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If you go to the workshop manual it explains the tests to be carried out, one like Lynn says, is to motor it over, a good basic test. Could be a dirty commutator, or sticking/worn brushes, or presence of oil or grease. As for the fuse, don't think it is lead, should be a thin aluminium, easiest thing is to source some fuse wire of 50 amps rating.
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Richard 1943 Bedford QLD lorry - 1941 BSA WM20 m/cycle - 1943 Daimler Scout Car Mk2 Member of MVT, IMPS, MVG of NSW, KVE and AMVCS KVE President & KVE News Editor |
#2
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I've tried cleaning the voltage and current bobbin contacts. They appear good however. So some more data here and more correct.... Field at the CAV box shows .2-.5 volts or there abouts. The P lead shows ~1.8 volts for the green "not charging" indicator lamp. The D+ lead shows 2 volts. The Voltage and Current Bobbins are both closed and do not stutter. The Field cutout bobbin is open and does not close on it's own. If I engage the cutout bobbin, I get battery line voltage on the generator and of course it's acting as a motor, apparently. If I engage the cutout bobbin while the engine is off, the generator of course can't spin and the bobbin locks closed and then it releases when the fuse blows. ![]() I'll take the unit out tomorrow so I can examine it on a bench more clearly. It would seem that there's no voltage on the current/voltage bobbins. Lynn, it very well could be running up past 20 volts I just didn't want to see if I could let the smoke out by letting the voltage climb. Needless to say the generator seems to function if it gets enough field current. I did try a lower voltage from the P connection and got a lower rate of voltage climb. RE the fuse, I've managed to make a stand-in fuse out of .005 thick brass of the same shape and size. That should carry a bit less current and act reasonably well. I'll find some aluminum of the right thickness and carry out some better tests.
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15 Recce Pres/NCOIC '43 Humber MkIV '60 Ferret '72 M35A2 w/w Last edited by rmgill; 09-12-11 at 04:12. |
#3
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The generator does motor quite fine. I'm suspecting that since it's not seeing a substantial voltage from the field terminal that there's some issue with the wiring. Dave Page and I went over his manual's notes for the 141 CAV box and it has me suspecting a fault there. I'll have to do a component by component check of the box.
Thanks for the advice so far!
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15 Recce Pres/NCOIC '43 Humber MkIV '60 Ferret '72 M35A2 w/w |
#4
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So what happens if you jump straight from the battery to the field terminal?(bypass the fuze box)
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Bluebell Carrier Armoured O.P. No1 Mk3 W. T84991 Carrier Bren No2.Mk.I. NewZealand Railways. NZR.6. Dodge WC55. 37mm Gun Motor Carriage M6 Jeep Mb #135668 So many questions.... |
#5
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That was one of the first things I tried. With the DMM measuring the voltage output of the Generator, I see a very rapid rise in voltage past 20 volts from the D+ and D- connections. 12 volts on to the field connection sees a rapid rise. 2 volts from the P terminal sees a similar rise but not as rapid but it still goes up dramatically and, not wishing to make things blow up in my face I discontinue the function. I also get a modest spark when I disconnect the jumper but it's not enough to mar my jumper, it's also a small 18 gauge jumper so it won't carry a lot of current (smallest in the link of the chain).
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15 Recce Pres/NCOIC '43 Humber MkIV '60 Ferret '72 M35A2 w/w |
#6
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I'd guess that the problem is a regulator problem.
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Bluebell Carrier Armoured O.P. No1 Mk3 W. T84991 Carrier Bren No2.Mk.I. NewZealand Railways. NZR.6. Dodge WC55. 37mm Gun Motor Carriage M6 Jeep Mb #135668 So many questions.... |
#7
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Pretty much what I'm thinking.
The contacts DO look clean but I could be mistaken. I cleaned them carefully with plain paper AND with a bit of contact cleaner.
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15 Recce Pres/NCOIC '43 Humber MkIV '60 Ferret '72 M35A2 w/w |
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