1a, when testing the regulator-rectifier 102a used with the field exciting alternator 104a, the trip point determination circuit 135a is connected across the field exciting output terminal 137 and the field return input terminal 139 of the regulator-rectifier 102a. 5, the trigger input (tr) of the first timer 179 of the ramping circuit 184 receives the ramping trigger signal. 3). - If the engine starts and runs for a few seconds, you know that you have a fuel problem.- If the engine does not start, there is some fundamental mechanical flaw where you check compression with automotive method, that is, with the starter cranking the engine. A half-wave rectifier allows electricity of only one polarity (positive or negative) to pass through, while a full-wave rectifier permits both. Testing Generator. It should be: If the generator fails any of the above tests, it is faulty and must be repaired; see the discussion at the end of this post for details. When this occurs, the current has begun to stop flowing through the resistor 198 that simulates the field coil 110. … The trip point determination circuit 135a produces in response during each ramping cycle a field return voltage provided to the field return input terminal 139 of the rectifier circuit 107. Referring again to FIG. 1a, 1b, and 3, the 30 volt supply voltage status signal is provided to the status latch 162. I will check the insulation onf the charging cables next trip to my hangar. In the past, rectifier-regulators have been tested using non-automated manual testing apparatuses and methods. Once the pass or fail result has been displayed, then control routine 138 increments the counter value (block 332) and determines if this value exceeds 3 (i.e., the total number of the diode combinations 116-118) (decision block 334). TailBeacon of uAvionix mounted on rudder of Zenith 601HDS The uAvionix TailBeacon is a low-cost device that satisfies the ADS-B Out requirement kicking in on January 1, 2020. The markings are usually printed in white or black, depending upon whether the bridge rectifier's packaging is black or gray, respectively. The original owner of this engine (1999 - 2004) sold the airplane with no maintenance records and with an estimated 250 hours on the clock. 1a and 1b, there is shown a rectifier-regulator tester 100 which is capable of testing both of the rectifier-regulators 102a and 102b. A trip point determination circuit determines when the trip point of the rectifier-regulator occurs during each of the ramping cycles and generates in response a trip point signal during each of the ramping cycles indicating that the trip point has occurred. 1a, 1b, and 3, the trip point signal generated by the trip point determination circuit 135a or 135b is provided to the status latch 162. 1a and 1b, in response to the high level ramping voltage during each ramping cycle, a current passes through the diode combination 116, 117, or 118 of the rectifier circuit 107 that corresponds to the current ramping cycle and passes through the resistive load 130 of the measurement circuit 197. 4 stops relaying the voltage of the battery 119 to the 30 volt power supply circuit 168. Thus, the 30 volt power supply circuit 168 is turned off and stops producing the 30 volt supply voltage. A wide variety of testing regulator rectifier options are … After all the reading it seems I need to connect the "C" to a switched 12V source (master switch?). Both of the rectifier-regulators 102a and 102b of FIGS. Thus, while some of the diode combinations may be defective, the user may still observe a peak voltage around 14-15 volts if at least one of the diode combinations is working properly. 1a and 1b are block diagrams of a rectifier-regulator tester in accordance with the present invention; FIG. When the user presses down on the push button 160, it sends a push button status signal indicating that this has occurred to the status latch 162. It generates a permanent magnet trip point signal during each ramping cycle indicating that the trip point of the rectifier-regulator 102b has occurred when voltage across the resistor 202 exceeds the predefined and preselected threshold voltage of 1 volt. The former is therefore called a half-wave rectifier, as it only rectifies one half of the supply waveform, while the latter is called a full-wave rectifier, as it rectifies both halves or the entirety of the waveform. The bridge rectifier animation highlighted, shows a simple bridge rectifier circuit that is used in motorcycle regulator rectifiers. It was clear the leads were not shorted to ground. When control routine 138 determines that the push button status signal does not indicate that the push button 160 was pressed, then this process (decision block 304 of FIG. The generator windings that supply the power for the ignition and give the timing information tend to fail gradually. The present invention relates to testers and methods for testing the rectifier-regulator of the battery charging system of a motorized vehicle. The square types usually can handle quite a few amperes, but you can't say if that will be 5 or 10. The control routine 138 determines from the ramping status signal received by the CPU 142 that a ramping cycle has started. As a result, the alternator 104a no longer produces current which reaches the battery 119. Isolate all loads from the battery before testing the charging system. The result is a DC voltage because the current can now flow in only one direction … 1a and 1b; FIG. primary windings wye-connected to the generator terminals. As a result, the user is unable to determine whether all of the diode combinations are working properly. Re: Onan Rectifier testing The easiest way to tell if the regulator/rectifier is working is to measure the voltage at the battery with the engine running. The generator is a 4.16 kV/3 MVA unit with brushless PMG excitation. Honda CB750K Owners Manual, "Battery/Charging System", p. 228, data unknown. 9a is a block diagram of the trip point determination circuit used to determine the trip point of the rectifier-regulator of FIG. The tester 100 then obtains the maximum and minimum trip point voltages selected and inputted by the user (block 302 of FIG. 1a and 1b; FIG. If testing STEPS 1 - 3 have not found any faults or defects, move to the opposite drive end of the generator to check the diodes on the rectifier assembly. 3). Replace generator. 1b, when testing the regulator-rectifier 102b used with the permanent magnet alternator 104b, the trip point determination circuit 135b is connected to the ramping voltage generator 162. It usuallty gets an AC power feed from the stator coil of the generator (alternator). The stator houses two sets of windings; the main stator windings and the exciter windings. Has anyone else seen this before?Darren, Hello, I'm on my 3rd battery now...they keep self discharging. Upon start of the engine, do not turn on any equipment, but simply watch the indicated voltage. 4, the 5 volt power supply circuit produces the 5 volt supply voltage. When I replaced mine, the insulation of the wiring was literally falling off, it was that bad. Privacy Policy Also check the wiring connection at the ignition switch in the cockpit and the functioning of that switch.On the carburetor side, check that mechanical connections are solid, and maybe drain and clean the carburetor bowls.Check that the idle position of the throttle is against the stop and cannot go inadvertently lower.If such unexpected stoppage happens again, disassemble both carburetors, remove all jets, and blow out carefully with compressed air. 3. In this case, the coils 108 in conjunction with the permanent magnet 112 produce the multiple ac currents with different phases. First, the rectifier-regulator includes multiple diode combinations for rectifying the multiple input currents of the multi-phase alternator. The stator's two charging coil leads each give "on-spec" multimeter readings of 3.7 ohms when tested to engine ground. The comparators 172 and 173 may be included in an LM393 IC chip produced by National Semiconductor. The control routine 138 successively generates control signals outputted by the CPU 142 and decoded by the decoder 145 to produce successive maximum and minimum limit latch enable signals for successively enabling the maximum and minimum limit latches 154 and 156 to latch the maximum and minimum trip point voltages onto the main data bus 144. Yellow wires at two G terminals. The control routine 138 then generates control signals outputted by the CPU 142 and decoded by the decoder 145 to produce the status latch enable signal. Since you are reading this post, you most likely have had a failure of the charging system. In particular, it relates to testers and methods for testing the rectifier-regulator of the battery charging system of a motorcycle. The rotating rectifier assembly consists of a full wave rectifier bridge made up of six semiconductor devices mounted on aluminum heat sinks. The alternator produces multiple ac input currents that are rectified into a single dc current by the rectifier-regulator which flows through the battery so as to charge it. The rectifier-regulator provides in response a ramping output voltage at its output terminal during each of the ramping cycles. This is accomplished when the control routine 138 generates during each ramping cycle a voltage measurement enable signal and voltage measuring control signals outputted by the CPU 142 to the voltage measurer 194 for controlling the voltage measurer 194 to make and output voltage measurements of the scaled ramping voltage at rate of approximately 1 kHz. 3) is repeated until control routine 138 does determine that the 30 volt supply voltage is present (decision block 310 of FIG. The controller also generates relay control signals. The resistors 190-193 are thereby configured in a way so that the voltage input to the voltage measurer (i.e., analog to digital (A/D) converter) 194 of the measurement circuit may be taken across a portion of the resistive load 130. FIG. The ramping voltage (less the diode drop) is scaled by a factor of 7.8. That's okay, you think: As long as the voltage rises eventually to the desired value 13.6 V, all is well. The controller estimates the trip point voltage for each ramping cycle in response to the trip point signal and the voltage measurements. Thank you Very Much for useful information. An excellent summary I have copied, printed and keep with my 1997 912UL Maintenance File. (g) If the DC ammeter indicates incorrect input exciter current to obtain rated voltage in step (f) above, the generator has failed. Try to start the engine. But regardless of the case, it is mandatory for safe flight that the stator be replaced.Caveat: This comment is just that: a comment telling what I would do if I were in your position.Take care, stay safe,Klaus, HI, The following may be of help for anyone else having this problemIm maintaining a 912 UL and i was alerted to the fuses being melted, not blown but melted....... After checking the regulator and we replaced it anyway i then started looking at the battery and then the capacitor. The dc current charges the battery 119. The power supply 134 provides a 5 volt supply voltage to the various components of the tester 100. 1a, 1b, and 3, on power up of the tester 100, the control routine 138 of the controller 132 generates initial display data. 3). When the generator is started, residual magnetism in the four rotating poles 1a and 1b, during testing of the rectifier-regulator 102 with tester 100, the input terminals 113-115 of the rectifier-regulators 102a and 102b are disconnected from the alternators 104a and 104b and instead respectively connected to the output terminals 125-127 of the relay circuit 128. Like the earlier method described, this method also suffers from a number of problems. We had the wires go bad after 25 years. Referring to FIG. said trip point determination circuit includes: a resistor responsive to said field exciting output voltage during each ramping cycle for providing a field return voltage to said field return terminal during each ramping cycle; and.