TRAINING NOTES

Module 3(Electrical Fundamentals-II) CODE:

IIAE
(ALTERNATORS) TN-
Ref: LP-

ALTERNATORS

An electrical generator is a machine which converts mechanical energy into electrical

energy by electromagnetic induction. A generator which produces alternating current is
referred to as an a.c. generator. The word "alternator" is a combination of “alternating”
and “generator” and is applied only to a.c. generators.

The major difference between an alternator and a d.c. generator is the method-of
connection to the external circuit; that is, the alternator is connected to the external circuit
by slip rings, but the d.c. generator is connected by a commutator.

Types Of Alternators

Alternators are classified on following basis-

a) Type of excitation system used.

b) Number of phases of output voltage
c) Types of stator and rotor used

Type Of Excitation System Used

Direct-Connected DC Generator.

This system consists of a d.c. generator fixed on the same shaft with the a.c. generator. A
variation of this system is a type of alternator which uses DC. from the battery for
excitation, after which the alternator is self excited.

By Transformation And Rectification From The A.C. System.

This method depends on residual magnetism for initial a.c voltage build-up, after which
the field is supplied with rectified voltage from the a.c. generator.

Integrated Brushless Type

This arrangement has a direct-current generator on the same shaft with an alternating-
current generator. The excitation circuit is completed through silicon rectifiers rather than
a commutator and brushes. The rectifiers are mounted on the generator shaft and their
output is fed directly to the alternating-current generator's main rotating field.
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Module 3(Electrical Fundamentals-II) CODE:
IIAE
(ALTERNATORS) TN-
Ref: LP-

Number Of Phases Of Output Voltage

Single-phase,
Two-phase,
Three-phase

In the electrical systems of aircraft, the three phase alternator is by far the most common.

Types Of Stator And Rotor Used

Revolving-armature type
Revolving-field type.

Revolving Armature Alternator

The revolving-armature alternator is similar in construction to the DC generator, in that

the armature rotates through a stationary magnetic field. The revolving-armature
alternator is found only in alternators of low power rating and generally is not used. In
the d.c. generator, the e.m.f. generated in the armature windings is converted into a
unidirectional voltage (d.c.) by means of the commutator.

In the revolving-armature type of alternator, the generated a.c. voltage is applied

unchanged to the load by means of slip rings and brushes.

Revolving Field Alternator

The revolving-field type of alternator has a stationary armature winding (stator) and a
rotating-field winding (rotor).

Advantages Of Rotating Field System

Advantages of having stationary armature (and a rotating field system) are:

a. The output current can be led directly from fixed terminals on the stator (or armature
windings) to the load circuit, without having to pass it through brush-contacts.
b. It is easier to insulate stationary armature windings for high voltage.
c. The slip rings are replaced to low voltage, low power d.c. field circuit.
d. The armature winding can be more easily braced to prevent any deformation.
 TRAINING NOTES
Module 3(Electrical Fundamentals-II) CODE:
IIAE
(ALTERNATORS) TN-
Ref: LP-

Alternator System For Light Aircraft

The alternator system for light aircraft is similar to a power system with a dc generator;
however, the actual output of the alternator is alternating current. To use this current in a
light- aircraft power system, it is necessary to convert it into direct current. This is
accomplished by means of a three-phase, full-wave rectifier, A rectifier for three-phase
alternating current consists of six silicon diodes if the rectifier is designed for full-wave
rectification. A schematic diagram of a delta-wound stator with a three-phase, full-wave
rectifier is shown in Figure 11-5. The arrowheads, which represent the diodes, point in a
direction opposite the actual electron flow. Under the conventional system (current flow
from positive to negative), the arrowheads would point in the direction of flow. In the
diagrams in Figure 11-6, it can be seen how the current produced in each phase of the
stator is rectified.
The three separate voltages produced by each phase of the armature overlap, as seen in
Figure . Once the current is rectified, the voltage curves remain overlapped; however,
since the stator is wired in parallel, only the strongest voltage reaches the alternator
output terminals. As illustrated in Figure 11-6, the effective voltage is an average of the
voltage values above the intersection of the individual voltage curves. The effective
voltage is equal to the rated output voltage of the alternator. This value averages near 14
V for a 12- V battery system and 28 V for a 24-V battery system. The dc ripple voltage
values actually range from approximately 13.8 to 14,2 V or 23.8 to 24.2 V. However, the
dc ripple voltage changes value so quickly and so little that for all practical purposes, the
voltage of the aircraft electrical system is considered to be the effective voltage of the
alternator.
A typical electric power circuit is shown in Figure. Since the rectifier is mounted in the
end frame of the alternator, the alternator output terminals are marked for direct current.

Three Phase Full wave rectifier alternator stator

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Rectification of Three Phase Current

The principal components are the three-phase stator (armature windings), the rotor (field
windings), and the rectifier assembly. The rotating field winding provides the
electromagnetic field, which is used to excite the stator windings. A brush set and slip-
ring assembly is used to transfer current to the rotating field. Since the field coil requires
a relatively low amperage (approximately 4 A maximum) to power the electromagnet, the
brushes are smaller and longer-lasting than those found on dc generators. The brush
assembly of a dc generator often carries well over 50 A. The stationary armature receives
an induced voltage, which is connected to the rectifier assembly. The rectifier consists of
six diodes connected to form the three-phase, full-wave rectifier.

A typical alternator for light aircraft has a rotor with 8 or 12 poles alternately spaced with
north and south polarity. This provides the rotating field within the stator. The strength of
the rotating field is controlled by the amount of current flowing in the rotor winding. This
current is governed by the voltage regulator. The output of the stator is applied to a full-
wave rectifier consisting of six diodes mounted within the alternator housing. The output
of the alternator is, therefore, direct current as it is supplied to the aircraft electric power
system.
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The rotor is mounted on a shaft with a ventilating fan on the drive end. The slip rings,
slip-ring end bearing inner race, and spacer are on the other end of the shaft. The rotor
windings and winding leads are treated with high-temperature epoxy cement to provide
vibration and temperature resistance. High-temperature solder is used to secure the
winding leads to the slip rings.

The stator of the alternator has a special electric lead that is connected to the center of the
three-phase windings. This lead may be used to activate low-voltage warning systems or
relays. The center connection of the three-phase stator is not always needed for external
circuitry; in this case the connection is insulated and secured to the stator core. The entire
stator assembly is then coated with a heat-resistant epoxy varnish.
Six diodes rectify the ac voltage produced in the armature. There are three positive and
three negative diodes, each mounted into an assembly plate. The positive and negative
diode plates are insulated from each other, and the positive plate is insulated from the
alternator case. In many alternators the diodes are not individual units; all six diodes must
be replaced as one assembly. Each diode is connected to the alternator stator by means of
a high-temperature solder or a solderless crimp-type terminal.

The brush end housing provides the mounting for the rectifiers and rectifier assembly
plates, the output and auxiliary terminal studs, and the brush and holder assembly. The
brush end housing also contains the roller bearing, the outer race assembly, and a grease
seal.

The brush and holder assembly contains two brushes, two brush springs, a brush holder,
and insulators. Each brush is connected to a separate terminal stud and is insulated from
ground. The brush and holder assembly can be easily removed for brush inspection or
replacement purposes. In some cases the brush assembly can be removed only after the
alternator has been disassembed. These brushes are not inspected during a routine aircraft
inspection.

Single-Phase Alternator

Since the emf induced in the armature of a generator is alternating, the same sort of
winding can be used on an alternator as on a DC generator. This type of alternator is
known as a single phase alternator, but since the power delivered by a single phase circuit
is pulsating.

A single phase alternator has a stator made up of a number of windings in series, forming
a single circuit in which an output voltage is generated. Figure illustrates a schematic
diagram of a single phase alternator having four poles. The stator has four polar
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Module 3(Electrical Fundamentals-II) CODE:
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groups evenly spaced around the stator frame. The rotor has four poles, with adjacent
poles of opposite polarity. As the rotor revolves, AC voltages are induced in the
stator windings. Since one rotor pole is in the same position relative to a stator winding as
any other rotor pole, all stator polar groups are cut by equal numbers of magnetic lines of
force at any time.

As a result, the voltages induced in all the windings have the same amplitude, or value, at
any given instant. The four stator windings are connected to each other so that the AC
voltages are in phase, or “series adding.” Assume that rotor pole 1, a south pole, induces
a voltage in the direction indicated by the arrow in stator winding 1. Since rotor pole 2 is
a north pole, it will induce a voltage in the opposite direction in stator coil 2 with respect
to that in coil 1. For the two induced voltages to be in series addition, the two coils
are connected as shown in the diagram. Applying the same reasoning, the voltage
induced in stator coil 3 (clockwise rotation of the field) is the same direction
(counterclockwise) as the voltage induced in coil 1. Similarly, the direction of the voltage
induced in winding 4 is opposite to the direction of the voltage induced in coil 1. All four
stator coil groups are connected in series so that the voltages induced in each winding add
to give a total voltage that is four times the voltage in any one winding.

Two-Phase Alternator

Two phase alternators have two or more single phase windings spaced symmetrically
around the stator. In a two phase alternator, there are two single phase windings
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Module 3(Electrical Fundamentals-II) CODE:
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spaced physically so that the AC voltage induced in one is 90° out of phase with the
voltage induced in the other. The windings are electrically separate from each other.
When one winding is being cut by maximum flux, the other is being cut by no flux. This
condition establishes a 90° relation between the two phases.

Three-Phase Alternator

A three phase, or polyphase circuit, is used in most aircraft alternators, instead of a single
or two phase alternator. The three phase alternator has three single phase windings spaced
so that the voltage induced in each winding is 120° out of phase with the voltages in
the other two windings. A schematic diagram of a three phase stator showing all the coils
becomes complex and difficult to see what is actually happening. A simplified schematic
diagram, showing each of three phases, is illustrated in Figure. The rotor is omitted for
simplicity. The waveforms of voltage are shown to the right of the schematic. The three
voltages are 120° apart and are similar to the voltages which would be generated by three
single phase alternators whose voltages are out of phase by angles of 120°. The three
phases are independent of each other.

Star Connection

Rather than have six leads from the three-

phase alternator, one of the leads from each
phase may be connected to form a common
junction. The stator is then called wye- or
star-connected. The common lead may or
may not be brought out of the alternator. If
it is brought out, it is called the neutral lead.

The total voltage, or line voltage, across any

two phases is the vector sum of the individual phase voltages. For balanced conditions,
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Module 3(Electrical Fundamentals-II) CODE:
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the line voltage is 1.73 times the phase voltage in star or wye or Y connection. Since
there is only one path for current in a line wire and the phase to which it is connected, the
line current is equal to the phase current.

Delta Connection

A three-phase stator can also be connected

so that the phases are connected end-to-end.
This arrangement is called a delta
connection. In a delta connection, the
voltages are equal to the phase voltages; the
line currents are equal to the vector sum of
the phase currents; and the line current is
equal to 1.73 times the phase current, when
the loads are balanced.

For equal loads (equal KW output), the delta connection supplies increased line current at
a value of line voltage equal to phase voltage, and the star/wye connection supplies
increased line voltage at a value of line current equal to phase current.

Parallel Operation Of Alternators

The operation of connecting an alternator in parallel with another alternator or with

common bus-bars is known as synchronizing. Generally, alternators are used in a power
system where they are in parallel with many other alternators. It means that the alternator
is connected to a live system of constant voltage and constant frequency.

It is never advisable to connect a stationary alternator to live bus-bars, because, stator

induced e.m.f. being zero, a short-circuit will result. For proper synchronization of
alternators, the following three conditions must be satisfied;

1.The terminal voltage (effective) of the incoming alternator must be the same as bus-bar
voltage.
2.The speed of the incoming machine must be such that its frequency (= PN/120) equals
bus-bar frequency.
3. The phase of the alternator voltage must be identical with the phase of the bus-bar
voltage. It means that the switch must be closed at (or very near) the instant the two
voltages have correct phase relationship.

Alternator Frequency
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Module 3(Electrical Fundamentals-II) CODE:
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The frequency of the alternator voltage depends upon the speed of rotation of the rotor
and the number of poles.
F= PN/ 120
Where f is frequency of the alternator, P is the no. of poles & N is the speed (rpm) of the
alternator.

High-Output Brushless Alternators

High-output brushless alternators were developed for the purpose of eliminating some of
the problems of alternators that employ slip rings and brushes to carry exciter current to
the rotating field.

Brushless alternators use a three-phase, Y-connected armature. One terminal of each

separate stator winding is connected to ground, and the other terminal of the winding is
the main output terminal. The voltage across any single phase is 120 V, whereas the
voltage across any two of the main output terminals is 208 V

System Theory

The brushless alternator uses electromagnetic induction to transfer current from the
stationary components of the generator to the rotating components.
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Module 3(Electrical Fundamentals-II) CODE:
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Construction & Working Principle

Modern brushless alternators are called permanent magnet generators (PMGs). The PMG
gets its name from the permanent magnet within the generator, which initiates the
production of electric power.

They consist of three principal components and therefore there are actually three separate
generators within one case:

1. The permanent magnet generator (Pilot exciter)

2. The exciter generator (Main exciter and rotating rectifier)
3. The main generator

The permanent magnet

The permanent magnet, which is connected to the rotor, is used to induce an alternating
current into the stationary PMG three-phase armature winding. The generator control
unit (GCU) rectifies a 1200-Hz ac armature current and sends a dc voltage to the exciter
field winding.

The exciter generator (Main exciter and rotating rectifier)

The exciter field induces an alternating current into the exciter armature. The exciter
armature is connected to the rotating rectifier, which changes the alternating current to
direct current and it, sends a current to the main generator main generator field. The main
field induces an ac voltage into the main generator armature.

The main generator

The main generator armature is a three-phase winding & Y connected that produces 120
volts across a single phase and 208V across two phases. This armature is connected to the
output terminals of the generator and hence supplies the electric power for the aircraft
systems.
 TRAINING NOTES
Module 3(Electrical Fundamentals-II) CODE:
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Ref: LP-

Advantages of Brushless Alternators

Among the advantages of a brushless alternator are the following:

I. Lower maintenance cost, since there is no brush or slip-ring wear.

2. High stability and consistency of output, because variations of resistance and
conductivity at the brushes and slip rings are eliminated.
3. Better performance at high altitudes, because arcing at the brushes is eliminated.