Komatsu Basic Electric
Komatsu Basic Electric
Komatsu Basic Electric
Basic Electric
It is our policy to improve our products whenever it is possible and practical to do so.
We reserve the right to make changes or add improvements at any time without
incurring any obligation to install such changes on products sold previously.
Due to this continuous program of research and development, periodic revisions may be
made to this publication. It is recommended that customers contact Komatsu America
Corp. Training Department for information on the latest revision.
Start with Chapter 1 and study the chapters in sequence. At the end of each chapter is
an assessment. When you feel that you thoroughly understand the key points of each
chapter, you are ready to take the assessment. There are two methods for completing
each chapter assessment:
1. Instructor-Led Course
If you are taking this Basic Subject course as an instructor-led course, your
instructor will provide a copy of each chapter assessment and an Answer Sheet.
Answer the questions by circling the most correct answer on the assessment itself,
then fill in the Answer Sheet according to your answers you marked on the
assessment. When you have completed all the assessments turn them into your
instructor along with your Answer Sheet. The instructor is provided with an answer
key and will grade your assessment and will input your scores into the Komatsu
Learning Management System. The instructor will also return your graded
assessment to you indicating missed questions. You must receive a combined
80% score or better for all chapter assessments to successfully complete this
course.
Should you change employers, you should inform us so we can move your Komatsu
America Corp. training records to the new dealer and location.
If your score is less than 80%, you are not ready to attend factory schools. When you
have studied the problem areas, retake the assessment and follow the instructions as
before.
It would be hard to imagine a world without electricity. From the time we awake in the morning
until shutting off the lights at night, our lives have been made easier and more comfortable
through the use of electricity. Recently, some of the most revolutionary advances in the
development of construction equipment have involved the addition of new electronic monitor
and control systems. Therefore, it is important for the service technician to possess a
complete understanding of electricity and how it works.
In this chapter of the Basic Electric Systems course the following topics will be studied:
• Composition of Matter
• Electricity
• Conductors, Insulators, and Semiconductors
• Current, Voltage and Resistance
• Types of Circuits
• Ohm's Law
• Electric Power
• Magnetism
• Electromagnetism
• Electromagnetic Induction
• Capacitors
COMPOSITION OF MATTER
Elements whose atoms have less than four electrons in their outer rings are generally good
conductors of electricity.
On the other hand, elements with more than four electrons in their outer rings are poor
conductors and are called insulators.
The fewer electrons in the outer ring of conductors are more easily dislodged from their orbits.
When something occurs which disturbs the normal neutrality of an atom, then the free
electrons (in the outer most ring) will flow from one atom to another.
ELECTRICITY
Conductors - It has been found that the number of electrons in the outer ring of an atom
determines the force with which they are held in orbit by the protons in the nucleus. If the
number of electrons in the outer rings numbers less than four, the force is rather weak.
Conductors are those elements, which have less than four electrons in their outer most ring.
This allows the easy passage of electrons from one atom to another anytime something
disturbs the normal neutrality of the atom.
Insulators - Elements, which have more than four electrons in their outer ring, are held in their
orbits by very strong forces. These types of elements do not pass electrons easily and are
called, insulators.
Semiconductors - Semiconductors have exactly four electrons in the outer ring of their atoms.
They are neither good conductors or good insulators. Most semiconductors are made of
silicon.
Next, atoms of different elements are added to the pure silicon or germanium crystal to
improve its conductivity. This process is referred to as doping. Semiconductors, which have
been doped, are sometimes called, impurity semiconductors. Impurity semiconductors are
The P-type of semiconductor is commonly doped with Aluminum (AL), Gallium (Ga) or Indium
(In). Doping with these elements creates a different molecular structure.
When aluminum (Al) is doped to pure silicon, as shown in Figure 1.12, there will be a
deficiency of one electron in the covalent bond where an aluminum atom enters the crystal
lattice. This is because aluminum has three valence electrons. Because a balance is
maintained between positive and negative charges in the covalent bond, it would appear that
there are no electrical charges in the bond. However, when an electron jumps out of the
lattice, this balance is upset, and the resulting hole can be considered to gain an equivalent
positive charge.
Lets pause now and reflect upon what we have learned so far about conductors, insulators and
semiconductors.
Advantages:
6. High reliability
7. Low noise
Most of the semiconductors used on construction equipment are either diodes or transistors.
Diodes - The word diode basically means a 2-electrode vacuum tube. A semiconductor diode
consists of P- and N-type semiconductors joined together, (Figure 1.17).
The junction between the two semiconductors is known as a PN junction, (Figure 1.17). In the
diagrammatic symbol of a PN junction, the anode (positively charged electrode) is marked A
and the cathode (negatively charged electrode) is marked K.
Following is a drawing showing the typical construction of the types of diodes we have been
discussing.
Other diodes - Several different effects can be achieved with a diode depending upon the
type and amount of other elements doped with the semiconductor material.
One specially designed type of diode is a zener diode. This type of diode is very heavily
doped during its manufacture to ensure a large amount of current carrying electrons and holes.
This allows the zener diode to conduct current in the reverse direction without damage if the
proper circuit design is used. The unique operating characteristic of the zener diode is that it
will not conduct current in the reverse direction below a certain predetermined voltage. For
example, a zener diode could be made so that it doesn't pass current until 28 volts is achieved,
then suddenly it begins to conduct reverse current. This type of diode is used in control
circuits.
This occurs because the light removes the Figure 1.22 – Photovoltaic effect.
barrier at the junction surface, allowing the
positive holes in the P-type semiconductor to
migrate to the N-type semiconductor, and the
electrons in the N-type semiconductor to move
to the P-type connector.
A light emitting diode is constructed in such a way that a red, green or yellow light is emitted
when voltage is applied to it.
Because of the difference in the way the PNP and NPN transistors are combined, the
directions of both the applied voltage and the resulting currents are opposite each other.
Figure 1.24 shows how they differ in construction and direction of current flow.
If we leave the base to collector voltage unchanged, and also apply voltage between the
emitter and the base of the transistor so that the emitter is positive with respect to the base,
the emitter-base PN junction will be forward biased, causing the holes in the emitter to move
towards the base, (Figure 1.27). Because the base is made much thinner than the emitter, the
number of electrons in the base is much smaller than the number of holes in the emitter.
Current - As was pointed out earlier, current is the flow of electrons. You have already
learned that actually it is the electrons in the outer rings of the atoms of conductor type
materials, which can move. The heat of normal room temperature is usually sufficient to
liberate the outer electrons in a good conductor. This means that there are a large number of
electrons that are free in these types of materials and very little energy is required to cause
them to move freely from one atom to the next. This type of movement has no value to us
because it is random movement of electrons. This random movement of electrons from atom
to atom is normally equal in all directions. Therefore, electrons are not lost or gained by any
particular part of the conductor material at this time.
Voltage is available between two points when a positive charge exists at one point and a
negative charge exists at the other.
The greater the charges at each point, the greater the voltage.
In our machines we use wire to conduct the electron flow to and from the electric devices. The
wire must be of the proper size for the amount of current passing through it. For example, if
we direct a lot of electrons through a very small diameter wire, the wire will start to heat up
(due to all the collisions of electrons) and could burn off the insulation or melt the wires.
Therefore, it is important to know that the amount of resistance in a wire depends upon:
3. the temperature of the wire. Figure 1.35 – The specific resistance of a wire
depends upon its dimensions.
If the length of a wire is doubled, the resistance between the wire ends will be doubled. So,
the longer the wire, the greater the resistance.
Most manufacturers use the smallest wire for the application to reduce costs. When an
electrical appliance is added to a circuit without considering the wire size, it may draw more
amps than anticipated and the volts will drop. Excessive heat will develop in the wire due to its
normal resistance. If the wire gets too hot, it may melt or the insulation will be damaged. This
is why the selection of the correct wire size is so important.
TYPES OF CIRCUITS
There are three types of electrical circuits found in construction equipment. These types are
series circuits, parallel circuits, and series-parallel circuits.
Series circuits - Series circuits link their components together one after the other. In a series
circuit, the total resistance is the sum of all resistors in the circuit.
2. The voltage drop across each resistor will be different if the resistances are different.
Assuming that the light bulbs (resistors) shown in Figure 1.40 have a resistance value of four
(4) ohms each, the total resistance in this parallel circuit will only be four (4) ohms because
there is a separate path for current to flow through each resistor.
2. The current through each resistor will be different if the resistance values are different.
3. The sum of the separate currents equals the total current in the circuit.
The total circuit current is the same at each end of a series-parallel circuit, and is equal to the
current flow through the voltage source.
Figure 1.43 – How current flows in a series- Figure 1.44 – Series-parallel connected batteries.
parallel circuit.
OHM'S LAW
By now you should be realizing that there is a definite relationship between current, voltage
and resistance. This relationship was studied years ago by a German mathematician, George
Simon Ohm. He made a mathematical analysis and wrote a description of this relationship,
which is now known as Ohm's Law. This law says that the current flowing in a circuit is
Due to George Ohm's studies, we now have a mathematical equation, which is a basic tool for
all who work with electrical circuits.
E
I= —
R
In the equation above, current is represented by the letter "I", voltage by the letter "E", and
resistance by the letter "R".
The value of this equation is that when two factors are known, the remaining unknown factor
can be calculated. With the help of simple algebra, the equation can also be
written as:
E= IxR
or as
E
R= —
I
Which of the three ways (formulas) of expressing Ohm's Law you might choose to employ
depends on two things:
1. What facts you know to start off with about the circuit.
There is an easy way to remember which way or formula to use. Look at the triangle in Figure
1.46.
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Now consider a circuit in which you know the
values of any two of the three factors -voltage,
current, and resistance - and want to find out
the third. The rule for working the memory aid
to give you the correct formula is to put your
finger over the letter in the triangle whose value
you want to know. The formula for calculating
that value is given by the two remaining letters.
When you know the values of current and voltage, but you have no ohmmeter to measure the
resistance, put your finger over the letter R. You are left with the formula
E
—
I
E
— Figure 1.49 – Finding the current.
R
The second rule is to sketch out a rough diagram of the circuit you are considering. This will
provide a visual aid to write down values and help you troubleshoot the circuit.
For example, suppose you have an unknown resistor connected across a battery. You
measure the voltage across the resistor and find it to be 12 volts. You also measure the
current flowing as 3 amperes. You want to know the resistance of the resistor; but you have
do not have an ohmmeter.
E
R= — = 4
I
which is the value of the resistor in ohms.
ELECTRIC POWER
As you know, whenever a force of any kind causes motion, work is being done. When a
mechanical force, for instance, is used to lift a weight, work is being done.
You have also learned that a difference in potential between any two points in an electric
circuit gives rise to a voltage, which when the two points are connected together, causes
electrons to move and current to flow. Here is an obvious case of a force causing motion, and
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thus of causing work to be done. Whenever a voltage causes electrons to move, therefore,
work is done by moving them.
The rate at which the work of moving electrons from point to point is called electric power. It
is represented by the symbol P, and the unit of electric power is the watt, represented by the
symbol W. One watt (W) represents the rate of power involved in supplying a current of one
amp (I) flow when one volt (E) is applied over a period of one second.
Power formula - Electrical energy can be converted to heat, light, acoustical or mechanical
energy. The rate of energy conversion is really what the engineer means by the work power.
The rate at which work is done in moving electrons through a resistor obviously depends on
how many electrons there are to be moved. In other words, the power consumed in a resistor
is determined by the voltage measured across it, multiplied by the current flowing through it.
The formula is:
The formula P = E x I or simply P = EI is therefore used as the actual equation type formula.
Horsepower - The term horsepower is used to express a unit of mechanical power. When
converted to electric power:
Amount of electric power - As discussed before, power is the amount of electric work
performed over a unit of time (one second). The amount of electric power is defined as the
total electric energy either generated or dissipated during a certain time period.
The unit of electric power is watt/per second (abbreviated "Ws") or joule (abbreviated "J").
However, when measuring large quantities of power, the unit (Wh) or watt-hour is used.
Joule heat - British physicist James Prescott Joule discovered that the electric power
consumed in a resistance is completely changed into heat. This phenomenon is now referred
to as Joule's Law. The relationship between a watt and a joule is shown in the following
formula.
1 (Ws) = 1 (J)
Over a thousand years ago it was observed that a lodestone (fragments of iron ore found in
nature) would attract pieces of iron. It was also discovered that a long piece of iron ore, or
iron bar, suspended in air would align itself so that one end would always point toward the
North Pole of the earth. This end of the iron bar became known as the north pole (N pole) and
the other end the south pole (S pole). Such a piece of iron ore was called a bar magnet. This
principle became the basis for the compass, which has been used as a navigational aid ever
since.
Figure 1.52 shows the lines of magnetic force emitting from the north pole and disappearing at
the south pole. Notice that the density of these lines are greater near the bar magnet. This
signifies that the strength of the magnetic field gets weaker with distance.
We have said that the lines of force always leave the N pole and enter the S pole of a magnet.
Figure 1.53 shows that when a small compass needle, which is a small bar magnet, is located
in the magnetic field of a strong bar magnet, the compass needle will align itself so it is parallel
with the lines of force. This alignment takes place because the magnetic lines must enter the
S pole and exit the N pole of the compass needle.
Figure 1.55 – First theory of magnetism The second theory about magnetism concerns
(particles are aligned). the electron. The electron has a circle of force
around it, and when the electron orbits are
aligned in a bar of iron so that the circles of
force add together, the bar of iron is
magnetized.
The reason that a piece of soft steel is attracted is because it is easier for the lines to pass
through the steel than through space. As shown in Figure 1.56, the lines become
concentrated in the steel to magnetize the piece.
Since the only thing known that would attract a compass needle was magnetism, it was
obvious that the current in the wire created a magnetic field around the wire.
The nature of the magnetic field around the wire is revealed when the current-carrying wire is
run through a piece of cardboard, and iron filings are sprinkled on the cardboard. The iron
filings align themselves to show a clear, distinct pattern of concentric circles around the wire.
The concentration, or density, of the concentric circles is seen to be very heavy near the wire,
and to decrease in density with the distance from the wire. Although the iron filings on the
cardboard show only the pattern or circles in one plane, it should be recognized that the
concentric circles extend the entire length of the current-carrying wire.
There is a positive relationship between the current flowing through the wire in Figure 1.58 and
the magnetic field lines around it. This relationship is called, "The law of the right hand screw".
If the direction of the current is the same as that for the advancing of a right hand screw, the
direction of the lines of force is parallel to, and in the same direction as the threads of the right
hand screw, (Figure 1.59).
The size of the magnetic field will be Figure 1.60 – Magnetic field induced by electric
current through a coil of wire.
proportional to the amount of current multiplied
times the number of revolutions or turns in the
coil of wire.
ELECTROMAGNETIC INDUCTION
Fleming used his right hand to show the direction that induced current would flow when the
thumb is pointed in the direction of motion, and index finger is pointed in the direction of the
magnetic field.
So, when a conductor cuts the magnetic fields of force, an electric current is generated. The
direction of current flow is dependent upon the direction of conductor movement.
Figure 1.66 shows that changing the direction of conductor motion through a magnetic field
reverses the direction of current flow.
So far, we have been using examples, which show a conductor cutting the magnetic field of a
stationary magnet. If we were to hold the conductor stationary and then moved the magnet in
such a way that the magnetic fields would be cut, a voltage would again be generated.
Therefore, it can be concluded that a voltage will be induced in a conductor cutting across a
magnetic field whenever there is a relative motion between the two. Either the conductor or
the magnetic field can move.
Generated Voltage - A generator is a device, which converts rotational energy into electrical
power. There are two basic types.
Also, notice that the induced e.m.f. takes on a different polarity at every 180° of rotation. This
is called an alternating e.m.f. and the resultant current is called an alternating current.
When the armature turns clockwise, the current Figure 1.71 – DC generator construction.
flow through it will be switched in direction at
every 180° of rotation.
When the switch is opened, and the current is Figure 1.75 – Effect of self-induction.
suddenly disrupted, the magnetic field will
suddenly collapse to cause a counter e.m.f. to be induced in the coil to prevent the current
flow from being disrupted. This phenomenon is called, self-induction and the effect are
greater as the number of turns in the coil is increased and if the coil has an iron core, as the
core is made larger.
Figure 1.76 shows an iron cored coil with many windings that has a lamp rated at 100 volts
connected in parallel. Also, there is a 6 volt battery connected in series and the circuit is
controlled with a switch.
Transformers have the ability to transform voltage and current to higher or lower levels. They
do not, of course, create power for nothing. Therefore, if a transformer boosts the voltage of a
signal, it reduces its current. And if it cuts the voltage of a signal, it raises its current. In other
words, the power flowing from a transformer
cannot exceed the incoming power!
When the high point of the distributor lobes open the contact points, an e.m.f. of about 200 volts is
induced in the primary coil, so the magnetic field in the core induces a voltage of 10,000 to 20,000 volts
in the secondary windings. This high voltage is necessary to bridge the air gap at the electrode end of
the spark plug and start the burning of fuel in the combustion chamber, (Figure 1.81).
The ratio of primary to secondary turns determines a transformer's voltage ratio. This is
referred to as the turn’s ratio. The turn’s ratio is used to show the following examples of three
common types of transformers.
When the number of turns is identical for the primary and secondary windings, the ratio would
be 1:1. The primary voltage and current are transferred unaltered to the secondary circuit.
These types of transformers are called, isolation transformers.
In a step-up transformer, the voltage is increased by the turn’s ratio. Therefore, a 1:5 turns
ratio will boost 5 volts at the primary circuit into 25 volts at the secondary circuit.
The voltage is reduced by the turn’s ratio in a step-down transformer. Thus a 5:1 turns ratio
will drop 25 volts at the primary circuit to five (5) volts at the secondary circuit.
There are many types of capacitors but they all store electrons. The simplest capacitor is two
conductors separated by an insulating material called the dielectric. The dielectric can be
paper, plastic film, mica, glass, ceramic, air or a vacuum. The plates can be aluminum discs,
aluminum foil or a thin film of metal applied to opposite sides of a solid dielectric. The
conductor-dielectric-conductor sandwich can be rolled into a cylinder or left flat.
Capacitors are often the "KEY" ingredient of many electronic circuits. Besides storing
electrons for use at a later time, capacitors are also used to smooth the pulsating voltage from
the power supply, filtering it into a steady direct current (DC), which increases the life of
electronic devices. Also, a capacitor can be used to eliminate power spikes in digital logic
circuits, which can use lots of current when they switch from off to on and vice versa.
To see how capacitors work, look at the following drawings, which show the charging, and
discharging of a capacitor.
Once the capacitor is charged, it will retain its Figure 1.86 – Capacitor charging.
charge indefinitely even, if the switch is opened.
Thus, the voltage across the ends of the capacitor will be maintained at roughly the same
voltage as that of the battery.
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Warning! Capacitors can store a charge for a considerable time after the power switch
to them has been turned off. This charge
can be DANGEROUS! A large electrolytic
charged to only 5 to 10 volts can melt the tip of a
screwdriver placed across its terminals. High
voltage capacitors like those used in a television
set and photo flash units can store a lethal
charge!
1 - Farad = 1F
1 - microfarad = 1 µF = 0.000 001 F
1 - picofarad = 1 pF = 0.000 000 000 001 F
If you are taking the Basic Electric course as self-study, mark your answers
in the appropriate space on the answer sheet provided in the back of the
booklet. When you have completed all of the assessments for the entire
book, either:
a. Turn the assessments into your instructor along with your Answer Sheet.
The instructor is provided with an answer key and will grade your
assessment and also input your scores into the Komatsu Learning
Management System. Or,
1. What is electricity?
a. The flow of electrons from atom to atom in a conductor.
b. The flow of protons from atom to atom in a conductor.
c. The flow of neutrons from atom to atom in a conductor.
d. The flow of volts within a conductor.
3. What is an ampere?
a. A measurement of potential electrical force.
b. A measurement of current.
c. A measurement of protons within a circuit.
d. A measurement of resistance to the flow of electricity.
4. Many Komatsu and Dresser products use diodes in their electronic systems. How
are these electric components used?
a. They are one-way electrical check valves.
b. They are used for rectification.
c. They are used to conduct current in the reverse direction.
d. Depending upon the application and type of diodes, any of the above tasks could be
accomplished using diodes.
8. The “Right Hand Rule” is used by electricians throughout the world to determine the
direction of current flow. Who is credited with giving us this rule?
a. James Prescott Joule.
b. George Simon Ohm.
c. John Ambrose Fleming.
d. Elmer R. Farad.
9. Which of the following is not a factor, which can be used to control the magnitude of
induced voltage?
a. Decrease or increase the strength of the magnetic field.
b. Changing the direction of conductor movement as it cuts the magnetic fields of force.
c. Increasing or decreasing the number of conductors that are cutting across the lines of
force.
d. Changing the speed at which the lines of force are cutting across the conductor.
10. Which of the following types of transformers would have more windings (turns) on
its secondary winding then its primary winding?
a. Analogous transformer.
b. Isolation transformer.
c. Step-up transformer.
d. Step-down transformer.
From the beginning man has used marks, figures and objects to represent words or sounds. The
ancient Egyptians used hieroglyphics in this way, and Chinese written characters express
thought or meaning.
Today we have a universal means for communicating how electrical power is controlled and
transmitted in a circuit. Electrical engineers from all nationalities can understand these pictorial
and graphic symbols. These signs show the interconnection of components and component
functioning.
Knowing the meaning of the electrical symbols, which represent the components used on
construction equipment, will enable technicians to read the electrical schematics provided by
manufacturers. Because electrical schematics are like "road maps" that show how the current in
a circuit will flow, this new ability will help them locate the source of electrical problems when they
occur.
In this chapter you will study the common electric symbols used in Komatsu and Dresser
publications. These signs will be presented in the following order:
• Common Symbols
• Light Circuit Symbols
• Gauge, Instrument & Monitor Panel Symbols
• Starting Circuit Symbols
• Charging Circuit Symbols
• Engine Preheat Circuit Symbols
COMMON SYMBOLS
Most of the lines on an electrical schematic will symbolize wiring from one electrical component
to another. These lines will be of normal blackness. But sometimes the lines of one circuit will
be drawn bolder to show where current is
flowing at the moment or to show the power
circuit compared to all others on the diagram.
Figure 2.9 – Komatsu wire numbers. The letters following the numbers on Komatsu
wiring schematics represent the color of the wire.
For example, in Figure 2.9, W = white, B = black, G = green and GR = green wire with red stripe.
A standard wiring color code chart is also in the forward of Komatsu Shop Manuals.
The pin side of electrical connectors is called the male connector and the socket side is referred
to as the female connector.
Switches - There are many kinds of switches. Only the most common and basic types will be
discussed here. Special purpose switches, such as the starter switch, will be shown under the
appropriate sub-category.
Figure 2.24 – Shortened battery symbol. Figure 2.25 – Battery capacity markings.
The V and A in the pictorial portion of Figure 2.32 indicates that the rated voltage and amperage
rating is provided in this location.
Figure 2.32 – Pictorial and detailed graphic Figure 2.33 – Alternator with built in regulator.
symbols for an alternator without regulator.
Output devices - Output devices are also known as actuators. They take the electrical current
and put it to work. Typical output devices are lamps, solenoids and motors.
1. Head lamp (including head lamp, tail lamp, panel lamp, work lamp, clearance lamp and
license plate lamp) circuit.
The Haulpak division uses the symbol shown in Figure 2.39 – Common Komatsu solenoid symbol.
Figure 2.40.
Figure 2.49 – Glow plugs connected in series. Figure 2.50 – Glow plugs connected in parallel.
Ribbon heaters are shown as resistors. Shown in Figure 2.51 is a simple ribbon heater with two
heating elements. The symbol used to illustrate this type of heater is shown at the right.
There are more complex ribbon heaters. Shown in Figure 2.52 is a ribbon heater used in the
Komatsu 110 series engine. It has six elements wired in a series parallel circuit.
Horns and Buzzers - Electrical horns contain a coil (electromagnet) that is energized when
electricity flows to them.
This magnet pulls a movable plate and at the same time opens a set of contact points. When the
contact points open, the coil is demagnetized, so the movable plate returns to its original position
by spring tension. At the same time the contact points are closed and the process is repeated.
In this way the movable plate continually strikes a diaphragm to cause the horn sound, (Figure
2.53).
Shown in Figure 2.54 is the pictorial illustration used for showing a horn in Dresser schematics.
The Haulpak Division uses air type horns. Therefore, you will not find a horn symbol on their
electric schematics.
Electrical warning buzzers are more complicated in design. They consist of a series of
transistors, capacitors and resistors, which create various surge current to the buzzer coil.
These repeated surges create the sound.
Fortunately, the detailed buzzer schematic is used only when explaining how the buzzer works.
The simple symbol shown in Figure 2.56 is the one normally found on Komatsu schematics.
Other devices - There are many other common electrical symbols that can be used alone or in
combination with others to illustrate how an electrical device works. Shown in the following
figures are some that appear frequently in Komatsu America International Company
publications.
Fuses are designed to protect a circuit from excessive current flow. They melt in two, thus
breaking the circuit if this occurs. There are two symbols for a fuse.
Because we have already presented the electric symbols that make up this circuit, they will not
be repeated here.
Newer style instrument panels use electrical Figure 2.67 – Bourdon tube pressure gauge.
sensors to detect pressure or rather the absence
of pressure.
If the engine oil pressure indicator is normal, it Figure 2.70 – Engine oil pressure indicator.
goes ON when the key switch is turned on and
goes OFF while the engine is running. If there is
an abnormality, this light flashes and a buzzer
sounds.
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Fuel gauge circuit - Machines using older
individual style gauges use a circuit similar to
that shown in Figure 2.71. This system
effectively converts the fuel level of the tank into
an electrical value, which can be indicated on the
fuel gauge.
The load balancer contains resistors, which allow the use of a 12 volt fuel gauge in a 24 volt
system. The tank unit consists of a float linked to a variable resistor by an arm. In this way, as
the float movement changes, the resistance also changes proportionally.
The signal from the fuel level sensor goes to a micro-chip in the monitor panel. The micro-chip
has seven terminals, each wired to pass current at a different degree of resistance. Each
micro-chip terminal is connected to one of the seven bars on the liquid crystal fuel level indicator.
Figure 2.87 – Combination of symbols, which Figure 2.88 – Current flow during cranking.
represent a safety relay.
The symbols shown in Figure 2.87 represent the semi-conductor type safety relay, which has
been installed on Komatsu products for nearly twenty years. It consists of a coil, contacts, two
transistors, three diodes, one zener diode, three resistors and two capacitors. During cranking,
current flows through the switch as shown in Figure 2.88.
When the engine is running, the alternator begins producing electricity and some of it is directed
from the alternator R terminal to the R terminal of the safety relay to actuate its safety function.
Typically the charging circuit consists of the batteries, an ammeter or charge lamp, the alternator
and regulator. Because they have already been presented, the battery symbols will not be
discussed here.
Charge lamp - A charge monitor lamp is provided when an ammeter is not. These warning
lights advise the operator if there is a malfunction of the alternator. When the starting switch is
turned ON, it will light up, but it should go out when the engine speed rises. If the lamp lights up
during operation, something is wrong with the charging circuit.
Alternator with built in regulator - All current production machines are supplied with regulators
with built-in voltage regulators. Therefore, the symbols for an alternator and regulator are
combined.
Some of the first machines to be fitted with an alternator and those with a DC generator had
external regulators.
Notice that alternators and DC generators with external type voltage regulators have four
terminals.
There are five types of engine cold weather starting aids found on Komatsu products. These
are:
1. Ether injection
2. Preheater
3. Glow plug
4. Ribbon heater
5. Automatic priming system (APS)
As you can see, three components (batteries, battery relay and starter switch) of the preheat
circuit are also components of other electrical systems. Because these three have already been
discussed, only new symbols will be shown here.
Early model engines had glow plugs connected in series such as the circuit shown in Figure
2.104.
However, when glow plugs are connected in a series circuit they and other system components
share the same ground. Consequently, if one glow plug or component fails (open circuit), the
entire system is defective. For this reason newer glow plug systems are wired in a parallel
fashion as shown in Figure 2.105.
Figure 2.104 – Series glow plug circuit. Figure 2.105 – Parallel glow plug circuit.
KT800895-R1 Basic Electric - 4005
March 2005 Page 2-23
Ribbon heaters - Many of the newest design small diesel engines use ribbon heaters. It is
installed either before or after the intake manifold. There are single or multiply element ribbon
heaters.
Some ribbon heaters, such as the one used in the Komatsu 110 series engine (Figure 2.107),
contain several coils connected in a series parallel manner.
Notice that with the above wiring arrangement of six coils, if one coil were to burn out, three coils
would continue to function.
1. The operator cannot use the system unless the engine is cold (engine water temperature
below 20°C or 68°F),
2. The glow plug preheat time has been fixed with a bi-metal timer.
Basic Electric - 4005 KT800895-R1
Page 2-24 March 2005
3. Fuel cannot be injected into the intake manifold unless the engine is running.
4. Preheat fuel nozzle opening is electrically controlled (10 times/second) to obtain optimum
atomization and burning of fuel.
5. Automatic system shut down when engine is warmed up (water temperature above 20°C or
69°F).
Figure 2.110 – Panel switch and symbol. APS pilot lamp - When the preheat (APS) panel
switch is pressed, and if the engine coolant is
cold enough, the APS pilot lamp on the monitor
panel will light up. This indicates that the circuit
to the glow plugs is functioning. In about 15 to 20
seconds this lamp should go out, which is the
signal for the operator to start the engine.
Figure 2.111 – Engine preheater monitor lamp and
its schematic symbol.
Relays - Again look at Figure 2.109. The APS
contains four relays, the safety relay, the preheat
relay, the heater relay and the preheat back-up
relay. Each relay allows current to pass through
it under different specific conditions. Relays are
electric magnetic switches. Current cannot pass
through them unless the circuit through their coil
is completed. For example, in Figure 2.110 the
Figure 2.112 – Relay symbol. safety relay is shown but the wires to and from its
coil are not. This is because the safety relay is
not really a part of the APS. It is activated when the start switch is turned ON. The safety relay
is shown in the APS circuit diagram because current must pass through it to enter the system.
Bi-metal timer - The bi-metal timer symbol looks like a relay, but it is constructed differently.
The top set of points are connected to two pieces of metal. These pieces of metal are either of
different types, different thicknesses, or both and are laminated together. When the bi-metal
strip is heated, one of the metals expands more then the other, causing the contact points to
either contact or pull apart (both types are available).
Figure 2.113 – Bi-metal timer symbol with Figure 2.114 – Bi-metal timer symbol with the
normally closed points. bi-metal heated and contacts open.
With the bi-metal timer shown in Figure 2.113, if the preheat switch was moved to the AUTO
position, current would flow through the contacts for a while. Notice that when current goes
through the contacts, it would also go through the coil and the bi-metal strip would begin to heat
up.
In the APS circuit, the bi-metal is connected to the APS pilot lamp so that when the APS is first
turned ON, the light lights up, but when the bi-metal is heated, the contacts open cutting the
current flow to the lamp. This advises the operator that the intake air has been heated
sufficiently to start the engine.
Water temperature sensor - By looking at the APS schematic, you can see that current must
flow through the preheat relay before it reaches the APS controller or glow plugs. Also, current
cannot pass through it unless the coil/magnet is actuated. The APS water temperature sensor
completes the preheat relay's coil/magnetic circuit when the engine coolant is cold enough.
Notice that the glow plug symbol shown in the APS circuit diagram is different than the symbol
shown in Figure 2.103. Either symbol could be used.
In nearly every circuit today, one can find semiconductors. Most of the semiconductors found
on construction equipment are either diodes or transistors. Following are shown the symbols
you will see most often in Komatsu America International Company products.
If you are taking the Basic Electric course as self-study, mark your answers in
the appropriate space on the answer sheet provided in the back of the booklet.
When you have completed all of the assessments for the entire book, either:
a. Turn the assessments into your instructor along with your Answer Sheet.
The instructor is provided with an answer key and will grade your
assessment and also input your scores into the Komatsu Learning
Management System. Or,
One of the most important electrical functions on construction machinery is to be able to rotate
the engine crankshaft with sufficient force and speed to ensure combustion for starting. The
combination of components that provide this vital function is referred to as the starting system.
It is necessary for the field service technicians to have a thorough understanding of starting
systems so that they can rapidly find the source of starting problems.
In this chapter you will examine a typical starting circuit and learn the construction and
functioning of its components. The contents of this chapter will be presented in the following
order:
The major components of any starting system are the battery, a battery relay or master switch,
a starting switch, a magnetic switch (sometimes referred to as a starter solenoid) and the starting
motor. Following is a description of these components and their function within the system. In
addition, some starting systems contain a safety relay, fusible link and a diode. Therefore,
explanations of the functioning of these components is also provided.
Battery - A battery is like a checking account at the bank. When pocket money is needed, you
can withdraw the amount needed. But you will soon run out of money in the account if no
deposits are made. Therefore, it is necessary to make deposits from time to time to ensure the
availability of funds when you need them.
The same is true of a battery. Electricity in the battery is used when starting the engine or when
using other electrical devices. But the battery will run down if it is used without recharging.
The plates are coated with special materials referred to as the active substances. The active
substance of the positive plates is lead peroxide which is coated on the grid of lead alloy where
the positive electricity develops. The negative plates have spongy lead coated on the grid where
the negative electricity develops. Both the positive and negative plates can produce electricity
only when they are immersed in a diluted sulfuric acid solution called electrolyte. If both types
of plates were to come into contact with each other, current flows and there would be a loss of
stored electricity. To prevent this from happening, separator sheets are placed between all
plates. Finally, all the positive plates of one cell are connected to all other positive plates in the
other cells of the battery where their combined energy is concentrated at the positive battery
terminal. All negative plates of all cells are linked to the smaller negative battery terminal.
Since the plates undergo a chemical change by absorbing sulfuric acid in the electrolyte, the
sulfuric acid in the electrolyte decreases as the chemical change of the plates advances. This in
turn increases the water content, thus reducing the specific gravity of the electrolyte. If the
specific gravity of the electrolyte is measured at this time, it is possible to know just how much
battery discharging has occurred.
As stated above, battery discharging causes the plates to undergo a change. Because of this,
too much discharging can cause the plates to bend or cause the peeling off of the active
KT800895-R1 Basic Electric - 4005
March 2005 Page 3-5
substances. Both of these defects will lead to premature failure of the battery or shorter life.
Therefore, it is important to recharge the batteries when the specific gravity drops below 1.20.
The capacity of a battery is expressed in terms of an ampere-hour (Ah) rating. This rating
indicates the intensity of continuous current (amperage draw) the battery can provide over a
period of 20 discharge hours. After 20 continuous discharge hours the battery will have reached
its final terminal voltage. Figure 3.10 shows that the final terminal voltage of a single battery cell
when measured at 20 hour continuous discharge rate would be 1.75 volts. Therefore, if a 12 volt
battery had the same rating, its final terminal voltage would be 10.5 volts.
Therefore, in the winter it may be difficult to start your engine due to diminished battery capacity.
Also, cold weather causes the engine oil to thicken and this creates additional resistance to
engine rotation. For these reasons, make certain that the charging system is working and start
the engine with a fully charged battery. Absolutely avoid using a battery which is discharged
more than 25% in winter.
Electrolyte - As previously mentioned, electrolyte is the diluted sulfuric acid solution in which the
battery positive and negative plates are submerged.
However, we do know that the specific gravity of the battery decreases as it discharges.
1. Store batteries which are not in use in a cool, dry place as self-discharge is accelerated in
high temperatures.
2. Remove batteries from vehicles not in operation and store in a cool place.
4. Keep the tops of batteries clean and dry. If a battery is dusty and moistened by electrolyte
or water, very slight current will flow and self-discharge will occur. Clean batteries with a
solution of baking soda and water.
6. Use only distilled water to replenish electrolyte level that has diminished due to evaporation.
Tap water contains minerals, which will settle at the bottom of the battery and cause it to
self-discharge.
7. Take care when working around batteries. Dropping a wrench or screwdriver across a
batteries terminals can cause serious damage. Also the resulting sparks could set off an
explosion, particularly during recharging as the fumes from a battery are combustible.
8. When disconnecting a battery, remove the negative ground strap first, then the positive lead.
Reverse this procedure when connecting a battery. This will prevent electrical shorting.
9. Make certain that you have connected a battery properly before attempting to start the
engine. This can be confirmed by observing the ammeter while turning the key switch on.
If the ammeter pointer moves from the center to the "-" (or "D") side when the light switch is
turned on, this indicates that the terminals are properly connected.
10. Do not crank the engine for longer than 30 seconds. Rest the battery at least 30 seconds
before cranking again. Cranking the engine for longer then 30 seconds can damage the
starter motor and decreases the charge of the battery. Look for causes of hard starting
before continuing.
Figure 3.17 – Three terminal battery relay and its Figure 3.18 shows that when the battery relay
circuit diagram. control circuit is complete, the coil becomes an
electromagnet which draws the plunger in and
the main contact "C" is closed. The negative
terminal is now grounded through the "E"
terminal of the battery relay and the machine
electrical system is completely energized.
Figure 3.26 – Two position type key switch. Figure 3.27 – Dresser four position key switch.
The two position key starting switch will illuminate the instrument panel warning lights when
turned ON. If any of the lights do not come on, replace the bulbs. Turn the switch to the OFF
position to disconnect the electrical circuit to the instrument panel, and to shut down the engine.
This type switch is found primarily in the Dresser and Galion product lines. A separate starter
button is used when cranking the engine for starting.
A This is the ACC (accessories) position and is used for added electrical accessories, which
may be required to be on without the engine running.
B This is the OFF position. Turn the switch to this position when turning off the engine or to
disconnect the electrical circuit to the instrument panel.
C This is the ON or RUN position. The instrument panel warning lights will be illuminated when
the switch is in this position.
D This is the START position. The cranking motor will engage and the instrument panel
warning lights will illuminate. Release the switch the instant the engine starts; the switch will
automatically return to the RUN position.
The Komatsu four position starting key switch is labeled - ON, OFF, HEAT and START. If the
key is turned to the ON position, it will remain there after being released. If the key is turned to
either the START or HEAT position, it will automatically spring back to ON or OFF (respectively)
after being released.
There are six terminals, "B," "BR," "R1," "R2," "C" and "AC". The "B" terminal comes from the
battery and is always hot. When the key switch is turned to the ON position, the contacts
between the "B" and "BR" terminals are completed and current for most machine electric
systems is available. Terminals "R1" and "R2" are used when preheating the engine during cold
weather starts. "R1" receives current when the key is held in the HEAT position. "R2" gets
current during cranking. When starting the engine, contacts between the "B" and "C" terminals
are complete so current can pass out of the switch "C" terminal to the starter motor solenoid for
cranking. "AC" is the accessory terminal. Current is fed to the instruments and lights from this
terminal so it receives current whenever the key is in the ON position.
Start Button - These are various key switches. Modern machines use a key switch to start the
engine. However, there are many seasoned machines, which use a simple push button for
cranking the engine. The push button should be released the instant the engine is started.
There are two types of safety relays. The Figure 3.39 – Starter motor.
original version consists of coils and contact
points and the newer semi-conductor type.
The circuit diagram in Figure 3.42 shows the three coils, four contact points, two resistors and
five wiring terminals of the original safety relay.
When the starting motor switch is turned to START, current flows from terminal "C" of the
starting switch to terminal "S" of the safety relay → coil "L1" → switch "S1" and terminal "E".
When current flows to coil "L1", switches "A" and "B" are pulled down to make a circuit. Then,
current flows to the positive terminal of the battery at the "B" terminal of the safety relay → switch
"A" → switch "B" → terminal "C" of the safety relay → terminal "C" of the starting motor to rotate
the engine.
The drawing in Figure 3.43 shows current flow through the battery relay when cranking the
engine. The drawing in Figure 3.44 shows the same current flow using a schematic.
Figure 3.45 – Current from the alternator cuts the Figure 3.46 – Current through original safety relay
circuit to the starter. after the engine starts.
While the engine is running, the current generated by the DC generator or alternator flows to
terminal "A".
Alternator current entering terminal "A" flows through coil "L2" → resistor "R2" → terminal "E"
→ then to ground on the body. The flow of current through coil "L2" produces a magnetic force
which pulls switch "S1" to open its contacts. Therefore, when the engine is running and the
generator or alternator is generating electricity, the current which would normally flow from
terminal "S" to coil "L1" is cut off by switch "S1" and no magnetic force is produced in coil "L1".
Consequently, switches "A" and "B" do not contact and the starter does not rotate.
Terminal Location
E Ground
B B terminal of starting motor solenoid
C C terminal of starting motor solenoid
S From stating key switch C terminal
R From alternator R terminal
Figure 3.49 shows the major parts of the semi-conductor type safety relay. These parts are the
safety circuit, a coil and a set of contact points.
Figure 3.50 shows the circuit diagram of the semi-conductor type safety relay.
The use of transistors "Q1" and "Q2" and diodes "D2", "D3", "D4" and "Z") have greatly increased
the life of safety relays.
When the starting (key) switch is turned to the START (cranking) position, the current flows from
the starting switch through resistor "R4" to the base of transistor "Q2", (see Figure 3.51). This
forms a circuit between collector "C" and emitter "E" which completes the circuit "S" → "L" →
"Q2" → "E". The flow through coil "L" makes it an electromagnet which closes contact "T". Now
current is able to flow from the "B" terminal of the starting motor to the "C" terminal to rotate the
starting motor. Figure 3.52 shows the complete current flow when cranking.
MAINTENANCE
Battery maintenance - Small, seemingly insignificant matters may affect battery life if neglected.
And when the battery is defective the engine cannot start. To prevent battery related problems
the following battery maintenance checks are recommended.
9 Check the battery case and cover for dust accumulation and corrosion. Thoroughly clean
with a baking soda and water solution. Fizzing of the solution indicates that acid is present;
this will continue until the area is clean. Dry the battery completely.
9 Check the terminal posts and clamps for corrosion and tightness. Clean as described above
if necessary. Cable clamps should be tightly fastened to terminals.
9 Use the proper tools for installing and removing battery cable clamps. Tapping cable clamps
onto the posts with a hammer, or prying them off with a screwdriver can cause the post to
break off inside the battery case and/or separate from the lid. If this occurs, it can cause a
spark with a resulting explosion. Battery clamp pullers for removing terminal clamps are
available, as well as battery clamp spreaders. Use the spreader to enlarge clamp holes to fit
posts before installation.
9 Check the battery support frames and hold down clamps for proper fit and tightness.
Looseness will cause cracking of the battery
case.
One of the simplest methods for checking Figure 3.57 – Specific gravity chart.
battery electrolyte specific gravity is using a
specially made refractometer. Simply put 1 or
2 drops of electrolyte onto the prism face
using the glass sampler and read the scale
where the shade changes. Be advised that
most of these devices have two scales, one
for specific gravity of electrolyte and the other
for cooling system antifreeze protection. Be
certain to read the correct scale.
Wiring and connector maintenance - A recent Figure 3.58 – Using a refractometer to check
battery electrolyte specific gravity.
study showed that more than half of all electronic
system failures was due to faulty wiring or electrical connectors. These items may possibly be
the most neglected part of the electrical system.
9 Inspect wiring for cracks, broken and missing coatings and loose or missing connectors.
Inspect the old brush contact surface and where it contacts the commutator. Rough surfaces
indicate distorted or loose brush holders.
When removing or installing the springs, take care not to deform them by applying excessive
force. Deformed or weak springs will not press the brushes securely against the commutator,
thereby causing sparks and low current flow. This leads to excessive wear of brushes and
commutator.
TROUBLESHOOTING
9 Low battery charge: Charge battery and check specific gravity. If battery does not respond
to charging, replace.
9 High resistance in circuit: Clean and tighten all connections. Repair or replace faulty wiring.
9 Defective starter motor: Service and repair. Starting motors have a short time rating of 30
seconds running and 30 seconds resting. Any operation that deviates from the short time
rating can cause the motor to burn out prematurely. On the other hand, any operation within
the short time rating such as 20 seconds running and 30 seconds resting will keep the motor
from burning out prematurely.
9 Starting motor bearings dry: Lubricate bearings with proper viscosity oil.
9 Engine oil to thick for ambient temperature: Replace with lower viscosity oil.
9 Extremely cold weather: Warm the battery before starting the engine.
9 Low battery charge: Charge battery and check specific gravity. Install a new battery if it does
not respond to charging.
9 High resistance in starting circuit or defective wiring: Clean and tighten all connections and
replace faulty wiring.
9 Low battery charge: Charge battery and check specific gravity. Replace the battery if it does
not respond to charge.
9 High resistance in circuit: Clean and tighten all connections and replace faulty wiring.
9 Open circuit in starter solenoid hold-in winding circuit: Repair or replace solenoid or wire.
If you are taking the Basic Electric course as self-study, mark your answers in
the appropriate space on the answer sheet provided in the back of the booklet.
When you have completed all of the assessments for the entire book, either:
a. Turn the assessments into your instructor along with your Answer Sheet.
The instructor is provided with an answer key and will grade your
assessment and also input your scores into the Komatsu Learning
Management System. Or,
6. Which of the following Komatsu starting switch terminals receive current only when
the key is placed in the START position?
a. AC
b. C
c. B
d. BR
7. What is the functioning difference between a Dresser four position key switch and a
Komatsu four position key switch?
a. Dresser does not use a four position key switch. Instead, they use a two position key
switch and a starter button.
b. The Dresser switch does not have a “heat” position.
c. The accessories receive current when the Dresser switch is in the OFF position.
d. There is no difference between the Dresser and Komatsu four-position switch.
8. What is the function of the battery relays found in the starting circuit of Komatsu
designed machines?
a. These are anti-vandalism devices.
b. They protect the machine electrical system from aver-voltage (36 or more volts).
c. They prevent the starter from receiving current after the engine is running.
d. They eliminate the possibility of short circuit or getting shocked when repairing or
replacing electrical components.
9. When does the greatest intensity of current flow to the starter motor?
a. When the key switch is placed in the ON position.
b. When the key switch is placed in the START position and during the time that the starter
motor first begins to rotate and the pinion gear starts to engage the ring gear.
c. When the key switch is placed in the START position and the pinion gear and the ring
gear have completed their engagement.
d. When the key switch is held in the START position after the engine is running.
10. Which of the following suggestions will minimize the self-discharge of a battery?
a. Remove batteries from vehicles not in operation and store in a cool place..
b. Keep the tops of batteries clean and dry.
c. Use only distilled water to replenish electrolyte level that has diminished due to
evaporation.
d. All of the above can minimize the self-discharge of a battery.
The charging system is needed to replenish the positive charge of the battery. This is important
to ensure that the engine can be easily started and that other machine electrical devices can be
used.
Field Service Specialists need to have a complete understanding of the charging system so that
they can easily repair the system should it become defective.
Chapter 4 will examine the structure and function of the charging system and its components.
The contents of this chapter will be presented in the following order:
A typical charging circuit is illustrated in Figure 4.1. It consists of a generator or alternator which
charges the battery and provides current to
electrical devices, a regulator, an ammeter or
charge lamp to indicate the charging level, and
the wiring between them.
When the battery relay solenoid has been energized, a path is completed for current to flow from
the battery (+) → battery relay "B" → battery relay "M" → starter & safety relay "B" → alternator
"B".
Figure 4.4 shows this flow. Current is now available for all machine electrical circuits.
When the key switch is placed in the “START" position, current flows from the starter switch "C"
terminal to the safety relay.
This completes the circuit of the safety relay from its "B" terminal to its "S" terminal so cranking
current is delivered to the starter. At the same time the start signal of the monitor panel is
energized. (See Figure 4.5.)
After the engine is running and the alternator begins generating electricity, current flows from the
alternator "R" terminal to the starter relay "R" terminal. This cuts the safety relay's connection
between its "B" and "C" terminals to prevent accidental cranking when the engine is running.
At this time current also flows through a diode to the battery relay (+) "BR" terminal to keep the
solenoid energized during the time that the key switch is being returned to the "ON" position.
Also notice that current goes to the charge signal of the monitor and to the service meter.
Figure 4.7 shows how current reaches the battery to recharge it when the engine is running.
The batteries are recharged when the engine is running. The current flow is from the alternator
"B" terminal → starter "B" → battery relay "B" → battery + terminal.
COMPONENT CONSTRUCTION
The major component of the charging system of a typical piece of construction equipment is a
generator or alternator, a voltage regulator, a rectifier when an alternator is used and an
ammeter. Next, we will examine the structure of these items.
Generator - Figure 4.8 shows the parts of a generator. The coils are used to set up north and
south magnetic poles. When the armature is rotated, the magnetic fields of force are broken and
electricity is generated. This generated electricity is transferred from the commutator to the
brushes and sent to the machines electrical appliances and battery as needed.
The current produced by a generator flows in only one direction and is called "direct current"
(DC).
The current flowing through the coils also generates heat and due to the speed the generator is
driven. The higher the rpm's the greater the heat and too high temperature can deteriorate the
coil wire insulation. To prevent this, a cooling fan is installed.
The commutator is made of copper and divided into a number of segments. The gaps between
these segments are filled with mica to insulate them from each other. The brushes are made of
carbon and are held in place against the rotating armature by springs. These brushes wear so
they should be inspected for serviceability every 1,000 hours of operation.
Voltage regulator for generator - A generator generates electric current, which may be
directed to the battery to charge it or to the machines electric accessories. The generated
voltages are proportional to the speed of the engine and there often is high intensity of current
and excessively high voltages, which, if not controlled, could cause damage to or shorten the life
of electrical components. The device we use to keep generated voltages and current within
acceptable ranges is the regulator.
The generator regulator consists of three electromagnets. The "cut-out relay" (at the right in the
Figure above) is used to open the circuit leading
to the "B" terminal whenever the voltage of the
generator reduces to a level lower than that of
the battery. This prevents current from flowing
back from the battery to the generator. The
center part of the regulator is the current
regulator.
The contact points within a regulator will in time become burned. Burned points have decreased
contact surface and consequently deteriorated functioning. Burned regulator points can be
resurfaced by burnishing each point separately until every point gets a refreshed, flat,
conductible surface.
Use number 400 sand paper or equivalent. After burnishing, wipe the dust from contact points
with a dry, clean rag.
KT800895-R1 Basic Electric - 4005
March 2005 Page 4-9
Alternator - All recently built Komatsu machines are equipped with an alternator rather than a
generator. Alternators generate alternating current (AC) rather than direct current (DC).
The electromagnet of an alternator is an iron core wound with wire. In the following diagram,
when the polarity of the magnet on one side is south, the polarity on the opposite side is north.
When the rotor or electromagnet turns slowly, the voltage generated is low. Therefore, if the
engine rotates at low speeds or if the V-belt slips, the voltage generated may not be sufficient to
charge the batteries. In this case the ammeter pointer does not move toward the + (plus) side
(charging).
The brush is carbon and is inserted in a holder. Since it is pressed against the slip ring by
springs, it wears over time. A worn brush sparks between it and the slip ring and this adversely
effects both brush and slip ring. The same phenomenon occurs if the brush holder is loose or the
brush is unevenly worn. Because of this, the brushes and slip rings should be checked at the
specified intervals. If the surface is badly roughened, polish with #400-#800 sand paper, then
wipe the surface clean with a cloth. Replace a deformed or rusty spring. If the bearing makes
noise it is probably worn so replace it. These bearings are sealed with grease so lubrication is
not necessary.
When a wire is across the fields of force of a magnet, an electric current is generated in the wire
(by induction).
A current is also generated when a magnet is moved near a fixed wire. Notice that the
relationship between the movement of the
magnet and the direction of electric current
flowing through the wire is shown in Figure 4.19.
Thus, even though the magnet is moved in the
same direction, the direction of flow of the
current varies depending on whether the polarity
of the magnet is north or south.
Figure 4.19 – Rotating magnet and fixed wire. As the magnet's rotating speed increases, or as
the force of the magnetic field increases, the
voltage becomes higher and more electricity is
generated.
In the alternator, the wire loop through which the generated electric current passes is called the
stator coil.
In reality, an alternator uses an electro-magnet consisting of an iron core, on which wire is wound.
When an electric current is passing through the coil windings, the iron core is magnetized.
If three loops are positioned around a magnet at intervals of 120°, electricity is generated in all
three loops as the magnet turns. In this case, the waveform becomes more complicated than
with only a single loop. (Figure 4.24)
By connecting one end of each of the three loops together and then connecting wires to the other
ends, it is possible to collect a three-phase alternating current.
Rectifier - A three-phase alternator uses two types of diodes (three each). These six diodes are
used for rectification.
Three similar diodes used for alternator rectification are set in a single holder to allow current to
pass from the body to the terminals.
The other three diodes are set in another holder allow current to pass in the opposite direction.
When replacing or checking the diodes, be careful not to confuse the different types of diodes.
The diodes are adversely effected by heat, and at high temperatures their rectification drops
substantially. For this reason, the holders have a plate to insulate the stator coil. Avoid applying
steam to the alternator when cleaning. Also, when soldering the diode terminal, use an
appropriate plate to draw heat from the terminal.
The diodes prevent current from flowing from the battery to the stator coil. However, excessive
voltage may damage the diodes. If this occurs, current may flow from the battery to the stator
coil. Therefore, when quick charging the battery, be sure to remove the battery from the vehicle
or disconnect the alternator B terminal.
As the voltage generated by the alternator rises and the current flowing from terminal N to the
coil increases, the magnetic attraction also increases, enabling the magnet to attract the plate
and close the contact circuit. This causes the current from terminal I to bypass the resistor. That
is, the current from terminal I flows to the rotor coil directly through terminal F. As a result, the
current flowing through the rotor coil rapidly increases.
Figure 4.30 – Current flow through field relay Figure 4.31 – Current flow through the field relay
when alternator output is low. when alternator output is high.
When the voltage generated by the alternator rises rapidly above battery voltage, the current
flows from the alternator terminal B to the battery charge it. With this type of alternator, the
voltage generated at terminal N is about 5 volts. The other electromagnet in an external
regulator for an alternator is the voltage regulator relay.
Like the field relay, this relay consists of an electromagnet with a spring-loaded plate operating
a contact. Current generated by the alternator enters the electromagnet coil from terminal I. The
other end of the coil is connected to terminal E.
When the current flowing through the coil is small, the spring-loaded plate is not moved. When
the current increases to a certain level, the strength of the electromagnet becomes strong
enough to overcome the spring force and the plate is moved.
The plate has a moving contact. (See Figure 4.32.) When the spring force is greater than the
electromagnet, the circuit to the low speed contact is complete. When the strength of the
electromagnet is greater, the plate is moved, the low-speed circuit is broken and the circuit to the
high-speed contact is closed.
Figure 4.33 shows the current flow when the low-speed contact circuit is complete (current flows
to the rotor coil via terminal I). This magnetizes the alternator rotor.
Notice that the current flows through a resistor when the alternator voltage reaches 29 volts. As
a result of the added resistance, the rotor coil current decreases and the voltage generated
drops. Therefore, the voltage coil magnetic intensity also decreases. When the voltage
decreases to 28 volts, the plate is separated from the magnet by the spring force and the
low-speed contacts are connected again. Now, the current flows to the rotor coil in the same
manner as before and the voltage rises.
If contacts are defective, they can sometimes be corrected by polishing them to get a smooth
contact surface. Use # 400 emery paper between the contacts points to smooth the surfaces.
After polishing, remove the residue with a clean dry cloth, and then adjust the relay.
Semi-conductor type regulator - All newer alternators have built-in semi-conductor type
regulators. They have replaced the older models because these regulators do not have contact
points, which require polishing, and their operating life is much longer.
Figure 4.38 identifies the major components in a semi-conductor type regulator. Notice that the
regulator consists of two transistors, a zenor diode, a regulator diode, three capacitors and
several resistors.
Figure 4.39 shows the current flow when the key switch is turned "ON". Current comes from the
batteries to the alternator field coil to excite it. This circuit is completed through transistor T1 in
the regulator.
Secondly, it flows to the base of transistor T1 to turn it on and make a complete circuit for the field
coil.
As current flows through the field coil, the generated output increases to raise the voltage at
terminal B, thus the charging rate to the batteries increases.
When the batteries become fully charged, they have more resistance to current flow then the
combined resistance of resistors R2, R3 and the zenor diode of the regulator. (Voltage at
terminal B exceeds the specified level.) As a result, the zenor diode allows current to pass
through it to the base of transistor T2 to turn it on. When transistor T2 is turned on, it opens a new
path for the current that had been energizing the base of transistor T1 to ground. This turns
transistor T1 off.
When transistor T1 is turned off, the circuit of the field coil is broken to decrease alternator output.
As the output voltage drops, the battery charging current decreases.
If a DC ammeter is connected wrong, its indicator can be damaged as it bounces against its end
of stroke stopper.
The charging system does not require much maintenance. The following checks will insure
normal functioning for many hours of operation.
1. Check the alternator or generator belt tension periodically. The amount of belt deflection at
a specified tension will be shown in the operator’s manual.
2. Check the condition of the fan belt. It should not have cracks in the rubber, frayed edges or
glazing. Remember that a V-belt should ride on the sides of the pulley groove, not the
bottom. If the belt bottoms in the pulley, the pulley as well as the belt may be worn.
3. Inspect the brushes and commutator on generators and alternators that have brushes every
2000 hours of operation.
4. Periodically check the wiring of the charging circuit. Loose connections may not allow
current to pass.
5. Never disconnect or connect any alternator or regulator wiring with the batteries connected,
or with the alternator operating.
6. Repair frayed wires properly. Solder broken wires together and seal splices with shrink tube.
Don’t expect black electrical tape to keep moisture out of joints.
7. If wiring needs replacement, use the size recommended by the manufacture. A wire that is
too small will soon fail.
TROUBLESHOOTING
The following checklist can help identify possible causes of charging system problems.
9 High resistance in the charging circuit connections. Check the voltage drop to locate
resistance.
9 Defective wiring. Check voltage drops in wire to locate broken strands or undersized wire.
9 Dirty voltage regulator contact points. Polish the points to get a flat, conductible surface.
9 Regulator out of adjustment. Adjust as described on page 4.20.
9 Poor regulator ground. Clean and tighten.
9 Misaligned drive belt or pulley: Check pulley and alternator mounting bracket condition.
Repair or align as necessary.
9 Loose mounting or loose drive pulley: Tighten pulley and mounting.
9 Worn or defective bearings: Replace.
9 Generator or alternator brushes not seated: Dress the commutator with #400 sand paper,
install new brushes and ensure brush springs have even tension at center top of brushes.
9 Defective or badly worn drive belt: Replace belt and adjust properly.
If you are taking the Basic Electric course as self-study, mark your answers in
the appropriate space on the answer sheet provided in the back of the booklet.
When you have completed all of the assessments for the entire book, either:
a. Turn the assessments into your instructor along with your Answer Sheet.
The instructor is provided with an answer key and will grade your
assessment and also input your scores into the Komatsu Learning
Management System. Or,
2. Regulated voltage from external alternator regulators can be adjusted. What is the
correct voltage adjustment?
a. Between 26 and 27 volts.
b. Between 27 and 28 volts.
c. Between 28 and 29 volts.
d. Between 29 and 30 volts.
4. There are two different ways to connect stator wires in a three-phase alternator. Why
are Komatsu alternators normally connected in a “Star or Y” type connection?
a. Y connections produce more voltage than Delta types.
b. Y connections permit charging at lower speeds.
c. Y connections are easier and cheaper to produce.
d. Both “a” and “b” are correct.
6. Some alternators have slip rings. How can badly roughened slip ring surfaces be
reconditioned?
a. Polish with #400 - #800 sand paper, then wipe the surface clean with a cloth.
b. Remove rough spots with a rough tooth file, then polish with #400 - #800 sand paper, then
wipe the surface clean with a cloth.
c. Remove rough spots with a fine tooth file, then polish with #400 - #800 sand paper, then
wipe the surface clean with a cloth.
d. Alternator slip ring surfaces can never be reconditioned.
8. Which of the following best describes the function of the transistors within a
semi-connector type regulator?
a. They are used to change alternating current to direct current.
b. They are used to direct current into the field coil.
c. They are used like switches to control the strength of the field coil.
d. They provide rectification.
9. Which of the following could be the cause of low output of a charging system?
a. Slipping fan belt.
b. Misaligned drive belt or pulley.
c. Worn bearings.
d. Strong brush springs.
10. Which of the following charging system items do not require periodic maintenance or
checking?
a. Checking the drive belt.
b. Inspection the alternator brushes for serviceability.
c. Check for loose electrical conditions.
d. Inspecting the alternator diodes for serviceability.
Three elements are needed to create combustion in a diesel engine. These ingredients are fuel,
oxygen and heat. When the intake valves open, air with the necessary oxygen is drawn or
pumped into the combustion chamber. Then the intake valves close trapping, air inside.
Cranking the engine over to quickly compress the air creates the necessary heat. Combustion
then begins when fuel is injected. If the air is too cool or the engine cranks too slowly, the engine
may not start. The purpose of the preheat circuit is to warm the intake air during cold weather to
insure that the air is hot enough during compression to start combustion.
This chapter will discuss the structure and functions of the various preheat circuits and their
components. The contents of this chapter will be presented in the following order:
• Preheater System
• Glow Plug Systems
• Ribbon Heater Systems
• Thermo start System
• Automatic Priming System
• Automatic Preheating System
• Maintenance
• Troubleshooting
Preheater Systems
The preheater circuit consists of a glow plug type preheater, heater signal, resister and circuit
breaker. The preheater is different from a glow plug due to location and capacity. One or two
pre-heaters with the capability to heat all the air in the intake manifold rather than one per
cylinder as is found in a glow plug system. Figure 5.1 shows this circuit outline. When actuated,
current flows from the battery to the starter switch B terminal. The key switch is held in the
preheat position and current flows to the R1 and R2 contacts of the switch. From the R1 terminal
current flows through the heater signal to the resister. Also, current comes to the resistor from
the R2 terminal. The current to this point is 24 volts.
Resistor - The resister drops the power supply voltage from 24 volts to the voltage setting of the
glow plugs. It is desirable to use low voltage glow plugs because they use less electricity to
generate heat. This reserves electricity for cranking the engine. From the resistor, lower voltage
(18V, 12V or 6V) continues to the circuit breaker.
Notice that with the 110 series ribbon heater, if one of the two elements were broken, the other
would still function. However, if the common inlet wire or ground wire is broken, neither element
will function.
The thermo start is found in the air intake manifold. This circuit consists of a preheating switch,
heater signal, resistor, and thermo start(s). Flow of the circuit in this circuit is as follows:
Battery Î starting switch Î heater signal and resistor Î preheating switch Î thermo start(s)
Î ground.
The automatic priming system is found on Komatsu 155 and 170 series engines. It heats the
intake air by burning fuel in the intake manifold.
The components of this system are the key switch; the APS panel switch, the relay box (with
three heater relays, bi-metal timer, two resistors and APS controller), the APS indicator light of
the monitor panel, two glow plugs, two fuel nozzles, and a water temperature sensor.
Figure 5.14 is used to explain what occurs when using the APS. The "flow of time" begins when
the ignition switch is turned ON. This chart should be used to explain to the operator how the
APS system is used. This entire system is controlled electronically. The entire system has one
ground and that is the water temperature sensor. These engines have two water temperature
sensors, one for the APS and another for the water temperature gauge on the monitor panel.
The temperature sensor with one wire connection is for the APS. The engine coolant
temperature must be below 20°C (68°F) for the temperature sensor to complete the APS circuit
to ground. In other words, if the engine coolant temperature is above 20° C (68°F), the system
will not operate.
When the engine coolant is cold enough the water temperature sensor contacts will close,
actuating the preheater relay. Current will flow as shown in Figure 5.15.
To start the APS under the previously mentioned conditions, press the preheat panel switch.
This causes the monitor panel pre-heat indicator to light up.
The large capacity heater relay is now energized. Because of this, current now flows through the
resistors to the glow plugs and B terminal of the APS controller. The resistors lower the voltage
to 18V to meet the rated voltage of the glow plugs. At the same time current passes through the
bi-metal timer to the APS pilot lamp. Figure 5.16 illustrates the current flow described in this
paragraph.
Figure 5.17 describes the conditions above as glow plug preheating. The glow plugs are heating
the intake air before cranking the engine. One of two necessary electric signals has reached the
APS controller.
After the APS pilot lamp goes OFF, turning the ignition switch to START activates the APS
controller. Now the second electric signal required to start the APS controller is sent to the
controller C terminal. The APS controller now sends intermittent (10 times per second) electric
current to the fuel nozzles in the intake manifold. The intermittent opening and closing of the
nozzles ensures good atomization of the fuel.
When the engine is started, the ignition switch is returned to the ON position. Consequently, the
preheater back-up relay is turned OFF and current again reaches the glow plugs via the
resistors.
The APS controller continues to operate the fuel nozzles because the second required electric
Figure 5.22 – Current flow when coolant temperature exceeds 20°C (68°F)
Figure 5.24 – Preheating and after heating with the heater switch.
The automatic preheating system discussed here is typically found on wheel loaders. The
components of this system is the ignition switch, preheat switch, bimetal timer, heater relay, air
intake heater, and pilot lamp display of the monitor panel.
When the ignition switch is ON, and the preheat switch is set to ON, the following circuit is
formed.
1) Ignition switch BR Î heater switch Î heater relay signal terminal Î heater relay coil Î
ground connection.
The ignition switch is ON, and the battery relay is also closed, so electric current flows in the
following circuit.
2) Battery (+) Î battery relayÎ heater relay Î electric air intake heater Î ground connection
and the engine is preheated (or after-heated).
If the heater switch is released, it automatically turns OFF and the preheating is stopped.
If the ignition switch is turned one stage to the left from the OFF position to the HEAT position,
the electric current from terminal B flows to terminals BR and R1. The electric current from
terminal BR flows in the following circuit.
1) Ignition switch terminal BR Î battery relay terminal BR Î battery relay coil Î ground
connection, and the battery relay is closed.
2) Starting switch terminal R1 Î heater relay signal terminal Î heater relay coil Î ground
connection and the heater relay is CLOSED.
Because of circuits 1) and 2), the electric current from the battery flows through the following
circuit.
3) Battery (+) Î battery relay Î heater relay Î electric air intake heater Î ground connection
and the engine is preheated.
In cold weather (-5°C or 23°F), when the ignition switch is turned ON and the preheater switch is
in the AUTO position, the bimetal timer is at low temperature, so the contacts are closed. As a
result, electric current flows in the following circuit.
1) Battery (+) Î starting switch terminal B Î starting switch terminal BRÎ bimetal timer
terminal "2" Î 2) and 3).
3) Bimetal timer terminal "1" Î preheat switch "auto" Î preheat switch "ON" Î heater relay
signal terminal Î heater relay coil Î ground connection.
The electric current in circuit (3) closes the heater relay. As a result, electric current flows in
the following circuit.
4) Battery (+) Î battery relay Î heater electrical air intake heater Î ground connection and
the engine is preheated.
As the engine is being preheated, circuit is passing through the resistor of the bimetal timer, so
the resistor heats up and the bimetal between its terminals "1" and "2" is heated. As a result, after
a time (the time depends upon on ambient temperature), the bimetal bends. Current is stopped
to the heater relay so its contacts are opened and preheating is stopped.
Even after preheating is stopped, current continues to flow between terminals "2" and "3" of the
bimetal timer so the bimetal is continually heated. This prevents the bimetal contacts from
closing. Therefore, the bimetal cannot be straightened until the ignition switch is turned OFF.
This means that preheating is not possible after the engine is started.
If you are taking the Basic Electric course as self-study, mark your answers in
the appropriate space on the answer sheet provided in the back of the booklet.
When you have completed all of the assessments for the entire book, either:
a. Turn the assessments into your instructor along with your Answer Sheet.
The instructor is provided with an answer key and will grade your
assessment and also input your scores into the Komatsu Learning
Management System. Or,
1. What is the purpose of a resistor in an engine intake air heating glow plug circuit?
a. To generate the heat required to quickly start the engine.
b. To increase the voltage to the glow plugs so the intake air will be heated quickly.
c. To lower the supply voltage to the voltage setting of the installed glow plugs.
d. Resistors are never installed in glow plug circuits because their increased amperage draw
would nullify any benefit of having glow plugs.
2. Which of the following Komatsu Automatic Priming System parts must be functional
before any other component will work?
a. APS controller.
b. Water temperature sensor.
c. Bi-metal timer.
d. Preheater relay.
3. What is the purpose of the bi-metal timer found in the Komatsu APS?
a. Signals the operator that the optimum time has come for cranking the engine.
b. It prevents the possibility of preheating after the engine is running.
c. It controls current flow to the electrical air intake heater when the preheat switch is in the
auto position.
d. It limits the duration of cranking in cold weather operations.
4. What is the purpose of the bi-metal timer found in the automatic preheating circuit of
Komatsu and some Dresser wheel loaders?
a. Signals the operator that the optimum time has come for cranking the engine.
b. It prevents the possibility of preheating after the engine is running.
c. It controls current flow to the electrical air intake heater when the preheat switch is in the
auto position.
d. It limits the duration of cranking in cold weather operations.
5. At what temperature will automatic preheating occur in the automatic preheat system
found on Komatsu and some Dresser wheel loaders?
a. Above water’s freezing point at 45° F.
b. Above water’s freezing point at 35° F.
c. At water’s freezing point at 32° F.
d. Below water’s freezing point at 23° F.
7. What is the amp rating of the ribbon heater found in the 110 series engine?
a. 10 amp.
b. 110 amp.
c. 17 amp.
d. 173 amp.
8. At what engine coolant temperature does the Komatsu APS become operational?
a. Any coolant temperature.
b. Below 20° C (68° F).
c. Below 0° C (32° F).
d. Below -5° C (23° F).
9. How many electrical input signals must the APS controller be receiving before it will
begin generating output voltage to the APS fuel nozzle solenoids?
a. One.
b. Two.
c. Three.
d. Four.
10. Most Komatsu wheel loaders have an electronic vehicle monitoring system that
contains a preheat pilot display lamp. During preheating, what does it mean when this
lamp turns OFF?
a. Preheating has stopped.
b. The optimum time has arrived for starting the engine.
c. The circuit to the air intake heater has been broken or is defective.
d. Now is the time to inject ether into the combustion chamber.
IMPORTANT: This is a multi purpose answer sheet designed especially for th eBasic Service Training Materials series. This answer sheet is used to validate
your study of each chapeter or lesson.
INSTRUCTIONS:
NOTE: If you are taking this Basic Subject course online - you will not need to use this form.
A. All answers are based upon the contents of the Baic Service Training Manual.
B. Read each question and all answers carefully.
C. When there are fewer than 12 questions, mark your answer for the number of questions asked per chapter and leave remaining boxes blank.
D. There is only one correct answer for each question. If there appears to be more than one correct answer - select the most correct answer.
E. Please circle the appropriate letter for each answer.
F. Make corrections by drawing a BOLD "X" through any incorrect answer and place a circle around new selection.