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The regulator has the job of maintaining the alternator voltage, and thus the vehicle system voltage, at a constant level across the engine's complete speed range, independent of load and engine speed. This voltage regulation protects the electrical equipment against overvoltage, and prevents battery overcharge the charging voltage must be slightly higher in cold weather in order to compensate for the fact that the battery is slightly more difficult to charge at low temperatures.
Within the tolerance range, if the voltage exceeds the specified upper value, the regulator interrupts the excitation current. Excitation becomes weaker and the alternator voltage drops as a result. As soon as the voltage then drops below the specified lower value, the regulator cuts in the excitation current again, the excitation increases and along with it the alternator voltage. When the voltage exceeds the specified upper value again, the control cycle is repeated. Since these control cycles all take place within a matter of milliseconds, the alternator mean voltage is regulated in accordance with the stipulated characteristic. At low rotational speeds, the "On" time is relatively long and the "Off" time short, the excitation current is interrupted only very briefly and has a high average value.
Stator with 3-phase stator winding. Rotor, on the shaft of which are mounted the pole-wheel halves with claw-shaped magnet poles, the excitation winding, the two fans, the ball bearings, and the two collector rings. The relatively small excitation current is supplied via the carbon brushes which are pressed against the collector rings by springs. The pulley for the belt drive is also mounted on the rotor shaft. Alternator rotors can be rotated in either direction. Rectifiers with heat sinks. At least six power diodes for rectification of the 3-phase AC are pressed into the heat sinks. Carbon-brush holders complete with brushes. The excitation current flows to the rotating excitation winding through the carbon brushes and collector rings. Electronic regulator forms a unit with the brush holder for alternator mounting.
The requirements to be met by an automotive alternator differ very considerably depending upon application and the criteria as listed above. Regarding economic efficiency, the criteria also vary along with the areas of application. It is therefore impossible to design an allpurpose alternator which meets all requirements. The different areas of application, and the power ranges of the vehicle types and engines concerned, led to the development of a number of basic models which will be described in the following.
in passenger cars (e.g. GC, KC, NC, G1, K1, N1), and in commercial vehicles and buses (e.g. K1, N1, T1)
Claw-pole alternators with collector rings feature compact construction with favorable power characteristics and low weight. This leads to a correspondingly wide range of applications. Thanks to their robust design, these alternators are particularly suited for attachment to the engine.
3.3.1 Features
Claw-pole alternators for automotive applications are designed as 3-phase synchronous generators and are usually selfexcited. compact shape with its large diameter and short length, permits excellent heat dissipation a low number of poles leads to a low machine efficiency; the more poles there are, the higher is the magnetic leakage. such alternators are designed as 12-pole or 16pole machines depending upon the power range.
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The rotating part is comprised merely of the rotor with pole wheel and conductive element. Six pole fingers of the same polarity form a single north or south pole-finger crown. The two crowns form claw-pole half sections, and are retained by a non-magnetic ring positioned below the mutually-engaged pole fingers.
4. Voltage-regulator versions
The mechanical electromagnetic contact regulators and the electronic (transistor) versions are the two basic voltageregulator types. Whereas the electromagnetic regulator is today practically only used for replacement purposes, the (monolithic or hybrid) transistor regulator is standard equipment on all alternator models.
double-contact regulator: The regulating resistor is shortcircuited in position "a" and a high excitation current flows. In position "b" the resistor and the excitation winding are connected in series and the excitation current is reduced. In position "c", the excitation winding is short-circuited and the excitation current drops to zero.
T2 and T3 are connected as a Darlington circuit and form the regulators driver stage. When the excitation current is open-circuited, a voltage peak would be induced due to the excitation winding's self-induction (stored magnetic energy) which could destroy transistors T2 and T3. (v=Ldi/dt) A "free-wheeling diode" D3 is connected parallel to the excitation winding, and at the instant of open-circuiting absorbs the excitation current thereby preventing the formation of a dangerous voltage peak. The ripple on the alternator DC is smoothed by capacitor C Resistor R7 ensures the rapid, precise switch-over of transistors T2 and T3, as well as reducing the switching losses.
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