Learner Guide - AURETR029 - Diagnose and Repair Charging Systems PDF

Diagnose and repair
charging systems
AURETR029
Diagnose and repair charging systems
Application
This unit describes the performance outcomes required to diagnose and repair
faults in the charging systems of vehicles, vessels or machinery. It involves
preparing for the task, selecting the correct diagnostic procedure, carrying out
the diagnosis and the repair, performing post-repair testing, and completing
workplace processes and documentation.
It applies to those working in an automotive service and repair industry. The

charging systems include those in agricultural machinery, heavy commercial
vehicles, light vehicles, marine vessels, mobile plant machinery, motorcycles or
outdoor power equipment.
No licensing, legislative, regulatory or certification requirements apply to this unit at

the time of publication.
Pre-requisite Unit
NIL
Competency Field
Electrical
Unit Sector
Technical – Electrical and Electronic
ii
Elements and Performance Criteria

ELEMENTS PERFORMANCE CRITERIA MAPPING
INFORMATION
(Describe the (Performance criteria describe the
essential performance needed to demonstrate
outcomes) achievement of the element)
1.1. Job requirements are determined from Page 3 - 15

workplace instructions.
1.2. Diagnostic information is sourced and Page 16 - 21

interpreted.
1. Prepare to
1.3. Diagnostic options are analysed and those Page 51 - 62
diagnose and
most appropriate to the circumstances are
repair charging
selected.
system
1.4. Hazards associated with the work are Page 4 - 9
identified and risks are managed.
1.5. Diagnostic tools and equipment are Page 18 - 21

selected and checked for serviceability.
2.1. Diagnostic tests are carried out according Page 51 - 62

to workplace procedures and safety
requirements without causing damage
2. Diagnose 2.2. Faults are identified from diagnostic test Page 51 - 62

charging results and causes of faults are determined.
system
2.3. Diagnosis findings and recommendations Page 71, 72
for necessary repairs of adjustments are
reported according to workplace
procedures.
3.1. Repair information is sourced and Page 16 - 18

interpreted.
3. Repair 3.2. Repair options are analysed and those Page 63 - 66

charging most appropriate to the circumstances are
system selected.
3.3. Repair tools, equipment and materials are Page 18 - 21

selected and checked according to
manufacturer specifications and
iii
workplace procedures.
3.4. Repairs and component replacements Page 63 - 66

and adjustments are carried out according
to manufacturer specifications, workplace
procedures and safety requirements, and
without causing damage to components
or systems.
3.5. Post-repair testing is carried out according Page 67, 68

to workplace procedures to confirm fault
rectification, and any further problems
detected as having been introduced
during the repair process are rectified.
4.1. Final inspection is made to ensure work is to Page 67, 68

workplace expectations and system or
vehicle is presented ready for use.
4.2. Work area is cleaned, waste and non- Page 10, 68

recyclable materials are disposed of, and
4. Complete work recyclable material is collected.
processes
4.3. Tools and equipment are checked and Page 10, 68
stored according to workplace
procedures.
4.4. Workplace documentation is processed Page 69, 70

according to workplace procedures.
iv
Knowledge Evidence
MAPPING
KNOWLEDGE OUTCOMES
INFORMATION
• Work health and safety (WHS) and occupational health

and safety (OHS) requirements relating to diagnosing and
repairing charging systems, including procedures for:
o using specialised tools and equipment Page 10 – 15
o using appropriate personal protective equipment (PPE) Page 8 - 10
o identifying hazards and controlling risks associated with:
 working on high voltage ignition systems Page 5 - 6
 wearing jewellery while working around high current Page 7

wiring systems
• Operating principles of charging systems and associated

components, including:
o charging batteries with direct current Page 24, 25
o vehicle system power and electrical current Page 25

requirements
o generating principles, including Faraday’s law and Page 25, 26

inducing an electromotive force (EMF)
o producing direct current (DC) EMF Page 26
o producing alternating current (AC) EMF Page 26
o changing AC to DC, including half-wave and full-wave Page 27, 28

rectification
• Application, purpose and operation of charging systems

and components, including:
o generators, including:
 internal component function and operation Page 47 - 50
 regulation of output voltage and current Page 48, 49
v
o Alternators, including:
 internal component function and operation Page 34 - 42
 star-connected and delta-connected stator windings Page 37, 38
 regulation of output voltage, including zener diodes Page 43 - 45

and exciter diodes
o battery management systems Page 45, 46
• Diagnostic testing procedures for charging systems,

including:
o accessing and interpreting scan tool system data,

including:
 Diagnostic trouble codes (DTCs) Page 59, 60
 live data Page 60
 freeze frame data Page 61
 waveforms Page 61, 62
o using diagnostic flow charts Page 52 - 54
o testing electrical systems, including procedures for:
o accessing electrical terminals and using test probes Page 54

without damaging connectors, fuse holders or wiring
o load testing charging systems Page 54, 55
o resistance, current flow and voltage drop checks of Page 57, 58

charging system circuits
• Repair procedures for charging systems, including:
o tightening connections Page 63 - 66
o replacing faulty or damaged cable connections Page 63 - 66
o removing and replacing faulty or damaged Page 63 - 66

components
vi
• Post-repair testing procedures for charging systems,

including:
o DTC clearing procedures Page 67
o checking for electrical connector mating Page 68
o static and dynamic performance tests of charging Page 68

systems.
vii
Table of Contents
1 Introduction ..................................................................................................... 1
2 Hazards and safety ........................................................................................ 3
2.1 Work health and safety (WHS) ............................................................................... 3
2.2 Hazards ...................................................................................................................... 4
2.2.1 Safety precautions while working with charging systems ..........................................4
2.2.2 Hazards and safety while working on high voltage system components .....................5
2.2.3 Hazards and safety while wearing jewellery and watches .......................................7
2.3 Safety ......................................................................................................................... 7

2.3.1 Personal safety ...................................................................................................................8
2.3.2 Tools and equipment safety ......................................................................................... 10
2.3.3 Vehicle safety .................................................................................................................. 13
2.3.4 Work area safety ............................................................................................................. 14
2.3.5 Safe operating procedure for multimeter ................................................................. 14
2.3.6 Safe operating procedure for scan tool .................................................................... 15
3. Preparation for inspections and service ................................................... 16

3.1 Service information ................................................................................................ 16
3.2 Tools and equipment ............................................................................................ 18
3.2.1 Tools usage ....................................................................................................................... 19
3.3 Special tools and test equipment ....................................................................... 20

3.3.1 Multimeter ........................................................................................................................ 20
3.3.2 Basic code reader .......................................................................................................... 20
3.3.3 OBD II scanners and readers or scan tool ................................................................. 21
3.3.4 Oscilloscope .................................................................................................................... 21
4. Charging systems ......................................................................................... 22

4.1 Charging system components............................................................................. 22
4.1.1 Battery ............................................................................................................................... 23
4.1.2 Alternator (AC) ................................................................................................................ 23
4.1.3 Voltage regulator ........................................................................................................... 23
4.1.4 Wiring loom ...................................................................................................................... 24
4.1.5 Warning light .................................................................................................................... 24
4.2 Operating principles of charging systems .......................................................... 24

4.2.1 Charging batteries with direct current ....................................................................... 24
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4.2.2 Vehicle system power and electrical current ........................................................... 25
4.2.3 Generating principles .................................................................................................... 25
4.2.4 Producing Direct current (DC) ..................................................................................... 26
4.2.5 Producing Alternate current (AC) ............................................................................... 26
4.2.6 Changing AC to DC (rectification) ............................................................................. 27
4.2.7 Field around an electrical conductor ........................................................................ 28
4.2.8 Determining the coil polarity ........................................................................................ 28
4.2.9 Magnetic field of a coil ................................................................................................. 29
4.2.10 Current produced through magnetism ..................................................................... 29
4.3 Alternator features ................................................................................................. 32

4.3.1 Field excitation ................................................................................................................ 32
4.3.2 Voltage regulation ......................................................................................................... 33
4.3.3 Current control ................................................................................................................ 33
4.4 Alternator construction ......................................................................................... 34

4.4.1 Rotor .................................................................................................................................. 34
4.4.2 Brushes............................................................................................................................... 35
4.4.3 Stator ................................................................................................................................. 36
4.4.4 Diodes ............................................................................................................................... 38
4.5 Alternator operation .............................................................................................. 39

4.5.1 Alternating current ......................................................................................................... 40
4.5.2 Three phase mode ......................................................................................................... 41
4.5.3 Variable field strength.................................................................................................... 41
4.5.4 Rectification ..................................................................................................................... 42
4.6 Alternator output factors ...................................................................................... 42

4.6.1 Rotation speed ................................................................................................................ 42
4.6.2 Number of conductors .................................................................................................. 42
4.6.3 Strength of the magnetic field ..................................................................................... 42
4.7 Alternator voltage regulation .............................................................................. 43

4.8 Regulation of output voltage............................................................................... 43
4.8.1 Zener diode ...................................................................................................................... 43
4.8.2 Exciter diode .................................................................................................................... 44
5 Battery management systems ................................................................... 45

5.1 Operation................................................................................................................ 45
5.2 Start-stop technology ............................................................................................ 46
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6 Generators .................................................................................................... 47
6.1 Construction ........................................................................................................... 47
6.2 Operation................................................................................................................ 47
6.3 Generator regulator .............................................................................................. 47
6.3.1 Voltage regulator ........................................................................................................... 48
6.3.2 Current regulator ............................................................................................................ 48
6.3.3 Combined action of voltage and current regulators ............................................. 49
6.3.4 Cut-out operation ........................................................................................................... 49
6.4 How generator differs from alternator ................................................................ 49
7 Diagnosis of charging systems ................................................................... 51

7.1 Charging system diagnostic flowchart ............................................................... 51
7.2 Charging fault diagnosis table ............................................................................ 52
7.3 Circuit tests .............................................................................................................. 53
7.4 Accessing electrical terminals using test probes............................................... 53
7.5 Battery tests............................................................................................................. 54
7.5.1 Visual inspection ............................................................................................................. 54
7.5.2 Battery no load test ........................................................................................................ 54
7.5.3 Battery load test .............................................................................................................. 54
7.6 Drivebelt checks .................................................................................................... 55

7.7 Alternator circuit tests ............................................................................................ 55
7.7.1 Regular voltage test ....................................................................................................... 55
7.7.2 Alternator output no load test ..................................................................................... 56
7.7.3 Alternator output load test ........................................................................................... 56
7.7.4 Alternator output test ..................................................................................................... 57
7.7.5 Rotor field coil test .......................................................................................................... 57
7.8 Charging system voltage drop checks .............................................................. 57

7.9 Resistance and current flow check .................................................................... 58
7.10 Diagnosis procedure using a scan tool .............................................................. 58
7.11 Access and interpret scan tool system data ..................................................... 59
7.11.1 Diagnostic Trouble Codes (DTCs) ................................................................................ 59
7.11.2 Live data ........................................................................................................................... 60
7.11.3 Freeze frame data .......................................................................................................... 61
7.11.4 Waveforms ....................................................................................................................... 61
x
8 Repair of charging system .......................................................................... 63

8.1 Alternator removal procedure............................................................................. 63
8.2 Alternator overhaul................................................................................................ 63
8.2.1 Rectifier diode testing .................................................................................................... 63
8.2.2 Remove stator winding .................................................................................................. 64
8.2.3 Testing stator winding..................................................................................................... 64
8.2.4 Testing stator winding resistance ................................................................................. 64
8.2.5 Removal of the rotor ...................................................................................................... 64
8.2.6 Testing rotor winding resistance ................................................................................... 64
8.2.7 Testing rotor field coil for current drawn ..................................................................... 65
8.3 Alternator re-assembly .......................................................................................... 65

8.4 Repair procedure of battery ................................................................................ 66
9 Post service inspection and documentation........................................... 67

9.1 Post service checks................................................................................................ 67
9.2 DTC clearing procedure ....................................................................................... 67
9.3 Electrical connector mating ................................................................................ 68
9.4 Static and dynamic performance tests.............................................................. 68
9.5 Workshop procedures ........................................................................................... 68
9.6 Documentation ...................................................................................................... 69
9.6.1 Repair Order (RO) ........................................................................................................... 69
9.6.2 Diagnosis report .............................................................................................................. 71
10 References .................................................................................................... 73
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1 Introduction
Modern vehicles are depending more on electronic and electrical systems that
require constant and reliable supply of the electrical power. Electrical energy is
supplied to the vehicles by alternators or AC generators.
The terms generator and alternator are used interchangeably and are used to
describe the electrical generating component. AC generators replace DC
generators in the modern vehicles.
Alternators have superior operating characteristics like –
• Greater wattage output at low levels of rpm
• High levels of rpm
• Small in size and weight for the given output
• Greater reliability
• Long service life of the brushes
The relative movement of the conductors within the magnetic field allows the DC
generator and the alternators to produce electricity by inducing voltage within the
conductors.
Figure 1: Vehicle charging system
The main difference between an alternator and a DC generator is the rotation of

the components for generating electricity. In the DC generator, the power
1
generating conductors rotate along the armature within the magnetic field of the
stationary pole shoes. In the alternator, the movement of the rotor within the
stationary stator windings generate electricity.
Relative movement between the magnetic field and the conductors can be
observed in common for both DC generator and alternator.
The charging system provides electrical energy to all the electrical components.
The main components of the charging system –
• Battery
• Alternator
• Voltage regulator
• Charge warning light
• Wiring
Battery allows for storing electrical charge in chemical form and acts as an electrical
dampening device for monitoring voltage spikes or fluctuations. Battery provides
electrical energy required for engine cranking.
An alternator converts the mechanical energy into electrical energy and supplies it
to all the electrical components of the engine. It also allows for battery charging to
replace the energy used to start the engine.
The optimal battery state of charge is maintained by the voltage regulator circuit by
maintaining charging system output voltage.
For the recent vehicles, charging system is efficiently controlled by Power-train

Control Module (PCM). PCM controls the alternator output considering different
parameters like electrical load, engine load and rpm, alternator capability, battery
temperature, fuel economy.
2
2 Hazards and safety
2.1 Work health and safety (WHS)
Figure 2: Work health and safety
Work health and safety (WHS) govern the safety, health and well-being of people
involved in work or employment. Irrespective of the nature of work, employees must
be able to carry out their responsibilities in a safe and secure work environment
which is free from hazards.
The objectives of WHS are to:
• Ensure the health, safety and welfare of the employees and other people at
work;
• Protect the public from the health and safety risks of business activities;
• Eliminate workplace risks at the source; and
• Involve employers, employees and the organisations that represent them in the
formulation and implementation of health, safety and welfare standards.
WHS play an important role in providing a safe workplace for both employers and
employees.
• Work health and safety act 2004 seek to improve the health, safety and welfare
of employees in automotive industry.
• WHS Regulations 2017 involves the safe operation of major hazard facilities,
training for high risk work, managing and removing asbestos ad licenses for
specific activities.
For further information on WHS regulations, visit -

www.worksafe.vic.gov.au/automotive.
3
2.2 Hazards
While working on the charging system, the technician must be aware of the possible
hazards and the safety measures associated with them.
There are four main hazards associated with the charging systems:
• Battery acid – The electrolyte present in the battery is corrosive and may burn skin
or eyes. It is so corrosive that it can even etch a concrete floor.
• Flammable gases – charging system emits hydrogen gas, which is highly

flammable. It can easily ignite and cause fire explosion if allowed to accumulate
in a small area.
• Electric shock – While working on battery charging system, sparks may fly leading
to electric shock hazard.
• Weight – As the batteries and charging system is heavy, it requires safe lifting.
Figure 3: Electrical hazards
2.2.1 Safety precautions while working with charging systems
• Always perform the repairs or diagnosis by wearing appropriate personal

protective equipment.
• Always wear shock resistant safety footwear and rubber gloves while working on
the electrical systems
• Ensure that proper charging system is used for particular kind of battery.
• Ensure that the vent caps are in place to avoid overflow and spilling of
electrolyte.
4
• Ensure that the charger is off when the battery is connected or disconnected.
• Never work with the wet hands and when the floor is wet.
• Never leave tools in the work area as this may lead to the electric shock while
working on the electrical components by conducting electricity.
• Always stay cautious while working on the batteries; never connect the terminals
as this may lead to a battery explosion and cause remarkable damages to the
person handling the job.
• Always wear the chemical resistant gloves and safety glasses while working on
the battery acid as this is hazardous and may lead to burns.
• Always use insulated tools while working on the electrical components.
2.2.2 Hazards and safety while working on high voltage system

components
Figure 4: High voltage hazards
Hazards
• Contact with live parts causing shocks and burns
• Faults which may cause fires
• Fire or explosion
Safety
• While working on the high voltage systems, the technician should be qualified in
handling high voltage systems in vehicles and must follow appropriate
procedures instructed by the manufacturer.
5
• One should be trained in identifying the high voltage components and wiring.
• The technician should be trained in using and maintaining protective equipment

suitable for high voltage systems. They must refer the manufacturer information
while using protective equipment.
o Personal protective clothing: dry-electrical high voltage safety rubber gloves,

safety goggles, electrical hazard safety shoes and acid resistant apron.
o High voltage rubber insulation mats
o High voltage insulated tools
o High voltage insulated stick.
• The high voltage system may remain powered for up to 10 minutes after being
disabled. The method of disabling the high voltage system is manufacturer
specific.
• Never touch, cut or open any orange high voltage power cable or high voltage
components without wearing personal protective equipment.
• Never use equipment with frayed cords, damaged insulation or broken plugs.
• Do not cause any physical impact on the battery as the electrolyte is flammable.
The electrolyte may be toxic and can damage human tissue.
• Do not have any metal objects nearby while working on the batteries.
• Components with a strong magnetic field are used in the vehicles. Operators with
a medical electric device such as pacemakers must not carry out electronic
diagnosis as strong magnetic fields can affect the function of the device.
• Never spray water or any liquid on the electrical systems.
• Never wear jewellery while working on high voltage system since it causes electric
shocks as jewellery is good conductor of electricity.
• Always disconnect battery ground connections (negative terminal) before

servicing or testing electrical system components.
• Hybrid vehicles have higher voltages. Follow safety precautions and service
procedures when working with high voltage circuits for avoiding personal injury.
6
2.2.3 Hazards and safety while wearing jewellery and watches
Figure 5: Jewellery and watches
Hazards
• Jewellery and watches are made of electricity conducting materials, hence they
may cause electrical shocks.
• The jewellery and watches are prone to heating quickly while working on the
electrical systems, this leads to burning and catching up fire.
• The jewellery will melt when exposed to the high voltage currents.
• Imagine leaning over a running engine with a dangling necklace; it could get
caught in the fan belt and be ripped from your neck; not only will it get
destroyed, but it could seriously injure the technician.
• A ring or watch could inadvertently short out an electrical circuit, heat up quickly
and severely burn the technician, or cause a spark that may explode the battery.
• A ring can also get caught on moving parts, breaking the finger bone or even
ripping the finger out of the hand.
Safety
• To be safe, always remove watches, rings, and jewellery before starting work. Not
only is it safer to remove these items, but your valuables will not get damaged or
lost.
2.3 Safety
While working with the charging systems, it is very important to follow safe working
practices. The hazards associated, may pose threat to the safety and necessitate a
number of safety precautions to be taken when handling the charging systems.
7
Figure 6: Personal protective equipment
The safety in the WHS is classified into 4 categories, namely:
• Personal safety
• Tools and equipment safety
• Vehicle safety
• Workplace safety
2.3.1 Personal safety
Personal protective equipment (PPE) is designed to protect from specific hazards

and hazardous materials. It is considered to be the final protection system to be
used and it does not reduce or eliminate the hazard but only protects the person
wearing it.
The types of personal protective equipment are below listed ones:
PPE Purpose Image
Safety glasses and face To protect from splashes and

shields any damage to the eyes
8
To protect from inhalation of

Air respirators and face
harmful gases, asbestos,
masks
brake dusts, etc.
To protect from any head

Safety helmets injury or impact or
penetration.
To protect from any

Safety shoes or steel damage to the foot due to
toed boots heavy materials, chemicals
at high temperatures.
To avoid any contact with

Workshop uniforms or
hot and toxic fluids or from
overalls
fire sparks.
To avoid high decibel noise

Ear plugs or muffs from the machinery which
may affect hearing ability.
9
To avoid contact with hot

Safety rubber gloves or
fluids or from high current
sleeves
shocks.
2.3.2 Tools and equipment safety
An automotive technician must adhere to the following safety guidelines when using
tools and equipment.
 Hand tool safety
Hand tools such as wrenches, screwdrivers, and hammers must be carefully used to
prevent any accidents.
The following tips must be considered while using hand tools:
• Keep the tools away from the oil and grease as these may turn slippery and may
cause injuries while working.
• Inspect the tools for the cracks or damages and never use the tool if found faulty.
• Use the appropriate tools for the purpose they are designed.
• Make sure the tool is of appropriate size and of professional quality.
• When using an air impact wrench, always use impact sockets.
• Never use a wrench or pliers as a hammer.
• Always be aware of striking an object with the full-face hammerhead.
10
Figure 7: Hand tools
• Be careful when using sharp or pointed tools.
• Do not place sharp tools or other sharp objects into pockets.
• If a tool is supposed to be sharp, make sure it is sharp as dull tools can be more
dangerous than sharp tools.
 Power tool safety
Figure 8: Power tools
Power tools are operated by an outside power source, such as electricity,

compressed air, or hydraulic pressure. Improper use may result in serious injury.
Always wear safety glasses when using power tools. Never try to use a tool beyond
its stated capacity.
11
 Electrical tool safety
Electrical tools are powered by electricity. Electrical equipment that is not properly
earthed or maintained can lead to electric shock, serious burns or even death.
Always read and follow the operating procedures before using electrical
equipment.
• Ensure that the electrical tools are properly grounded before operating.
• Keep your hands, loose gloves, and loose clothing away from moving parts of
electrical tools.
Figure 9: Electrical tools
• Check the wiring for insulation cracks, as well as bare wires, before using it.
• Avoid contact with electrical tools using wet hands and water surrounding as it
leads to electrical shock. Also, when using electrical power tools, never stand on
a wet or damp floor.
• Before plugging in an electric tool, make sure its switch is in the off position.
• Always turn off the tool before unplugging the tool.
• Never leave a running power tool unattended.
• When using a bench or floor grinding wheel, check the machine and the grinding
wheels for signs of damage before using them. If the wheels are damaged, they
should be replaced before using the machine.
• Although the safety guards are designed to prevent injury, one should still wear
safety glasses and/or a face shield while using the machine.
• Make sure there are no people or parts around the machine before starting it.
12
• Keep hands and clothing away from the moving parts.
• Maintain a balanced posture while using the machine.
 Compressed air tool safety
Power tools that use compressed air are called pneumatic tools.
• Pneumatic tools must always be operated at the pressure recommended by the

manufacturer.
• Before using a pneumatic tool, check all the hose connections for leaks. Also,
check for airline damage.
Figure 10: Pneumatic tools
• When using an air nozzle, always wear safety glasses or a face shield as the dirt
particles and metal pieces blown by high-pressure air can penetrate the skin or
get into eyes.
• Never use compressed air to blow dirt from clothes or hair or to clean the floor or
workbench.
• Never spin bearings with compressed air. If the bearing is damaged, one of the
steel balls or rollers might fly out and cause serious injury.
2.3.3 Vehicle safety
• Always be careful while lifting the vehicle on a lift or hoist. Place the hoist plates at
the jacking points only.
• Make sure the underbody of the vehicle is not damaged while lifting.
13
• Always use the appropriate jack to lift the vehicle and place the jack at the
jacking points only.
• Never hold the vehicle on the jack for a longer time. Always use safety stands to
support the jack for a longer time.
• Apply the parking brake and shift the gear to Parking, before the vehicle is lifted
on the hoist.
• Lock the wheels using the wheel stoppers and wheel chokes.
2.3.4 Work area safety
• The floor and benchtops of the work area must be kept clean, dry and orderly.
• Any oil, coolant, or grease on the floor can make it slippery and can result in
serious injuries.
• To clean up oil, use commercial oil absorbent.
• Keep the water off the floor as water is slippery on smooth floors, and electricity
flows well through water.
• Aisles and walkways should be kept clean and wide enough to easily move
through.
• Make sure the work areas around machines are large enough to safely operate
the machine.
• Keep an up-to-date list of emergency telephone numbers clearly posted next to

the telephone. These numbers should include a doctor, hospital, fire and police
departments.
• The work area should have a first-aid kit and eye flushing kits readily available.
2.3.5 Safe operating procedure for multimeter
• Do not use wrong polarity while testing the battery
• Always connect the black probe into the COM port on multimeter and connect
with negative terminal.
• Connect the red port into the V port on multimeter and connect with positive
terminal of the battery.
14
2.3.6 Safe operating procedure for scan tool
• Some tools contain an internal 250V, 8A Fuse that is factory replaceable only.
Any incorrect replacement may cause an explosion.
• Do not use scan tools in environments, where explosive vapour may collect, such
as in below-ground pits, confined areas, or less than 18 inches above the floor.
• Do not expose tester to rain, snow or wet conditions.
• Do not allow battery gases or acid to contact tester housing.
• Be sure all test leads are connected as instructed before proceeding with a test.
15
3. Preparation for inspections and service

The vehicle preparation for inspection and service will make the job easier and
quicker. The following are required for vehicle preparation:
• Service and inspection information
• Tools and equipment for diagnosis
• Hazards and safety analysis
• Diagnostic process and methods
• Periodic maintenance chart
3.1 Service information
Figure 11: Service manuals and records
The manufacturer specifications, workplace procedures and other technical

information relating to vehicle repair and diagnosis in a workplace can be obtained
from the organization’s website or Manager’s office.
Manufacturer specifications with regard to inspection and service include:
• Systems and system wiring diagrams
• Safety precautions to be exercised while working on a specific system
• System diagnostic procedures
• Repair instructions
• Installation procedures
• Final inspection procedures
16
Vehicle service history records
It is very important for the technician to check the service history of the vehicle in
case of unusual problems. A previous repair may lead to the current problem or the
previous problem which is not attended to and carried forward can also be tracked
in the service history. This record simplifies the current diagnosis and repairs.
Service history records are maintained by the workshop or service department for a
specified time period to comply with federal law.
Service manuals
Factory and aftermarket service manuals, also called workshop manuals contain
vehicle specifications and service procedures. Factory service manuals cover one or
more models of the same vehicle for a year, while aftermarket service manuals
cover multiple years and/or models in one manual.
Service manuals include the following:
• Capacities and recommended specifications for all fluids.
• Specifications including engine and routine maintenance items.
• Testing procedures.
• Service procedures including the use of special tools when needed.
• Component location information.
• Diagnosis symptoms and flow charts.
While some factory service manuals are printed in one volume, most factory service
information is printed in several volumes due to the amount and depth of
information presented. The typical factory service manual is divided into 2 sections.
a. General information
General information includes topics such as:
• Warnings and cautions
• Vehicle identification numbers on the engine, transmission/transaxle, and body

parts
• Fastener information and Lock cylinder coding
• Decimal and metric equivalents
• Abbreviation and standard nomenclature.
17
b. Technical service bulletins
The manufacturer provides information to technician or service staffs on unexpected

problems, updates, or changes in the repair procedures that occur with a vehicle
system, part, or component as an update in a bulletin called the Technical service
bulletins (TSBs).
Technical service bulletins are different from the service information and the repair
procedure as service information and repair manuals are prepared by the
manufacturer while manufacturing the vehicles and include the information of
service requirements of the vehicle. TSB consists of the service procedures of the
unexpected failures which need the changes in the service procedure.
The TSB consists of the algorithm of service and diagnostic procedures to understand
and identify the fault to perform the effective repair.
Note:
• The technician with the right skill and knowledge on the vehicle has to know
where to exactly stop the diagnosis.
• The technician should be aware of the seriousness of damage that may be

caused while working on the critical system.
• The person should know his limitations in dealing with every component as it may
cause huge damage to the system.
3.2 Tools and equipment
Figure 12: Tools and equipment
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Tools and equipment are very useful to test and diagnose the fault with the vehicle
or system. So, the diagnosis and test equipment or tools are linked and, in most
cases, it is difficult to interpret the results of the test. Hence, the comparison of the
test result is being done from the service books and other source of information.
The following are some of the following tools used to while diagnose and repairing
charging systems:
• Hand tools: the basic tools like spanners, wrenches, the sockets, screwdrivers etc.
• Special tools: the special tools are tools which are used for the specific job.
• Precision measuring equipment: the test equipment is used for the specific
purpose of measuring and testing. These may include measuring tools like a
multimeter, oscilloscope.
• Dedicated test equipment: these are also similar to special tools but these are very
dedicated to a single operation in the system. These are similar to the diagnostic
tools or scan tools which are meant to diagnose an individual component.
3.2.1 Tools usage
Using tools effectively comes only by practice and cannot be acquired just by
reading or references. However, the general guidelines outlined here will certainly
help with recommendations from the manufacturers. There is a wide range of tools
available that can be harmful. The manufacturer can assist with general advice on
using hand tools.
• Tools should be used only for a suitable purpose.
• Use the right tool for the right job.
• Follow the manufacturer’s instructions for better performance.
• Take care of tools; they will take care of you.
• Never use a broken tool or wrong tool for the repair.
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3.3 Special tools and test equipment
3.3.1 Multimeter
Figure 13: Multimeter
The multimeter is a significant tool used to perform electric and electronic tests in
vehicles. Digital multimeters (DMM) are affordable, extraordinary, suitable for the
accuracy of the reading and are easy to operate with numeric display.
3.3.2 Basic code reader
A basic code reader monitors a variety of sensor inputs and outputs. They are used
to perform checks on the safety systems like ABS and ESC. The system sets a trouble
code that corresponds to a specific fault. There are different types of codes (i.e.
hard, soft) that represent both ongoing and intermittent problems.
Figure 14: Basic code reader
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3.3.3 OBD II scanners and readers or scan tool
Figure 15: OBD II Scanner
Scan tools can read and display live data, show what the code means, display
freeze frame data, display readiness, monitor status, and reset readiness monitors.
Scan tools can also graph data, send it to other devices such as a computer or
phone, provide information that can be printed out, and even read pending codes.
The software that measures the diagnostics of the car takes regular readings of
different systems in the car.
3.3.4 Oscilloscope
Figure 16: Oscilloscope
An oscilloscope or lab scope is a visual voltmeter that converts an electrical signal to

a visual image representing voltage changes over a specific period of time. This
information is displayed in the form of a continuous voltage line called a waveform
or trace. The time is displayed along the X-axis (horizontal axis) and amplitude is
displayed along the Y-axis (vertical axis). Precise measurement is possible with a
scope.
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4. Charging systems
The main purpose of the charging system is to provide electrical energy that is
required to charge the battery and to power all the electrical components and
systems on the vehicle. This electrical energy is provided by the battery when the
engine is not running. When the engine is running, charging system takes over.
4.1 Charging system components
Charging system consist of following components –
Component Functions
Battery Provides current to operate electrical components.
AC or DC generator Rectifies AC to DC for use in the electrical system.
Drive belt Drives the alternator at engine speed.
Voltage regulator Regulates the alternator current.
Charge indicator Provides a path for current to the rotor.
Ignition switch Provides voltage from battery to alternator.
Wiring loom Carries electrical current between the components.
Figure 17: vehicle charging system components
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4.1.1 Battery
Battery is used to start the vehicle and supply the vehicle with a constant electrical
current.
Figure 18: Vehicle battery
4.1.2 Alternator (AC)
The alternator is an alternating current generator that converts mechanical power

to electrical power. The output of the coils in the alternator is AC and a rectifier unit
is used to convert AC to DC, required for charging the battery.
Figure 19: Vehicle alternator
The alternator must be able to change its output to meet the changing electrical
loads of the vehicle.
4.1.3 Voltage regulator
Voltage regulator controls voltage. It controls the maximum voltage output from the
alternator, to just above the battery voltage. It can be mounted separately from the
alternator or fitted into the alternator.
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Figure 20: Vehicle voltage regulator
4.1.4 Wiring loom
Wiring provides an electrical path to various parts of the circuit.
4.1.5 Warning light
The operation of the charging system is indicated by the warning light. Faulty
charging system enables the warning lamp to glow continuously.
Figure 21: Vehicle warning light
4.2 Operating principles of charging systems
4.2.1 Charging batteries with direct current
Most of the times, DC power converted from an AC power is used for charging the
batteries. The DC power supply used by the charger converts the power into AC
then into DC according to the voltage requirements of the battery.
• Regulate the voltage of the power supply.
• Examine the voltage requirements for the battery being charged.
• Identify the charger specific for using the DC power to charge the batteries.
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• Alternatively, DC/AC inverter can be used which converts the DC power into AC
current coming out of the wall plugs.
4.2.2 Vehicle system power and electrical current
The vehicle electrical system consists of battery, starter and alternator. Battery
provides energy to the starter while alternator provides energy to the battery to
power the car. For a car to run and work properly, all the three should work properly.
Battery
Battery provides electrical current to the vehicle, till the engine is started. The
electrical current is provided to the ignition and fuel system which allows for engine
combustion.
Starter
Starter gets the engine going. The power supplied by the battery to the starter motor
allows for the rotation of the flywheel and crankshaft and enables the piston
movement.
Alternator
Alternator keeps the battery charged and electrical system going. Alternator gives
energy to the battery to power the lights, defroster, wipers and accessories.
4.2.3 Generating principles
Alternators and generators operate on the principle of electromagnetic induction.
Faraday’s law
Faraday’s law states that the movement between the conductor and a magnetic
field induces an EMF (voltage) in the conductor. This is the basic principle for all
electrical generators.
Figure 22: Faraday's law
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When the conductor moves in the direction of the motion, it will cut through the lines
of the magnetic field force and induce conductor voltage. Simple generator has a
small voltage and current.
Inducing an Electromotive Force (EMF)
Figure 23: Inducing electromotive force
The following points summarise the production of an EMF (voltage):
• A magnetic field and a conductor or conductors are required.
• Move the field or conductor.
• Cut the lines of force, such that it is not affected by the parallel movements.
• Induced EMF can be increased by increasing either speed of cutting, field

strength or number of conductors.
These points apply both to actual alternator and simple alternator.
4.2.4 Producing Direct current (DC)
Mechanical energy is converted into electrical energy by the direct current

generator. The motion between a conductor and the magnetic field allows for the
flux changes inducing voltage across the coil. The EMF equation of the DC
generator helps to calculate the magnitude of the induced voltage.
4.2.5 Producing Alternate current (AC)
Alternator produces alternate current. AC is produced by a special type of

electrical generator specifically designed for the purpose. The magnetic field wiring
loop induces current along the wire. The turns of the wire create magnetic polarity
and at regular intervals, both voltage and current alternators on the wire generating
alternate current.
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4.2.6 Changing AC to DC (rectification)
The AC of the stator loop has to be changes to DC. The stator current which
regularly changes its direction needs to be directed in a single direction. This process
is known as rectification.
Figure 24: AC to DC rectification
Diodes can be used for rectification process as diodes serve as one-way valves in
the alternator circuit. Diodes block the opposite direction and allow the current to
flow in one direction. This process converts AC to DC in the alternator before the
current leaves the alternator.
Half-wave rectification
If the rectification process uses only half of the voltage, it is called as half-wave
rectification. Current flows to the battery when the end of the loop turns positive and
will be blocked on turning negative.
Figure 25: Half-wave rectification
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Full-wave rectification
If the rectification process uses four rectifying diodes, allowing the current to flow
from either end of the stator loop, then it is known as full-wave rectification. With the
changing direction of the current in the loop, full voltage is used allowing the current
to flow through appropriate diodes.
Figure 26: Full-have rectification
Note – Current rectification is important as AC cannot be used with the battery or

other electrical components of the vehicle.
4.2.7 Field around an electrical conductor
In earlier days it was discovered that when an electrical current was passed through
a wire, a magnetic field was produced around the wire while the current flowed.
Field around a wire
The lines of force consist of circles around the wire and are formed into a definite
pattern depending on the direction of the current flow.
Direction of current
The direction of the magnetic field can be determined by knowing the direction of
the current. If the current is flowing away from the magnetic field, then the direction
of current is clockwise. If the current is flowing towards the magnetic field, then the
direction of current is anti-clockwise.
4.2.8 Determining the coil polarity
The direction of the magnetic field produced by a current in a solenoid may be

assumed by applying the right-hand grip rule.
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Right hand rule
If the solenoid is gripped with the right hand, with the fingers pointing in the direction
of the current flow, then the thumb points in the direction of the North Pole.
4.2.9 Magnetic field of a coil
Magnetic field is reinforced if the conductor is formed into a loop.
Coil
• The lines of force in a coil combine to form a field many times stronger than that
of a single conductor.
• The strength of the field is increased as the number of coils is increased, or as the
amount of current flowing in the coils is increased.
• Use of a wire coil instead of a single conductor greatly increases the magnetic
effect.
• Inserting soft iron into the centre of the coil intensifies the magnetic field.
Solenoids
• The iron core becomes magnetised and behaves like a permanent magnet as
long as the current is flowing.
• The polarity of the magnetic field varies with the direction of the current flow.
• The current flowing from the battery positive terminal through the coil to the
negative terminal produces a north pole at the positive end and a sound pole at
the negative end.
Reversing current flow
• If the battery is connected the other way round, the polarity of the field will also
be reversed.
4.2.10 Current produced through magnetism
Induction
When a conductor is moved through a magnetic field or magnetic lines of force are
moved through a conductor, electric current is generated. The electric current
produced is called as “induced Electromagnetic Field (EMF) and the method is
known as “induction”.
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To induce an electrical current, either the magnetic field or the conductor must be
moving. This can be achieved by –
• Conductor moving through the stationary magnetic field.
• Magnetic field moving through a stationary conductor.
• A magnetic field building (current switched on) or collapsing (current switched

off) through a conductor.
Current direction
The direction of the induced current flow depends on the polarity of the magnetic
field (whether north or south pole) and the direction of the movement.
Fleming’s right hand rule is used to determine the direction of the induced voltage.
• The first, second and third fingers of the right hand are held at right angles to one
another.
• The thumb is pointed in the direction of the movement.
• If the first finger is pointed in the direction of magnetic field, second finger will
indicate the direction of the induced voltage.
Figure 27: Fleming's right-hand rule
Induction between coils
When two conductors are placed side by side and when current is passed through
one conductor, the magnetic field produced around it will also influence the other
conductor.
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Current will be induced into the second conductor while the magnetic field,
produced in the first conductor, is built or collapsed.
Induction between wires – Voltage is induced when the magnetic lines of force
move through the second conductor. This will happen when the current in the first
conductor is turned on or off. There is no current flow induced in the second
conductor when the field is stabilised.
If the conductors are formed into coils, the current induced is much higher than in a
straight conductor. This type of current in one coil by the action of another is called
mutual induction. It is the principle behind transformers, ignition coil and the
alternator.
Mutual induction - The coil that carries the current into the inductive system is called
the primary winding of the coil. The coil in which the EMF is induced is called the
secondary winding of the coil.
Mutual induction in a transformer
A transformer consists of two coils – primary coil and secondary coil, placed side by
side. Current can be induced in the secondary coil by building up and collapsing
the magnetic field in the primary coil. A soft iron core is used to wind these coils,
intensifying the strength of the magnetism.
When the primary coil is connected to a battery and current is turned on, a
magnetic field is built up around the coil. As it builds up, the magnetic field cuts
across the windings of the secondary coil.
This movement of magnetic field through the secondary coil induces a positive
charge in the coil.
Figure 28: Mutual induction of a transformer
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Field stabilises
When the magnetic field of the primary coil reaches its maximum, the field stabilises
and no voltage is induced in the secondary coil.
Primary current turned off
If the current through the primary coil is turned off, its magnetic field will collapse.
The collapsing magnetic field cuts through the windings of the secondary coil and
this moving field induces a negative voltage in the secondary coil.
4.3 Alternator features
The main important features of an alternator –
4.3.1 Field excitation
Before an alternator is charged, current must flow through the rotor field coil to
magnetise the claw fingers into their respective poles. This is called field excitation.
Field excitation is required at starting or low engine speed. Residual magnetism in

the rotor pole shoes is too weak to provide the magnetic field strength for the
alternator to operate, so a battery is used to activate the magnetic field at the initial
stage.
The most common type of field excitation is to use the ignition warning lamp and
three exciter diodes. The warning lamp fulfils two duties –
• Provides signal to warn the driver when the system is not functioning
• Provides the initial field current
In older vehicles, a relay was used to connect the battery to the rotor through the
ignition warning lamp and three exciter diodes.
These exciter diodes are connected in series between each phase of the stator and
the rotor windings. The terminal of the warning light circuit is also connected to the
rotor winding.
The exciter circuit supplies the rotor field with a portion of the current to start the
charging process until the alternator can supply its own rotor current.
Warning lamp exciter rotor
When the ignition key is turned on, current flows through the warning lamp to earth
through the rotor. This makes the lamp glow and also supplies a small current to the
rotor.
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This small current produces a weak magnetic field in the rotor. When the engine
starts, this weak magnetic field produces a small current output which is rectified by
the exciter diodes to DC.
As the alternator rpm increase, the voltage from the output side of the field diodes
gains in strength. This slowly reduces the amount of voltage supplied to the lamp,
which causes the lamp to slowly fade and eventually go out. This signals the driver
that the charging system is operational.
It is clear that if the lamp filament is broken (blown), the charging system will fail.
4.3.2 Voltage regulation
The voltage regulator controls the voltage output of the alternator by changing the
current through the rotor.
Changing the current
Increasing or decreasing the rotor current strengthens or weakens the magnetic field
acting on the stator windings which affects the output.
The regulator controls the voltage at a valve that allows current flow to the battery
but is not that high to blow light bulbs or electronic components. The normal range is
13.6 V to 14.7 V.
Factors affecting the regulator output are –
• State of the battery charge or the electrical load on the battery
• Rotating speed of the alternator
The types of regulators used are –
• Electronic regulators mounted inside the alternator
• Electronic regulators mounted external to the alternator
• Contact type regulators mounted external to the alternator.
4.3.3 Current control
Alternators by their design cannot be damaged by excessive current flow. The

resistance of the windings and the limiting effect of the frequency of the current
change will limit the valve of the alternating current induced in the stator windings.
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Inductance
The effect caused by the alternating current is called inductance and it will limit the
current output to a safe maximum value whatever the alternator speed or load.
This feature implies that the alternator does not need any other form of current
control to limit the maximum output.
4.4 Alternator construction
The main parts of the alternator include –
• Rotor that produces the magnetic field
• Stator that produces output current
• Rectifier diode that converts AC to DC, required for the battery
• Brushes which supply current to the rotor for production of magnetic flux
• Bearings for the rotor to rotate
• Cooling fan to cool the rotor, stator and diode
• Front and rear bracket
Figure 29: Alternator components
4.4.1 Rotor
A rotor is a belt driven shaft that is driven by the crankshaft rotation. It is constructed
of a field winding that is wound around an iron core and pressed onto a shaft. An
iron claw is placed at both ends of the iron core to form 12 magnetic poles.
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Figure 29: Vehicle charging system rotor
Although both of the claws have six fingers, they have opposite polarities. That is,
one claw will have south poles and other claw will have north poles.
When current passes through the coil, a magnetic field is produced. The strength of
the magnetic field is dependent on the amount of current flowing through the coil.
Opposite directions
The poles will take on the polarity (north or south) of the coil that they are closed to.
The right-hand rule will show whether a north or south pole magnet is created. When
the rotor is assembled, the poles alternate north-south around the rotor. By this
alternating arrangement of the poles, the magnetic flux lines will move in the
opposite direction between the adjacent poles.
By this arrangement, several alternating magnetic fields intersect the stator as the
rotor is turning. These individual magnetic fields produce a current by induction in
the stationary stator windings.
Slip rings
The wires from the rotor coil are attached to two slip rings that are insulated from the
rotor shaft. The insulated stationary carbon brush passes field current into a slip ring,
then through the field coil and back to the other slip ring. Current then passes out of
the grounded stationary brush.
4.4.2 Brushes
The field winding of the rotor receives current through a pair of brushes that ride
against the slip rings. The brushes and slip rings provide a means of maintaining
electrical continuity between stationary and rotating components.
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Figure 30: Vehicle charging system brushes
Spring tension
The brushes ride the surface of the slip rings on the rotor and are held tight against
the slip rings by spring tension provided by the brush holders. The low current that the
brushes carry contributes to their longer life.
Direct current from the battery is supplied to the rotating field through the field
terminal and the insulated brush. The second brush is the ground brush, which is
attached to the AC generator housing.
4.4.3 Stator
Stator is the stationary member of the generator. It is built with a number of

conductors or wires, into which voltage is induced.
Figure 31: Vehicle charging system stator
Most of the AC generator stator has three main sets of windings which are wrapped
in slots around a laminated, circular iron frame. Each of the three windings has the
same number of coils as the rotor has pairs of north and south poles.
Coils of each winding are evenly spaced around the core. The three sets of windings
alternate and overlap as they pass through the core. The overlapping is needed to
produce the required phase angles.
Stators can be arranged either in a wye configuration or delta configuration.
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Magnetic flux
This core forms part of the exterior frame in most of the alternators and it provides a
path for the flow of the magnetic flux from the poles of the rotor.
The iron core increases the strength of the magnetic field such that more current
can be induced in the stator coils.
Separate voltage is generated by each of the windings. Each group of windings

have two leads. The first lead is for the current to enter the winding and the second
for the current to leave.
Star connected/ Wye-connected stator windings
The wye-type or star-type is mostly used for the alternator stator winding
connections.
The leads are connected by a Y connection. In the Y connection, one lead from
each winding is connected to one common junction. From this junction the other
leads branch out in a Y arrangement. One end of each winding is connected to the
central point between two diodes, one a positive diode and the other a negative
diode.
Figure 32: Start connected/ wye-connected stator windings
The output of the stator is a three-phase alternating current and this is converted by
the diodes to direct current.
By an electromagnetic induction, current is induced in each of the windings,

through the rotation of the rotor magnetic fields. Current generated by each
winding is added to the current generated by other winding and is supplied to the
alternator output terminal through the diodes.
A portion of current produced is made available at the neutral junction and the
voltage at this point allows to control charge indicator light or to control the rotor
field current.
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Delta-connected stator windings
As the windings are connected in a triangular shape, they are named as delta
windings.
The current that is induced in each of the windings flows to the diodes through a
parallel circuit. The two parallel circuits which flow through a series circuit allows
more current to flow through.
Figure 33: Delta-connected stator windings
Delta-connected stators are used for alternators which require high rpm. Delta-
connected alternators can produce 73% more current than the normal wye-type
stator connections.
Delta-connected alternators can be able to produce lower current at low speed

and hence need to be operated at high speed levels to produce maximum output.
AC generators with delta-windings can put out higher amperages at high speeds.
4.4.4 Diodes
Diodes serve as one-way valves that permit the current flow through them in only
one direction.
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Figure 34: Vehicle charging system diode
One-way valve
The diode assembly consist of nine diodes mounted at the slip ring end of the
alternator housing –
• Three negative diodes
• Three positive diodes
• Three exciter diodes
Convert AC to DC
The alternating current produced in the stator is converted into direct current to
charge the battery and supply the load. This arrangement is known as rectifier.
The three negative diodes are mounted in the end frame or in a heat sink that is
bolted to the end frame providing a good earth connection.
Heat sink
The three positive diodes are mounted in a heat sink insulated from the end frame
and are connected to the alternator output terminal. The heat sink is used as a
cooler to protect the diodes from heat damage.
4.5 Alternator operation
The drive belt of the alternator helps in transferring the mechanical energy from the
engine through the drive belt.
The electrical principle of “electromagnetic induction” is used to produce the

electrical current.
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Right angles
A rotating electromagnet called a rotor generates the magnetic field. The rotor
emits a higher voltage and is controllable. To produce an output current, the
magnetic field must cross through a coil at right angles.
The current produced by this rotating magnetic cutting of the coils will have a
constantly changing direction and magnitude, and is called alternating current
(AC).
4.5.1 Alternating current
When a magnet is resolved within a single coil, an EMF will be generated in the coil.
The amount of current produced is dependent on the angle and direction along
which the magnetism cuts the conductor.
The largest amount of current is generated when the north and south poles of the
magnet cut the conductor at right angles, and the least current is generated when
it does not cut at all.
Sine wave
The continuously varying relationship of the magnet to the coil is reflected in the
graph of the current output. Maximum output is occurred when the magnets are
close to the coil. When one of the poles of the magnet changes the direction, it is
moving relative to the coil, thus the current flow direction will also change.
AC Voltage (Sine Wave)
An AC voltage when displayed on an oscilloscope is a waveform called a sine

wave. It has positive amplitude when current is flowing in one way and negative
amplitude when current reverses direction.
Cycle frequency
The 360 degrees of rotor rotation is referred to as one “cycle” and the number of
times this occurs on one second is called the “frequency”.
The magnitude of the current induced in the coil depends on –
• Strength of the magnetic field
• Speed of the rotation
• Number of turns on the coils
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4.5.2 Three phase mode
Three coils are used to produce three current outputs for each rotation of the
magnet. Electricity with three alternating current is referred to as “3 phase
alternating current”.
Increase efficiency
The three phase AC current is generated by rotating a magnet inside three separate
coils. One of the advantages of 3 phase AC lies in the fact that it makes more
efficient use of mechanical energy.
The three phase AC alternator has stator coils comprising of three identical windings
that are offset from each other around the circumference by 120 degrees.
Rotor
When the magnet rotates, it produces a sine wave in each coil. These sine waves
are out of phase with each other by 120 degrees that the coils are apart. Therefore,
with the rotor turning, the alternator generates a constantly recurring three phase
alternating voltage.
If a permanent magnet is used to supply the magnetic field to obtain a constant

voltage, it would be necessary to rotate the magnet at a constant speed.
4.5.3 Variable field strength
In the motor vehicle, the engine operates at various speeds and the speed of the
alternator cannot be kept constant.
Electromagnet
Although the rpm of the alternator changes, a fixed voltage can be maintained by
the use of an electromagnet.
The electromagnet is an iron core with coils wrapped around it. When current flows
through the coils, the core is magnetised. The magnetism varies with the amount of
current flowing through the coils.
The current flowing to the electromagnet is supplied from the battery and is
controlled by the voltage regulator.
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4.5.4 Rectification
AC to DC
The 3 phase AC generated by the alternator can neither be stored in the battery nor
can be used to power the electrical circuit. To do so, the three phase AC has to be
rectified to Direct Current (DC).
This can be achieved by using six rectifier diodes, a positive and negative diode for
each phase. Rectifier diodes have a reverse and forward direction. A diode can be
compared to a non-return valve that permits passage of a fluid or gas in only one
direction and stops it in the other.
Pulsating direct current
The rectifier diode suppresses the negative half waves and allows only the positive
half waves to pass. The result is a pulsating direct current.
4.6 Alternator output factors
The factors that determine the output voltage of an alternator are –
4.6.1 Rotation speed
The increased rotational speed of the alternator increases alternator output to the
maximum ampere output. The rotation speed of the alternators is two to three times
more than that of the engine speed, conditional to the pulley size of the drive belt.
4.6.2 Number of conductors
The stator windings of high-output alternator have more turns of wire, affecting the
maximum alternator output. For instance, a stator with six windings will hugely
increase amperage output of the alternator when compared to that of the stator
with three windings.
4.6.3 Strength of the magnetic field
A strong magnetic field produces high output as increased number of magnetic

lines of force allows the electromagnetic induction to generate more current. By
increasing the number of wires turn on the rotor, the strength of the magnetic field
can be increased. The alternator output can be increased by increase in the
amperage or number of turns.
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4.7 Alternator voltage regulation
Voltage produced by the alternator is usually higher than the battery voltage, which
helps in charging the battery. Excessive high voltage can damage battery,
electrical components and the vehicle lights.
Some of the basic principles are –
• The alternator output would be zero for zero amperes of current that exists
throughout the coil field of the rotor. Magnetic field exists only with the field
current.
• The field current required to control the alternator output is usually less than 3
amperes.
• The current from the positive post of the battery passes to the rotor field winding
through rotor positive brush and exit through the rotor ground brush.
• Voltage on reaching a predetermined level allows opening and closing of the

voltage regulator to maintain voltage charging.
• The cycles of the electronic circuit ranges between 10 to 7,000 times per second,
required to control the field current.
4.8 Regulation of output voltage
Opening and closing of the rotor field circuit is controlled and regulated by the field
current.
4.8.1 Zener diode
Zener diode is the electronic component that makes voltage regulation

conceivable. The flow of the current is blocked by the Zener diode until desired
voltage is reached and then allows the current to flow.
Figure 35: Charging system zener diode
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The alternator voltage from the stator and diodes is first sent through a thermistor,
changing temperature resistance and then to a Zener diode. On reaching the
maximum voltage limit, current is conducted to a transistor which allows the rotor
circuit to open.
4.8.2 Exciter diode
For the alternator to operate, the rotor field windings need to be energised
(excited). The alternator is said to be externally excited when the current from
battery is used and is self-excited when the current from the alternator stator is used.
Three extra diodes are used by the self-excited alternators, known as field diodes or
exciter diodes and the other six are called as power diodes.
Externally-excited alternators use current from the battery circuit or from the
alternator external circuit allowing energy to the rotor field coil.
Figure 36: Charging system exciter diode
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5 Battery management systems

Modern vehicles are using most of the electrical components like electrical or
hydraulic steering, electric water pumps, electric-motor-driven air-conditioner
pumps, start-stop systems and other power-consuming accessories.
The charging system has to accommodate for all the electrical equipment and
retain the battery fully charged in a start-stop vehicle. To satisfy these demands,
some of the alternators are rated at 180 amps.
Figure 37: Vehicle battery system
Smart charging is used to describe computer Battery Management System (BMS).

For electrically equipped charging systems, correct type of battery needs to be
installed. It is advised to follow manufacturer recommendations for the correct
operation and functioning of the battery and the charging system.
5.1 Operation
BMS can be seen for the vehicles operating on smart-charging systems. BMS
modules monitor different parameters like engine temperature, battery temperature
and electrical demand. Smart charging systems facilitate for fully charging of the
battery to extend the life of the battery.
BMS directly control the stator voltage and manage the alternator’s output. The
battery’s State of Charge (SOC) and temperature is supervised by the Body Control
Module (BCM).
BCM provides mathematical model of the battery condition. On receiving the

information, BCM communicates with the ECM through high-speed CAN Bus and
predict the output voltage required for alternator for battery charging.
BCM communicates through the local interconnect network bus connection to the
alternator. The cycle is repeated at a very high speed in a closed loop condition.
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Smart charging can also be used for raising the clod batteries to voltage of above
15.5 volts for a short time, enabling the battery to stabilise. On battery being
stabilised, charging recommences to normal range of 13.5 to 14.7 V.
Once charged, the voltage of the battery is dropped to about 13 volts by reducing
the alternator load and enhancing fuel efficiency.
5.2 Start-stop technology
Start-stop technology works by battery monitoring module sending information to

the Voltage Quality Module (VQM), regarding SOC and working condition of the
battery. VQM maintains support voltage to facilitate uninterrupted power supply.
Some of the manufacturers revised the starter motor by including regenerative

braking in order to regain the lost energy. Regenerative braking configurations
depend on the manufacturer and can be done at wheels or can be made by
combining starter motor and generator.
Heavy-duty charger also serves as a generator and allows for recovering energy
through regenerative braking. The recovered energy is stored in capacitors allowing
for engine restart by reducing the burden on battery and electrical system.
Safety
• Consult the correct technical data for warnings and precautions before working
on computerised systems.
• For vehicles with proximity keys, avoid placing the keys near the vehicle to
prevent accidentally starting the engine.
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6 Generators
Generators work similar to that of alternators for creating an electrical output.
Generators differ from alternators in the aspect that for generators, EMF comes from
the armature (the rotating component) and not from the stationary component.
Figure 39: Vehicle generator
6.1 Construction
Generator has a round, tube-like body with two field shoes and wire coils which form
two electro magnets. An armature lies between the magnets with 28 coils of wire. All
the coils are joined together forming a commutator at the end of armature. A set of
spring-loaded carbon brushes are connected to armature.
6.2 Operation
Current is produced when power is applied to the fields and armature is turned
within the magnetic field. EMF is transmitted from armature by stationary carbon
brushes.
In the process, negative current is passed to one brush and positive current to the
other brush, producing a DC current without any rectification. Based on the strength
of the magnetic field, current is produced from the armature.
6.3 Generator regulator
Generator regulator manages the output of the generator by controlling the EMF to
the fields. The increased speed of the armature increases generator’s output. The
generator regulator controls voltage, current and cut-out when the engine stops, to
stop the power flow through the fields.
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Figure 38: Vehicle generator regulator
6.3.1 Voltage regulator
Voltage regulator operates similar to that of a generator or an alternator. The

voltage regulator controls the generator and voltage system to not to exceed the
predetermined limits.
Figure 39: Vehicle voltage regulator
Voltage regulator maintains constant voltage and allows the generator to provide a
charging rate in the reverse ratio to the state of battery charge. When the generator
voltage is controlled, generator output current is also controlled in accordance with
the battery conditions.
6.3.2 Current regulator
Current regulator works same as the voltage regulator, except that the winding has
few turns of thick wire allowing the generator output current to pass through. At
maximum generator output, current passing through the regulator windings allow for
the armature spring tension and detach the regulator points.
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By this action, resistance is inserted into the generator field circuit, leading to
dropping off the generator output. The reduction of the generator output current
reduces the attraction of regulator winding such that it can avoid holding the points
open.
As the points close, they get connected to the generator field circuit and increase
the generator output. The cycle repeats allowing the current regulator to limit the
current output of the generator to the generated rated value.
6.3.3 Combined action of voltage and current regulators
At a given point of time, only one regulator works – either a voltage regulator or a
current regulator, but do not operate simultaneously. Current regulator is operated
at low battery levels and when load requirement is high, stops the generator output
level not to exceed the maximum levels.
When the battery starts to charge and when load requirement is low, voltage
regulator is operated and allow for increasing the system voltage to the desired
levels.
The increased voltage system allows for reduction in the generator output current
below the desired value, allowing for the operation of the current regulator,
enabling all the regulations dependent on voltage regulator.
6.3.4 Cut-out operation
Rotation of the generator armature encourages voltage into the windings. The
parallel connection of the field with the armature generates and provides energy.
The generator voltage is imposed on the cut-out windings allowing for the flow of
the current through both sets of windings. This creates a magnetic field attracting
the armature to close the cut-out contact points allowing for the flow of the current
to the battery.
When the generator produced voltage raises higher than the battery voltage, the
cut-out point closes and opens when the generator produced voltage is lower than
the battery voltage. Thus, the cut-out operates as an electromagnetic switch,
cutting the generator in and out of the circuit as desired.
6.4 How generator differs from alternator
Generator Alternator
Produces either electric current or direct Produces only alternate current

current
With the rotor fixed in the magnetic field Changes in the magnetic flux due
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causes spin of windings to generate created by the spinning of the magnetic

electricity. field produces electricity.
Complete utilisation of energy Efficiently utilise only desired amount of

produced. energy.
Continuous production of voltage. Voltage is produced only when required.
Polarization is essential for generator Alternator installation does not require

installation. polarization.
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7 Diagnosis of charging systems

It is essential to diagnose vehicle’s electrical problem, thoroughly and systematically.
Charging system diagnosis includes checking the primary areas which are
responsible for majority of the vehicle electrical problems.
7.1 Charging system diagnostic flowchart
Figure 40: Charging system diagnostic flow chart
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7.2 Charging fault diagnosis table
Symptom Possible cause Action
Charging • Defective warning light/ • Examine the functioning of

warning lamp lamp circuit the warning lamp.
does not
illuminate • Fault generator/ alternator • Repair the faulty circuit.
• Defective CAN Bus circuit • Examine alternator DTC

indicator, CAN or the engine
• Internal fault of the engine control.
control module.
Charge warning • Fault or damaged accessory • Examine the cables of

lamp strays on/ drive battery and alternator
battery
discharges • Slipping of pulley on the • Refer and follow all the
shaft electrical guides.
• Defective alternator • Examine alternator DTC

indicator.
• Faulty battery cable
• Inspect the condition of the
drive belt and tension.
Charge warning • Slipping of accessory drive • Examine the condition of the

light intermittent belt accessory drive belt
• Defective battery cable • Examine the battery and

alternator cables referring to
• Defective alternator and the electrical guides.
internal alternator
• Examine DTCs for any
• Defective CAN Bus circuit defects to CAN circuits.
Discharge of • Defective battery • Examine the battery for its

battery without working condition and
charge warning • Drain of the battery quiescent drain.
lamp staying on quiescent
• Examine the DTCs for any
• Defective intermittent generator faults.
generator
• Inspect the circuit following
electrical guides.
Noise • Slipping of the accessory • Examine the working

condition and tension of the
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(mechanical) drive belt drive belt.
• Examine for the free rotation

of the generator.
7.3 Circuit tests
Many vehicles have a trouble code set in the computer used to detect circuit
malfunction. A component malfunction detected by the computer can be caused
by a basic ground problem in the electrical system. Before simply replacing the
component indicated, make sure that the problem is not wiring or a poor ground.
The test starts by checking the main source of power and chassis ground circuit
connections. Ground circuits are one of the least understood but potentially most
troublesome areas of automotive electronics. An excessive voltage drop in a ground
circuit affects the entire electrical circuit.
7.4 Accessing electrical terminals using test probes
Test lamps can be used to test the circuit electricity. Ensure that the test light is tested
on the power ground before using. When one end of the test light is connected to
power and the other end to the ground, test light illuminates. If this does not happen,
the test light fails to illuminate.
Electrical terminal
Wiring connections can be checked by back probing. For water proof plugs, back
probing turns out to be difficult and instead metal probes are used for the purpose.
Metal probes can be easily inserted from the back of the connector. By using a
multimeter, required values can be measured.
Fuse holder
Detach the fuse holder by loosening the screw fittings. By removing the screws, the
fuse holder can be completely removed and tested.
Steps involved to examine the circuit with test probes are –
• Connect the light to the negative battery terminal and the probe end of the test
light to the positive battery terminal.
• Connect the clip to the ground close to the test area. Ground should be an
unpainted metal surface of the vehicle, fixed to the battery ground return system.
• Place the probe in parallel to the test light circuit.
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• Light turns on, if voltage is present.
7.5 Battery tests
Ensure that the ignition switch is OFF when connecting or disconnecting the battery
cables to prevent damaging the vehicle computer.
7.5.1 Visual inspection
A visual inspection should be carried out to identify the possible faults. The inspection
should cover the following battery checks –
• The condition of the battery case.
• The top surface of the cover for acid accumulation.
• Corrosive deposits.
• All surfaces of the battery for any indication of abuse.
• Voltage of the battery.
• The electrolyte level ad specific gravity of the battery to determine its state of
battery.
• Recharging the battery as required.
7.5.2 Battery no load test
Battery no load test gives an indication of the state of charge of the battery.
• Turn the headlights on for 15 seconds to remove any surface charge.
• Disconnect the negative battery terminal.
• Connect the positive lead of the voltmeter to the positive battery post.
• Connect the negative lead of the voltmeter to the negative battery post.
A reading of less than 12.4V on the voltmeter indicates an undercharged battery.
7.5.3 Battery load test
This tests the capacity of the battery to deliver sufficient cranking voltage.
• Connect the positive lead of the voltmeter to the positive battery terminal.
• Connect the negative lead to the negative battery terminal.
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• Disable the ignition and crank the engine for approximately 15 seconds.
A reading of less than 9.6V indicates a weak battery. Recharge or remove the
battery before testing.
7.6 Drivebelt checks
Drivebelts should be checked regularly to ensure that they are in good working
order. If any of the following conditions are present, the drivebelt must be replaced.
Cracking
Drivebelts with cracks on the underside can create hinge points where flexing is
excessive. A belt with cracks can break without warning.
Glazing
A glazed belt may slip in the pulleys and cause engine overheating.
• Underside wearing - The underside section of the belt may break off causing a
rough running of the belt.
• Split belt – Belt may appear slightly frayed but often the sidewalls are badly worn
or the underside is split. Such belts fall apart at any moment.
• Greasy belt – The underside and sidewalls of the belt may to too slick as a result of
grease softening. Aside from danger of slipping such belts fail rapidly.
• Drivebelt tension – A loose drivebelt may slip and fail to rotate the water pump
and cooling fan. This will result in the engine over-heating.
• Belt tension – Apply moderate thumb pressure in the centre of the pulley. The belt
should deflect approximately 12 – 13 millimetres for a new belt and 13-14
millimetres for a used belt.
7.7 Alternator circuit tests
There are three main tests carried out on alternator circuits.
7.7.1 Regular voltage test
This test checks the alternator regulator voltage setting under light load condition.
• Connect a voltmeter across the battery.
• Ensure all electrical accessories are off, and run the engine at 1500 RPM.
• A reading of 13.1 – 14.5V is an acceptable charge rate.
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• If a more detailed test is required, not only the voltage needs to be checked, but
also the current output.
7.7.2 Alternator output no load test
An alternator with an internal regulator has to be tested with the regulator in the
circuit. Testing of an alternator circuit output is explained with an example.
• Ensure that the ignition is switched off.
• Hold a hand held inductive pick up meter over the main alternator cable.
• Assistant to start the engine and maintain engine idle speed.
• Record the readings indicated on the inductive pick up meter and compare with
the manufacturer specifications.
• If the readings are outside of the manufacturer’s specifications the alternator

should be removed and repaired or replaced as necessary.
7.7.3 Alternator output load test
An alternator with an internal regulator must be tested with the regulator in the
circuit. Testing of an alternator circuit output is explained with an example below:
• Ensure that the ignition is switched off.
• Connect a 0-60-amp meter to the circuit, either by means of an induction clip or

by connecting the positive lead of the ammeter to the battery positive terminal of
the alternator and the negative lead to the battery positive terminal in the wiring
harness.
• Connect the positive lead of a voltmeter to the alternator battery positive

terminal and the negative lead to ground.
• Connect the carbon pile rheostat or the switched lamp bank to the battery
terminals.
• Replace the battery earth cable.
• Connect a tachometer to the engine.
• Start the engine and slowly increase engine speed to 2400 rpm (6000 rpm for
alternator speed)
With no lead, the voltage reading should be the voltage regulator setting, 14.2 – 14.8
volts. With the engine at 2400 rpm, adjust the carbon pile or lamp bank until a
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constant 14 volts is achieved. The ammeter should register with the rated current
output.
• Reduce engine speed to idle rpm and remove the battery load.
• Switch off the engine and remove the battery earth cable.
• Remove the test meters and replace the original wiring.
Note – Never remove the battery load while the engine is running at speed.
7.7.4 Alternator output test
An alternator output test is carried out when it is suspected that the alternator is not
delivering its rated output.
• This test is carried out similar to the circuit current output test.
• There are different ways of bypassing the voltage regulator circuit, depending on
the circuit design.
• Some of the units require direct battery feed to the alternator rotor, while other
have a connection that can be connected to earth to complete the rotor circuit.
• Other units require a low wattage bulb to be connected into the rotor circuit.
7.7.5 Rotor field coil test
• An ohmmeter is used to test the rotor for short circuit.
• Alternatively, amount of current drawn by the field can be examined by

connecting the battery across slip rings.
• The current drawn should be in the range of 2.5 to 3.5 amps depending on the
alternator.
7.8 Charging system voltage drop checks
The faulty charging system (with or without a charge indicator light on), needs to be
checked for the voltage drop of the charging circuit.
• Start and run the engine at a speed of 2000 engine rpm.
• Examine the electrical load of the engine by turning on the headlights.
• Check the reading of the DC volts by connecting the positive test lead to
alternator output terminal and negative test lead to the battery positive port.
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Interpretation
• The readings less than 0.4 volt indicate that all wirings and connections are
satisfactory.
• The readings higher than 0.4 volt indicate that there is excessive voltage drop or
resistance between the battery positive terminal and alternator output terminal.
• If the readings match with the readings of the battery voltage, there would be an
open circuit between the battery and alternator output terminal.
Ensure that engine speed is maintained at 2000 rpm with the headlights on. The
positive voltmeter lead is connected to the alternator case and negative voltmeter
lead is connected to the battery negative terminal.
For a correct grounded alternator, the readings of the voltmeter should be less than
0.2 volt. If the readings are more than 0.2 volts, one end of the auxiliary ground wire
is connected to alternator case and the other end to the engine ground.
7.9 Resistance and current flow check
For resistance and current flow, a voltmeter and an ammeter give more precise
check.
• Connect the voltmeter between the alternator output terminal and earth.
• Disconnect the cable from the alternator output terminal and connect the
ammeter into the circuit.
• Alternatively, an induction-type ammeter can be used avoiding removal of the

alternator positive cable.
• Check the alternator voltage and record the readings of the ammeter current.
• When the engine is idle, the voltage readings of 14 volts or higher readings
indicate correct operation of the system.
7.10 Diagnosis procedure using a scan tool
Diagnosis of the charging system can be done by using a scan tool, which measures
different parameters. Diagnosis steps includes the following steps –
• Follow manufacturer specifications to retrieve Diagnostic Trouble Codes (DTCs)

and obtain live data or freeze frame data.
• Clear all the fault codes and re-examine for DTCs.
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• Use the scan tool and carefully observe the live/ freeze frame data at different
instances –
o Battery voltage before starting
o Battery voltage when engine is ON and with no accessories ON
o Battery voltage when engine is ON
o Conditions under which the voltage fluctuates
o Amount and speed at which the battery is charged
7.11 Access and interpret scan tool system data
Follow manufacturer specifications for accessing and interpreting scan tool data to
obtain live data or data freeze-frame to detect the fault codes. Once the data is
captured, codes need to be re-checked for DTCs.
If DTCs continue, examine by following DTC system. DTCs do not always indicate the
faulty component but indicates about the system fault. Conduct further tests
accordingly to remove the problem. Always follow manufacturer procedures for
repairing the parts.
7.11.1 Diagnostic Trouble Codes (DTCs)
DTC’s are automotive computer codes stored by the on-board computer diagnostic
system (OBD) in a vehicle. These codes are intended to help determine the root
cause of the failure.
The fault generated by a component in the system or its associated circuit

generates the code, and the generated fault code is stored in the ECU memory for
the further reference of the user. These codes are described into two – fast and slow,
some systems in an ECU produce both types.
Figure 41: Diagnostic trouble codes
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Procedure for interpreting DTCs and Scan tool data
1. Locate the data link connector (DLC), and connect the scan tool.
2. Power on the scan tool, and turn the ignition on, without starting the engine.
3. Establish scan tool communications with the vehicle.
4. Retrieve and record the DTCs.
5. Look up the DTCs' definitions in code books or in the manufacturer's service

information.
6. Interpret the results, referencing the manufacturer's service information.
7. Power off the scan tool, turn the ignition off and disconnect the scan tool.
7.11.2 Live data
In the advanced scan tools to diagnose the vehicle systems, there is a special
feature to read the real-time measurement of the system inputs and outputs. This is
called the live data. These also provide real-time data to understand the
environment of the vehicle.
The following are some of the live data provided by scan tool:
• Running engine speed in Revolutions per Minute (rpm).
• Ignition time, based on valve timing.
• Absolute throttle position
Figure 442: Sample live data
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7.11.3 Freeze frame data
Figure 43: Sample Freeze frame data
When an emission related fault occurs in a vehicle, the OBDII system not only sets the
code but also records a snapshot of the vehicle operating parameters which helps
to identify the problem. These set of values are referred as freeze frame data.
As per the regulations related to the OBDII system, freeze frame buffer will capture
and store the engine operating conditions whenever the malfunction indicator lamp
glows. The data can be assumed as a single record for a particular set of operating
conditions.
7.11.4 Waveforms
In modern electronics, signals change millions of times per second. When you plot
these changes on an oscilloscope, the graph will take on some shape.
Figure 44: Sample oscilloscope waveforms
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This shape is called as a waveform, and its characteristics can tell many things about
a signal including:
• The minimum and maximum voltages of a signal
• The frequency of an oscillating signal
• How a circuit changes a signal as it moves through the circuit
• How the frequency or timing of the signal changes over time
• Whether or not a malfunctioning component is distorting the signal
• How much of the signal is noise and whether the noise is changing with time?
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8 Repair of charging system

Repair and servicing of the vehicle charging system involves the following steps:
8.1 Alternator removal procedure
The steps involved in removing the alternator are -
• Disconnect the battery terminals.
• Loosen the alternator mounting bolts and tilt the alternator towards the engine
block.
• Remove the fan belt.
• Remove the alternator mounting bolts and remove the alternator from the
vehicle.
8.2 Alternator overhaul
• Secure the alternator bench wise.
• Remove the pullet nut, washer pulley, fan, woodruff key and spacer.
• Remove the alternator rear cover retaining screws and rear cover.
• Remove the brush box cover from the alternator.
• Unsolder the stator connections from the rectifier diode assembly.
• Remove the rectifier diode and securing nut and withdraw the rectifier diode
assembly.
8.2.1 Rectifier diode testing
An ohmmeter is generally used to test the continuity (resistance to current flow) of

each diode. The technician must consult the vehicle manufacturer’s wiring diagram
to confirm the diode position and type.
• A forward bias diode when tested with an ohmmeter should produce a low
resistance to the current flow reading.
• A reverse bias diode should have a high resistance to current flow reading.
• To confirm that the diode is working correctly reverse the ohmmeter leads on the
diode. The opposite reading should now be produced.
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8.2.2 Remove stator winding
• Remove the alternator through bolts.
• Separate the drive end and slip ring end housings.
• Withdraw the stator.
8.2.3 Testing stator winding
• Connect the ohmmeter to any two of the stator winding connections.
• Compare the readings with manufacturer’s specifications.
• Repeat the test for the third connection.
• The reading higher than manufacturer specifications indicates an open circuit.
• The reading below the manufacturer specifications indicates a short circuit.
• An open or short-circuited stator winding will need to be replaced.
8.2.4 Testing stator winding resistance
• Disconnect the stator from the rectifier before testing.
• Using an ohmmeter, check between the ends of the windings for open circuits,
and between the ends of the windings and core for grounds
• If an ohmmeter shows open, it means that the stator is faulty.
• Each winding should have the same resistance.
8.2.5 Removal of the rotor
Press the pulley end of the rotor shaft through the front housing and withdraw the
rotor assembly.
8.2.6 Testing rotor winding resistance
• Connect the ohmmeter lead to each of the rotor slip rings.
• Compare the readings with manufacturer specifications.
• Reading higher than manufacturer specifications indicate an open circuit.
• An open or short-circuited rotor winding needs to be replaced.
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8.2.7 Testing rotor field coil for current drawn
• Rotor test for short circuits can be made with an ohmmeter, or by connecting a
battery across the slip rings with an ohmmeter in series.
• This will show the current drawn by the field, which should be in the vicinity of 2.5
to 3.5 amps, depending on particular alternator.
• Connect the battery directly to the slip rings.
• This energises the field coil and magnetises the pole pieces.
• A piece of metal can be used to detect whether or not the pole pieces are
magnetised.
8.3 Alternator re-assembly
All the components must be thoroughly cleaned to re-assembly. Bearings, shims,

bushings and housing must be replaced if there is evidence of splitting, cracking,
corrosion or excessive wear.
• Install front end housing shim pack, bearing and thrust into the front-end housing
and press in the bearing with a hydraulic press.
• Install the bearing retaining circlip.
• Refit the slip ring end bearing onto the rotor shaft and align the rotor wires into the
grooves of the rotor and press on the rotor bearing.
• Refit the rotor assembly to the front-end housing.
• Position the stator over the rotor and carefully slide the stator down the rotor until
it locates with the front-end housing.
• Re-solder the slip ring and rotor winding connections.
• Refit the end housing onto the stator and install and secure the housing through
bolts.
• Install the rectifier diode assembly and secure tight.
• Ensure that the assembly is not touching the body of the alternator and that the
insulating spacers are in good condition.
• Grip the stator winding wirer with a pair of pliers and solder each stator winding
connection to its respective diode.
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• When new brushes are installed, remove the brush retaining screws from the brush
box and withdraw the brushes.
• Install new brush set and secure the retaining screws.
• Refit the brush box to the alternator and secure the brush box retaining screws
and connect the brush wiring to the rectifier.
• Refit the rear cover.
• Refit the woodruff key to the rotor shaft, install and secure front fan, pulley, lock
the washer and nut.
• Secure to the manufacturer recommended torque settings.
• Bench test the alternator before reinstalling into the vehicle.
• Refit the alternator to the vehicle and adjust the fan belt.
• Connect the wiring plug and test equipment.
• Reconnect the battery.
• Start the engine and carry out an alternator output test.
8.4 Repair procedure of battery
Repair of battery includes the following steps –
• Remove the terminals of the battery and clean all the terminals from corrosion.
• Maintain the desired fluid level in the battery.
• By using a cleaning brush, clean the battery terminal.
• Carry the battery by using a battery tool.
• Avoid the removed terminals, to touch the vehicle ground.
• Tightly secure the battery terminals by applying correct force.
• Once the terminals are fixed, apply contact spray to the terminals.
• To disconnect the battery, remove the negative terminals first.
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9 Post service inspection and documentation

Upon completion of the service/ repair, post-service inspection and documentation
include the following steps -
• Clean the work area, tools, equipment and vehicle to workplace requirements.
• Materials that can be reused should be collected and stored.
• Waste and scrap should be removed following workplace procedures.
• Unserviceable equipment should be tagged and faults identified in accordance

with workplace procedures.
• Complete the relevant service and repair documentation.
9.1 Post service checks
• Check the readings of the battery. A battery with readings of approximately 12.6
volts or slightly higher is considered as a healthy battery.
• When the alternator is operating, the voltage reading should increase in

proportion to the increase in the engine speed.
• At sensible engine speed, voltmeter should flicker slightly and remain stationary
near 14.5 volts (regulated voltage). Check manufacturer specifications for
regulated voltage for different charging systems.
• Observe the reading when the head lamp is switched on. A slight drop and stable
reading is considered normal.
• When the engine is stopped, a higher voltmeter reading is observed than the
original battery voltage.
• Restart the engine and re-examine the voltage settings.
9.2 DTC clearing procedure
• Ensure that all the battery terminals are tightly fit.
• Examine the alternator belt tension.
• DTCs can be cleared by connecting a scan tool.
• Examine all the related systems and ensure all the systems are operating correctly.
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9.3 Electrical connector mating
• Examine the charging circuit connectors and ensure that all the connectors are
removed and wiring is on the route.
• Securely bolt the retaining device to firmly place the connector.
• Resistance test can be performed to ensure that the connecting pins are tightly
secured.
• Resistance test can be performed by back-probing the plug from each side and
twist the connector plug.
9.4 Static and dynamic performance tests
• Examine the voltage of the battery.
• Check for the current positioning of the drive belt tension and adjust if required.
• Ensure that alternator connectors are locked properly.
• Ensure that the battery terminal is tightly secured.
Perform road test and check the working of battery warning lamp and examine if
battery charging is affected by the alternator load.
Ensure that all the functions are synchronised once the battery is removed.
9.5 Workshop procedures
Once the automotive systems are inspected and repaired, follow the below house-
keeping rules:
• Ensure the work area is cleaned and there is no waste lying on the floor.
• Clean and wipe all the oil spills on the floor to avoid slips, trips and falls.
• Do not leave the tools on the workshop floor.
• Clean the tools and equipment after completion of the task.
• Inspect the tools for physical damages and tagout any faulty tools and report to
the supervisor.
Tagout: The tagout is a safety practice to reduce the risk of technicians using tools
and equipment which are found unsafe or that are in the process of being serviced.
The tagged-out tool avoids the accidental usage of the faulty tools.
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Figure 45: Tagout of faulty equipment
• The tools must be stored back in the designated place.
• Precisions measuring equipment like dial gauges, Vernier calipers, screw gauges,
etc. and specialist diagnostic tools such as scan tools and multimeter should be
stored in the moisture free manufacturer provided containers in line with the
manufacturer’s procedure.
• Adhere to the safe environmental procedures for cleaning and disposing of non-
recyclable materials.
• The recyclable materials must be disposed to the authorized dealer.
9.6 Documentation
It is very important to document the procedure performed on the system before and
after a service or a diagnosis.
9.6.1 Repair Order (RO)
A repair order (RO) is written for every vehicle brought into the shop for service. RO is
also called as service or work orders. RO contain information about the customer,
the vehicle, the customer’s concern or request, an estimate of the cost for the
services, and the time the services should be completed.
RO is a legal document used for many other purposes, such as payroll and general
record keeping. Legally, RO protects the shop and the customer. Every shop may
enter different information onto the original RO.
Most ROs contain the following information:
• Complete customer information
• Complete vehicle identification
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• The service history of the vehicle
• The customer’s complaint
• The preliminary diagnosis of the problem
• An estimate of the amount of time required for the service
• An estimate of the costs of the parts involved in the service
• The time the services should be completed
• The name or other identification of the technician assigned
• The actual services performed with their cost
• The parts replaced during the services
• Recommendations for future services
• The total cost of the services
Figure 46: Sample repair order
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9.6.2 Diagnosis report
The diagnosis report is a report of diagnosis generated or manually prepared by the

technicians which consist of the following information:
• Complete vehicle information
• The service history of the vehicle
• Concern being diagnosed
• The diagnosis tool and equipment used
• The diagnosed fault codes generated
• The live data, the freeze frame data for the diagnosis done
• The technician’s observations
• The procedure involved to resolve the generated concern
• The conclusion and summary of the diagnosis
This data helps the technician in understanding and registering the diagnosis,
making the customer understand the repairs and diagnosis done on the vehicle. This
also helps as a quick reference for the workshop if any complaint arises. And as per
the law, the reports must be procured in the workshop for further assistance.
Figure 49: Sample diagnosis report
71
Importance of documenting diagnostic process
• The technician can keep track of the process e.g. the details of the tests and their
results.
• The technician can see the build-up of information which will help them
eventually recognize the fault.
• The business can communicate accurately with the customer from the start of the
diagnostic procedure until the repair is completed and paid for.
• The business can obtain authority to repair at the appropriate stages as the
procedure is worked through.
• There is an accurate record if there is any dispute over the work done.
• There is a service record that helps as a reference for future jobs.
72
10 References
Erjavec, J. Automotive Technology: A Systems Approach. [Cengage]. Retrieved
from https://cengage.vitalsource.com/#/books/9781337794404/
May and Simpson, Automotive mechanics: 10th Edition, McGraw-Hill Education.
CDX Automotive, Light Vehicle: Jones and Bartlett Learning.
https://www.safeworkaustralia.gov.au/chemicals
* All images are taken from Google and clipart.
73

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Diagnose and repair

It applies to those working in an automotive service and repair industry. The

No licensing, legislative, regulatory or certification requirements apply to this unit at

Elements and Performance Criteria

1.1. Job requirements are determined from Page 3 - 15

1.2. Diagnostic information is sourced and Page 16 - 21

1.5. Diagnostic tools and equipment are Page 18 - 21

2.1. Diagnostic tests are carried out according Page 51 - 62

2. Diagnose 2.2. Faults are identified from diagnostic test Page 51 - 62

3.1. Repair information is sourced and Page 16 - 18

3. Repair 3.2. Repair options are analysed and those Page 63 - 66

3.3. Repair tools, equipment and materials are Page 18 - 21

3.4. Repairs and component replacements Page 63 - 66

3.5. Post-repair testing is carried out according Page 67, 68

4.1. Final inspection is made to ensure work is to Page 67, 68

4.2. Work area is cleaned, waste and non- Page 10, 68

4.4. Workplace documentation is processed Page 69, 70

• Work health and safety (WHS) and occupational health

o using specialised tools and equipment Page 10 – 15

o using appropriate personal protective equipment (PPE) Page 8 - 10

o identifying hazards and controlling risks associated with:

 working on high voltage ignition systems Page 5 - 6

 wearing jewellery while working around high current Page 7

• Operating principles of charging systems and associated

o charging batteries with direct current Page 24, 25

o vehicle system power and electrical current Page 25

o generating principles, including Faraday’s law and Page 25, 26

o producing direct current (DC) EMF Page 26

o producing alternating current (AC) EMF Page 26

o changing AC to DC, including half-wave and full-wave Page 27, 28

• Application, purpose and operation of charging systems

 internal component function and operation Page 47 - 50

 regulation of output voltage and current Page 48, 49

 internal component function and operation Page 34 - 42

 star-connected and delta-connected stator windings Page 37, 38

 regulation of output voltage, including zener diodes Page 43 - 45

o battery management systems Page 45, 46

• Diagnostic testing procedures for charging systems,

o accessing and interpreting scan tool system data,

 Diagnostic trouble codes (DTCs) Page 59, 60

 live data Page 60

 freeze frame data Page 61

 waveforms Page 61, 62

o using diagnostic flow charts Page 52 - 54

o testing electrical systems, including procedures for:

o accessing electrical terminals and using test probes Page 54

o load testing charging systems Page 54, 55

o resistance, current flow and voltage drop checks of Page 57, 58

• Repair procedures for charging systems, including:

o tightening connections Page 63 - 66

o replacing faulty or damaged cable connections Page 63 - 66

o removing and replacing faulty or damaged Page 63 - 66

• Post-repair testing procedures for charging systems,

o DTC clearing procedures Page 67

o checking for electrical connector mating Page 68

o static and dynamic performance tests of charging Page 68

2.3 Safety ......................................................................................................................... 7

2.3.2 Tools and equipment safety ......................................................................................... 10

2.3.3 Vehicle safety .................................................................................................................. 13

2.3.4 Work area safety ............................................................................................................. 14

2.3.5 Safe operating procedure for multimeter ................................................................. 14

2.3.6 Safe operating procedure for scan tool .................................................................... 15

3. Preparation for inspections and service ................................................... 16