After cleaning all the terminals, checking fuses etc. I found that the wire from the alternator to the external regulator had corroded and fallen off. I didn't see it at first because it's buried in my tight engine compartment. Of course in hindsight I might have checked the regulator earlier. Good thing is that u understand my charging system a whole lot better and all the connections have been refreshed. I also got my link 20 battery monitor working again.
Had a couple of nice days in Victoria BC and pushing off for Arbutus cove on discovery island soon. What a beautiful place to cruise... Kevin 30-2 Portland Sent from a mobile device. On Jul 6, 2014 7:18 PM, "Josh Muckley" <muckl...@gmail.com> wrote: > 35v may infact be the open circuit voltage. Check if you are getting 35v > at the battery terminals. That would explain the heat. Sounds to me like > a bad charge regulator or bad interconnecting wiring on the sensing line. > A standard lead acid 12v system should be limited to ~14.7v. Double that > for a 24v system. > > With an external regulator the regulating terminal on the alternator > connects to the regulator. This single wire provides the feedback to the > alternator that it is providing enough (or not enough) voltage. Simple > regulators rely only on voltage but the better external regulators will use > a shunt to provide a current feedback to the regulator as well. The > current is/should be directly proportional to the differance in voltage > between the battery and the alternator output. The current should also be > limited (by limiting the difference in voltage) to the max charging voltage > of the battery (type) and the max output of the alternator. > > Disrupting the current and/or voltage sensing lines to the regulator or > the regulating line to the alternator will cause improper voltage output > from the alternator. 35v sounds VERY improper. This "disruption" is the > reason that turning the ignition key to the off position before pulling the > stop plunger can cause a blown alternator on some systems. The key > disrupts the regulating signal and the alternator goes to max output. > > Let us know what you find. > > Josh Muckley > S/V Sea Hawk > 1989 C&C 37+ > Solomons, MD > On Jul 5, 2014 12:05 PM, "Kevin Driscoll via CnC-List" < > cnc-list@cnc-list.com> wrote: > >> On our anniversary sail up to Victoria, we pulled in to Gray's harbour, >> Wa last night because the batteries are not charging. Looking for >> suggestions of diagnosis / solutions. See below: thanks >> >> The alternator belt was somewhat loose but I tightened it and no luck on >> charging. Tested terminals on back of alternator and reading was same >> before and after tightening... About 35 volts. >> >> About to start this morning by checking / cleaning battery terminals and >> other connections from alternator back. Hoping this could be the issue >> because as I previously posted my starter has been giving me the clicks. I >> have the faint glow on the Charging indicator lamp at the engine panel too. >> I have a heart interface "incharge " alternator regulator. >> >> Any other suggestions? >> >> Thanks >> Kevin >> >> Sent from my Tablet >> >> _______________________________________________ >> This List is provided by the C&C Photo Album >> >> Email address: >> CnC-List@cnc-list.com >> To change your list preferences, including unsubscribing -- go bottom of >> page at: >> http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com >> >> >>
_______________________________________________ This List is provided by the C&C Photo Album Email address: CnC-List@cnc-list.com To change your list preferences, including unsubscribing -- go bottom of page at: http://cnc-list.com/mailman/listinfo/cnc-list_cnc-list.com
