Wolf PC3200DV generator, when power tool used within its capacity engine slows and stalls. Have been supplied with new voltage control regulator but can not see where this fits. can not find anything that looks like part supplied but am told this is right. where do I find part on machine please?

Question edited for clarity.
Question moved to model category.

Jeff's great answer ^^^Up There^^^ is better down here as a Solve.

Jeff Armer Aug 20, 2022

With it running test voltage at the battery. Sounds like it's not charging the battery. Had alternator check? is good, but that doesn't mean it's working in the car. The charging system in your vehicle is computer controlled, is the battery light lit in the instrument cluster ? Could have DTC'S - diagnostic trouble codes stored . Do you know if your car has regulated voltage control or is a none regulated voltage control system.

Charging System Description and Operation (w/RVC)
Electrical Power Management (EPM) Overview
The electrical power management (EPM) system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems with the battery and generator. This EPM system primarily utilizes existing on-board computer capability to maximize the effectiveness of the generator, to manage the load, improve battery state-of-charge (SOC) and life, and minimize the system's impact on fuel economy. The EPM system performs 3 functions:

• It monitors the battery voltage and estimates the battery condition.

• It takes corrective actions by adjusting the regulated voltage.

• It performs diagnostics and driver notification.

The battery's condition is estimated during key-off and during key-on. During key-off the SOC of the battery is determined by measuring the open-circuit voltage. The SOC is a function of the acid concentration and the internal resistance of the battery, and is estimated by reading the battery open circuit voltage when the battery has been at rest for several hours.

The SOC can be used as a diagnostic tool to tell the customer or the dealer the condition of the battery. Throughout key-on, the algorithm continuously estimates SOC based on adjusted net amp hours, battery capacity, initial SOC, and temperature.

While running, the battery's degree of discharge is primarily determined by a battery current sensor, which is integrated to obtain net amp hours.

In addition, the EPM function is designed to perform regulated voltage control (RVC) to improve battery SOC, battery life, and fuel economy. This is accomplished by using knowledge of the battery's SOC and temperature to set the charging voltage to an optimum battery voltage level for recharging without detriment to battery life.

The Charging System Description and Operation is divided into 3 sections. The first section describes the charging system components and their integration into the electrical power management (EPM). The second section describes charging system operation. The third section describes the instrument panel cluster (IPC) operation of the charge indicator, driver information center (DIC) messages, and voltmeter operation.

Charging System Description and Operation (w/o RVC)

Circuit Description
The generator provides voltage to operate the vehicle's electrical system and to charge its battery. A magnetic field is created when current flows through the rotor. This field rotates as the rotor is driven by the engine, creating an AC voltage in the stator windings. The AC voltage is converted to DC by the rectifier bridge and is supplied to the electrical system at the battery terminal.

When the engine is running, the generator turn (on) signal is sent to the generator from the powertrain control module (PCM), turning ON the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator F-terminal is connected internally to the voltage regulator and externally to the PCM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the PCM that a problem exists. The PCM monitors the generator field duty cycle signal circuit.

Charging System Indicator
The instrument panel cluster (IPC) illuminates the charge indicator in the message center when the following occurs:

• The powertrain control module (PCM) detects that the generator output is less than 11 volts or greater than 16 volts. The IPC receives a serial data message from the PCM requesting illumination.

• The IPC determines that the system voltage is less than 11 volts or greater than 16 volts. The IPC receives a serial data message from the body control module (BCM) indicating the system voltage.

• The IPC performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 3 seconds.

• The ignition is ON, with the engine OFF.

Did you test for battery voltage on larger wire on the back of the alternator - could have a bad wire -corrosion inside you can't see . Could also have blown fusible link on that wire - comes from the starter B+ post.

Does it have a Battery Current Sensor on the negative battery cable - battery negative post ?
https://www.youtube.com/watch?v=FI4Jn4Ho...

..

Question edited for clarity, full 'year make model'.
Question moved to the correct category.

Jeff has the answer Up there ^^ and now here.

• Jeff Armer
• Apr 21, 2022
• You need to hook up a professional grade scan tool to check codes in all the computers (modules) in the vehicle . That vehicle has a smart charging system , amp sensor around the battery negative cable. lets the computers know how much current is being used so it knows how much to put back , suppose to help battery last longer . Look that up on the internet ,watch youtube videos .
  https://www.youtube.com/watch?v=xN7SIHgA...
  https://ricksfreeautorepairadvice.com/gm...
• 
  Jeff Armer
• Apr 21, 2022
  SERVICE BATTERY CHARGING SYSTEM
  The BCM and the ECM will send a GMLAN message to the DIC for the SERVICE BATTERY CHARGING SYSTEM message to be displayed. It is commanded ON when a charging system DTC is a current DTC. The message is turned OFF when the conditions for clearing the DTC have been met.
  
  
  DTC - diagnostic trouble codes
  
  Generator
  The generator is a serviceable component. If there is a diagnosed failure of the generator it must be replaced as an assembly. The engine drive belt drives the generator. When the rotor is spun it induces an alternating current (AC) into the stator windings. The AC voltage is then sent through a series of diodes for rectification. The rectified voltage has been converted into a direct current (DC) for use by the vehicles electrical system to maintain electrical loads and the battery charge. The voltage regulator integral to the generator controls the output of the generator. It is not serviceable. The voltage regulator controls the amount of current provided to the rotor. If the generator has field control circuit failure, the generator defaults to an output voltage of 13.8 volts.
  
  Body Control Module (BCM)
  The body control module (BCM) is a GLAN device. It communicates with the engine control module (ECM) and the instrument panel cluster (IPC) for electrical power management (EPM) operation. The BCM determines the output of the generator and sends the information to the ECM for control of the generator turn on signal circuit. It monitors the generator field duty cycle signal circuit information sent from the ECM for control of the generator. It monitors a battery current sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery state of charge (SOC). The BCM performs idle boost.
  
  Battery Current Sensor
  The battery current sensor is a serviceable component that is connected to the battery cable at the battery. The battery current sensor is a 3-wire hall effect current sensor. The battery current sensor monitors the battery current. It directly inputs to the BCM. It creates a 5-volt pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0-100 percent. Normal duty cycle is between 5-95 percent. Between 0-5 percent and 95-100 percent are for diagnostic purposes.
  
  Engine Control Module (ECM)
  When the engine is running, the generator signal is sent to the generator from the ECM, turning on the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator field duty terminal is connected internally to the voltage regulator and externally to the ECM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the ECM that a problem exists. The ECM monitors the generator field duty cycle signal circuit, and receives control decisions based on information from the BCM.
  
  DTC B1516 08 : Battery Current Sensor Signal Invalid
  
  DTC B1516 66 : Battery Current Sensor Wrong Mounting Position
  
  Circuit/System Description
  The battery current sensor is a 3-wire hall effect current sensor. The battery current sensor monitors the battery current. It directly inputs to the body control module (BCM). It creates a 5-volt pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0-100 percent. Normal duty cycle is between 5-95 percent. Between 0-5 percent and 95-100 percent are for diagnostic purposes.
  
  DTC B1517 Battery Voltage
  
  The body control module (BCM) has designated circuits for monitoring vehicle system voltage. The BCM monitors the system voltage to ensure that the voltage stays within the proper range. Damage to components, and incorrect data may occur when the voltage is out of range. The BCM monitors the system voltage over an extended length of time. If the BCM detects the system voltage is outside an expected range for the calibrated length of time, or the BCM battery sense circuits differ by 2 volts DTC B1517 will set. Other modules also monitor system voltage the system voltage message is sent to the other modules and will default to 12.9 volts.
  

Do you know how to test automotive electrical circuits with a voltmeter ? Your alternator is not getting power where ? The only place it gets power is at heavier gage wire on the back of the alternator . Battery positive voltage . The two wires in the connector are from the PCM / ECM - engine computer . Your vehicle has what is called a smart charging system .
https://www.motor.com/magazinepdfs/042010_09.pdf

Your best bet ,take it to a qualified repair shop.

Circuit Description
The generator provides voltage to operate the vehicle's electrical system and to charge its battery. A magnetic field is created when current flows through the rotor. This field rotates as the rotor is driven by the engine, creating an AC voltage in the stator windings. The AC voltage is converted to DC by the rectifier bridge and is supplied to the electrical system at the battery terminal.
When the engine is running, the generator turns on a signal to the generator from the powertrain control module (PCM), turning the regulator on. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator F terminal is connected internally to the voltage regulator and externally to the PCM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the PCM that a problem exists. The PCM monitors the generator field duty cycle signal circuit.

This vehicle also has Load Shed System

Electrical Power Management
Electrical power management (EPM) is used to monitor and control the charging system and alert the driver of possible problems within the charging system. The EPM system makes the most efficient use of the generator output, improves the battery state-of-charge (SOC), refer to Battery Description and Operation , extends battery life, and manages system electrical loads. EPM has also been know as "load management" or "load-shed" in the past.
EPM performs the following 3 functions:
• Monitors battery voltage and estimates battery SOC
• Takes corrective actions by boosting idle speed, reducing system electrical loads, and/or adjusting the generator regulated voltage control (RVC).
• Perform diagnostics and informs the driver of charging system malfunctions
The EPM algorithm is run any time the dash integration module (DIM) is awake, which includes engine running, key on, accessory mode, and retained accessory power (RAP). During this time the DIM continuously estimates the battery SOC based on battery voltage, estimated net amp hours, refer to Battery Description and Operation , battery capacity, initial SOC, and estimated battery temperature. Estimated battery temperature is a calculation based on key off time, engine run time, and the temperature reading provided by the engine control modules (ECM) air intake temperature or HVACs outside air temperature.
When the EPM algorithm is running, the DIM calculates the net charge rate on the electrical system by making constant voltage measurements. It uses the measurements to calculate the charge rate in amp/hours. If the DIM detects a negative charge rate, equal to a discharge from the battery, EPM can request up to 3 levels of idle boost from the ECM, when the vehicle is in park or neutral, as well as up to 2 levels of load shedding for a total of 5 levels of corrective action to maintain proper vehicle electrical system operation.
The DIM sends a serial data request to the PCM/ECM to increase the idle speed. The PCM/ECM then adjusts the idle speed by using a special program and idle speed ramp calculations in order to prevent driveability and safety concerns. The idle speed boost and cancel function will vary from vehicle to vehicle and from one moment to another on the same vehicle. This happens because the PCM/ECM responds to changes in the inputs from the sensors used to control the powertrain. In order to maintain Idle quality the ECM may not enter idle boost for up to 120 seconds, unless there is a manual change in throttle position. There is no set time limit for the idle decrease when the criteria has been met to exit idle boost, unless there is a manual change in throttle position.
Important: The DIM also has responsibility for requesting up to 3 levels of idle boost from the ECM for the HVAC system based upon head pressure, vehicle speed, and engine running. EPM has priority over the HVAC system when requesting idle boost. However, idle boost will be maintained at the level the HVAC system requires, even though the exit criteria has been met for EPM.

Did you test the electrical circuit's ? Have a scan tool hooked up ? Did you have a qualified repair shop check it out ?
When the engine is running, the generator control signal is sent to the generator from the engine control module (ECM)/powertrain control module (PCM), turning on the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator F terminal is connected internally to the voltage regulator and externally to the PCM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the PCM that a problem exists. The PCM monitors the generator field duty cycle signal circuit. The system voltage sense circuit receives B+ voltage that is Hot At All Times through the ECM/TCM fuse in the underhood junction block. This voltage is used by the regulator as the reference for system voltage control.
This vehicle uses Class II and controller area network (CAN) communications. The ECM/PCM are CAN and the body controller systems are Class II. The body control module (BCM) acts as the gateway between the different communication protocols. The ECM/PCM requests the battery lamp on the CAN communication line and then the BCM sends a request to the IPC for lamp illumination.
The ECM/PCM will request the battery lamp on under the following conditions:
• The ECM/PCM interprets the ignition is in the accessory position.
• The ECM/PCM is in the RUN power mode with the engine not running.
• Generator L terminal fault has been detected.
• Generator F terminal fault has been detected.
If the generator is not charging, it pulls the F terminal low causing an F terminal fault. Low voltage threshold is 10.5 volts for 4 minutes and engine at least 1,300 RPM. High threshold is 18 volts for 5 minutes.


https://www.motor.com/magazinepdfs/042010_09.pdf

Do you know what DTC'S diagnostic trouble codes are ?
DTC B1325
DTC B1327
DTC B1328
DTC P0562
DTC P0563
DTC P0615
DTC P0621
DTC P0622
These are all for the charging system .

For the alternator to work B+ voltage must be applied to the heavier gage wire on the back of the alternator ,plus the alternator is computer controlled , by the PCM !
Charging System Indicators
BATTERY The IPC illuminates the battery indicator when the following occurs:
?€¢
The PCM detects that the generator output is less than 11 volts or greater than 16 volts. The IPC receives a class 2 message from the PCM requesting illumination.

?€¢
The IPC determines that the system voltage is less than 11 volts or greater than 16 volts. The IPC receives a class 2 message from the body control module (BCM) indicating the system voltage.

?€¢
The IPC performs the displays test at the start of each ignition cycle. The indicator illuminates for approximately 3 seconds.

?€¢
The ignition is on, with the engine off.
BATTERY NOT CHARGING The IPC illuminates the battery not charging indicator in the driver information center when the following occurs:
?€¢
The PCM detects that the generator output is less than 11 volts or greater than 16 volts. The IPC receives a class 2 message from the PCM requesting illumination.

?€¢
The IPC determines that the system voltage is less than 11 volts or greater than 16 volts. The IPC receives a class 2 message from the body control module (BCM) indicating the system voltage.

Your best is to have a qualified repair shop check it out ! Could have DTC'S - diagnostic trouble codes stored !
DTC P0562
The powertrain control module (PCM) continuously monitors that the system voltage stays within the proper range. If the PCM detects an excessively high system voltage, DTC P0563 will set. A high voltage condition may cause a stalling condition or other drive ability concerns.
DTC P0621
The powertrain control module (PCM) uses the generator turn on signal circuit to control the generator. A high side driver within the PCM allows the PCM to turn the generator ON and OFF. When Generator operation is desired, the PCM sends a 5 volt signal to the voltage regulator via the generator turn on signal circuit. This causes the voltage regulator to begin controlling the generator field circuit. Once the Generator is enabled by the PCM, the voltage regulator controls generator output independently of the PCM. Under certain operating conditions, the PCM can turn Off the generator by turning Off the 5 volt signal on the generator turn on signal circuit. The PCM has fault detection circuitry which monitors the state of the generator turn on signal circuit. If the fault detection circuit senses a voltage other than what is expected, this DTC will set. The voltage regulator also contains fault detection circuitry. If the regulator detects a problem, the regulator will ground the generator turn on signal circuit, pulling the voltage low. This also causes the PCM to set the DTC.
DTC P0622
Checking for codes an voltage drop testing the connections an using a scan tool to check data parameters is the only way to solve your problem . Which means taking to a qualified repair shop !

Output voltage is based on 3600 rpm @ 60Hz. Sounds like your generator is over speeding slightly. Put a Frequency meter on the output of the generator and tune it to 61.5 Hz, that will get your generator in the 3600 RPM range.

Could be the alternator , you can have it checked free at most auto part stores . Have them check for DTC'S diagnostic trouble codes as well . The charging system is controlled by the PCM - engine computer , if it see's a problem it will set a DTC and have the insturment cluster turn on the battery light. Plus the way the radio is acting ,it's loosing power .
DTC B1327
The body control module (BCM) determines battery positive voltage through the 10A Cluster/BCM fuse input. The BCM then sends a class 2 serial data message containing the measured battery voltage value. The vehicle control interface module (VCIM/OnStar®) module monitors this class 2 message to determine vehicle voltage.
DTC P0560
The PCM monitors the system voltage to make sure that the voltage stays within the proper range. Damage to components, and incorrect data input can occur when the voltage is out of range. The PCM monitors the system voltage over an extended length of time. If the PCM detects a system voltage outside an expected range for the calibrated length of time, DTC P0560 will set.
DTC P0620
The powertrain control module (PCM) uses the generator turn on signal circuit to control the generator. A high side driver within the PCM allows the PCM to turn the generator ON and OFF. When Generator operation is desired, the PCM sends a 5 volt signal to the voltage regulator via the generator turn on signal circuit. This causes the voltage regulator to begin controlling the generator field circuit. Once the Generator is enabled by the PCM, the voltage regulator controls generator output independently of the PCM by monitoring the battery positive voltage sense circuit. Under certain operating conditions, the PCM can turn Off the generator by turning OFF the 5 volt signal on the generator turn on signal circuit. The PCM has fault detection circuitry which monitors the state of the generator turn on signal circuit. If the fault detection circuit senses a voltage other than what is expected, this DTC will set. The voltage regulator also contains fault detection circuitry. If the regulator detects a problem, the regulator will ground the generator turn on signal circuit, pulling the voltage low. This also causes the PCM to set the DTC.
When this DTC sets, the PCM sends a class 2 serial data message to the IPC illuminating the Charge indicator lamp.

Or it may be more wise to have a qualified repair shop check it out .

Isuzu Rodeo Recalls Rodeo ELECTRICAL SYSTEM:ALTERNATOR/GENERATOR/REGULATOR Recall - ID# 31705 Recall Date MAR 07, 1997 Part Affected ELECTRICAL SYSTEM:ALTERNATOR/GENERATOR/REGULATOR Model Affected RODEO Potential Units Affected 118485 Get Details Recall Date MAR 07, 1997

Model Affected 1994 ISUZU RODEO

Description AN INTEGRATED CIRCUIT WITHIN THE VOLTAGE REGULATOR CAN CONTAIN MANUFACTURING ERRORS.

Consequence THIS CAN CAUSE EXCESSIVE ELECTRICAL CHARGING OF THE VEHICLE'S ALTERNATOR, RESULTING IN ENGINE CONTROL MALFUNCTION, AND/OR EVENTUAL ENGINE STALL.

Remedy DEALERS WILL REPLACE THE VOLTAGE REGULATOR WITH A NEW REGULATOR.

Potential Units Affected 118485

Notes ISUZU MOTORS LIMITED

Hope this is helpful, Ian

CHARGING
DESCRIPTION - CHARGING SYSTEM
The charging system consists of:
† Generator
† Decoupler Pulley (If equipped)
† Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
† Ignition switch (refer to the Ignition System section
for information)
† Battery (refer to the Battery section for information)
† Battery temperature sensor
† Voltmeter (refer to the Instrument Cluster section
for information)
† Wiring harness and connections (refer to the
Wiring section for information)
† Accessory drive belt (refer to the Cooling section
for more information)
OPERATION - CHARGING SYSTEM
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. When the
ASD relay is on, voltage is supplied to the ASD relay
sense circuit at the PCM. This voltage is connected
through the PCM and supplied to one of the generator
field terminals (Gen. Source +) at the back of the
generator.
The generator is driven by the engine through a
serpentine belt and pulley or decoupler 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.
A battery temperature sensor is used to sense battery
temperature. This temperature data, along with
data from monitored line voltage, is used by the PCM
to vary the battery charging rate. This is done by
cycling the ground path to control the strength of the
rotor magnetic field. The PCM then compensates and
regulates generator current output accordingly to
maintain system voltage at the targeted system voltage
based on battery temperature.
All vehicles are equipped with On-Board Diagnostics
(OBD). All OBD-sensed systems, including 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 certain failures it detects. Refer to
On-Board Diagnostics in the Electronic Control Modules(
Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/POWERTRAIN CONTROL
MODULE - DESCRIPTION) section for more DTC
information.
The Check Gauges Lamp (if equipped) monitors:
charging system voltage, engine coolant temperature
and engine oil pressure. If an extreme condition
is indicated, the lamp will be illuminated. This is
done as reminder to check the three gauges. The signal
to activate the lamp is sent via the PCI bus circuits.
The lamp is located on the instrument panel.
Refer to the Instrument Cluster section for additional
information.
VOLTAGE REGULATOR
DESCRIPTION
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 (B+) and
battery temperature or inlet air temperature sensor
(refer to Battery Temperature Sensor or Inlet Air
Temperature Sensor for more information). It then
determines a target charging voltage. If sensed battery
voltage is 325 mv or lower than the target voltage,
the PCM grounds the field winding until sensed
battery volage is 325 mv above target voltage. A circuit
in the PCM cycles the ground side of the generator
field up to 250 times per second (250Hz), but
has the capability to ground the field control wire
100% of the time (full field) to achieve the target
voltage. If the charging rate cannot be monitored
(limp-in), a duty cycle of 25% is used by the PCM in
order to have some generator output. Also refer to
Charging System Operation for additional information.
REMOVAL
The electronic voltage regulator is not a serviced
separately. If replacement is necessary, the PCM
must be replaced.

Most generators use a flyball type governor within the engine to control rpm; also there is a voltage regulator that tries to maintain voltage at about 115v. The voltage regulator varies the voltage to the armature increasing /adjusting magnetic force. Use a meter with htz or freq setting to adjust engine governor to 60 cycles. When the generator is producing 60 cycles, the engine should be turning 3600 rpm, max power range. At 3600 rpm the voltage should be 115 to 120 volts. Loading the generator will cause governor to try to maintain 3600 rpm. Check engine manual for proper adjustment of gonvernor and linkage. The governor mech should last the life of the engine, however governor system does wear out. Expensive repair. enjoy