Hudson Super Six 1916, Справочник

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The Electric System in the New Hudson Super-Six
Further progress has been made towards improving and simplifying the starting, lighting and ignition system.
The single unit system is retained, i e., the motor and generator form one unit, the ignition distributor being
separately mounted and driven by means of spiral gears from the pump shaft.
There are four separate sections to the system:
Generator-for supplying current.
Motor-for cranking the engine.
Ignition-for supplying the spark to spark plugs.
General Utility-for furnishing current to lamps, horn, etc.
The storage battery is essential to all of these parts of the system.
In connection with these different sections there are different circuits or "Paths" for the electric current.
Generator Circuit
This is opened and closed by means of the ignition button on the combination switch. When the button is
pulled out preparatory to starting the engine, current will flow from the storage battery through the generator
switch (X. Fig. 1) then through the generator armature windings to ground. Current will also flow through the
switch X-1 and the shunt field winding and thence to ground through the armature and ground brush. This causes
the generator to act as a motor turning over slowly for the purpose of meshing the gears preparatory to cranking.
When the engine is running, the armature circuit and shunt field circuit are completed in the way above
described but the generator is now being driven through the front end, or generator clutch. If the speed is above 7
or 8 miles per hour, current will flow in the opposite direction, i. e., from the generator to the storage battery,
because the generator is producing electric current. The charging rate increases at higher speeds until
approximately 20 miles per hour is reached. The current is then at a maximum. At still higher speeds the charging
rate decreases. The highest charging rate is between the speeds of 18 and 25 miles per hour, experience having
shown that cars which average a speed between these limits require the most current to maintain a properly
charged battery,
A new feature of this year's generator is the third brush method of regulation as shown on Pages 52 and 55.
Referring to Fig. 1 it will be seen that all the current passing through the shunt field winding must pass through
this third brush. At the higher speeds of the armature the voltage at this third brush decreases, and less current will
flow through the shunt windings thus weakening the magnetic field of the generator. This decreases the output of
current at high speeds. The output can be varied by adjusting the third brush, Page 55. Moving this brush to the
left decreases the charging rate; moving it to the right increases the charging rate.
The adjustment of this brush should not be changed except by an experienced workman, and must be
carefully checked to make sure that the charging rate is not above the capacity of the generator or battery. The
brush must be sanded to fit the commutator each time it is adjusted. Poor contact lowers the charging rate. If the
charging rate is materially increased, the battery will be subjected to an overcharge and the voltage of the entire
system will be raised. This will shorten the life of the lamps and battery and cause excessive burning of breaker
contacts.
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