FACTORY APPROVED

ALTERNATOR
SERVICE MANUAL

1984 6th Edition

MISCII
CAV
O LLECIIIODYNE
HITACHI
LUCAS
.111W

PUBLISHED BY

trn

Factory Approved

ALTERNATO
SERVICE MANUAL
SIXTH EDITION

T. M. PUBLICATIONS PTY LTD

PUBLISHED BY

Lm

P.O. BOX 311 NORTH SYDNEY 2060 AUSTRALIA

P.O. BOX 90 LEURA, N.S.W. 2781
TELEGRAMS & CABLES CYCLESERV SYDNEY
WAREHOUSE
184-186 Great Western Highway
Hazelbrook N.S.W. 2779

publishers of

AUTOMOTIVE APPLICATION OF ELECTRONICS

AUTOLEC
SERVICING AUTOMOTIVE STARTING MOTORS
STARTELEC

THE PETROL FUEL INJECTION BOOK FOR AUTOMOBILES.

FACTORY APPROVED ALTERNATOR SERVICE MANUAL.
VARIOUS FACTORY APPROVED SERVICE MANUALS.
Over 50 years experience in the pruction and distribution of Automotive Books

Published July 1984.

ISBN 86889099-5
CECIL R. DODD
Leura, N.S.W. Australia. 2781
Registered at National Library of Australia, Canberra ACT 2600
Registered at Library of Congress, Washington, U.S.A.

1st Edition

June, 1967

2nd Edition

August, 1968

Reprinted

September, 1970

3rd Edition

September, 1972

4th Edition (Revised)

December, 1978

5th Edition (Revised)

January, 1980

6th Edition

July, 1984

All rights reserved. No part of this publication may be reproduced, stored in retrieval system or
transmitted in any form or by any means
electronic, mechanical, photocopying, recording or
otherwise without the prior written permission of Cecil R. Dodd.

No liability can be accepted for any inaccuracies or omissions in this publication although every
possible care has been taken to make it as complete and accurate as possible.

The Publisher wishes to thank the many Automotive Product Manufacturers for their continued
support and the supply of technical data for inclusion in this latest edition of the Factory
Approved Alternator Service Manual. Previous editions have proved invaluable to those
engaged in the automotive repair industry, also Technical Colleges, Government Departments,
Libraries etc. have appreciated this information being extended to them.

Published by
TM PUBLICATIONS PTY. LTD.
P.O. Box 311, North Sydney, N.S.W. 2060
P.O. Box 90, Leura, N.S.W. 2781
Printed in Australia

__

__________

_____

ALTERNATOR SERVICE MANUAL

Construction and Operating
Principles

Technical lnstructions

BOSCH ALTERNATORS

Alternators
Eectromagnetic Induction Principle

This principle is based on the fact that, when an electri

cal conductor cuts through the lines of force of a
magnetic field, an electrical potential (electromotive
EMF) is ,,induced in the conductor.
force
It is immaterial whether the magnetic field remains
stationary while the conductor moves or vice versa (i.e.
the conductor is stationary while the magnetic field
moves). In the Bosch alternator the conductor (stator or
stator winding) is stationary and the magnetic field
moves Irotates, hence the term rotor). The induction
effect can be multiplied by subjecting not only one, but
a large number of conductor loops to the alternating
magnetic field. These ,,loops together form the stator
winding.
As the rotor turns the poles of the magnetic field move
in the direction of rotation and an ,,alternating voltage,
alternating in direction as well as in magnitude, is
induced in the conductor.
The pointer deflections of the voltmeter (Figs. 2 and 3)
indicate the respective maximum values after each half
revolution.
Between the maximum values the voltage follows a sine
wave curve if the rotor is turned at a uniform rate
(Fig. 4).
The induced EMF becomes greater when the magnetic
field is strengthened (i.e. the lines of force become more
dense) and when the speed with which the lines of force
are cut is increased. Bosch alternators have electro
magnets for generation of the magnetic field. The field is
only present when current flows through the field
(rotor) winding lexcitation winding).

oZJ

lvi
E

a,

>

0
0
U

Ui

Fig. 4

270
180
90
Degrees of rotor rotation t

Curve of induced alternating current during one turn

of the rotor

///

\ift\
ii5

Iii
I

l Il

I I

IIll.11I[1ll

I I

\ \ \
\\d
\

Fig. 2

/ / /
//
/
--,

Magnetic flux in the stator winding, the lines of force

flow from North pole to South pole

Fig. 3

19

When the magnetic field is reversed, the polarity of the

induced voltage changes

What is Three-Phase Current?

IV]

In an alternator, the stator consists of three windings

which are spaced apart fron one another (Fig. 5). In each
winding an alternating voltage is induced and an alter
nating current, termed phase (u, v w(, flows. These
windings are arranged so that the phases are equally
spaced in time, which results in a phase shift of 120
(Figs. 5 and 6). The resulting three-phase alternating
current is termed simply three-phase current. Threephase current results in better utilization of the alterna
tor than a single-phase alternating current.
The three phases are connected in a circuit using either
the ,,wye or ,,delta configuration. Fig. 7 shows the
symbols for the two methods of connection.
The two types of connection result in changes in gener
ated current and voltage. The following relationships
apply:

IN__

C,
C,

C,

-C

(VI

I=Ip; U=Upv

U=U; i=I/

I
I

0,

>

a,

C
C

Delta connection

44

>+

Wye connection

.4-

C,

lvi
4-,

%.

In the above equations p stands for u, v, w.

/
/

0)

Alternator current

Jp = Phase current

U
Up

=
=

C,

Alternator voltage
Phase voltaqe

>

0,

(V= 1.73)

r0
-C

\
Most Bosch alternators are manufactured with the
,,wye configuration.

/
444%

D
a,
(0

>

Fig. 6

90
180
270
Degrees of rotor rotation at

The combination of the phase voltages induced in the

three windings results in three-phase current

V
I

,,Wye-connection
Fig. 5

Generation of three-phase current by three windings

spaced 1200 apart from each other

Fig. 7

Phase voltages U, U, U
Degrees of rotor rotation Wt

20

(0)

,,Delta-connection

Three-phase connection of the three stator windings

left: ,,Wye-connection
right: ,,Delta-connection

Rectification by Semiconductor Diodes

The three-phse current generated in the stator windings
must be rectified in order to charge the vehicle battery.
This is done with the aid of semiconductor diodes, in
this case silicon diodes. Diodes of this type (Figs. 8
and 9 show the front view, the construction and the
symbol of such a diode) permit current flow in only one
direction (forward direction, in the direction of the
arrow) and block current in the opposite direction
(inverse direction), thus acting as a rectifier and making
it possible to take off direct current at the alternator
terminals.
1

It must be realized, however, that the effective range of

semiconductor diodes does have certain limits (Fig. 10).
In order for silicon diodes to begin conducting, a voltage
of about 0.6 V must be applied in the forward direction;
the peak inverse voltage (maximum voltage that can be
effectively blocked) for these diodes is approximately
100 V. This voltage range, however, is particularly
suitable for the standard )ow.voltage systems of motor
vehicles.

cm

Front view and symbol of silicon diodes.

Glass-enclosed diode at left and cast resin diode
at right

Fig. 8

In automotive electrics two types of diode are used. The

two diode types differ from one another internally only
in that the silicon wafer (rectifying material) is mounted
in the case the opposite way around. This type of
construction is necessary since the diodes have only one
connecting lead (Fig. 1) and their cases are secured in
metal supports (see Cooling, page 36). These supports
(heat sinks) are connected electrically to either the
positive or negative terminal of the battery.

Fe-ring

Ceramic

Si-wafer, soldered
IPNP-junctionl

Cu housing

Cross-sectional view of a glass-enclosed diode

Fig. 9

Anode

Blocking
direction

Forward
direction

Cathode

Plus diode

S
0
LL

C
0)

a,

Blocking
direction

Forward
direction

Anode
Minus diode

Fig. 11

200

100
Inverse voltage U

Diode type

abovs: PN (positive) diode with cathode on case

below: NP (negative) diode with anode on case

lvi

Fig. 10

21

+1

VI

Forward voltage U

Characteristics of silicon diodes

+2

+
C

Cs

Cs

Cs

C-)

>

180

360

540

90

Degrees of rotor rotation wt

Al

4
\4N_

19

+
D
V
C,

Cs

C
C-)

>

180

360

540

19

90

Degrees of rotor rotation wt

Fig. 12

270

IV)

+
a,

180

Degrees of rotor rotation wt

180

270

19

Degrees of rotor rotation Wt

Diode rectification of single-phase

in front of the diode, single-phase alternating current
after the diode, pulsating direct current

lvi

D
Cs
CC
CO

0
U

>

UGff

0
0

90

180

270

Degrees of rotor rotation Wt

Fig. 13

Full-wave rectification
above:
center:
below:

Diode rectification of one of the three alternating

current phases is shown in Fig. 12. The diode blocks the
negative half waves, and yields pulsating direct current.
In order to make use of both half waves of each phase
(full-wave rectification), one diode per phase is secured
in the positive metal support and one diode per phase is
secured in the negative metal support. In all, six power
diodes are required for rectification of the total alter
nator output (Fig. 14). This type of circuit is known as a
three-phase bridge.

.three-phase current
generation of alternator voltage
rectified alternator voltage (terminal voltagel

Power diodes
/
p

Fig. 13 shows the result of full-wave rectification: The

three-phase AC (U
, U, U) becomes DC with a slight
0
ripple (UG).
To increase the number .of pole reversals per revolution,
different types of rotors are used. This will be more
thoroughly described in the section on alternator design.

Stator winding

The full-wave rectifier circuit is not only used for the

output current of the alternator, but is also used for the
exciter current which magnetizes the poles of the exciter
field.

Fig. 14

22

Three-phase bridge circuit

_
____
__

Power diodes

LU

vIOl
wII
Stator windings

In an alternator these are three separate circuits:

Load

I!

The charging circuit (power circuit)

The exciter circuit
The pre-excitation circuit

Ll

120
Battery

=0
= neg.

Charging circuit with phase angle of phase u

Fig. 15

pOt.

120

Charging Circuit
Current for battery charging and for the electrical
accessories in the system is taken from the B+ terminal
of the alternator. The flow of current for battery charg.
ing and electrical accessories is depicted in Fig. 15. The
instant of time for this example is at the 120 phase
angle of phase u, as shown by the dotted line on the
graph to right of the wiring diagram (both half waves
together are 360). From the diagram we can see that
the voltage at the winding u is positive at this instant,
while it is negative at w and zero at v (no voltage). The
current flows from winding u through the PN diode to
alternator terminal 8+.

Load

Power diodes

IM

From this terminal the current is either directed to the

battery for charging, or to the electrical accessories, and
is grounded. From ground the current is led back to the
alternator by terminal D, and passes through the
respective NP diode to winding w, the current completes
its Circuit at the neutral point (,,wye center).

Ll

150
v(+
wiI
Stator windings

U
V
w

Battery

Charging Circuit with phase angle of phase u

Fig. 16

=
=
=

pos.
pot.
neg.

1500

If a time instant is chosen where the phase angle of u is

150 the current would flow as in Fig. 16. In this case
none of the phases are at zero and currents of equal
magnitude flow from the windings u and v to the
corresponding PN diodes and return to the neutral point
(,,wye center) through the respeltive NP diode and
winding w. Note that not all the diodes belonging to the
various phases are used at the instant of time examined
in this example. This remains true for all the other
innummerable instants of time which could be examin
ed. Individual phase currents change in magnitude and
polarity, while the output current to the battery or
electrical accessories maintains its uniform direction.

Exciter Circuit

The exciter current for generation of the magnetic field

is tapped from the stator winding and is rectified by
three special exciter diodes and the three NP power
diodes. The exciter current follows the path shown in
Fig. 17. From winding u (positive at this instant of
time), through its corresponding exciter diode and the
alternator terminal D+ to the voltage regulator term)
nal D+. The current is led from the regulator termi
nal OF to the excitation windir via terminal ,,DF of
the alternator, and goes by way of the alternator termi
nal D and the NP power diode to winding w (negative
at this instant of time) completing its circuit at the
neutral point (,,wye center).

POS.

v=0

+1

neg.

120

Fig. 17

Exciter circuit with phase angle of phase u

(refer to Fig. 15)

1200

23

Pre-excitation Circuit
Bosch alternators are usually self-exciting, that is, the
exciter current is obtained from the alternator itself by
tapping from the main current. But how is excitation, or
rather the build-up of a magnetic field, possible when
the alternator is started from a standstill and no exciter
current is flowing? This question can be answered by
the principle of ,,residual magnetism or ,,remanence.
When the current of an electromagnet is disconnected,
the magnetic field does not disappear completely, the
iron core remains slightly magnetic (Fig. 18). If the alter
nator is driven by the vehicle engine, the residual
magnetism in the core is sufficient to induce a small
EMF in the stator windings. This small EMF causes a
weak current to flow through the closed circuit of the
excitation winding. This current produces a weak
magnetic field of its own which is added to the residual
magnetism of the core and slightly boosts the intensity
of the exciter field. A boosted exciter field results in a
higher EMF, the effect is cumulative and the process
repeats itself until the desired EMF, corresponding to
the alternator speed is reached.

Switch closed;
many lines of force

Fig. 18

The exciter circuit in an alternator contains two diodes.

Therefore, self-excitation cannot start until the induced
EMF is 2 x 0.6 V = 1.2 V (i.e. the total voltage required
by the two diodes to pass current in their forward direc
tion (Fig. 10).
The existing residual magnetic field of the rotor gener
ates this voltage only at high speed. Therefore, it is
advantageous to pre-excite the alternator during start-up.
This is done by drawing current from the battery via the
charge indicator lamp. When the ignition switch is
turned on, the pre-exciter current flows (Fig. 19) from
the positive terminal of the battery through the ignition
switch and charge indicator lamp to terminal D+ of the
regulator. The current then goes from the regulator to
the excitation winding where it is grounded and returned
to the negative side of the battery.

Switch open;
few lines of force
(Residual magnetisml

Residual magnetism lremanencel

Exciter diodes

Power diodes

By using a charge indicator lamp with a sufficiently high

current draw, the current, which also passes through the
excitation winding produces a magnetic field strong
enough to start self-excitation of the generator.

Fig. 19

Alternator Designs

Regulator

Battery

Excitation winding
in rotor

Pre-excitation circuit

Exciter diodes

Power diodes

Basic Construction
The basic construction of an alternator consists of a
three-phase stator winding (stationary conductor); a
rotor (armature) with a shaft that carries the magnet
poles and excitation winding as well as (in the majority
of designsl two slip-rings. The rotor shaft is supported at
both ends by bearings which are built into the ends of
the alternator housing. Six power. diodes, three exciter
diodes, and finally two carbon brushes complete the
basic unit. (The carbon brushes press against the sliprings. Exciter current flows from the stator winding to
the revolving excitation winding by means of the brushes
and slip-rings). Terminals are provided on the alternator.
for connection to the vehicle electrical system.
Alternators can be rotated in either direction because
current reversal, as required by a DC generator when
rotated backwards, is not necessary. The direction of
rotation for an alternator is pre-determined only b7the
type of fan disc used for cooling.

Fig. 20

24

Basic construction of an alternator

Carbon brushes

Claw-pole Alternator with Slip-rings

The development (taking into particular consideration

economy, low maintenance requirements and produc
tion costs) from theoretical principles into a product
suitable for practical application resulted in a series of
basic designs. These designs differ in performance and
overall dimensions but above all in rotor shape,

The name of this type of alternator is derived from the

shape of the rotor, It consists of two claw-pole halves,
whose claws interlace (Fig. 23), and which envelop the

toroid-shaped excitation winding. Each half has six clawshaped poles, this results in a total of 12 poles (6 north
poles and 6 south poles (Fig. 22). A magnetic field exists
between the poles (Fig. 21). The lines of force Cut each
of the three stator windings as the rotor turns, Twelve
pole passes occur during one full rotor revolution
(360j. Each pole passage induces a voltage halv-wave
which is either positive or negative depending on the
polarity of the pole. Therefore in one revolution of the
rotor a total of 12 x 3 = 36 half waves are induced in the
three windings of the stator. By comparison a two-pole
rotor would only induce six half waves (Fig, 24).

Four basic Bosch designs are currently available:

Claw-pole alternator with slip-rings
Single-pole alt nator with slip-rings
law-pole alternator with exciter (without slip-rings)
Alternator with permeable rotor (without slip-rings)

Claw-pole half

Excitation winding

Claw-pole half

North pole
South pole

Fig. 21

Fig. 23

Lines of force of a claw-pole rotor with 12 poles

lvi
+
D
0,

Parts of a claw-pole rotor

((\fj\J(\[J\\J

0
>

a,
iO

C
0

90

180

270

[0)

Degrees of rotor rotation Wt

Fig. 22

Fig. 24

Principle of the claw-pole alternator

Stator windings u, v, w
F
Excitation winding
1 phase
=
Rotor
1
=
2
=
Stator winding

Induced voltage in one phase during one revolution of

the rotor
a( 12-pole rotor
b( 2-pole rotor

25

Further construction derails of the claw-pole alternator,

type Ki, are shown in the diagram (Fig. 25>.
The rotor turns on two ball bearings. The excitation
winding receives current through the carbon brushes
which are pressed against the sIiprings by spring tension.
The slip.rings turn with the rotor.
The six power diodes, for rectification of the phase
current, and the three exciter diodes, for the rectifica
tion of the exciter current, are mounted in heat sinks
fitted at the slip-ring end. Terminals D+/61, D, and DF
(for lead connection to the regulatorl, as well as termi
nal B+ (and on some models a second terminal D) for
connection to the vehicle electrical system (battery> are
on the outside of the slip-ring end frame.

Drive-end frame

Fan

Fig. 25

Sectional view of the K 1 model claw-pole alternator

26

The claw-pole alternator depicted in Fig. 26 is intended

for high output such as required by buses. The slip-ring
compartment, is covered for dust protection, ensuring an
even longer life for the brushes. Constant lubrication of
the bearings is provided by the grease pipes and grease
cups. The housing end plate at the slip.ring end has an
air intake vent and a capacitor for radio interference
suppression. This capacitor also helps to protect the
diodes from voltage peaks.

Interference suppressor
capacitor

Air intake vent

Fig. 26

Sectional view of the T 1 model clawpole alternator

27

Single-pole Alternator with Slip-rings

Single-pole alternator designs are primarily intended for
high current outputs in excess of 100 A. The rotor
supplied with this basic alternator model has four or six
single poles (Figs. 28 and 29 respectively). Each pole has
its own individual excitation coil as opposed to the clawpole alternator which has one common excitation
winding for all the poles. A threaded cable connector
permits regulator hook-up with a cable harness, provid
ing more rapid and easier installation (terminals are
shielded, protected from dirt and water, and non-inter
changeable)
-

In the examples shown (Figs. 27 and 28) four pole

passes per stator winding take place during each revolu
tion, inducing four half waves in each phase. There are a
total of 12 half waves (four pole passes x three phases)
per revolution.

Interference
suppressor capacitor

Fig. 27

Carbon brush
SI p-ring-end frame

Basic construction of single-pole alternator

Excitation coil

Stator winding

Drive-end frame
Bearing seal

Belt pulley

Fan

Grease cup

Grease pipe

Stator core

Fig. 28

Sectional view of the T 2 model single-pole alternator

(4 magnetsl

28

The single-pole alternator, type U 2, shown in Fig. 30 is

designed for heavy duty vehicles with very large current
demands. It differs from the T 2 alternator in that it has
six single poles (magnets) on the rotor instead of four.
The U 2 also has a built-in fan disc, and the diodes are
externally mounted in a separate water-cooled rectifier
housing Fig. 29.
These alternators can easily be converted from ,,wye
stalor winding connection to the ,,delta configuration
by changing the jumper strips in the terminal box. If, for
example, the alternator has a maximum current output
of 320 amps with a ,,wye connection, the maximum
current for the ,,delta connection is:
x 1.73550A
/
320
0
1
[

Fig. 29

Rectifier G 9 1GW 28 V 400 A)

Terminal board

Stator housing

Excitation winding

Fig. 30

Sectional view of the U 2 model single-pole alternator

(6 magnets, without built-in rectifier)

29

Claw-pole Alternator with Exciter (without slip-rings,

Fig. 32)
Carbon brushes are subject to wear, and are normally the
determining factor for the intervals between alternator
maintenance. Less frequent maintenance is particularly
desirable for busline operation, which led to the develop
ment of an alternator with neither slip-rings nor carbon
brushes. The maintenance intervals are then determined
only by the ball bearings. Manufacturing costs, however,
for such alternators are higher.

Integral solid-state
regulator
,

The slip-ring section is replaced by a special exciter

which is in itself a miniature alternator having a rotating
three-phase winding and a stationary excitation winding.
The current induced in the three-phase winding of the
exciter (Fig. 31) is rectified by diodes and used to ener
gize the main rotor winding of the alternator.

suppressor capacitor

Fig. 32

Rotor

Exciter
7Rotating part

C,

x
UI

Fig. 31

Regulator

C,

.0

This model has a solid state, silicon transistorized regula

tor (less temperature sensitive) built into a cut-out in the
end frame on the air intake side. Therefore, cables are
not required between the alternator and regulator: down
time because of broken or incorrectly installed cables is
eliminated.

Interference

Stator

Pole shoe

Sectional view of the T 4 model claw-pole alternator

30

Internal circuitry of the T 4 model alternator with

exciter

Permeable-rotor alternator (without slip-rings, Fig. 34)

This alternator is intended for the power supply of
railroad lighting systems and is driven by a worm gear on
the car axle. It is practically maintenance free since it
has no separate bearings, slip-rings, or carbon brushes. In
this model, the excitation winding is mounted on a
stationary inner pole in the center of the alternator. The
stator winding is on the inside surface of the alternator
housing (Fig. 33), leaving a large air gap between the
excitation winding and the stator. The permeable rotor
slips into this gap and rotates between the fixed excita
tion windings and the stator windings. The rotor consists
of two halves with six interlacing claw-shaped poles,
giving it a total of twelve poles. The rotor halves are
connected by a ring of nonmagnetic steel. The base of
one of the rotor halves is formed into a hub with which
the permeable rotor is fastened to the worm gear shaft.
The shaft bearings are in the railroad car gear box. The
rotor is totally supported by the gear box and is not
physically connected to the rest of the alternator.
The alternator is excited by the stationary inner pole,
whose field is first strengthened by the pre-excitation
current. The exciter field magnetizes the turning permea
ble rotor. The magnetic flux of the rotor in turn induces,
in the three-phase stator winding, a three-phase alter
nating current which is rectified by the diodes in the
normal manner.

Fig. 33

A socket is mounted on the diode housing which pro

vides, together with the connection plug and its associat
ed cables, a simple watertight connection between the
alternator and the regulator as well as the remaining
circuitry.

Diode compartment

Connection socket

Schematic cross-sectional view of the U 3 model

alternator
Excitation winding
=
F
I phase
=
Inner pole (stationaryl
=
1
Stator winding (stationary)
=
2
rotor (rotating(
Permeable
=
3

Permeable rotor

Stator winding

Inner pole with

excitation winding

Fig. 34

Sectional view of the U 3 model alternator with permeable rotor

31

Explanation of Model Codes

In addition to the 10 digit Bosch part number (which for
alternators, always starts with 0 12
.) a model code is
stamped on all alternators. These codes can be inter.
preted with the help of the following example:
.

Model Code Example

K

14V

35A

20

LJ

-)

Speed (rev/mm) in hundreds at 2/3 max. current

Maximal current in Amperes

Alternator voltage in Volts

Direction of
) or
or
(a. (or
(s..

1
2
3
4

rotation**
R
= clockwise
L
= counterclockwise
RL = either direction

Claw-pole alternator
Single-pole alternator
Permeable-rotor generator
Claw-pole.alternator with exciter

Housing CD
G = 100.109mm
K = 120...139mm
T. = 170.199mm
U = more than 200 mm
The indicated alternator voltage 17 V, 14 V, 28 V, etc.) should
not be confused with the nominal voltage. The indicated value.
which appears on the name plate, is the normal working voltage.
It is the approximate average of the charging voltages required
for various type of batteries and operating conditions. In con
trast, the nominal voltage is the standardized battery voltage lie.
circuit voltage when alternator is not running). Nominal voltage

ratings leg. 6 V, 12 V, 24 V, etc.) are commonly used to

identify starters and electric accessories which are operated at
this voltage.

As seen from the drive side of the alternator Ion models

incorporating their own rotor bearings).

Table of Alternator Models

Model

Housing
CD in mm

Rotor
Type

Number
of Poles

Sliprings

Rectifier

Regulator

Mounting

Application

G 1

100.109

claw pole

12

yes

integral

integral
separate

swivel bracket
(hinge)

cars, trucks
tractors

K 1

130

claw pole

12

yes

integral

integral
separate

swivel bracket
(hinge)

cars, trucks
tractors

T 1

178

claw pole

16

yes

integral

separate

swivel bracket
(hinge),
or cradle

buses

T 2

178

single pole

yes

integral

separate

cradle

buses,
stationary
engines

T 4

178

claw pole
(with
exciter)

16

no

integral

integral

swivel bracket
(hinge),
or cradle

buses

U 2

203

single pole

4 or 6

yes

separate

separate

cradle

large vehicles,
ships

U3

permeable

permeable

12

no

integral

separate

mounted on
transmission

railroad,
ships

32

Fig. 35

Fig. 36

Fig. 37

Fig. 38

Claw-pole alternator G 1, swivel bracket (hinge)

mounting, ventilated

Claw-pole alternator G 1, swivel bracket (hinge)

mounting, enclosed housing, externally ventilated
(deflection fan)

Fig. 39

Fig. 40

Claw-pole alternator K 1, swivel bracket (hinge)

mounting, ventilated, (fan not shown)

33

Claw-pole alternator T 1. swivel bracket (hinge)

mounting, ventilated via air intake fitting

Single-pole alternator T 2, cradle mounting, ventilated

via air intake fitting

Claw-pole alternator T 4, cradle mounting, ventilated

via air intake fitting

Fig. 41

Singlepole alternator U 2, cradle mounting ventilated

via air vents in en Plates

I
---

Fig. 42

Permeable rot alternator U 3 for instaglatjo in

transmiio externally ventilated

34

-j

Performance Curves
The performance curves show the amount of current
generated by the alternator in relation to the rotor
speed. The following speeds are of particular interest
(Figs. 43 and 44):
1. The speed at which current output is 2/3 max This
is the speed stamped on the alternator name plate x 100.
By totalling up the current requirements of the electrical
accessories that are normally operated over extended
periods of time (permanent consumers), such as ignition
system, headlamps, tail lamps and instrument panel
lamps, the correct current value for 2/3 max can be
determined for a vehicle. (If present, auxiliary lamps,
wiper motors, car heaters, window def rosters, and radios
are also to be regarded as permanent consumers and
their current demand added to this total. Briefly operat
ed accessories such as horn, turn signals, brake lights,
and cigarette lighter may be disregarded). However, if
the vehicle requires a good deal of extra power for start
ing, as in trucks with diesel engines, the battery capacity
often becomes the criterion for selecting the appropriate
2/3 max value.
2. The speed at which the maximum output (max) is
obtained.
3. Maximum speed of the alternator. Depending on
model this is limited, partly by ball bearing life and
partly by the ability (physical strength) of the rotating
parts, including pulley, to withstand the effects of
centrifugal force. The maximum speeds, which are not
to be exceeded, for Bosch alternators are between 3,000
and 14,000 rev/mm depending on size and model.
The performance curves were determined with the alter
nators at final operating temperature and with an
ambient temperature of approx. 25 C (77 F). It can be
observed that the curve in fig. 43 has a more gentle slope
than the curve in Fig. 44. This implies that max. for the
alternator in Fig. 43 is reached at higher speeds.

J
(A)
40

30

20

10

0
1000

Fig. 43

2000

3000

4000

1000

5000
Fig. 44

Current as function of rotor speed. Bosch K 1 model

alternator with contact regulator

35

2000

3000

4000

5000

Current as a function of rotor speed. Bosch T 1 model

alternator with solid-state regulator

Cooling
The heat generated by the alternator itself, as well as the
heat radiated and conducted from the engine and
exhaust can damage the insulation, the soldered joints,
and especially the semiconductors in the alternator.
The heat produced in the alternator must be removed by
proper ventilation: an alternator should never be driven
without the proper fan pulley. (The vehicle or engine
manufacturer must also take precautions to prevent
excessive thermal radiation and conduction).

In the third type, the fan is installed inside the alterna

tor
housing on the rotor shaft at the slip-ring end. The fan
pulls in air through the openings in the drive-end frame
which is discharged through the slots in the enclos
ing
cap at the slip-ring end (Figs. 30 and 41). A space
of
15 mm must be maintained between the drive pulley and
the drive end frame for proper air flow.

Alternators can be kept cool by various methods, depen.

ding upon their design.

Intake air should not be warmer than 60 C to 70

C
(140 F to 160 F). Moreover the air should be as dustfree as possible since performance and life expectancy of
the alternator are seriously impaired by dirt.

Ventilated Alternators

Externally Cooled Alternators

Alternators which do not require a watertight, splashproof or dust.proof housing, can be internally ventilated
for cooling. (The majority of all motor vehicle alter
nators fit into this catagory). Figs. 45 and 46 show
typical fan discs commonly used for this purpose.

Alternators which must frequently operate in dusty

conditions, such as those in farm tractors, must be sealed
for dust protection, and can, therefore, only be cooled
from the outside. These alternators are provided with
cooling ribs between which air can flow. The air comes
from either the slipstream (Figs. 34 and 42) or from an
externally mounted fan (Fig. 36). The fans used for this
type of alternator are shown in Fig. 47, they pull in air
through openings in the fan cover, and, deflecting it
through 90 (inside, the fan cover), force it along the
outside of the alternator housing.

Basically there are three different designs of ventilated

alternators:
One version is equipped with a fan disc, which carries a
ring of vanes, mounted externally on the alternator shaft
at the drive end. Air enters the unit through vents at the
other end (the slip-ring or diode end) and flows through
the alternator where it is finally discharged out of the
openings in the drive-end frame (Figs. 25, 35, 37).

Alternators that are externally cooled by the slipstream

must be freely exposed to the air flow. Care must be
taken not to mount them where air circulation is poor,
because their full output cannot be utilized if they are
not properly cooled, and damage may occur.

The second design has a special air intake fitting provid

ed on the diode end frame of the alternator, instead of
vent holes. Cool air can be taken, by way of a hose
attached to the intake fitting, from an almost dust-free
location such as the passenger compartment and forced
through the alternator. The fan disc is also in this case
mounted externally at the drive end (Figs. 26, 28, 32,
38, 39, 40).

Fig. 45

Fan disc with predetermined direction

of rotation (clockwisel

R+L

Fig. 46

Fan disc for either direction

of rotation

36

Fig. 47

Deflection fan

euoling the Diodes

Precautionary measures must be taken to remove excess
heat from the semiconductor diodes, since they must
not exceed their specified temperatures. The diodes are,
therefore, mounted in heat sinks (Figs. 25, 26, 28
and 32).

PN power diodes
Exciter
diodes

Heat sink

NP power diodes

Fig. 48

Dual heat sink assembly for semiconductor diodes

which contains three diodes. Unlike the smaller alterna

tors where the diodes are grouped on the heat sinks with
respect to their polarity, the diodes in larger alternators
are grouped according to their appropriate phase of the
stator winding. Thus one finds a positive and a negative
power diode, as well as one of the exciter diodes mount
ed on each of the three heat sinks. Fig. 49 shows how
the insulated diode leads are wired together and connect
ed to the appropriate alternator terminals (B+, D, and
D+). Due to the high current output of alternators of
this type, and the resulting increase in developed heat,
the heat sinks have cooling fins in order to improve the
heat dissipation.

The smaller alternators (models G 1 and K 1, recom

mended for automobiles) generally have two heat sinks.
Three positive power diodes are mounted on one heat
sink and three negative power diodes on the other
(Fig. 48). It is possible, however to mount the three
negative diodes directly on that end frame of the alterna
tor which is connected to ground and so use the alter
nator housing as a heat sink. The positive diodes are then
mounted on a separate heat sink which is connected to
the positive terminal of the battery.
The larger alternators (models T and U generally used in
buses), have as a rule three separate heat sinks, each of

Stator windings

Fig. 49

Triple heat sink assembly for semiconductor diodes

37

ALTERNATOR SERVICE MANUAL

BOSCH Alternators
Ti
T2

0120 600 5
0121 600 5 With press in Diodes

Test Equipment

Lubricating and Sealing Materials

Test panel

EFAW81

0681 169013

Anti-friction bearing

Transformer panel

EFAW 82

0 681 169 014

grease

Insulation tester
up to 600 V AC
test voltage

Ft 1 v 34

50 g tube
250 g tube

5 700 009 005

5 700 009 025

commercial type

Molykote paste
Ft 70 v 1

250 g tin

5700040 125

0 681 169 034

Silicone oil
0163v2

Oilcan

5701112513

lnterturn short-circuit
tester
EFAW 90
or
EFAW95

0681 169020

Dial indicator

EFAW 7

1 687 233 011

Magnetic instrument
stand

T-M 1
(EW/MS 1 B 1

4 581 601 124

0601 980001)

Alternator tester

EFAW 192

0 681 101 403

Ohmmeter

e.g. Pontavi

commercial type

Sealing putty
Kklv3

0.5kgcan
Moisture protection lacquer No. 120
or No. 130

Hamburg
Postfach 280- 180

Tools
Clamping device

KDAW 9999
(EFAw9

VS11 7169g

Morse taper 1

GDF 85 R 3

2 608 574 001

KDAW 9987
(EFAW 75 A

0681 269013)

Morse taper 3

KDAW 9990
(EFAW 75 B

0681 269014)

Press-out tool
for radial seal
Press-in mandrel
for diodes
Puller for bafi bearings
Puller for roller
bearings

manufacture locally according to

Figs. 36 and 37
(Fig. 37 EFLJ64 1683203011)

1 687 931 000)

commercial type

manufacture locally according to

Fig. 34

Holding mechanism
for fan belt pulley

commercial type

Arbor press

commercial type

loogtin

5941 070 110

l00gtin

5941 080 110

Technical Documentation

manufacwre locally according

to Fig. 35

KDLJ 6499/011
(EFLJ 57 A/O/l

produced by
3 M Corp.

Hardener

0681 269007)

Tailstock chuck for

lathe with

Press-in tools
for radial seals,

or electro-Irssulatno Spray
clear No. 1532
Epoxy resin putty
VS11 7158g

Morse taper 2

5703452150
produced by
Dr. Beck, Co.

38

Service Parts Lists

VDT-EVE315/4B,../5B,../7B

Test Instructions for

Alternators

VDT-WPE 315/101 B

Test Specifications for

Alternators

VDT-WPE 315/201 6

Test Instructions for

Transistor Regulators

VDT-WPE 320/104 8

Test Specifications for

Transistor Regulators

VDT-WPE 320/2128/2138

Instructions for Using

Alternator Tester

VDT-WWF 113/6 B

2. Dismantling the Alternator

Clamp the alternator in the mounting device.
Hold the pulley with a suitable holding device and release
the nut with an open-end wrench (SW 36).
Remove the pulley and the fan. Mark the positions of the
drive end shield and the collector-ring end shield.
When dismantling alternators with shaft stub at each end,
release the coupling before removing the pulley.
When dismantling alternators with internal cooling detach
the cover plate from the brush holder. Unscrew connec
tions at the brush holder (use box wrench SW 10) and
release the two fillister head screws at the brush holder
(Fig. 1).
-I
Unscrew the 4 inner and 8 outer fastening screws!
Remove the drive end shield.

2
Alternators with external cooling:
Unscrew the 4 nuts (arrows). Unscrew the fastening
screws at the drive end shield.
Remove the drive end shield.

3
Remove the suction cover and the cover plate (if
present); remove the remaining fastening screws around
the outside. Do not release the fastening screws holding
the stator winding.

39

In alternators fitted with screw-type diodes, the built-in

and connected diodes must be checked with Tester
EFAW 192 before the alternator is dismantled further.
In order to do this, the measurement mode selector
switch must be in the position marked
It is not possible to test the screw-type diodes
individually using the alternator tester with the
alternator dismantled.
Unscrew the 4 fillister head screws in the brush holder.
Release the phase connections. Take off the collectorring end shield.
Pull the rotor out of the stator frame.
5
Alternators with external cooling:
Open the terminal box and remove the capacitor.
Loosen the 4 screws (arrows) at the collector-ring
housing somewhat and remove the remaining fastening
screws at the collector-ring end shield.

6
Alternators with external cooling:
Press the rotor together with the collector-ring end
shield far enough out of the stator frame so that the
phase connections (arrows) become visible. Undo the
phase connections.

7
Alternators with external cooling:
Undo the connections at the brush holder (arrows).
Remove the brush holder and unscrew the 4 fastening
screws at the collector ring housiny completely
(see Fig. 6).
Take off the housing, pull out the rotor.

40

Clamp the rotor in the mounting device.

In the case of generators fitted with ball bearings,
replace the ball bearing after about 160,000
300,000 km of operation depending on operating
conditions.

Caution:
Remove the ball bearing only when it is to be replaced
because it will be damaged when pulled off the shaft
Pull off the ball bearing at the collector-ring end. Remove
the brush holder housing.

Alternators with cylindrical rcder bearing

Pull the cylindrical roller bearing inner ring and
intermediate ring off the rotor shaft.

Pull the cylindrical roller bearing from the collectorring end shield using a puller (manufacture locally
according to Fig. 34) and a puller bell.

1 =
2=
3=
4=
5=

Roller bearing
Puller
Collector-ring end shield
Puller bell from KDAW 9995
Threaded pin from KDAW 9995

11

3. Cleaning the Parts

The individual parts of the alternator should be
cleaned only briefly with gasoline or trichloroethylene.

41

4. Inspecting and Repairing the Parts

4.1 Testing the Rotor for Short-Circuit to Frame:
Test voltage:
28-V rotors
80 V AC
Rotors with nominal
voltages over 42 V

600 V AC

Caution:
Observe safety regulations.
4.2
Measure the resistance of the excitation winding in the
rotor with ohmmeter; see Section 7 for resistance
values.
12

4.3 Collector Rings

Note:
Model T2 alternators with screw-type diodes and a
dual-heat-sink assembly have bonded collector rings,
while Model T2 alternators with press-in diodes and a
triple-heat-sink assembly have collector rings pressed
into place. Model Ti alternators always have pressed-on
collector rings.

4.3.1 Replacing Bonded Collector Rings

Clamp the rotor in the mounting device. Using a
soldering gun or soldering iron, carefully unsolder the
ends of the winding at the collector ring.
Using a puller, pull off the collector ring.
Clean the rotor axle and mark the collector ring seat
with a center punch in several places so that the
collector ring will not shift in position during the
bonding process and while the bonding agent hardens.
Coat the axle at the collector ring seat and the inner
side of the collector ring with VS 12641-Kk mixed with
VS 12642 Ch (mixing ratio 1: 1).

13
When the collector ring is replaced on the axle there
must be a distance of 6.2 mm from the step on the
rotor axle to the collector ring; in addition, care should
be taken that the position of the connections is correct.
Solder the ends of the winding to the collector ring
terminals and then coa: the joints with bonding mixture.
Place the rotor in a heating furnace and let the bonding
agent harden at 150C for 15 minutes, or let the
bonding agent harden at room temperature for 24 hours.

14

42

4.3.2 Replacing Pressed-on Collector Rings

Unsolder the end of the winding at the collector ring
using a soldering gun or soldering iron.
Pull off the track ring for the radial seal.

Caution:

Apply the puller at the extreme outer edge of the track

ring so that the retainer is not pulled with the track
ring because this would damage the rotor axle. Then
pull the collector ring off the shaft.

Note:
Some collector rings can not be removed without
difficulty. In such cases the rotor should be put on a
lathe and the collector ring turned down to the rotor
axle.

Place a new collector ring on the rotor axle and align

the connections with the ends of the winding. Using an
arbor press, press the collector ring onto the axle up
to the stop.
When the connections have been soldered, the binding
at the ends of the winding must be replaced if necessary.
Coat the new binding as well as the soldered connection
with VS 12642-Kk mixed with VS 12642-Ch (mixing
ratio and hardening time same as with bonded collector
rings). Then turn the collector ring on a lathe.

When turning collector rings on a lathe, a tallstock chuck

(see Section 1) must be used.
Use a hard metal (Widia), ceramic, or diamond cutting
tool.

4.3.3
Check Runout
Slipring runout = max. 0.03 mm
Minimum diameter: 46 mm
Maximum permissible deviation for runout of the
flywheel and laminated core = 0.05 mm.

4.4 Drive End Shield

Remove the radial seal.
Slide a new seal onto the press-in tool and press it
into the drive end shield using the arbor press.
Then grease the sealing lips well with Ft 1 v 34.
Grease the roller bearing seat lightly with Ft 70 v 1.

16

43

4.5 Support Ring

Remove the radial seal. Place a new seal on the press-in
tool (see Fig. 18) and press it into the support ring
using the arbor press. Then grease the sealing lips well
with Ft 1 v 34.

17
4.6 Collector-Ring Housing
Press the old radial seal out using the press-out tool
(make locally according to Fig. 35). Place a new radial
seal on the press-in tool and

18
press it into the collector-ring housing using the
arbor press. While doing this, support the housing with
a section of pipe. Then grease the sealing lips well with
Ft I v 34.
All radial seals are intended to seal against dust and are
therefore to be installed in such a manner that excess
grease can escape by way of the shaft.
-

Alternators with Cylindrical Roller Bearing

Use the press-in tool (make locally according to
Fig. 37).

4.7 Stator Winding

4.7.1 Testing for Short-Circuit to Frame
19
Test voltage:
28-V alternators

80 V AC

Alternators with rated

voltages over 42 V

600 V AC

Caution:
Observe safety regulations.

4.7.2 Resistance
Measure the resistance between the phase outputs of
the stator winding with an ohmmeter.
For resistance values see Section 7.
20

44

4.8 Collector-Ring End Shield

4.8.1 Testing Six-Pin Plug for Short-Circuit to Frame
80 V AC
Test voltage
4.8.2 Continuity Test
Test for continuity between the Bendix plug and the
joining bars using 6 V DC.
Continuity must exist between:
Terminal A and center joining bar
Terminal B and outside bar
Terminal C and line leading to brush holder
Terminal 0) free
Terminal E (free
Terminal F and inner joining bar.
21
4.8.3 Individual Test of Press-in Diodes
Use Alternator Tester EFAW 192.
When press-in diodes are connected in parallel, an exact
test is not possible without unsoldering at least one
diode per group.
Observe operating instructions for the tester!
Maximum reverse current 0.8 mA.

4.8.4 Replacing Screw-Type Diodes

Unscrew defective diodes using box wrench SW 17.
Caution: Do not tilt the wrench!
Test heat sinks for short-circuit to frame;
80 V AC
test voltage:

22

Note:
Screw-type diodes 2 127 320 018, ..019 for Ti
alternators have been changed. Press-in diodes in
screw-type sockets are now being supplied under the
same Part Nos.:
positive diode 2 127 320 018 with red color marking on
the heat sink, and negative diode 2 127 320 019 with
black color marking on the heat sink.
Screw-type diodes 2 127 320 036, .037 for T2
alternators can no longer be supplied.
When these diodes have to be replaced, complete heat
sinks with press-in diodes positive heat sink
D 120600630, negative heat sink D 120600631
should be used.

Before new diodes are screwed into place, their seating

surface must be coated with silicone oil Type 01 63 v 2.
Tightening torques:
for power diodes = 23 28 kgf.cm (2.3 2.8 Nm)
1.75 Nm).
for exciter diodes = 13.5 17.5 kgf.cm (1.35

Route the connection wires between the diodes neatly

and bind them together with hemp cord at the points
shown by the arrows.
Grease the roller bearing seats lightly with Ft 70 v 1.

45

4.8.5 Replacing the Press-in Diodes

Unsolder the connection at the defective diode. While
unsoldering this connection, open the clip on the
loining bar with a pair of pointed-nose pliers.
Using a drift, drive the diode out from the other side.

Before pressing the new diode into place, coat the diode
seat in the heat sink with silicone oil Type 01 63 v 2.
Place the diode on the heat sink so that the diode
connection lies in the clip.
Place the press-in mandrel in the proper position and press
24
the diode carefully in.
Do not tilt the mandrel!
Test the diode according to Fig. 25 after it has been pressed
into place.

Close the clip and solder the diode connection.

In order to conduct heat away during soldering, hold the
connector lead at the diode with a pair of flat-nose pliers.

25
In order to protect the alternators against corrosion, all
bare points on the collector-ring end shield heat sinks,
diodes, and joining bars should be coated with moisture
protection lacquer or with electric insulating spray.
The ball bearing seat should be greased with Ft 70 v 1.

5. Assembly of the Alternator

Place the collector-ring side of the rotor on the arbor
press. A suitable base must be provided.
Grease the ball bearing with Ft 1 v 34 before pressing it
into place.

When pressing the intermediate ring into place be sure

that the 20 chamfer is on top (see arrow).
A damaged intermediate ring (for example if scored> must
be replaced.
Support the rotor on the drive side with a suitable base.
Place the collector ring housing in position, grease the ball
bearing with Ft 1 v 34 before pressing it into the housing.
When pressing the ball bearing into place, ise a suitable
sleeve.

26

46

Alternators with cylindrical roller bearing

Slide the intermediate ring onto the rotor shaft until it
is stopped by the retainer.
Press the cylindrical roller bearing inner ring onto the
rotor shaft.

27
Clamp the rotor in the mounting device. Place the
drive end shield in position and bolt it to the support ring.
Be sure that the grease channel in the drive end shield
and the recess in the support ring coincide.
Coat the joints between the drive end shield and the
support ring with Kk 1 v 3.

28
Alternators with cylindrical roller bearing
Press the cylindrical roller bearing into the collectorring end shield.
Be sure that the position of the roller cage when
assembled is correct.

29

Alternators with external cooling

Check the carbon brushes for freedom of movement.
Minimum length 12mm.
Clamp the stator frame in the mounting device.
Introduce the rotor into the stator frame. Set the
collector-ring housing in place and mount the brush
holder.
Do not forget the seal (arrow).

30

47

Place the collector-ring end shield in proper position and

bolt the collector-ring housing to it.
Connect the phase outputs and the wires leading to the
carbon brushes.
Introduce the collector-ring end shield and rotor careful
ly into the stator frame and bolt the collector-ring end
shield to the stator frame.

31
Alternators with internal cooling
Clamp the stator frame in the mounting device and
fasten the collector-ring end shield loosely in place with
2 screws.
Be sure that the position of the collector-ring end
shield is correctl
Screw the three stator outputs to the heat sinks.
Be sure that the surfaces where the electric cables will
be attached are absolutely clean and bare.
Place the seal on the contact surface for the collectorring housing (see Fig. 30).
Introduce the rotor into the stator frame and fasten
the collector-ring housing to the collector-ring end
shield. When fastening the drive end shield in place be
sure that the swivel arm is correctly positioned.
Check the carbon brushes for freedom of movement
in their holders.
Minimum length of brushes 12 mm.
Mount the brush holders.
Use only brass nuts.

32

Fasten the connection plate in place, install and

connect the transistor regulator. If provided, mount
the suction cover and coupling catch in place.
Place the fan belt pulley on the shaft and tighten the
fastening nut with a torque of 12
15 kgf.m
150 Nm). Test the capacitor, install it, and
(120
connect it.

33

48

6. Lubrication after Assembly

Turn the grease cups on the drive end and collector-ring
end shields all the way in twice. Cups filled with Ft 1 v 34.
Also fit grease cups to the screw-sealed grease channels and
force n two full cups of Ft 1 v 34.
Then replace the screw seals and tighten down well again.
Tighten the grease cup caps by hand well.

7. Technical Data
0.03

Collector ring runout

max, mm

Minimum length of
carbon brushes

mm

12

p
(N)

450
(4.5

mm

46

kgf.m
(Nm)

12
15
(120150)

kgf.cm
(Nm)

17.5
13.5
(1.35 1.75)

kgf.cm
(Nm)

23 28
(2.3 2.8)

Brush pressure
Minimum diameter of
collector rings
Tightening torque for
fan belt pulley nut
Tightening torque for
exciter diodes) on
type TI
Tightening torque for
power diodes) on
type Ti

550
5.5)

Resistance values,
10%

)
2
Stator
apartfrom

Ti (RL) 28 V 40A 12
T1(RL)28V 60A12
T1(RL)84V 31A14

0.12 2
0.162
0.762

Rotor

T 1 (RL) 14 V 85 A 12
T1(RL)28V 40A12
T1(RL)28V 60A12
T 1 (RL) 28 V 85 A 14
Ti(RL)28V125A18
T1(RL)28V125A2
Ti (RL)84V 31A14

4.8 2
13.72
9.0c2
8.5 2
4.5c2
8.5f2
12.02

T2(RL)28V 85A12
T2(RL)28V100A12

3.6fl
2.82

1)
2)

Only with screw-type diodes

Between the phase outputs

49

Fig. 34

M8
M8x20

cv

\/\J

Material: tool steel

hardened and tempered

Threaded pin from

KDAW 9995/14

50

C-)
C

eO

m
01

C?

Fig. 36

Thread M 12

tII

0-I

()

c,

Qr

44

C%4

o_

11+

L(

,ix45 0
4

12
-1 8
-,

80

Fig. 37

Thread M 12

4m

c%J- \
-0

cy,

_______

__

/2>k
76
3
12
18

30

52

Iu-,c
LC) N cc a,

Lfl
-

Parts shown in exploded views of

Ti and T2 alternators.

Exploded View of
Model Ti Alternator

1
2

8
9

=
=

=
=

Stator frame
Cover plate

Support ring
Ball bearing
actoi:endshPeId

16

Six-pin plug

(,c
0

3r

53

10

44

49

CD

zo

-I

CD

.+

1%)0.

CD

0.

ox

BOSCH ALTERNATORS
INSTRUCTIONS for

Installation
Maintenance
Testing

1. General
All semiconductor elements may, however, be loaded
only up to specific, physically defined voltage and
temperature limiting values. The directions in sec. 2 to
sec. 4 should therefore be observed with particular
attention if the long life of the alternator is not to be
shortened by lack of attention or wrong handling. The
indications for trouble-shooting are explained in sec. 5

Since the three-phase current generated by the alternator

cannot be stored and is not suitable for direct connec
tion of the various loads due to considerable frequency
fluctuations, it must be rectified. The alternators, in
many ways superior to the dc. generators, could
therefore be used in cars only after semiconductor
rectifiers (diodes) were available, which are so small,
vibration-proof and thermally stable that they can be built
into the alternator.

and 6.

2. Directions for Working on the Electrical Installation

Explanations
Excessive voltages occur almost exclusively in the form
of induction voltages when switching off or interrupting
the circuits with inductances (coils). With the battery
connected and the capacitor mounted to the 28 V
alternator, normal induction voltages are damped to safe
values. However, this does not apply to the cases listed
on the left.
If an electronic voltage clipper is installed and excessive
voltages occur, the alternator is deexcited within micro
seconds and thus protected in the following cases:

Avoid excessive voltages!

2.1 Never disconnect the cables between regulator,
alternator and battery when the alternator is run
ning.
2.2 Do not short the alternator and regulator terminals
with each other or to ground (even by tapping).
when the alternator is running.
2.3 If, in exceptional cases, the car must be operated
without a battery, directly connect the terminals
D+, DF and D together at the alternator or the
regulator connector with the alternator at standstill.

Cable breaks or wrong handling, 2.1 and 2.2

Operation without battery, 2.3
Defective Regulator

Now there is no voltage output from the alternator.

2.4 When fast charging, establish firm connection be

tween battery and fast charger. Tighten the battery
terminals.

The alternator de-excitation is removed only after the

engine is shut down arid the ignition switched off.

2.5 To test insulations in systems with insulated return

Leads, use only d.c. voltage up to 40 V.

Avoid excessive currents!

2.6 Observe the correct polarity of the batteries and

chargers.

If this is not observed, short-circuit currents and welding

currents can flow through alternator and regulator thus
overloading thermically the semiconductor elements.

2.7 When welding, connect the ground clamp of the

welder directly to the part of the car to be welded.
55

3. Installation Instructions

Explanations

3.1 Provide for sufficient pre-excita

tion of the alternator.

Bosch alternators are usually pre-excited via a control lamp which

therefore must have a rating of 1.2W at 6 V, 2W at 12 V or 3W at 24 V.
(Attention: The actual wattage is not always the same as the stamped-on
value).
The installing place should be shielded from dirt, water splashes and fuel.
The regulator temperature should correspond as far as possible to the
temperature curve of the battery (temperature dependent characteristic
curve); however it should not exceed 600 C (1400 F) for transistor
regulators and 70 C (158 F) for contact regulators. The specified
installing position ensures that water which possibly collects can flow out.
With smaller tightening torques, friction drive of the fan wheel and the
bearing inner race is not guaranteed; nor is it guaranteed that the fan will
be protected from axial displacement.

3.2 Install the regulator in vertical

position with both mounting
holes pointing downwards at a
protected and thermally favour
able place.
3.3 Observe the belt pulley tightening
torque:
for G and K alternator
3.54.5 kgf-m
(25.332.5 lbf-ft)
for T alternator
1215 kgfm
(86.8108.5 Ibf-ft)
Tightening torque on coupling
side for T-alternator with projec
ting shaft ends 79 kgf-m
(50.665.1 lbf.ft)
3.4 Observe the permissible bearing
load.

The ball-bearings determine the life of alternators; therefore, as far as

possible, keep below the highest permissible bearing load,
i.e.

G 1 alternators
K 1 alternators according
to type

40 kg
40 kg
or 60kg
or 100 kg
120 kg
65kg

T alternators input side

output side

88.2
88.2
(132.3
(220.5
(264.6
(143.3

lb.)
lb.)
lb.)
lb.)
lb.)
lb.)

3.5 Use the specified fan and maintain

dust and moisture-free air of max.
60 C (140 F).

Only the specified fan can guarantee the required amount of air; dust
blocks up the cooling air ducts; moisture leads to corrosion. Therefore, if
installed in an unfavourable place, draw cooling air from a more suitable
place (e.g. drivers cabin) by means of a properly dimensioned hose, and
check the air volume under all driving conditions.

3.6 Install battery master switch only

according to the Bosch basic cir
cuit diagrams.
3.7 Connect quenching diodes parallel
to highly inductive loads.

Connect a relay parallel to manual switch and control the relay

similar
from terminal D+/61 so that the battery
to the electric master switch
can only be cut out when the engine is shut down.

Quenching diodes
operations.

suppress

the

voltages

induced during switching

4. Maintenance Instructions
4.1 Check the V-belt tension regu
larly.

Too high belt-tension leads to premature failure of the ball-bearings; too

low belt-tension leads to belt-slipping, heating of belt pulley and bearing
and insufficient alternator output.

4.2 Provide for lubrication every

100,000 km (62,500 miles).

Disassemble the alternators without external lubricating points, grease or

replace bearings as necessary. Alternators with lubricating cups: screw in
two full grease cups per bearing, renew bearings after 300,000 km
(187,500 miles) at the latest during the general overhaul. Use only Bosch
special grease Ft 1 v 34, Part No. 5 700 009 025.

5. Trouble-Shooting on the Vehicle

Almost all the defects in the alternator system are indicated by the condition of the alternator control lamp or the
battery. Therefore proceed as follows:
Note: AL = Alternator control lamp, TL = Test lamp 2 W
AL indications with
ignition switch on

5.1 Engine at standstill,

alternator control
lamp does not light
up.

Locating

Defects

TL burns bright between B+ and D+/61

on alternator.

Lamp burnt out or discontinuity in

control lamp circuit up to D+/61 of the
alternator system.

TL does not light up between B+ and

D+/61 on alternator, but TL burns bright
between D+/61 and ground; AL remains
extinguished.
56

Plus diode in alternator shorted. Imme

diately disconnect charging cable B+ or
switch off battery master switch, other
wise discharging will occur while stan
ding.

AL indications witch
ignition switch on

Defects

Locating
TL glows between D+/61 and ground; AL
glows also: Pull out regulator connector
or unscrew mounted regulator and re
move. Connect ammeter between 8 and
DF; for T4 alternators connect ammeter
between B+ and D+, connect DF to
ground.
Exciter current for all types of alternators
=OA
for
G114 V
contact regulator
transistor regulator

=2.0. ..3.OA
=2.5.. .3.5A

Ki 7V

=4.5...5.5A

Ki14 V
contact regulator
transistor regulator

=2.0. ..3.OA
=2.5..3.5A

K128 V
contact regulator
transistor regulator

=1.0... i.5A
=2.5...3.OA

Ti
T2
T2
T2
T4
5.2 Control lamp burns
equally bright with
engine standing or
running.

28
28
28
28

V 62 A
V 85 A
V 100 A
V

Carbon brushes worn out, oxide layer on

slip rings, discontinuity in rotor winding,
discontinuity in exciter winding of stator
of T4 alternators.

Discontinuity in regulator or rn cables

between alternator and regulator.

=2.0.. .3.OA
.6.5A
=5.5. ..6.5A
=7.0. .BOA
=2.0. ..3.OA

=5.5.

Pull out regulator connector with engine

at standstill or remove mounted regu
lator:
AL continues to burn.

Short-circuit to ground of cables D+161

of the alternator system.

AL goes out:
Insert regulator connector again or fit the
mounted regulator and connect ammeter
between 8+ and D+/61 at the alternator.

Exciter current:
less than that specified in 5.1

more than that specified in 5.1

Defective regulator (discontinuity). In Gi

and Ki alternators with cast-resin diodes
the connection between diode group and
brush holders may be broken.
Short-circuit in cable DF or rotor wind
ing.
T4 alternator:
Short-circuit in exciter winding of stator,
short-circuit to ground of cable D+ or, if
not, rotor defective.

5.3 AL burns bright when

engine is standing, but
dim or just glowing
when engine is run
ning.

TL between B+ and D+/61, engine running:

goes out:
glows:

Contact resistances in charging circuit or

in leads to charge indicator lamp.

Defective regulator (battery overcharged)

or defective alternator (insufficient bat
tery charging).

Install a new regulator with the engine at

standstill.
TL between 8+ and D+/61, engine running:
goes out:

Demounted regulator defective.

glows:

Alternator detective.
T4 alternator:
Rotor defective or short-circuit to ground
in cable DF or exciter winding in stator
(battery overcharged).

6. Repairing and Testing the Demounted Alternator or Regulator

Consumers (see Bosch basic circuit diagrams)

Master switch
Alternator control lamp AL

Exciter

Starter

Relay holds battery cut-in

with ignition key inserted

Relay prevents battery Cut-out

with engine running

Alternator without Slip-rings

58

DE31/753

Regulator

Consumers (see Bosch basic Circuit diagrams)

Master switch
Alternator control lamp AL

Battery relay (Battery master switch)

Consumers

Alternator

Starter

Relay prevents battery relay

cut-out with engine running

Relay holds battery relay Cut-in with

Ignition key inserted

cQ

BOSCH
Alternator egulators

Regulator Principles
As previously mentioned, the automotive alternator is
responsible for supplying power to the electrical acces
sories as well as for charging the battery, without over
charging it or ,,boiling it out. Proper system voltage

Return line via ground

must also be maintained regardless of load. This must all

be done over the entire speed range of the engine, from
idle to full throttle, It is obvious that provisions must be
made for automatic voltage regulation in order to meet
these requirements. An appropriate, field-proven, Bosch
regulator for this purpose is available for all alternator
models (Fig. 50).

or insulated cable

The alternator output voltage is directly related to the

product of rotor speed and exciter current (i.e. increas
ing the rotor speed or the exciter current increases the
output voltage(. This basic relationship between the
exciter, current and the output voltage is the key to the
function of the voltage regulator. By controlling the
exciter current, (which correspondingly controls the
exciter field of the rotor), the regulator can compensate
for load and speed variations, so that the voltage remains
constant up to maximum current output.
So long as the output voltage of the alternator remains

Fig. 50

IVI

D
a)
a

a>

regulator reduces, or depending on operating conditions,

completely cuts off the exciter current (Fig. 51). This

reduces the magnetic strength of the rotor field, causing
output voltage to drop. If the voltage drops below the
limit, the regulator

constant

Should the voltage exceed the specified upper limit, the

lower

I Al

[Regulator start

below the regulated voltage (e.g. 7 V, 14 V, or 28 VI the

regulator does not interfere, allowing the voltage to
build up to the proper value.

specified

Electrical connection between Bosch alternator and

Bosch regulator

a
a
a)

D
U
C
0

exc. Ipartial oadl

-.

at:

increases exciter

a
a)

I_

current, thereby raising output voltage, until the upper

limit is exceeded once again. This procedure is then
repeated.
0

The above regulator cycles are repeated so quickly that

the output voltage is maintained constant at the desired
level, eliminating flickering of vehicle lights.

1
n

lrev/minl

2
n

Speed n
Fig. 51

Compensation for variations in rotor speeds is carried

out automatically (Fig. 521. At low speeds the exciter
current is allowed to flow, unreduced, to the rotor for
relatively long periods of time and is only reduced for
short periods. This results in a high average exciter
current. In contrast, at high speeds the exciter current

Curve showing alternator voltage U and exciter

current 1
exc lunder loadl as a function of rotor speed

I Al

flows, unreduced, to the rotor for short periods of time

and is reduced for relatively long periods resulting in a
low average exciter current. The alternator is, therefore,
regulated by periodically increasing and decreasing the
exciter current. In practical applications this can be
accomplished by either a
contact or ,,solid state
regulator.

ni

2
n

a
a)
C

a)
D
U
C

0
a
U

LU

0
Id

-,

ti

--

2
t

Time
Fig. 52

60

Exciter current at low and high rotor speeds

At: closing time of exciter circuit

el

Contact Regulators

Magnet bracket

Regulating contacts for low

Fig. 53

Contact regulators are preferentially used in conjunction

with the smaller alternators, models G 1 and K 1. A
contact regulator controls the exciter current by periodi
cally opening and closing the contacts of a voltage relay.
The movable contact point is normally pressed against
the fixed contact point by spring tension when the
regulator is inoperative. As soon as the output voltage
exceeds a predetermined value (regulating voltage), as
established by the regulator setting, an electromagnet
which is ,,sensitive to the output voltage exerts a
magnetic force upon the movable contact, ovdrcomes
the spring tension, and opens the contact points.
Opening the contact points switches the regulator
resistance into the exciter circuit, exciter current flowing
to the rotor is limited by this resistor (Figs. 54
through 57) and the output voltage reduced. When the
voltage drops below the regulator voltage the spring
tension overcomes the force of the electromagnet and
returns the contacts to the closed position. This short
circuits the regulator resistor and increases exciter
current flow. The alternator contact regulators are of the
so-called single element type (one ,,element consists of
an electromagnet, magnet bracket, and armature, see
Fig. 53). The armature is attracted by the electromagnet
and carries the movable contact. There are two different
types of Bosch single element regulators as described
below:

high speeds

Single-element, dual-contact regulator

(sectiontl view)

Single-Contact Regulator

Regulating contacts

Magnet winding

For optimum performance of contact regulators, it is

desirable to keep the value of the regulator resistor low.
The resistance, however must be high enough to effec
tively reduce exciter current to the rotor for proper
voltage regulation at high rotor speeds, when the con
tacts are open. It becomes diffkult to meet both of
these requirements for alternators mounted onto engines
having idle speed to maximum speed ratios of 1 : 5
through 1 : 6, and where a large exciter current is
desired.
A single-contact regulator is generally used for 28 Volt
regulation, in conjunction with low current output alter
nators (i.e. low exciter current(.

DFI

Regulator resistor

Fig. 54

Excitation winding

Wiring diagram of single-contact regulator

Magnet winding

Regulating contacts
for low high speeds

Dual-Contact Regulator

Regulator resistor

Fig. 55

Excitation winding

Wiring diagram of dual.contact regulator

61

This regulator allows greater exciter current control,

permitting a broader alternator speed range. At lower
speeds, the regulator operates the same as the singlecontact regulator. The principle difference, however, is
that the resistor, which limits current to the excitation
winding, can be chosen to have a much lower value. This
extends contact life, and, therefore, permits larger
exciter currents. At higher speeds the movable contact
fluctuates between its center position and the second
fixed contact. In this manner the excitation winding is
periodically short circuited. This allows effective voltage
control even at high rotor speeds.
The dual contact regulator is generally used for 7 or
14 Volt regulation.

Temperature Compensation for Contact Regulators

The resistance of the magnet winding in the regulator
changes in relationship to the temperature, and affects
the
regulator adjustment. Compensating resistors
(Figs. 56 and 57( and a temperature-sensitive bimetallic
strip are used to correct errors caused by varying tem
peratures. Temperature compensation is specifically
designed for protection of warm, fully-charged batteries,
and for better charging of cold batteries, by regulating at
a lower voltage level in warm weather (eliminating the
need for manual adjustments in tropical climates) and at
a higher voltage in cold weather.
The wiring diagrams in Figs. 56 and 57 show the connec
tions between the regulator and alternator in greater
detail; moreover, in the radio interference suppressed
regulator the suppression elements (both capacitive and
induct,ve( are also shown. The single-contact regulator
AE 1 Contains a diode connected in parallel to the
excitation winding for damping of the field induction
(extending contact Iife(.

Regulator

Compensating resistor

Regulatina
con tacts

Regulating
contact

Regulator
Regulator resistor

Charge

Charge
indicator lamp

indicator lamp

Rectifier

Three phase
winding
(stator(

Excitation
winding
(rotorl

Alternator

Fig. 56

Alternator model K 1 128 VI with single-contact

regulator AE 1

Fig. 57

62

Alternator models G 1 or K 1 (14 VI with dual-contact

regulator ADN 1, negative ground, with intensified
interference suppression

Solid State Regulators

LI
-r

Electronic Components
Medium and high-power output alternators generally use
solid-state (transistorized) regulators. Such regulators
can control large exciter currents, while satisfying the
requirements for long and trouble-free operation. The
principle semiconductor components in. solid-state
regulators are transistors and Zener diodes.

8A

Control circuit

Fig. 60

Power Circuit

Characteristic curve of a Zener diode

Transistors
Fig. 58 reveals how a transistor (left view( can assume
the functions of a relay and its electromagnet and
contacts (right view(. If the switch in the control circuit
of the relay is closed, the relay contacts also close,
completing the main circuit (power circuit(. By this
method, a comparatively small control current can be
used to control much larger working currents. This can,
however, also be accomplished with transistors, as shown
in the left hand side of the diagram. If the switch in the
control circuit is closed, the control current flows from
the positive terminal of the battery through the emitter
(E( and base (B( of the transistor, and returns to the
negative terminal of the battery via the resistor and
switch. The flow of control current through the path
collector
causes the path emitter
base
emitter
C( to become conductive, which completes the
(E
circuit for the main current. This is the distingushing
characteristic of the transistor.

1 cm

Fig. 58

Circuit comparison between a transistor and a

Zener voltage U

[VI

C-

relay

C
D
(-I
0

As compared to a relay, a transistor is far superior in

terms of size and weight (Fig. 59(. Although its size
depends upon the strength of the excitation current it
must conduct, the transistor, like the diode, is only
approximately the size of a thimble. The main transistor
in alternator regulators is used to cut the exciter field on
and off in rapid succession. The main transistor does not
function as an amplifier, as for example in a transistor
radio, but serves solely as a switch or relay.

I mA I
Fig. 59

Front view and symbol of a transistor

1 cm

Fig.

61

View and symbol of a Zener diode

Zener Diodes
Another very important semiconductor element in solid
state regulators is the Zener diode; so named in honor of
its discoverer (Figs. 60 and 61). It is used only in its
blocking range (cutoff region) due to its basic charac.
teristic of suddenly increasing the inverse cw-rent once a
specific inverse voltage (Zener voltage) is reached.
Consequently, the Zener diode is very suitable as a
reference source. It is used for this purpose in the solidstate regulator; once its reference voltage (Zener voltage)
has been reached the Zener diode controls another
transistor.

Construction of Solid-state Regulators

The solid-state regulator contains no contact relays.
Voltage is regulated electronically by the diodes, tran
sistors, resistors, and capacitors, which are all mounted
on the circuit board (Fig. 62). This means that all the
moving, subject-to-wear, regulator components have
been eliminated.

63

Fig. 62

Solid-state regulator ED (Circuit board is shown separately)

64

Voltage Regulation
The regulator EE (Figs. 64 and 65) operates in the same
manner, differing only in that, as integral regulator, it is
installed on the alternator housing.

The simplified solid-state regulator shown in Fig. 63

operates in the following manner:
Current flows from the exciter diodes through termi
nals D+ to the emitter E of the main transistors T 1.
From the emitter the current flows via the base 8 of T 1
through resistor R 3 to ground. This current causes the
C) of T I to become
collector path (E
emitter
C to the
conductive, and current flows through E
excitation winding via terminals DF. The alternator is
thus fully excited, and output voltage increases. This
voltage is also applied to the voltage divider R hR 2
which supplies the reference voltage to the Zener diode.
When the specified voltage (e.g. 28 V) is reached the
voltage across R 1 equals the Zener voltage and causes
the Zener diode to conduct. The Zener diode triggers the
control transistor T 2 which connects the base B of the
main transistor T 1 to terminal D+. Base current is no
longer flowing, causing transistor T 1 to interrupt the
flow of exciter current. The alternator is now no longer
excited. The output voltage falls below the specified
value, and the Zener diode interrupts the base current of
transistor T 2. This again connects the base of the main
transistor T 1 to the resistor R 3 and terminal D: T 1
switches the exciter current back on.
This process repeats itself in rapid succession, resulting
in a very precisely regulated voltage.

Fig. 63

Fig. 64

Fig. 66 shows a system for heavy duty trucks, ships, etc.,

where the diodes are installed in a special housing (see
Fig. 29). Due to the high exciter current (heat build-up)
and the resulting need for heat dissipation, the solidstate regulator EC (Fig. 67) has external cooling ribs.

Installation with claw-pole alternator model T 1 and

solid-state regulator ED
=
=

=
=

3
R

Integral solid-state regulator EE

Main transistor
Control transistor
Zener diode
Voltage divider
Resistor

65

r.J

CO

rn
03

0)D

CO
CCO,

D.

(0

COO)

COD
005

04

>

CO

St

CO

0)

9-

CO
0

D
0)

CO

0
0

(ii

rn
m.

CO

0)

C0

C D

CO
CO

-,

0)

1
Cp

Alternator

Fig. 67

Fig. 68

Solid-state regulator EC

Solid-state regulator EA

Parallel Connection of Regulators

The EC regulator in this system also regulates the output

voltage by means of a Zener diode and a main transistor.
However, this regulator also contains a special safety
circuit, which in the event of a regulator failure, prevents
the alternator voltage from exceeding the maximum
allowable limit and overcharging the battery.
The solid-state regulator EA (Fig. 68> is used in conjunc
tion with alternator model T 2 in bus systems. This unit
has cooling ribs for the same reason as the EC regulator.

Alternators of identical voltage output can readily be

connected in parallel; special compensation precautions
are not required. Because of the diodes, reverse current
is eliminated. Unequal loads do not result in nonuniform
wear (no commutator>.

Table of Bosch Regulators

Model

Design

Installation

Pairs of
Contacts

Ground

Application

AB

contact

separate

pos.

cars, trucks

neg.

cars, trucks

AD
AE
EA

contact

separate

contact

separate

neg.

cars, trucks

solid state

separate

neg.

bus, railroad, stationary engines

heavy duty vehs., ships

EC

solid state

separate

neg.

ED

solid state

separate

neg.

cars, trucks, buses

EE

solid state

integral

neg.

buses, ships, stationary engines

67

Charge Indicator Lamp

High Voltage Overload Safety

The circCsit diagrams have shown the charge indicator

lamp whose function it is to give information about the
current supply in the vehicle. One lead of the lamp is
connected to the ignition switch, and the other lead to
the exciter diodes (terminal D+/61). The lamp lights up
when the ignition switch is turned on while the engine is
stopped because current flows from the positive terminal
of the battery through the indicator lamp, regulator,
excitation winding, ground, and back again to the nega
tive battery terminal, (Fig. 69). During excitation of the
alternator, the indicator lamp goes out as soon as termi
nals B+ and D+ have reached equal voltage potentials. If
the bulb continues to glow while the engine is running at
higher speeds, this indicates to the driver that there is a
malfunction in the system.

In order to protect the diodes in the regulator and alter

nator from voltage peaks of voltage overloads which may
be caused by switching processes or operational errors a
high voltage safety unit is available. As well as other
semiconductor components it contains a Thyristor. The
Thyristor (also termed SCR, an abbreviation for Silocon
Controled Rectifier) is a controllable diode (symbol
Fig. 70) which, with the aid of a control electrode (gate)
can be made either conductive or non-conductive. As the
thyristor warms up when switched to the conductive
state, due to its having to momentarily pass a high
current, it is screwed into heat sinks on the high voltage
safety unit (Fig. 71).

Exciter diodes

Regulator

1 cm

DF
Power diodes

Battery

Excitation winding
in rotor

Fig. 69

Wiring diagram for charge indicator amp

Fig. 71

High Voltage Safety Unit

Circuit board is shown separately

Fig. 70

68

Front view and symbol of thyristor

The unit intended for 28 V systems, for example, would

be connected to terminals D+ and D of the alternator.
If a voltage peak or high voltage overload in excess of
the units response voltage (appr. 31 V) occurs at these
terminals, the Zener diode becomes a nominal value
transmitter and causes the transistor T 1 to conduct
current through its emitter-collector path (Fig. 72). This
current opens the gate or ,,fires the thyristor
(SCR) causing it to become conductive. Once the
thyristor conducts a direct short exists between termi
nals D+ and D, and the exciter current is cut off, all in
a matter of milliseconds. The charge indicator lamp
lights up, warning the driver. The thyristor can be
returned to its non-conducting state only by returning
the voltage in the primary circuit to zero (I.e. the engine
must be stopped and the ignition switch turned off).

rllgn voltage safety unit

Regulator

If a real malfunction exists, the above process will be

repeated on re-starting the engine.

B+
Fig. 72

Battery

Wiring diagram of the high voltage safety unit

The charge indicator lamp can be connected to termi

nal 61 of this unit.
Systems having the built in EC solid-state regulator do
not need a high voltage protection unit as a specIal
safety circuit is contained in the regulator.

69

Installation, Operation, and

Maintenance

Installation

Charge Indicator Lamp

Smaller alternators (G and K sizes) are hinge )swivel

bracket) mounted. The larger ones (T and U sizes) are
available for either hinge mounting or cradle mounting.

To ensure proper excitation of the alternator during

starting it is absolutely necessary to install a charge
indicator lamp between terminals D+/61 and B+ to
provide a path for the pre-exciter current. In order to
provide proper pre-excitation for the T 2 model alterna
tor, even when the indicator lamp is not working, a
resistor should be connected parallel to the indicator
lamp (Fig. 77). The indicator bulbs should have the
following power ratings to guarantee prompt excitation
of the alternators:

Fig. 73 shows an example of hinge mounting. This

method of installation allows easy adjustment of V-belt
tension with the aid of a belt adjustment link.
For cradle mounting installations rugged hold down
clamps which fit tightly around the generator housing
should be used to prevent deformation of the housing
while tightening down.

6 V system
12 V system
24 V system

Care should be taken to ensure that metal contact

surfaces provide a good electrical connection to the
engine. Sufficiently large gauge of wire should be chosen
for ground connections between the engine block and
chassis frame.

1.2 Watt bulb

2.0 Watt bulb
3.0 Watt bulb

Alternators should be installed where they will be easily

accessible yet protected from oil, fuel and water. (Con
tact with gasoline can result in fires and explosions
whereas heavy oil damages the brushes and slip-rings). If
necessary, gutters or splash panels should be installed. In
some applications corrosion-resistant alternators should
be used.
Bosch alternators should only be operated in conjunc
tion with Bosch regulators, otherwise proper perfor
mance cannot be guaranteed.
The regulator should be mounted on a vertical wall as
free from vibration as possible. It should not be mount
ed on the engine or on any heat radiating parts. It must
be protected from dirt, water splashes, oil and gasoline
vapors, as well as shock and impact. Contact regulators
are not to be installed more than 15 from the vertical in
any direction. Maximum allowable ambient temperature
is 60 C )140 F). The connection terminals on the
regulator should point downward to prevent entrance of
water. This also applies for the high voltage safety unit.
The return line for all circuits is usually done by
common ground. In buses, however, insulated return
lines should be used instead to reduce voltage losses.

B&t

If an insulated return is provided on the T model alterna

tors the jumper cable between terminal D and the air
intake cover (ground) must be removed.

Drive Connection
Alternators are generally driven by V-belts; one V-belt is
used on the G and K model alternator, while two V-belts
are used to drive the large units. Occasionally, however,
a flexible coupling is used. The belt pulley is usually
combined with either a cast or stamped fan disc.

Fig. 73

70

Alternator installation with hinge mounting

Cable Connections

Operating Instructions

Cable connections are made with spade terminals, blade

terminals, or connector plugs (single or multiple) using
either blade type or snap type terminals.
There is no oblection to soldering these terminals onto
the leads. The solder should not, however, flow beyond
the distance shown in Fig. 74. Otherwise, the wire, made
rigid by the solder, may break at the base bf the
terminal.

To prevent damage to the diodes and to the regulator

the alternator is not to be operated unless both regulator
and battery are connected up to it.

Crimped terminals may also be used.

Solder within these limits

Spade terminal connection

Fig. 74

Crimp here

Blade terminal connection

Soldered and crimped cable connections

Fig. 75 shows connector plugs which permit rapid and

convenient connection and disconnection of the cables
between the alternator and regulator. These onnectors
are vibration resistant, and prevent improper connec
tions between units.

If the vehicle must be operated without a battery, the

leads between the alternator and the regulator must be
disconnected.
Improper connection of the battery (reversing polarity)
will result in immediate destruction of the diodes. The
method customarily used with DC generators, of
checking a lead for voltage by touching it to ground is
absolutely forbidden with alternator systems.
During electrical testing of systems, the leads between
the rectifier (if separate from the alternator) and the
solid-state regulator must be disconnected. Only direct
current of less than 40 Volts may be used to test the
insulation strength of the diodes (AC hand generators
are not to be used).
When carrying out repairs or during welding work on the
vehicle the positive and negative leads are to be discon
nected from the battery. This also applies when the
battery is being fast-charged.
During operation, voltages of 100 V must never be
exceeded due to the danger of diode destruction. For
example, this danger exists when the battery is discon
nected while the engine is running (even for a brief
duration!). Voltages in excess of 100 V are generated for
example, by self-induction of the exciter field, and also
by the high energy coils in the electrical system (electro
magnets, door closing valves, etc.).

In such instances the induction voltage can be reduced

with the aid of a decay diode (Fig. 76).

Direction of induction

Power current direction

Fig. 76

Fig. 75

Connectors for connecting alternator to regulator

Magnet linductance)

Limiting voltage peaks with decay diodes

Terminal D+ or 61 which is rated at 1 Amp maximum

serves to connect a charge indicator lamp. A starter
safeguard relay or an ,,hours of operation meter can
also be operated by the current from this terminal so
long as the 1 Amp maximum is not exceeded
(CAUTION! Beware of inductive voltage peaks). A ,,W
terminal can be provided on some models for AC
pick-up. This terminal is capable of sustaining loads up
to 2 Amps.

Pushbutton for

battery relay

Ignition stch

Fig. 77

Safety circuit for alternator systems

Prevents voltage drops and uncontrolled response of
the high voltage safety unit

Fig. 77 shows a safety circuit, which, with the help of a

battery relay (in place of a manual battery switch) and
two relays of the normallyopen type ensures that the
battery can only be disconnected from the alternator
when the engine is stopped. When the ignition switch is
turned on, the battery relay is energized and held in this
position by relay 1 as long as the ignition stays on.

Relay 2 prevents de-energization of the battery relay

while the engine is running; this is important in vehicles
with diesel engines since the engine continues running

after the ignition switch is turned off. Aside from the

interference suppression capacitor no other interference
filters are necessary, except for unusally severe requiremen t s.

72

Maintenance
Carbon Brushes
enable one to obtain maximum benefit from the bearing
life of appr. 190,000 miles. Therefore, two greasings are
required before the alternator becomes due for a major
overhaul. Only the specified Bosch special ball bearing
grease Ft 1 v 34 (Part Number 5 700 009 025 for an
8 3/4 oz. tube> should be used.

As a direct result of the low exciter current and careful

protection from dirt
endcapsulation of the slip-rings
carbon brush wear is extremely low in alter
and water
nators. The life expectancy of the carbon brushes is such
that, with alternators G and K, the general overhaul time
for the engine, appr. 60,000 miles, becomes due before
the brushes need replacement, On T model alternators
the brush life is appr. 160,000 to 190,000 miles. The
driver is informed of worn brushes by the charge indica
tor lamp.

Regulator
The regulator requires no maintenance. If it is damaged,
the complete unit is to be replaced. Repairs, or changes
of regulator setting, by unauthorized personnel should
never be attempted. The warranty is voided by unau
thorized tampering.

Bearing Lubrication
In permanently lubricated alternators, the amount of
grease in the bearing is sufficient to last until the general
engine overhaul at 60,000 miles.
Models with grease fittings (some of the T model alterna
tors> have grease cups and grease pipes (Figs. 26, 28, 32(..

The above also applies to the high voltage safety unit.

Indicator Lamps

At high engine temperatures and speeds one grease filling

in the bearings lasts for almost 90,000 miles. The ball
bearings should, therefore, be greased using the grease
cups after appr. 60,000 miles. Following this rule will

Burned out charge indicator bulbs should be replaced

immediately. Observe voltage (V) and power (W) specifi
cations.

Test Equipment
Only direct voltage of 40 V or less may be used to test
of
the insulation strength of the alternator diodes and
the regulator. (AC hand generators are not to be used).
During high potential ground tests of the remaining
circuits, the leads between the alternator and the soIid
state regulator must be disconnected.
Alternators should only be tested with the proper equip
ment designed for that purpose. Figs. 78 through 81
show a selection of Bosch workshop equipment that
should be available in every well-equipped garage to
provide good customer service.

73

Fig. 78

Volt.Ammeter

Fig. 80

Bosch alternator tester for testing exciter and power

diodes and measuring coil resistances

BOSCH

: !

A.

II

4.
Fig. 79

Adjustable loading resistor

Fig. 81

74

Bosch generator test bench. Shown with an alternator

mounted for testing

Trouble Shooting
If a malfunction should develop in the current gener
ating system, it must be kept in mind that trouble sources
may exist in the battery, cables or other locations
besides the alternator or regulator. The most common
symptoms of malfunctions are listed in the chart below
with probable causes and appropriate corrective
measures:

Cause:

Correction:

I. Battery is dead or insufficiently charged

1. Cables between battery
and ignition switch
or between battery
and ground are loose
or damaged

1. Replace cables, tighten

connections

2. Defective battery

Cause:

Correction:

Ill. Charge indicator lamp continues to burn brightly

during higher engine speeds:
1. Cable ,,D+/61 is
shorted to ground

1. Replace cable

2. Defective regulator

2. Replace regulator

2. Hyve battery inspected

and replaced if necessary

3. High voltage safety

unti defective

3. Replace safety unit

3. Defective rectifiers,
dirty slip-rings

3. Have alternator repaired

4. Have alternator
repaired

4. Defective regulator

4. Replace regulator

4. Defective rectifier,
dirty slip-rings, short
in cable ,,DF or in
rotor winding

5. V-belt too loose

5. Tighten V-belt. The

general rule is to allow
deflection of appr. 3/8
under thumb pressure

IV. Charge indicator lamp burns brightly with engine

stopped, but only dims or glimmers with engine
running:

II. Charge indicator lamp does not burn with engine

stopped and ignition on:

1. Poor connections
(contact resistance)
in the charging circuit
or in the cable to the
charge indicator lamp

1. Replace cables, tighten

connections

1. Indicator bulb is
burned out

1. Replace with new bulb

2. Defective regulator

2. Replace alternator

2. Dead battery

2. Remove battery cables

and charge battery

3. Defective alternator

3. Have alternator repaired

3. Defective battery

3. Have battery inspected

and replace if necessary

V. Charge indicator lamp flickers

4. Loose or damaged
cables

4. Replace or tighten
cables

5. Defective regulator

5. Replace regulator

6. Shorted positive diode

in the alternator

6. Immediately disconnect
charging cable from
terminal 8+ or switch
off battery master
switch (unless these
precautions are taken
battery will discharge
while engine is stopped).
Have alternator repaired

7. Worn carbon brushes

7. Replace brushes

8. Oxide layer on
slip-rings, or broken
wire in rotor winding

8. Have alternator repaired

75

1. V-belt too loose

1. Tighten beit to allow

appr. 3/8 deflection
under thumb pressure

2. Contact regulator may

be incorrectly adjusted
or regulator resistor is
burned out

2. Replace regulator

alternator service manual

Over Voltage Protection Devices

1. Testing on the alternator test bench

The test bench must conform to latest developments,
i.e., it must have been modified in accordance with
Modification Instructions VDT-WUF 113/4 B.

1.1 Over-voltage protection device

mounted on transistor regulator 0 192 083
(For test values for transistor regulators, please see
VDT-W-192/1001 B).
Mounted on
transistor regulators

Operating voltage

0192083001
0192083002
0192083003

36.0
36.0
30.0

...

...

...

38.2 V
38.2 V
32.3 V

Test conditions
Use only K1 Alternator 28 V 35 A or 45 A. Alternator
and over-voltage protection device cold (about 20 C,
68F). Alternator connected to battery through protec
tive resistor (test bench).

Connections at test bench

(see Fig. 1)
Connect alternator terminals D+ and D to the
corresponding terminals on the transistor regulator (D+
to D+, D to D). Connect the charge indicator lamp
(24 V, 3W) to terminal 61. Connect the voltmeter
between terminals D+ and 0 of the alternator.
Do not connect regulator terminal DF. Join alternator
terminals D+ and DF with a jumper wire.
1
2
3
4
5

=
=
=
=
=

Over-voltage protection device

Alternator
24-volt battery
Protective resistor
Indicator lamp, 24 V, 3 W

Test procedure
Drive the alternator. Increase the speed siowly and
observe the voltmeter. The over-voltage protection
device must de-energize the alternator when the
operating voltage is reached. The indicator lamp lights
up briefly. Do not change the speed. The relay in the
over-voltage protection device must switch on and off
continuously.
Do not continue this test for more than 1 minute in
order to avoid excessive wear on the contacts.

76

1.2 Over-voltage protection device

Part Number

Operating voltage

32 V
31
30...32V
32 V
31
see section 1.3
see section 1.3

192 900 001

0192900002
0 192 900 004
0 192 900 005
0192 900 0fl

...

...

Test conditions
Alternator and over-voltage protection device cold
(about 20 C, 68 F). Alternator connected to battery
through protective resistor (test bench).
0192900001,..002,..004
Connections at test bench
(See Figs. 2 and 3)

Connect alternator terminals D+ and 0 to the

ion
corresponding terminals on the over-voltage protect
device, i.e., D+ to D+ and D to D.
When using over-voltage protection device
B+ to
0 192 900 002, also connect alternator terminal
ion
protect
oltage
the terminal marked B+ on the over-v
(Fig.
3).
device

Fig.2

Connect the indicator amp (24 V, 3 W) to

terminal 61 of the over-voltage protection device.
and
Connect the voltmeter between terminal D+ or 61
tor.
alterna
the
of
D
al
termin
Do not connect the alternator regulator; join alternator
terminals D+ and DF with a jumper wire.

0192900001,..004

Test procedure
Drive the alternator, Increase the speed slowly and
observe the voltmeter. The over-voltage protection
device must de-energize the alternator when the operat
ing (response) voltage is reached. A voltage of
2 volts may still be present at terminal D+. The
1
alternator can only be energized again after it has been
stopped and the charge indicator lamp disconnected
...

briefly.
Note:
If the over-voltage protection device does not de
energize the alternator when the operating voltage is
reached, the speed must not be increased any further
tor.
because this could damage the rectifier in the alterna
to
operate
fails
device
If the over-voltage protection
when the response voltage is reached, it is inoperative
and must be replaced.

1
2
3
4
5

Fia.3

0192900002

77

Over-voltage protection device

Alternator
= 24-volt battery
Protective resistor
= Indicator lamp, 24 V, 3 W

1.3 Over-voltage protection device

0192900005,.. 006
Part number

Operating voltage,
sequential-damage
protection

Operating voltage,
over-voltage
protection

o 192 900 005

0192900006

30.0 31.5 V
30.0...31.5V

40.0 44.0 V
40.0.44.0 V

...

...

Test conditions
Use only alternators T1/T2 28 V 85 A.
Alternator and over-voltage protection device cold
0
0
(about20 C,68 F).
Alternator connected to battery through protective
resistor (test bench).

Sequential-damage protection
Connections at test bench (see Fig. 4).
Connect alternator terminals D+, D, and B+ to the
corresponding terminals on the over-voltage protection
device, i.e., D+ to P+, etc. Keep the connection cables
as short as possible.
The minimum cross-section of the conductors used
for the connections to the D4- and D terminals
is 4 mm
.
2
Connect the indicator lamp, 24 V 3 W, between
alternator terminals D+ and B+.
Do not connect the alternator regulator; join alternator
terminals D+ and DF with a jumper wire.

Fig. 4

Test procedure
Drive the alternator. Increase the speed slowly and
observe the voltmeter. The over-voltage protection
device must de-energize the alternator when the
operating voltage is reached. The alternator may then
be energized again only after it has been stopped
and the battery disconnected.
Note:
Since the operating time of the sequential damage
protection device is 2
3 seconds, too high an
operating voltage will be measured if the alternator
speed is increased too rapidly.
...

78

Over-voltage protection
Connections at test bench (see Fig. 5).
Disconnect the cable connected to terminal B+ of the
over-voltage protection device.
Connect the voltage stabilizer to terminals 8+ and D
of the voltage protection device.
Set the voltage stabilizer to a voltage of 24 V.
Note:
If a voltage stabilizer is not available, batteries
connected in series to provide a total of 24 V can
be used.
Since the measuring range of the test bench voltmeter
is generally not adequate, it is a good idea to connect
the equipment to Tester EFAW 120 A with its
50 V measuring range instead of to the test bench.

Test procedure
Drive the alternator. Increase the speed slowly and
observe the voltmeter. When the operating voltage
is reached, the alternator is de-energized, and remains
in that condition until the built-in relay again opens.
The alternator is then energized a second time
until the operating voltage is reached again. In other
words, the equipment cycles.
Important:
Make this test as short as possible in order to avoid
overloads.
Caution: Do not touch the cables, If the over-voltage
protection device does not operate, or if the voltage has
been set too high, the alternator voltage will exceed
the maximum permissible value for low voltages (42 V).

Fig. 5
1
2
3
4
5
6

=
=
=
=
=
=

Over-voltage protection device

Alternator
24-volt battery
Protective resistor
Indicator lamp, 24 V, 3 W
Voltage stabilizer

79

Fig.6

0192900001,004

Fig.?

2. Testing with voltage stabiizer

2.1 Over-voltage protection device

Part Number

Operating voltage

31
32 V
30
32 V
31 .32 V.

192 900 001

0 192 900 002
0192900004

...

...

Connect 0 192 900 001 and 0 192 900 004 as shown by

Fig. 6 and connect 0 192 900 002 as shown by Fig. 7,
to the stabilizer.

Test procedure
Slowly increase the stabilizer voltage until the charge
indicator lamp lights up. The voltage indicated at this
instant is the operating voltage.
Note:
In order to avoid making incorrect measurements, a
precision voltmeter can also be connected between
terminals B+ and 0.

80

0192900002

Over-voltage protection device

2.2 Over-voltage protection device

mounted on transistor regulator 0 192 083

-.

(For test values for transistor regulators, please see

VDT-W-192/1001 B).
Mounted on
transistor
regulators

Operating
voltage

0 192 083 001

0 192 083 002
0 192 083 003

36.5
36.5
30.8

...

...

...

38.5 V
38.5 V
32.5 V

Switch-off
current

2.5
2.5
2.5

...

...

3.7 A
3.7 A
3.7 A

Connect the regulator to the voltage stabilizer as shown

in Fig. 8.

Note:
If the maximum voltage of the voltage stabilizer is lower
than the maximum operating voltage of the over-voltage
protection device, a corresponding number of batteries
must be connected in series. In this case a
current-limiting resistor of 5 2 with a power dissipation
rating of at least 50 W (for example, set a slid resistor
to 5 2) must also be connected in series in the battery
line. The maximum current drawn by the stabilizer must
then not be less than 6 A. In every case the operating
voltage must be measured with a precision voltmeter
connected directly between regulator terminals D+ and
D. Connect regulator terminals D+ and D to the
voltage stabilizer (observe correct polarity), and connect
the voltmeter in parallel.

Test procedure
Slowly increase the stabilizer voltage until the over
voltage protection device operates. The highest voltage
read is the operating voltage.
1
3

=
=

Then lower the voltage while observing the ammeter

until the over-voltage protection device breaks the
circuit. The last value of current read is the switch-off
current.

Over-voltage protection device

Battery

Note:
Make the test as short as possible in order to avoid
overloads.

04

BOSCH
TESTING OF ALTERNATORS

1,

G eneral
When testing an alternator please observe the following points

1.1

Connections between alternator, regulator and test bench should not be

in the form of alligator clips etc. Use quickconnectors or cable shoes
as used in the car. This prevents the falling off of cables which can
cause diode failure.
Do not aperate alternator without having the battery connected.

1.2

To test diodes use maximum 24V-DC only.

1,3

Insulation and short circuit tests on windings should only be carried

out with the diodes disconnected.

l4

Do not disconnect battery during testing.

1.5

Operate alternator with fan only.

2.

Explanation of Type Inscription

Example:

K 1
K
1

i4V
=
=
=

i4V
35A
20

=
=
=

35A

This will destroy the diodes.

20

Code for pole housing diameter

Clawpole alternator
Left or right hand rotation
(depending on fan fitted)
Alternator operating voltage
Maximum current
x 100 RPM for 2/3 maximum current
(rated current)

Wiring and Terminal Designation

See wiring diagrams on following page.

4.

Charging Indicator Lamps

As well as indicating whether the alternator charges the indicator
lamp also carries the current necessary for initial exitatiori.
The indicator lamp is connected between D+/61 and B+.
The following size lamps should be used
6V system
12V system
24V system

1.2 W
2.0 W
3.0 W

ALTERNATOR TEST SPECIFICATIONS

Resistance Values

Output Test
Charge

V
Alternators
i4v 35A

i4v
const.

10
23

35
Alternators
i4v 4oA
maximum output

Alternators
14V 45A

i4V
const.

ikv
const.

7
23
40

6
25

45
Alternators
ikv 55A

i4v
const.

10

36
55

Rotor
Rotor
Ohm +10% Ohm +10%

Speed
rpm

Stator
Ohm +10%

1300
2000
6000

0.26

4.0*

xx
2.9

1300
2000
6000

0.22

4.0*

xx
2.9

1300
2000
6000

0.16

4.0*

xx
2.9

o.i4

4Q*

xx
2.9

1200
2000
6000

Above performance values refer to a warm alternator (140F)

*Rotor 3.4 Ohm + 10% for alternator with transistorized regulator
early version.
xxFrom manufacturing date 726 onwards for all alternators.

0)

WIRING DIAGRAMS FOR 6 DIODE AND

ALTERNATORS

WI,) Dq
9 3
F1

L______ _____1

PA

9 DIODE

TESTING OF ALTERNATOR WITH ELECTRONIC REGULATOR

General:
Refer to page 11 for relevant points.
Note:
ry during
The alternator must always be connected to the batte
ed.
damag
be
migth
diodes
testing otherwise the
Test Procedure:
12 V. system)
Connect indicator lamp of suitable wattage (2W for
diagram
wiring
See
B+.
and
r
nato
between terminal D+ on the alter
on page.
r and D or the
Connect volt-meter to B+ terminal on the alternato
alternator housing.
Increase alternator speed to 4,000 RPM.
test specifications.

Set load current as per

Readjust alternator speed if necessary.

and compare with
Read regulator output voltage within one minute
test specifications.
and decrease
The electronic regulator is temperature compensated
10C
every
for
occur
will
V.
0.03
in regulated voltage of
temperature rise.

85

7O ClA

6 DIODE ALTERNATOR

WITH

BUILT IN REGULATC1

TO CONS(.WER

86

BOSCH VOLTAGE REGULATOR 0190601005,0 90600001

DESCRIPTION
A single element voltage regulator only is used with the BOSCH Alternator. It is a double-contact
vibrating unit incorporating a positive temperature co-efficient resistor. A flat spring holds the
contacts closed and provides the means of voltage adjustment.
OPERATION
An electromagnet is energized by the alternator and at a predetermined voltage the armature is
attracted to the core of the electromagnet, contacts are opened and a resistor is connected in series
with the exciter winding (rotor winding). The reduced field strength causes the alternator voltage
to fall. As a consequence the contacts cannot be held open by the reduced influence of the electro
magnet and they close. This cycle is repeated 50-200 times per second and the voltage is
maintained at a predetermined setting.
The BOSCH voltage regulator is further designed so that at high alternator operational speeds the
armature is attracted closer to the core. A second contact connected to ground is then brought into
operation. In the high speed range when the contacts are closed the exciter winding is short
circuited and when they are opened the resistor is in the circuit. This two stage operation ensures,
effective voltage control over a wide range of alternator speeds and loads and long contact life.

MECHANICAL SETTINGS
A.

With the armature in the rest position, the gap between the electromagnet core and the
armature should be .032
.050. Adjust by bending the lower contact bracket.

B.

The gap between the high speed contacts should be .008

.016. Adjust by bending the
upper contact bracket.
The contacts must be correctly aligned one with the other.

C.

In the attracted position

when the upper contacts are closed
electromagnetic core and the armature should be .012
.028.

the gap between the

D.

The gap between the armature and bracket should be .008

.028.

The pressure required to just open the lower contacts should not be less than 8 oz.
by placing a spring balance vertically on the tip of the armature.
Adjust by bending the bimetal spring bracket.

REST

POSITION

ATTRACTED

Measure

POSITION

BIMETAL SPRING
BIMETAL SPRING BRACKET

C
DL

LOWER CONTACT BRACKET

UPPER CONTACT BRACKET

Use Bosch Regulator Adjusting Tool EFP 101/102 for mechanical and electrical adjustments.
CAUTION:

The gold upper contacts must not be cleaned with abrasives which would remove the
contact material. A piece of thin insulating paper can be used to remove any metal
build up and to polish the gold contact surface.

88

ELECTRICAL SETTINGS
Set up the regulator on a test bench with a Bosch Alternator.
using T connector
Connect the D+/61 and DF terminals of the regulator to those of the alternator
sockets.
The main battery supply cable from the test bench ammeter must be conneeledto alternator
terminal B+.
Connect a 2W warning lamp between alternator terminals D+/61 and 8+.
Alternators 0 120 400 514 (LJ/DK 1/35A 14V5), which are not fitted with exciter diodes for warning
lamp operation, do not have a Terminal D+,61. Therefore a warning lamp is not required for testing
and the regulator termiqal D+/61 must also be connected to the alternator terminal B+.
The test bench voltmeter must be connected to alternator terminal B+ and ground.
Be sure that both regulator and alternator have good ground connections
The battery of the test bench must be fully charged and have a load
one Ia not already connected as part of the test bench.

REGULATOR

TERMINAL

to

the test bench.

resistor connected across

it if

IDENTIFICATION

DF
EXCITER WINDING CIRCUIT
D+/61
WARNING LAMP CIRCUIT(
D+/61
CONNECTION FOR
RADIO SUPPRESSOR
CONDENSER

REGULATING VOLTAGE
1.

Operate alternator at 1800 RPM and adjust load resistor until a charging rate of 10 amps.
recorded on the ammeter.

2.

Reduce speed to zero.

is

3. Increase speed again as under 1. but do not exceed the 1800 RPM specified.
The regulating voltage should now be
13.9 14.4 Volts
Cold

Warm (after 15 rains, continuous operation

13.8

14.5 Volts

Adjust by bending the bimetal spring bracket upwards to increase the voltage setting or downwards
to decrease the voltage setting.

From manufacture date 705 an enclosed

resistor has been used instead of the
open resistor, see illustration.
Voltage Regulators with enclosed resistors
are directly interchangeable with earlier
types, but the regulating voltage must
be set as follows:
REGULATING VOLTAGE
1. Operate alternator at 1700 RPM and adjust load resistor until a charging rate of 10 amps. is
recorded on the ammeter.
2. Reduce speed to zero.
3. Increase speed again as under 1. but do not exceed the 1700 RPM specified.
The regulating voltage should now be:
Cold
14.4Volts
.13.9
Warm (after 15 mins. continuous operation) 13.8
14.5 Volts

All other specifications are unchanged.

REGULATING RANGE
Increase the alternator speed to 7000 RPM to ensure that the regulator is operating in the high
speed range. The voltage reading with a load of 8-10 Amps. should not vary from the regulating
voltage by more than -0.2 to +0.4 Volta. If the regulating range exceeds the permissible voltage
increase (+0.4) reduce the air gap between the armatu-e and core. If the regulating range exceeds
the permissible voltage decrease (0.2) enlarge the air gap.
When it has been found necessary to adjust the air gap to achieve the specified regulating range
the regulating voltage must be checked to ensure trat it remains within the tolerance.
NOTE:

It is important for the regulator electrical adjustments to be carried out within 2

minutes, commenc ng with a cold regulator
The figures are valid only if the cover s ii place and the regulator is mounted in
a vertical position, i.e. with the regulator base on a horizontal plane.

After the adjustments are satisfactorily completed seal the cover with Polyester Tape No.56
A spot of adhesive (Instant Grip) should be applied at the start of the tape, underneath the
overlap to prevent water ingress.

90

ELECTRONIC VOLTAGE REGULATOR

Operation:
Voltage from 0+ is supplied to voltage divider P5, P6 and P7, whereby
The centre
P7 is adjusted to the correct value during production.
tapping of the voltage divider is taken to a zener diode through
The
diode 02 which provides the necessary temperature compensation.
zener diode controls the base of T3 which opens to ground when set
This renders T3 conductive, thereby switching
voltage is exceeded.
arranged in a Darlington pair.
are
off T2 and Ti which
With this switching action the current flow through the exciter
With the collapse of the
winding and Ti to ground is interrupted.
the zener diode blocks
until
decreases
voltage
output
excitation the
Ti and T2 now become
positive potential from reaching the base of T3.
conductive again and the output voltage will rise until the switching
cycle is repeated.
Condensor Cl is a
Diode Dl is for the prctection of transistor Ti.
the zener diode
of
instability
reduce
any
to
stabilising condensor
D+ and grcund CR8)
between
resistor
a
executions
In
some
arrangement.
Should
provides a permanent high resistive path between 0+ and ground.
the excitation circuit be interrupted sufficient current will flow
from the battery via the indicator globe through the resistor to ground
to let the warning light glow.

I DI( ALr,*, w,rM 9AILT I AfrJ(ATQ

w,

lie

*uE.*.e,e,

7N

ie*T IN WieLI

: SZ

al

FAULT DIAGNOSING ON BOSCH ELECTRONIC REGULATOR

Use test unit as shown in diagram or any equivalent set up.

1.

Connect D lead of test unit to regulator base plate which is

riveted to regulator housing.

2.

Connect D+ lead to brush rail which is situated furthest from

regulator base plate.

3.

Connect DF lead to remaining brush rail.

4.

Rotate potentiometer until voltmeter reads

Switch on test unit.
If lamp is
At this stage warning lamp should be fully on.
12 V.
not on the regulator is faulty.

5.

Correct
Slowly increase voltage until warning lamp turns off.
voltage regulator operation is indicated by an extinguishing of
With
14.3 V.
the warning lamp between the limits of 13.7 V
voltages below this value the warning lamp is on.

(Nearest to base plate).

If the regulator does not switch within the above limits the
regulator is faulty.
GLOBE
12V2.2W

3Ori3W

4v
0.20

GROUND
(D-)

PRESS SWITCH

92

BOSCH REGULATORS
Vibrating-type (contact) regulator
Transistor regulator

Vibrating-type (contact) regulators

Transistor regulators
Test bench connection diagrams

1. Vibrating-type (contact) regulators

Regulator models AD(N), AB(N) and AE
Explanation of the test specification data
VDT-W-190/1000

Note: Connect alternators with reversed polarity

(+ grounded) accordingly. Lead to charge indicator
lamp to terminal D+161 of alternator or of regulator
(to alternator test bench EFLJ 20 or EFLJ 25 via
corresponding socket).
Install separate indicator lamp between D161 and
negative terminal of battery in the case of +
grounded alternators.
Caution: During test do not charge battery with
additional power source (e.g. charger). This mea
sure is necessary in order to avoid inaccurate
regulator readings.
In order to ensure that semiconductor elements of
regulator or alternator are not damaged, the follow
ing conditions must be observed:
Connect and disconnect regulator only when
alternator is not operating.
Regulator with alternator only to be checked
with battery connected in parallel.
Battery to be switched out of circuit only after
alternator has stopped.

Column 1: Bosch Part number

Column 2: Type
Column 3: Regulated voltage
The regulated voltage is only tested or adjusted
under load.
Test conditions
Regulator terminals pointing downwards.
Regulator and alternator cold (approx. 20C).
Alternator connected to battery via protective
resistor.
Loading resistor switched in.
For test alternator see test specifications. regu
Check indicating instruments of test bench
larly. Reading of values should be as precise as
possible.
Alternator and test bench connections
the
Connect alternator terminals D+, DF and.D to
corresponding regulator terminals. Each lead
2
1000 mm long, lead cross-section 0.75 mm
(required as defined resistance).
Negative charging lead of test bench to alternator
of
terminal D and only fasten to clamping screw g
fixing table if nothing else possible. Positive char
via
ing lead of test bench to alternator terminal B+ als
termin
tor
alterna
to
eter
Voltm
protective resistor.
8+ and D (observe correct polarity). Do not
ng
connect negative lead of voltmeter to clampi
screw of fixing table.

93

Test procedure

Charge indicator lamp to terminal D+161 of alter

nator or of regulator (via corresponding socket
in the case of test bench EFLJ 20 or EFLJ 25).
In the case of EA regulator, connect regulator and
alternator using cable set 0352960001 or ac
companying cable set (from vehicle).
In the case of ED regulator, connect alternator
terminals D+, D and DF to corresponding regu
lator terminals. Lead lengths 1000 mm each, lead
cross-section 0.75 mm
2 (required as defined
resistance).
Caution: During test, do not charge battery with
additional power source (e.g. charger). This mea
sure is necessary in order to avoid inaccurate
regulator readings.
In order to ensure that semiconductor elements of
regulator or alternator are not damaged, the follow
ing conditions must be observed:
Connect and disconnect regulator only when
alternator is not operating.
Regulator with alternator only to be checked
with battery connected in parallel.
Battery to be switched out of circuit only after
alternator has stopped.

Switch in loading resistor and drive alternator at

4000 5000 rev/mm.
Set load currentmax of alternator 20% by altering
the loading resistance. Reduce speed to zero and
increase again slowly in order to avoid false
readings. Readjust load current if necessary.
Read regulated voltage within 1 minute.
...

Column 4: Regulation range (does not apply to

single-contact regulators)
For test conditions see Section Column 3

Test procedure
Reduce load slowly to 3 8 A.
The difference between the regulated voltage now
shown and the regulated voltage measured with
load current is the regulation range.
...

2. Transistor regulators

Test procedure
Regulator models EA, ED and EE
Explanation of test specification data
VDT-W-192/1000 and W 192/1001

Drive alternator at 4000 rev/mm and T2 and T3

alternators at 3000 rev/mm.
Set load current according to Column 4 by altering
loading resistance and readjust alternator speed if
necessary.
Read regulated voltage within 1 minute and com
pare with value given in Column 3.

Column 1: Bosch Part number

Column 2: Type

Columns 6 and 7: Current-regulator cut-in for EA

transistor regulator (does not apply to regulators
0192003 00 5/006/007/009)
Increase load further (readjust speed of alternator)
until voltage returns to value given in Column 7.
The determined load current must correspond to
the value given in Column 6 and can, if necessary,
be readjust using potentiometer P1.

Column 3: Regulated voltage

Column 4: Load current for regulated voltage test
Column 5: Test alternator
Test conditions
Regulator and test alternator cold (approx. 20C).
Battery and protective resistor connected in series,
loading resistor switched in.
Check and recalibrate indicating instruments of
test bench regularly. Reading of values should be
as precise as possible.

Alternator and test bench connections

Negative charging lead of test bench to alternator
terminal D or B and only to clamping screw of
fixing table if nothing else possible. Positive
charging lead of test bench to alternator terminal
B+ via protective resistor.
Voltmeter to alternator terminal B+ and D or B
(observe correct polarity). Do not connect
negative lead of voltmeter to clamping screw of
fixing table.

94

_
_

3. Test bench connection diagrams

3.1 Vibrating-type (contact) regulator (Fig. 1)
Designation

Type
of mounting

for
alternator

ADN
0190600...

Separately mounted
double-contact
with intensified inter
ference suppression

7 V or 14 V
ground

AD
0190601...

Separately mounted
double-contact

14 V
ground

ABN
0190602...

Separately mounted
double-contact
with intensified inter
ference suppression

14 V
+ground

AE
0190700...

Separately mounted
single-contact

28 V
ground

Fig. 1

3.1.1 Terminal diagram for AD, ADN, ABN, AE

regulators

.
--

1 = Loading resistor
2 Ammeter
3 Indicator lamp
4 Voltmeter (regulated voltage)
5 Ammeter
6 = Test bench battery

Fig. 2

95

3.2 Transistor regulator

Desig nation

Type
of mounting

for alternator

EA
0192003...

Separately
mounted

T2 28 V
Fig. 3

ED
0192032...

Separately
mounted

Gi, Ki, Ni and

Ti 14 V
Fig. 4

ED
0192033...

Separately
mounted

Ti and Ki
Fig. 4

EE
0192043...

Integrally
mounted

Ti and T4
Fig. 5

EE
0192052...

Integrally
mounted

N1,Gi,K1 -14V
Fig. 6

EE
0192053...

Integrally
mounted

Ni,G1,K1 -28V
Fig. 6

ED and EF
0192062...

Separately
mounted

Gi i4V13A19
Fig. 7

ED
0192083...

Separately
mounted
with over
voltage
protection

Gi l4Vi3Ai9
Fig. 8

Fig. 5 Regulator 0192043.. (EE..)

28 V
28 V

Fig. 6 Regulator 0192052.. (EE..)

Fig. 3 Regulator 0192003.. (EA..)

Fig. 7 Regulator 0192062.. (ED..; EF..)

Fig.4 Regulatoroi92o32..(ED..)
033.. (ED..)

Fig. 8 Regulator 0192083..

(ED.. with over-voltage protection)
96

3.2.1 Terminal diagram for EA regulator

Cable set 500 mm

0352960001

Fig. 9
3.2.2 Terminal diagram for ED regulator

Fig. 10
1
2=
3
4=
5=
6=

Loading resistor
Ammeter
Indicator lamp
Voltmeter (regulated voltage)
Ammeter
Test bench battery

3.2.3 Terminal diagram for EE regulator

4
Fig. 11
3.2.4 Terminal diagram for ED regulator
with over-voltage protection

45
Fig. 12
1
2
3
4
5
6
OR

=
=
=
=
=
=

Loading resistor
Ammeter
Indicator lamp
Voltmeter (regulated voltage)
Ammeter
Test bench battery

Transistor (solid-state) regulators

0191003..
Test Specifications
General
Test Alternator: T2 28 V
-

Alternator speed: n

3000 rev/rn in

Read regulated voltage within 1 minute.

Part Number

Designation

Regulated Voltage

Load Current

Current Regulator Cut-in at

27,5

30

60,5

27,5

30

60,5

64,5

25,5

64,5

25,5

64,5)

25,5

30

95,0... 1052)

25,5

27,1 .27,5

30

115

125)

25,5

EA28V8

28,0...28,4

20

0192 003006

EA28V8

27,3.28,1

20

0 192 003 007

REG 24 V 8 SF

24,0

24,5

20

0 192 003 009

EA 28 V 10 X

27,4

27,8

45

0 192 003 001

EA 1/24/1

26,4

0 192 003 002

EA 1/28/2

26,4

0 192 003 004

EA 28 V 8

27,1

27,5

30

60,5

0192003004

EA28V8

27,1 .27,5

0192003004

EA28V8

0192003005

...

...

...

...

..

) To be used together with alternator 28 V 62 A

To be used together with alternator 28 V 100 A
3)
To be used together with alternator 28 V 125 A

QQ

...

...

...

...

Transistor (solid-state) regulators

0191031001 to 0191083..
Test Specifications
General

Alternator speed: n

Read regulated voltage within 1 minute.

4000 rev/rn in

Part Number

Designation

Regulated Voltage

Load Current

Test Alternator

0 192 032 001

ED 14 V 3

001
002
003
004
005

ED
ED
ED
ED
ED

28
28
28
28
28

0 192 043 001

0192043002
0 192 043 003
0192043004

EE
EE
EE
EE

0 192 052 001

0 192 052 002
0 192 052 004
0 192 052 005
0 192 052 006
0 192 052 007
0 192 052 008
0 192 052 010
0192052011

EE
EE
EE
EE
EE
EE
EE
EE
EE

0
0
0
0
0

192
192
192
192
192

033
033
033
033
033

V
V
V
V
V

13,7

10

61
Ni

14 V; Ki
14 V

14 V; Ti

10
10
10
10
10

Ti -28 V; Ki -28 V

28 V 3
28V3
28 V 3
28V3

27,2
28,2
27,2.28,2
27,7
28,7)
27,7...28,7)

10
10
15
15

Ti -28 V; T4 28 V

14 V 3
14 V 3
14 V 3
14 V 3
14 V 3
14 V 3
14 V 3
14 V 3
14V3

13,7
13,7
13,7
13,7
13,7
13,7
13,7
13,7
13,7...

) Up to date of manufacture FD
28.7
Regulated voltage 27.7
3)
Up to date of manufacture FD
Regulated voltage 27.2
28.3
4)
Up to date of manufacture FD
Regulated voltage 27.2
28.2
...

...

...

27,2
27,5
27,5
27,4
27,4

...

...

...

...

...

...

...

...

...

...

...

...

...

...

...

14,5
14,5
14,5
14,5
14,5
14,5
14,5
14,5
14,5

7
5
5
7
5
7
5
7
5
7
5
7
5
7
5
5,7
.,.

61 -14 V; Ki

14 V;

14 V; Ni -14 V

..

...

...

...

..

.,.

027
V
230
V
323
V

No. de pedido

14,6

28,2
28,5)
28,5)
28,4
28,4

3
3
3
3
3

...

Designacion
del tipo

15

Corriente de
regulacin

Corriente de carga

Alternador de ensayo

0192053001
0192053002

EE28V3
EE 28 V 3

27,6.28,4
27,6
28,4

5
5

Ki-28V;G1-28V;NH-28V

0 192 062 001

ED 14 V 2

13,9

14,9

61 -0 120340..

0192062Q02
0 192 062 003

ED14V3
ED 14 V 3

13,7.14,5
13,7
14,5

5
5

G1-14V;K1-14V;N1-14V

0192083001
0 192 083 002
0 192 083 003

ED28V3
ED 28 V 3
ED 28 V 3

27,4.28,42)
28,42)
27,4
28,42)
27,4

.10
10
10

K1-28V35A;T1-28V40A

2)

...

...

...

...

...

oara a tensiOn de reacciOn del disoositivo de protecciOn contra sobretensiones, vase VDT-W-192/300 SP

I flfl

BOSCH ALTERNATORS

BOSCH
Types LJ/DK 1/35A 14V2..V4..V5..V6

DESCRIPTION
The 3 phase 35 Amp. Bosch alternator is a 12 pole machine equipped
with six silicon diodes for rectification. It is cooled by an external fan
located behind the pulley.
The six diodes are arranged in a 3 phase bridge connection whereby 3
diodes have anodes at the connection (normal polarity) and 3 diodes have
anodes to the housing (reverse polarity), see Fig. 1.
According to the machine polarity to ground the heat sinks (diode carriers)
are either insulated or connected to ground. When an indicator lamp is
used in the system a further 3 smaller diodes are fitted into an insulated
carrier between the heat sinks.
The stator winding has star connections, see Fig. 2, with three outlets for
ming a junction with the bridge connection and small exciter diodes.
The rotor comprises the slip rings and exciter winding and is constructed
of imbricated poles which form alternate north and south poles. The
exciter winding is wound concentric with the shaft and inside the poles has
its ends connected to the slip rings.

Before testing or dismantling the alternator pay particular attention to the

following points:
1.

For testing the diodes only DC up to 24V may be used.

2.

Test lamps of 110 or 220V may not be used for insulation and short
circuit test if the rectifiers can be touched during this test.

3.

Stator winding insulation tests may only be carried Out with 80V
test voltage, after the diodes have been disconnected (unsoldered).

4.

In cases where a main battery switch is fitted to the vehicle this may
only be operated with the engine stopped.

5.

During charging current measurement, the battery connections must

not be disconnected.

6.

With repairs of alternators fitted to vehicles as well as on the test

bench, the battery must be isolated (disconnected).

7.

The resistance measurements of alternator parts of an assembled

alternator must only be carried out with a measuring instrument that
operated on a supply of up to 8V.

DISMANTLING

ALTERNATOR TERMINALS
1.

Mark relative positions of stator Ill) and end plates (101 and 113)
with centre punch.

2.

Remove 3 screws (21 securing protection shield (1).

3.

Lift brushes (20) from slip rings.

4.

Remove 3 screws (12) at drive end plate and withdraw rotor (14),
end plate and pulley assembly.

5.

Hold rotor in soft jaw vice and unscrew fastening nut (16).

6.

Pull off pulley with suitable extractor and remove key (15).

7.

Drive end plate can now be supported on a press and the rotor
pressed out.

8.

Unsolder connections at diode junction. During this operation the

connecting wire of the exciter diode must be held with a pair of flat
nose pliers, so that the heat is dissipated into the pliers. (Hot solde
ring irons should be used for short periods only).
Mechanical damage to the diode wire connectfon should be avoided
and connection wires should not be bent or strained at the diode
cel Is.

The negative heat sink is directly connected to the alternator housing,

therefore the return circuit is firstly through the negative diodes. However,
the negative diode, which is connected at the bridge connection, is open to
current flow in this direction but is opposed by the equal potential of the
phase. The remaining negative diodes are free at this period and the circuit
back to the Y connection can be completed through either of these diodes
and associated phases. The interconnected positive diodes also have the
phase potential and resist the direct lfow of current across the bridge con
nection. If the rotor is now moved until the other ioop of the phase win
ding is affected a Current will flow in the opposite direction and so comp
lete the other half of the sine wave. Actually this cycle takes place very
quickly in the 3 phases and the output is a Continuous current flow.

9.

Remove stator from terminal end plate, but carefully guide stator
leads through the insulated holes in the heat sink (9).

10.

V2 four long screws (31 and one short screw (5) fasten the
In the
heat sinks (8) and (9) to the end plate (10). In the V4, V5 and V6
three small (3) and one large nut (5) fasten the positive heat sink to
studs which hold the negative heat sink to the end plate. The respec.
tive positions of the insulators and spacers between the heat sinks
must be noted.

11.

Take out four screws (17) from the end plate (10) and remove brush
holder assembly (19).

Normally an alternator can be driven in either direction but when unidi

rectional fans are fitted the fan determines the direction of rotation.

12.

If necessary, the brush holder can be separated by removing terminal

0and DF back nuts (18). Observe insulator positions.

0+/61

IND:
DF:
B+:
D:

Exciter diode junction-connection for regu

lator 0+ and indicator lamp.
Field terminal-connection for regulator DF.
Battery connection (direct to battery).
Ground-connection for regulator 0.

OPERATION
When the ignition switch is turned to the ON position battery current is
supplied to the exciter winding through the warning lamp and over voltage
regulator contacts. If we look at one pair of rotor poles, it will be seen that
the magnetic field of the rotor will be broken by one loop of the stator
winding as the rotor is turned. A voltage will be induced in this conductor
and because of the closed circuit a current will flow away from the wire
connection through a phase winding. Since the phase is connected to both
a positive and a negative diode the current will flow through the positive
diode, which is open to current flow in this direction. The negative diode
of this phase obstructs current flow. From the positive diode the current
passes into the heat sink, which is common to the B+ terminal, and then to
the battery.
To complete the circuit a return path from the negative battery terminal to
the alternator stator Y connection must be found.

..

BOSCH ALTERNATORS

13.

Remove two screws (21) from the end plate 113) and lightly press
out the drive end ball bearing (22).

(BOSCH EFAW 81.

CLEANING
Thoroughly clean all parts with compressed air, do not immerse windings
and bearings in solvents. The free passage of cooling air around the heat
sinks is essential for maximum efficiency, therefore, dirt and oil traces
must be cleaned from the heat sink and end cover.

Use only test lamps up to 24 V or ohmmeter. For testing the resistance

and the current flow capabilities of a Silicon diode the phase connections
must be disconnected, otherwise it will not be clear which diode is
defective because of the phase interlinking in the bridge connection.

5.

Testing the Exciter Winding

The insulation of the exciter coil and the slip ring can be tested with a
short circuit tester of not more than 40 V (BOSCH EFAW 81.
82).

The positive diodes lying between B+ and the phase have a connection to
the housing and allow current to flow from the terminal to the housing but
not vice versa. The negative diodes between phase and B. have connections
from the housing to the terminal and, therefore, allow current to flow
from the housing to the terminal but not vice versa.

6.

Replacing Brushes

If the length of the brushes is less than 9 mm, new brushes should be
soldered into the brush holder. Worn slip rings can be turned in a lathe in
the usual manner.

There are two main possibilities which can destroy the diode during
service, either breakdown in resistance to Current flow caused by high
current and high temperature, or open circuit in both directions. This is
almost always the consequence of excess voltage.

7.

BaIl Bearings

Check ball bearings for wear and roughness. Renew defective bearings with
approved bearings only and lubricate with BOSCH Grease Ft 1v33.

Testing Diodes with an Ohmmeter

ASSEMBLY

Equivalent tests can also be performed on the diodes with an ohmmeter.

The resistance of a good diode in the direction of current flow is small
(e.g. several ohms); in the opposite direction the resistance is essentially
higher (e.g. several kohms).

Reverse the dismantling procedure.

a)

Ensure that the fastening screw above terminal D+/61

with insulating cap (41
.V2.
.

Tighten the through bolts evenly. Insert three 0.010 in. feeler
gauges through the drive end plate air vents at 1200 intervals. The
air gap must be equal at all points. If the air gap is not even, loosen
the through bolts and re-position the end plates on the stator. Retighten the bolts.

cl

The exciter diodes (7) must have the insulating washers (6) placed
over their connections before the main diode leads and stator
connections are re-soldered tooether. Hold the exciter diode connect
ion with a pair of flat nose pliers as under Dismantling 8 to dissi
pate the beat during re-soldering.

dl

Tighten nut (161 to 40. 50 lb.ft. torque.

Exciter diodes are screwed into a carrier and have hexagon bases for easy
replacement. Use BOSCH Silicon Oil GB 372 on thread of new diode and
tighten to 1.0. 1.3 lb.ft. torque.
Alternators of the
NOTE:
V2 type were fitted with exciter diodes
having unified thresds (NFl. These alternators can be identified by their
RED nameplates. Replacement diodes with unified threads are not avail
able. Therefore, diodes with M5 metric threads as used in later types are
supplied as replacements. To fit these diodes the carrier must be tapped
M5 metric.
.

To remove a main diode the BOSCH Diode Tool Kit GB 371 should be
used. After a diode has been removed the heat sink must be re.calibrated
with the calibratina tool provided. Dip the serrated part of the new diode
in BOSC-I Silicon Oil GB 372, to ease fitting and ensure good heat trans
fer, and press in place.

ND is fitted

b)
Replacing defective Diodes

Measure the resistance of the exciter winding between the slip rings with
an ohmmeter. The resistance should be 4.0 + 0.4 ohms.

The test lamp of up to 24 V should be connected in series with the diode

to be tested. With diodes of normal polarity the lamp must light when B+
is connected to the anode. If 8+ is connected to the housing the lamp must
not light. With diodes of reverse polarity the lamp will light when B+ is
joined to the connection but remains out when the direction of current
flow is reversed.

Testing Diodes with Test Lamp

3.

.32).

As usual the stator winding can be tested for short circuits between turns
with the test probe of a short circuit tester (BOSCH EFAW 90.
95).
This test can, however, only be carried out with the alternator dis.
assembled. Another test possibility is to measure the resistance value of 2
phases together. With 3 measurements at the end of the phases the
variations in the stator windings can be determined when an ohmmeter is
successively connected to the ends of U.V, U-W and V.W see Fig. 2. The
readings should be uniform with each measurement, i.e. 0.26 ohms + 10 %
at 68 F.

TESTING INDIVIDUAL PARTS

2.

The ground test can also be carried Out with the diodes installed when the
resistance direction is known. The test device must be so installed that the
1+) terminal is connected to the Stator and the (1 terminal is connected to
the housing. Ensure test voltage does not exceed 24 V.

TESTING ON THE TEST BENCH

The alternator may only be run on a test bench when the fan is fitted. Use
only correct sockets and cable ends for the various alternator connections.
Do not use temporary coflnection clips. A 12 V battery must always be
connected in parallel with the machine when it is being tested. The
battery acts as a buffer and eliminates voltage peaks which occur when a
load is switched on and off.

CAUTION;
Positive and negative diodes have the same physical
dimensions but differ in the direction in which Current will flow. There.
fore, they must not be interchanged. Positive diodes can be identified by a
RED inscription and negative diodes by a BLACK inscription.

If voltage peaks exceed safe limits, the rectifier action of the diodes will be
destroyed.
4,

Testing the Stator Winding

Set up the alternator on an approved test bench. As the construction of
the alternator does not readily lend itself to clamp type mounting the
BOSCH Adaptor EFLJ 54 should be used.

Ground connections (diodes unsoldered). The ground test of the stator

can be carried Out in the usual manner with a test lamp of up to 40 V

rsq

BOSCH ALTERNATORS

a acoo

QJRT

1r-if

11 12Y

I ewtioi)

(9LC

Fig. 1. Diode connections

.

0-OF

Di/l

w
STA1OR

IAER

18

Fig. 2. Circuit diagram of alternator, regulator and battery

oo,

i3

2t

22

040

OO

oo

5
5

Fig. 3. Exploded view of typical Bosch alternator

I WV

BOSCH ALTERNATORS

REST

POSITION

ATTRACTED

POSITION

BIMETAL SPRING
ARMATURE TIP
8IMETAL SPRING BRACKET

BRACKET
CONTACT BRACKET

Fig. 4. Mechanical settin of Bosch RS regulator

OF
EXCITER WINDING CIRCUIT
D+/61
/
WARNING LAMP CIRCUIT(

D+/6 1
CONNECTION FOR
RADIO SUPPRESSOR
CONDENSER
Fig. 5. Regulator terminal identification

I All

BOSCH ALTERNATORS

be from 0.010 0.016 in. After cleaning the contacts, this gap should not
be greater than 0.015 in. otherwise the regulating range will be affected. If
the gap has become too large through contact cleaning, carefully press the
two fixed contacts together with a pair of long nose pliers to close the gap
but Contact alignment must be maintained. Check the air gap once again
after making the adjustment.

Connections for the LJ/DK 1/35 A 14 V2 V4, V6:

Connect a cable between terminal OF and 0+161 ND of the alternator.

Connect a 12V warning lamp of at least 2 Watts between terminal 0+161
ND and B+.

Connections for the LJ/DK 1/35 A 14 V5:

Contact Pressure Setting

Connect a cable between terminal DF and B+ of the alternator.

Start the bench test and increase speed but maintain a maximum of 13.5 V
by adjusting the load resistor.

In cases where the basic factory adjustments of the two adjustments have
been changed, the contact pressure must be re-set. For this setting the
BOSCH Spring Balance EF 1244 is required. Check mechanical settings as
above and adjust to specifications. Place the spring balance on the
armature tip and turn the bi-metal spring adjusting screw until a pressure
of 10 10 1/2 oz. (280 -300 gramsl is recorded. At this pressure the lower
contacts should just open.
NOTE: This adjustment must be carried Out with a cold regulator other
wise the effects of the bi-metal spring will give inaccurate readings.

With a warm alternator, i.e. after 5 minutes operation at 35 amps., the

following figures should be recorded:

Electrical Setting

Connect the test bench voltameter between terminal 0- and B+ and the
ammeter in the cable to B+. If the test bench is not fitted with a battery
load resistor, BOSCH EFAW 107 must be connected in parallel with the
battery.

Li/OK 1/35A14

RPM

Amps.

Alternator
V2
V4
V5
V6

10 at
10 at
lOet
10 at

less
less
less
lest

than
than
than
than

1400
1400
.1300
1400

RPM

Amps.
30
30
30
30

at
at
at
at

less
less
less
less

than
than
than
than

Set up the regulator on the test bench with the alternator belonging to it.
Connect according to the wiring diagram (Fig. No. 21. The warning lamp
and battery load resistor are most important without which accurate
adjustments cannot be made.

3400
3400
2900
3400

Regulating Voltage

VOLTAGE REGULATOR
Description
The voltage regulator used with the BOSCH Alternator is a single element,
double contact, vibrating unit, It has a resistor which possesses a high
temperature coefficient meaning that its resistance gets considerably
greater as its temperature increases. The regulator is also temperature
compensated. A cut-out is not required as reverse current cannot flow due
to the action of the alternator diodes. A special current regulator is not
required because the construction of the machine does not permit an in
crease in the maximum current even at high rpm.

1.

Operate alternator at 1,800 rpm and adjust load resistor until a

charging rate of 9 amps. is recorded on the ammeter.

2.

Reduce speed to zero.

3,

Increase speed again as under 1. but do not exceed the 1,800 rpm
specified.

The regulating voltage should now be:

Degrees
50F
bC
68F
20C
86F
30C
104F
40C

Operation

Voltage
14.1 14.5
14.0- 14.4
13.9. 14.3
13.8- 14.2
-

The regulating voltage is adjusted by turning the bi-metal spring adjusting

screw (large screw) clockwise to increase and znti-clockwise to decrease
the voltage setting. Do not turn the screw by more than a maximum of one
half turn.

The active part in the regulator is an electromagnet. It attracts an

armature to which contacts are fitted and causes a resistor to be inserted
in the exciter winding circuit. By reducing the field strength the alternator
can be controlled. In effect the cycle of contact opening and closing takes
place at a high rate and the voltage is maintained at a pre.determined
level. During high speed operation the armature is brought closer to the
core and the high speed contact is brought into operation. In this
position the cycle of operation causes either the resistor to be inserted in
the exciter winding circuit or the winding to be short-circuited.

If at the completion of one half turn the specified voltage is not achieved
turn the contact adjusting screw (small screw) clockwise to increase and
anti-clockwise to decrease further the voltage setting.
Regulating Range

Servicing Regulator Contacts

Increase the alternator speed to 7,000 rpm. The voltage reading with a
load of approx. 9 A should now not vary from the regulating voltage
recorded above by more than -0.2 Volts + 0.3 Volts. If the reduction in the
voltage reading is more than 0.2 Volts turn the small screw clockwise, if
the increase is greater than 0.3 Volt anti-clockwise. However, it should not
be necessary to turn the contacting adjusting screw by more than one half
turn in order to record the specified figures.

Remove cover and visually inspect contacts. Clean oxidised or burnt

contact surfaces with BOSCH Contact Cleaning Tool EFAW 52. Apply
light finger pressure to the armature to relieve the contact pressure on the
lower or increase the pressure on the upper contacts. After cleaning, the
mechanical settings must be checked and adjustments made so that the
clearances are within the specified tolerances.

It is important for the regulator electrical adjustments to be

NOTE:
carried out within 2 minutes, commencing with a cold regulator. The
figures are valid only if the cover is in place and the regulator is mounted in
a vertical position, i.e. with the regulator base on a horizontal plane.

Mechanical Settings
Adjust air gap between armature and coil core by placing a thickness gauge
under the armature. The gap should be 0.030 0.035 in. and it should be
adjusted by turning the contact adjusting screw (small screw) until the
lower contacts just neet.

When adjustments are satisfactorily completed seal the adjusting screws

with BOSCH Sealing Lacquer GB 373 and seal the cover with Polyester
Tape No. 56. To ensure that a good seal is made at the point at which the
tape overlaps a spot of Instant Grip should be applied.

The gap between the moving contact and the fixed upper contact should

-I fl

BOSCH ALTERNATORS

Checking the Voltage Regulator on the Vehicle

To ensure that the regulator operates at the specified voltage and is not
affected by engine operation we suggest a final check be made with the
regulator fitted to the appropriate vehicle. Run the engine so that the
alternator is operating at approx. 4,500 rpm when the voltage reading
should be 13.4 14.6 V. The regulator must be warm before the voltage is
read. This will be after approx. 15 minutes of engine operation. When the
voltage is not within the tolerance re-adjust as under Electrical Setting.

CAUTION: The gold upper contacts must not be cleaned with abrasives
which would remove the contact material. A piece of thin insulating paper
can be used to remove any metal build up and to polish the gold contact
surface.
ELECTRICAL SETTINGS

Connect the D/61 and OF terminals of the regulator to those of the

alternator using T connector sockets.

Radio Suppression
Voltage regulators U-RS/ADN 1/14/3 incorporate a radio suppression unit.
If radio interference is experienced and the suppression unit is suspected a
substitute voltage regulator of the same type should be fitted for
comparison.
3M Product
Selleys

AS

Set up the regulator on a test bench with a Bosch Alternator.

The main battery supply cable from the test bench ammeter must be
connected to alternator terminal B+.
Connect a 2W warning lamp between alternator terminals 0161 and B+.
AlternatorsO 120 400 514 (U/OK 1/35A 14V5), which are not fitted with
exciter diodes for warning lamp operation, do not have a Terminal 0+/61.
Therefore a warning lamp is not required for testing and the regulator
terminal 0+/61 must also be connected to the alternator terminal 8+.
The test bench voltmeter must be connected to alternator terminal B+
and ground.

BOSCH VOLTAGE REGULATOR 0 190 601 005, 0 190 600 007

DESCR IPTI ON

Be sure that both regulator and alternator have good ground connections
to the test bench.

A single element voltage regulator only is used with the BOSCH Alternator.
It is a double-contact vibrating unit incorporating a positive temperature
co.ef-ficient resistor. A flat spring holds the contacts closed and provides
the means of voltage adjustment.

The battery of the test bench must be fully charged and have a load
resistor connected across it if one is not already connected as part of
the test bench.

REGULATING VOLTAGE

OPERATION
An electromagnet is energized by the alternator and at a predertermined
voltage the armature is attracted to the core of the electromagnet, contacts
are opened and a resistor is connected in series with the exciter winding
(rotor winding). The reduced field strength causes the alternator voltage
to fall. As a consequence the contacts cannot be held open by the reduced
influence of the electromagnet and they close. This cycle is repeated 50200 times per second and the voltage is maintained at a predetermined
setting.

1.

Operate alternator at 1800 RPM and adjust load resistor until a

charging rate of 10 amps is recorded on the ammeter.

2.

Reduce speed to zero.

3.

Increase speed again as under 1, but do not exceed the

RPM specified.
The regulating voltage should now be:

The Bosch voltage regulator is further designed so that at high alternator

operational speeds the armature is attracted closer to the core. A second
contact connected to ground is then brought into operation. In the high
speed range when the contacts are closed the exciter winding is short
circuited and when they are opened the resistor is in the circuit. This two
stage operation ensures effective voltage control over a wide range of
alternator speeds and loads and long contact life.

Cold
Warm (after 15 mins. continuous operation)

13.3- 14.1 Volts

13.5. 14.4 Volts

Adjust by bending the bimetal spring bracket upwards to increase the

voltage setting or downwards to decrease the voltage setting.

REGULATING RANGE

MECHANICAL SETTINGS
A.

1800

Increase the alternator speed to 7000 RPM to ensure that the regulator is
operating in the high speed range. The voltage reading with a load of
810 Amps. should not vary from the regulating voltage by more than
0.2 to +0.4 Volts. If the regulating range exceeds the permissible voltage
increase (+0.4) reduce the air gap between the armature and core. If the
regulating range exceeds the permissible voltage decrease 10.2) enlarge
the air gap.

With the armature in the rest position, the gap between the eIectro
magnet core and the armature should be 0.032 0.050. Adjust by
bending the lower contact bracket.
-

B.

The gap between the high speed contacts should be 0.008- 0.016.
Adjust by bending the upper contact bracket.
The contacts must be correctly aligned with one another.

C.

In the attracted positionwhen the upper contacts are closedthe

gap be.tween the electromagnetic core and the armature should be
0.012-0.028.

0.

The gap between the armature and bracket should be 0.008 0.028.

Out within 2 minutes, commencing with a cold regulator.

The pressure required to just open the lower contacts should not be
less than 8 oz. Measure by placing a spring balance vertically on the
tip of the armature.
Adjust by bending the bimetal spring bracket.

The figures are valid only if the cover is in place and the regulator is moun
ted in a vertical position, i.e. with the regulator base on a horizontal plane.

When it has been found necessary to adjust the air gap to achieve the
specified regulating range the regulating voltage must be checked to ensure
that it remains within the tolerance.
NOTE: It is important for the regulator electrical adjustments to be carried

After the adjustments are satisfactorily completed seal the cover with
Polyester Tape No.56
3/4. A spot of adhesive (Instart Grip) should be
applied at the start of the tape, underneath the overlap to prevent water
ingress.

Use Bosch Regulator Adjusting Tool EFP 101/102 for mechanical and
electrical adjustments.

.4 fl

REPAIR INSTRUCTION FOR BOSCH ALTERNATOR Ki

70

SERIES

DESCRIPTION
The 3 phase BOSCH alternator is a 12 pole machine equipped with six silicon diodes for rectification. It is
cooled by an external fan located behind the pulley.
The six diodes are arranged in a 3 phase bridge connection whereby 3 diodes have anodes at the connection
see fig. 1.
(normal polarity) and 3 diodes have anodes at the housing (reverse polarity)

The alternator is designed for negative ground operation. When an indicator lamp is used in the system a further
3 smaller diodes are fitted into the rectifier assembly.
The stator winding has star connections

with three outlets which axe connected to the rectifier assembly.

The rotor comprises the slip rings and exciter winding and is constructed of imbricated poles which form
alternator north and south poles. The exciter winding is wound concentric with the shaft inside the claw poles
and has its ends connected to the slip rings.

ALTERNATOR TERMINALS
D+/61

IND:
DF:
B+:

Exciter diode junction-connection for regulator D+ and indicator lamp.

Field terminal-connection for regulator DF.
Battery connection (direct to battery).
A good ground connection between Alternator and base of regulator has to be provided.

OPERATION
When the ignition switch is turned to the ON position battery current is supplied to the exciter winding
thiough the warning lamp and over voltage regulator contacts. If we look at one pair of rotor poles, it will be
seen that the magnetic field of the rotor will be broken by one loop of the stator winding as the rotor is turned.
A voltage will be induced in this conductor and because of the closed circuit a current will flow away from the
wire connection through a phase winding. Since the phase is connected to both, a positive and a negative diode,
the current will flow through the positive diode, which is open to current flow in this direction. The negative
diode of the phase obstructs current flow. From the positive diode the current passes into the heat sink, which is
common to the 13+ terminal, and then to the battery.
To complete the circuit a return path from the negative battery terminal to the alternator stator star point must
be found.
The negative heat sink is directly connected to the alternator housing, therefore, the return circuit is firstly
through the negative diodes. However, the negative diode, which is connected at the bridge connection, is open
to current flow in this direction but is opposed by the equal potential of the phase. The remaining negative
diodes are free at this period and the circuit back to the star point can be completed through either of these
diodes and associated phases. The interconnected positive diodes also have the phase potential and resist the
direct flow of current across the bridge connection. If the rotor is now moved until the other loop of the phase
winding is affected a current will flow in the opposite direction and so complete the other half of the sine wave.
Actually, this cycle takes place very quickly in the phases and the output is a continuous current flow.
Normally an alternator can be driven in either direction bui when unidirectional fans are fitted the fan deter

mines the direction of rotation.

I (17

Before testing or dismantling the alternator pay particular attention to the foliowin points:
1.

For testing the diodes only DC up to 24 V may be used.

2.

Test lamps of 110 or 220V may not be used for insulation and short circuit test if the rectifiers can be
touched during this test.

3.

Stator winding insulation tests may only be carried out with 40V test voltage, after the rectifier assembly
has been disconnected (unsoldered).

4.

In cases where a main battery switch is fitted to the vehicle this may only be operated with the engine
stopped.

5.

During charging current measurement, the battery connections must not be disconnnected.

6.

When carrying out repairs to the alternator always disconnect the battery.

7.

The resistance measurements on alternator parts of an assembled alternator must only be carried out
with a measuring instrument that is operated on a supply of up to 8 V.

DISASSEMBLY
1.

Mark relative positions of stator, and end plates, with centre punch.

2.

Remove brush holder by unscrewing 2 screws.

3.

Remove 4 through bolts.

4.

Withdraw slip ring and bearing together with stator.

5.

Unsolder the 3 stator connections from rectifier assembly and remove stator.

6.

Remove screws and terminal bolt (B+). Withdraw rectifier assembly.

7.

Hold rotor in vice (soft jaws) and unscrew pulley retaining nut.

8.

Remove pulley, fan and woodruff key.

9.

Drive end plate can now be supported on a press and the rotor pressed out.

10.

Remove cover, retaining ball bearing in drive end plate by unscrewing two screws and remove ball bearing.

11.

Remove ball bearing on slip ring end of rotor with a suitable puller.

CLEANING
Thoroughly clean all parts with compressed air, do not immerse windings and bearings in solvents. The free
passage of cooling air around the heat sinks is essential for maximum efficiency, therefore dirt and oil traces
must be cleaned from and around the rectifier assembly.

108

TESTING INDIVIDUAL PARTS

Rectifier Assembly:

case of diode failure, be replaced. In order to

,
The rectifier assembly is not repairable and should in
the following points:
observe
ly
establish whether the diodes are functioning proper
(+) polarity the test lamp must light up if the
Use only test lamps up to 24V. With diodes of normal
the negative probe to the cathode (housing).
and
anode
the
to
ted
connec
is
positive probe of the test lamp
1).
This process has to be reversed for negative diodes (see fig.
during service, either breakdown in resistance
There are two main possibilities which can destroy a diode
or open circuit in both directions. This is
ature,
temper
high
t
and
curren
to Current flow caused by high
almost always the consequence of excess voltage.

1.1

Testing of Power Diodes:

1.2

Testing of Exciter Diodes:

(see fig. 2) and the appropriate heat sink.

Apply test probes as described above to points B,C,D or E,F,G
are functioning properly. If diodes
diodes
r
the
whethe
ty)
(polari
probes
the
test
Establish by reversing
circuit when tested with the test
short
a
show
will
diodes
power
G-B, F-C or E-D are short circuited all 6
lamp.

to probes it can be established if one or

Apply test probes between points A and B,C,D. By reversing
circuit.
short
or
open
an
to
due
failed
several of the exciter diodes

2.

Testing of Stator Winding:

3.

Testing of Exciter Winding:

4.

Replacing Brushes

5.

BailBearings

up to 40V. Test winding resistance between

Test stator for short circuit to ground with a test lamp of
tions.
phases according to the values given under Test Instruc

40V. Measure the resistance of the exciter

Test for short circuit to ground with a test lamp of up to
to the values given under Test Instructions.
according
be
should
Resistance
rings.
slip
n
the
winding betwee

the brush holder. Worn slip rings can be

If the brushes are worn, new brushes should be soldered into
turned in a lathe in the usual manner.

bearings with approved bearings only and

Check ball bearings for wear and roughness. Renew defective
1v33.
Ft
Grease
BOSCH
with
lubricate

REASSEMBLY (Reverse disassembly procedure)

stator must be equal at all points. If the
Tighten the through bolts evenly. The au gap between rotor and
a.
end plates on the stator. Retighten the
the
ion
reposit
and
h
bolts
air gap is not even, loosen the throug
bolts.
b.

Tighten pulley nut to 40

50 ft/lbs. torque.

TESTING ON THE TEST BENCH

Use only correct sockets and cable ends
is
The alternator may only be run on a test bench when the fan fitted.
A 12 Volt Battery must always be
tion
clips.
connec
ary
for the various alternator connections. Do not use tempor
acts as a buffer and eliminates voltage
battery
The
tested.
being
is
it
when
the
machine
with
parallel
connected in
peaks which occur when a load is switched on and off.
diodes will be destroyed.
When voltage peaks exceed safe limits, the rectifier action of the
ction of the alternator does not readily lend
Set up the alternator on an approved test bench. As the constru
be used.
should
54
r
EFLJ
Adapte
itself to clamp type mounting the BOSCH
CONNECTION FOR ALTERNATORS WITH EXCITER DIODES
alternator. Connect a 12 V warning lamp of at
Connect a cable between terminal DF and D+/61 IND of the
of
instruments as below.
least 2 Watts between terminal D+/61 IND and B+. Connection

I (SO

CONNECTIONS FOR ALTERNATORS WITHOPT EXCITER DIODES

Connect a cable between terminal DF and B+ of the alternator.
Connect the test bench voltmeter between terminal D ard B+ and
the ammeter in the cable to B+.
If the test bench is ot fitted
with a battery load resistor BOSCH TESTER EFAW 107 muSt be
connected in parallel with the battery.
Start test bench and increase speed but maintain a maximum of
14 V by adjusting the load resistor.
With a warm alte nator i.e. after
output values
obtained.

5 minutes ope ation at maximum

Bhould be

TECHNICAL DATA:

Mm. diameter of slip rings:

1.24

Slip ring to be true within:

.0012!

Claw poles to be true within:

.0020

Tightening torque of pulley nut.

2532 ft/lbs.

Tightening torque of through bolts:

33 47 in/lbs.

110

oami COMfCTIOI

CIIICTIC

lAleODi)

eIOUSING
C*7NOO(

C0W*CTIOW
(CATNCO(

DeC01

HOUSUeO
AICOI)

.
1
Ti

Taici pioial
care of the..
ao1ir eoaactio.a

Poej.tjye
Heat Sink

REPAIR INSTRUCTIONS FOR BOSCH ALTERNATOR Kl

70 SERIES

WITH BUILT IN ELECTRONIC REGULATOR

Description:
Apart from the built in electronic regulator the design and function
of the alternator is identical with the 1(1
70 series

Alternator Terminals:
Battery connection
(direct to battery)
0+ :

Connection for indicator lamp

Disassembly:
Same as discussed
Note:

As the electronic regulator is part of the brushholder the

regulator can be removed together with the brush-holder by
unscrewing two screws

Unsolder connec+ion cable between diode plate and regulator on the

regulator.

Sdder

119

here

Alternators 0120.
0121..
0123..

Test Specifications

Operate alternator only in given (on fan or alternator

housing) direction of rotation.

Resistance Values

Output test

Type
Max. speed)

Load

)
2
Stator

rev/mm

+10%

G 1 (RL) 14V 15A20

1450
2000
6000

5
10
15

0,4

6,5

G 1 (RL) 14 V 18 A 20

1350
2000
6000

5
12
18

0,4

5,5

G 1 (RL) 14V20A21

1300
2100
7000

5
13
20

0,36

3,43)

G 1 (R L) 14 V 24 A 23)

1350
2300
7000

5
16
24

0,4

4,0)

G 1 (RL) 14 V 28 A 22

1500 (17006))
2200 (25006))
7000

10
18
28

0,4 (0,36)

4,0)

G 1 (RL) 14V30A23

1200
2300
7000

2
20
30

0,26

4,0)

G 1(RL) 14V 33A27

1600 (1300>)
2700
7000

10(4)
22
33

0,3(0,26)

4,Or)

G 1 (RL) 28 V 15 A 22

1500
2200
7000

5
10
15

1,2

20,0

G 1 (RL) 28 V 17 A 27

1700
2700
7000

5
11
17

0,88

20,0

Warm alternator (60 C) with regulator

Between phase leads
3
Rotor with white color spot on collector-ring end
4)
Test only together with transistor regulator
5)
= 3.4 Z for alternators originally operated with
transistor regulator
6)
Alternator 0120300529
) Alternators 0 120 300522,.. 530,.. 536, .. 545,.. 547
S)
Alternator 0 120 339 512
2)

Rotor

Type

Output test

Resistance Vatues

Max. speed)

Load

)
2
Stator

rev/mm

2+1O%

Rotor

K 1 (RL)

7 V 50 A 17

1400
1700
4000

20
34
50

0,1

1,0

K 1 (RL)

7V 50 A 19

1300
1900
6000

20
34
50

0,1

1,0

K1 (RU 14V28A22

1500
2200
6000

10
18
28

0,26

4,O)

K 1 (RL) 14 V 32 A 22

1500
2200
6000

10
21
32

0,1

7,0

K1(RL(14V35A20

1300
2000
6000

10
23
35

0,26

4,0)

K I (RL) 14 V 35 A 22

1400
2200
6000

10
23
35

0,2

4,0)

K1(RL)14V43A21

1250
2100
6000

10
28
43

0,18

4,0)

K1(RL)14V45A20

1250
2050
3550
6000

10
30
40)
45

0,18

4,0)

K1 (RL) 14V45A22

1400
2200
3450
6000

10
30
40)
45

0,17

4,0)

K 1 (RL) 14 V 45 A 24

1550
2400
3850
6000

10
30
40)
45

0,15

4,0)

K1(RL)14V50A21

1350
2150
2850
6000

10
33
40)
50

0,11_0,14b0)

444g10)

K1(RL)14V50A22

1400
2200
2850
6000

10
33
40)
50

0.13

4,O)

Ki (RL) 14V55A20

1200
2000
2350
6000

10
36

0,14

4,Q5)l)

55

K 1 (RL) 14 V 55 A 22

1350
2200
2450
6000

10
36
40)
55

0,13

4,0)

K1(RL)14V65A21

1400
2100
6000

20
44
65

0,1

2,8

K1 )
2
(RL)14V65A
24

1500
2450
6000

10
43
65

<0,1

3,4

II,,

Resistance Values

Output test

Type

)
2
Stator

Rotor

5
12
17

0,8

19,5

1500
2100
6000

5
12
18

0,4

20,0

K 1 (RL) 28 V 21 A 21

1200
2100
6000

5
14
21

0,8

8,7

K 1 (RL) 28 V 25 A 19

1050
1900
5000

5
16
25

0,8

9,0

K 1 (AL) 28 V 27 A 23

1350
2300
6000

5
18
27

0,4

8,7

K 1 (RL) 28 V 35 A 24

1300
2400
6000

5
23
35

0,4

9,0

K 1 (RL) 28 V 45 A 27

1750
2750
6000

10
30
45

0,22

9,0

N 1 (RL) 28 V 55 A 25

1450
2500
6000

10
36
55

0,21

9,0

N 1 (RL) 14 V 65 A 18

1400
1800
6000

30
44
65

<0,1

3,4

0A20
2

)14V7
3
N1(RL
1
)
)

1500
2000
3000
6000

18
30
40
50

<0,1

4,0)

Ni (RU 14 V 75 A 20)

1500
2000
6000

28
50
75

<0,1

3,4

N 1 (RU 14 V 90 A 22

1500
2200
6000

31
60
90

<0,1

3,4

T1(RL)14V 85A12

850
1200
4000

20
57
85

<0,1

4,8

Ti (RL)28V 40A12

1000
2000
4000

19
36
40

0,12

13,7

60 A 12

900
1200

20
40
60

0,16

9,0

)
1
Max. speed

Load

rev/miri

K 1 (RL) 28 V 17 A 19

1200
2000
6000

K 1 (RL) 28 V 18 A 21

T 1 (RL) 28 V

4000

2)
4)
5)

9)

Warm alternator (60 C) with regulator

Between phase leads
Test only together with transistor regulator
= 34 f2 for alternators originally operated with
transistor regulator
On test bench EFAW 275, test only up to

No further tolerance permissible

2.8 c2
) Alternator 0 120 489 575
12)
Only to be operated with original fan
13)
Test load 50 A

I 0)

Type

Output test

Resistance Values

Max. speed)

Load

)
2
Stator

rev/mm

+1O%

Rotor

Ti (RL)28V 85A14

900
1400
4000

20
57
85

<0,1

8,5

Ti (RL)28V 95A 16

1250
1600
3500

46
63
95

<0,1

8,5

Ti (RL) 28 V 125 A 18

1250
1850
4000

<0,1

4,5

Ti (RL)84V 31 A 1415)

1000
1400
3500

10
20
31

0,76

12,0

T2(RL)28V 62A10

930
1050
1300

20
40
62

<0,1

3,6

T2(RL)28V 85A12

930
1200
3500

20
57
85

<0,1

3,6

T 2 (RL) 28 V 100A 12

900
1120
3500

20
67
100

<0,1

2,8

T2(RL)28V110A13

1200
1300
3500

65
75
110

<0,1

2,7

T 2 (RL) 28 V 125 A 30

1930
2050
3500

50
75
125

<0,1

3,6

T2(RL)28V170A16

1500
1600
1650

88
114
120

0,22

2,7

T 3 (RL) 28 V 180 A 28

2000
2500
2800

46
95
120

< 0,1

3,1

T 4 (RL) 28 V 60 A 12

800
1200
3500

20
38
58

U3(RL)28V 50A12

U 3 (RL) 28 V 150 A 15

U3(RL)28V190A18

20(3514))
83
125

Alternator
0,16

9,0
Exciter

8,016)

932)

<0,1

3,7

1130

10

1200

36

1240

50

1300
1450
1500

40
70
100

<0,1

3,7

40
70
100

<0,1

3,6

1300
1400
1500
Warm
alternator
)
(60 C) with regulator
2)
Between phase leads
14)
Alternator 0 120 600 566
1 5)
Test only with cables in a position where they
cannot touch each other
I 6)
0.8 2 per winding, footnote 2) does not apply

14