Caboose Electrical System by Luki Triyahya

Policy MC-517 File 413-018 Page 1 of _____________ Dated Effective 2-28-82_________ Supersedes MC-517 of 9-1-81 Source ________________________ Approved ______________________

Caboose -Electrical System General Operation The caboose electrical system comprises these parts â&#x20AC;&#x201C; 1. 2. 3. 4.

Electric storage battery 12 volts Dayco end of axle battery charging drive, with Motorola 120 amp alternator. Electric distribution panel with fuses, circuit breaker and low voltage-no charging timer unit. Lighting fixtures, switches and wiring conduit. Function -

Electric storage battery provides power to burn various lights as need demands. Battery is capable of supplying this power for a given period of time depending on its state of condition. Therefore it is essential the power be restored to the battery at some given time so the battery is able to repeat its delivery of power more than one time. Battery charging system will provide this. When car is moving at some moderate speed the generator will produce power sufficient to carry the car lighting-load and replace power to the battery. In order to conserve battery power when car is standing or when lights have been left on and car is unattended a timer device will shut off all lights except the rear Red light and the conductor's desk light. Function of the timer is nullified when the generator is charging. Included in the timer unit is also a low voltage cut-out. This feature will shut off all lights except the red rear of train light and the desk light when battery voltage falls below 10 volts. Function of the low voltage device is to provide protection to the battery against deep discharge and still allow the rear of train red light to function for an extended period of time. The distribution panel contains a master circuit breaker, circuit fuses, low voltage-timer device, generator charging pilot lite, generator charging fuse and timer reset button. Main circuit breaker has to be in the "On" position for all lighting and generator charging. Each light is controlled by an independent switch except the car body lights (2 lights), these two lights are controlled by one switch. System Voltage Charging system Battery 12 volts Total lighting load Est. normal 10 hour watt load

12 volts DC 14 volts 120 ampere 140 AH rated 301 watts 1200 watts

Policy ___MC-517 File 413-018 Page _______ 2 of _____________ Date Effective ___2-28- 82_________ Supersedes _____MC-517 6-1-81 Source _________________________ Approve ____AVP â&#x20AC;&#x201C; Car__________ Caboose - Electrical System General Operation (Continued) Operation To place system in operation the following procedures should be followed 1.

Place main circuit breaker to "On" position. Main circuit breaker is accessible without opening the distribution panel. The circuit breaker must be on for generator to charge. Push reset button to reset low voltage device.

Individual lighting circuits may be activated by a series of circuit toggle switches. a - desk light fixture, switch located on fixture-(1, 50 watt lamp) b - desk time table light, switch located on fixture-(1, 6 watt lamp) c - toilet light fixture, switch in toilet room wall-(1, 50 watt lamp) d - car body light fixture, switch on end of car wall-(25 watt lamps) e - brakeman's light fixture, switch on side wall by seat-(25 watt lamps) f - platform light fixture, switch located at each end of car on wall-(25 watt lamps) g - rear of train flashing red light, switch located at each end of car on wall.

Low voltage cutout and timer located in the distribution panel is automatic except when manual reset is required. The timer will allow power for a period of 30 minutes once the main circuit is turned on unless battery voltage is below 10 volts. After 30 minutes all light circuits will drop out except the desk light and rear of train red light. If this occurs, reset of the time is required. Reset will give another 30 minutes of lighting up until which time the low voltage feature of the device shuts down the lighting. When the battery charging system begins to operate the timer is over-ridden and lights will stay on as long as required.

Battery charging indicator pilot light, located on door of distribution panel will bite when main breaker is turned on, and should go out to indicate the charging system is operating when car is in motion. The charging system is automatic and protected by a 150 Amp fuse located in the distribution panel. This fuse should be replaced only when car is standing still and only by a qualified employee.

Circuit fuses, three small fuses located in the distribution panel protect the lighting circuits. Replacement of these fuses should be done only when main circuit breaker is in "Off" position and only by a qualified employee.

Remote or external charging of battery. Located within the distribution panel is a polarized charging receptacle. This receptacle is capable of handling a battery charger with an output up to 25 amperes. If external charging is required and such a charger is available this receptacle can be used.

In event of system failure, it must be reported by operating crew so that prompt attention is given to repair the failure.

Policy MC-518 File ______413-018 _ Page ____1 of ______________________ Date Effective 7-28-82____ Supersedes ____MC-518 of 6-1-81______ Source _______________________________ Approve AVP â&#x20AC;&#x201C; car____________ Caboose - Maintenance Instructions Dayco Generator Drive The drive unit must be given inspection when the caboose car is on servicing track. Sheave alignment, belt condition and spring tension checked with necessary adjustments made as required. 1.

Belts should be inspected for missing, excessively worn or badly cracked condition. Belts must be replaced when such condition exist.

Idler sheave, axle cap sheave and alternator sheave must be inspected for damage or excessive groove wear; damaged or bent sheaves should be replaced. Idler sheaves should show signs of turning freely and be in alignment with drive and alternator sheaves.

Belt tension should be noted, loose belts will result in excessive slipping causing belt and sheave groove wear; belt tension that is excessive could result in bearing damage. Alternator drive belts should have a live springy action. If the tension is too loose the belts will feel "dead"; if there is too much tension, there will be no "give" in the belts. Correct tension on this belt can be determined by depressing the belt approximately 1/2 inch with a normal thumb pressure of about 10 pounds.

Drive mounting plate and its associated parts must be inspected for proper securement. Pivot brackets must be secure and shoulder belt in place. Alternator anchor bolts in place and anchor brackets secure. Compression spring bracket and spring must be in position and secure.

Belt Replacement Never mix new and old belts in a set. A set of belts (2 per set) must always be properly matched when applied on a drive. In the event a belt should be lost from a set, a new matched set should be applied as soon as possible. Allowing unit to operate with a belt missing for any extended period of time will result in excessive sheave groove and belt wear. In addition, the drive will not function efficiently. Used belts that have been removed from a drive and are in good condition should be accumulated and matched in sets (2 per set) and re-used.

Policy MC-518 File ______413-018 _ Page ____1 of _________2____________ Date Effective 7-28-82____ Supersedes ____MC-518 of 6-1-81______ Source _______________________________ Approve AVP â&#x20AC;&#x201C; car____________ Caboose - Maintenance Instructions Dayco Generator Drive - Continued 6.

Idler Repairs Sheave bearings and groove plates will eventually show excessive wear when in continual service. When this occurs, dismantle idler and clean out old lubricant. Reassemble with new bearings, gaskets and groove plates, repack with fresh grease. Caution is to be taken that idler is assembled tightly and sheaves turn freely.

For testing and repairs to alternators, step idlers and electrical system refer to section of manual covering that item.

Policy ____MC-519 File __________13-018_____ Page ______1__ of ___1 ____ Date Effective: 2-28-82 Supercedes MC-51_ of -01-81 Source __________________ Approved ____AVP-Car____ Caboose - Dayco End of Axle Drive Units Parts List Description Mounting Plate Guide Bracket Guide Mtg. Plate Pivot Brkt. *(16) Daythene Bushing Shaft (Shoulder Bolt) Alternator Slide Base Alt. Mtg. Brkt Alt. Brkt. Compression Spring Brkt. Compression Sprg. Retain *(4) Compression Spring Step Idler Mtg. Brkt. *(3) Step Idler 10.2 x 4.0 PD *(2) Roller Bearing Cap Sheave *(3) Alt. Sheave (12SA115) *(8) Belts (2 per set) Dayco Hose (6" Long) Hardware Kit *( 8) Guide Bracket Wear Pads

Model M-18 4 1/4 x 8 Mod.

M-5 5 x 9 Mod.

# 30366-C # 30397-A #30788-B # 30784-A # 30393-A # 30603-A # 30491-C # 30375-B # 30382-A # 30786-B # 30411-A # 30614-A # 30384-B # 30621-C-10 # 30785-C-12 # 30161-B # 4-6660 # 719-0071 # 30781-A # 30554-A

# 30478-C # 30397-A # 30509-B # 30394-A # 30393-A # 30603-A # 30491-C # 30375-B # 30382-A # 30477-B # 30411-A # 30614-A # 30384-B # 30621-C-10 # 30415-C-12 # 30161-B # 4-6660 # 719-0071 # 30781-A # 30554-A

M-19 5 1/2 x 10 RB # 30366-C # 30397-A # 30470-A # 30394-A # 30393-A # 30603-A # 30491-C # 30375-B # 30382-A # 30381-B # 30411-A # 30614-A # 30384-B # 30621-C-10 # 30374-C-12 # 30161-B # 4-6660 # 719-0071 # 30781-A # 30554-A

Items preceded with "*" are items which are those most likely to warrant replacement. These items should be stocked at all local stores departments where repairs are to be done. Suggested stock quantities are shown.

Policy MC-520_ File 413-018 Page ____1_____ of _____1_____ Date Effective ___7-1-812_______ Supersedes ________New_______ Source _______________________ Approve _______AVP-car______ Caboose - Dayco End of Axle Drive Torque Values Motorola Alternator (Model 12SA115) Mounting 1/2" dia. HT Cap Screw - SAE #5 75 ft. lbs. 7/16" dia. HT Cap Screw - SAE #5 50 ft. lbs. Motorola Alternator Nut 55 to 60 ft.

1 bs.

Alternator Slide Base Cap Screws 1/2" dia. Hex Head Cap Screw - SAE #5

60 ft. lbs.

Step Idler Mounting Cap Screw 1/2" dia. HT Hex Head Cap Screw

60 ft. lbs.

Roller Bearing Cap Sheave 3/4" dia. Cap Screw

4 1/4 x 8 Journal 110 to 120 ft. lbs. (per AAR Spec.)

7/8" dia. Cap Screw

5 x 9 Journal 140 ft. lbs (per AAR Spec.)

7/8" dia. Cap Screw

5 1/2 x 10 Journal 140 ft. lbs. (per AAR Spec.)

Policy MC-521 File ___413-018 Page ____1________ of _____1____ Date Effective ____ 6-1-812_______ Supersedes ______ New__________ Source ________________________ Approve ____AVP - car__________ Caboose - Procedures for Overhaul and Greasing of Step Idler - End of Axle Dayco Drive Units 1. Remove, clean and inspect bearings for wear, etc. Replace if pitted or worn. 2. Clean and inspect shaft, remove old grease and clean inside of pulley hub. 3. Inspect rear seal (107-R-S) and replace if necessary. When reapplying seal (107-R-S) clean and apply "Bore-Tite" sealant as manufactured by Chicago Rawhide Mfgr. Co. 4. Pack bearing with Sheet Alvonia EP2 grease per Timken bearing specs. 5. Apply grease between rear seal and inboard face or rear bearing. 6. Apply approximately 1/8" layer of grease to inside wall of hub cavity between the two bearings. 7. Hand pack grease in cavity between outboard face of front bearing and front grease retainer plate after installing locknut. 8. Bearing end play or lateral should be set at .003" to .005" on idler. 9. Use Loctite on the 10-32 machine screws when reapplying grease retainer plate. 10. Step Idler Sheave Parts List Description Shaft Complete Bearing (cup & cone) Flat Washers Locknut Lockwasher Grease Retainer Plate Grease Retainer Plate Gskt. 10-32 x 5/8 Phillips HD Mach. -screw & Lockwasher Seal Step Idler Casting for No. 30621-B Idler

Dayco Part No.

Required

107-6-S 107-1-M 107-N-1 107-N 107-W 107-R-1 107-E

1 1 Set 1 1 1 1 1

107-Z 107-R-S

6 1

107-Q-3

Policy ____MC-522 File 413-081 Page _____ 1 of _____3_____ Date Effective ___2-28-81_______ Supersedes __MC-522 or 6-1-81_ Source ______________________ Approve ___AVP-Car__________ Caboose - Electrical Storage Battery - Maintenance & Care The Exide RT-140 is a lead acid battery designed especially for railway service. Cells are of heat bonded construction using clear polycarbonate jars and blue polycarbonate covers. Cells are assembled in a blue polyester tray and are bonded securely in the tray with a stainless steel bonding. Intercell connectors are protected with polypropylene shields to eliminate the danger of accidental shorting. Meter probe holes are provided in the shields to enable individual cell voltage readings to be taken. Extra protection is provided by flame-retardant jar and tray construction. Hand holes for lifting, are provided in the tray end panels. Two - 3 cell units are connected in series to provide 12 volts for the caboose electrical system. The battery capacity rating is as follows with a specific gravity of 1.250 at 77 degree F. Hour Rate 20 8 5 2 1

AH (to 1.70 volt per cell) 140 125 110 95 70

finish charge rate is 6 amps dimensions per 3 cell unit H=12.87"; W=6.31"; L=11" Weight, wet charged is approx. 90 pounds per tray Basic charge rate is 2.31 volts per cell 77 degree F Inspection At monthly or other inspections, read and record the following on the battery record card. 1.

Specific gravity of pilot cell (the pilot cell is to be rotated each month.)

Electrolyte Level (Cells on charge show a very gradual lowering of the electrolyte level over a period of time, due to a loss of water from the electrolyte. This is a normal function which evolves hydrogen and oxygen being liberted by electrolysis, as a result of the charging current. Cells also lose water from normal evaporation, at a rate related to the cell temperature and the humidity.) (At regular intervals this water loss must be replaced with distilled or approved water, so as to maintain the electroylte level. To do this, water must be added before the level lowers below the splash cover and filling to 1/4 inch below the lower edge of the top stainless steel band on the battery. To do this job easily and properly, use the Exide cell filler Cat # 80346.)

Record amount of water added.

Policy MC-10 File __413-018 Page _____2______ of ____3______ Date Effective ___2-28-82_________ Supersedes MC-522 of 6-1-81__ Source ________________________ Approve ______AVP-Car_________ Caboose - Electrical Storage Battery - Maintenance A Care (Continued) Inspection 4.

Record regulator voltage as found and left.

Record Battery cleaning. (Observe the battery for cleanliness, when necessary, wipe off any accumulation of dust from cell covers and jars with a cloth dampened in clean water. If cell or jars are damp with spilled electroylete, wipe with a cloth dampened with a solution of bicarbonate of soda and cold water. (mixture proportion 1 lb. of bicarbonate to one gallon water). After cleaning wipe dry with a clean cloth.)

If any irregular condition of battery is indicated, read and record the gravity of all cells and refer to a supervisor.

Accessories and Parts 1. 2. 3. 4. 5.

Hydrometer syringe - Exide Cat. #13142 Cell filler (18" long) Exide Cat. #80346 Voltmeter (1% accuracy) Cable connector (specify length) Exide Cat. #82169 Replacement Battery

Repairs The Exide battery needs no normal repairs, overhaul or solution changes during its life. If any damage or other circumstance necessitates such attention, it should be sent to an Exide Service Center. The Exide RT-140 battery is warranted to be free of defects in workmanship and material for a period of one year from date of shipment. In addition the battery is warranted, prorated for a period of five years from date of shipment to deliver 80% of rated capacity. This warrantee is subject to user's proper care and maintenance in accordance with Exide's published Operating and Maintenance Instructions. Misuse, physical damage, or abuse other than normal wear and tear would invalidate the warrantee. Cold weather - battery subjected to freezing. Design of the battery will allow accidental freezing of the battery without breakage to the jars. If freezing does occur the following steps should be taken. 1. 2. 3. 4.

Remove battery from the caboose. Place battery in a suitable place where the battery electroylete will thaw out. (never apply abnormal heat or open flame to the battery; the battery could explode.) Re-charge' battery at proper charge rate. After re-charging to 1.250 specific gravity, place battery back in service.

Policy _MC-522___File __413-018__ Page ______3____ of ____3_______ Date Effective ____2-28-81_______ Supersedes MC-522 of 6-1-81____ Source ________________________ Approved __AVP-Car____________ Caboose - Electrical Storage Battery - Maintenance & Care(Continued) Safety Precautions Gases produced by a battery can be explosive. Do not smoke, use open flame, create an arc or spark in the vicinity of any battery. Ventilate well when in an enclosed space and when charging. Batteries covered by these instructions contain sulphuric acid which may cause severe burns. Wear goggles, plastic or rubber apron and gloves. Do not get acid in eyes, on skin or clothing. In case of contact, flush immediately and thoroughly with clear water. Obtain medical attention when eyes are affected.

Policy ___MC-523 File __413-018 Page ____1_____ of ____ 9________ Date Effective_______2-28-82_____ Supersedes MC-523 of_ 8-4-81_____ Source ________________________ Approve __AVP-Car_____________ Caboose - Lighting Panel, Function and Operating Instructions Attached herewith is Automatic Equipment Company Bulletin No. A0801 which explains operation and adjustment of the Battery Monitor unit; a part of the lighting panel. Included with this bulletin is a complete parts list and wiring schematic of the lighting panel, also schematic diagram and wiring color code of all lighting circuits.

AUTOMATIC EQUIPMENT CO. 80 E JACKSON BLVD.. CHICAGO. ILL. 60604 TEL.: (312) 427-0910

REPRESENTING MANUFACTURERS Or RAILROAD EQUIPMENT FOR STEAM GENERATORS LOCOMOTIVES & CARS SHOP facilities

BATTERY MONITOR TVS-5030E BATTERIES IN SERVICE THAT PERMIT ONLY INTERMITTENT CHARGING REQUIRE PROTECTION AGAINST EXCESS DISCHARGE. CABOOSE BATTERIES IN LIGHTING SERVICE, WHERE THE CABOOSE HAS NO CHARGING DURING LONG PERIODS OF STANDING OR SLOW OPERATION COMPARED TO THE LESSER PERIODS OF OPERATION UNDER FULL CHARGING, ARE PARTICULARLY VULNERABLE. THE BATTERY MONITOR WILL PROTECT AGAINST UNNECESSARY AND EXCESS DISCHARGE. IN GENERAL TERMS, A 12 VOLT 6 CELL LEAD ACID BATTERY CAN BE DISCHARGED UNTIL THE CELL VOLTAGE DECLINES TO 1.75 V/CELL OR 10-1/2 VOLTS, AFTER WHICH THE VOLTAGE DROPS RAPIDLY. HENCE, 10-1/2 VOLTS CAN BE CONSIDERED THE VOLTAGE AT WHICH THE BATTERY IS ESSENTIALLY DISCHARGED. FURTHER DISCHARGE TO LOWER VOLTAGES CAN CAUSE SULFATING TO THE EXTENT THAT THE CAPACITY MAY NOT BE RESTORED UNDER NORMAL CHARGING CONDITIONS. 10-1/2 VOLTS, THEN, IS THE LOWEST PRACTICAL LOW VOLTAGE. THE TVS-5030E BATTERY MONITOR DROPS THE LIGHT LOAD AT 10-1/2 VOLTS. EXCEPTIONS CAN BE MADE OF THOSE LOADS WHICH MUST BE KEPT INTACT, SUCH AS RUNNING LIGHTS OR POSSIBLY RADIOS. ONCE THE LOAD IS DROPPED, THE BATTERY VOLTAGE WILL TEND TO RISE BUT LIGHTS CAN NOT BE RESTORED UNTIL THE RESET BUTTON IS PUSHED. IT IS POSSIBLE TO OBTAIN LIGHT AGAIN FOR A FEW MOMENTS BUT THE MONITOR WILL AGAIN DROP THE LIGHTS AS THE LOAD CAUSES THE VOLTAGE TO DROP AGAIN. THIS IS OF COURSE A DIRECT INDICATION OF A LOW BATTERY FOR WHICH THE ONLY REMEDY IS CHARGING. THE HIGHER THE VOLTAGE IS KEPT THE BETTER THE BATTERY PERFORMANCE. HENCE, IT IS WORTHWHILE TO PREVENT EXCESSIVE LIGHT USAGE WHEN THE CAR IS STANDING, THUS TO INSURE LIGHTS UNTIL DEPARTURE. THE BATTERY MONITOR ACCOMPLISHES THIS BY LIMITING LIGHT USAGE TO 1/2 HOUR INTERVALS. AFTER THE RESET BUTTON IS PRESSED, 1/2 HOUR OF ADDITIONAL LIGHT IS PROVIDED. THE 1/2 HOUR IS RENEWED EVERY TIME THE BUTTON IS PRESSED. IF THE TIME LIMIT IS EXCEEDED, THE LIGHTS GO OUT BUT CAN BE RESTORED EACH TIME BY PRESSING THE RESET BUTTON. THE LOW VOLTAGE SETTING COULD OF COURSE, COME INTO PLAY IF THIS PROCEDURE IS CONTINUED LONG ENOUGH. THUS BY CONTROLLING THE LOWEST VOLTAGE AND BY LIMITING THE LIGHT TO 1/2 HOUR INTERVALS, THE BATTERIES ARE KEPT IN THE BEST POSSIBLE CONDITION FOR LATER SERVICE.

Page 2

ONCE THE CAR STARTS MOVING AND THE LIGHTING GENERATOR PICKS UP TO START BATTERY CHARGING, THE SYSTEM VOLTAGE RISES ABOVE 12 VOLTS AT THIS TIME THE NEEDFOR THE TIMER PROTECTION IS NO LONGER NECESSARY. HENCE, AT ABOUT 12-1/2 VOLTS, THE TIMER IS ANNULLED AND LIGHTS ARE AVAILABLE CONTINUOUSLY WITHOUT INTERRUPTION. WHEN THE CAR SLOWS OR STOPS, THE BATTERY VOLTAGE AGAIN DROPS BELOW 12-1/2 AND THE TIMER COMES BACK INTO PLAY AGAIN. THE MONITOR ALSO PROTECTS AGAINST HIGH VOLTAGE IN THE EVENT OF AN OCCASIONAL "QUICK CHARGE", THE SYSTEM VOLTAGE COULD GO HIGH ENOUGH TO BE A PROBLEM FOR LIGHTS AND ANY MOTOR ON THE CIRCUIT. THE MONITOR WILL DROP THE LIGHTING CIRCUIT DURING THE PERIOD OF HIGH VOLTAGE, RECONNECTING THE LOAD AS SOON AS THE VOLTAGE RETURNS TO NORMAL. THE THREE VOLTAGES AT WHICH THE BATTERY MONITOR WORKS WHEN USED WITH LEAD ACID BATTERIES ARE: LOW TIMER HIGH

VOLTAGE " "

10-1/2 12-1/2 16-1/2

DIFFERENT VOLTAGE SETTINGS CAN BE PROVIDED FOR BATTERIES OTHER THAN LEAD ACID. TO ASSIST THE MAINTENANCE ELECTRICIAN IN DETERMINING THAT THE SYSTEM IS FUNCTIONING CORRECTLY, TWO LED'S ARE ON THE TVS PANEL. ONE OF THESE LIGHTS FOR 28 SECONDS AND IS OFF FOR 28 SECONDS. IF THIS CONDITION PREVAILS, THE TIMER IS CORRECTLY SET FOR 30 MINUTES. NO FURTHER CHECK OF THIS CIRCUIT NEED BE MADE. THE SECOND LED IS EITHER FLASHING ON AND OFF - OR'IS IN A STEADY LIGHTED CONDITION. THE FLASHING CONDITION TELLS US THAT WE ARE IN THE TIMER MODE, THAT IS, THE SYSTEM VOLTAGE IS UNDER 12-1/2 VOLTS. THE STEADY LIGHT CONDITION TELLS US THAT WE ARE IN THE "FULL" BATTERY OR CHARGING CONDITION AND THE TIMER IS ANNULLED, THE VOLTAGE IS ABOVE 12-1/2. THE VOLTAGE SETTINGS CAN ONLY BE CHECKED WITH A SEPARATE DC POWER SUPPLY. THERE ARE 3 POTENTIOMETERS FOR SETTING VOLTAGE AND ONE ADDITIONAL FOR SETTING TIME. SUCH VOLTAGE CHECKING SHOULD SELDOM BE NECESSARY AND ONLY WHEN THE PC BOARD IS REMOVED FROM THE PANEL. THE DRAWING COVERING THE DISTRIBUTION PANEL AE-2183 LISTS ALL THE MAJOR COMPONENTS OF THE PANEL. THE TVS-5030-E DETAILS ARE COVERED ON DRAWING AE10962-4.

BULLETIN A0801 Page 3

Page 6

PART NO.

BILL OF MATERIALS NO QT'Y SYMBOL

DESCRIPTION HOFFMAN #16N12A NEMA 1 HINGED BOX (OR EQUIVALENT) W/SUB PAN

AE 2183-1

CABINET

AE2183-2

C.B.

ITE. #EE2-B050 2 POLE 50A 125/250VDC CIRCUIT BREAKER

AE2183-3

FU1

MULTI-UNION #2203R 338-421 150A 250V FUSE BLACK W/BUSS NON150 250V FUSE

AE2183-4

FU2 .

MULTI-UNION #2503 338-403 3 POLE 30A PORCELAIN FUSE BLOCK W /W BUSS 15NON AND (1) BUSS NON20 FUSES.

AE2183-5

RECPT.

AE2183-6

BAT. MON.

AE2183 7

AE2183 - 8

LT1

AMP #AP1380643-2 12V RED LIGHT

AE2163-9

PB1

A.B. #800T-A2D1 BLACK PUSHBUTTON

HUBBELL #7438 RECEPTACLE OUTLET BOX W/COVER PANLMATIC #TVF-5030-E BATTERY MONITOR MOTOROLA #17-1 WIRE WOUND 75ohm RESIST OR

Page 7

Note All lamps rated in watts All lamps 12 volt Wiring size as indicated Fuse size as indicated SCHEMATIC DIAGRAM & WIRING COLOR CODE C&NW CABOOSE CARS Page 8

Policy ___MC-524___File __ 413-018_ Page ______1_____ of _____ 3_______ Date Effective ____2-28-82__________ Supersedes _______New____________ Source __________________________ Approve _______AVP â&#x20AC;&#x201C; Car_________ Caboose Alternator Selecting the Alternator Selecting the proper charging system requires a series of decisions. Voltage: Polarity: Amperage:

system voltage is determined by the operating voltage of the battery and other accessories. determined by wiring and accessories. total current consumption of all electrical accessories plus the possible increase that may be added later and time of standby use. Application: the series and model used is determined by the environment, the belt load and the type of duty required. With all the above in mind it was determined that the Motorola 12SA115 alternator would be best suited. The alternator is a device which converts mechanical and magnetic energy to alternating current and voltage. Mechanical energy is obtained by movement of the caboose car, this energy is transmitted through a drive system to operate the alternator. By rotation of an electromagnetic field inside a three phase stator assembly the alternator converts mechanical and magnetic energy to alternating current and voltage. This alternating current and voltage are changed to direct current and voltage by passing A.C. energy through a three phase, full-wave rectifier system. Diodes pass direct current in only one direction, their arrangement in the alternator eliminates the need for a cut-out relay in the voltage regulator. The individual rectifier diodes are assembled in two temperature dissipating heat sinks. The heat sinks are placed in the alternator with threaded studs that serve as circuit terminals. Maximum charging current is limited by the design and connection in the stator assembly, eliminating the need for a current regulating relay in the voltage regulator. This alternator has a Delta wound stator, using a separate field diode for alternator field current after initial excitation. Since the alternator is not negative or positive grounded correct field excitation polarity is important. Alternator Excitation The steel pole pieces in the alternator rotor are treated to prevent residual or permanent magnetism. It is necessary to pass electrical energy through the rotor (field) winding to establish a magnetic flux in the rotor in order to initiate charge.

Policy ___MC-524___File __ 413-018_ Page ______2_____ of _____ 3_______ Date Effective ____2-28-82__________ Supersedes _______New____________ Source __________________________ Approve _______AVP â&#x20AC;&#x201C; Car_________ Caboose Alternator - Continued Alternator Excitation - Continued Switch controlled positive battery voltage is applied to the excitation resistor, resulting in current flow to the regulator terminal of the alternator. This current seeking the path of least resistance, passes through the voltage regulator and field circuit to negative creating an electromagnet in the rotor. The electrical load of the rotor winding causes a voltage drop across the excitation resistor and tends to protect the field. When the alternator is charging, the flow of current is from the stator, through the rectifier diodes to battery and returning through the negative diodes. After initial excitation, the excitation path is completed through the rectifier field diodes, the regulator to the rotor windings. Voltage Regulator The voltage regulator is an electronic switching device, the regulator senses the voltage appearing at the alternator regulator terminal and supplies the necessary field current to maintain system voltage at the alternator output terminals. A zener diode and thermistor are incorporated in the voltage regulator circuit, along with switching transistors. A zener diode is the voltage sensitive component, while the thermistor serves to adjust the zener diode action to suit regulator ambient temperature. Consider the voltage regulator as having two basic circuits; the load circuit and the control circuit. The load circuit uses a switching transistor, the transistor will conduct current from the input to the output providing the base element of the transistor is negative with respect to the input or emitter element. The transistor will not conduct when the negative energy on the base element is made less negative. Base element current is only a fraction of the load current from emitter to collector. The control circuit of the regulator serves to switch the base element of the power transistor from full negative to less negative, thereby controlling the high current flow through the output transistor that is used to energize the alternator field.

Policy ___MC-524___File __ 413-018_ Page ______3_____ of _____ 3_______ Date Effective ____2-28-82__________ Supersedes _______New____________ Source __________________________ Approve _______AVP â&#x20AC;&#x201C; Car_________ Caboose Alternator - Continued Alternator - Motorola 12 SA 115 Rated: 12 volts, 120 amps Permanently lubricated ball bearings. Insulated diode plates for multiple types of application. Low cut in for high charge at low speeds. Brushes and slip rings enclosed. Housings are malleable iron for strength and durability. Terminal identification cast in housing. Built in radio frequency suppression. Bi-directional fan. Dynamically balanced rotor. Shaft of 7/8 inch stock. Stator epoxy coated and varnished for increased insulation, and environmental protection. Diode trio permits use of indicator light without relay. Integral regulator for convenient regulator replacement. Regulator fully transistorized, epoxy filled and temp. compensated. These alternators are three-phase, diode rectified machines, light weight, strong and recommended for heavy duty service. The field for the alternator is wound concentrically about the core of the rotor. The field structure contains twelve poles (six sets of pole pairs) and the rotor dynamically balanced after assembly to minimize vibration. The rotor is supported in the alternator by a pair of sealed ball bearings. The housing of the alternator has a cast in shield designed to protect the brushes and slip rings from much of the dirt and splash normally encountered. The brush-holder is easily removed after removal of the voltage regulator for either inspection or replacement and does not require alternator disassembly. The stator contains the current windings of the alternator. It is mounted in the unit by clamping the four large diameter laminations in the center of the stator between the two housings. The stator laminations are insulated with an epoxy coating prior to installation of the three-phase windings. The assembly is then varnish coated for added insulation and to prevent movement of the windings in use. The stator is connected to a three-phase, full wave bridge rectifier package which contains twelve diodes. This bridge converts the A.C. generated in the stator to a D.C. output for battery charging, lights and other accessories. Power to the regulator and the field of the alternator is provided by the field diode contained in the alternator. This is a low current version of the positive half of the rectifier bridge. It permits the use of an indicator lamp and also isolates the regulator and field from the battery to prevent battery drain when the alternator is not operating.

Policy ___MC-525___File __ 413-018_ Page ______1_____ of _____ 8_______ Date Effective ____2-28-82__________ Supersedes _______New____________ Source __________________________ Approve _______AVP â&#x20AC;&#x201C; Car_________ Subject - Testing Alternator Regulator Functional Test When it is suspected that the voltage regulator is defective or inoperative, a quick test may be made which will indicate if it is functioning. The test must be made with Caution so that the regulator is not subjected to damage caused by wrong polar polarity. It must be understood, the regulator is comprised of electrical devices sensitive to voltage polarity. Test #1 - Field Circuit Continuity 1. 2. 3. 4. 5.

Place main circuit breaker on panel to the "On" position. The small "Red" charging indicator light will lite. If lite does not burn check battery voltage, this light should lite even when voltage is less than 10 volts. If battery voltage is present, check for defective lamp. If lamp is bad, replace it. Check voltage at the regulator. Voltage should be obtained when volt meter leads are on the negative output terminal of the alternator and the regulator terminal. This voltage should be within 2 or 3 volts of battery voltage. If voltage is not present check for open or shorted field wiring.

Test #2 - Regulator Function Test 1. 2. 3. 4. 5; 6. 7. 8. 9. 10. 11.

Place main circuit breaker on panel to the "Off" position. Remove the 150 amp main charging fuse. Remove the four (4) regulator mounting bolts which hold the regulator to the end of the alternator. Pull regulator back away from end of alternator make sure housing of regulator is free from contact with any electrical terminals or connections. Refer to sketch below and following steps as given and using suggested material indicated - continue test as outlined. Insulate brushes from the slip rings, this may be done by inserting a piece of paper between the carbon brushes and the copper slip rings. Connect test lamp leads at the negative and positive brush terminals. With three (3), 6 volt lantern batteries connected in series (giving a potential of 18 volts) connect the positive wire to the regulator terminal on the alternator. Watching the lamp, momentarily place the negative wire from the three (3) lantern batteries to the negative output terminal of the alternator. The test lamp should lite and then go out. This will indicate the regulator will pass voltage and then shut off when voltage applied is in' excess of the regulators regulating voltage of 14.2 volts. Remove test leads, test lamp and insulator from between brushes and the slip rings.

Policy ___MC-525___File __ 413-018_ Page ______2_____ of _____ 8_______ Date Effective ____2-28-82__________ Supersedes _______New____________ Source __________________________ Approve _______AVP â&#x20AC;&#x201C; Car_________ Subject - Testing Alternator - Continued Test #2 - Regulator Function Test - Continued 12.

Replace regulator to end of alternator, properly aligning felt gasket. Apply the four (4) regulator mounting screws. Caution! care to be taken when running in the screws as not to cock the regulator or strip the mounting screws thread, tighten evenly.

13.

Replace the 150 amp main charging fuse after testing is completed.

Policy ___MC-525___File __ 413-018_ Page ______3_____ of _____ 8_______ Date Effective ____2-28-82__________ Supersedes _______New____________ Source __________________________ Approve _______AVP â&#x20AC;&#x201C; Car_________ Subject - Testing Alternator In the event it is believed the alternator is not functioning properly it should under go inspection and testing. On Car Test 1. Inspect unit for proper operation. 2. Check and inspect belts, pulleys and sheaves. 3. Check all electrical connections for tightness and proper termination (dwg. page 8 MC-523). 4. Inspect and check alternator stator and diode assemblies per attached dwg. pages 4 & 5. 5. Inspect and check rotor assembly per attached dwg. page 6. 6. If rotor, stator and diode assemblies check good, additional testing is in order to determine if alternator regulator is good. 7. If the alternator tests good, it may be desired to run test the alternator, this may be done by 7-a Remove drive belts. 7-b Place main circuit breaker to "On" position. 7-c Turn off all light loads. 7-d Note that field circuit to alternator is good. 7-e Arrange to rotate alternator rotor by use of an auxiliary motor capable of spinning the alternator's rotor at 600 to 700 RPM. 7-f With voltmeter across the output terminals of the alternator note that output reads 14.2 volts. If voltage does not regulate at 14.2, regulator is bad. 7-g Replace regulator, retest. Off Car Test (Bench Test) 1. Inspect drive unit for proper operation. 2. Check and inspect belts, pulleys and sheaves. 3. Check all electrical connections for tightness and proper termination (dwg. - page 8( MC-523) 4. Remove alternator from car. 5. Inspect and check altrnator stator and diode assemblies per attached dwg. pages 4 & 5. 6. Inspect and check rotor assembly per attached dwg. page 6. 7. If rotor, stator and diode assemblies check good, additional testing is in order to determine if alternator regulator is good. This can be done by running the alternator at a speed of 700 RPM. 7-a Place alternator in suitable holding device. 7-b Arrange to rotate the alternators rotor by use of auxiliary motor capable of rotating the rotor at a speed of 600 to 700 RPM. 7-c Connect a dummy load per attached sketch across output terminals of the alternator. 7-d With dummy load connected and alternator rotor turning, flash the alternator field by use of a lantern battery per attached sketch. 7-e With voltmeter connected across the output of the alternator, voltage output should regulate at 14.2 volts. 7-f If alternator fails to produce voltage or does not regulate at 14.2 volts, voltage regulator is defective. Replace regulator and retest alternator.

FIG. 85 – ROTOR TESTS & INSPECTION A. Current Draw or Resistance of the Winding Correct Current Correct Winding 12 Volt Model Draw at 10.0 Volts Resistance (Ohms, Rating (amperes) (amperes) ±10%) 68 84 85 120

1.742.1 1.742.1 1.45-2.05 1.45-2.05

Correct Current 24 Volt Model Draw at 20.0 Volts Rating (amperes) (amperes) 70

0.90-1.50

5.25 5.25 5.5 5.5 Correct Winding Resistance (Ohms, ±10%) 16.5

B. Grounded Slip Rings or Winding Test with ohmmeter or 12 volt DC test lamp. Tests should show no circuit from slip rings to ground. SYSTEM EXCITATION CIRCUIT When the ignition switch is turned "on". current will flow from the battery through the indicator lamp, the voltage regulator & through the field to ground. This causes the lamp to be lit at the same time providing a small amount of current to energize the field coil. When the alternator begins producing power, field current is supplied through the voltage regulator from the regulator terminal of the alternator. Since the voltage at this point is approximately the same as the battery voltage, no current will pass through the indicator lamp and the bulb will be extinguished. TEST & INSPECT ROTOR ASSEMBLY Check the rotor assembly for the following electrical and mechanical properties, see Figure 85.

C. Conditions of Slip Rings Clean brush contacting surfaces with fine crocus cloth to remove minor roughness. Replace slip ring assembly if necessary. D. Rotor Shaft, Body, Rear Bearing (1) Stripped threads on shaft (2) Worn key slot (3) Worn bearing surface (4) Scuffed pole finger (5) Worn or dry rear bearing Replace rotor assembly if any of the above defects are noted. NOTE: New rotors include a new rear bearing and slip ring as part of the assembly.

Page 6

Use Pulley Ratio Between Motor and Alternator That Will Produce 650 RPM on Alternator Example

Motor RPM 1750 Motor Pulley 2 Inch Alternator Pulley 4 Inch Alternator Speed 875 RPM Motor RPM 1140 Motor Pulley 4 Inch Alternator Pulley 4 Inch Alternator Seed - 1140 Motor Pulley Inch Alternator Speed = 855

C&NW CABOOSE ALTERNATOR

Page 1

GLOSSARY OF TECHNICAL TERMS AC

Alternating Current: current that flows in one direction and then reverses itself during each cycle lie a sine wave).

Alternation

The positive or negative half of a sine wave.

Alternator

Type of generator used in modern vehicular charging systems which provides high output and low cut-in operation.

Ampere

Unit signifying a specific amount of current flow in a circuit for a given time interval. The current in Amperes may be measured with an ammeter.

Armature

That portion of a generator which contains the current generating windings.

DC generator

rotating armature

AC generator

stator

Atom

Fundamental building block of all substances found in nature. Composed of a nucleus. with protons and neutrons, encircled by orbiting electrons.

Auxiliary

The supply and sense point for the voltage regulator in an alternator system using an isolation diode.

Battery

Power source which supplies DC power directly through chemical action.

Brush

Makes connection to the rotating component in an electrical generator; i.e., slip rings in an alternator and commutator in a DC generator.

Capacitor

An electrical component connected to the alternator output terminal to suppress interference to radio reception.

Circuit

A complete path to support current flow consisting of a source and load.

Coil

Also referred to as an inductor; a winding consisting of many turns of wire, i.e., rotor and stator coils.

Commutator

Segmented contactor on armature of DC generators which provides mechanical rectification and also supplies the output power.

Conductor

Materials which offer very low opposition to the flow of electrical current.

Direct Current; current which flows constantly in the same direction.

DC Generator

Type of power source formerly used in charging systems with limited low-speed and maximum output characteristics.

Delta

Type of stator connection used in alternators. The symbol for this is 0 and it represents the actual connections.

Diode

A semiconductor device which passes current in one direction only with proper voltage polarity across it (a form of electrical switch). Also referred to as a rectifier.

Diode Trio

Same as Field Diode.

Eddy Currents

Losses induced in the stator core due to the varying magnetic field which appears as heat. These losses are minimized by laminating the stator core assembly.

Efficiency

Expresses the amount of output power (watts) obtained for a given amount of input drive power (horsepower). Efficiency is usually stated in percent.

Page 2

Electromagnet

A winding around a core which exhibits a strong magnetic field when excited by an electric current.

Electromagnetic Induction

The voltage generated in a conductor or coil when cutting across lines of magnetic force. This forms the basic operating principle of all electric generators.

Electron

Negatively charged particle in an atom which constitutes the flow of electric current.

Excitation

Applying current to the rotor circuit in an alternator to develop an output charge.

Fan

Item mounted to altemator and used for cooling purposes: (Unit may be directional or bidirectional depending on application.)

Field alternator.

Winding used to generate the magnetic field in a generator, The stationary member in an

Field Diode

Small version of insulated rectifier diode set which supplies field current when the alternator is producing output power. This system also allows use of a charge indicator lamp circuit.

Flux

The lines of magnetic force surrounding the poles of a magnet or electromagnet.

Generator

Unit used to convert mechanical energy into electrical energy. All generators contain stationary and rotating components to produce an output by the electromagnetic induction principle.

Ground

Common connection point in charging system to which one side of electrical system (alternator and battery) is returned.

Hertz (Hz)

Unit which expresses the number of cycles per second (CPS) of an AC waveform (frequency).

Horsepower

Term for mechanical power which is equivalent to 746 watts of electrical power.

Hysteresis

Losses due to the materials used in the stator assembly which tend to oppose magnetic changes. These losses are reduced by the addition of silicon to the materials.

Indicator Lamp

Visual indicator used to monitor the operational condition of the charging system.

Inductor

Same as coil.

Isolation Diode

A diode connected in series with the alternator output circuit which provides the voltage sense point for the regulator and an indicator lamp circuit.

Insulator

Materials which offer very high opposition (resistance) to the flow of electrical current.

Laminations

Layers of sheet material used in construction of the stator assembly to minimize the effects of Eddy Current losses.

Load

That portion of an electrical circuit which consumes power for some useful purpose; i.e. lights, radio, AC fan, etc.

Magnet

Materials which exhibit a magnetic field and attract substances containing iron. Magnetic

Field

Same as Flux.

Neutron

Particle in the core of an atom that contains no electrical charge.

Page 3

Negative

The polarity of a power source such a the negative terminal of a battery or alternator. Also, the charge of an atomic particle such as an electron.

Open Circuit

Term used to describe a condition in an electrical circuit resulting from a break (open) in the circuit.

Phase

Refers to the number of windings used in the stator assembly of alternator. In three-phase machines, three stator windings are spaced 120 electrical degrees apart.

PM Magnetic

Permanent Magnet; substances which contain permanent magnetic properties as opposed to electro-magnets.

Positive

The polarity of a power source such as the positive terminal of a battery or alternator. Also, the charge of an atomic particle such as a proton.

Potential

The pressure or voltage existing in an electrical circuit.

Proton

Particle in core of atom containing a positive electric charge.

Rectification

Process which converts AC power into DC by mechanical (commutator) or electronic (diode) means. Half-.wave rectifiers process only half the power of the output sine-wave. Full.-wave systems utilize the total power potential in the sine wave.

Rectifier Diode

A semiconductor component used in rectifier circuits to convert AC to DC. Also, refer to Diode.

Regulator load conditions.

A device used in charging systems to maintain constant system voltage at all vehicle speeds and

Relay

An electro-mechanical component used to supply excitation current for alternators used in positive ground applications.

Residual Magnetism

Amount of magnetic force remaining in a material after the exciting current is removed.

Resistance

The amount of opposition offered to current flow in an electrical circuit. Resistance is specified in Ohms (A) and can be measured with an ohmmeter.

Resistor

An electrical component which limits the amount of current flow (amperes) in a circuit having a given voltage. Resistors are commonly used in alternator systems to supply initial excitation.

Rotor .

Rotating member in an alternator (field).

RPM

Abbreviation for Revolutions Per Minute.

Short Circuit

A circuit condition where the current bypasses the load due to the existance of a lower resistance (short) path.

Sine Wave

AC waveform (voltage or current) typically used in commercial power systems.

Slip Ring

Item mounted to rotor which allows excitation current to pass to rotor via the brush assembly. Also referred to as a collector ring.

Star

Type of stator connection used in three-phase alternators where one end of each winding is tied together. Also known as Wye or 'Y' connection. Page 4

Stator

The stationary winding in an alternator which supplies the output power (armature).

Three-Phase Full-wave Rectification System

A bridge rectifier circuit which processes both halves of the outputs for each of the three phases.

Volt

Unit of electrical pressure or voltage; Abbrev. V. The amount of voltage in a circuit can be measured with a voltmeter.

Winding

A coil or inductor containing turns of wire on an iron core or stator.

Wye

Same as Star and 'Y' connection.

'Y'

Same as Star and Wye connection.

Page 5

VOLTAGE REGULATOR The voltage regulator is an electronic switching device, the regulator senses the voltage appearing at the alternator regulator (or auxiliary) terminal and supplies the necessary field current to maintain system voltage at the alternator output terminal. A zener diode and thermistor are incorporated in the voltage regulator circuit, along with calibrating resistors and two switch ing transistors A zener diode is the voltage sensitive component. while the thermistor senses to adjust the zener action to suit regulator ambient, temperatures Consider the voltage regulator as having two basic circuits; the load circuit, and the control circuit. The load circuit shown in Figure 16, uses a power P-N-P switching transistor in the circuit. A small emitter resistor is placed in the circuit to protect the transistor. The transistor will conduct current from the input to the output, providing the base element of the transistor is negative with respect to the input or emitter element, like a "tuned on" switch. The transistor will not conduct when the negative energy on the base element is made "less-negative". Base element current is only a fraction of the load current from emitter to collector. The control circuit of the regulator serves to switch the base element of the Dower (output) transistor from full negative to less negative; thereby controlling the high current flow through the output transistor that is used to energize the alternator field (rotor winding), Figure 17.

Page 6

Figure 18 is a schematic diagram for an adjustable voltage regulator in the large case TVA Series Were the control circuit components are added to the load circuit to illustrate how the regulator operates. , Positive energy, from the vehicle ignition switch or initial excitation, is connected to the regulator input lead. Several paths are open to this energy, the greatest flow will occur in the path of least resistance- The base element of the output transistor is negative so the transistor provides the circuit with mini mum resistance between input and the output lead- This circuit energizes the alternator field winding in the rotor.

When the engine turns the alternator with the magnetized rotor, an alternating current is developed in the stator- The rectifier diodes convert the alternating current energy to direct current and voltage. System voltage starts to rise.

FIG. 18 SCHEMATIC DIAGRAM OF REGULATOR CONTROL & LOAD CIRCUITS The termistor resistance will vary with changes in temperature thereby allowing slightly higher charging voltage in cold weather and lower charging voltage in hot weather. Figure 20The regulator black lead serves as the only ground for the regulator. The metal regulator body is not part of the electrical circuit. Regulators are manufactured as fixed voltage, epoxy encapsulated units, shown in Figures 1D and 1E. Adjustable voltage regulators, Figure 1D usually provide two adjustable voltage features. Coarse adjustment by a movable link located on the bottom of the regulator and a fine adjustment with a potentiometer under the regulator cover. Recommended procedure for setting adjustable regulators is covered in the "Test Procedure" section of this manual.

The alternator auxiliary terminal is also connected to the regulator input lead as shown in Figure 17, and senses the rising voltage. The entire control circuit of the regulator, especially the zener diode, is subjected to the voltage change. When the voltage reaches the operating point of the zener diode, the zener will conduct. This causes the driver transistor to conduct. The collector of the driver transistor is connected to the base element of the output transistor, so, the "less-negative" energy causes the output transistor to "tum-off" or stop conducting. The magnetic field of the rotor winding starts to collapse, the system voltage starts to drop. As the declining voltage drops below the zener operating point, the zener stops conducting- The driver transistor stops conducting and the output transistor- regaining a negative base potential, starts conducting and again, energizes the field winding, see Figure 19The switching activity o: occurs several thousand times a second and maintains good voltage level.

FIG. 19 VOLTAGE REGULATOR SWITCHING

FIG. 20 TEMPERATURE-RESISTANCE CHARACTERISTIC OF THERMISTOR

Page 7

VOLTAGE REGULATOR INSTALLATION VOLTAGE Regulator ADJUSTMENT The most desirable setting is the one that allows the alternator to maintain a fully charged battery with minimum water usage. Carefully check a l l circuit connections to eliminate loose wires or high resistance junctions The voltage regulator incorporates a temperature compensating "thermistor" that automatically provides a slightly higher charging voltage in cold weather and a lower charging voltage in hot weather.

Page 8

FIG. 50 DUAL TERMINAL BRUSH TEST REMOVE BRUSH COVER PLATE OR REAR HOUSING MOUNTED REGULATOR Remove attaching hardware, pull cover plate or regulator away from housing: remove brush terminal screws where used. REMOVE BRUSH ASSEMBLY Remove attaching hardware, Figure 48- Lift brush assembly and shunt lead insulator, if used, out of brush cavity. [IF brushes are not oil soaked or cracked and the rotor contacting surfaces are smooth, and the unused brush length 316" or longer, they may be reused. Test brush assemblies with 12 volt DC test lamp or ohmmeter as shown in Figures 49 and 50- If used in the assembly, test condition of capacitor using ohmmeter FIG. 48 REMOVE BRUSH ASSEMBLY

REMOVE REAR HOUSING MOUNTED REGULATOR

Page 9

TEST EQUIPMENT REOUIREMENT The equipment required for electrical in vehicle testing of the alternator and voltage regulator should include meters that provide the following scales: VOLTMETER D.C. 0 to 20 volts for 12 volt system test, 0 to 40 volts for 24 volt system testsAMMETER D.C. 0 to 10 amperes. for testing field (rotor) current, 0 to 100 amperes for testing alternator outputFIELD RHEOSTAT - 0 to 50 ohms resistance, 50 watt capacity, with 3' connecting leads with alligator clips. 1.0 OHM RESISTOR - Sun Electric RES-1 or equivalent, with terminals or leads for connection in the alternator output circuit- This item is usually incorporated with most combination volt amp-resistance test units. CARBON PILE Sun Electric Y-20 or equivalent, capable of 0 to 600 ampere load, controlled by operating knob. 12 VOLT TEST LAMP - May be home made with 3 to 15 candlepower lamp in a socket, with two 3' test leads provided with alligator clips 110 V. A.C. TEST LAMP using 15 to 25 watt lamp. OHMMETER Any commercial type, like a Simpson 260 or equivalent. BATTERY HYDROMETER -Any commercial type, with temperature correction scale. ASSORTMENT OF JUMPER LEADS-2, 4, 6 and 10 feet in length, with alligator clips attached to the ends. Make with good qua quality number 10 wire.

The following Test Procedures should be observed with all alternator charging systems. Do not disconnect alternator output lead while alternator operating. Do not ground field terminal. Check battery condition. Use a fully charged battery when testing alternator. Disconnect ground cable of battery when removing and installing the alternatorTESTING PROCEDURES - Alternators and voltage regulators should be tested on the vehicle, using circuit conductors and accessories that are a permanent part of the system. Detached unit testing will provide the technician with an operational test of the alternator or voltage regulator. Preoverhaul testing wall advise the depth of needed repairs. Final testing will prove the units are restored to their original operating efficiency. Before actual in vehicle testing commences, the charging system and battery must be checked to eliminate possible difficulty, as follows: The battery must be at least 75% (1.240 Sp. Gr.) full charged and properly secured in the carrier. The carrier must not place excessive physical strain on the battery. All cables between the battery, starter and engine ground must be equal to or better in wire size than the original equipment. Wires and cables must be free of corrosion with cable supporting clamps to reduce strain on battery posts. All leads, junctions, switches and panel instruments that are directly related to the charging circuit must be good enough to provide proper circuit control. The inspection of the alternator drive system should include the following:

BATTERY - The vehicle storage battery circuit represents a continuous, although variable electrical load to the alternator. If the circuit, positive or negative is opened or broken while the alternator is charging, the loss of the battery will result in the charging voltage rising to unsafe levels.

Engine driving and alternator driven pulleys must be capable of transmitting required energy from the engine output shaft to the alternator.

High voltage will damage the alternator and regulator end may damage other electrical accessories or instruments.

The drive belt must be !n be in good condition, free of grease or oils that may induce slipping under load.

Page 10

INSTALLATION GENERAL- Observe vehicle battery polarity prior to connecting output cables to the alternator Reverse battery polarity will destroy the alternator rectifier diodes The requirements of the alternator mechanical installation are several: (1) solid vibration free attachment of the mounting bracket to the engine and alternator to the mounting bracket, (2) correct belt alignment, and 13) protection from road spray, or marine water spray and from engine exhaust system heat. Hardened steel flat washers should be substituted for spring lock washers on bracket and alternator as mounting hardwareFlat washers tend to provide and retain greater surface tension while lock washers. under vibration, wear the metal away and lose their locking ability- Lock washers should be used against steel surfaces. ALTERNATOR PULLEY ALIGNMENT - Correct belt alignment is essential for maximum alternator and belt service life. The center line of all pulleys related to the alternator drive must be within 1/32" of true center, Figure 21-

FIG. 21 ALTERNATOR BELT ALIGNMENT

Best results are obtained if the belts wrap the alternator pulley 1000- Lesser wraps induce belt slipping, belt and pulley wear and overheating of the front alternator bearing Figure 22. ALTERNATOR PULLS V RATIO The diameter of the alternator pulley will determine the RPM of the alternator for a give engine speed. Correct pulley selection will permit the alternator to produce an acceptable current output at idle, yet, will not allow alternator overspeed at engine top operating RPM. Excessive alternator speeds of 8,000 RPM intermittent, or 6,000 RPM continuously, tend to shorten bearing life. Figure 23 shows the dimensional detail for machining other pu!!eys to fit the Motorola rotor shaft. Consult your Motorola distributor for information on pulleys and mounting brackets-

FIG. 22 ALTERNATOR BELT INSTALLATION

Tighten pulley hut to 40 - 50-toot pounds. Tighten drive belts by applying pressure to the alternator front housing only, do not apply pressure to the rear housing or stator. Set belt tension to engine manufacturer recommendations. If this information is not available, tighten belts to the point where the alternator fan cannot be turned by hand. REGULATOR MOUNTING Locate the voltage regulator in the front of the engine compartment and if possible. below the level of the exhaust manifold, mount in a convenient place on metal fender well or radiator cowl. If a metal surface is not available for mounting the regulator, the {THE REST OF THE TEXT IS UNREADABLE}

Page 11

FIG. 23 PULLEY DIMENSIONAL DETAIL

ALTERNATOR REGULATOR TESTS 12 24 30 32 VOLT UNITS WITH FIELD DIODE TEST NO 1 BATTERY VOLTAGE & SHORTED POSITIVE RECTIFIER DIODE TEST. CONDITIONS IGNITION SWITCH OFF: ENGINE NOT RUNNING. FIGURE 27. Low voltage noted at Test Points 1, 2. or 3: recheck battery and terminal connections. Noting any voltage at Test Point 4, indicates a shorted positive rectifier diode in the alternator; repair as necessary.

FIG. 27 BATTERY VOLTAGE & SHORTED POSITIVE RECTIFIER DIODE TEST

Page 12

TEST NO 2- VOLTAGE REGULATOR OR BRUSH & FIELD ASSEMBLY TEST- CONDITIONS IGNITION SWITCH ON. ENGINE NOT RUNNING. FIGURE 28, If voltage at Test Point 4 exceeds allowable maximum, fault may be in voltage regulator or the brush-field assembly- With volt meter at Test Point 4, place a temporary jumper from 4 to 5 If voltmeter indicates proper value, regulator is probably defective: replace and retest, When jumper application does not produce required voltage at 4, brushes or rotor may be faulty. Inspect brushes and check continuity of slip ring-rotor circuit.

FIG. 28 VOLTAGE REGULATOR OR BRUSH-FIELD ASSEMBLY TEST

Page 13

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DIODE ASSEMBLY

Page 18

MAINTENANCE GENERAL Due to alternator design and construction, very little, if any, maintenance is required in normal usage: however, proper tension and condition of drive belts should be checked regularly. Periodic inspection of brushes and bearings should be made after approximately 50,000 miles (or 1500 hours in industrial or agricultural applications) under normal operating conditions. BRUSH INSPECTION On most Motorola alternators, brush removal for inspection can easily be accomplished without special tools or alternator removal. Figure 75- If the brushes are not oil soaked or cracked, have smooth contact surfaces, and are at least 3/16" long, they may be reused. Refer to applicable alternator service manual for specific brush removal details.

FIG. 75 BRUSH ASSEMBLY REMOVAL BEARING INSPECTION Front and rear ball bearings are of the sealed type to provide long and troublefree performance. However, it is recommended that the bearings be inspected after about 50,000 miles of operation. If a n y unusual looseness or noise is noted, the bearings should be replaced to insure maximum service life from the alternator. Refer to alternator repair manual for specific bearing removal instructions-

Page 19

High voltage will damage the alternator and regulator and m a y damage other electrical accessories or instruments. TEST PRECAUTIONS DO NOT under any circumstances, short FIELD terminal of alternator to ground. DO NOT disconnect voltage regulator while alternator is operating. DO NOT disconnect load (alternator output lead) from alternator while the alternator is operating. DO NOT remove alternator from car without first disconnecting the grounded battery cable. If battery must be removed, disconnect grounded battery cable. If battery must be removed, disconnect grounded cable first. The following rule applies to all alternator charging systems: CAUTION IF A BATTERY IS BEING INSTALLED, MAKE CERTAIN THAT THE G R O U N D POLARITY OF THE BATTERY AND THE GROUND POLARITY OF THE ALTERNNATOR ARE THE SAME- REVERSE POLARITY WILL DESTROY RECTIFIER DIODES IN THE ALTERNATOR.

Tester model 7 BT 1181W or other special testers. Since maintenance free batteries usually do not contain vent caps, a hydrometer cannot be used to evaluate battery condition. In these cases, the Motorola battery tester and other special testers may be used- The carrier must not place excessive physical strain on the battery. Wires and cables must be free of corrosion with cable supporting clamps to reduce a strain on battery posts. All leads, junctions, switches and panel instruments that are directly related to the charging circuit must be good enough to provide proper circuit control. The inspection of the alternator drive system should include the following: Engine driving and alternator driven pulleys must be capable of transmitting required energy from the engine output small to the alternator. The alternator drive belt must be properly adjusted and in good condition, free of grease or oils that may induce slipping under load. Some of the more common causes of charging system malfunctions are covered in the chart below.

TEST EQUIPMENT REQUIRED SYMPTOM NO. 1 - ALTERNATOR FAILS TO CHARGE CHECK FOR: Typical equipment required for general electrical in-vehicle testing of the alternator and voltage regulator should include meters that provide the following scales: VOLTS AMPERE TESTER, SUN ELECTRIC MODEL 24 Volts DC: 0 - 40 Ampere DC: -10 to +100 CARBON PILE, Sun Electric Y-20 or equiv., capable of 0 to 600 ampere load, controlled by operating knob. 12 VOLT TEST LAMP, May be home-made with 3 to 15 candlepower lamp in a socket, with two 3' test leads provided with alligator clips.

A. B. C. D. E. F. G.

Alternator belt loose. Open or high resistance in charging or ground return circuit or battery connections. Excessively worn, open or defective brushes. Open excitation resistor. Open isolation diode. Regulator inoperative. Open rotor ( field coil).

SYMPTOM NO. 2 - LOW OR UNSTEADY CHARGING RATE CHECK FOR: A. B.

OHMMETER, Any commercial type, like a Simpson 260 or equiv.

Alternator belt loose. Intermittent or high resistance charging or ground return circuit or battery connections. Excessively worn, sticky or intermittent brushes. Faulty regulator. Shorted or open rectifier diode. Grounded or shorted turns in rotor (field coil). Open, grounded or shorted turns in' stator.

BATTERY HYDROMETER, any commercial type, with temperature correction scale, or Motorola Electronic Battery Tester 7BT 1181 W.

C. D. E. F. G.

ASSORTMENT OF JUMPER LEAD 2, 4, 6 and 10 feet length with a alligator clips attached to the ends. Make with good quality No 10 wire.

SYMPTOM NO. 3 - EXCESSIVE CHARGING RATE

TESTING PROCEDURES Alternators and voltage regulators should be tested on the vehicle using wire conductors and accessories that are a permanent part of the system.

(as evidenced by lights and fuses burning out frequently. battery requires too frequent refilling) CHECK FOR: A.

Before actual vehicle testing commences, the charging system and battery must be checked to eliminate possible difficulty, as allows.

B-

The battery must be at least 75% full charged and properly secured in the carrier. Ordinary storage batteries may be checked with a hydrometer (1-240 Sp G r ) Motorola Battery.

A. B. CD E-

Page 20

Make certain all connections on alternator and regulator are tightRegulator faulty.

SYMPTOM NO. 4 - NOISY ALTERNATOR CHECK FOR: Defective or badly worn beltMisaligned belt or pulley. Loose pulleyWorn bearingsShorted rectifiers.

OVERHAUL PROCEDURE GENERAL The overhaul procedure in this manual covers the complete disassembly and reassembly of the C a s t Iron and Die Cast housing units. When necessary, the instructions will dwell on one particular area of service that may be difficult to understand. DISASSEMBLY & TESTS - Place the alternator in a vise or other holding fixture. CAUTION ONLY rosin core solder should be used for all soldering operations. The use of acid core solder will result in rapid corrosion of the windings an eventual failure of the complete alternator unit.

FIG. 50 D U A L TERMINAL BRUSH TEST REMOVE BRUSH ASSEMBLY - Remove attaching hardware, Figure 48 Lift brush assembly and shunt lead insulator, if used. out of brush cavity- If brushes are not oil soaked or cracked, and the rotor contacting surfaces are smooth, and the unused brush length 3/16" or longer, they may be reused Test brush assemblies with 12 volt DC test lamp or ohmmeter as shown in Figures 48 and 50. If used in the assembly, test condition of capacitor using ohmmeter as shown in Figure 51.

REMOVE BRUSH COVER PLATE OR REAR HOUSING MOUNTED REGULATOR Remove attaching hardware, pull cover plate or regulator away from housing; remove brush terminal screws where used, Figure 47- If alternator used metal sleeves on cover screws to space felt gasket. remove these and felt gasket.

FIG. 47 REMOVE REAR HOUSING MOUNTED REGULATOR (ISOLATION DIODE TYPE)

FIG. 48 SINGLE TERMINAL BRUSH TEST FIG. 48 REMOVE BRUSH ASSEMBLY

FIG. 51 DUAL TERMINAL BRUSH TEST (WITH R F.I. CAPACITOR)

Page 21

REMOVE THRU BOLTS Remove four thru bolts. Figure 52 Replace damaged or missing washers and bolts. NOTE: Replace thru bolts if unusually easy to remove (indicating bolt abnormally y loose in housing due to worn locking compound on ,"reads)SEPARATE STATOR REAR HOUSING FROM FRONT HOUSING Use a screwdriver and a wedge (piece of steel or wood) to pry the halves avert at the ears, see Figure 53. CAUTION: AVOID INSERTING SHARP TOOLS (SCREWDRIVER, ETC.) BETWEEN STATOR a I+OUS ING. THEY MAY CAUSE PERMANENT DAMAGE TO THE STATOR WINDINGS OR LAMINATIONS.

FIG. 55 REMOVE A.C. TERMINAL HARDWARE (CAST IRON UNITS)

After this operation, the rear housing and stator are one assembly and the front housing end rotor are another assembly, Figure 54. Continue with disassembly of the rear housing and stator. REMOVE REAR HOUSING Place the open end of the stator on a clean work surface free of metal tat chips that could damage stator windings. Cast Iron Housing Units Remove hex nuts and lock washers from three AC terminals Figure 55: lift stator leads off studs Separate stator from rear housing Figure 60.

FIG. 52 THROUGH BOLT REMOVAL

DIE CAST HOUSING UNITS Place bearing end of rear housing on work surface, remove hex nuts and lock washers from terminal studs on insulated diode heat sink, Figure 61. Lift stator leads off studs and remove stator. INPECTION OF STATOR ASSEMBLY Inspect stator assembly for physical damage. Look for evidence of the rotor striking lamination broken insulation and foreign material that may restrict circulation of cooling air.

FIG. 54 FRONT & REAR HOUSINGS SEPARATED

FIG. 53 SEPARATING ALTERNATOR HOUSINGS

FIG. 60 STATOR REMOVAL (CAST IRON UNITS)

Page 22

TESTING STATOR The alternator stator assembly consists of three individual windings. wound on am epoxy insulated core or lamination- The usual reference to stators concerns the method of terminating the ends of the three windings They may be connected in a Wye or a Delta circuit, as shown m Figures 62 and 63. Discoloration of the wire enamel is evidence of overheating that may result in a shorted or grounded winding. Test the stator with a 110 volt AC test lamp, like the one shown in Figure 64. Alf connections in the stator are crimped or welded and should not be taken apart. Place one test lead on the stator lamination, place the other on each of the three connector leads the lamp should not light, indicating no grounds from windings to lamination. Place test leads alternately between the three connector leads, the lamp should light, indicating continuity, Figure 65. Inspect diode leads, replace if necessary with length of bulk wire of equal size. Reuse stator if it tests okay.

FIG. 61 REMOVE TERMINAL STUD HARDWARE PRIOR TO STATOR REMOVAL (DIE-CAST UNITS)

FIG. 63 STATOR WYE CONNECTION

FIG. 62 STATOR DELTA CONNECTION

FIG. 64 STATOR TEST CIRCUIT

FIG. 65 STATOR TESTS

Page 23

REMOVE DIODES FROM REAR HOUSING Cast Iron Housing Units Remove screw holding negative brush lead, as shown in Figure 66 to diode heat sink. Remove remaining hardware and insulators from AC terminals Remove three R F.I. capacitor leads Re-or to Figure 67 for R.F.I. capacitor testing detail. Place ohmmeter on RXI scale and check for no circuit between leads AB, BC, and AC. Replace capacitor assembly if any short condition is indicated. Remove terminal nuts and hardware, separate diode assembly from rear housing. DIE CAST ALLOY HOUSING UNITS Remove diode wires from studs on insulated diode heat sink- Remove external nuts and hardware from all terminals. Carefully separate heat sink from rear housing, Figure 68.

FIG. 66 NEGATIVE BRUSH LEAD LOCATION (CAST IRON UNITS)

INSPECT REAR HOUSING If rear housing has scuffed the bearing bore, the housing should be replaced. Check for cracks due to improper drive belt tightening procedure. Test negative brush lead for ground, test should show no circuit from lead to housing, Figure 69. DIODE TESTING Cast iron units with isolation diodeRemove acorn nuts and hardware- Separate isolation diode assembly from rectifier diode heat sinks, Figure 70.

FIG. 67 STATOR R.F.I. CAPACITOR ASSEMBLY

FIG. 68 INSULATED DIODE HEAT SINK REMOVED FROM REAR HOUSING

FIG. 70 CAP NUT REMOVAL

FIG. 69 REAR HOUSING INSPECTION Page 24

Page 24

Cast iron units with field diode Remove field diode mounting hardware and insulator Arrange all heat sinks so they are isolated for testing It a Commercial diode tester is available, test the diodes according to equipment manufactures instructions. the various test points are shown m Figure 71, All diodes in the positive heat sink, where diodes part numbers are printed on RED, should test as shown in Figure 72. Figure 73 shows testing of the negative rectifier diode assembly, where diode part numbers are printed in BLACKIndividual diodes may be replaced in sinks except for the field diode assembly. Here the complete sink with three diodes is replaced if required. Follow the recommendations of the diode service tool manufacturer in this operation. A heat dam must be used for diode protection when soldering circuit leads to diode terminal as shown in Figure 74.

FIG. 71 FIELD DIODE TEST POINTS

If replacement of the field diode assembly is required in an alternator with six rectifying diodes in each heat sink as shown in Figure 75, drill a small hole in the three connecting traps to secure leads from new field diode assemblyReplace any defective dudes, connect circuit. leads as requiredFIG. 73 NEGATIVE DIODE TESTING

FIG. 72 POSITIVE DIODE TESTING FIG. 75 FIELD DIODE ASSEMBLY REPLACEMENT

FIG. 74 PROPER DIODE SOLDERING PROCEDURE Page 25

REMOVE PULLEY & FAN The p u l l e y i s a slip fit on the rotor shaft positioned with a Woodruff Key To remove the nut and lock washer from the shaft clamp the pulley in a vise using an old over size belt twit to protect t h e pulley from the vise jaws, as shown en F Figure 76 After nut and lockwasher are removed, the shaft may be separated from the pulley. Stubborn cases may require the use of special service tools T h e bi directional fan will slide over the key. The key may be removed with diagonal pliers or with a screwdriver as shown in figure 77. Inspect the fan and pulley for possible damage as shown in Figures 78 and 79; replace as necessary.

FIG. 76 PULLEY REMOVAL

FIG. 77 WOODRUFF KEY REMOVAL

FIG. 79 PULLEY INSPECTION

Page 26

FIG. 78 FAN INSPECTION

REMOVE FRONT HOUSING Remove front beating retainer screws and lockwashers Figure 80. Tap the shaft on a wooden block as Mow- in Figure 81, to separate front housing from rotor Use a bearing pullet to separate front bearing from rotor. Figure 8? REMOVE FRONT BEARING SEALS CAST IRON HOUSING UNITS - Use a small pin punch to remove front bearing seals from front housing and bearing retainer, Figure 83. INSPECT FRONT HOUSING Figure 84 indicates the areas of the front housing that must be checked for possible defects.

Page 27

STOCK CODES ALTERNATOR AND DRIVE UNIT

Subject - Listing COW Stock Code For Alternator & Drive Unit Stock Code Number

Unit

04-16462

Pr.

Belt, Cog, For Dayco End of Axle Alt. Drive, Dayco #4-6660

70-95210

Ea.

Alternator Kit, Complete W/ Regulator 70-95213, Model 12-SA-115 12 Volt 115 AMP. Motorola No. 10-95

70-95213

Ea.

Regulator, 14.2 Set Volts Type B - Motorola No. 8RG2009B

70-95218

Se.

Battery, 12 Volt, consist of two (2) three (3) cell, 6 volt, trays complete w/inter tray Jumper Cable. Line Terminals to accommodate No. 1 AWG Cable, Exide No. RT 140.

70-95223

Ea.

Board, Circuit, Mobel TVS-5030-E Waycar Distribution Panel Automatic Equip Co. No. AE 2183-6

70-95231

Ea.

Drive, Axle, 4-1/4 x 8 Modified, Dayco Model No. M-18

70-95232

Ea.

Drive, Axle, 5 x 9 Modified, Dayco Model No. M-5

70-95233

Ea.

Drive, Axle, 5-1/2 x 10 RB, Dayco Model No. M-19

70-95240

Ea.

Brushing, #30393-A (4 Required) Use on Models M-5, M-18 and M-19

70-95245

Ea.

Cap Sheave, Roller Bearing, #30415-C-12., Use on Model M-5

70-95246

Ea.

Cap Sheave, Roller Bearing, #30785-C-12. Use on Model M-18

70-95247

Ea.

Cap Sheave, Roller Bearing, #30374-C-12. Use on Model M-19

70-95253

Ea.

Idler, Step 10.2 x 4.0 PD, #30621-C-10. Use on Model M-5, M-18 and M-19

70-95255

Ea.

Pad, Wear, Guide Bracket, #30554-A, Use on Model M-5, M-18 and M-19.

70-95257

Ea.

Sheave, Alternator, #30161-B., use on Models M-5, M-18 and M-19

70-95259

Ea.

Spring, Compression, #30614-A, use on Models M-5, M-18 and -19

Page 1

Description

STOCK CODES ELECTRIC SYSTEM

Subject - Listing C&NW Stock Code For Electric System Stock Code Number -------------

Unit -----

Description ---------------------------------------------------------------------------

06-21570 06-21648 06-22681 06-31130 06-32061 06-32744 06-33550 54-93450 54-93457 54-93460 54-93465 54-93472 54-94421

Ea. Ea. Ea. Ea. Ea. Ea. Ea. Ea. Ea. Ea. Ea. Ea. Ea.

70-95260

Ea.

70-95263 70-95266 70-95269 70-95275

Ea. Ea. Ea. Ea.

70-95278

Ea.

70-95280 70-95282 70-95384 70-95286

Ea. Ea. Ea. Ea.

Fuse, Cartridge, Non-renewable 15 AMP, 250 Volt Fuse, Cartridge, Non-renewable 20 AMP, 250 Volt Fuse, Cartridge, Non-renewable 150 AMP,250 Volt Lamp, GE 1195 Lamp, 6 watt, 12 Volt, Type S-6 Candelabra Base Lamp, 25 watt, 12 Volt A-19 Medium Base Lamp, 50 watt, 12 Volt A-21 Medium Base Light, 12 Volt, Flashing W/Red Lens-Model 845-F Flasher Unit, 12 Volt, Part 8628 Gasket, Flush Mounting, Part 8654 Lens, Red, Part 8625 Socket, Light, Part 8646 Adapter Cable, Antenna, #NKN-6260 (Use Between, HT Radio and Waycar Antenna) Fixture, Light, Ceiling, Vapor Tight with Globe and Guard, Appleton No. V-1050-0 Fixture, Light, Desk, Translite No. D-151-1 Fixture, Light, Porch, Translite No. 19435-1010 Fixture, Light, Restroom, Translite No. 80407 Panel, Breaker Battery (W Battery Monitor) Model No.-TVS-5030-E, Auto Equip. Co. Breaker, Circuit, ITE. EE2-8050 2 Pole, 50 AMP. 125/250 Volt DC AE # 2183-2 Light, Red Indicator, 12 Volt. AE #2183-8 AMP. #AP1-380643-20 Pushbutton, Reset. AB #8007-A2D1. AE 2183-9 Resistor, 75 OHM. Motorola #17-1. AE # 2183-7 Reflector, For 70-95266 Light Fixture Translite No. 18465.

Page 1