So, the meter was bouncing all over under various load conditions? this really seems now to be pointing to a definate charging problem. One would normally see 13.8-14.2 att all times and under heaviest loads maybe? 13.5 minimum but not all over the place.I am leaning now to bad PCM. It can be scanned to conrim but witout scanner, i am going by symptoms. Below is the formal description of the system where it explains how the PCm controls all charging regulating/ VERVIEW
, starting, and charging systems operate with one another, and must be tested as a complete system. In order for the vehicle to start and charge properly, all of the components involved in these systems must perform within specifications.
When attempting to diagnose any of these systems, it is important that you keep their interdependency in mind. The diagnostic procedures used in these groups include the most basic conventional diagnostic methods to the more sophisticated On-Board Diagnostics (OBD)
built into the Powertrain Control Module (PCM)
. Use of an induction ammeter, Volt/ohmmeter battery
charger, carbon pile rheostat (load tester), and 12-Volt
test lamp may be required.
All OBD-sensed systems are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC)
. The PCM wilt store a DTC in electronic memory for any failure it detects. See the On-Board Diagnostics Test - Charging System for more information. SYSTEM OPERATION
The charging system consists of:
The charging system is turned on and off with the ignition switch. When the ignition switch is turned to the ON position, battery Voltage is applied to the generator rotor through one of the two field terminals to produce a magnetic field. The generator is driven by the engine through a serpentine belt and pulley arrangement.
The amount of DC current produced by the generator is controlled by the EVR (field control) circuitry, contained within the PCM. This circuitry is connected in series with the second rotor field terminal and ground.
All vehicles are equipped with On-Board Diagnostics (OBD) . All OBD-sensed systems, including the EVR (field control) circuitry, are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC) . The PCM will store a DTC in electronic memory for any failure it detects. See On-Board Diagnostic System Test for more information.
The generator is belt-driven by the engine. It is serviced only as a complete assembly. If the generator fails for any reason, the entire assembly must be replaced.
As the energized rotor begins to rotate within the generator, the spinning magnetic field induces a current into the windings of the stator coil. Once the generator begins producing sufficient current, it also provides the current needed to energize the rotor.
The Y type stator winding connections deliver the induced AC current to 3 positive and 3 negative diodes for rectification. From the diodes, rectified DC current is delivered to the vehicle electrical system through the generator, battery, and ground terminals.
Noise emitting from the generator may be caused by:
- Worn, loose or defective bearings
- Loose or defective drive pulley
- Incorrect, worn, damaged or misadjusted drive belt
- Loose mounting bolts
- Misaligned drive pulley
- Defective stator or diode
Battery Temperature Sensor
The battery temperature sensor is used to determine the battery temperature. This temperature data, along with data from monitored line Voltage, is used by the PCM to vary the battery charging rate. System Voltage will be higher at colder temperatures and is gradually reduced at warmer temperatures.
| ||Electronic Voltage Regulator |
| ||The Electronic Voltage Regulator (EVR) is not a separate component. It is actually a Voltage regulating circuit located within the Powertrain Control Module (PCM) . The EVR is not serviced separately. If replacement is necessary, the PCM must be replaced. |
Operation: The amount of DC current produced by the generator is controlled by EVR circuitry contained within the PCM. This circuitry is connected in series with the generators second rotor field terminal and its ground.
Voltage is regulated by cycling the ground path to control the strength of the rotor magnetic field. The EVR circuitry monitors system line Voltage and battery temperature (refer to Battery Temperature Sensor for more information). It then compensates and regulates generator current output accordingly.