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jskiba(at)icosa.net
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 Posted: Fri Aug 01, 2008 8:40 pm Post subject: Transpo V1200 regulator |
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Okay, I tried looking at some old posts to help me figure out how to wire a regulator I have but I think it just confused me more….
I have a Transpo V1200 regulator for a high amp output Alternator aka:
http://www.aeroelectric.com/Mfgr_Data/Regulators/Transpo/V1200_Transpo.pdf
Question is what all connects to all the terminals listed?
The label just shows:
“I”
“A”
“S”
“F”
“Stator Output” my guess is leave disconnected maybe use for testing ?
“B-“ my guess is ground here….
Can anybody find a manual on what goes where? Or more to the point how to incorporate it into the Z diagrams ?
Thanks Jeff.
[quote][b]
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nuckolls.bob(at)cox.net
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| Posted: Sat Aug 02, 2008 7:03 am Post subject: Transpo V1200 regulator |
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At 11:35 PM 8/1/2008 -0500, you wrote:
| Quote: | Okay, I tried looking at some old posts to help me figure out how to wire
a regulator I have but I think it just confused me more&.
I have a Transpo V1200 regulator for a high amp output Alternator aka:
<http://www.aeroelectric.com/Mfgr_Data/Regulators/Transpo/V1200_Transpo.pdf>http://www.aeroelectric.com/Mfgr_Data/Regulators/Transpo/V1200_Transpo.pdf
Question is what all connects to all the terminals listed?
The label just shows:
I
A
S
F
Stator Output my guess is leave disconnected maybe use for testing ?
|
Here's the only data I've been able to find on the V1200 to date.
It speaks to a lot of its capabilities but gives nothing in the
way of a wiring diagram.
http://www.aeroelectric.com/Mfgr_Data/Regulators/Transpo/V1200_Transpo.pdf
The "IASF" convention for alternator regulator labels has been
around for some time. For the most part, they're consistent in
terms of function. "I" terminal is a pull-down connection to illuminate
an alternator fail light that is tied to the bus. If you have a low
voltage warning system in your airplane, this terminal can be ignored.
The "A" terminal supplies alternator field current and is probalby
the bus voltage sense wire as well. It goes to a 5A breaker or fuse
on your main bus.
The "F" terminal connects to the alternator's field terminal. Some
alternators have both field terminals brought out. If you have two
field terminals, ground one and power the other from the regulator's
"F" terminal.
The "S" terminal was originally used to sense voltage at the
center terminal of a "Wye wound" alternator. Even when no field
excitation was applied, the "S" terminal would have a small voltage
on it derived from the residual magnetism of the rotor as soon
as the alternator was spun up by the engine. This voltage was used
to close a field excitation control relay . . .
http://aeroelectric.com/Pictures/Regulators/Ford_EM_Reg_Field_Relay.jpg
and the left device in . . .
http://aeroelectric.com/Pictures/Regulators/Ford_EM_Reg.jpg
This feature kept the alternator from drawing field current
after the ignition switch was turned on and the engine not
yet running.
Without seeing schematics and/or having lucid explanations
from the manufacturer (Transpo) I would assume that the "S"
terminal still functions in the same manner when the regulator
is used on alternators with the Wye-wound center tap brought
to the outside world. When the stator tap terminal is not present,
the regulator still needs to be told that it's time to go to work
and we tie the "S" terminal to the "A" terminal so that both
are powered up at the same time. This convention is observed
in the Z-figures where I've illustrated the generic "ford"
regulators. See:
http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z11L.pdf
The data sheet speaks to B+ and B- terminals, also S1 and S2.
If they are present on your V1200, I have no idea what S1 and
S2 are for.
| Quote: | B- my guess is ground here&.
|
Good guess.
| Quote: |
Can anybody find a manual on what goes where? Or more to the point how to
incorporate it into the Z diagrams ?
|
Z-11 cited above is close if not an exact regulator wiring
diagram for the V1200. When our drive stand is up and running,
I'll acquire a V1200 and explore its features in more detail.
In the mean time, if anyone stumbles across some third party
wiring diagrams for Transpo or any other popular product, I'd
be pleased to acquire those also for mirroring on my website.
Bob . . .
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jskiba(at)icosa.net
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| Posted: Sat Aug 02, 2008 8:08 am Post subject: Transpo V1200 regulator |
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Okay, I spent a little time poking around with the harness that came with
the regulator - high output alternator and attached is what I found, does
this help at all ? or just ask more questions ?
It looks like I and A are tied together from the main output terminal of the
alternator !
NOTE: the relay CAME with the harness and I am told the on off for the relay
is from the ignition circuit or switch.
My main concern is why they took power into I and A from the main output of
the alternator with no fuse or wire protection ? and how do I tie this into
the Z figures??
Same as below ?
This unit is suppose to have OV protection and all that so No crow bar is
required.
Thanks
Jeff.
--
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nuckolls.bob(at)cox.net
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| Posted: Mon Aug 04, 2008 5:52 am Post subject: Transpo V1200 regulator |
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At 11:02 AM 8/2/2008 -0500, you wrote:
| Quote: | Okay, I spent a little time poking around with the harness that came with
the regulator - high output alternator and attached is what I found, does
this help at all ? or just ask more questions ?
It looks like I and A are tied together from the main output terminal of the
alternator !
NOTE: the relay CAME with the harness and I am told the on off for the relay
is from the ignition circuit or switch.
|
It appears that your regulator came with a companion alternator.
It also appears that the previous installer went inside the
alternator to ADD a leadwire for the "S" terminal. Most of
regulators with the I, A, S, F terminal sets run well when
wired as shown for the "ford" regulator in Z-11.
For your installation, the wire off the relay would go to
directly to your field supply breaker or fuse. The wire to "+12v
ignition" would go to the downstream side of the alternator
control switch. See:
http://www.aeroelectric.com/_temp/Skiba_VR1200_Wiring.jpg
| Quote: | My main concern is why they took power into I and A from the main output of
the alternator with no fuse or wire protection ? and how do I tie this into
the Z figures??
|
In the good old days, the "I" terminal was an open collector,
transistor pull-down that would not tolerate being wired
as shown. If the bus was hot and the engine not running, then
the "I" terminal current expecting to illuminate a bulb would
be too high and the transistor would be damaged. It may be that
modern equivalents of this design
| Quote: | Same as below ?
This unit is suppose to have OV protection and all that so No crow bar is
required.
|
It would be interesting to know the details of the advertised
OV protection. Many automotive devices where I've been privileged
to see real schematics offered only OV warning by lighting the
fault light. It did not shut down the regulator. Further, if
the failure was due to some fault on the regulator chip itself,
most design goals would be wary of letting a chip monitor itself.
Unfortunately, the folks who sell these devices tend to be
cognizant only of those words that are offered on the advertising
literature and installation instructions. So, if the data
say "OV protected" what else would you want to know? I'd
like to see the schematics before I hung my hat on their
OV protection peg.
There are dozens of independent, OV protection devices for
alternators who's design goals are quite clear and their
functionality assured. I don't know enough about the V1200
to offer any advice one way or another.
In any case, wired as shown in the drawing cited above should
get it up and running.
Bob . . .
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