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Internally Regulated Alternator Control

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gordonrsmith921(at)yahoo.
Guest

Posted: Sun Jun 28, 2009 12:41 pm Post subject: Internally Regulated Alternator Control

I have followed posts to the list regarding internally regulated alternators and it appears to me that all are not the same regarding regulator functions and connections.  

   

I am considering the use of an Eggenfellner E6.0 Subaru Auto conversion.  The electrical system architecture will basically be Z-19.  

   

The Egg is supplied with an internally regulated alternator and their installation manual shows the following:  

ALTERNATOR CONNECTIONS - 4  

1.    B+ Lead Out – Large connection to Starter & Main Battery Contactor.  

2.    Fault – Goes to ground in case of alternator failure.  For use of “idiot light”.  I suppose this could be used as a low voltage warning but I would opt for an active and separate warning system that could also control my aux battery contactor.  

3.    Sense – This is a short jumper to the B+ output terminal; I assume for voltage info to the internal regulator.  (I also assume that sense and enable connections could be jumpered together and fed from the panel alternator master switch through the 5A CB controlled by the OV module.)  

4.    Enable – Clip From manual below:  

“5A Alternator Enable. To enable your alternator to produce charging current, this wire must be connected to a power source. This power source can be switched by the Master Switch or a subservient “Alternator” switch. People have come to know this function as an “alternator field”, however that is a term that has lingered on from years ago. It is actually just an enable signal going to a solid-state voltage regulator inside the alternator. It knows only ON or OFF, not specific voltages in between.  

   

If you wish to have the ability to manually turn on and off the alternator, a switch should be provided. However, beware that turning an alternator on and off under heavy load can dramatically shorten the life of the alternator and cause substantial spikes and surges.  If used, this switch should be left in the ON position, except when the alternator actually needs to be taken offline for some reason. For simplicity, this wire can simply be switched by the Master Switch or the Ignition Switch.”  

End clip from manual.  

   

I would take this to indicate that the alternator can be shut down using this enable circuit, by switching off the 12V+ that goes to it.  And therefore the Z-24 (&/or Z-24A) circuitry including the Alternator OV Disconnect Contactor would not have to be used.  

   

However, I believe that I have read on this list that these enable circuits will cause the alternator to power up when power is applied, but won’t necessarily shut the alternator down when power is removed.  

   

Now I am confused.  Is it possible/likely that the internally regulated alternator that Egg supplies will operate off and on through this “Enable” terminal; and all that one would need for OV protection (the manual does not say that the internal alternator regulator contains any circuitry for OV protection) is to add an OV module and 5A resettable CB in this circuit?  

   

Gordon Smith  

   

        [quote][b]

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nuckolls.bob(at)aeroelect
Guest

Posted: Sun Jun 28, 2009 3:40 pm Post subject: Internally Regulated Alternator Control

At 03:28 PM 6/28/2009, you wrote:

I have followed posts to the list regarding 

internally regulated alternators and it appears 

to me that all are not the same regarding regulator functions and connections.



I am considering the use of an Eggenfellner E6.0 

Subaru Auto conversion.  The electrical system 

architecture will basically be Z-19.



The Egg is supplied with an internally regulated 

alternator and their installation manual shows the following:

ALTERNATOR CONNECTIONS - 4



1.    B+ Lead Out – Large connection to Starter & Main Battery Contactor.



    Yes . . .



2.    Fault – Goes to ground in case of 

alternator failure.  For use of “idiot light”.  I 

suppose this could be used as a low voltage 

warning but I would opt for an active and 

separate warning system that could also control my aux battery contactor.



    This was discussed earlier this week. The built-in

    alternator failure light does not comport with

    legacy design goals for separate and independent

    monitoring and warning of low voltage.



    The AEC9005 is discontinued but Eric Jones has

    a clone. We'll have a new replacement in the form

    of the AEC9011 later this year. Either approach

    will satisfy the legacy design goals for low voltage

    monitor and control.



3.    Sense – This is a short jumper to the B+ 

output terminal; I assume for voltage info to the 

internal regulator.  (I also assume that sense 

and enable connections could be jumpered together 

and fed from the panel alternator master switch 

through the 5A CB controlled by the OV module.)



    Don't know. Does the alternator have a brand and

    part number on it?



4.    Enable – Clip From manual below:



“5A Alternator Enable. To enable your alternator 

to produce charging current, this wire must be 

connected to a power source. This power source 

can be switched by the Master Switch or a 

subservient “Alternator” switch. People have come 

to know this function as an “alternator field”, 

however that is a term that has lingered on from 

years ago. It is actually just an enable signal 

going to a solid-state voltage regulator inside 

the alternator. It knows only ON or OFF, not specific voltages in between.



    This is characteristic of ALL internally regulated

    alternators. I.e. there are no stock provisions

    for absolute control over the field supply source.

    This is why both B&C and Plane Power opt for their

    own modifications of stock alternators to provide

    this functionality.



If you wish to have the ability to manually turn 

on and off the alternator, a switch should be 

provided. However, beware that turning an 

alternator on and off under heavy load can 

dramatically shorten the life of the alternator 

and cause substantial spikes and surges.  If 

used, this switch should be left in the ON 

position, except when the alternator actually 

needs to be taken off line for some reason. For 

simplicity, this wire can simply be switched by 

the Master Switch or the Ignition Switch.”



    Almost . . . Under the legacy design goals for

    alternator control, turning the field supply line

    on and off while a battery is on line offers no

    particular risk to the alternator or the ship's

    electro-whizzies.



    Further, it's a design goal of any quality supplier

    of alternators that their product be able to withstand

    b-lead disconnects (load dumps) under hot, full load, high

    rpm conditions. So adding Z-24 style OV protection

    to the internally regulated alternator presents

    no operational hazard for two reasons . . .



    (1) there is no normal operating condition where

    turning an alternator OFF under heavy load using

    Z-24 is called for . . . but a quality alternator

    would not be at risk anyhow.



    (2) Z-24 style protection can be depended upon

    to do it's intended job should the admittedly

    rare OV event occur.



I would take this to indicate that the alternator 

can be shut down using this enable circuit, by 

switching off the 12V+ that goes to it.  And 

therefore the Z-24 (&/or Z-24A) circuitry 

including the Alternator OV Disconnect Contactor would not have to be used.



    Assuming the electronics of the internal

    regulator is functioning as designed, then

    external control by means of the little wire

    at the back is possible and predictable. But

    if the electronics fails (which is the definition

    of an OV event) then all bets are off.

    Legacy design goals call for separate and

    independent control over the alternator during

    an OV event . . . this is what drove the

    design philosophy for Z-24.



    Alternatively, you can modify your alternator

    to adopt the control philosophy adopted by

    Plane Power.



However, I believe that I have read on this list 

that these enable circuits will cause the 

alternator to power up when power is applied, but 

wont necessarily shut the alternator down when power is removed.



    As far as anyone KNOWS, the control lead will always

    exert any time, ON/OFF control  . . . as long as the

    internal electronics are intact. Further, exercising

    this control at any time under any conditions is

    not a risky thing to do as long as the battery

    is on line. This design goal is satisfied when you utilize

    the progressive transfer DC PWR MASTER switch

    architecture described in the Z-figures.



Now I am confused.  Is it possible/likely that 

the internally regulated alternator that Egg 

supplies will operate off and on through this 

“Enable” terminal; and all that one would need 

for OV protection (the manual does not say that 

the internal alternator regulator contains any 

circuitry for OV protection) is to add an OV 

module and 5A resettable CB in this circuit?



    If it were my airplane, I would add OV protection

    in the form of either Plane Power style modification

    or Z-24 interim to be replaced by the Z-24 final solution

    at a later time.



    Bob . . .

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