General, Generator, Alternator, Regulator Index 14-Deseription 1 Beserition 1.3-Techneal data 414-Maintenance Generator, Altemator, Regulator 24-Operation 151 “DC generator 221. Alternator 22-List of generatosfaltemators and roguators tot Generatorsirequitors 214 Altematorstegulators 23-Teatng instructions (nstalled) 41" Generator 21 AlternatorDescription E 1.1 The operating voltage of Volkswagen vehicles is 12 volts, We have described all electrical components in other sections of the manual. These will rll you in detail what the purpose of each is and how they work Listed below is a short description of oniy the main points. They should help you to understand the wiring diagram and when troubleshooting any of the electrical systems Generators Eneray for tne electrical equipment and for the battery in the vehicle is supplied by a Direct Curent (OC) generator. The generator is driven by the engine via pulleys and a "V" belt. ‘The regulator of the DC generator consisis of the cut-out relay and the voltage regulator. The ‘cut-out relay connects the generator to the electrical system only at a certain engine speed (cut-in Speed). When the generator voltage drops below the available battery voltage the cut-out relay Contacts open, thus preventing the battery current from flowing back to the generator. The voliage regulator Keeps the generator output constant and prevents it from overloading the elecivical system. Starter All VW staners are of the series-wound, over-running, clutch type. These staners have an output of .7 hp oF 8 hp for vehicles equipped with automatic transmission or automatic stick shift. Two fypes of starters have been installed. One type is supported by a bushing in the drive end plate and the other by a bushing located in the Wvansmission housing, Battery ‘The lead-acid battery stores electrical eneray produced by the generator. Each of the battery has a set of positive lead oxide plates and negative lead plates. The electrolyte has a specific gravity ‘of 1.285, All cells are in @ container of ecid-proof material and connected in series. The terminal post of the positive pole has @ largar diameter than the negative pole. The terminal posts are also marked + and — Lights The headlights are sealed beams with dual filaments. With the headlights on, pulling the turn signal lever toward the steering wheel raises or lowers the beams by means of a dimmer relay. ‘The rear lights consist of brake light, turn signal light, tail light and license plate light. Back-up lights are mounted on the Bumper or incorporated in the tail ight assembly. ‘The interior light can be turned on or off manually or by @ door contact switch when 0 vehicle door is opened. ‘The tum signal switch is on the steering column. The warning lights, with the exception of the ‘emergency flasher warning light, are located in the speedometer on Type 1 vehicles and in the fuel gauge on Types 2 and 3 vehicles. Windshield wipers and washers ‘The two speed windshield wiper motor, along with its linkage is mounted on a common frame ‘The wiper blades automatically return 10 the parked position when the wiper motor is turned off. ‘The washer bution is contained in the wiper switch. The washer fluid container is secured either to the spare wheel or to the front apron. Instruments ‘The speedometer is driven by the left front wheel by a flexible cable From August 1968, all warning light lenses in the speedometer or the fuel gauge are marked with symbole. ‘The electric fuel gauge consists of @ dash mounted indicating unit and a sending unit in the fue! tank reyDescription E 1.2 How to read electrical wiring diagrams Volkswagen electrical wiring diagrams are schematic views of the electrical systems and thet Components, Outlines of the main components oe included to help you to find thir approximate position in the ear ‘To further help inthe tracing of circuits, ail cables in the diagrams appear in the same coloring as Bucause more electrical components were added through the years, we have started to tlectical eveuits on two or more pages beginning with the 1870 model year. Make sure t Siagram you are using applies to your needs, {nthe diagram you wil ind Tesminal or Connector Numbers. These numbers correspond wi Fumbers that are right nen to most connectors on electeal components, ike esitches, relays & This numbering system is used on most Eurozean cas. Listed below are the most commonly used ‘Terminal Numbers af their Tovation Terminal No. Location B+ 0 col, input from ignition watch 81 fn turn signal bulbs {4 focations) and front parking lights D+ fon relay and generator oF fon relay and generator 1 ‘on coll output to primary distributor toad 4 fn coll high tension ontputanvd on distbutor high tnsion lesd 18 ‘eal input fom ignition sich, 3 fon starer solenoid. input rom battery, ignition starter switch, light switch, ‘immer relay, and twin horn relay 31 ‘round ab Mindshild wiper switch and motor 0 ‘on both terminal of starter solenoid ~ ignition stator switch 54 ‘on stoplight bulbs, steering ignition switch and windshield wiper switch Sed windshield wiper swith and motor 56 Tight switch and imme relay 56a dimmer rola. headlight low beam 58 headlight high bear 58 fr tailight bulb, light switeh and front parking lights 580 Fight swt 25,86, 87 — twin how relay “Tho small numbers in the wiring runs indieute the witing gauge in mm* (circular mis). as How to reed electrical wiring disgrams = 1-1Technical Data E 1.3 Technical date 1-1Maintenance “The following lubrication. diagnosis or maintenance operations should be carried ful in accordance with {and diagnosis instructions: 1 -cheek operation ofthe following: = Windshield wiper and washer systoms It Heagtights W- Battery += Headlights and high beam warning light 2 Parking lights anc parking light we"ning Hight 3 ~ Tail ights 4 Stop lights 5~ License plate tight 6 ~ Backup lights 7 Emergency flasher lights and emargency flasner watning light 8 —Intenot ight 9 Side marker lights 10~ Turn signals ane warning ight. 11 Instrument panel lights, 12-Horn. 13- Oil pressure warning light 14= Generator / Alternator charging warning light 15~ Brake circuit warning system. 18~ Starter non-repeat lock 17 — Steering /igntion starter lock 18 Door contact switenes, 39- Buzzer alarm 20 Fuel gauge 21 — Rear window defogger 1 Cheek operation. 2 Fill washer container, pressurize, adjust spray nozzies. 3— Replace windshield wiper blade insens it necessary. 1 -Check neadlight agiusiment with aiming device and correct necessary 2 Check light intensity 1 Check electrolyte level ans til with distilled waters! necessary. 2— Cheek battery voltage under load. 3 = Check for external camage of battery 4—Clean terminals and coat with grease, Maintenance 1-1Operation E 2.1 DC generators Volkswagen generators are of the shunt-wound type. The field windings are wired 1n paratle! with the armature winding = Carbon brushes Commutitor © Field wining = rmoture winding S= Magnet pole When the atmature begins to rotate, its windings cut a magnetic field running between the pole shoes (N and S). These lines of force are formed by so-called residual magnetism that is weak, but sufficient to praduce a low voltage in the armature winding at an appropriate armature speed As the field windings are parallel with the armature winding, voltage is induced by residual magnetism and forces current through the field windings. This (field) current generates a new magnetic field that boosts the existing magnetic field. When the induced voltage in the armature winding increases and foad is imposed, the generator supplies current Since beginning of induction is dependent on the availability of 2 sufficiently strong residual ‘magnetism, it is understandable that 2 repaired generator must first be “polarized” before it can supply voltage. “Polatizing” is done by connecting the generator to a battery and running it as a motor. (See repair instructions). ‘The amount of voltage supplied by a generator is, to a large extent. dependent on the speed ot which the artaatute rotates. Due to continued change in speeds and considerable load variations ‘when the vehicle is operated, the voltage supplied by the generator must be kept within the operating Voltage range of the electrical equipment. This voltage range is known as regulating voltage ‘The regulating voltage of a 12 volt electrical system is between 12.4 and 14.8 volts. The task of keeping the voltage supplied by the generator within the limits of the regulating voltage values is carried out by the regulator. Regulator The regulator combines @ voltage regulating element and a cut-out relay. The purpose of the cut out relay is to disconnect the generator from the battery when the generator voltage is too low, This prevents the battery from discharging through the generator windings. DC generators 1-1Operation Wiring of a DC generator with a TA regulator (two-unit regulator) 1 = Regulating resistance for field winding 7 ~ Voltage winding on regulating unit 2 Coren minding on regulating unt 8 Current winding on cut-out relay 3 ~ Regulator contact 3 Voltage winding on cut-out relay 3 Cutout relay 10 Generator 5 Ignition switch 11 Battery 8 — Generator ehatging warring ight ‘The most frequently used type of regulator is the two-unit reguiator with declining characteristic curve (illustration) which is of simpler construction. This regulator consists of a voltage regulating unit and a cut-out unit. Both units have current and voltage windings (the current windings are shown by dark lines). The voltage regulating unit has two contacts (upper and lower positions). ‘The generator windings are connected to the regulator terminals D+ (armature winding) and DF (field winding). When the generator begins to supply voltage. a relatively small amount of current flows from the D+ terminal of the generator through the current and voltage windings of the voltage regulator and cut-out units to the D~ terminal of the generator. The current windings ate, at this moment, ineffective. The voltage windings, however, become effective as soon as the generator supplies the cut-in voltage. At this moment, the cut-out unit is energized and a connection is made between B+ of the regulator and D= of the generator. From tnere the charging current can flow {0 the battery or into the electrical system. When the voltage increases at terminal D+ due to the increase of engine speed, the voltage winding of the voltage regulator increases the strength of the magnetic field thereby pushing contact | toward contact Il (upper contact position). Thus, the field of the generator is no longer directly connected between D+ and D~ but runs through resistor (1) to O- DC generatorsoperaion 2.1 From D+ the flow of current goes directly through the field coll to terminal DF. the resistor (1) and to the negative pole of the armature winding (O-). If the voltage supplied by the qonerator increases. the magnetic field becomes stronger and the contact of the voltage regulator moves to the full upper position, This short circuits the field winding of the generator and the generator can no longer supply voltage, Regulating current From terminal D~ current flows via a current winding on the voltage regulating unit and cut-out relay to terminal B+ of the regulator. All the current supplied by the generator then flows through these current windings. The current windings are so wound that their magnetic fields strengthen the magnetic field of the voltage regulating windings. This results in the contacts of the voltage regulator being controlled independently of the load current. This characteristic of the regulator can be seen in the graph. The higher the current, the lower the voltage supplied by the gennrator This protects the generator against overloading, dow . Two-unit TA regulator curve The cut-out relay of the regulator also has a current winding. This current winding has the following tasks: When the generator voltage is lower than the terminal voltage of the battery, current flows from the battery via the current windings to the generator. This current flows in the opposite direction of the charging current thereby eliminating the magnetic field on the cut-out relay volrage winding The cut-out is de-energized (points open) and prevents the battery from discharging through the generator. Wiring of a DC generator with variode regulator Another type of regulator is the variode regulator. In this type, @ second voltage winding is installe+ fon the voltage regulating unit instead of the current winding. This is called the control winding The control voltage is taken from a compensating resistance (R,) through which all the generator current flows. The voltage drop occurring at this resistance is proportional to the generator current, DC generators 1-32.4 opeation 2 a 5 Feld winding. Eat trl aera ey 8 — To battery and elcewicl sytem sla} 9 8 - Regulating unt (current and votage) ‘~ Generator charaing waring lm 10 ~Togntion cot Ry — Regulating seustance for fld winding Ry = Companssting rentance for requis voltage Ri ~ Compenseting resistanes for regula current Variode characteristic curve The vertical axis shows the contiol current flowing through the diode, tne horizontal axis shows the voltage drop at resistance Ry (dependent on generator load). The ierease n current is relatively small (2 amp.) up to approximately 28 volt. Between .28 and 38 volt there is 2 curront increase of 2 to 8 amp This increase, depending on the vari characteristin curve, is passed 10 the control winding on the voltage regulating unit. This controls the voitage supplied by the generator. Variode regulator curve In comparison to the regulator charactoristic curve for a TA regulator shown on page € 2.1, 1-3. it can be seen that the variode regulator characteristic curve runs almost horizontally ‘over a wide current range then drops off sharply. From this comparison you can seo that a variode regulator utilizes @ generator 10 ‘greater advantage by allowing the generator to charge the battery over a wider ¢pm range & 3 Commencement of operation 1 Operation temperatureD = Rectifier diodes ED = Exciter diodes The alternator has a claw-pole rotor and has rectifier diodes installed in the housing. The alternator ig cooled by the engine cooling fan, The curren, supplied by any alternator is generated by a magnetic field moving past a winding and inducing voltage into this winding (peincipte of induction), it 18 of no importance whether tne magnetic field (the exciter wi:.ding) is stationary and the generating winding moves (alternator) or vice versa On the alternator. the field winding (exciter winding) on the rotor is an annular winding, The exciter wincing 1s surrounded by two iron ‘claws and is provided with direct current via two slip rings on the rotor shaft and tneir carbon brushes, The direct current is generated by the alternator via three special exciter diodes (sell- excitation) a+ V.W = Stator wingings SN Magnetic Weld The rotor turns im a stator in which three windings are arranged at 120. to each other The rotating magnetic field generates current In the stator windings in three phases. These phases are also at 120 intervals (alternating Current). A type of alternating current. ineretore, 'S generated in the alternator The electrical sysier of an automobile needs direct cuerent however, as only this type of current can be stored in the battery The alternating current induced in the stator windings has to be rectified, This 15 cone by silicon diodes (0) Silicon diodes are semi- Conductors that allow current ta flow in only ani direction, Through this process alternating current is changed to uirect current ato Alternator, operationee 2-2 nator, Regulator = The circuit is as follows: + bet 2 ‘One end of each of the three stator windings UVWis icine at a common point. The other fends of these windings leaa to two different diode arrangements. Diodes GD are the rectifier diodes, The + and — following GD in the diagram show that they are diode housings which must be wired to the + pole (diode carrier) or te the ~ pole (housing) of the alternator A~ Positive diode B— Negative dioce 1 =Flow direction 2 — Non-tlow direction |) Trade designation Note During repairs do no: interchange the two types of diodes, ‘The three diodes ED (exciter diodes) rectify the alternating current generated in the stator windings for the exciter winding. Their positive poles (housing) meet at terminal D+ /61 of the Alternator. The regulator is connected at this location, ‘Alternator, operation= Regulator contact = Compensating resistance = choke —Resistance = Condensers DD — Exciter diodes ‘The terminals or. the regulator and alternator are plug combinations that cannot be mistaken. A mechanical, single-contact voltage regulator (Bosch type ADN) is installed. The reverse current relay necessary for regulators of direct current generators is not required for alternators because the rectifier diodes prevent the battery from being aischarged through the alternator windings ~Rotor ~ Exciter winging = Rectitier diodes. Ignition switen = Generator charging warning ‘amp ~ Battery V.W = Stator windings. One peculiarity of the alternator must De mentioned at this point: For weight reasons the rotor (field winzing} contains less iron than the pole shoes of a comparable direct current generator. When the alternator starts, the Fesidual magnetism 15 often not sufficient 10 induce exeiter voltage in the stator windings For this reason, the field winding 1s proviged with voltage from the positive battery terminal through the ignition switch. charging warning light, terminal 8 + /61. regulator. and alternator terminal DF. This voltage is sutticient to excite tne stator winging, AS the alternator rpm increases, the voltage at terminal O - increases to the voltage of the battery. At this moment the charging waming light goes out. I 1s, important the charging warning light nave an input of 1.2 Watt Anz operationGenerator, Alternator, Regulator E 2.2 DE generators, regulators Venicle Generator Type Ww ear No Regulator Wear No 903034 rr 903808 2iv 90303 A vra900001 6 211903808 2iv909031 A 113903031 G 241903608 € 317 903039 F 288 173909808 © ‘237909803 8 179905803 € 113908803 © Mean Nomina! hhstatles Maximum feguating output Ghassie No Eurrent” voltage” Spoet from "on 117000001 117844002 ~re0000"- 118857671 vees7@r2— 2ieoseeea—ai7 Hees 2i@o00001-278 163485 ‘219000001-217 2276560 211903803 and 8 317000001~318191403, 318791 408 ans List of generators and regulators 41Genorator Atiernator Regulator Atzrnator Regulator Instatieg ww Pan win N Chassis No ovi90so7aA 021803603 4 21903023 4 (021 903803 A ata List of alternators and regulators. = 2Generator, Alternator, Regulator General testing instructions To determine the condition ot the generator the following tests must be made 'No-toad voltage Reculating current (load current given in chart Test data on page E25/1-1) Cut voliage Return current Testing no toad voltage Note The cut.in speed of the early cutsn generator 5 50 low that in some cases it may be necessary to adjusi the engine to the slowest possiole idle speed 1 Disconnect wie trom regulator terminal making certain not to ground lead. Connect voltmeter positive terminal to regu- lator terminal B - (51) andvolimeter negative terminal lo ground, Start engine. Slowly increase engine speed 10 approximately 1700 to 2000 rpm. The valt: meter should show 12 to 14 volts (for specific readings see test data chart. page € 2.5/ When the engine is turned off, the voltmetar feading should drop from 12 to 0 volts ju Retore the engine Stops completely. This 1s fan indication that we regulator points are rot sticking, Testing generator without regulator (quick check) 1 Disconnect both leads (D+ and DF) from generator. Connect terminal DF of generator (small ush-or. connection) to ground (D-), Connect positive lead of voltmeter to large ush-on connector (0 } of generator and the negative lead to the (D-] terminal. Run the generator briefly at the following speeds. he voltage supplied by the gene: rator must be as follows, Voltage 12volts 36 volts It the generator supplies no voltage or too Intle voltage, st must be removed and checked. (See “Testing Instructions” gene. rator removed, E 24/1) Testing instructions (generator installed} 1-1Testing tor return current The D+ terminals on the regulator and an the generator must not be disconnected with the engine running otherwise the field wincings of the generator will burn out 1 Disconnect D- lead trom generator Con. ect ammeter between lead and » terminal the positive arameter lead to terminal D the negative ammeter !ead to disconnected wire (range of ammeter should be 15-0-50 amps.) Start vehicle engine and allow to run at tast idle, Reduce idle until ammeter moves to negative range (see test data chart) Then turn the engine off, The ammeter must jump back to zero before the engine comes to a complete stop. 4 It the ammeter does not return to zero wnen the engine is at a complete stop. the regu: lator is detective and must be replaced Generator — load test A.quick test can be mage to determine generator ‘outpout. For this test a voltmeter (range 0-30 volts), an ammeter (range 10-0-50 amps } and a theostat (that can be loaced to 50 amps.) are required, No 9 AWG (minimum) wire must be used for current measurements, 1 = Connect leads to regulator terminal B + /51 2 Connect voltmeter, ammeter and meostat as shown in the illustration, 3 Start engine, bring engine speed to approx: ‘mately 3000 rpm, Adjust rheostat 10 proper oad current setting (see test data chart) Now the regulating voltage (under !oad) can be measured, 1-2 Testing instructions (generator installed)Checking brushes and commutator Examine brushes for wear, if they no longer protrude trom the nolders they must be replaced (See parts list for proper generator brushes.) To remove: lift the retaining spring with a wice hook and pull the brushes oul of the holders. Remove the brush leads being sure not to d-op screws or lock washers into generator housing, Note the commutator is olly or dirty itcan be cleaned with a suitable solvent the commutator is scored or burnt disassemble the generator and recondition it Ht the brush springs have to be replaced or the commutator has to be repaired, the generator must be removed AAT Testing instructions (generator installed) 1-3.Altemator and regulator, testing instructions Caution Never run alternator with battery disconnected When testing the alternator. ne instrument leads must be securely connected while the alternator ' stationary ‘Testing regulating voltage under load 1 ~ Disconnect positive battery cable. 2~Connect battery cutout switch to positive battery terminal 3~Connect positive terminal to battery cutout ‘Switch (Switch is on}. 4 Disconnect black/red wire (power supply to {uel injection control unit) trom battery posi- tuve terminal, Connect positive terminal with wires for starter and fuse box to battery Cutout switch (A). Connect the black/red wire to the center pole of the cutout switch (B)with an alligator clip, Note The direct connection of the power supply tor the fue! injection control unit to the battery posi tive pole is necessary in order to separate the control unit supply from the alternator during the check This prevents disturbances in the alternator voltage from causing the engine to mistre ate Testing instructions (alternator installed)= iors oe | i+ | a~to starter b—to ight switch terminal 30 to fue! injection control unit x= battery cutout switch (SUN electric No, 7052-003 or similar equipment) 5~ Connect ammeter, Voltmeter and load re- sistance as shown (load resistance is con- ected to positive terminal), 6 Start engine and run it at 2000 rpm. 7 — Adjust load resistance to give a reading of 20 amps. on the ammeter. 8 - Operate switch to cut baitery out of test circuit. The load current is now determined by the foad resistance 9~ Regulate load resistance and set 1025-30 A. 10~Regulating voltage should be 139-148 Volts. it should be read within 20 seconds 50 that the regulator does not have time to warm up. I there are deviations from the prescribed val- Us. install a new regulator and repeat the test I there are still deviations, test the alternator. “his is best done with an oscilloscope. If this is hot avaitable, the alternator must be removed and tested as described on page E 2.4/2. 2-2 Testing instructions (alternator installed)Workshop Bulletin subject Wiring from alternator to voltage regulator If the D- wire between voltage regulator and alternator is @isconnected the voltage can no longer be regulated. The battery ds then liable to gas and the stator windings burn. Disconnection of the DF- or the D+ wires ie indicated by lightening up of the warning light. hen carrying out repairs, make sure that the connectors are Properly fitted in the multi-pin connectors T 5 and 7 4 (see Miring diagran) between voltage regulator and alternator. Alternator Voltage regulator 2 pin connector 3 pin connector 4 pin connector to warning light to fuse box to battery @vv- saaee ® te test network, cen- tral plug @ Color codes: pl = blue br = brown em = green ro = red ws = white sw = black er = gray Pameain curser 5 48.576.086421Workshop Bulletin Subject Tyee/Model 1 Testing enoving and installing alternator ernater testing procedure (in car) is described in the workshop manual. ng regulator Beating date = remove engine gine speed 3.000 rpm ~ Temove air cleaner losd 45 amp 7 Temove intake air sensor voltage(under load)12.5-14.5 volt S2aze parts ~ Alternator sssenbly 2 Regulator with gasket = Brush holder with brushes Replace voltage regulator if re~ sults do not match test data, Retest. Replace alternator if results ere still bad.workshop No. = of 15 Novenber 1974 Exchange ¢ Exchange engines equipped with the new Motorola alternator have different regulator viring from previous When installing an exchange engine vith new alternator in place of an engine vith old alternator,nodify the viring connections as follows: - remove rear seat ~ renove old regulator(leave connector housing and 4 wires in place - go to engine compartnent remove red vire(D+) from multi point connector to alternator cut green wire(DP) and brown wire (D-) close to plastic insulation tube,Secure vith electrical tape remove ulti pin connector connect reé vire to alternator terminal (D+) connect vire (B+) and computer anslysie wire to terminal (3+) on alternator