Charging System - General Information: Other Ford Econoline E150

Functionality

In a single generator system, with the key in the ON position, voltage is applied through the warning indicator I circuit to the voltage regulator. This turns the regulator on, allowing current to flow from the battery sense A circuit to the generator field coil. When the engine is started, the generator begins to generate alternating current (AC) which is internally converted to direct current (DC). This current is then supplied to the electrical system through the output terminal (B+) of the generator.

Once the generator begins generating current, a voltage signal is taken from the generator stator and fed back to the regulator S circuit 4 (WH/BK) (gasoline engine only). The stator circuit is external on gas engines and internal on diesel engines. This voltage feedback signal (typically half of the battery voltage) is used to turn off the charging system warning indicator on gasoline engines.

With the system functioning normally, the generator output current is determined by the voltage of the A circuit 35 (OG/LB). The A circuit 35 (OG/LB) voltage is compared to a set voltage internal to the regulator. The regulator controls the generator field current to maintain the correct generator output.

The set voltage varies with temperature and is typically higher in cold temperatures than in warm temperatures. This allows for better battery recharge in the winter and reduces the chance of overcharging in the summer.

Positive Battery Output (B+) Circuit 38 (BK/OG)

The generator output is supplied through the battery positive output (B+) terminal on the rear of the generator to the battery and electrical system.

I Circuit 904 (LG/RD) - Single Generator

The I (ignition) circuit is used to turn on the voltage regulator. This circuit is powered up when the key is in the ON position. Voltage is supplied from the ignition switch to the central junction box (CJB) fuse 45 (10A), then to the instrument cluster and through the charging system warning indicator (battery icon) to the generator. This circuit is also used to turn the charging system warning indicator on if there is a fault in the charging system operation.

A Circuit 35 (OG/LB)

The A (battery sense) circuit 35 (OG/LB) is used to sense the battery voltage. This voltage is used by the regulator to determine the generator output. This circuit is used to supply current to the generator field (rotor). The amount of current supplied to the rotor determines the generator output.

S Circuit 4 (WH/BK)

The S (stator) circuit 4 (WH/BK) is used to feed back a voltage signal from the generator to the regulator. This voltage is used by the regulator to turn off the charging system warning indicator. The S circuit is fed back externally on gasoline engines and internally on diesel engines.

Pinpoint Tests

Note. All voltage measurements are referenced to the negative (-) battery post unless otherwise specified.

Generator On-Vehicle Tests

Note. The battery posts and cable clamps must be clean and tight for accurate meter indications.

Note. Refer to the battery tester manual for complete directions for testing the charging system.

1. Turn off all lamps and electrical components.
2. Place the vehicle in NEUTRAL and apply the parking brake.
3. Carry out the Load Test and No-Load Test according to the following component tests

Scheme 16

1. Switch the tester to the ammeter function.
2. Connect the positive and negative leads of the battery tester to the corresponding battery terminals.
3. Connect the current probe to the generator B+ output terminal, circuit 38 (BK/OG).
4. With the engine running at approximately 2,000 RPM, adjust the tester load bank to determine the output of the generator. The generator output should be at least 87 amps.
5. With the engine running, turn the A/C on (if equipped), the blower motor on high speed, and the headlamps on high beam.
6. Increase the engine speed to approximately 2,000 RPM. The voltage should increase a minimum of 0.5 volt above the base voltage. If the voltage does not increase as specified, carry out the «GENERATOR ON-VEHICLE TESTS - No-Load Test»(ref-210179-S32165466452005121400000) . If the voltage increases as specified, the charging system is operating normally.

Charging System - Dual Generators

Refer to the appropriate SYSTEM WIRING DIAGRAMS article, Charging System for schematic and connector information.

SPECIAL TOOL(S)

Scheme 17

Scheme 18

UPPER GENERATOR C102A END VIEW (DIESEL ENGINE)

DIESEL ENGINE CIRCUIT

Scheme 19

Lower Generator C1251A End View (Diesel Engine)

DIESEL ENGINE CIRCUIT

With the key in the ON position (dual generator system), voltage is supplied by the powertrain control module (PCM)-controlled I circuit 1183 (WH/YE) to I circuit 904 (LG/RD) to the upper generator and through the I circuit 1185 (YE) from the PCM to the I circuit 1183 (WH/YE) at the lower generator. If the glow plug system is not cycling, the PCM maintains voltage to the lower generator. If the glow plug system is cycling, the PCM supplies voltage to the lower generator momentarily to verify there is a volt drop, then shuts off the voltage on the lower generator I circuit 1185 (YE)/1183 (WH/YE). Once the glow plug system stops cycling, the PCM supplies voltage on the lower generator I circuit 1185 (YE)/1183 (WH/YE), which turns the regulator on allowing current to flow from the battery sense A circuit to the generator field coil, at which time it begins to function normally. The PCM maintains voltage on the upper generator I circuit 1183 (WH/YE)/904 (LG/RD), which turns on the regulator, allowing current to flow from the battery sense A circuit to the generator field coil.

Once the generator begins generating current, a voltage signal is taken from the generator stator and fed back to the regulator internally. This voltage feedback signal (typically one-half of the battery voltage) is used by the PCM to turn off the charging system warning indicator.

With the system functioning normally, the generator output current is determined by the voltage of the A circuit 35 (OG/LB). The A circuit 35 (OG/LB) voltage is compared to a set voltage internal to the regulator, and the regulator controls the generator field current to maintain the correct generator output.

The set voltage varies with temperature and is typically higher in cold temperatures and lower in warm temperatures. This allows for more efficient battery recharge in the winter and reduces the chance of overcharging in the summer.

Battery Positive Output (B+) Circuit 1119 (RD) (Upper Generator), 2037 (RD) (Lower Generator)

The generator output is supplied through the battery positive output (B+) terminal on the rear of the generator to the battery and the electrical system.

I Circuit - Dual Generator

The I (ignition) circuit is used to turn on the voltage regulator(s). This circuit is powered up when the key is in the ON position. When the PCM detects the key is in the ON position, the PCM provides voltage to the upper generator I circuit 1183 (WH/YE)/904 (LG/RD) and to the lower generator I circuit 1185 (YE)/1183 (WH/YE). The voltage to the lower generator is only momentary unless the glow plug system is not cycling. Once the glow plugs stop cycling, the PCM provides constant voltage on the lower generator I circuit 1185 (YE)/1183 (WH/YE).

A Circuit

The A circuit or battery sense circuit is used to sense battery voltage. This voltage is used by the regulator to determine the generator output.

Note. While carrying out any pinpoint test, disregard any DTCs set while following any specific pinpoint test. After the completion of any test, make sure to clear all codes in the powertrain control module (PCM).

Note. The dual generator I circuit/bulb circuit 4-way connector MUST be connected before disconnecting or connecting the battery. The PCM relearns its parameters every time it is disconnected and connected to power. Failure to follow this procedure causes the PCM to misinterpret the charging system as a single generator system, causing the loss of DTC capability and control.

Note. All voltage measurements are referenced to the negative (-) battery post unless otherwise specified.

Scheme 20

Scheme 21

Scheme 22

Scheme 23

Scheme 24

Scheme 25

Scheme 26

Scheme 27

Scheme 28

Scheme 29

Scheme 30

Scheme 31

Scheme 32

Scheme 33

Scheme 34

Scheme 35

Scheme 36

Scheme 37

Scheme 38

Battery - Drain Testing

Check for current drains on the battery in excess of 50 milliamps with all the electrical accessories off and the vehicle at rest. Current drains can be tested with the following procedure.

Note. Many modules draw 10 mA (0.010 amp) or more continuously.

Note. Use an in-line ammeter between the battery positive or negative post and its respective cable.

Note. Typically, a drain of approximately 1 amp can be attributed to an engine compartment lamp, glove compartment lamp, or interior lamp staying on continuously. Other component failures or wiring shorts may be located by selectively pulling fuses to pinpoint the location of the current drain. When the current drain is found, the meter reading will fall to an acceptable level. If the drain is still not located after checking all the fuses, it may be due to the generator.

Note. To accurately test the drain on a battery, an in-line digital ammeter must be used. Using a test lamp or voltmeter is not an accurate method due to the number of electronic modules.

1. Make sure engine compartment and interior fuse panels are accessible without turning on interior and underhood lamps.
2. Drive the vehicle at least 5 minutes at over 30 mph to turn on and activate the vehicle systems.
3. Allow vehicle to sit with the key off for at least 45 minutes to allow modules to time out/power down.
4. Connect a jumper wire between the negative battery cable and negative battery post to prevent modules from resetting and to catch capacitive drains.
5. Disconnect the negative battery cable from the post without breaking the connection of the jumper wire.
6. Connect the tester between the negative battery cable and the post. The meter must be capable of reading milliamps and should have a 10 amp capability.
7. Remove the jumper wire.
8. No production vehicle should have more than 50 mA draw.
9. If the draw is found to be excessive, pull the fuses from the interior fuse panel one at a time and note the current drop. Do not reinstall the fuses until you are finished testing.
10. If the draw is still excessive, remove the fuses from the engine compartment fuse panel one at a time and note the current drop. Do not reinstall the fuses until you are finished testing.
11. Check the wiring schematic in the wiring diagram for any circuits that run from the battery without passing through the battery junction box (BJB). Disconnect these circuits if the draw is still excessive.

Battery - Electronic Drains Which Shut Off When the Battery Cable is Disconnected

1. Repeat the steps of the battery drain testing.
2. Make sure all the doors are closed and accessories are off. Without starting the engine, turn the key to the ON position for a moment and then OFF. Wait a few minutes for the illuminated entry lamps to turn off, if equipped.
3. Connect the ammeter and read the amperage draw.

The current reading (current drain) should be less than 0.05 amp. If current drain exceeds 0.05 amp after a few minutes, and if this drain did not show in previous tests, the drain is most likely caused by a malfunctioning electronic component. As in previous tests, remove the fuses from the fuse junction panel one at a time to locate the problem circuit.

Note. Battery posts and cable clamps must be clean and tight for accurate meter indications.

Note. Refer to the battery tester manual for complete directions on checking out the charging system.

1. Turn off all lamps and electrical components.
2. Place the vehicle in NEUTRAL and apply the parking brake.
3. Carry out the Load Test and No-Load Test according to the following component tests.