F300-CH-Charging_System-Part1
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10
DAIHATSU
F300
CHARGING SYSTEM
1. COMPONENTS 2. CHARGING SYSTEM CIRCUIT 3. TROUBLE SHOOTING 4. DESCRIPTION 5. IN-VEHICLE INSPECTION 6. REMOVAL 7. DISASSEMBLY 8. INSPECTION 9. ASSEMBLY ................-.........................
. INSTALLATION ....................--.............
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SYSTEM
1. COMPONENTS
FRONT
G) Altemator assembly Pulley luck nut Alternator puliey Drive end frame assembly Stud bOlt Bearing Retainer plate © Aliemator rotor assembly Washer Bearing Bearing cover Wave washer Rectifier end frame assembly G Rectiiier holder Regulator assembly G Brush Spring G Brush holder B Rear end cover
rifti
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CHARGING SYSTEM
ignition svwtch
FUSE bbck
charge warning
m ( combinaiim
meter
3. TROUBLE SHOOTING
IC regulator faulty
check gaugé fifse,
Replace bulb.
Repair pour connection of wiring.
Repair or replace.
Replace regulator assembly.
Adjust or replace.
Repair or repiaoe cables.
Check gauge fuse.
Replace fusible link.
Check charging system.
7
Drive bel: loose or worn I
Sfaned- Fusime :ink umwn
f IC regulator or aliernatar faulty i wiring fauny 1 Repair or replace.
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CHARGING SYSTEM
4. DESCRIPTION
The charging device consists of an alternator and a regulator. The alternator produces alternating current (AC), which is con- verted to direct current (DC) by a rectifier. The battery supplies power for operating the starter as weil as power required while the engine is stopped. The alternator recharges the battery so as to maintain it in an operational state at all times. The alternator also furnishes power for the electric equipment.
Electricity is produced when a magnet is moved in the vicinity of a coil. When the magnet is getting close to the coil, voltage is produced in one direction. However, when the magnet is leaving the coil. the direction of the voltage changes. This type of current is generally called altemating current, for the direc- tion oi the current is alternating. The main purpose of a generator for motor vehicles is to charge the battery. Hence. a generator which produces alternating current is not suited for this purpose. lt is, therefore, necessary to convert alternating current to direct current. As semiconduc- tor technology has advanced, today it has become possible to convert alternating current to direct current at a low cost. Con- sequently, alternators (AC generators) have been commonly used. The following are advantages of alternators compared with DC generators. (1) Compact design, iight weight and remarkable vibration
resistant characteristics (2) Capable of withstanding high-speed rotation, quick ac
ceieration and deceleration. (3) Being endurabie under severe environment prevailing with
dirt. dust and moisture. etc. (4) Having a fewer number of consuming parts and being easy
to repair The alternator has three pairs of stator coils and rotor (coil) and produces three-phase current. The alternator employs six rec~ tifiers, which performs three-phase full-wave rectification. The generated voltage (electrornotive force) is in proportion to the strength of the magnetic field (magnet). This means that the voltage is proportional tothe current ofthe rotor coil and to the rotation speed. i.e. the moving speed of the magnet. The generated voltage varies as the engine revolution speed of the vehicle changes. lt is, therefore, necessary to regulate the voltage so that the battery can be charged. For this pur- pose, the current of the rotor coil is regulated, thereby produc- ing a regulated generator voltage. To achieve this operation. a regulator has been employed. The regulator is of an IC (integrated circuit) type and it is built inside the alternator itself.
3.11
IC regulator
Brush
1
IL
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The electromotive fofce generated in a coil is generally ex~ f f
I C',uiput}éaCheSSa1uran0nW' ' pressed by the followmg formula.
where,
e : Induced electromotive force in coil (V) N : Number of turns of wire in cui!
Rate of change in magnetic flux (<15) per unit time
- : This means voltage is generated in such a direction that the change in magnetic flux is prevented. The magnetic flux increases in proportion tothe current of the rotor coil. However, as the magnetic flux is reaching a satura- tion point, the increase of the magnetic flux is no longer propor- tional tothe current.
_ . d The output of the afternator Increases as the rotanon (Til)
increases, eventually reaching a saturation point. This saturation is_t?eIieved to be caused bythe decline ofthe
raie of change Le. the rate of change in magnetic flux
per unit time when -the magnetic flux of the rotor is applied to the stator coil. Besid_es the _controliing by themagnetic flux and rotation speed described above, the output is restricted by the electric tance of the stator coil. This resistance, mainly attributable to the induction reactance of ac current, increases as the frequen- cy (rotation speed) rises.
The altemator is so designed that its electromotive force is generated at the stator coil. Therefore. the alternator features easy cooling and virtually trouble-free operation. To connect the three pairs of stator coils, a “Y” connecting method is employed. Atthough this Y connecting method is inferior to a Delta-type connecting method in the maximum output current, the Y connecting method has a greater electromotive force at lower speeds. Moreover, the Y connect- ing method has an advantage of use of the neutral point. For these reasons, the Y connecting method has been widely used on small capacities less than 1 kW. The stator assembly is made up of a laminated iron frame. This construction has been adopted so as to hold the stator coii and allow the magnetic fiux from the rotor to pass through the coit easily (improvement of permeability). The instarlation of an iron core in the coil increases the self inductance. This causes an increase of the inductive reactance in the case of AC current. resulting in reduced eiectromotive force. However, inthe case of comparativeiy-low frequencies, the installation of iron core has more favorable effects in in- creasing the electromotive force which is attained by improved permeability. even counteracting the aforesaid disadvantage. For this reason, the iron core is generally employed. The pur- pose of slots provided at the core is to retain the wound stator coil, These slots also serve as magnetic flux passages which have been so designed that the rotor magnetic fiux intersects the stator coil effectiveiy_
Output Characteristics
curren
age) "
Revolutaon speed ___
Point at a certain revolution speed
If
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CHARGING SYSTEM
7
Theoretically speaking, six pieces of diodes are sufficient for full-wave rectification. However, the latest altemetors have employed two more diodes for the purpose of utilizing the etectromotive force at the neutral point. As a result, the latest atternator can produce a greater output current than the con- ventionat alternators.
J Neutrat diode
provided
urren
age)
Alternator rotation speed (rpm)
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CHARGING
sysfem
. 5.
(1) Prior to the in-vehicle inspection, be sure to perform the
following checks. G) Specific gravity of battery electrolyte installation of battery terminals Tension of V-belt Fuse © Wiring harness
Abnormal noise emitted from alternator while engine is rotating
(2) Output test under unioaded state
(D
Ensure that all switches are turned OFF so that no un- necessary electric ioad may be applied. o Headiamps o Heater blower
Radio Rear defogger Room famp, etc.
Raise the engine revolution speed gradually to 2000 rpm. Measure the current and voltage at 2000 rpm. Specifications: Not to exceed to 10 A
14.2 -14.8 V
NOTE: Immediately after the engine starring, the current may jump to 10 A or more momentarily. This is nat an abnormal phenomencn.
If the voltage reading is less than the standard voltage, ground the terminal F as indicated in the right Hgure. Proceed to start the engine. if the voltage reading becomes greater than the stand- ard voltage under thls setting, replace the IC regulator. If the voltage reading is still teas than the standard voltage under this setting, check the alternator.
(3) Output tesi under loaded state
G) To apply eiectric load, perform the iollowing operation. a. Set the headlamps to the upper-beam position. pl Set the heater blower to the “High” position. Measure the output cunent of the en
gine speed of 2000 rpm. Speciied Value.” 30 A or more
NOTE: When the battery is fully charged, the measured current may be below the specitied value. This is not an abnormal phenomenon. At this time, increase the electric load, for example, by turning ON the rear defogger. Then, check to see if the output current rises or not.
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6. K
Hydrometer
(1) Disconnect the ground cable terminal from the negative (-) 5 V .E
terminal ofthe battery. _gg E
4
n
fl
A
(2) Disconnectior: of wires from alternator
(3) Removal of alternator drive belt
Loosen the alternator attaching bolts. Remove the drive
be-It.
(4) Removal of alternator
CD Remove the alternator attaching bolts. Remove the alternator from the engine compartment.
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CHARGING SYSTEM
7. DISASSEMBLY
(1) Remove the alternator pulley lock nut by means of an im-
pact wrench.
NOTE; d if-3 Ei Be sure to use an impact wrench having a hexagonal hole.
(2) Removal of rear end cover
(D Remove the nut and terminai insulator. UCU Remove the three screws. __ Remove the rear end cover.
(4) Remove the regulator assembly.
Standard
Sweden, Hnland I1 Germany
Specifications
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(5) Removal of rectifier holder
(D Remove the attaching screws.
f ro- Ba
Straighten the stator wire. Remove the rectifier holder.
(6) Hemove the rectifier end frame from the drive end frame by
removing the two nuts and bolts. NOTE: 1 Be very careful not to damage the stator wire. o If any difficulty is encountered in the removal, lightly tap the shaft with a plaslic hammer to facilitate ihe removal.
(7) Remove the rotor from the drive end frame assembly.
CH-10
