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Generator and Regulator - Ingenium I4 2.0l Diesel Description and Operation

The document provides a detailed description of the generator and regulator system for the Ingenium I4 2.0L diesel engine in the 2016 Discovery Sport, including its components, operation, and battery monitoring system. It explains how the generator produces AC power, which is converted to DC and regulated for the vehicle's electrical system, and outlines the smart regenerative charging feature that captures kinetic energy during braking. Additionally, it describes the communication between the generator, battery monitoring system, and body control module to optimize battery performance and manage electrical loads.

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Edwin Alexander Figueroa Valera
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13 views8 pages

Generator and Regulator - Ingenium I4 2.0l Diesel Description and Operation

The document provides a detailed description of the generator and regulator system for the Ingenium I4 2.0L diesel engine in the 2016 Discovery Sport, including its components, operation, and battery monitoring system. It explains how the generator produces AC power, which is converted to DC and regulated for the vehicle's electrical system, and outlines the smart regenerative charging feature that captures kinetic energy during braking. Additionally, it describes the communication between the generator, battery monitoring system, and body control module to optimize battery performance and manage electrical loads.

Uploaded by

Edwin Alexander Figueroa Valera
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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PUBLISHED: 21-JUL-2015

2016.0 DISCOVERY SPORT (LC), 414-02

GENERATOR AND
REGUL ATOR - INGENIUM I4
2.0L DIESEL
D E S C R I P T I O N A N D O P E R AT I O N

C O M P O N E N T LO CAT I O N
!

ITEM DESCRIPTION

1 Local Interconnect Network (LIN) bus connection

2 Generator

3 Battery positive connection

OVERVIEW

A single self-exciting generator is located at the front of the engine on the


left side of the cylinder block, and is driven at approximately three times
engine speed by the primary drive belt.

When the engine is running the generator produces an Alternating Current


(AC), which is converted to a Direct Current (DC) internally by the rectifier
pack. The output from the generator is controlled by the voltage regulator
(located inside the generator) and then supplied to the battery positive
cable through the Battery Junction Box (BJB).

The following variants of generator are fitted, depending of the available


features:

150A - for all vehicles, without heated windshield and climate seats

180A - for vehicles with climate seats

230A - for vehicles with heated windshield

DESCRIPTION

GENERATOR AND REGULATOR


The generator comprises the following major components:

Stator

Rotor

Rectifier pack

Regulator.

The stator consists of a flat core pack into which the stator wires are
pressed.

The rotor comprises a field winding, wound around an iron core and
mounted on a shaft. The rotor is housed within the stator and mounted on
bearings to provide smooth running and support, due to the side loading
applied by the drive belt tension.

The rectifier contains 6 pairs of diodes (six on the positive plate and six on
the negative plate) mounted on a heat sink. The heat sink dissipates the
resultant heat created in the electrical conversion process. The rectifier
converts the AC produced in the stator coils into DC that is required by the
vehicle electrical system.

The regulators function is to provide a controlled variable voltage output


from the generator by controlling the excitation current in the rotor. Two
electrical terminals are provided on the outer casing of the generator. B+
terminal supplies the rectified and regulated DC from the generator via a
large diameter cable to the battery positive terminal. The second terminal
provides the Local Interconnect Network (LIN) bus connection between the
regulator and the Body Control Module/Gateway Module (BCM/GWM)
assembly.

BATTERY MONITORING SYSTEM (BMS)

The BMS (Battery Monitoring System) control module is located on the


battery negative terminal, and connected to the BCM/GWM assembly via a
LIN bus connection. The BMS module contains software maps that provide
a mathematical model of battery conditions, and constantly receives
information from the BCM/GWM assembly regarding the vehicle state and
electrical loading.

The BMS control module monitors various battery parameters, which are
directly measured and predictive values:

Battery current and voltage are the result of direct measurement;


while State of Charge (SoC), State of Function (SoF) and electrolyte
temperature are predicted values.

These signals are used by both the charging system and the stop/start
system to ensure the vehicle functions are optimized. The measurement is
autonomous and happens in all states to enable an accurate condition of
the battery to be assessed at all times. Software based values are calculated
and used as a backup in the event of a system fault condition. If any of the
measured/predicted values do not meet the necessary thresholds, the
stop/start feature will be suspended until the thresholds are met. In the case
of a fault condition, the stop/start system will be disabled for the duration of
the particular drive cycle. Diagnostic Trouble Code (DTC)'s relating to faults
will be stored in the BCM/GWM assembly.

The BMS control module also has a hardwired connection to the battery
positive terminal. This connection is used to avoid any potential voltage
drop in the circuit which results incorrect information received by the BMS
control module. If this connection becomes open, the BCM/GWM assembly
detects a communication loss with the BMS control module. Then the
BCM/GWM assembly default to a fail-safe fixed charging voltage of 14
Volts, stores a related DTC, and sends a message to the Instrument Cluster
(IC) via the MS Medium Speed (MS) Controller Area Network (CAN) comfort
systems bus to illuminate the charge warning indicator.
For additional information, refer to: Instrument Cluster (413-01 Instrument
Cluster, Description and Operation).

O P E R AT I O N

The charging system consists of a generator and regulator assembly and the
BCM/GWM assembly. The generator and regulator assembly generates
electrical power for the vehicle electrical system and maintains the battery
in a charged state. The rate of charge for the battery is controlled by the
BCM/GWM assembly.
For additional information, refer to: Battery and Cables (414-01 Battery,
Mounting and Cables, Description and Operation).
The regulator is connected via the LIN bus to the BCM/GWM assembly, the
BMS control module is also connected via the LIN bus to the BCM/GWM
assembly. The BCM/GWM assembly receives information from the BMS
regarding battery conditions. The BCM/GWM assembly uses the
information from the BMS control module to set the target voltage via the
LIN bus then the BCM/GWM assembly sends it via the LIN bus to the
generator. The charging voltage range is 12.3V to 14.8V (at the battery).
The LIN bus is also used to communicate a mechanical failure, or fault in the
wiring and connections from the generator to the BCM/GWM assembly. A
DTC is stored in the GWM and if necessary, the charge warning indicator
lamp is illuminated in the IC after a short delay.

During engine starting the charge warning indicator lamp is illuminated in


the IC when the ignition is energized, and is extinguished when the engine
starts and the BCM/GWM assembly detects a generator output voltage.

SMART REGENERATIVE CHARGING

A smart regenerative charging system increases the alternator output when


the vehicle brakes or decelerates. This converts the kinetic energy of the
vehicle into electric energy without having to use additional fuel.

The smart regenerative feature is allowed to operate within certain


environmental constraints to ensure the feature delivers the greatest benefit
possible whilst maintaining system integrity.

The ‘free’ electric energy is captured by charging the battery above the
target level. This energy can be used by the electrical systems at a later
stage. This could be when the engine is switched off during a stop-phase,
but can also be when the generator is operating in a less efficient mode.

The battery state of charge can be corrected both up and down to achieve
the most appropriate level to maximize the benefit of the smart
regenerative charging feature. If the BCM/GWM assembly decides there is
recoverable energy available, then the alternator charge setpoint will be
overridden and the extra system voltage will allow the battery to consume a
proportion of the recoverable energy. If the battery is at a high state of
charge, then some of the additional energy can be used to contribute by
means of load reduction when there is a significant torque demand on the
engine. By monitoring which loads are active and altering both the ultimate
voltage levels and the rate at which they are changed any visible effects of
the feature operating are minimized.

INPUT/OUTPUT DIAGRAM

A = HARDWIRED; O = LIN (LOCAL INTERCONNECT NETWORK) BUS; AP


= MS (MEDIUM SPEED) CAN (CONTROLLER AREA NETWORK)
COMFORT SYSTEMS BUS.
ITEM DESCRIPTION

1 Body Control Module / Gateway Module (BCM/GWM) assembly

2 Instrument Cluster (IC)


3 Generator

4 Ground

5 Fuse

6 Battery Monitoring System (BMS) control module

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