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Alternator

Typical alternator

1. Brush holder and terminals

2. Stator
3. Drive end bearing
4. Drive end shield
5. Rotor
6. Slip rings
7. Main diode (Power diode)
8. Heat sink
9. Auxiliary diode
10. Cooling fan
11. Slip ring end bearing
12. Dust cover
13. Slip ring end shield
14. Brushes

An alternator is a machine which uses a revolving magnetic field inside a stator (stationary
armature) to generate three-phase electricity.
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The basic alternator components consist of a rotor and a stator, housed between two end shields,
the rotor shaft being supported in a bearing at each end. Field coil current is supplied to the rotor
via two carbon brushes and slip rings mounted on the rotor shaft.

The three-phase alternating current generated in the stator windings is rectified by the main
diodes, which are mounted in a heat sink at the slip ring end. Additional low current diodes also
mounted in the heat sink provide direct current to magnetize the field coil.

Most alternators have five terminals, marked as follows.

Main positive dc output. D+

Main negative dc connection. D-

Field positive connection (warning A or WL

lamp).

Field negative connection. F

1-phase output for auxiliary use. R

There are different types of CAV alternators installed in Volvo buses, the particular alternator type
depending on the required generating capacity. This can range from 1.7 to 5.04 kW, with charging
currents of 60A, 80A, 115A, 120A and 180A.

The generating capacity is chosen taking into account the total average consumption of the
electrical equipment in the bus whilst in service, plus a 10% safety margin.

Actual current consumption can vary widely, depending on the type of service and the energy-
consuming equipment on board, e.g. air conditioning equipment, electrical retarders etc.

The alternator is driven by the engine via a double belt. Different qearing ratios between the
engine pulley and the alternator pulley mean that the same alternator may, in different buses,
give a different electrical output, especially at low engine speeds.

The four principal alternator components are shown in Principal alternator components.

ROTOR Two claw-shaped iron pieces enclosing a copper coil wound on a former. The whole
assembly is mounted on a shaft which is turned by the engine, and forms a rotating electromagnet
when supplied with current via the slip rings.

SLIP RINGS Together with the BRUSHES, which slide on them, the two slip rings enable current
to be transferred from the auxiliary diodes to the rapidly rotating rotor, without sparking.

STATOR A laminated iron core with three sets of copper wire windings around it, secured to the
alternator casing. As the rotor is spun by the engine, a large alternating current is generated in the
stator.

DIODES Electronic semiconductor devices which convert the alternating current generated in the
stator into direct current to be fed to the bus electrical system. Small diodes also supply direct
current to the rotor to magnetize it. This conversion of ac into dc is called rectification.
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Principal alternator components

A BRUSHES
B DIODES
C STATOR
D SLIP RINGS
E ROTOR

Basic alternator principles

The essential principle on which an alternator depends is that an electric current will be generated
in a coil of wire which has a moving magnetic field passing through it.
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Current and voltage generation in an alternator

A ELECTRICAL LOAD
B ROTOR
C STATOR
D OUTPUT VOLTAGE

Current and voltage generation in an alternator shows a single turn of wire, the stator, which is
connected to an electrical load, represented by a light bulb.

A rotor, consisting of six electromagnets, is located inside the stator, and is energized by a small
electric current from the terminals marked + and -. This small current ensures that each
electromagnet sets up a magnetic field between its north (N) and south (S) poles. Note that the
electromagnets are arranged so that their poles are alternately N and S.

If the rotor is now turned, the magnetic fields will cut the stator wire, and cause current to flow.
Maximum current flows in one direction as, for example, a north pole passes one side of the wire,
and at the same instant a south pole is passing the other side. The lamp will be brightest at this
instant.

As soon as the north and south poles move away, the current starts to fall and the light will go
dim. At exactly halfway between poles there will be no current at all, but then the magnetic fields
from opposite poles will begin to cut the stator wire, causing the current to increase in the
opposite direction. The lamp will begin to brighten again.

The output voltage is related to the current by Ohms Law, so that it will rise, fall and change
direction in the same way. This is shown graphically as a sinusoidal waveform swinging between
maximum positive and maximum negative (Current and voltage generation in an alternator).
Alternating current has therefore been generated, hence the name alternator.

In Rotor, brushes and slip rings, the six bar type electromagnets have been replaced by a pair of
iron claws enclosing the magnetizing coil. This provides 12 poles and is very efficient, as the poles
can be very close to each other, so that when the rotor is turning at high speed there is very little
time between the current peaks in each direction.
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Rotor, brushes and slip rings

The magnetizing current supply to the rotor, from terminals A and F, is fed via two brushes sliding
on slip rings.

Instead of only using one turn of wire, a practical stator (see Rotor and three-phase stator) has
very many, arranged in three groups and wound around a soft iron frame to increase the current
output. The coils are arranged to overlap each other, so that at least two coils are generating
current at any instant. The resulting three alternating current outputs are called phases, and are
labelled red, blue and yellow.

Rotor and three-phase stator

1 ROTOR
2 STATOR
3 RED PHASE
4 BLUE PHASE
5 YELLOW PHASE

Three-phase current generation, shows diagrammatically an 18-pole three-phase alternator. Each

phase is generated separately from every third stator coil, and could be shown to rise, fall and
change direction on a voltmeter. All three phase voltages plotted on a graph against time produce
the three phase sinusoidal waveform shown here.
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Three-phase current generation

1 VOLTMETERS
a RED
b YELLOW
c BLUE
2 ROTOR
3 3 SETS OF 6 STATOR
COILS
A OUTPUT VOLTAGES
B TIME OR ROTOR ANGLE

The alternating currents resulting from these voltage peaks are controlled and channelled to
become a single direct current by diodes.
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A diode will only allow current to pass through in one direction. This means that an alternating
current applied to a diode will be rectified. Referring to Diode rectification principle, the spinning
rotor magnet on the left is generating an alternating current in the stator coil, which is equivalent
to the graphically plotted alternating voltage. After being applied to the diode, only the positive
voltage halfcycles are left, so that there will be a pulsating direct current in any electrical load
connected to the diode.

Diode rectification principle

A VOLTAGE

This is not a very efficient method of obtaining direct current from alternating current, so a pair of
diodes is used for each phase in a practical alternator, rectifying both the positive and negative
half-cycles.

Since a three-phase alternator has overlapping phases, the resulting direct current output after
rectification will have very small pulsations and will most of the time be at a high level. This is
shown in Current generation and rectification. The diodes have another sideeffect; they prevent
current flowing back into the alternator from the batteries when the engine is not running.

Current generation and rectification

a RED
b YELLOW
c BLUE

The alternator rotor needs a supply of direct current to become magnetized. This is called the
excitation current and is obtained from three auxiliary diodes, one connected to each stator phase.
The alternator therefore generates its own excitation current, which is controlled by the regulator.

Main and auxiliary diodes illustrates the main and auxiliary diodes in a section of an alternator
heat sink. The type of silicon diode used for rectification generates quite a lot of heat, which must
be removed if the diode is to continue working, so that all the diodes are screwed or pressed into a
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thick piece of heatconducting metal. Note that both positive and negative power diodes are used
for main current rectification, and the correct replacement type must be used. Positive diodes
carry red and negative diodes black markings.

Main and auxiliary diodes

1. Assembled heat sink and diodes

2. Main diode
3. Main diode
4. Segment of heat disk
5. Auxiliary diode

Charge regulation
The regulator ensures that the correct amount of excitation current is supplied at any instant to
keep the alternator output voltage at the required level. Without a regulator the alternator output
voltage would rise and fall with changes in engine speed, and since most of the electrical loads in
a vehicle need a constant voltage supply, they would either not work properly or be destroyed.
The electrical circuits for alternators with external (External regulators used with 60A and 80A
alternators) and integral (built-in, Alternator with integral (built-in) regulator) regulators are shown
here.

Charging circuit
External regulators used with 60A and 80A alternators shows systems used to control 60A and 80A
alternators. In each case the alternator main output current flows from D+ to the battery positive
terminal B+. Excitation current to magnetize the rotor flows from the auxiliary diodes, via the F
terminals and through a transistor switch (shown in External regulators used with 60A and 80A
alternators as the excitation relay) to battery negative, B-.

The voltage at terminal A causes current to flow and magnetise the rotor.
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Excitation current continues to flow until either the voltage regulator senses that the alternator
voltage at terminal A h as risen to the regulated value, or in 80A alternators only) the main output
current through the shunt resistance has risen to Its maximum, 80 amperes.

In either case, the appropriate circuit will break the excitation circuit so that the alternator output
current and voltage will begin to fall.

External regulators used with 60A and 80A alternators

a HI
b MED
c LO
1 Alternator
2 Main diodes
3 Stator
4 Main diodes
5 Main output current
6 Auxiliary diodes
7 Rotor
8 Excitation current
9 Charging warning
lamp
10 Voltage regulator
11 Excitation relay
12 Charging warning
lamp
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13 Shunt
14 Voltage regulator
15 Excitation relay
16 Current regulator

The separate regulator has three different voltage regulation levels, Hl, MED or LO. If, for example,
the Hl input is selected, the charge rate needs to be high, so that the sensed voltage will be high
before the voltage regulator circuit will break the excitation circuit. The different regulated voltage
levels allow different charge rates to be selected according to the battery and bus operating
conditions.

The current regulator circuit in the 80A system measures the voltage drop across the shunt
resistance, connected in the main alternator output circuit between the alternator negative
connection and chassis ground. All the main output current flows through this shunt, so that the
voltage induced when the maximum of 80A is flowing through the shunt will cause the current
regulator to switch off the excitation.

Eventually the alternator output voltage will fall to a low enough value for the voltage regulator to
sense that more excitation current is needed, so it will de-energize the excitation relay. This causes
the relay contacts to close and allow excitation current to flow again.

This cycle of opening and closing the excitation relay is repeated at a high frequency so that the
output voltage from the alternator is continuously corrected and held constant, whatever load may
be placed on the bus electrical system.

The actual voltage and current regulator circuits are transistorized and encapsulated in solid
plastic, so they cannot be dismantled or repaired. The detailed operation of these circuits is
described later in this section.

Built-in regulator system

See Alternator with integral (built-in) regulator.

The built-in voltage regulator in more powerful alternators operates in a similar way, sensing the
output voltage and controlling the excitation current by means of a transistorized circuit. Note that
this circuit diagram shows an alternative method of connecting the charging warning lamp. In this
case the rotor retains some magnetism when the engine is switched off. It therefore does not need
any excitation current from the charging warning lamp, and the lamp is lit by a relay contact
instead. When the alternator is providing an output, the relay is energized and its contact opens to
switch off the lamp.
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Alternator with integral (built-in) regulator

1 Alternator
2 Main diodes
3 Stator
4 Main diodes
5 Main output current
6 Auxiliary diodes
7 Rotor
8 Excitation current
9 Voltage regulator
10 Charging warning
lamp
11 Warning lamp relay
(349)

Charging current curves

At low engine speeds the output current from an alternator will increase rapidly as the engine
speed increases. The increase in current slows down and eventually levels off at high engine and
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alternator speeds. Charging current curves shows a comparison between current outputs against
alternator speed.

An alternator reaches its current limit when increasing rotor speed fails to increase the current
output.

All alternators provide charging current at comparatively low speeds, equivalent to engine idling
speed (if the correct gearing is chosen for driving the alternator).

Charging current curves

A Output current, DC
Amperes
B Alternator speed
REVS/MIN
C Alternator type

Alternator identification
CAV alternators carry nameplates with coded identification information, e.g. AC203R 180-24-13
which translates as follows.

AC Alternator
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203 Nominal diameter 203 mm (the nominal diameter may alternatively be

given in inches)
R Contains an integral regulator
180 Maximum current output 180A
24 Operating voltage
13 Specific type of mounting etc.

Other nameplate details include the CAV despatch number, which is the manufacturer's ordering
number, and the serial number for the machine.

Terminal blocks
The different alternator terminal connections are illustrated by AC203R-115 (115A) and AC 203 R-
180 (180A) terminals.

AC203R-115 (115A) and AC 203 R-180 (180A) terminals

Charging warning lamp

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Typical relay-controlled charging warning lamp circuit

1 Relay panel
2 Charging warning lamp
3 + battery supply
4 Regulator
5 Alternator with built-in
regulator

There are two different versions of charging warning lamp systems.

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In the earlier version the charging warning lamp is relaycontrolled. The self-magnetisation in the
rotor's iron core is sufficient for the alternator to produce a preliminary voltage output, without
requiring current through the rotor coil from the charging warning lamp. As soon as the engine
begins to drive the alternator, the excitation increases due to the auxiliary diode output. When the
output voltage increases enough to exceed the battery voltage relay 349 contact opens to switch
off the charging warning lamp.

If the alternator does not start charging as soon as the engine starts and reaches idling speed, it is
usually only necessary to increase the engine speed a little to provide the necessary voltage
output.

The later version (used in B 10 M from 1985 onwards, and C 10 M), is shown in Charging warning
lamp (1985-). Apart from the diode, this is the same warning lamp circuit as that used in B6 and
B7 models, and Volvo buses before 1976. The charging warning lamp is directly connected via a
diode to the excitation circuit via the A (WL) terminal. Current can only flow through the warning
lamp and the diode to the rotor circuit whilst the voltage at A (WL) is below battery voltage. As
soon as the auxiliary diodes provide an output voltage equal to or greater than the battery
voltage, the lamp will be extinguished.

Charging warning lamp (1985-)

1. Main diodes
2. Stator
3. Main diodes
4. Main output current
5. Auxiliary diodes
6. Rotor
7. Excitation current
8. Voltage regulator
9. Charging warning lamp
10. Lamp diode
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Polarity protection
Polarity protection (usually called diode protection) ensures that the alternator diodes and the
electronic components in the regulator will not be destroyed if the battery connections are
accidentally reversed. The protective device is a cartridge fuse, consisting of a thin silver wire
embedded in quartz sand and enclosed in a ceramic body. The fuse operates in the normal way,
but is extremely fast acting, so that the large current which will begin to flow if the diodes are
forward-biased is cut off almost immediately, before it has time to damage any components.

From 1985 onwards polarity protection fuses have only been fitted to B 10 M buses equipped with
manual disconnection switches. Buses with electrically-operated battery disconnection switches
(relays) have no polarity protection fuses.

Polarity protection fuse ratings

Protection fuse
Alternator type rating

AC 203R 115-24-12 150A

AC203R 180-24-13 200A (Lucas Marine)

Polarity protection fuse

Regulator circuits

Built-in regulator (115A and 180A alternator)

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CAV Type 547 built-in regulator as fitted to 115A, 120A and 180A alternators

The circuit shown in Type 547 transistorized built-in regulator circuit provides voltage regulation for
the 115A, 120A and 180A alternators. These alternators do not need any current regulation
circuits, because their outputs are self-limiting, i.e. they cannot generate more than their rated
current outputs.

The alternator output voltage D+ is sensed by the resistor chain R1, R2, R3 and R4. When the
voltage exceeds a predetermined value, zener diode DZ1 permits TR1 to receive base current.

TR1 now conducts and its collector voltage falls, cutting off TR2. This shuts off the base current to
TR3 which can no longer conduct excitation current from terminal F. The alternator output voltage
now falls, until DZ1 ceases conducting and TR1 switches off. This reverses the circuit so that TR3
switches on to allow excitation current to flow again. C2 and R6 provide positive feedback to speed
up the switching operation. Diode D2 between terminals A and F prevents the transistors from
being damaged by the high back emf generated when the excitation current suddenly switched
off. C1 ensures that TR1 will switch cleanly and not be affected by the voltage ripple on the
alternator output.
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Type 547 transistorized built-in regulator circuit

1. Rotor

Main features of each alternator type

Volvo bus CAV alternator types AC 203 R-115180 115 A and 180 A

The 115A and 180A alternators are almost identical, the main difference being that the115V
alternator has six main diodes (two for each phase), whilst the 180A alternator has 12 (four for
each phase). The stud-type diodes are inserted into 3 heat sink sections.
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This type of alternator has parallel drive shafts, with an external straight-bladed fan so that the
alternator can be driven either clockwise or anticlockwise. The cooling air flows through the slip
ring end shield, over the heat sinks and out through the drive end shield.

The bearings are lubricated through stauffer cap-type lubricators, leading to longer bearing life.
The slip rings and brushes operate in an enclosed compartment, reducing oxidation of the copper
slip rings. The electrical terminals and brushes are all mounted together under a cover at one side
of the slip ring end shield.

The integral type 547 regulator mounted in the slip ring end shield is fitted with high voltage
transistors and is encapsulated to protect against vibration and corrosion.