Popravilo / zamenjava alternatorja. Volvo V50, 2.0D, letnik 2005

Transcription

1 Popravilo / zamenjava alternatorja Volvo V50, 2.0D, letnik 2005 Splošno: 1. Alternator funkcija in delovanje 2. Alternator kosovnica Navodila: 3. Odklop in priklop akumulatorja 4. Zamenjava alternatorja 5. Zamenjava pomožnega jermena 6. Zamenjava regulatorja, krtačk ali diodnih plošč 7. Polnenje sistema z nafto 8. Sile pri zategovanju matic in vijakov Postopki v domači delavnici 9. Razstavljanje 10. Servis 11. Sestavljanje Aljaž Ogrin - Aly, p 1

2 1. Alternator funkcija in delovanje System overview This document describes the basic principles of the design and function of the generator, irrespective of the make. The generator provides power consuming components with current whilst the engine is running and maintains battery charge. The generator is on the front of the engine and is driven from the crankshaft by a Poly V- belt. An automatic belt tensioner is used to adjust the belt tension. First of all the generator creates an alternating current (AC) which is converted to a direct current (DC) in the rectifier bridge. A charge regulator is welded to the rear of the generator. For 5 cylinder engines, the charge regulator is also known as the alternator control module (ACM). The regulator can be replaced. The carbon brushes are screwed to the slip rings on the rotor on the regulator. The carbon brushes can be replaced separately from the regulator. The output of the generator depends on engine speed. When the engine is idling, the generator operates at approximately half of maximum output. When the engine is idling with many power consuming components engaged, the generator may be unable to maintain full battery charge. In cold conditions the capacity of the battery to receive charge is lower than at room temperature. This means that, when the engine is idling for a long period with a large number of power consuming components connected, the battery may discharge. If the generator charge is cut, the power consuming components of the vehicle are only supplied with energy from the battery, which means that the battery will eventually run flat. The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN). The generator and charge regulator is diagnosed by both the central electronic module (CEM) and the engine control module (ECM). Generator design The main components of the generator consist of: 1. Stator 2. Rotor with slip rings 3. Integrated cooling fans 4. DC bridge 5. Charge regulator 6. Carbon brushes 7. Pulley with freewheel. The 150 A generator has double stator windings and diodes. p 2

3 Generator terminals Generator terminals, 5 cylinder engine: 1. Screw terminal. B+ to the battery via the starter motor 2. Upper terminal #1. Not used 3. Center terminal #2. To the engine control module (ECM) 4. Lower terminal #3. Not used. Generator terminals, 4 cylinder engine: 1. Screw terminal. B+ to the battery via the starter motor 2. Upper terminal #1. To the engine control module (ECM) 3. Center terminal #2. To the engine control module (ECM) 4. Lower terminal #3. Reference voltage from the battery. Freewheel Certain generators are equipped with a freewheel between the rotor shaft and the pulley. The freewheel on the pulley can be seen on the internal hexagonal section of the center of the pulley. Using the freewheel, the generator rotor shaft can only rotate freely in one direction. This minimizes any jerking in the belt transmission. Stator The stator is fixed and consists of grooved plates which are insulated internally and pressed together onto a fixed plate unit. The stator winding coils are positioned in the grooves. They are delta connected at 120 and p rovide a three phase alternating current to the rectifier bridge. The 150 A generator has double stator windings in one unit to maintain a constant high current. p 3

4 Rotor with slip rings The rotor consists of two halves (claw-poles) which interlock. The halves are pressed on the rotor shaft. There are 16 claws on the rotor, i.e. 16 poles. One half has 8 north poles and the other half 8 south poles. The excitation winding is secured on the rotor shaft between the claw-pole halves. The excitation winding (also known as rotor winding) consists of a circular coil surrounded by the clawpoles and connected to the slip rings. The charge regulator supplies a magnetic current through carbon brushes positioned against the slip rings. The higher the current in the rotor the stronger the magnet field of the rotor, and therefore the higher the current generated in the windings of the stator. Cooling fans The heat generated in the generator is, in principle, proportional to the current generated and must be directed away to prevent damage to the insulation and diodes. The generator is therefore air cooled and equipped with two integrated cooling fans on the rotor shaft. Rectifier Alternating current (AC) is created in the generator stator windings. This must be converted to direct current (DC) before it can be used in the electrical system of the car. This conversion is made using a rectifier bridge which consists of six diodes, two diodes per phase winding. The 150 A generator has twice the number of diodes due to its double stator windings, in other words it has 12 diodes. The diodes are pressed into a diode holder. Charge regulator with carbon brushes A charge regulator is welded to the rear of the generator. For 5 cylinder engines, the charge regulator is also known as the alternator control module (ACM). The regulator can be replaced. The carbon brushes are screwed to the slip rings on the rotor on the regulator. The carbon brushes can be replaced separately from the regulator. p 4

5 Charge voltage At room temperature a fully charged battery cell produces 2.12 V. A 12 V battery has 6 cells and therefore produces V when the battery is fully charged. The battery has an internal resistance which must be exceeded before charging can take place. At room temperature 0.2 V is required per cell, or 1.2 V for the entire battery. Therefore to charge a battery at room temperature, V (12.72 V+1.2 V) is required. In cold conditions, the chemical reactions take place at a slower rate and the internal resistance increases. This requires a higher voltage during charging to exceed the internal resistance. The charge regulator, depending on how it is controlled by the engine control module (ECM)/central electronic module (CEM), regulates the output voltage so that the battery receives optimal charge. Charge regulator, 5 cylinder engines For 5 cylinder engines the charge regulator (also known as the alternator control module (ACM) is connected to the engine control module (ECM) and communicates via LIN communication. The engine control module (ECM) then communicates with the central electronic module (CEM) via the controller area network (CAN) to regulate the generator. The central electronic module (CEM) has internal functions to regulate the voltage level and the power consumption in the vehicle. The central electronic module (CEM) controls the charge regulator via the engine control module (ECM) and therefore the current/voltage generated by the generator. The generator does not initially charge when the engine is started. When the engine is started, the engine control module (ECM) increases the charge successively. When there is an increase in load at the generator, the increase from 0 100% takes place over the course of a few seconds (this time varies slightly depending on the operating mode the engine management system is in). This is to gradually increase the load on the engine during the start-up phase and to ensure the engine starts. If the engine speed (RPM) exceeds idle speed (the exact engine speed varies slightly depending on the mode the engine management system is in) during this delay, or if the progressive increase is interrupted, full charge is obtained immediately. If there is no communication with the charge regulator, the charge regulator will not start charging on start-up. The charge regulator can however self magnetize the rotor and start charging. This occurs at engine speeds greater than approximately 2100 rpm. There is no charge engagement by stages with self magnetization, the generator operates at full charge immediately. When self magnetizing has begun, the generator also charges at engine speeds below 2100 rpm. p 5

6 Charge regulator, 4 cylinder engines On 4 cylinder engines the charge regulator is connected to both the engine control module (ECM) and the battery. The engine control module (ECM) then communicates with the central electronic module (CEM) via the controller area network (CAN) to regulate the generator. The central electronic module (CEM) has internal functions to regulate the voltage level and the power consumption in the vehicle. The central electronic module (CEM) controls the charge regulator via the engine control module (ECM) and therefore the current/voltage generated by the generator. The communication between the charge regulator and the engine control module (ECM) occurs across two cables using pulse width modulated (PWM) signals. One cable is used to transmit information about the requested voltage (desired value) to the regulator from the central electronic module (CEM) via the engine control module (ECM). The second cable is used to transmit information about the generator load from the regulator to the central electronic module (CEM) via the engine control module (ECM). This cable is also used to transmit any fault information. A direct connection to the battery measures the drop in voltage between the generator and battery so that any such drop can be compensated for. If the generated voltage exceeds or is below the pre-determined desired value, the regulator controls the current to the rotor so that its magnetic field increases or is reduced, thus raising or lowering the voltage from the stator windings as necessary. This process is repeated continually. The generator does not initially charge when the engine is started. The charge increases successively when the engine has been started. When there is an increase in load at the generator, the increase from 0 100% takes place over the course of a few seconds (this time varies slightly depending on the engine management system in the car). This is to gradually increase the load on the engine during the start-up phase and to ensure the engine starts. If the engine speed (RPM) exceeds idle speed (the exact engine speed varies slightly depending on the engine management system in the car) during this delay, or if the progressive increase is interrupted, full charge is created immediately. If the communication with the charge regulator is missing, the regulator will not start charging on start-up. The charge regulator can however self magnetize the rotor and start charging. This begins however at engine speeds above approximately 2000 rpm (the exact engine speed varies slightly depending on the engine management system in the vehicle). There is no charge engagement by stages with self magnetization, the generator operates at full charge immediately. Function Output voltage from the generator is calculated from the battery temperature in order to charge the battery fully. To determine the temperature of the battery, a battery temperature gauge is connected to the central electronic module (CEM). See Design and Function, central electronic module (CEM). p 6

7 Charging, 5 cylinder engines When the ignition key is turned to position II (and III), information is transmitted from the central electronic module (CEM) to the charge regulator (alternator control module (ACM)) via the engine control module (ECM). The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator windings. Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle. The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control functions. The desired value for charge voltage is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM). This value is based on factors such as the calculated battery temperature. The regulator then operates so that the desired voltage is maintained at the battery. The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN). Charging, 4 cylinder, engines When the ignition key is turned to position II (and III), information is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM). The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator windings. Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle. The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control functions. The desired charge voltage is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM). The regulator then operates so that the desired voltage is maintained at the battery. A direct connection to the battery provides a reference so that the voltage of the battery can be determined. This is to measure the drop in voltage between the generator and battery so that any such drop can be compensated for. The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN). 2. Alternator kosovnica Alternator. DSL Part No. Qty PS Description Notes EU Alternator, exch A EU Alternator, exch A 120A 150A p 7

8 3. Navodila Odklop in priklop akumulatorja Note when disconnecting/connecting the battery lead Note! The illustrations in this service information are used for different model years and/or models. Some variation may occur. However, the essential information in the illustrations is always correct. Note before disconnecting the battery lead If the malfunction indicator lamp (MIL) lights, read off the diagnostic trouble codes (DTCs) for the engine management system. If necessary, remedy any faults before cutting the power to the vehicle. When the ignition has been switched off, wait at least 1 minute before cutting the power to the vehicle. This is so that there is sufficient time for information to be stored in the control modules. Warning! The SRS (supplemental restraint system) is active for a certain time after the power is cut. Therefore wait 3 minutes before starting work. If the vehicle has a heater with remote starting, the personal code is reset to the factory default (1234) if the battery is disconnected or the power is cut. Caution! Always disconnect the battery negative lead. Note before connecting the battery lead Warning! The key must be in position 2. No one must be in the vehicle when the battery is connected. This is a safety precaution in case an airbag module activates when the power is connected. Central locking Initialize the central locking and the courtesy lighting by unlocking the vehicle using the remote control, the key or via VIDA vehicle communication. Engine When the battery has been disconnected, the car may have to be driven for a few minutes before the engine runs normally. p 8

9 4. Zamenjava alternatorja Generator, replacing Note! The illustrations in this service information are used for different model years and/or models. Some variation may occur. However, the essential information in the illustrations is always correct. Ignition off. Disconnect the battery negative lead. See section 3. Remove the engine cover. Removing the auxiliaries belt and intake manifold Remove the auxiliaries belt. See section 5. Disconnect intake manifold and push to one side. Removing the drip pan cover: Remove 2x the bolts, the cover. Removing the generator Remove: the nut for the battery positive lead the connector the M6 screw and the bracket the 3 M10 screws. Lift out the generator. p 9

10 5. Zamenjava (snemanje) pomožnega jermena Auxiliaries belt / belt tensioner, replacing Remove the upper engine cover by pulling it straight up. Raise the vehicle. Remove the lower engine cover. Relieving the load on the belt tensioner Relieve the load from the belt tensioner. Turn the tensioner clockwise as far as it will go. Lock the belt tensioner using a 5 mm pin. p 10

11 Remove the auxiliaries belt. Removing the belt tensioner Remove: the torx screw for the belt tensioner. Installation Installing the belt tensioner Note! Ensure that the tensioner is correctly positioned against the bracket. Install the belt tensioner. Tighten the screw. Installing the auxiliaries belt Install as illustrated: 1. the auxiliaries belt and the crankshaft 2. the A/C compressor 3. the generator 4. the tensioner. p 11

12 Relieve the load from the belt tensioner and remove the lock pin. Finishing Install: the lower engine cover. Lower the vehicle the upper engine cover. Start the vehicle. Check the function. p 12

13 6. Zamenjava regulatorja, krtačk ali diodnih plošč Removing the carbon brush set Remove: the generator. See section 4. the 3 x M6 nuts on the cover the cover the 2 x M4 screws for the carbon brush set the carbon brush set. p 13

14 Installing the carbon brush set Hint: In order to keep the brushes out when installing, press out the brushes using a finger. Then insert a 1.5 mm Allen key in the hole on the top of the brush holder. Install: the carbon brush set the 2 x M4 screws for the carbon brush set the cover the 3 x M6 nuts on the cover the generator. See section Polnenje sistema z nafto Bleed the fuel injection system Note! Put paper over the generator to avoid fuel spillage. Remove the hose together with the quick-release connector from the fuel pump. Place the hose in a container. Remove the hose together with the quick-release connector from the fuel filter. Install the pump ( ). Ensure that the arrow on the rubber bellows is pointing towards the fuel filter. Using the rubber bellows, pump until there is a continuous flow of fuel into the container. Connect the hose together p 14

15 with the quick-release connector to the fuel pump. Pump until the rubber bellows become hard. Remove the paper. Note! The starter motor must not run for longer than 10 seconds. After 10 seconds, switch off the ignition and wait 30 seconds. Try to start the engine again as above. Run the engine until it reaches operating temperature. Put paper on the generator again. Remove the pump. Install the hose together with the quick-release connector. 8. sile pri zategovanju matic in vijakov General tightening torque Note! Screws coated with a locking fluid or self locking nuts must be replaced with new when reinstalled. See the table below to find the tightening torques for components not included in the summary. Nuts and screws which are not self locking can be reused provided that they are in good condition. Applies to screwed joint with strength class 8.8. Thread Tightening torque (Nm) M5 5 M6 10 M7 17 M8 24 M10 50 M12 80 M p 15

16 Postopki v domači delavnici 9. Razstavljanje Postopek je bil malo drugačen od navodil, ker delo v servisni jami ni bilo možno. Pogled v motor z odstranjenim pokrovom Filter za nafto odvij vijake (ključ 10) odstrani zaščitni pokrov p 16

17 Filter za nafto (1) z nosilcem (2) in zaščitnim pokrovom (3). Odstranjevanje filtra za nafto odsvetujem, kajti ko filter odklopiš, pride v sistem zrak in je težko sistem zopet napolniti z nafto (glej poglavje 7. Polnenje sistema z nafto in poglevje 11. Sestavljanje ). vhod izhod konektor za predgretje Odvij ta vijak (na levi) in snemi vertikalno ven. Na zadnji strani je profil, v katerega je vstavljeno. p 17

18 Odmontiran filter in nosilci Spodnji nosilec filtra Odvij 3 vijake (ključ 8) Filter Zaščitni pokrov p 18

19 Odstranjen alternator Alternator je pritrjen z: 3 vijaki (ključ 16) os v nosilcu z inbusom Najprej se odvije zgornja dva vijaka. Spodnji vijak se malo odpusti. Alternator se potegne dol (se obrne na spodnji osi) in sname jermen. Z veliko potrpljenja se odvije spodnji levi vijak. Alternator se gunca gor in dol ter z vzvodom potiska levo, da je inbus dostopen. Nato se odpusti inbus (ni potrebno sneti nosilca). Sedaj je možno sneti alternator. p 19

20 10. Servis Alternator sam se zelo težko pokvari. Lahko crknejo ležaji ali diodna plošča ali regulator. Priklop alternatorja na vrtalni stroj ali kak drug hitro vrteči motor, da se preveri ležaje. Če ne cvili, je v redu. Snemanje pokrova (ključ 8). Snemanje regulatorja in krtačk (križni izvijač). Izgled usmerniške plošče p 20

21 Alternator z odstranjeno elektroniko Skurjene diode na spodnji plošči p 21

22 Napačen način snemanja usmerniške plošče spoj na ploščo (to odreži) žice iz alternatorja odžagano (napačno) Pravilno je rezanje (ali cvikanje ali brušenje) zgornjega dela žic. Sedaj bo potrebno prekratke žice iz alternatorja podaljšati (s srebrovim visokotemperaturnim lotom). Oznaka alternatorja Fo Mo Co 3M5T-103D0-PC C DENSO V-120A RGZCC Na servisu se sedaj vgrajuje 150A modele alternatorjev. p 22

23 Nadomestno diodno ploščo je zelo težko dobiti. Edini avtoelektričar, ki bi lahko dobavil novo (nadomestno, od drugega proizvajalca) je: Cena nove bi bila 55 (z vključenim DDV). Za zamenjavo plošče se nisem odločil, ker bi bila enako poddimenzionirana kot originalna (35A). Zato sem kupil set novih, močnejših diod, in sicer Schottky, ki imajo manjši padec napetosti (boljši izkoristek - se manj grejejo). Izbral sem MBR A, 60V, cena 1,8 na komad, dostava iz Anglije naslednji delavni dan (poštnina 5 ). Alternator ima tri statorska navitja, katerih priključki so zadaj speljani ven. Priklop je standardni trifazni usmerniški mostiček pri trikot vezavi generatorja. Shema povezav na alternatorju: p 23

24 Originalna nosilna plošča za diode po dimenzijah ni bila primerna, zato sem iz aluminija izrezkal dve novi, večji, in za boljše hlajenje z večimi luknjami. Vseh 6 diod je pritrjenih na spodnje plošče, zgornja je le za + kontakt. Izgled zmontirane nove plošče: Pred montažo regulatorja je potrebno preveriti, če sta krtački v normalnem stanju in dovolj dolgi. Vse diode morajo biti montirane na izolacijsko termalno folijo. Detalj priključitve diod in detajl priključitve ene faze na regulator: p 24

25 Stranski pogled na»sendvič konstrukcijo«. Pritrdilni vijaki (M3) za diode so visoki, zato je potrebno zgornjo ploščo ponekod odbrusiti, da ni stika z vijakom. Ob morebitnem kratkem stiku zgornje in spodnje plošče lahko stečejo ogromni tokovi, zato je potrebno ves čas paziti na dovolj velike razdalje, da tudi ob vibracijah zanesljivo ni stikov. p 25

26 11. Sestavljanje Sestavljanje je v približno obratnem vrstnem redu kot razstavljanje. Najprej se alternator namesti na pozicijo in zategne držalo na desni (imbus vijak kasneje ni več dosegljiv). Z vijakom spodaj levo (ključ 16) se alternator potisne desno na pozicijo. Vijaka se ne sme zategnit, ker se potem alternatorja ne da več premikati. vijak spodaj levo držalo Alternator je sedaj v»spodnji«poziciji potisnjen navzdol. Sledi nameščanje pomožnega jermena pomagamo si lahko s tanko palico, da dosežemo spodnje jermenice, ali pa snamemo spodnji pokrov motorja. Za nameščanje pomožnega jermena glej poglavje 5. Napenjalnik jermena je praktično nedostopen, zato lahko za napenjanje uporabimo kar alternator, napenjalnika pa se sploh ne dotikamo. Ko je jermen na poziciji, alternator obrnemo oz. dvignemo v ležišče in vstavimo vijak levo zgoraj. Pri premikanju alternatorja je potrebno preseči silo napenjalnika jermena in paziti, da nam alternator ne uide iz rok in useka nazaj. Ko je na poziciji, privijemo vse tri vijake. Ne pozabimo na raztezmo pušo pri vijaku desno zgoraj. p 26

27 Za odvitje in privitje vijaka levo spodaj je potrebno posebno orodje ustrezno skrajšan natični ključ 16, da ga lahko vrtimo spodaj pod nosilcem motorja. Ke je alternator na mestu, priključimo kabel do akumulatorja, signalni kabel in zmontiramo nazaj nosilec za filter nafte. vijak filtra 3 vijaki (ključ 8) nosilec filtra p 27

28 Filter na mestu, cevi za nafto priključene. Spodaj se vidi alternator. Če je bil naftni filter odklopljen (kar odsvetujem), potem je potrebno iz cevi izčrpati zrak. Zračni mehurji se pojavijo na teh mestih: priklop na motor Rešitev po servisnih navodilih (glej poglavje 7) je z vstavitvijo ročne gumijaste črpalke pred filter nafte. p 28

29 Druga rešitev (če nimamo ročne črpalke) je, da odklopimo medeninasti priključek na motorju in s podtlakom do te točke potegnemo nafto. Nato filter nafte vzamemo iz ležišča, ga obrnemo na glavo, dvignemo višje od motorja, iztaknemo medeninasti priključek ter na filtru za 1 obrat odvijemo spodnji odzračevalni ventil (ki je sedaj najvišja točka napeljave). Ko nafta priteče iz cevi, priključek nataknemo nazaj na motor in zapremo oddušnik. Filter še vedno držimo v zrako kot prej. Sedaj je potrebno izčrpati zrak ven iz filtra to naredimo s podtlakom skozi oddušni ventil. Nato namestimo filter, priključimo akumulator in poskušano zagnati motor. Ko vžge, ga parkrat spravimo v višje obrate, da povsem izčrpa zrak iz sistema za nafto. Priključek dovodne cevi za nafto na motorju. Medeninasti priključek je pritrjen s plastično objemko. Pozor pri snemanju in nameščanju le te, ker se lahko polomi. Sedaj pomerimo napetost na akumulatorju. Napetost mora biti vmes med 14V in 15V in ne sme preveč nihati. Tudi med dodajanjem plina mora ostati dokaj konstantna. Motor pustimo teči mekaj minut ter pozorno spremljamo napetost. Priporočljivo je pomeriti temperaturo diod oziroma zadnjega dela alternatorja. Maksimalna delovna temperatura diod je 125 C, kar pomeni da je maksimalna temperatura alternatorja cca C na vroč sončen dan ob segretem motorju. p 29

30 Temperatura, pomerjena z infrardečim merilcem, je v tem primeru 30 C višja od tempera ture zraka. Ne pozabimo namestiti še zgornje zaščite naftnega filtra (zaščita pri čelnem trku). Pritrdimo še vse cevi in kable, preverimo priključek za predgretje nafte v filtru ter se odpeljemo na testno vožnjo. Po testni vožnji pustimo motor teči in ponovimo meritve napetosti in temperature. Če je vse v mejah normale, je servis zaključen. Potreben material: natični ključ 16 (8 eur) diode in izolacija (16 eur) aluminijasta plošča vijaki M3 bakrena žica 1,5 ali 2,5 mm 2 Delo: 5 do 8 ur. p 30