Cub Cadet 1110 voltage relay disengaging

[Hodgeman82]

Hi,

I believe this is a 1986 model. It has a 11 H.P. Briggs engine with a diode rectifier. I am stumped on an electrical issue I am having with overcharging resulting in the voltage relay kicking out and back on again after a minute or two. Here is some background:

- I removed the stator and blew out all of the dust/debris
- Stator consistently generates 30V AC at WOT
- I just replaced the diode rectifier with a NOS Cub Cadet diode assembly, which didn't seem to help.
- I disconnected all switches that can be problematic for a ground: Seat, mower clutch, neutral, and mower deck switches.
- Voltage to battery starts out at 13.5V but after 5 minutes or so of running WOT (with no accessories operating) the voltage slowly climbs to 16V, which causes the relay to disengage. After it "rests" a bit the voltage returns and the cycle starts all over. I can delay this cycle by running the mower deck, which pulls voltage down to the battery but the relay randomly kicks out anyway and shuts off the electric clutch until the relay resets itself.
- I noticed that when the relay disengages the voltage to the battery drops back to around 13.5V to the battery and is at 13.5V to the auxiliary connection but only a few volts coming into the battery connection as labelled on the relay.
- I also noticed slightly less voltage coming out of the auxiliary side of the relay than what is going in on the battery side of the relay, but only a few tenths of a volt difference
- The most bizarre thing is that this seems to be weather/temperature related; it is really a problem in hot weather and can kick out every few minutes or so after it has done so the first time but never kicks out during cold weather (I can mow all day long in the fall/spring without this happening at all).

Any help would be very much appreciated!

Thank you!

[R Bedell]

First, welcome to OCC..........

Do you have a Meter (VOM or DVM) to check resistance and know how to do so ???

[Hodgeman82]

Hi Roland - thanks for the welcome! This looks like an interesting group. I grew up with Cub Cadets and I have been running this ‘86 since ‘92. It still has plenty of life left if it were not for this one annoying issue- everything else is working fine.
I do have a meter and have tested negative battery terminal to ground and there is continuity. If there are other areas I should be testing for resistance please advise.

Thanks!

[R Bedell]

Test the continuity between Battery Negative (-) terminal and the Voltage Regulator case (or housing). What do you have ???

[Hodgeman82]

There is no voltage regulator on this model. It has the diode rectifier in-line with the wiring = and unregulated charging system. I found this info/advice online from someone experiencing the same issue I am having and am wondering if it makes sense?? RPM's too high??:

"Whether you are checking the dedicated AC terminal, or the DC lead (upstream from the diode)........the voltage valve ought to be the same, whether AC[/I] or DC.
Rectifying 28 VAC does not yield 14 VDC.
Rectifying 28 VAC yields 28 VDC, but in half sine pulses.
Rectifying 14 VAC yields 14 VAC in half sine pulses.

In a rectified, but unregulated system, observed battery/system voltage will climb to reach the exact (or near) voltage value of the charging source ONLY when the battery has ABSORBED its optimum charge. If the battery is still lacking some charge, the observed voltage of the battery/system will be LESS than the final voltage the charging system is capable of.
ONLY after the battery is completely saturated (charged up) to its optimum point will you be able to observe a voltage level that matches the design parameters of the charging system.
So, if you are observing a voltmeter connected to the battery/system of a Dual Circuit system, and the battery is not TOTALLY CHARGED already.......you will not see 14 VDC.
Remember, this is one of the minimalist DC charging systems 2-4 amps max, so if the battery is not yet fully saturated, the VOLTAGE observed will be less than the design maximum output voltage of the charging system.
As the battery nears saturation, the observed voltage value will raise.
If the battery reaches the maximum state of charge on an unregulated charging system, the battery/system voltage will continue to climb, until it matches the ACTUAL output voltage that the charging system is making at that time.
And any time you exceed the optimum voltage of a battery, you are not actually charging the battery any longer, you are simply carrying on electrolysis, and boiling the juice out of the battery.

If this engine in this thread is outputting more than 14 volts (AC or DC), I believe it will be due to excess RPM."

[R Bedell]

There is no voltage regulator on this model.

When this tractor rolled off the Assembly Line, it had a Voltage Regulator.

Now, maybe this tractor is/was modified for something else.

[Hodgeman82]

Yes, I saw that same parts diagram a couple of weeks ago when I started looking into this issue and was banging my head trying to find a voltage regulator that didn't exist. Then I came across this and located the diode in my wiring harness: https://www.ihccw.com/wire.html?product_id=12867
(note that this says it fits 1110 models). So, maybe Cub Cadet made two versions of the 1110? This also has only a single lead coming off the stator and the VR you are showing in that schematic accepts two wires coming off the stator. Confusing.

What are your thoughts about replacing the diode system with a 2-wire VR? Maybe that would run more consistent DC to the battery??:
https://www.amazon.com/Automatic-Vol.../dp/B07V3BFXW9

[ironman]

I believe this is the regulator you want....

https://www.briggsandstratton.com/co...ernator_id.pdf

https://hkresale.com/products/briggs...yABEgIPwfD_BwE

[R Bedell]

Well, let's cut to the chase. (A) Take a picture of the Model/Serial Tag of the tractor, and post it here. (B) Take a picture of the Model/Type/Serial tag of the B&S engine and post it here.

Between the two, we can get to the bottom of this confusion.

[Hodgeman82]

Didn't even have to go look at the machine since the previous owner had this all documented in Operator's Manual