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Pic. 29: 1. Cover of the generator from the side of the contact wheels 2. Rectifier unit. 3. Bolt for fastening the rectifier unit and phase leads of the stator winding. 4.5. contact rings. 6. Rear ball bearing of the rotor shaft. 7. Capacitor to reduce the level of radio interference. 8. Rotor shaft. 9. Brush connected to the outlet "W" voltage regulator. 10. Positive terminal bolt (conclusion "30"). 11. Plug of the central output of the stator winding. 12. Cover for voltage regulator and brush holder. 13. Voltage regulator. 14. Brush holder. 15. Brush connected to the outlet "IN" voltage regulator. 16. Stud for fastening the tensioner bar. 17. Impeller pulley. 18. front beak-shaped pole piece of the rotor. 19. Generator drive pulley. 20. Pulley fastening nut. 21. Distance ring. 22. Front ball bearing of the rotor shaft. 23. Generator cover on the drive side. 24. Rotor winding frame. 25. Rotor winding. 26. Stator slot insulation. 27. Stator. 28. Stator wire wedge. 29. Stator winding. 30. Rear beak-shaped pole piece of the rotor. 31. Coupling bolt of the generator. 32. Buffer sleeve. 33. Sleeve. 34. Reverse polarity rectifier diode ("negative"). 35. Insulating plate. 6. Phase output of the stator winding. 37. Normal polarity rectifier diode ("positive"). 38. Positive diode holder. 39. Insulating sleeves. 40. Wire of the central output of the stator winding. 41. Negative diode holder. 42. Battery. 43. generator. 44. Mounting block. 45. The relay of a control lamp of a charge of the accumulator battery. 46. Voltmeter. 47. Ignition switch. 48. A combination of devices with a control lamp of a charge of the accumulator battery.
Accumulator battery
Technical specifications:
- Rated voltage, V - 12
- Rated capacity at a 20-hour discharge mode and an electrolyte temperature of 25°C at the beginning of the discharge, Ah - 55
- Weight (with electrolyte), kg - 21
On VAZ-2105 and VAZ-2104 vehicles, a 6ST-55 acid battery is installed, which serves to power the consumers of the car with electric current when the engine is not running, as well as to start the engine.
The battery consists of six cells connected in series with a voltage of 2 V each. Each cell is located in a separate compartment of the case and consists of positive and negative plates separated by plastic microporous separators. An electrolyte consisting of a solution of sulfuric acid in distilled water is poured into the compartments.
The normal electrolyte level in the cells should be 5-10 mm above the safety shield or the top edge of the separators. If there is a deep neck in the filler hole, then. the electrolyte level should reach its lower edge. At the same time, the meniscus is clearly visible in the lower opening of the neck. The density of the electrolyte of a fully charged battery at 25°C should be 1.28 g/cm for temperate climates and 1.22 g/cm for tropical climates.
Batteries manufactured at various factories can be installed on cars (including imported ones), so they may have various design differences, mainly related to the design of the hull, but their characteristics are the same.
Generator
Technical specifications:
- Rated voltage, V - 12
- Maximum recoil current (at 13 V and rotor speed 5000 min), A - 45
- Limits of regulated voltage, V — 14.1±0.5
- Direction of rotation - right
- Maximum armature speed, min - 13000
- Gear ratio engine generator - 1: 2.04
- Generator weight without pulley, kg - 4.2
On VAZ-2105 and VAZ-2104 vehicles, an alternating current generator of the G-222 type is installed. It serves to power the consumers of the car with electric current and to charge the battery.
Since 1988, the generator 37.3701 has been used (from cars VAZ-2108). Its device is the same as that of the G-222 generator, but it differs only in the data of the rotor and stator windings, a voltage regulator and a rectifier unit, in which three additional diodes are installed to power the rotor excitation winding. The maximum output current of this generator is 55 A.
The choice of an alternating current generator is explained by the fact that it has a number of serious advantages over direct current generators. First of all, this is that it develops a voltage sufficient to charge the battery at a much lower speed than a DC generator. Further, an alternating current generator has less weight and dimensions than an equal power DC generator.
In the DC generator, the entire load current is removed from the collector plates through the brushes, while in the AC generator there is no collector and only a small excitation current of the generator is supplied to the armature winding through slip rings and brushes. Therefore, the wear of brushes and slip rings is small, and the service life of the alternator is much longer.
The generator is mounted on the engine on the right side and is driven by a V-belt drive from the crankshaft pulley. Through the holes in the ears of covers 1 and 23, the generator is bolted to a cast iron bracket on the engine and with a pin to the tension bar. To prevent the ears of the covers from breaking off when the bolt is tightened, there is a rubber buffer bushing 32 in the hole of the ear of the cover 1. Under the action of the tightening force of the bolt, the clamping bushing (on the left in the figure) is displaced, choosing the gap between the lug and the generator bracket, the buffer sleeve 32 is compressed between the steel bushings and therefore the tightening force is not transmitted to the lug. The tension of the generator drive belt should be such that the belt deflection under a force of 10 kgf between the pulleys of the generator and the coolant pump is 10-15 mm, or 12-17 mm between the pulleys of the coolant pump and the crankshaft. Weak belt tension leads to engine overheating due to insufficient efficiency of the fan and coolant pump, and strong belt tension leads to increased wear on the generator and pump bearings.
The main parts of the generator are the rotor, stator 27 and covers 1 and 23, cast from aluminum alloy.
The rotor consists of shaft 8, on the corrugated surface of which a steel bushing and steel beak-shaped poles 18 and 30 are pressed, forming together with the shaft and bushing the core of the electromagnet. Between the beak-shaped poles in a plastic frame placed winding 25 excitation of the rotor. The ends of the winding are brought out through the holes in pole 30 and soldered to the terminals of slip rings 4 and 5. The slip rings are mounted on a plastic sleeve with a steel hub. Between the beak-shaped pole and the slip rings there is a plastic washer that isolates the leads of the excitation winding.
The rotor rotates in two sealed ball bearings. Grease is put into the bearings during their manufacture and does not require replenishment during operation. The inner race of the front bearing 22 is loosely fitted on the rotor shaft and, together with the spacer ring 21, is clamped between the pulley hub and the shaft shoulder with the pulley fastening nut. The outer race of the bearing 22 is pressed into the cover and clamped between two washers tightened with four screws. The ends of the screws are punched to prevent self-loosening. The inner race of the rear bearing 6 is pressed onto the rotor shaft. The outer clip is pressed with a rubber ring. A pulley 19 with a fan for cooling the rectifier and the internal parts of the generator, made of sheet steel and connected by electric welding, is installed on the rotor shaft on a segment key.
The stator is assembled from plates of electrical steel, 1 mm thick. The plates are connected by electric welding. On the inside of the stator there are 36 semi-closed slots, insulated with varnish or electrical insulating cardboard. A three-phase winding is laid in the grooves, secured from falling out with wooden wedges or plastic tubes. Each phase winding consists of six coils. Phase windings are connected in a star with an output (plug 11) zero point. This output is not marked. Connected to it is a battery warning light relay (if it is on the car).
On the back cover 1 of the generator, a voltage regulator 13 and a brush holder 14 with brushes 9 and 15 are screwed. Through the brushes, pressed by springs to the contact rings of the rotor, current is supplied to the excitation winding. One of the brushes is connected to the output "IN" voltage regulator, and the other with the output "W".
The rectifier parts are also attached to the rear cover of the generator. The rectifier is assembled according to a three-phase bridge circuit of six silicon diodes of the VA-20 type - semiconductor devices that pass current in only one direction.
Diodes are located in a special rectifier unit type BPV6-50. The block consists of two aluminum holders 38 and 41 with diodes fastened with rivets. In order to simplify the details of fastening the rectifier, three diodes are on the case "plus" rectified current ("positive" diodes), and three diodes "minus rectified current ("negative" diodes). Positive diodes are marked on the body with red paint, and negative ones with blue.
Negative diodes that have a common output in the rectifier circuit to "mass", are pressed into the holder 41 of the rectifier unit. The positive diodes in the rectifier circuit have a common terminal connected to the bolt "30" generator, and pressed into the holder 38 of the rectifier unit. Diodes are pressed in order to ensure efficient heat dissipation from the diode cases to the rectifier block holders, which are purged with air for cooling.
The rectifier unit is attached to the cover 1 with three bolts 3, insulated together with the holder of the positive diodes from the cover with plastic bushings. The nuts of these bolts simultaneously clamp the leads of the diodes and the stator windings. Clamp attached to holder 38 "30" generator (bolt 10), which is the output "plus" rectifier. Conclusion minus" is the mass of the generator. The generator has a built-in small-sized microelectronic voltage regulator 13 of the Ya-112V type. It is a non-separable and unregulated structure. By continuously and automatically adjusting the current flowing through the excitation winding of the generator, the regulator maintains the voltage at the generator output at a level of 13.6-14.6 V, regardless of the load current and rotor speed.
Contacts close when ignition is turned on "15" And "30/1" ignition switch and through them voltage is supplied from the battery to the output "B" voltage regulator. The regulator is unlocked and through the rotor winding (excitation winding) current begins to flow, closing along the path: plus battery clamp "30" generator output "IN" regulator excitation winding - output, "W" regulator - weight "minus" battery.
On vehicles with an ignition relay (not shown in the diagram) the contacts of the ignition switch close the power supply circuit of the relay. It works and through the closed contacts of the ignition relay, voltage is supplied from the battery to the output "B" voltage regulator. The alternating voltage and current induced in the stator winding are rectified by the rectifier unit and the already rectified direct current taken from terminal 30 is used to power consumers" generator.
With an increase in the frequency of rotation of the generator rotor, when the voltage at the generator output exceeds 13.6-14.6 V, the voltage regulator is locked and does not allow current to flow into the excitation winding of the generator. This leads to a sharp decrease in the generator voltage and the voltage regulator is unlocked. The voltage rises again and the described process is repeated at a frequency of 25-250 times per second. The generator voltage at the output of the rectifier with the same frequency either rises or falls. Due to the high frequency of unlocking and locking the regulator, voltage fluctuations are imperceptible and can practically be considered constant, maintained at the level of 13.6-14.6 V.
Until 1984, relay 45 was installed on VAZ-2105 cars to turn on the battery charge warning lamp. This RS-702 type relay had normally closed contacts that opened when the voltage on the winding was 5.3±0.4 V. The relay winding was under the action of the rectified phase voltage of the generator. If this voltage was below the above limit, then a current flowed through the closed contacts of the relay, feeding the control lamp in the instrument cluster and it burned, signaling that all consumers were powered by the battery, i.e. generator is defective. Since 1985, the relay has not been installed and the generator voltage is controlled only by a voltmeter, which is available in the instrument cluster.
The generator switching circuit 37.3701 has its own characteristics. This alternator must be used with an instrument cluster in which one end of the battery charge indicator lamp is connected to "a plus" food (orange wire), and the other end is connected to the output "61" generator brown wire with a white stripe. After switching on the ignition, the voltage to the plug "61" (connected to output "IN" voltage regulator) is fed through the control lamp and it lights up. After starting the engine, a serviceable generator has a voltage at the terminals "30" And "61" should be the same and the control lamp should go out.