ALTERNATOR

Alternators are used in modern automobiles to charge the battery and to power the electrical system
when its engine is running.
Until the 1960s, automobiles used DC dynamo generators with commutators. With the availability
of affordable silicon diode rectifiers, alternators were used instead. This was encouraged by the
increasing electrical power required for cars in this period, with increasing loads from larger
headlamps, electric wipers, heated rear windows and other accessories.

PARTS AND FUNCTIONS OF AN ALTERNATOR

ALTERNATOR OVERVIEW
The alternator contains:
A rotating field winding called the rotor.
A stationary induction winding called the stator.
A diode assembly called the rectifier bridge.
A control device called the voltage regulator.
Two internal fans to promote air circulation.

The alternator generates direct current for recharging the battery and for powering vehicle
electrical loads.
For the most part, alternators are relatively small and lightweight. Roughly the size of a coconut,
the alternators found in most passenger cars and light trucks are constructed using an aluminum
outer housing, as the lightweight metal does not magnetize. This is important since aluminum
dissipates the tremendous heat generated by producing the electrical power and since the rotor
assembly produces a magnetic field.
If you closely inspect an alternator, you'll find it has vents on both the front and back side. Again,
this aids in heat dissipation. A drive pulley is attached to the rotor shaft on the front of the
alternator. When the engine is running, the crankshaft turns the drive belt, which in turn spins the
pulley on the rotor shaft. In essence, the alternator transfers the mechanical energy from the engine
into electrical power for the car's accessories.
ALTERNATOR DESIGN
Most regulators are on the inside the alternator. Older models
have External mounted regulators.
Unlike other manufacturers, this model can be easily serviced
from the rear on the unit.
The rear cover can be removed to expose internal parts.

While it is correct to say that the basic principles of the

alternator are the same today as they were when the first
alternator was designed, many specifics of alternator
design have changed considerably. The amount of
energy required to run a cars electrical system today is
about 3 times what it was in earlier cars. This
achievement of greatly increasing energy output while
maintaining a relatively compact size and weight is
impressive. Some alternator manufacturers have
managed to do this while actually increasing the life
span of the alternator. In order to accomplish this they
have improved (1) fan designs for better cooling, (2)
rectifier and regulator designs for increased
durability,(3) and stator design to maximize the amount
of wire that can be fit into the alternator. Modern
alternators use 2 internal fans attached to the rotor to
circulate air through the alternator. Another simple
thing is that newer alternators spin at higher speeds than
ever before. This means the fans can mover more air
for cooling. This also helps increase overall output
since part of an alternators energy output is a function
of its how fast it spins
Alternator Housing. The housing is usually made up of two pieces of die-cast aluminum.
Aluminum is used because it is a nonmagnetic, lightweight material that provides good heat
dissipation. Bearings supporting the rotor assembly are mounted in the front and rear housing. The
front bearing is usually pressed into the front housing or onto the rotor shaft. It is usually a
factory-lubricated ball bearing. The rear bearing is usually installed with a light press fit.
PARTS:

1. VOLTAGE REGULATOR
The regulator is the brain of the charging system.
It monitors both battery and stator voltages and depending on the measured voltages,
the regulator will adjust the amount of rotor field current to control alternator output.
Regulators can be mounted both internal or external. Current technology uses an
internal regulator.
Voltage Regulation:
The regulator will attempt to maintain a pre-determined charging system
voltage level.
When charging system voltage falls below this point, the regulator will increase
the field current, thus strengthening the magnetic field, which results in an
increase of alternator output.
When charging system voltage raises above this point, the regulator will
decrease field current, thus weakening the magnetic field, and results in a
decrease of alternator output.
Parts and Terminals:
2. BRUSHES
A stationary brush makes constant contact to the slip rings to apply current to the
rotor.

Brush having contact with slip rings.

3. DRIVE PULLEY
The alternator pulley is attached to the shaft of the alternator rotor.
Alternator drive pulleys either bolt on or are pressed on the rotor shaft.
Note this alternator does not have an external fan as part of the pulley assembly.
While many manufacturers do use an external fan for cooling.
This alternator has two internal fans to draw air in for cooling.

Driver pulley with fan

4. ROTOR ASSEMBLY
A basic rotor consists of a iron core, coil winding, two slip rings, and two claw-
shaped finger pole pieces.
Some models include support bearings and one or two internal cooling fans.
The rotor is driven or rotated inside the alternator by an engine (alternator) drive
belt.
The rotor contains the field winding wound over an iron core which is part of the
shaft.
Surrounding the field coil are two claw-type finger poles.
Each end of the rotor field winding is attached to a slip ring. Stationary brushes
connect the alternator to the rotor.
PARTS OF ROTOR ASSEMBLY:

ALTERNATING MAGNETIC FIELD

The rotor field winding creates the magnetic field that induces voltage into
the stator.
The magnetic field is saturates the iron finger poles. One finger pole
become a north pole and the other a south pole.
The rotor spins creating an alternating magnetic field, North, South, North,
South, etc.
5. STATOR ASSEMBLY
The stator is made with three sets of windings.
Each winding is placed is a different position compared with the others.
A laminated iron frame concentrates the magnetic field.
Stator lead ends that output to the diode rectifier bridge.
3-PHASE WINDINGS:
The stator winding has three sets of windings. Each is formed into
a number of evenly spaced coils around the stator core.
The result is three overlapping single phase AC sine wave current
signatures, A, B, C.
Adding these waves together make up the total AC output of the
stator. This is called three phase current.
Three phase current provides a more even current output.

PARTS OF STATOR:
 STATOR DESIGN
Two designs of stator winding are used. Delta and Wye
Delta wound stators can be identified by having only three stator leads,
and each lead will have the same number of wires attached.
Wye style has four stator leads. One of the leads is called the Neutral
Junction. The Neutral Junction is common to all the other leads.

ROTOR AND STATOR RELATIONSHIP:

As the rotor assembly rotates within the stator winding.
The alternating magnetic field from the spinning rotor induces an
alternating voltage into the stator winding.
The strength of the magnetic field and the speed of the rotor affect
the amount of voltage induced into the stator.

6. DIODE RECTIFIER BRIDGE ASSEMBLY

The Diode Rectifier Bridge is responsible for the conversion or rectification the
AC voltage into DC voltage.
Two diodes are connected to each stator lead. One positive the other negative.
Six or eight diodes are used to rectify the AC stator voltage to DC voltage.
 Diodes used in this configuration will redirect both the positive and negative
polarity signals of the AC voltage to produce DC voltage. This process is called
Full - Wave Rectification.
SCHEMATIC DIAGRAM:

DIODE
Diodes are used as one-way electrical check valves. Passing
current in only one direction, never in reverse.
Diodes are mounted in a heat sink to dissipate the heat generated
by the diodes.
Diodes redirect the AC voltage into DC voltage so the battery
receives the correct polarity.

SUMMARY ON HOW THE ALTERNATOR WORKS

The alternator uses the principle of electromagnetism to produce current. The way this works is
simple. If you take a strong magnet and pass it across a wire, that wire will generate a small
voltage. Take that same wire and loop it many times, then if you pass the same magnet across the
bundle of loops, you create a more sizable voltage in that wire.
There are two main components that make up an alternator. They are the rotor and the stator. The
rotor is connected directly to the alternator pulley. The drive belt spins the pulley, which in turn
spins the rotor. The stator is mounted to the body of the alternator and remains stationary. There
is just enough room in the center of the stator for the rotor to fit and be able to spin without making
any contact.
The stator contains 3 sets of wires that have many loops each and are evenly distributed to form a
three phase system. On some systems, the wires are connected to each other at one end and are
connected to a rectifier assembly on the other end. On other systems, the wires are connected to
each other end to end, and at each of the three connection points, there is also a connection to the
rectifier. More on what a rectifier is later.
The rotor contains the powerful magnet that passes close to the many wire loops that make up the
stator. The magnets in the rotor are actually electro magnets, not a permanent magnet. This is
done so that we can control how much voltage the alternator produces by regulating the amount of
current that creates the magnetic field in the rotor. In this way, we can control the output of the
alternator to suit our needs, and protect the circuits in the automobile from excessive voltage.
Now we know that every magnet has a north and a south pole and electro magnets are no exception.
Our rotor has two interlocking sections of electro magnets that are arranged so that there are fingers
of alternating north and south poles. that are evenly distributed on the outside of the rotor.
When we spin the rotor inside the stator and apply current to the rotor through a pair of brushes
that make constant contact with two slip rings on the rotor shaft. This causes the rotor to become
magnetized. The alternating north and south pole magnets spin past the three sets of wire loops in
the stator and produce a constantly reversing voltage in the three wires. In other words, we are
producing alternating current in the stator.
Now, we have to convert this alternating current to direct current. This is done by using a series
of 6 diodes that are mounted in a rectifier assembly. A diode allows current to flow only in one
direction. If voltage tries to flow in the other direction, it is blocked. The six diodes are arranged
so that all the voltage coming from the alternator is aligned in one direction thereby converting
AC current into DC current.
Typical Alternator Circuit There are 2 diodes for each of the three sets of windings in the stator.
The two diodes are facing in opposite directions, one with its north pole facing the windings and
the other with its south pole facing the windings. This arrangement causes the AC current coming
out of the windings to be converted to DC current before it leaves the alternator through the B
terminal. Connected to the B terminal of the alternator is a fairly heavy wire that runs straight to
the battery.
Current to generate the magnetic field in the rotor comes from the ignition switch and passes
through the voltage regulator. Since the rotor is spinning, we need a way to connect this current
from the regulator to the spinning rotor. This is accomplished by wires connected to two spring
loaded brushes that rub against two slip rings on the rotor's shaft. The voltage regulator monitors
the voltage coming out of the alternator and, when it reaches a threshold of about 14.5 volts, the
regulator reduces the current in the rotor to weaken the magnetic field. When the voltage drops
below this threshold, the current to the rotor is increased.
There is another circuit in the alternator to control the charging system warning lamp that is on the
dash. Part of that circuit is another set of diodes mounted inside the alternator called the diode
trio. The diode trio takes current coming from the three stator windings and passes a small amount
through three diodes so that only the positive voltage comes through. After the diodes, the wires
are joined into one wire and sent out of the alternator at the L connection. It then goes to one side
of the dash warning lamp that is used to tell you when there is a problem with the charging system.
The other side of the lamp is connected to the run side of the ignition switch. If both sides of the
warning lamp have equal positive voltage, the lamp will not light. Remove voltage from one side
and the lamp comes on to let you know there is a problem.
This system is not very efficient. There are many types of malfunctions of the charging system
that it cannot detect, so just because the lamp is not lit does not mean everything is ok. A volt
meter is probably the best method of determining whether the charging system is working properly