Project

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 1/30

PRACTICAL TRAINING REPORT

ON

AUTO-ELECTRIC COMPONENTS

SUBMITTED BY:-

KRITI

8245

ECE-1

SEM – 7TH

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 2/30

INDEX

1. Acknowledgements 2. AUTO IGNITION LIMITED Profile

3. Alternators

3.1 Principle of operation

3.2 Theory of operation

3.3 Alternators by Auto Ignition ltd

3.4 Armature

3.5 Balanced Armature

3.6 Armature reaction in a DC machine

3.7 Armatures by Auto Ignition Ltd

4. Drives

4.1 AC drives

4.2 Ambiguous Motor Theory

4.3 Operation in AC drive system

4.4 Speed controls for AC induction motors

4.5Drives by Auto Ignition ltd

5. Ignition Coils

5.1 Principle

5,2 Modern ignition systems

5.3 Ignitions coil by Auto Ignition ltd

6. Solenoid Switches

6.1 Operation

6.2 Problems

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 3/30

6.3 Solenoid switch by Auto Ignition ltd

7. Starter Motors

7.1 Electric starter

7.2 Gear reduction

7.3 Starter Motor by Auto Ignition ltd

8. Stator

8.1 Stators by Auto Ignition Ltd

9. Voltage Regulators

9.1 Electronic voltage regulators

9.2 Electromechanical regulators

9.3 Coil-rotation AC voltage regulator

9.4 Voltage regulators by Auto Ignition Ltd

10. ROTOR

10.1Rotor by Auto Ignition Ltd

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 4/30

  Acknowledgements 

.

I have taken efforts in this Training report. However, it would not have been possible

without the kind support and help of many individuals and organizations. I would like to

extend my sincere thanks to all of them.

I am highly indebted to Auto Ignition Ltd for their guidance and constant supervision as well

as for permitting me training in this esteemed organisation.

I am grateful to Mr. C.R. Kataria (G.M. (Plant & Prodn. Engg.)) for scheduling and advising

Throughout the training session.

I would like to express my special gratitude and thanks to industry persons for giving me

such attention and time.

I also thank all AUTO LEK staff for all cooperation and guidance in training and

preparation of report.

Kriti

8245

ECE(7th sem)

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 5/30

AUTO IGNITION LIMITED PROFILE

AUTOLEK - Recognized world-wide as the brand name of Auto Ignition Ltd is India''''s

leading manufacturer and exporter of heavy-duty auto electric components for commercial

vehicles, tractors, off-road vehicles, stationary engines and 2-3 wheelers. Ever since its

inception in the year 1971, AUTOLEK has been on a track of fast growth now commanding

an annual turnover of over US$ 40 million, which is likely to increase exponentially over

next few years.

The company is headquartered in Faridabad and employs a team of over 650 people led by a

professional management. In addition to this, it also has a contemporary production unit in

Rudrapur, Uttarakhand.

Today this market leader holds the maximum market share as a supplier to almost all

domestic Tractor and Generator Set manufacturing companies.

Autolek is the largest exporter of high quality auto electric components from India. It is also

the first Indian company in its manufacturing domain to have its R&D centre approved by the

Govt. of India a true mark of its merit.

Autolek caters to the requirements of Indian O.E Manufacturers, After-Market Sales &

Service and Exports. The Company''''s strategy is to focus on Tractors, Stationary Engines,

Mini Diesel Vehicles like three /four wheelers, LCVs/HCVs.

Fact Sheet

Year of Establishment : 1971

Nature of Business : Manufacturer, Exporter

Number of Employees : 501 to 1000 People

Turnover : US$ 10-25 Million (or Rs. 40-100 Crore Approx.)

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 6/30

Alternators :- An alternator is an electromechanical device that converts mechanical

energy to electrical energy in the form of alternating current. 

Most alternators use a rotating magnetic field but linear alternators are occasionally used. In

principle, any AC electrical generator can be called an alternator, but usually the word refers

to small rotating machines driven by automotive and other internal combustion engines.

Alternators in power stations driven by steam turbines are called turbo-alternators.

Diagram of a simple alternator with a rotating magnetic core (rotor) and stationary wire

(stator) also showing the current induced in the stator by the rotating magnetic field of the

rotor.

Principle of operation :- Alternators generate electricity using the same principle as

DC generators, namely, when the magnetic field around a conductor changes, a current is

induced in the conductor. Typically, a rotating magnet, called the rotor turns within a

stationary set of conductors wound in coils on an iron core, called the stator. The field cuts

across the conductors, generating an induced EMF (electromotive force), as the mechanical

input causes the rotor to turn.

The rotating magnetic field induces an AC voltage in the stator windings. Often there are

three sets of stator windings, physically offset so that the rotating magnetic field produces

a three phase current, displaced by one-third of a period with respect to each other.

The rotor's magnetic field may be produced by induction (as in a "brushless" alternator), by

permanent magnets (as in very small machines), or by a rotor winding energized with direct

current through slip rings and brushes. The rotor's magnetic field may even be provided by

stationary field winding, with moving poles in the rotor. Automotive alternators invariably

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 7/30

use a rotor winding, which allows control of the alternator's generated voltage by varying the

current in the rotor field winding. Permanent magnet machines avoid the loss due to

magnetizing current in the rotor, but are restricted in size, due to the cost of the magnet

material. Since the permanent magnet field is constant, the terminal voltage varies directly

with the speed of the generator. Brushless AC generators are usually larger machines than

those used in automotive applications.

An automatic voltage control device controls the field current to keep output voltage

constant. If the output voltage from the stationary armature coils drops due to an increase in

demand, more current is fed into the rotating field coils through the voltage regulator (VR).

This increases the magnetic field around the field coils which induces a greater voltage in the

armature coils. Thus, the output voltage is brought back up to its original value.Alternators

used in central power stations may also control the field current to regulate reactive

power and to help stabilize the power system against the effects of momentary faults. 

Theory of operation :- Alternators generate electricity by the same principle as DC

generators, namely, when the magnetic field around a conductor changes, a current is induced

in the conductor. Typically, a rotating magnet called the rotor turns within a stationary set of 

conductors wound in coils on an iron core, called the stator. The field cuts across the

conductors, generating an electrical current, as the mechanical input causes the rotor to turn.

The rotor magnetic field may be produced by induction (in a "brushless" alternator), by

permanent magnets (in very small machines), or by a rotor winding energized with direct

current through slip ring sand brushes. The rotor magnetic field may even be provided by

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 8/30

stationary field winding, with moving poles in the rotor. Automotive alternators invariably

use a rotor winding, which allows control of the alternator generated voltage by varying the

current in the rotor field winding. Permanent magnet machines avoid the loss due to

magnetizing current in the rotor, but are restricted in size, owing to the cost of the magnet

material. Since the permanent magnet field is constant, the terminal voltage varies directly

with the speed of the generator. Brushless AC generators are usually larger machines than

those used in automotive applications.

A rotating magnetic field is a magnetic field which periodically changes direction. This is a

key principle to the operation of alternating-current motor.

A symmetric rotating magnetic field can be produced with as few as three coils. Three coils

will have to be driven by a symmetric 3-phase AC sine current system, thus each phase will

be shifted 120 degrees in phase from the others. For the purpose of this example, magnetic

field is taken to be the linear function of coil's current.

The result of adding three 120-degrees phased sine waves on the axis of the motor is a single

rotating vector. The rotor (having a constant magnetic field driven by DC current or a

permanent magnet) will attempt to take such position that N pole of the rotor is adjusted to S

pole of the stator's magnetic field, and vice versa. This magneto-mechanical force will drive

rotor to follow rotating magnetic field in a synchronous manner.

A permanent magnet in such a field will rotate so as to maintain its alignment with the

external field. This effect was utilised in early alternating current electric motors. A rotating

magnetic field can be constructed using two orthogonal coils with 90 degrees phase

difference in their AC currents. However, in practice such a system would be supplied

through a three-wire arrangement with unequal currents. This inequality would cause serious

problems in standardization of the conductor size and in order to overcome it, three-phase

systems are used where the three currents are equal in magnitude and have 120 degrees phase

difference. Three similar coils having mutual geometrical angles of 120 degrees will create

the rotating magnetic field in this case. The ability of the three phase system to create a

rotating field utilized in electric motors is one of the main reasons why three phase systems

dominated in the world electric power supply systems. Because magnets degrade with

time, synchronous motors and induction motors use short-circuited rotors (instead of a

magnet) following a rotating magnetic field of multi coiled stator. (Short circuited turns of 

rotor develop eddy currents in the rotating field of stator which (currents) in turn move the

rotor by Lorentz force).

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 9/30

Alternators by Auto Ignition ltd :-The company’s product range

includes Alternators for LCVs, SUVs, HCVs, Generating sets, off-road vehicles, tractors, and

stationary engines.

  12V / 24V 23 Amps to 90 Amps range Alternators.

  Compact Alternator 12V / 24V in 33 Amps to 90 Amps.  Vacuum Pump Alternators 12V / 24V 28 Amps to 80 Amps.

  Completely enclosed 12V Alternators for Marines and other applications.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 10/30

Armature:- An armature generally refers to one of the two principal electrical

components of an electromechanical machine – generally in a motor generator, but it may also

mean the pole piece of a permanent magnet or electromagnet, or the moving iron part of 

a solenoid or relay. The other component is the field winding or field magnet. The role of the

"field" component is simply to create a magnetic field (magnetic flux) for the armature to

interact with, so this component can comprise either permanent magnets, or electromagnets

formed by a conducting coil. The armature, in contrast, must carry current so it is always

a conductor or a conductive coil, oriented normal to both the field and to the direction of 

motion, torque (rotating machine), or force (linear machine). The armature's role is twofold.

The first is to carry current crossing the field, thus creating shaft torque in a rotating machine

or force in a linear machine. The second role is to generate an electromotive force (EMF).

In the armature, an electromotive force is created by the relative motion of the armature and

the field. When the machine is acting as a motor, this EMF opposes the armature current, and

the armature converts electrical power to mechanical torque, and power, unless the machine

is stalled, and transfers it to the load via the shaft. When the machine is acting as a generator,

the armature EMF drives the armature current, and shaft mechanical power is converted to

electrical power and transferred to the load. In an induction generator, these distinctions are

blurred, since the generated power is drawn from the stator, which would normally beconsidered the field. A growler is used to check the armature for shorts, opens and grounds.

Balanced Armature: A technology used to reproduce sound and is used in speakers,

headphones and telephone units. First patented in 1918 by Henry Egerton and based on the

1882 balanced armature telephone patent of Thomas Watson.

Magnetic forces from a permanent magnet(s) and coil(s) work on a "balanced" or centered

"Armature" or plate. This Armature is connected to a diaphragm. Much more efficient than

the old vintage magnetic headsets because they are "bi polar" meaning they use both side of 

the magnetic forces. Also the most sensitive spot on a diaphragm is the very center. The

closer you get to center, the more sensitive the unit. This is why magnetic units try to get their

coils as close as possible to each other and to the center. Balanced Armature can achieve this

easily by sending the energy from the "Balanced Armature down a "connecting rod" to the

exact center of the diaphragm.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 11/30

A Simple Balanced Armature Unit

Armature reaction in a DC machine :- In a DC machine, the main field

is produced by field coils. In both the generating and motoring modes, the armature carries

current and a magnetic field is established, which is called the armature flux. The effect of 

armature flux on the main field is called the armature reaction.The armature reaction:

1.  demagnetizes the main field, and

2.  cross magnetizes the main field.

The demagnetizing effect can be overcome by adding extra ampere-turns on the main field.

The cross magnetizing effect can be reduced by having common poles.

Armature reaction is essential in Amplidyne rotating amplifiers.

Armature reaction drop is the effect of a magnetic field on the distribution of the flux under

main poles of a generator.

A d.c armature

Since an armature is wound with coils of wire, a magnetic field is set up in the armature

whenever a current flows in the coils. This field is at right angles to the generator field, and is

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 12/30

called cross magnetization of the armature. The effect of the armature field is to distort the

generator field and shift the neutral plane. The neutral plane is the position where the

armature windings are moving parallel to the magnetic flux lines. This effect is known as

armature reaction and is proportional to the current flowing in the armature coils.

The brushes of a generator must be set in the neutral plane; that is, they must contact

segments of the commutator that are connected to armature coils having no induced emf. If 

the brushes were contacting commutator segments outside the neutral plane, they would

short-circuit "live" coils and cause arcing and loss of power.

Armature reaction causes the neutral plane to shift in the direction of rotation, and if the

brushes are in the neutral plane at no load, that is, when no armature current is flowing, they

will not be in the neutral plane when armature current is flowing. For this reason it is

desirable to incorporate a corrective system into the generator design.

These are two principal methods by which the effect of armature reaction is overcome. The

first method is to shift the position of the brushes so that they are in the neutral plane when

the generator is producing its normal load current. In the other method, special field poles,

called interpoles, are installed in the generator to counteract the effect of armature reaction.

The brush-setting method is satisfactory in installations in which the generator operates under

a fairly constant load. If the load varies to a marked degree, the neutral plane will shift

proportionately, and the brushes will not be in the correct position at all times. The brush-

setting method is the most common means of correcting for armature reaction in small

generators (those producing approximately 1000 W or less). Larger generators require the use

of interpoles.

Armatures by Auto Ignition Ltd:- 

  Lap Winding (In various sizes).

  Wave Winding.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 13/30

Drives :- The word "drive" is used loosely in the industry. It seems that people involved

primarily in the world of gear boxes and pulleys refer to any collection of mechanical and

electro-mechanical components, which when connected together will move a load, as a

"drive". When speaking to these people, an AC drive may be considered by them as the

variable frequency inverter and motor combination. It may even include the motor's pulley - I

am not sure.

People in the electrical field and electrical suppliers usually refer to a variable frequency

inverter unit alone, or an SCR power module alone (when discussing DC drives) as the

"drive" and the motor as the "motor".

Manufacturers of variable frequency drives (VFD) used to refer to the drive as just that, a

"variable frequency drive". More manufacturers are referring to their drive as an "adjustable

speed AC drive". To make matters worse when a motor is included in the package it may be

referred to as an "adjustable speed AC drive system".

A variable frequency drive is an adjustable speed drive. Adjustable speed drives include all

types; mechanical and electrical. Now is it clear? Don't worry about it. It's not clear to

anyone. As you read on, when I refer to the "drive" I am referring to the variable frequency

inverter alone.

AC drives :- The main power components of an AC drive, have to be able to supply

the required level of current and voltage in a form the motor can use. The controls have to be

able to provide the user with necessary adjustments such as minimum and maximum speed

settings, so that the drive can be adapted to the user's process. Spare parts have to be available

and the repair manual has to be readable. It's nice if the drive can shut itself down when

detecting either an internal or an external problem. It's also nice if the drive components are

all packaged in a single enclosure to aid in installation but that's about it.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 14/30

The paradox facing drive manufacturers today is that as they make their drives easier to use,

the amount of training with which they must provide their users increases. This is because as

drives become easier to use they are purchased more and more by people of less and less

technical capability. As less technical people get involved in drive purchases the number of 

misapplications goes way up. I call this phenomenon the "dumb trap". (When manufactures

discover this phenomenon they simultaneously discover how dumb they've been. Some have

not yet discovered it.)

Ambiguous Motor Theory :-The real action in an AC variable frequency

drive system is in the motor. This is really where it all happens.

To be an AC drive application Wizard (which is several levels higher then Guru) one must

understand how motors use electric power. It is essential. I cannot emphasize the importance

of this.

All loads moved by electric motors are really moved by magnetism. The purpose of every

component in a motor is to help harness, control, and use magnetic force. When applying an

AC drive system it helps to remember you are actually applying magnets to move a load. To

move a load fast does not require more magnets, you just move the magnets fast. To move a

heavier load or to decrease acceleration time (accelerate faster) more magnets (more torque)

are needed. This is the basis for all motor applications.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 15/30

Operation in AC drive system :- 

Above is a cross-sectional view a motor rotor and field magnetic core. Looking from the side

would look something like a looking at a can:

We can add magnets (and torque) to our drive system by using a motor with a core that is

either longer, larger in cross-sectional diameter, or some combination of both.

Speed controls for AC induction motors :-Recent developments in drive

electronics have allowed efficient and convenient speed control of these motors, where this

has not traditionally been the case. The newest advancements allow for torque generation

down to zero speed. This allows the polyphase AC induction motor to compete in areas

where DC motors have long dominated, and presents an advantage in robustness of design,

cost, and reduced maintenance.

Phase vector drives :- Phase vector drives (or simply vector drives) are an improvement

over variable frequency drives (VFDs) in that they separate the calculations of magnetizing

current and torque generating current. These quantities are represented by phase vectors, and

are combined to produce the driving phase vector which in turn is decomposed into the

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 16/30

driving components of the output stage. These calculations need a fast microprocessor,

typically a DSP device.

Unlike a VFD, a vector drive is a closed loop system. It takes feedback on rotor position and

phase currents. Rotor position can be obtained through an encoder, but is often sensed by the

reverse EMF generated on the motor leads.

In some configurations, a vector drive may be able to generate full rated motor torque at zero

speed.

Direct torque control drives :-

Direct torque control has better torque control dynamics than the PI-current controller based

vector control. Thus it suits better to servo control applications. However, it has someadvantage over other control methods in other applications as well because due to the faster

control it has better capabilities to damp mechanical resonances and thus extend the life of 

the mechanical system.

Drives by Auto Ignition ltd :-

  Posi-torque Drives

  Clock Wise Drives  Anticlockwise Drives

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 17/30

Ignition Coils :- An ignition coil (also called a spark coil) is an induction coil in

an automobile's ignition system which transforms the battery's 12 volts (6 volts in some older

vehicles) to the thousands of volts (20 to 30 thousand volts or more) needed to create

an electric spark in the spark plugs to ignite the fuel. Some coils have an internal resistor to

reduce the voltage and some rely on a resistor wire or an external resistor to reduce the

voltage from the car's 12 volt wiring flowing into the coil. The wire which goes from the

ignition coil to the distributor and the wires which go from the distributor to each of the spark 

plugs are called spark plug wires or high tension leads. 

This specific form of the autotransformer, together with the contact breaker and

a capacitor (still referred to in automobile parlance by its old name of "condensor"), converts

low voltage from a battery into the high voltage required by spark plugs in an internal

combustion engine. 

Ignition coil

Principle :- When the contact breaker closes, it allows a current from the battery to build

up in the primary winding of the ignition coil. (The current does not flow instantly because of 

the inductance of the coil.) Once the current has built up to its full level, the contact breaker

opens. Since it has a capacitor connected across it, the primary winding and the capacitor

form a tuned circuit, and as the stored energy oscillates between the inductor formed by the

coil and the capacitor, the changing magnetic field in the core of the coil induces a much

larger voltage in the secondary of the coil. More modern electronic ignition systems operate

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 18/30

on exactly the same principle, but some rely on charging the capacitor to around 400 volts

rather than charging the inductance of the coil.

Modern ignition systems :-In modern systems, the distributor is omitted and ignition is instead electronically controlled.

Much smaller coils are used with one coil for each spark plug or one coil serving two spark 

plugs (for example two coils in a four-cylinder engine, or three coils in a six-cylinder engine).

A large ignition coil puts out about 20 kV, and a small one such as from a lawn mower puts

out about 15 kV. These coils may be remotely mounted or they may be placed on top of the

spark plug (coil-on-plug or Direct Ignition). Where one coil serves two spark plugs (in two

cylinders), it is through the "wasted spark" system. In this arrangement the coil generates twosparks per cycle to both cylinders. The fuel in the cylinder that is nearing the end of its

compression stroke is ignited, whereas the spark in its companion that is nearing the end of 

its exhaust stroke has no effect. The wasted spark system is more reliable than a single coil

system with a distributor and less expensive than coil-on-plug.

Where coils are individually applied per cylinder, they may all be contained in a single

molded block with multiple high-tension terminals. This is commonly called a coil-pack.

A bad coil pack may cause a misfire, bad fuel consumption or loss of power.

Ignitions coil by Auto Ignition ltd :- Oil Filled & Epoxy Filled -

Ignition Coils & Energy Transfer Coils.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 19/30

 Solenoid Switches :- A starter solenoid (or starter relay) is the part of 

an automobile which relays a large electric current to the starter motor, which in turn sets the

engine in motion. In many vehicles the solenoid also engages the starter pinion with the ring

gear of the engine.

Solenoid switch

Operation :-  The starter solenoid receives a large electric current from the car

battery and a small electric current from the ignition switch. When the ignition switch is

turned on, a small electric current is sent to the starter solenoid. This causes the starter

solenoid to close a pair of heavy contacts, thus relaying a large electric current to the starter

motor, which in turn sets the engine in motion.

The starter motor is a series-wound direct current electric motor with

a solenoid switch (similar to a relay) mounted on it. When low-current power from

thestarting battery is applied to the starter solenoid, usually through a key-operated switch,

the solenoid closes high-current contacts for the starter motor and it starts to run. Once the

engine starts, the key-operated switch is opened and the solenoid opens the contacts to the

starter motor.

Most modern starters also rely on the solenoid to engage the starter pinion with the ring

gear of the flywheel. When the solenoid is energized, it operates a plunger or lever which

forces the pinion into mesh with the ring gear. The pinion incorporates a mechanism such that

when the engine starts and runs faster than the starter motor the pinion is forced to unmesh.

Some older starter designs, such as the Bendix drive, used the rotational inertia of the pinion

to force it along a helical groove cut into the starter driveshaft, and thus no mechanical

linkage with the solenoid was required.

The starter solenoid can be located under the hood of a car by following the positive (red)

cable from the battery, which usually leads directly to the solenoid. Then, the solenoid will

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 20/30

have another cable of similar or equal weight which will go down to the starter, which is

normally accessed from the bottom of the vehicle. The solenoid will also have a third

(smaller) wire, which comes in from the starter switch. Starter solenoids can also be built into

the starter itself, often visible on the outside of the starter.

Problems :- If a starter solenoid receives insufficient power from the battery, it will fail

to start the motor, and may produce a rapid clicking sound. The lack of power can be caused

by a low battery, by corroded or loose connections in the battery cable, or by a damaged

positive (red) cable from the battery. Any of these problems will result in some, but not

enough, power being sent to the solenoid, which means that the solenoid will only begin to

push the engagement gear, making the metallic click sound. Starter solenoid problems arebest diagnosed by an experienced auto-electrician.

Solenoid switch by Auto Ignition ltd :- 

  Baby Solenoid Switch (Loose Plunger in Various sizes)

  Relays (Shut- off switch)

  Integrated Plunger Type (Door Switch)

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 21/30

Starter Motors :- A starter motor (also starting motor or starter) is an electric

motor for rotating an internal-combustion engine so as to initiate the engine's operation under

its own power.

Starter motor

Electric starter :-The modern starter motor is either a permanent-magnet or a series-

parallel wound direct current electric motor with a starter solenoid (similar to a relay) 

mounted on it. When current from the starting battery is applied to the solenoid, usually

through a key-operated switch, the solenoid engages a lever that pushes out the

drive pinion on the starter driveshaft and meshes the pinion with the starter ring gear on

the flywheel of the engine. 

The solenoid also closes high-current contacts for the starter motor, which begins to turn.

Once the engine starts, the key-operated switch is opened, a spring in the solenoid assembly

pulls the pinion gear away from the ring gear, and the starter motor stops. The starter's pinion

is clutched to its driveshaft through an overrunning sprag clutch which permits the pinion to

transmit drive in only one direction. In this manner, drive is transmitted through the pinion to

the flywheel ring gear, but if the pinion remains engaged (as for example because the

operator fails to release the key as soon as the engine starts, or if there is a short and the

solenoid remains engaged), the pinion will spin independently of its driveshaft. This prevents

the engine driving the starter, for such backdrive would cause the starter to spin so fast as to

fly apart. However, this sprag clutch arrangement would preclude the use of the starter as a

generator if employed in hybrid scheme mentioned above, unless modifications were made.

Also, a standard starter motor is only designed for intermittent use which would preclude its

use as a generator; the electrical components are designed only to operate for typically under

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 22/30

30 seconds before overheating (by too-slow dissipation of heat from ohmic losses), to save

weight and cost. This is the same reason why most automobile owner's manuals instruct the

operator to pause for at least ten seconds after each ten or fifteen seconds of cranking the

engine, when trying to start an engine that does not start immediately.

This overrunning-clutch pinion arrangement was phased into use beginning in the early

1960s; before that time, a Bendix drive was used. The Bendix system places the starter drive

pinion on a helically cut driveshaft. When the starter motor begins turning, the inertia of the

drive pinion assembly causes it to ride forward on the helix and thus engage with the ring

gear. When the engine starts, backdrive from the ring gear causes the drive pinion to exceed

the rotative speed of the starter, at which point the drive pinion is forced back down the

helical shaft and thus out of mesh with the ring gear.

Gear reduction :-Chrysler Corporation contributed materially to the modern

development of the starter motor. In 1962, Chrysler introduced a starter incorporating

ageartrain between the motor and the driveshaft. Rolls Royce had introduced a conceptually

similar starter in 1946 but Chrysler's was the first volume-production unit. The motor shaft

has integrally cut gear teeth forming a pinion which meshes with a larger adjacent driven gear

to provide a gear reduction ratio of 3.75:1. This permits the use of a higher-speed, lower-

current, lighter and more compact motor assembly while increasing cranking

torque.[3] Variants of this starter design were used on most rear- and four-wheel-drive

vehicles produced by Chrysler Corporation from 1962 through 1987. It makes a unique,

distinct sound when cranking the engine, which led to it being nicknamed the "Highland Park 

Hummingbird" — a reference to Chrysler's headquarters in Highland Park, Michigan. 

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 23/30

The Chrysler gear-reduction starter formed the conceptual basis for the gear-reduction

starters that now predominate in vehicles on the road. Many Japanese automakers phased in

gear reduction starters in the 1970s and 1980s. Light aircraft engines also made extensive use

of this kind of starter, because its light weight offered an advantage.

Those starters not employing offset geartrains like the Chrysler unit generally employ

planetary epicyclic geartrains instead. Direct-drive starters are almost entirely obsolete owing

to their larger size, heavier weight and higher current requirements

Starter Motor by Auto Ignition ltd :- 

The company’s product range includes Starter Motors for intra-city and inter-city

vehicles; goods and passenger vehicles, off-road vehicles, tractors, stationary engines, 2/3

wheelers.

A range of over 500 part numbers for different applications including: 

  12V/24V Direct On Starter Motors in the range of 0.7 kW to 7.5 kW.

  Both off center and planetary gear 12V/24V Gear reduction Starter Motors in range of 

1.1 kW to 4.5 kW.

  Permanent Magnet Starter Motors in range of 200W to 2.2 kW.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 24/30

Stator:- The stator is the stationary part of a rotor system, found in an electric

generator, electric motor and biological rotors. 

Depending on the configuration of a spinning electromotive device the stator may act as

the field magnet, interacting with the armature to create motion, or it may act as the armature,

receiving its influence from moving field coils on the rotor. 

The first DC generators (known as dynamos) and DC motors put the field coils on the stator,

and the power generation or motive reaction coils on the rotor. This was necessary because a

continuously moving power switch known as the commutator is needed to keep the field

correctly aligned across the spinning rotor. The commutator must become larger and more

robust as the current increases.

The stator of these devices may be either a permanent magnet or an electromagnet. Where the

stator is an electromagnet, the coil which energizes it is known as the field coil or field

winding.

Stator of a 3-phase AC-motor

An AC alternator is able to produce power across multiple high-current power generation

coils connected in parallel, eliminating the need for the commutator. Placing the field coils on

the rotor allows for an inexpensive slip ring mechanism to transfer high-voltage, low current

power to the rotating field coil.

It consists of a steel frame enclosing a hollow cylindrical core (made up of laminations

of silicon steel). The laminations are to reduce hysteresis and eddy current losses.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 25/30

Stators by Auto Ignition Ltd:- 

  Lap Wound (Stators in Star & Delta connection).

  Wave Wound.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 26/30

Voltage Regulators :- A voltage regulator is an electrical regulator designed to

automatically maintain a constant voltage level. A voltage regulator may be a simple "feed-

forward" design or may include negative feedback control loops. It may use an

electromechanical mechanism, or electronic components. Depending on the design, it may be

used to regulate one or more AC or DC voltages.

Electronic voltage regulators are found in devices such as computer power supplies where

they stabilize the DC voltages used by the processor and other elements. In

automobile alternators and central power station generator plants, voltage regulators control

the output of the plant. In an electric power distribution system, voltage regulators may be

installed at a substation or along distribution lines so that all customers receive steady voltage

independent of how much power is drawn from the line.

Electronic voltage regulators :-

A simple voltage regulator can be made from a resistor in series with a diode (or series of 

diodes). Due to the logarithmic shape of diode V-I curves, the voltage across the diode

changes only slightly due to changes in current drawn. When precise voltage control is not

important, this design may work fine.

Feedback voltage regulators operate by comparing the actual output voltage to some fixed

reference voltage. Any difference is amplified and used to control the regulation element in

such a way as to reduce the voltage error. This forms a negative feedback control loop; 

increasing the open-loop gain tends to increase regulation accuracy but reduce stability

(avoidance of oscillation, or ringing during step changes). There will also be a trade-off 

between stability and the speed of the response to changes. If the output voltage is too low

(perhaps due to input voltage reducing or load current increasing), the regulation element is

commanded, up to a point , to produce a higher output voltage – by dropping less of the input

voltage (for linear series regulators and buck switching regulators), or to draw input current

for longer periods (boost-type switching regulators); if the output voltage is too high, the

regulation element will normally be commanded to produce a lower voltage. However, many

regulators have over-current protection, so that they will entirely stop sourcing current (or

limit the current in some way) if the output current is too high, and some regulators may also

shut down if the input voltage is outside a given range

.

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 27/30

Electromechanical regulators :- In electromechanical regulators, voltage

regulation is easily accomplished by coiling the sensing wire to make an electromagnet.

The magnetic field produced by the current attracts a moving ferrous core held back under

spring tension or gravitational pull. As voltage increases, so does the current, strengthening

the magnetic field produced by the coil and pulling the core towards the field. The magnet is

physically connected to a mechanical power switch, which opens as the magnet moves into

the field. As voltage decreases, so does the current, releasing spring tension or the weight of 

the core and causing it to retract. This closes the switch and allows the power to flow once

more.

If the mechanical regulator design is sensitive to small voltage fluctuations, the motion of the

solenoid core can be used to move a selector switch across a range of resistances ortransformer windings to gradually step the output voltage up or down, or to rotate the position

of a moving-coil AC regulator.

Circuit design for a simple electromechanical voltage regulator.

Early automobile generators and alternators had a mechanical voltage regulator using one,

two, or three relays and various resistors to stabilize the generator's output at slightly more

than 6 or 12 V, independent of the engine's rpm or the varying load on the vehicle's electrical

system. Essentially, the relay(s) employed pulse width modulation to regulate the output of 

the generator, controlling the field current reaching the generator (or alternator) and in this

way controlling the output voltage produced.

The regulators used for DC generators (but not alternators) also disconnect the generator

when it was not producing electricity, thereby preventing the battery from discharging back 

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 28/30

into the generator and attempting to run it as a motor. The rectifier diodes in an alternator

automatically perform this function so that a specific relay is not required; this appreciably

simplified the regulator design.

Graph of voltage output on a time scale.

More modern designs now use solid state technology (transistors) to perform the same

function that the relays perform in electromechanical regulators.

Electromechanical regulators are used for mains voltage stabilisation

Coil-rotation AC voltage regulator :-

Basic design principle and circuit diagram for the rotating-coil AC voltage regulator.

This is an older type of regulator used in the 1920s that uses the principle of a fixed-position

field coil and a second field coil that can be rotated on an axis in parallel with the fixed coil.

When the movable coil is positioned perpendicular to the fixed coil, the magnetic forces

acting on the movable coil balance each other out and voltage output is unchanged. Rotating

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 29/30

the coil in one direction or the other away from the center position will increase or decrease

voltage in the secondary movable coil.

This type of regulator can be automated via a servo control mechanism to advance the

movable coil position in order to provide voltage increase or decrease. A braking mechanism

or high ratio gearing is used to hold the rotating coil in place against the powerful magnetic

forces acting on the moving coil.

Voltage regulators by Auto Ignition Ltd :- 

We offer high quality voltage regulators

5/16/2018 Project - slidepdf.com

http://slidepdf.com/reader/full/project-55ab515654a94 30/30

ROTOR :- The rotor is the non-stationary part of a rotary electric motor, electric

generator or alternator, which rotates because the wires and magnetic field of the motor are

arranged so that a torque is developed about the rotor's axis. In some designs, the rotor can

act to serve as the motor's armature, across which the input voltage is supplied. The stationary

part of an electric motor is the stator. A common problem is called cogging torque. 

Rotor by Auto Ignition Ltd :- 

Rotors in various sizes suitable for 35 Amp.s ~ 90 Amps.