The GSResources — Stator Papers I — A primer on GS charging systems

19 Июн 2015 | Author: | Комментарии к записи The GSResources — Stator Papers I — A primer on GS charging systems отключены
Suzuki GS 500

A primer on GS charging systems

by Huppertz

( with updates by the editors )

This article into the theoretical aspects of the problems on some Suzuki GS It tries (successfully!) to identify the of the problem, and (inconclusively) the cause as

During the time that piece of prose has been some questions were from which I learnt a few

it was actually read, which that it is indeed helpful

the hit a lot of people

some people had that was very useful as

the article was incomplete and needed practical information

From feedback, I compiled some of FAQ. It is advised, though, you consume the primer first, the theory therein I think is for understanding what’s in the FAQ, and the in the FAQ refer to the article. Even if you are with the concepts, the stuff will contain information and which are GS-specific. and if nothing you may spot errors and deserve and undying gratitude by pointing out to me!

If you have an item of note.

you feel is of value and should be for the Stator Pages, simply put item in our forum using a GS topic. We will be checking out the often. If we see an item or tip that we everyone would be interested in we will notify you via email to let you that we would like to it in this section.

The Primer

Every car and motorbike a battery. Such a device in handy when electricity is to drive the ignition and to make bulbs glow et cetera. as you may know, a charged battery not remain fully charged you draw power from it.

To the battery from becoming car and bike designers equip fruits with contraptions to the battery while the engine is This is commonly known as a circuit.

The central part in a circuit is an AC Alternator. The alternator of a rotor, basically a large magnetic cylinder driven by the crankshaft, and a stator, which is a of coils located inside the As the world turns. eehm, excuse me.

As the engine turns, the circulates (usually at crankshaft times one, since in designs it is mounted directly at the of the crankshaft) around the coils of the which causes said to generate an electrical current in most case AC current, 75 volts or so.

Now, what to do all this power? The most thing I can think of is: shove it the battery. Lucky for me, automotive agree with me, which me from having to recharge my at home after every ride.

Of course, if one would all this current unregulated and to a 12 V DC battery, some mightily and interesting natural phenomena be witnessed. You might want to do for empirical purposes, but I advise you to a battery that is in the winter of its anyway. Stand back the experiment is going on

If we decide that we don’t this (and you may take it me that in general we don’t, when our own cars or bikes are we will have to in some way this AC into DC, and regulate the to something exceeding 12 V by a reasonable say, somewhere between and 14.5 volts.

This is the regulator/rectifier unit comes in. It AC to DC basically by flipping the negative of the sine wave over to the side of the X-axis. Ideally, a somewhere will saw off the peaks of the making it look more or like a block wave the negative parts flipped to the positive side, and thus we DC.

Furthermore, it regulates the current a potential of about 14 volts Now this is something we can feed the battery and lo and behold, our battery is a free charge as we ride and through the countryside! (believe me, it in urban areas as well, but just doesn’t have poetic ring to it).

Of at a certain point in time, that electricity generated exceed consumption at normal speeds, the battery will a state at which maximum is reached. The relentless feeding of current into it will be by the battery. Only a small difference should remain, is called trickle charge.

The energy will be sunk — as heat. Ideally will happen in the regulator/rectifier which is busy regulating the anyway. Therefore it is usually with a heat sink.

Ok, enough theory. Are you still me?

Now to our particular example, which to be my beloved motorcycle, and probably as well. In my case, electrical is generated in three so-called First and second phase are constantly, and thus the distinction is academic for this topic. Now

Some sly engineer rightly that when the lights are off (in people seem to ride the lights off a lot), the consumption of is down a good deal. from the electric starter, the are the biggest consumer of electricity you can on any bike — other a Honda Goldwing Interstate six cylinder with aftermarket seat, heated handlebars, footrests, a large stereo, a combo, a minibar, a microwave and probably a fuel pump the and power of your mum’s

So, contemplated our engineer, if we don’t our lights on, we might as well off the current from the third right away! And via a wily scheme, that’s exactly happens on my bike.

Silly, one think, since if we would this third phase, the same thing would The excess energy would be away by the regulator/rectifier and sunk as well, and if nothing else it also save some There must be something this, we (Theo, a colleague of and I) reckoned, as we were contemplating the coils of my stator, as well as diodes in my regulator/rectifier that had turned into ordinary

And indeed there was.

As Muntinga of ElectroSport Industries us: by design, the regulator/rectifier unit not regulate the third phase! what does this to? Anyone who can answer this may after class and clean the no hands? Okay then.

goes. Given that we in Europe have our lights on constantly, and I understand you US citizens even able to switch off, we are using the third extensively. Lights on or not, we may assume that at normal speeds the electricity generated still exceed consumption except maybe on the previously Goldwing.

But my guess is that on a bike, switching the light on not make a measurable impact on consumption). So we end up with a battery to the brim, and a regulator/rectifier unit to give the battery everything it has the third phase.

Suzuki GS 500

Now then. I am not sure about this, so I have to confirm this Theo, but my guess is this: the unit gives the battery the battery wants, and REFUSES TO ANYTHING MORE THAN FROM THE GENERATOR! This our generator with the sudden task of sinking the excess into — somewhere.

Our stator has no choice than to this for a large part its own coils.

Let me put it this way: try this at home. I can imagine for experimental reasons you might to overheat a coil, but you would one that you wouldn’t need the experiment is over. Certainly you not choose the coils from the of the automotive device that dad takes out for a spin for work and would you?

And to add insult to injury: by virtue of devious natural law that I know the foggiest about Theo will try to explain to me once again), at the very that the stator blows its some diodes in the regulator/rectifier … a horrible, asphyxiating Which leaves you with a that don’t charge and a repair bill of something $500, excluding labour. you verrry much.

Luckily is a bike parts shop in the part of our country who know going on — in fact started the spark that to the abovestanding contemplations, assumptions and But they didn’t stop They also sell a modified regulator/rectifier unit regulates all three phases and not do the unnecessary phase shift when you flip the light

And total costs, including a new stator for the generator, amounted to no than $250.

The regulator/rectifier is and distributed in the USA by ElectroSport Industries. So, further ado, here’s banner:

Some people resorted to using the regulator/rectifier of a CB750 (the 16-valve A caution against this seems appropriate, though. I also seen someone the Honda regulator/rectifier trick.

the heat sink of this is quite small, and especially the GS’s, with their alternator, seems to burden the a good deal.

In my friend’s case, the unit did get hot on longish trips, which in is not healthy for electronic components. less than two years, the guy had his fried and another stator to meet its maker. So, people in the warmer parts of the world, as as those who maker longer regularly might want to when

they do this

One it seems to be possible to extend the of the stator by keeping the engine oil topped up religiously! In an effort to the problem, Suzuki San has the stator in engine oil, in order to try to let the keep its cool under all stress.

I am again a happy Anybody interested in an offline charger?

Related reading:

The Papers I: APrimer on GS charging (youshould’ve read that it explains the theory referred to in QA)

The Stator Papers III — The detailsabout the availability of the Electrex

The Stator Papers IV — The Finding Chart. a comprehensive, fault findingprocedure.


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