2UR: %%*.
a. Organi"ational maintenance personnel should be able to analy"e the 4..+
ampere test stand electrical iring diagram. Eou, as a supervisor, must be able to
determine their ability to perform that task. &n analysis of the 1-;DC battery
charging function of the test stand is included in this lesson. &fter reading this
analysis you ill kno hat should be e!pected from organi"ational maintenance
personnel analy"ing any function of the test stand.
b. &C poer input to the test stand is converted to DC poer and used for
1-;DC battery charging. One phase of the &C input is applied to the primary of
transformer T% from the $%+$3 input. Closing CC% completes the circuit from $%
through the knife sitch to the right side of the T% primary and completes the
circuit from $3 to the left side of the T% primary. The &C poer coupled to the T%
secondary poers the .+31;DC supply, .+19;DC supply, and 19;DC supply. Dhen CC% is
closed D'% ill illuminate, indicating that &C poer has been applied to this part
of the circuit.
c. &C poer is connected from the secondary of T% to the primary of T0 hen
CC0 is closed. &C poer coupled to the secondary of T0 is rectified by bridge
rectifier CR3. The 19;DC rectified output, e!isting beteen ires 640 and 6-=,
energi"es several relays if CC7 is closed. '1., the battery voltage selector,
ould be in the 1-; position for 1-;DC battery charging. Therefore, the A7 relay
ould be energi"ed and D'7 ould illuminate. The ground polarity sitch should be
in the (+* position, thus energi"ing relay A=. The regulator load resistor
selector ('1-* is set to O>>, hich allos A%% to energi"e.
O' .%., 7+6%-
>igure %%. :lectrical iring diagram.
O' .%., 7+6%4
>igure %%. :lectrical iring diagram. (continued*
O' .%., 7+6%4 (continued*
d. Dhen CC- of the .+19;DC supply is closed and the battery charger timer
has been properly activated, closing '1, &C poer is applied from the T% secondary
to D'3 and T-. The illumination of D'3 indicates that &C poer is available in
this part of the circuit. The &C poer from T- to the primary of T4 is controlled
by the setting of the battery charger control located on the front panel. Dhen the
control is fully counterclockise, the iper arm of T- has been moved don and no
poer is applied to the T4 primary. Dhen the control is rotated clockise, the &C
poer to the T4 primary is increased. The available &C poer coupled to the
secondary of T- is rectified by bridge rectifier CR1. The output of CR1 ranges
from .+19;DC as T- iper is moved from the counterclockise position. The voltage
output of the rectifier is beteen 61. and 673 hen CC4 is closed. To provide a
charging current to the batteries, the voltage output of the rectifier must be
slightly higher than the voltage output of the batteries.
e. )eter movement )- and associated circuitry is used to monitor the
voltage being applied to the batteries. The 4.;DC range is used for 1-;DC battery
charging. To make the measurement a small current is dran from the CR1 rectifier.
This current flos from the negative side of the rectifier through connection 61.
to the C+ battery regulator terminal. & bus bar link (not shon on the electrical
iring diagram* connects the C+battery regulator terminal to the 2+ armature
regulator terminal. The current, therefore, flos from C+ to 2+ and along 609.
Eou should note that 609 and the negative side of the CR1 rectifier ere placed at
case ground hen relay A= energi"ed and closed contacts A=+%. The current floing
in 609 flos to '%3, the DC;) range selector. Dith '%3 set to the 4.; range, the
current is directed through R14 and the )- meter movement. The voltmeter circuit
selector '%- is in the C&T position so the current from the meter ill flo through
the sitch and along 61%. The current then flos through closed contacts A%%+% and
A7+%, along 6- to R-1, through R-1 to 673, CC4, and 67-. This monitoring current
e!ists only hen the output of the .+19;DC supply is set to an output slightly
higher than the battery voltage. Dhen the .+19;DC supply output is set too lo,
the current to deflect the meter is dran from the battery.
f. The current in the voltage monitoring circuit is less than %m&, hile
the battery charging current is normally several amperes. This current from the
negative side of CR1 flos along 61. to R34, R33, and R3%. 6% provides the
connection from R3% to the negative side of the batteries. This charge current
flos from negative to positive through the batteries reversing the normal chemical
reaction and restoring the batteries to full charge. >rom the positive terminal of
the battery the charge current flos along 6-, through R-1, along 673, through CC4,
and along 67- returning to the positive side of rectifier CR1.
g. The charge current is monitored by to ammeter circuits. The load and
starter DC ammeter ()% and associated circuits* monitors the current to the
negative battery terminal. It is set to the 4.& range during the charging process.
The field and battery charger DC ammeter ()1 and associated circuits* measures the
charge current coming from the positive battery terminal plus the small monitoring
current used by the DC voltmeter circuit. The field current range selector ('%.*
is set to the 3.& DC position during the charging process. It as mentioned before
that the DC voltmeter monitor current is e!tremely smallJ therefore, both ammeters
ill indicate the same current flo, for all practical purposes. Dhen a noticeable
difference in meter readings e!ists, there is something rong. Usually the problem
can be traced to the battery compartment. The spillage of electrolyte or the
accumulation of dirt and grime in this area can cause undesirable paths for current
flo.
h. Organi"ational maintenance personnel should be able to give a general
e!planation of all test stand functions. The discussion of 1-;DC battery charging
is an e!ample of the type of e!planation you, as a supervisor, should e!pect from
these personnel. Remember, they are highly skilled
O' .%., 7+6%7
but are not electrical engineers. Cy observing and listening you can determine the
skill level of your personnel. Once this is determined you can initiate actions
hich ill develop their skills. This ill allo you to meet the supervisor<s
training responsibility and increase the effectiveness of your organi"ation.
=. 'U))&RE. During this lesson you have become familiar ith many details hich
you must kno to ade8uately supervise 4..+ampere test stand maintenance. Eour
knoledge of the preventive maintenance, maintenance, troubleshooting, and repair
tasks ill enable you to provide informed supervision. 6roper utili"ation of the
information contained in this lesson ill allo you to maintain control of the
operational situation for hich you are responsible.
:L:RCI':
Note. + Refer to the e!ercise directions in lesson %.
%.0. Dhich item is inspected by the operator/cre during operationP
a. )eters
b. $amps
c. ;+belts
%.7. Dhich item is inspected eekly by the operator/creP
a. 'toage compartments
b. Test leads and cable harness
c. Toggle, selector, and control sitches
%.9. Dhich item is inspected by the operator/cre after operating the test standP
a. Anobs
b. 'peed control
c. 2earcase level
%.=. Dhich item can be safely inspected ith the main circuit breaker
sitch ONP
a. Cloer motor fuses
b. ;aridrive reversing sitch
c. Regulator resistor fuses and fuse holders
%%.. Dhat is the loest level of maintenance responsible for replacing the
antistatic coating on metersP
a. Operator/cre
b. Organi"ational
c. Direct support
%%%. The gearcase oil level is found to be lo hen you are making a supervisory
check on the test stand. Dho should you contactP
a. Operator/cre personnel
b. Organi"ational maintenance personnel
c. Direct support maintenance personnel
%%1. Dhat should be done hen lubricating the varidisc hub rear bearingP
a. Remove plugs 6RI completely
b. Use general purpose lubricating oil 1%=.
c. Run test stand five minutes before replacing RT%
O' .%., 7+6%9
%%3. To properly lubricate the varidrive motor rear bearing, ho much grease, in
cups, must be forced through the bearingP
a. %/-
b. %/1
c. %
%%-. @o often should the oil be drained from the gearcase under normal conditionsP
a. D (eekly*
b. ' (semiannually*
c. & (annually*
%%4. Dhat is used to clean the top of a lead+acid batteryP
a. Carbon tetrachloride
b. Caking soda and ater
c. Drycleaning solvent ('D*
%%0. Dhat identifies a battery adapted for use in tropical climatesP
a. Dhite dot about % inch in diameter on top of the battery
b. Red band about 1 inches ide around the battery
c. Eello vent plugs
%%7. Dhat is the potential, in volts, across a 1,...+ohm, 4.+microampere meter
movement hen it is reading full scaleP
a. ..%
b. 1.4
c. -..
%%9. Dhat value resistor (ohms* must be placed in series ith a 1,...+ohm, 4.+
microampere meter movement to make full scale deflection representative of a
1.4;DC inputP
a. ==9A
b. %=9A
c. -9A
%%=. Dhat value shunt resistor (ohms* must be used ith a 4. microampere, 1,...+
ohm meter movement to make full scale deflection representative of a 1.+
ampere inputP
a. ...14
b. ...%.
c. ....4
%1.. Dhich control is used to set the correct battery charging voltageP
a. Cattery charger timer
b. Cattery charger control
c. Cattery voltage selector
O' .%., 7+6%=
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%..................:lectrical 'ystem Component
Repair
$esson 9..................................)aintenance of :lectrical
'ystem Test :8uipment
Credit @ours..............................>our
$esson Ob5ective..........................&fter studying this lesson
you ill be able to e!plain
operator, cre, and organi"ational
maintenance personnel responsibilities
as they apply to the#
%. &rmature test set.
1. Ignition timing light.
3. )agneto timing light.
-. )agneto test stand.
4. Distributor tester.
0. @eater test stand.
7. T'+341 C/U multimeter.
9. $o voltage circuit tester.
Te!t......................................&ttached )emorandum
)aterials Re8uired........................Response list and anser sheet
'uggestions...............................'tudy the figures carefully as
you study the te!t.
&TT&C@:D ):)OR&NDU)
%. INTRODUCTION.
a. This lesson ill familiari"e you ith several additional items of
e8uipment used to service and maintain a ide variety of motor vehicles. These
items ill re8uire your attention as a supervisor. Dhile studying this lesson you
should try to develop an understanding of the tasks hich your operator/cre and
organi"ational maintenance personnel must perform.
O' .%., 9+6%
>ebruary %=74
b. Remember, as a supervisor, the responsibility for both men and e8uipment
is yours. Eou must by observation assure yourself of e8uipment condition. Eou
must check the state of training ithin your organi"ation and arrange for
additional training e!periences to keep your personnel informed. The supervisor
must stress the applicability of the general inspection task to all items of
organi"ational e8uipment. 6erformance of this task ill materially reduce the cost
of maintenance and e8uipment dontime.
c. The primary function of preventive maintenance is to prevent breakdons
and therefore the need for repair. Time intervals are based on normal operations.
& month, for e!ample, is defined as appro!imately 3. calendar days of 9+hour+per+
day operation. If e8uipment is operated %0 hours a day, the monthly preventive
maintenance checks and services should be performed at %4+day intervals.
&d5ustment of maintenance intervals must be made to compensate for any unusual
operating conditions.
1. &R)&TUR: T:'T ':T )&INT:N&NC:.
a. )aintenance personnel perform a ide variety of tests on starter and
generator armatures using the armature test set (fig %*. The test set operates on
%%4+volt, 0.+hert" poer and is housed in its on steel case. There are three
basic circuits in the test set# groler circuit, ammeter circuit, and test lamp
circuit.
b. & primary coil and a portion of the iron of a transformer form the
groler circuit. 6ositioning the armature under test completes this magnetic
circuit. 6assing an alternating current through the groler primary sets up an
alternating magnetic field around the armature under test. This appro!imately
reproduces the magnetic effect under hich the armature normally operates. Under
these simulated conditions the repairman can perform the short test, open test, and
ground test on armatures.
c. The ammeter circuit is activated by induced current generated in the
armature being tested on the groler circuit. The ammeter indicates the flo of
current through each armature coil in relation to the other coils as the armature
is sloly rotated. Reversed coils, .open circuits, and incorrect number of turns
can be located by observing the ammeter indications.
d. The test lamp circuit is used in testing brush holders for grounds,
armatures for grounds, and field coils for grounds and open circuits. The lamp is
poered directly from the poerline. Test probes are connected to the lamp by
leads and are used to complete the circuit hen performing tests.
e. The armature test set can be used to magneti"e or demagneti"e tools and
other iron ob5ects. <)anufacturer<s instructions must be folloed closely to avoid
damage to the test set during magneti"ing or demagneti"ing operations.
f. )aintaining the armature test set is an easy task. 'o easy that there
is a tendency to neglect it. 'upervisors must insure that the Bob is being done by
making occasional observations of the e8uipment. The operator should check the
e8uipment for completeness and general condition daily. :!terior surfaces and
receptacles must be clean and undamaged. The meter glass should be clean and
unbroken. The meter must be static free and properly "eroed. During operation
sitches are checked for proper mechanical action and the operator must be alert
for abnormal indications.
O' .%., 9+61
>igure %. &rmature test set.
O' .%., 9+63
g. During eekly maintenance checks e!ternal iring is inspected for
cracks, cuts, fraying, and kinks. The e8uipment should be free of bare spots,
rust, and corrosion. G&ll scres, brackets, and other e!ternal hardare should be
secure and ,undamaged. )onthly maintenance includes all of the actions above plus
a check for possible )DO<s and technical publication changes.
h. The three circuits in the armature test set are very basic and good
troubleshooting techni8ues ill isolate problems 8uickly. & defective meter,
burnt+out bulb, and defective sitch or transformer are corrected by replacement.
Open and shorted circuits can be repaired or replaced easily. Dhen properly
maintained the armature test set ill give many years of trouble+free service.
3. I2NITION TI)IN2 $I2@T )&INT:N&NC:.
a. The ignition timing light (fig 1* is a simple electrical device used by
maintenance men to set the ignition timing of engines. The light is activated by
the high voltage surge to a specific spark plug on the engine used as a timing
reference (usually the number % cylinder plug*. The light flashes allo the
maintenance man to observe the timing of the engine hile it is running and ad5ust
the distributor for peak engine performance.
b. 'upervisors hen checking this instrument should pay particular
attention to the condition of the leads and overall cleanliness of the instrument.
The operator is responsible for cleaning the instrument and is re8uired to check
the condition of the leads before and after use. During use the operator checks
for overheating and erratic light operation.
c. The ignition timing light is an essential item hich is normally trouble
free. & simple, basic, circuit design makes rapid troubleshooting and repair
possible. )alfunctioning components and open or shorted ires can be 8uickly
located by repairmen ith good troubleshooting techni8ues. Continuity checks are
normally used hen troubleshooting this e8uipment.
-. )&2N:TO TI)IN2 $I2@T )&INT:N&NC:.
a. )aintenance men use the magneto timing light (fig 3* to obtain breaker
point synchroni"ation. :fficient firing of the combustible mi!ture in the engine
cylinders is accomplished by means of identically delivered magneto ignition
sparks. This e8uipment is used for synchroni"ing to sets of breaker points on a
single magneto, or for synchroni"ing to different magnetos to the same engine.
b. Operators should inspect the leads, case and headphone prior to
energi"ing the circuit. Then the toggle sitch is placed to the ON position. Coth
lamps should light and the audio tone of the vibrator should be heard on the
headphone. If the lamps and vibrator operate, the battery can be Budged GOAG and
the e8uipment is ready to use.
c. During operation the e8uipment user should check for correct lamp
operation and overheating. The operator<s after+operation procedure re8uires a
cleaning and general inspection of the instrument.
d. 6eriodically the battery should be checked ith a voltmeter (%,... ohms
per volt or better*. Replace the battery hen the voltage drops belo - volts ith
the magneto timing light ON. Check lamp sockets, headphone 5ack, and vibrator
socket for dirt and corrosion during periodic servicing. The fre8uency of periodic
services should be determined by the individual unit. If, for e!ample, battery
failure is occurring during normal daily operations, the fre8uency of periodic
checks should be increased.
.' .%., 9+6-
>igure 1. Ignition timing light.
O' .%., 9+64
e. Troubleshooting of an inoperative magneto timing light should begin ith
a battery check. If the battery checks out OA, a multimeter should be used to make
a continuity check of the sitch and then a continuity check of the transformer
primaries. ;ibrator operation should then be checked if the battery, sitch, and
transformer primaries check out OA. 2lo lamps and transformer secondaries are
checked out ne!t. The small capacitors connected across each glo lamp provide a
leakage path and cause both lamps to glo. Dhen a capacitor is open the associated
lamp ill not light. If only one lamp lights sitch the bulbs to determine that
both lamps are OA. If both lamps are OA, then the capacitor across the inoperative
circuit is open. >olloing this troubleshooting se8uence ill find the problem
8uickly and the malfunctioning component can be replaced. &ll leads and
interconnecting ires should be checked for continuity during this troubleshooting
se8uence.
4. )&2N:TO T:'T 'T&ND )&INT:N&NC:.
a. The magneto test stand (fig. -* is designed to functionally test
various ignition magnetos over a variable speed range of .+-,1.. R6) (revolutions
per minute*. Connection to a 11./--.+volt, 3+phase, 0.+hert", electrical poer
source is re8uired. &ll test stand components are housed ithin a steel cabinet
assembly. )agneto mounting adaptor and instrument and control panel components are
conveniently located and clearly nameplated for ease of operation. The removable
cover completely encloses the instrument and control panel hen the instrument is
not in use. )agneto ignition capacitors, including feed+through types, can be
checked for capacitance, series resistance, ground, and leakage resistance on the
test stand.
b. Normal daily and monthly maintenance and lubrication services are listed
in figure 4. This schedule is intended as a guide and should be ad5usted to meet
specific local conditions. Top speed (-,1.. R6)* ill decrease as the drivebelt
ears. Dhen this occurs, maintenance men ill have to make the variable speed
drive high speed stop ad5ustment listed in the technical manual. & check for top
speed can be done 8uickly by the supervisor during his regular inspection of the
e8uipment. This check, plus a visual inspection of the test stand, can help the
supervisor in determining the 8uality of maintenance being performed by his unit.
c. & regular schedule for calibrating the capacitor tester section of the
test stand should be established by the unit. :nvironmental conditions and
fre8uency of use ill have a bearing on hat time interval is appropriate. The
procedure for calibrating the capacitor tester section is in the technical manual.
'mall ad5ustments are normally re8uired during calibration. The need to make large
ad5ustments ould indicate that the fre8uency of calibration should be increased.
0. DI'TRICUTOR T:'T:R )&INT:N&NC:.
a. The distributor tester (fig 0* is an electrically operated device for
testing battery ignition distributors removed from the engine. Using the tester,
maintenance personnel can determine if a distributor ill meet specific tolerances
re8uired for satisfactory operation hen installed on an engine. & variable speed
device, consisting of a belt+driven cone, movable idler, and disk, is used to
control the speed and direction of rotation of the distributor under test. The
variable speed device is driven by an electric motor hich operates from %%4 volts,
0.+@", single+phase, line poer. )anifold vacuum is simulated by a vacuum pump
hich is an integral part of the variable speed device. & stroboscope is provided
for accurately checking cam angle, spark advance, and cam lobe accuracy. Coth
single and dual breaker point distributors can be tested. & tachometer measures
the revolutions per minute of the distributor shaft.
O' .%., 9+60
>igure 3. Circuit diagram and parts identification+magneto timing light.
b. Operators are responsible for performing daily preventive maintenance
and for assisting organi"ational maintenance men in performing scheduled periodic
services. Cefore+, during+, and after+operation preventive maintenance checks are
detailed in figure 7. >igure 9 details the operator<s troubleshooting
responsibilities. Operators are not supplied repair parts, so most malfunctions
are referred to organi"ational maintenance personnel for correction.
O' .%., 9+67
>igure -. Test stand, ignition magneto.
O' .%., 9+69
>igure 4. )aintenance and lubrication schedule.
c. Organi"ational maintenance is provided the repair parts, tools, and
e8uipment necessary to accomplish most repairs on the distributor tester. >igure =
details their preventive maintenance and troubleshooting responsibilities. :!cept
for the vacuum pump piston and valve, all moving parts of the tester are lifetime
lubricated. $ubrication of the pump is accomplished by applying si! drops of O&I
instrument oil (=%4.+147+4--=* through the vacuum hose hile the pump is running.
Under normal conditions this should be done every 0. days.
7. @:&T:R T:'T 'T&ND )&INT:N&NC:.
a. 'everal models of personnel and engine heaters can be performance tested
using the heater test set (>'N -=%.+07%+00%3*. The test set (fig %.* may be
operated from a %1.+volt, 0.+@", single+phase, &C poer source or from a storage
battery poer source. The test set is e8uipped ith complete controls and
accessories for operating the heater under test. The test set incorporates a
cradle for mounting the heater being tested. >uel tank, fuel filter, and electric
fuel pump supply fuel to the heater. & voltmeter and ammeter measure the current
and voltage being supplied to the heater. &n air pressure gage measures the
combustion and ventilating air bloer output. & fuel flometer determines the rate
of fuel flo through the heater fuel control valve.
b. & circuit analy"er (fig %%* is one of the accessories of the neater test
stand. It can be used during all phases of operation to check heater electrical
circuits. The analy"er can be used ith the heater installed in the vehicle or
ith it mounted on the test set. Its voltage selector sitch makes the analy"er
adaptable for use ith 0+, %1+, and 1-+volt heater units. )aintenance men can
easily check the electrical circuits of a heater by properly connecting the circuit
analy"er and observing its indicator lights as they follo the checkout procedure.
c. Operator preventive maintenance is confined to the inspection of gages,
sitches, fuel lines and fittings, e!haust duct, air pressure lines, and electrical
iring cables and connections. Organi"ational maintenance is responsible for
periodic service and testing of the test set. Organi"ational preventive
maintenance checks and services are shon in figure %1.
O' .%., 9+6=
d. Testing of the test set is accomplished by organi"ational maintenance
personnel utili"ing the procedures listed belo, the schematic iring diagram (fig
%3*, and the troubleshooting chart (fig %-*. 'atisfactory completion of the
procedures insures proper operation of the vest set.
(%* 6lace all test set panel ON+O>> sitches in O>> positions.
(1* Connect the test set to a %1.+volt, &C, 0.+hert", poer supply.
>igure 0. Distributor tester.
O' .%., 9+6%.
>igure 7. 6reventive maintenance checks and services.
>igure 9. Troubleshooting.
(3* 6lace voltmeter INT+:LT sitch in INT position.
(-* 6lace ammeter IN+OUT sitch in IN position.
(4* 6lace CIRCUIT CR:&A:R in ON position.
(0* 6lace ;O$T&2: ':$:CTOR sitch in 0;, %1;, or 1-; position.
(7* 6lace CIRCUIT ':$:CTOR sitch in & position.
O' .%., 9+6%%
(9* 6lace &C+O>>+DC sitch in &C position.
(=* Check operation of voltage regulator for regulation from . to 3.
volts as indicated on ;O$T):T:R. 'et for 0+, %1+, or 1-+volt indication.
>igure =. Organi"ational responsibilities.
(%.* )ake sure test set fuel tank is empty or pipe plug is sealing fuel
outlet at left rear of test set top.
(%%* 6lace test set sitch & in @I position and then in $O position.
Test set fuel pump should operate hen sitch is in either position.
O' .%., 9+6%1
>igure %.. )odel @T+% heater test set.
(%1* Connect a Bumper ire from pin C of receptacle & to pin & of
receptacle &. Indicator light & should remain illuminated hen sitch & is in @I,
$O, and O>> positions.
(%3* Connect a Bumper ire from pin C of receptacle & to pin C of
receptacle &. Indicator light & should illuminate only hen sitch & is in @I or
$O position.
(%-* Connect a Bumper ire from pin C of receptacle & to pin D of
receptacle &. Indicator light & should illuminate only hen sitch & is in @I
position.
(%4* 6lace CIRCUIT ':$:CTOR sitch in C position.
(%0* 6lace test set sitch C in RUN position. >uel pump should operate
only hen sitch is in this position.
O' .%., 9+6%3
>igure %%. Circuit analy"er schematic iring diagram.
(%7* Connect a Bumper ire from pin C of receptacle & to pin & of
receptacle C. Indicator light & should illuminate only hen sitch C is in RUN
position.
(%9* Connect a Bumper ire from pin C of receptacle & to pin C of
receptacle C. Indicator light & should remain illuminated hen sitch C is in RUN,
'T&RT, and O>> positions.
(%=* Connect a Bumper ire from pin C of receptacle C to pin : of
receptacle C. Test set fuel pump should operate.
(1.* 6lace CIRCUIT ':$:CTOR sitch in C position.
(1%* 6lace test set sitch C in @I position and then in $O position.
>uel pump should operate hen sitch is in either position.
(11* Connect a Bumper ire from pin C of receptacle C to pin & of
receptacle C. Indicator light C should remain illuminated hen sitch C is in @I,
$O, and O>> positions.
(13* Connect a Bumper ire from pin C of receptacle C to pin C of
receptacle C. Indicator light C should illuminate only hen sitch C is in @I or
$O position.
(1-* Connect a Bumper ire from pin C of receptacle C to pin D of
receptacle C. Indicator light C should illuminate only hen sitch C is in @I
position.
O' .%., 9+6%-
>igure %1. Organi"ational preventive maintenance checks and services.
(14* 6lace CIRCUIT+':$:CTOR sitch in D position.
(10* 6lace test set RUN+O>>+'T&RT sitch D in 'T&RT position. >uel pump
should operate only hen sitch is in this position.
(17* Connect a Bumper ire from pin : of receptacle D to pin C of
receptacle D. Indicator light D should illuminate only hen RUN+O>>+'T&RT sitch D
is in 'T&RT. or RUN position and @I+$O sitch D is in @I position.
(19* Connect a Bumper ire from pin : of receptacle D to pin C of
receptacle D. Indicator light should illuminate only hen RUN+O>>+'T&RT sitch is
in 'T&RT position.
O' .%., 9+6%4
>igure %3. Test set schematic iring diagram.
O' .%., 9+6%0
>igure %-. Troubleshooting chart.
O' .%., 9+6%7
>igure %-. Troubleshooting chart (cont*.
(1=* Connect a Bumper ire from pin : of receptacle D to pin D of
receptacle D. Indicator light D should remain illuminated ith D sitches in any
position.
(3.* 6lace CIRCUIT ':$:CTOR sitch in : position.
(3%* 6lace sitch : in 'T&RT position. Connect a Bumper ire from pin 7
of tube socket in turn to pins % through 0. Indicator light : should illuminate
only hen pin 7 is connected to pin 3 or pin 4. Connect a 5umper ire from pin 3
or pin 4 of tube socket to 6O' test Back of >. Indicator light for circuit >
should illuminate.
(31* 6lace CIRCUIT ':$:CTOR sitch in > position.
(33* 6lace sitch > in ON position. >uel pump should operate.
(3-* 6lace CIRCUIT ':$:CTOR sitch in 2 position.
(34* Connect a Bumper ire from pin & of upper receptacle to pin & of
loer receptacle.
(30* 6lace cable test circuit selector sitch in & position. Indicator
light & should illuminate.
(37* Connect a Bumper ire from pin & to upper receptacle ground and
then to loer receptacle ground. Indicator light 2R should illuminate in both
instances.
(39* Repeat steps 34 and 30 for pins C and C, C and C, D and D, and :
and :.
e. Repairs are normally confined to replacement of the various ma5or
assemblies and components of the test set. It is not recommended that any attempt
be made to repair these assemblies or components. &ll components are readily
accessible ith the rear panels of the test set removed. Replacement of components
consists mainly of removing attaching hardare and disconnecting fuel lines,
pneumatic lines, or electrical connections. Tag ires hen disconnecting them to
facilitate proper connections hen the replacement component has been installed.
O' .%., 9+6%9
9. )U$TI):T:R )&INT:N&NC:.
a. )ultimeter T'+341 C/U (fig %4* is a multirange &C and DC volt+ohm+
milliammeter using a single moving coil, 4.+microampere meter of the D<&rsonval
type, ith appropriate scales marked to indicate &C and DC volts, DC current, and
resistance in ohms. The voltmeter circuit is essentially a meter ith series
multiplier resistors. The multiplier resistors are the same for &C and DC
measurements. @oever, since the meter is a DC milliammeter, the &C voltage input
must be rectified before being applied to the meter.. Dafer sitches are used in
the sitching circuits to control the functions and ranges of the multimeter. &ll
meter shunt resistors and some multiplier resistors are selected by the positioning
of the contacts in the sitching circuits. The sitching circuits also connect the
battery, or batteries, and appropriate shunt and series resistors into the
necessary circuit arrangements for resistance measurements in the different
ohmmeter ranges.
b. The daily and eekly maintenance duties assigned to the operator are
detailed in figure %0. Organi"ational preventive maintenance responsibilities are
detailed in figure %7. No special tools or test e8uipment other than those issued
ith the e8uipment are re8uired by the operators or organi"ational maintenance
personnel to accomplish their duties.
c. Dhen troubleshooting this e8uipment organi"ational maintenance personnel
perform all functions of the multimeter operation. They proceed ith the functions
until an abnormal condition or result is observed. Noting the abnormal condition
or result they refer to the troubleshooting chart (fig %9* and perform the checks
and corrective actions indicated. Dhen the corrective measures indicated do not
result in correction of the trouble, a higher maintenance category repair is
re8uired.
=. $OD ;O$T&2: CIRCUIT T:'T:R )&INT:N&NC:.
a. The $;CT test set (fig %=* is a self+contained, portable instrument,
used for checking and analy"ing lo voltage direct current electrical circuits.
The test set has four independent sections# voltmeter circuit, field rheostat
circuit, %/-+ohm load resistor circuit, and ammeter load bank circuit. Necessary
test leads and a separate e!ternal shunt assembly come ith the set and should be
stoed in the compartment provided hen not in use. 6ertinent publications are
stoed in a bracket provided in the cover.
b. Cefore and after+operation preventive maintenance services for the lo
voltage test set are listed in figure 1.. Operators should note minor defects
discovered during operation of the unit so that correction can be made as soon as
possible. 'ome deficiencies re8uire that operations be ceased to avoid e8uipment
damageJ therefore, all operators must be highly trained. Operators of the lo
voltage circuit tester have a limited troubleshooting responsibility. Dhen a+
malfunction occurs immediate steps should be taken to locate and correct the
problem. >igure 1% details the operator<s troubleshooting responsibility.
c. Organi"ational maintenance is provided repair parts, common tools, and
e8uipment necessary for replacement of those parts most likely to become orn,
broken, or otherise unserviceable. Deekly, monthly, and 8uarterly preventive
maintenance responsibilities are listed in figure 11. Close adherence to the
organi"ational maintenance troubleshooting procedures (fig 13* materially reduces
the time re8uired to locate the cause of malfunctions and restore the e8uipment to
a serviceable condition.
O' .%., 9+6%=
>igure %4. T'+341 C/U multimeter.
O' .%., 9+61.
>igure %0. Operator preventive maintenance.
%.. 'U))&RE. During this lesson you have learned the preventive
maintenance and troubleshooting responsibilities the men under your supervision
have ith respect to eight items of e8uipment used to keep motor vehicles in
operational conditions. Cy knoledgeable observation of their actions and the
results of their ork you can determine the readiness of your unit. Informed
supervision hich includes an ade8uate training program ill enhance your unit<s
competence and efficiency. &pplication of the knoledge you have obtained ill
help you meet your supervisory responsibilities.
O' .%., 9+61%
>igure %7. Organi"ational preventive maintenance.
O' .%., 9+611
>igure %9. Troubleshooting.
O' .%., 9+613
>igure %=. $o voltage circuit tester.
O' .%., 9+61-
>igure 1.. Operator<s preventive maintenance services.
O' .%., 9+614
>igure 1%. Operator troubleshooting.
O' .%., 9+610
>igure 11. Organi"ational preventive maintenance.
O' .%., 9+617
>igure 13. Troubleshooting (organi"ational*.
O' .%., 9+619
>igure 13. Continued.
O' .%., 9+61=
:L:RCI':
Note. + Refer to e!ercise instructions listed in lesson %.
%1%. Dhich armature test set circuit consists of a primary coil and a portion of
the iron of a transformerP
a. 2roler
b. &mmeter
c. Test lamp
%11. Dho checks for possible )DO<s applicable to the armature test setP
a. Operator/cre personnel
b. Organi"ational personnel
c. &dministrative personnel
%13. Dhich type of check is normally used hen troubleshooting the ignition timing
lightP
a. ;oltage
b. &mperage
c. Continuity
%1-. The battery of the magneto timing light should be replaced hen a periodic
check indicates its potential is less than
a. 3.= volts.
b. 4.= volts.
c. %%.= volts.
%14. Dhen troubleshooting the magneto timing light, the battery, sitch, and
transformer primaries are found to be OA. Dhich item should be checked ne!tP
a. ;ibrator
b. Capacitor
c. 2lo lamp
%10. Dhat speed (R6)* should be indicated hen making a top speed check on the
magneto test standP
a. %1.
b. --.
c. -,1..
%17. Dhen should the operator check the distributor tester sitches for positive
actionP
a. Cefore operation
b. During operation
c. &fter operation
%19. Dhich malfunction of the distributor tester may be corrected by the operatorP
a. Dork lamp fails to light
b. Tester chatters or vibrates under speed
c. :lectrical cable nipples do not insulate electrical clips properly
.' .%., 9+63.
%1=. @o is the vacuum pump of the distributor tester lubricatedP
a. Through a Ferk fitting accessible from back of stand
b. Through the vacuum hose ith pump running
c. Through oil filler pipe at side of test stand
%3.. Dhat is a purpose of the circuit analy"er accessory of the heater test standP
a. To check the electrical circuits of the heater test stand
b. To check the vehicle<s heater electrical system ith the heater removed
c. To check heater electrical circuits ith the heater installed in the
vehicle or on the test stand
%3%. Dhat type of indication does the operator observe hen using the circuit
analy"erP
a. $ight
b. &mmeter
c. ;oltmeter
%31. Dhich poer source can be used to operate the heater test standP
a. 1-;DC
b. %1. volts, -.. @", single phase
c. 11. volts, 0. @", three phase
%33. @o many functions can be selected by the T'+341 C/U multimeter function
selector sitchP
a. 1
b. -
c. 0
%3-. Dhich batteries need replacing hen the T' 341+ C/U multimeter cannot be "ero
ad5usted on the RL %.,... rangeP
a. %.4v
b. -.4v
c. 0v
%34. @o many independent circuits are there in the lo voltage circuit testerP
a. 1
b. 3
c. -
O' .%., 9+63%
C O R R E S P O N D E N C E C O U R S E
o f t h e
U S A R M Y O R D N A N C E
C E N T E R A N D S C H O O L
$:''ON &''I2N):NT
Ordnance 'ubcourse No .%. :lectrical 'ystem Component Repair
$esson = 'etup of >uel and :lectrical 'hop
;an
Credit @ours One
$esson Ob5ective &fter studying this lesson you ill
be able to#
%. Describe the field maintenance
automotive fuel and electrical
system shop sets.
1. Describe the differences beteen
shop van configurations.
Te!t &ttached )emorandum
)aterials Re8uired Response list and anser sheet
'uggestion None
&TT&C@:D ):)OR&NDU)
':CTION I. INTRODUCTION
%. '@O6 ':T'. To keep the &rmy heels moving shop sets ere devised to be
installed into mobile vans. The shop sets include the e8uipment and tools that you
have been e!posed to during this course of instruction. These tools and test
e8uipment have been classified into three categories in order to be properly issued
to a particular type of shop van. The categories are the basic set, No %
supplemental, and No 1 supplemental.
a. & complete fuel and electrical support shop re8uires the use of the
basic set and a supplemental set. The shop may be set up in semitrailer )%-0 or in
to shop vans ()%.= or )11.*. The No % supplemental set and basic set are used in
the semitrailerJ hen to vans are used, the basic set is installed in one and the
No 1 supplemental set in the other.
O' .%., =+6l
>ebruary %=74
b. The e8uipment or components that make up the shop sets are
alphabetically listed in supply catalogs (C$*. These catalogs are intended as
re8uisitioning and reference documents for use by using troops, depots, and supply
organi"ations. >or a complete inde! of D& supply catalogs and supply manuals, see
D& 6am 3%.+- and D& 6am 3%.+0.
c. 'C -=%.+=4+C$+&.% contains the items in the basic shop setJ 'C -=%.+=4+
C$+&04 contains the items in the No 1 supplemental set that are installed in an
)%.= or )11. shop vanJ and 'C -=%.+=4+C$+&0- contains the items in the No %
supplemental set that is installed in semitrailer )%-0 shop van along ith the
basic shop set.
d. Dithin each supply catalog the publications necessary for installation
are listed along ith e8uipment items. These publications are called technical
bulletins (TC*. They prescribe the instructions necessary for installation into
the shop vans and, because of the minor variations e!isting in the construction of
e8uipment and vehicles of different manufacturers, they can be used only as guides
for installation.
e. The TC<s of interest to the fuel and electric maintenance shop are TC =+
-=%.+337+3./%, TC ORD --+%9, and TC ORD ---+11. TC =+-=%.+337+3./% and TC ORD ---+
%9 cover instructions pertaining to the )%.= or )11. shop vans. TC ORD ---+11
covers the installation into the semitrailer )%-0.
':CTION II. ;&N &ND TR&I$:R $&EOUT'
1. )%.= ;&N. The shop van truck )%.= (fig % and 1* is basically e8uipped to
serve as a mobile shop. The body is insulated against heat and cold through double
panel construction ith insulating material beteen panels. The indos (fig 3*
are double gla"ed and e8uipped ith blackout panels. 'ide sash insect screens are
provided for all side indo openings. These indos can be opened ith blackout
panels in place to act as a sunshade or ith them in the stored position to allo
ma!imum daylight inside. The front or rear door indos cannot be opened.
>igure %. 1+%/1+ton, 0!0, shop van truck )%.= + right rear vie.
O' .%., =+61
>igure 1. 1+%/1+ton, 0!0, shop van truck )%.= + left front vie.
a. The shop van body is provided ith necessary electrical components to
permit the use of 1-+volt DC poer or %t4+volt &C poer to operate the dome lights
and e!haust bloer. 6oer is brought in from the entrance receptacle (fig -* hich
is located behind the folding ladder on the right front end of the van body.
(%* $ocated on the right side of the front panel on the inside of the
van are the poer controls (fig 4*. The poer sitch selects either the 1-+volt DC
battery system or the %%4+volt &C system. Dith the sitch in the U6 position it
selects %%4+volt &CJ in the DODN position it selects the 1-+volt DC.
(1* The circuit breaker (CC* No %, upper left+hand, controls %%4 volts
&C to the molding receptacle above the right panel indosJ CC No 1, upper right+
hand, controls &C to the molding receptacle on the left sideJ CC No 3, loer left+
hand, controls &C to the converterJ and CC No -, loer right+hand, controls &C to
the dome light sitch. The breakers provide overload protection. Dhen a circuit
is overloaded the breaker trips to the O>> position. &fter removal of the overload
cause the CC must be manually reset to the ON position.
(3* The dome light sitch is a three+position sitch. The center
position is O>>J loer ON position supplies %%4 volts &C to the dome lightsJ and
upper ON position supplies %%4 volts &C to the normal dome lights and blackout
lights. The normal lights are in series ith the %%4+volt rear door blackout
sitch, so hen the door is open only the blackout lights remain on.
(-* $ocated in the rear on the inside above the door are to toggle
sitches. These sitches control the 1-+volt dome lights. Dhen the blackout
sitch is ON, as the door opens the normal lights go out leaving only the black
lamps gloing. Dhen the blackout sitch is O>>, the other sitch controls the
interior lighting (fig 0&*.
O' .%., =+63
>igure 3. )%.= shop van indos,
(4* The &C to DC converter changes the %%4 volts &C to 1- volts DC to
operate the e!haust bloer. The sitch on the panel controls the selection of
vehicle battery poer or the e!ternal &C poer. &lso, the @I+$O position controls
the speed of the e!haust bloer motor.
b. >oldout % shos the interior of the )%.= shop van and covers the
installation of the basic set. The figure shos the four orkbenches and mounted
e8uipment.
c. >oldout 1 shos the interior of the )%.= shop van, ith the No 1
supplemental set installed in accordance ith TC ORD ---+%9. Note the single
orktable, generator test stand, and ignition magneto test stand on the storage
cabinet.
3. )%-0 ':)ITR&I$:R. The 0+ton, 1 heeled, shop van semitrailer )%-0 (fig 0C*
is designed to provide 8uarters for the field shop e8uipment. It is intended for
use on highays or cross country ith a 1+%/1+ton, 0!0, )-9 truck tractor or
e8uivalent as the toing vehicle.
O' .%., =+6-
>igure -. :ntrance receptacle, 1-+volt DC and %%4+volt &C.
>igure 4. &C to DC converter, dome light sitch, poer sitch, and circuit
breaker bo!.
O' .%., =+64
>igure 0&. 'hop van body rear interior panel.
a. The semitrailer has provisions for 1- volts DC and %%4 volts &C poer.
The receptacles are located on the center front and right front, respectively, of
the trailer. The van contains both 1-+volt and %%4+volt lighting systems ith
blackout capabilities.
b. The )%-0 has a curbside personnel door and to rear entrance doors. The
indos are of the same construction as the )%.= van ith blackout shades.
c. >oldout 3 shos the interior of the )%-0 semitrailer shop van, ith the
basic set and No % supplemental set installed in accordance ith TC ORD ---+11.
-. 2:N:R&TOR TR&I$:R'. :ach shop van re8uires %%4 volts to operateJ hoever,
the total poer re8uirement of each shop set is different. Therefore these
generator trailer configurations are used.
a. The basic set installed into the )%.=, as re8uired by TC =+-=%.+337+
3./%, utili"es one %+%/1+ton, 1+heeled, cargo trailer. >igure 7 shos the
e8uipment that is installed on the trailer. There are to generators# a %.AD to
supply %%4 volts &C and a 1AD to supply %1 volts DC+for charging batteries. There
is also a mi!ing tank for making electrolyte for batteries.
b. The No 1 supplemental set installed into the )%.=, as re8uired by TC ORD
---+%9, utili"es the 3+%/1+ton, )343, trailer chassis. This trailer carries the
0.AD generator to supply 3+phase voltage for operation of the generator test stand
and other components.
c. The No % supplemental and basic sets installed into the )%-0 semitrailer
shop van, as re8uired by TC ORD ---+11, utili"es a 1+%/1+ton, 1+heeled generator
trailer chassis )1..&%. >igure 9 shos the 0.AD 3+phase generator mounted on the
trailer chassis. The 1AD, %1+volt DC generator is mounted on the floor on the left
side at the rear of the semitrailer (foldout 3*.
O' .%., =+60
>igure 0C. )%-0 semitrailer shop van, 0+ton, 1+heeled, )%-0+right front vie.
O' .%., =+67
>igure 7. Trailer basic set + e8uipment installed in trailer.
>igure 9. 2enerator set mounted on trailer chassis.
O' .%., =+69
':CTION III. CONC$U'ION
4. 'U))&RE. In this lesson e covered the basic set, supplemental sets No % and
No 1, and general layout configurations ithin the shop vans. This information
ill be important to you in your supervisory capacity, especially hen you are
re8uired to set up a fuel and electrical section.
a. Eou have learned hat supply catalogs are applicable to your mission as
a fuel and electric supervisor.
b. Eou have learned that these supply catalogs are valuable tools for
re8uisitioning purposes and reference documents. They list the technical bulletins
necessary for shop van installation.
c. Eou have learned the main differences beteen the basic set and
supplemental sets No % and No 1. &lso presented ere the differences in trailers
and generators as re8uired by the various configurations.
:L:RCI':
Note. + Refer to the e!ercise directions in lesson %.
%30. Dhat D& 6amphlet lists a complete inde! of D& supply catalogsP
a. 3%.+3
b. 3%.+-
c. 3%.+4
%37. Dhich is a semitrailer shop vanP
a. )%.=
b. )11.
c. )%-0
%39. Dhat shop set re8uires the %.AD, %%4+volt, &C generatorP
a. Casic set
b. No % supplemental
c. No 1 supplemental
%3=. Dhat is contained in the )%-0 semitrailerP
a. No % and No 1 supplemental sets
b. No % supplemental and basic sets
c. No 1 supplemental and basic sets
%-.. Dhat technical bulletin covers the installation of tool sets into the )%-0
semitrailerP
a. TC =+-=%.+337+3./%
b. TC ORD --+%9
c. TC ORD ---+11
O' .%., =+6=
%-%. Under blackout conditions hat happens hen the rear door is openedP
a. Clackout lights come on
b. Dome lights go out
c. &ll lights go out
%-1. The %%4+volt, &C, poer receptacle on the )%-0 semitrailer shop van is
located on the
a. left front of the trailer.
b. right front of the trailer.
c. center front of the trailer.
%-3. The %+%/1+ton, 1+heeled cargo trailer is utili"ed ith hat shop setP
a. Casic set
b. No % supplemental
c. No 1 supplemental
%--. The 3+%/1+ton, )343, trailer chassis is utili"ed ith hat shop setP
a. Casic set
b. No % supplemental
c. No 1 supplemental
%-4. The 1+%/1+ton, 1+heeled, generator trailer chassis is utili"ed ith hat
shop setP
a. Casic
b. No % supplemental
c. No 1 supplemental
O' .%., =+6%.
:8uipment installed in shop+van.
>oldout %.
O' .%., =+6%%
Installation of ork table.
>oldout 1.
O' .%., =+6%3
:8uipment installed in shop+van semitrailer + front and right side vie.
:8uipment installed in shop+van semitrailer + front and left side vie.
>oldout 3.
O' .%., =+6%4
EXERCISE RESPONSE LIST
ORDNANCE SUBCOURSE 010
ELECTRICAL SYSTEM COMPONENT REPAIR
FEBRUARY 1975
DEPARTMENT OF ARMY WIDE TRAININ SUPPORT
US ARMY ORDNANCE CENTER AND SCHOOL
&N'D:R '@::T
a b c a b c a b c a b c a b c
%. %.- 4.% 430 -%. -37 413 333 9%. 1-4 -.4 -0. %1%. 014 3-0 4%4 %0%. -19 0%3 %%-
1. 113 047 4=0 -1. 3-= 03= 17- 91. 30. --. 01- %11. -9- 144 3== %01. 1.% 441 --3
3. -1% 3.= 1-3 -3. 177 3=- 0-7 93. 0.. 304 %11 %13. 1%7 0=9 -30 %03. 4.= 373 00.
-. 1-% -93 417 --. 43= -=0 0== 9-. 133 410 33= %1-. 33- 4.3 %3= %0-. %9. -9% 13.
4. 374 %00 0%1 -4. %%3 -.9 3=1 94. 404 191 17% %14. 4=3 399 1=% %04. 347 171 44-
0. 0=. %%. -17 -0. 411 3=7 1== 90. %74 09- -99 %10. %%% 04. 33% %00. 490 390 %7-
7. 401 1=. -1. -7. %=% 0-1 -%1 97. -3- %4. 474 %17. 033 141 -7= %07. 3-3 %4% 090
9. 03. %=7 -03 -9. 349 001 143 99. 04% 303 %4- %19. 1%0 -39 419 %09. %1. 4%= -=4
=. 07= %-3 00% -=. 4.. 37= -%0 9=. 114 -7- 071 %1=. -%% %=0 07% %0=. 010 1-0 3%-
%.. 4-7 094 3-1 4.. %%0 -=3 1.- =.. -.. %30 341 %3.. 409 %0= 3=9 %7.. -97 041 1.3
%%. 19= 479 13% 4%. %0- -%4 433 =%. 37% 430 1.1 %3%. 309 0=7 174 %7%. 194 -33 4-.
%1. 034 -.= 130 41. 01= %=4 41. =1. 4%3 100 --0 %31. %-- -07 040 %71. 0%9 %44 30%
%3. -1= 3=0 030 43. 3%% 4.4 -=9 =3. %.0 04- 4-3 %33. -70 4.1 %13 %73. -73 049 1-=
%-. %.3 %%1 41= 4-. %07 13= 313 =-. 0-- 101 -4- %3-. 0.1 149 -4. %7-. 1%% 400 -9=
%4. %%= 330 %79 44. 3.- --1 117 =4. 397 4%9 %9% %34. 11= 3.3 4=9 %74. %91 34% 09%
%0. 4%. 170 -41 40. 03% 34. 4=. =0. %4= 37- 0.4 %30. %09 --% 3.4 %70. 3.9 -00 499
%7. 130 391 41- 47. 077 1.0 -14 =7. 447 %17 331 %37. -71 09. %14 %77. 439 104 %.4
%9. %.% -=. 301 49. 39= -.1 %-7 =9. -%. 0%= 1%1 %39. 34= %47 470 %79. --4 %97 0-0
%=. 41% 3=% 30= 4=. 3%0 039 -.3 ==. 1-7 -4% 497 %3=. 43- 39. 1-- %7=. %43 4-1 3%1
1.. 019 379 -10 0.. %=- 443 109 %... 319 44% %90 %-.. 074 11% -.% %9.. 13- 044 -49
1%. -90 %1- 491 0%. 3=3 47. -77 %.%. %== 3.% 0%- %-%. 197 49= 0.0 %9%. 07. 193 44.
11. 4-% -=1 1-1 01. 19- 307 %.= %.1. 0=3 %3% -4= %-1. 34- 0=4 %9= %91. 3.1 -3. %-9
13. 310 %33 4=7 03. 1.7 4-4 0-9 %.3. -3% 0.7 14. %-3. 0-% 1=7 -== %93. 47- 3%7 1-.
1-. 1=3 -94 037 0-. -11 %39 4.9 %.-. 19% -9. 4%1 %--. %03 4=9 390 %9-. %04 3-4 40-
14. 1-0 33. 199 04. 0%4 4.- -%7 %.4. 40% 190 3%9 %-4. 40- 311 147 %94. 314 003 10%
10. %41 1=4 -13 00. %-4 -.7 1%9 %.0. %%4 4.7 139 %-0. 110 --= 4%- %90. 011 %70 -40
17. 1=0 4=% 0-3 07. 49. 1.4 370 %.7. 0.% 111 -%= %-7. -%9 %3. 0.= %97. 4=1 10= 0%0
19. 473 3=. -31 09. 01% %77 0.3 %.9. -%- %=. 00= %-9. 4.0 3=4 %=0 %99. 1.9 4%7 317
1=. 437 1%3 140 0=. -09 00= 31. %.=. 340 0%% %71 %-=. 1=- 0.- -.0 %9=. 494 -%3 %.7
3.. %=1 10- %%7 7.. %3- -=7 0=- %%.. 097 -3= 31= %4.. -1- %49 343 %=.. 377 073 %31
3%. 49% -7% 3-% 7%. 394 --9 %7. %%%. %-. 39% 40= %4%. 0-0 1%= 4-9 %=%. %34 3%= -0%
31. 17= 0%7 31- 71. 1.. 444 3.7 %%1. 39- 007 %=3 %41. %19 493 14- %=1. 093 %94 37.
33. 0=% 477 1=1 73. 07- %9- 4%0 %%3. 0%. %%9 440 %43. 31% -43 070 %=3. -=- 14% 414
3-. 14= 07= 1=9 7-. 407 10. 091 %%-. %-= --7 1.= %4-. %7% 30- 01. %=-. 4-- -0= 131
34. 3-7 471 %1= 74. 119 0.9 %0% %%4. -01 334 013 %44. 043 137 -0- %=4. 107 43. 0-=
30. %40 4=- 179 70. 371 %-% 0=0 %%0. 339 000 -.- %40. -34 0=1 %-0 %=0. 009 103 -44
37. %7= 403 -=% 77. 4-= 004 1%. %%7. %.9 11- 3.. %47. 40. %.1 337 %=7. 3%4 %0. 031
39. -04 40- %99 79. --- 11. 3%3 %%9. 4== 00- %-1 %49. 3%. 431 17. %=9. %37 4%% 3-.
3=. 1%4 03- -91 7=. 099 44= %73 %%=. 3.0 %1% 0-. %4=. 1%- -74 47% %==. 409 393 19.
-.. -47 017 340 9.. %.. 3-- 43% %1.. %93 -7. 173 %0.. 079 %01 3-9 1... -79 09= %10
R:'6ON': R:'6ON':T
NU)C:R
%.. 6ara -d
%.% 6ara 3d
%.1 6ara 3c(%*
%.3 6ara %.d
%.- >igure 33, 3-, and 30
%.0 6ara 0c
%.9 CORR:CT. Remember Ohm s la and you can easily figure out DC
meter circuits.
%.= 6ara 4a(-*(a*
%%. CORR:CT. The resistance of a reversed biased diode approaches
an open circuit.
%%% 6ara 4b
%%1 6ara %.d
%%3 >igure %4
%%4 >igure %
%%0 6ara 3c
%%7 6ara %9h(1*
%%9 CORR:CT. This action ill put all ne grease in the system.
%%= 6ara %.d(-*
%1% 6ara 7f
%11 CORR:CT. Dhen bench tested all e!ternal components to the
regulator circuit board have been checked. If under operating
conditions it does not regulate, then the regulator circuit board
has to be bad.
%13 CORR:CT. The function selector sitch adapts the meter circuits to
several types of measurement.
%1- CORR:CT. & lo ohm reading beteen a slipring and the shaft
indicates a grounded field inding.
%14 CORR:CT. The )%-0 is a semitrailer shop van.
%17 6ara 9e(%*
%1= 6ara 1f
TIf your response is not listed CORR:CT, refer to the indicated paragraph
or figure for the right anser.
%
%3% 6ara %%a(%*
%33 CORR:CT. Due to the lo resistance of the stator inding a check
can be done, but it ill have no practical value since all the coils
are connected in series.
%3- 6ara 0d(4*
%30 CORR:CT. The drive assembly is located on the armature splined end.
%39 CORR:CT. The rectifiers may be damaged if the output voltage
e!ceeds 31 volts.
%3= 6ara -d
%-. CORR:CT. The last operator of the test stand should have checked
the gearcase oil level. @e may be in the process of correcting
the situationJ if not, he has ignored the preventive maintenance
task.
%-% CORR:CT. The reverse current relay disconnects the battery circuit.
%-1 CORR:CT. The total resistance of 4.,... ohms ill allo a current
flo of 4. microamperes hen 1.4;DC is applied.
%-3 CORR:CT. The three+phase &C generator has phase voltages that are
%1.. apart in time.
%-- CORR:CT. DC poer or %1. volts, 0. @", single+phase poer may be
used.
%-4 6ara 4b(3*
%-7 CORR:CT. If the diameter of the generator pulley is the same as the
drive pulley, then the R6) of the test stand ill be the R6) of the
generator.
%-= Restudy figure 4, the lubrication chart.
%4. CORR:CT. )ost starter motors are series ound.
%41 6ara %3
%4- 6ara -d(1*
%40 6ara 1h
%47 6ara -a
%4= CORR:CT. Crushes are only cleaned ith a dry cloth.
%0% 6ara 1c
%03 6ara -b
%0- 6ara 3c(1*
%00 6ara 3c
%07 CORR:CT. The spline adapter mates the coupling shaft to the
generator.
1
%09 6ara %b
%0= 6ara 7b
%7. CORR:CT. The purpose of a regulator is to limit the generator
voltage to a safe value.
%71 CORR:CT. The other components are in the high voltage compartment
and the main circuit breaker must be turned O>> hen orking in that
area.
%73 6ara 3e
%74 6ara 1d
%77 6ara 0c(%*
%79 6ara %.d(-*
%7= CORR:CT. @igher temperatures cause e!pansion of the electrolyte
and ill therefore loer the hydrometer reading.
%9% 6ara 0d
%93 6ara 9d
%9- CORR:CT. If the generator speed increases the output voltage
ill alsoJ so, to reduce the voltage, the field voltage hich
controls the field current must be reduced to protect the
generator.
%90 6ara =b
%99 6ara 1a
%9= 6ara 3a
%=. >igure %
%=% 6ara 1a
%=1 6ara %9h(1*
%=3 CORR:CT. This ill release grease pressure on the bearings.
%=- 6ara -c(3*(b* -
%=4 6ara -c(%*(a*
%=7 6ara 4f
%=9 CORR:CT. &ll other moving parts are lifetime lubricated.
%== 6ara %%
1.. 6ara 1
1.1 6ara 4b
1.- CORR:CT. >or the varidrive unit to remain operating, there must
be airflo to actuate the flo sensing sitch.
1.4 6ara 0a
3
1.0 6ara -c(3*(a* 4
1.7 6ara 4a(4*
1.= CORR:CT. The oil is changed annually.
1%. 6ara 3a
1%1 6ara 9e(1*
1%3 6ara %7f
1%4 6ara -b
1%0 >igure 9
1%7 6ara 3c
1%9 CORR:CT. Dith the regulator in the system the output voltage
should remain constant
11. 6ara 3a(%*
11% 6ara %e
111 CORR:CT. This is one of the eekly preventive maintenance
checks.
113 6ara 1b
11- 6ara 7c
114 6ara -c
117 6ara -c(3*(a*
119 CORR:CT. The first type of regulator as a voltage sensitive
relay.
11= 6ara =a
13% 6ara =a
133 CORR:CT. This is another check of the load relay or line sitch.
B% is the positive lead of the variable poer supply.
134 CORR:CT. The e!citer magnetic field is controlled by the
regulator.
130 6ara %b
139 >igure %
13= 6ara -c(1*(a*
1-% 6ara 1f
1-1 6ara -a
1-3 6ara 1g
1-- 6ara %a
1-4 6ara -c
-
1-7 6ara 9e(-*
1-9 6ara 0
14. CORR:CT. The parameters measured during the 'T&$$ TORMU: test
are the tor8ue and current.
141 Take another look at figure 7.
143 CORR:CT. To preclude damage the sitches and controls have preset
positions.
144 CORR:CT. This check should be made monthly.
140 6ara %7f
147 6ara -c
149 CORR:CT. Those batteries provide the potential for ohms
measurement on the R L %.,... scale.
14= 6ara 1e
10. 6ara 1b(3*
101 6ara 0c(%*
10- CORR:CT. Dith a tension of %. ounces the spring<s length should
be % inch.
100 CORR:CT. The pinion housing assembly is the first to be removed
during disassembly.
109 6ara -c(3*(b* -
17% CORR:CT. If the regulator is operational the output voltage should
remain stable no matter hat load is appliedJ otherise it is not
operational.
173 6ara 9d
17- 6ara 7e
174 Take another look at figure %%
170 6ara %a(-*
177 6ara =b
179 6ara 1h
17= CORR:CT. They must be connected in series to provide 0;, %1;,
and 1-; outputs.
19% 6ara %%a(1*(b*
191 6ara 4d(1*(b*
19- 6ara 4a(-*(a*
190 CORR:CT. During assembly the brushes and their holder are installed
in the frame assembly first.
197 6ara 1a(3*
4
199 CORR:CT. The serviceable diode ill indicate a lo resistance
reading hen forard biased and a high resistance reading hen
reversed biased.
19= CORR:CT. The e!citer coil is located in the rotor.
1=. 6ara 9d
1=% 6ara -e
1=1 Refer to the tabulated data in figure -.
1=3 6ara 4
1=4 6ara %3
1=0 6ara %0b
1=7 6ara -a
1=9 CORR:CT. The DC voltmeter circuit selector is a four+position
sitch.
1== CORR:CT. In preparation for any tests using meters their
mechanical "eros should alays be checked.
3.. 6ara 7c
3.% CORR:CT. The minimum time beteen cranking cycles is 1 minutes.
3.3 6ara =a
3.- 6ara -c(3*(a*
3.4 6ara %b
3.0 6ara 7f
3.7 6ara 1
3.= 6ara 1g
3%% 6ara -c(%*(d*
3%3 6ara 3a(%*
3%0 CORR:CT. The e8uation is R6) UUT (0,... ! -* R DJ accordingly,
9,... R6) Q (0,... ! -* R 3.
3%9 6ara %.f
31. 6ara 7f
311 CORR:CT. The 1+%/1+ton, 1+heeled, generator trailer carries the
generator for the No % supplemental set.
313 6ara -c(1*(a*
31- 'tudy figure 3 to determine the correct anser.
310 6ara 4
319 CORR:CT. 'core marks and nicks on the spline are repaired using
a fine stone.
0
31= >igure %
33. 6ara 0
33% CORR:CT. Top speed decreases as the drive belt ears.
331 CORR:CT. Continuity beteen the core and commutator riser bar
is checked for armature grounds.
333 CORR:CT. These circuits are used hen checking vibrator+type
regulators and to check the carbon pile of generator (alternator*
regulators.
33- CORR:CT. Replacement ill prevent a failure during normal use.
334 CORR:CT. Regular cleaning and service prolongs battery life.
330 CORR:CT. The "ener is a reversed biased diode. Dhen the sensing
voltage e!ceeds %1 volts then ma!imum current ill flo and turn
the transistor ON.
339 CORR:CT. This identifies the change of electrolytic solution.
33= 6ara 4d(3*
3-% Take another look at figures % and 1.
3-1 6ara =b(-*
3-- 6ara -d
3-0 6ara 1b
3-7 6ara 1f
3-= 6ara 7e
34. 6ara -c(3*(a* 1
341 6ara 4a(1*
34- 6ara 3a
344 >igure 1
340 6ara -i
349 6ara 1c
34= CORR:CT. The basic set re8uires the %.AD &C generator.
30. 6ara 4a
301 CORR:CT. &n ammeter is alays connected in series ith the load.
303 6ara -d(1*
7
304 6ara 4c(1*
307 CORR:CT. The field current is reduced first if the load is
decreased, for decreasing the load has a tendency to increase
the. voltage.
309 CORR:CT. Red, yello, green, hite, amber, and blue indicators
are used.
30= 6ara 3c(1*
37% CORR:CT. The solenoid relay makes control possible from a remote
point.
371 6ara 1d(1*
37- 6ara 7c
374 CORR:CT. The "ener diode is designed to operate at the reverse
breakdon voltage. This enables it to provide a constant voltage
drop over a ide current range.
370 CORR:CT. The %..+ampere alternator is a three+phase generator.
379 6ara 3e
37= CORR:CT. If the poer lamp is $IT an interlock sitch has to be
open.
39. CORR:CT. The )%-0 semitrailer houses the No % supplemental and
basic sets.
39% 6ara 3a and 3b and fig %
391 CORR:CT. The rectifiers, sliprings, and brushes are e!posed hen the
drive end housing is removed.
39- Consult figure 4, the lubrication chart.
394 6ara %b
390 CORR:CT. The 3+%/1+ton, )343, trailer chassis carries the generator
for the No 1 supplemental set.
397 6ara 0d
399 6ara -e
39= 6ara -c(3*(b* 3
3=. 6ara %7f
3=% 6ara 3c
3=1 CORR:CT. The DC ammeter load and start selector should be set at
4..& and the DC ammeter field and battery selector should be set at
%4&.
3=3 6ara 4a
3=- 6ara =b
3=0 6ara %.C and fig 3=
9
3=7 6ara 1a
3=9 CORR:CT. The analy"er is adaptable for use ith 0;, %1;, and 1-;
units.
3== 6ara 1g
-.. 6ara 4a(1*
-.% CORR:CT. TC ORD ---+11 covers the installation of the No %
supplemental set into the )%-0 semitrailer.
-.1 6ara -c(3*(b* 3
-.3 6ara -c(3*(b* 3
-.- 6ara 0f
-.4 CORR:CT. The reverse polarity diode prevents the line sitch relay
from closing hen the rong polarity is applied.
-.7 6ara 4b(3*
-.9 >ig %4
-.= 6ara %.b
-%. CORR:CT. To inspect the armature for shorts a groler and steel
strip are used.
-%% 6ara 0c
-%1 6ara 1a
-%- >ig %
-%4 CORR:CT. The 'T&RT button should not be held don more than 3.
seconds.
-%0 6ara 3b
-%7 6ara 4b(3*
-%= >ig %
-1. CORR:CT. The voltage (:* across a load resistance (R* is e8ual to
the current (I* multiplied by the resistance (R* or : Q IR. The
amount of current to the load is controlled by the rectifying diode,
so a voltage ill be developed across the load only hen the diode is
forard biased and ma!imum current is alloed to flo.
-1% CORR:CT. The current (I* is e8ual to the voltage (:* divided by the
resistance (R*. I Q :/R, so I Q % volt/%... Q ...% ampere or
% milliampere.
-11 6ara 4a(-*(a*
-13 CORR:CT. To avoid bearing damage force should be applied to the
outer race.
-14 6ara -c(3*(a* 4
=
-10 CORR:CT. The battery is the load in the generator system, so to
increase the amount of load the variable load is connected in
parallel.
-17 6ara 9c
-1= CORR:CT. If the transistor is forard biased it is said to be ON,
thus e!hibiting a resistance approaching a short circuit. No
voltage can be developed across a short circuit.
-3% 6ara %%a(1*(i*
-31 CORR:CT. Then clean ith compressed air.
-3- 6ara 1i
-30 CORR:CT. This is the most efficient means of troubleshooting the
ignition timing light.
-37 6ara -k
-39 CORR:CT. This can be corrected by loosening the distributor
clamp and centering the distributor shaft.
-3= >ig %
--. CORR:CT. Eou are checking the reverse polarity diode.
--% CORR:CT. D& 6am 3%.+- lists a complete inde! of D& supply catalogs.
--1 CORR:CT. The pulley output shaft couples beteen the driving head and
pulley.
--- CORR:CT. The contact scre ad5usts the pressure against the pile,
thereby setting the minimum resistance of the carbon pile.
--0 6ara 0a
--7 Restudy figure 4, the lubrication chart.
--9 6ara %b
-4. >ig %9
-4% 6ara 9e(-*
-41 CORR:CT. The internal regulator voltage ad5ustment is under the pipe
plug on the front housing.
-4- CORR:CT. To free the yoke cover the yoke pin in the pivot Boint
must be removed.
-47 CORR:CT. This is one of three field sitches.
-4= 6ara %%a(%*
-0. 6ara -c
-01 6ara 0a(%*
-03 CORR:CT. & stator assembly is loops of ire in a frame surrounding
the rotor.
%.
-04 CORR:CT. To assure the accuracy of the monitors they are compared
ith certified standards.
-07 6ara 7a and fig %3
-09 6ara 7f
-7. CORR:CT. Rotating the control clockise increases the charging
potential applied to the batteries.
-7% CORR:CT. The poer service entrance is located at the loer left
front of the test stand.
-71 6ara %a
-7- CORR:CT. The shifter lever is a part of the over+running clutch
drive system.
-70 >ig %4
-77 CORR:CT. The Bumper ires complete the field circuit in the rotor.
-7= Take another look at figure 7.
-9. CORR:CT. To prevent body in5ury, the yoke shifting lever is blocked
in the operating position during 'T&$$ TORMU: tests.
-91 CORR:CT. The relay lamp sitch. is a three+position toggle sitch
selects the proper circuit for the relay closure indicator lamp.
-93 CORR:CT. : Q IR Q 1 amperes ! 0 ohms Q %1 volts.
-9- 6ara 1g
-94 6ara 4
-90 6ara -b
-99 CORR:CT. The current floing through a ire creates a magnetic field
around it and ill cause a force on the ire if the ire itself is in
a magnetic field.
-=. 6ara 3c
-=% Consult figure 11 to determine the effects of temperature on specific
gravity.
-=1 6ara -a
-=3 6ara 3c
-=0 CORR:CT. This circuit looks very compact on the electrical iring
diagram, but remember the meter and generator are idely separated
on the test stand.
-=7 6ara 0d(4*
-=9 CORR:CT. The mounting flange adapter connects beteen the pivot
arm and generator.
-== 6ara -a
4.. 6ara 3b
%%
4.% CORR:CT. The multioutput &C charging system has a full ave
rectified DC output.
4.1 >ig %4
4.3 6ara -d
4.- 6ara 4b(3*
4.4 6ara -c(%*(d*
4.7 CORR:CT. This is one of the DURIN2 O6:R&TION preventive maintenance
checks.
4.9 6ara 4a(-*(a*
4%. 6ara %a(-*
4%1 6ara %%a(1*(b*
4%3 6ara 0a
4%4 6ara 1b
4%0 6ara 1a
4%9 CORR:CT. During disassembly the intermediate housing is removed
before the armature is freed.
41. 6ara -c(%*(a*
41% CORR:CT. ;oltmeters offer a very high resistanceJ normally,
around 1.,... ohms per volt.
411 6ara 1a
413 6ara -k
41- 6ara %b
410 6ara 4d(3*
417 6ara 1f
419 >ig 9
41= CORR:CT. If the transistor is reverse biased it is said to be O>>,
thus e!hibiting a resistance approaching an open circuit and alloing
ma!imum voltage to be developed across it. The voltage causes
current to flo in the 'CR gate circuit turning it ON and alloing
ma!imum current to flo in the field coil.
43% CORR:CT. Dhen the ignition is turned O>> the line sitch relay
deenergi"es. The inductance of the relay coil generates a high
voltage transient due to the collapse of the magnetic field. This
voltage is bypassed by the diode.
433 6ara 3c(1*
43- 6ara %a
434 6ara 4b
%1
430 >ig 33, 3-, and 30
437 CORR:CT. &fter polishing the sliprings they are cleaned ith
compressed air.
43= Take another look at figure %-
4-% CORR:CT. & high resistance beteen the sliprings indicates an open
field inding.
4-3 CORR:CT. The yoke cover contains the pivot Boint for the shift lever.
4-4 6ara 4a(4*
4-0 6ara -c
4-7 6ara =b(-*
4-= 6ara 3a
44% 6ara =b
443 CORR:CT. Once the R6) has been determined the tachometer is sitched
to the C&$ 6U$$:E position so the ad5ustment can be made.
444 CORR:CT. The field voltage is the best ay to control the generator
voltage output.
440 This ould be a aste of lubricant. Consult figure 4, the
lubrication chart.
447 6ara 9e(%*
449 6ara 7b
44= CORR:CT. The capacitor assembly is for suppressing radio
interference generated by the ignition system.
40% 6ara %.f
401 6ara 9d
403 Consult figure 11 to determine the effects of temperature on
specific gravity
404 6ara 4d(1*(b*
407 CORR:CT. The basic regulator principle is a sitching action.
40= 6ara 3a and 3b and fig %
47. 6ara 4a
471 CORR:CT. The tachometer reads drive head speed directly hen in the
direct position, but it must be calibrated according to formula hen
a pulley driven generator is being tested.
473 6ara %7f
474 6ara 1i
470 6ara -a
%3
477 CORR:CT. The running speed of the varidrive motor is a constant
%,9.. R6).
479 6ara =a
47= 6ara 7a
49. 6ara 0a
49% >ig % and 1
491 6ara -b
49- 6ara 1a
497 CORR:CT. Concentricity is a check of roundness and is measured ith
a lathe and dial indicator.
49= CORR:CT. Under blackout conditions the dome lights go out hen the
door is opened.
4=. CORR:CT. The chain vise is poerful and should never be clamped
over thin shell housing.
4=% CORR:CT. The special tool is used to protect the intermediate seal.
4=3 CORR:CT. &n audio tone ill indicate hen this item is operational.
4=- CORR:CT. Dhen not in use the &C voltmeter circuit selector should
be set to the O>> position.
4=4 CORR:CT. The electric current is measured in amperes.
4=0 6ara -b
4=7 6ara 4
4=9 CORR:CT. There are four independent sections# voltmeter circuit,
field rheostat circuit, %/-+ohm load resistor circuit, and load bank
circuit.
4== 6ara 7d
0.. 6ara 4c(1*
0.% >ig %
0.1 >ig %9
0.3 6ara 0c(%*
0.- 6ara 0c(%*
0.4 6ara 7c
0.0 6ara 1a(3*
0.7 6ara %%a(1*(i*
0.9 6ara 1c
0%. Consult figure 4, the lubrication chart.
%-
0%% >igure 1
0%1 6ara 3c
0%- 6ara %%
0%4 CORR:CT. In the 0.+ampere system the field current should not e!ceed
% ampere of current.
0%7 'tudy figure 3 to determine the correct anser.
0%= 6ara 9e(1*
01% CORR:CT. The %..+ampere regulator is a solid+state device.
013 6ara 0a(%*
01- 6ara 4a
014 CORR:CT. 6ositioning the armature under test completes this magnetic
circuit.
017 6ara -i
019 6ara 3e
01= CORR:CT. The pivot arm and mounting brackets are left mounted to the
test stand after a test.
03. 6ara 4f
03% 6ara -c(3*(a* 1
033 CORR:CT. )eter, cables, and leads are also checked at this time.
03- 6ara -b
034 6ara %.b
030 6ara %.c and fig 3=
037 CORR:CT. 'ince the DE: (GEG* configuration makes one common
connection beteen the stator coils, it can be checked for an open
circuit.
039 6ara -c(3*(b* 3
03= CORR:CT. This sitch is used hen checking alternator dropoff
voltage.
0-. CORR:CT. The meter shunt keeps most of the current to be
measured from floing through the meter movement.
0-% CORR:CT. The %+%/1+ton, 1+heeled, cargo trailer carries the generator
for the basic set.
0-1 CORR:CT. The "ero ad5ustment is located belo the lens in the middle
of the meter.
0-3 6ara %0b
%4
0-- 6ara 0c(%*
0-7 CORR:CT. The ;+belt assumes a smaller diameter on the driven shaft
as a larger diameter is assumed on the drive shaft.
0-9 CORR:CT. Dith no output voltage or current the rotor field circuit
is most likely open.
04. 6ara 4b
04% CORR:CT. The over+running clutch drive pinion is activated before
the armature rotates.
04- 6ara 0c
040 6ara 7a and fig %3
047 6ara 1b
04= CORR:CT. The gearcase level should be checked before and after
test stand operation.
00% 6ara 7a
001 6ara 1c
00- 6ara 7d
004 CORR:CT. The pile is made of strips of carbon placed on top of
each otherJ the greater the pressure + the closer they are together,
thereby having less resistance.
000 6ara 0f
007 Consult figure 4, the lubrication chart.
00= CORR:CT. The $O&D R:$&E test is done ith the variable DC poer
supply on the test stand.
07% 6ara 0c
071 6ara -c
07- 6ara 1a
074 6ara %e
077 CORR:CT. To regulate the belt tension, the mounting bracket
is ad5usted.
07= 6ara 1e
09. 6ara %a
091 6ara 1b(3*
09- 6ara 1d
094 CORR:CT. The number of north and south poles on the rotor determines
the fre8uency. Cy dividing the total number of poles by to e find
the effective number of bar magnets, hich ill be the actual number
of cycles developed during a single revolution.
%0
097 CORR:CT. The operator in his before+operation preventive maintenance
checks ill usually be the one to discover the problem and is
authori"ed to replace the antistatic coating.
099 6ara 3e
0=. 6ara 9c
0=% >ig -
0=3 CORR:CT. The parameters measured during the NO $O&D test are
the R6) and current.
0=- CORR:CT. The proper field current for the %..+ampere system is
beteen = and %1 amperes.
0=4 CORR:CT. The &C poer receptacle on the )%-0 van is located on the
right front of the trailer.
0=0 6ara 1d(1*
0=7 >ig %%
0=9 6ara 3c
0== >ig %-
%7