10/20/23, 2:38 PM SIS 2.

Systems Operation (SENB8373-00)

SMCS -

Alternator PSP
Introduction 202 -0009
3
07: /10/2 8061
The CS-121 and 10-SI Delco Remy Alternators have three phase, full-wave, rectified output.

3
They are the brush type. See the Delco Remy Alternator Coverage Chart in Specifications for the

SEN 8:08+ 0
list of alternators covered in this module. The 8C5510 and 9G6079 Alternators are referenced
throughout this module.

© 2 B837 07:00
10-SI Alternator Operation
023 3
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Delco Remy 10-SI Alternator
The alternator is an electrical and mechanical component driven by belt rotation from the engine.
It is used to charge the storage battery during engine operation. The alternator is cooled by a fan
that is a part of the alternator. The fan pulls air through holes in the back of the alternator. The air
exits out the front of the alternator, cooling it in the process.

The alternator converts mechanical and magnetic energy to alternating current (AC) and voltage.
This process is done by rotating a direct current (DC) electromagnetic field (rotor) inside a three
phase stator. The alternating current and voltage (generated by the stator) are changed to direct
current by a three phase, full wave rectifier system using six silicone rectifier diodes. The
alternator also has a diode trio which is an assembly made up of three exciter diodes. The diode
trio rectifies field current needed to start the charging process.

A solid state regulator is installed in the back of the alternator. Two brushes conduct current
through two slip rings to the field coil on the rotor.

There is also a capacitor mounted in the back of the alternator. The capacitor protects the
rectifier and diode trio from high voltages. It also suppresses electrical noise through a radio, if
equipped.

The alternator is connected to the battery through terminal No. 1 and the ignition or key start
switch for alternator turn-on. Therefore, there is alternator excitation any time the switch is turned

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on.

Alternator Components

Alternator Components-Cross-Sectional View

(1) Slip rings. (2) Rear frame. (3) Rotor. (4) Stator. (5) Drive end frame. (6) Fan.

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Alternator Components-Inside View Of Rear Frame

(2) Rear frame. (7) Regulator. (8) Rectifier. (9) Brush holder. (10) Diode assembly (diode trio). (11) Capacitor.
The major components of the alternator are stator (4), rotor (3), rectifier (8), diode assembly
(diode trio) (10), regulator (7), brush holder (9) and frames (2) and (5).

Stator
(4) Stator.
Stator (4) consists of a stator core and coils. As the rotor turns, its varying magnetic field causes
the stator coil to produce three phase alternating current (AC).

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Rotor
(1) Slip rings. (3) Rotor.
Rotor (3) consists of a core, coils and slip rings (1). The rotor provides the magnetic field
between the rotor field winding and the stator. Slip rings (1) provide the surfaces for brush
contact.

Brush Holder
(9) Brush holder. (12) Brushes.
Brush holder (9) contains two brushes (12). They contact the two rotating slip rings on the rotor.
Current flows to the rotor coil through the brushes and slip rings. There is one positive (+) and
one (-) brush. The brush material is copper graphite.

Rectifier
(8) Rectifier.
Rectifier (8) contains three positive (+) and three negative (-) diodes to form the full wave rectifier
bridge which is connected to the stator. Rectifier (8) changes or rectifies three phase AC to DC.

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Diode Assembly
(10) Diode assembly (diode trio).
Diode assembly (10) is a diode trio. Voltages are generated in the stator initially by residual
magnetism in the rotor. The voltages are impressed through the diode trio and on to the
regulator, through the diodes in the rectifier assembly and back to the stator. The diode trio is
mounted to the rectifier.

Regulator
(7) Regulator.
Regulator (7) controls alternator output. The regulator limits alternator voltage to a preset value
by controlling the field current. It operates electronically to alternately "turn off" and "turn on" the
voltage across the field winding. The regulator acts as an electronic switch. This switching
between "off" and "on" can occur at a rate as low as 10 times per second and as high as 7000
times per second. The regulator is mounted in the back of the alternator.
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Capacitor
(11) Capacitor.
Capacitor (11) protects the rectifier and diode trio from high voltages. It also suppresses radio
and electronic interference. The capacitor is mounted in the back of the alternator.

Alternator Operation Schematic

The integral charging system schematic and explanation that follow indicate the terminals and
basic circuitry for the 10-SI series alternator.

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10-SI Integral Charging System Schematic

The No. 2 terminal is connected to the battery. The base-emitter of transistors TR3 and TR1 is
connected to the battery through resistor R5, thus turning these transistors on. Also, resistors R2
and R3 are connected to the battery through terminal No. 2, but the discharge current of the
battery is very low because of the resistance values of R2, R3, R5, TR1 and TR3.

When the switch is closed, current from the battery flows through the indicator lamp to terminal
No. 1. It then flows through resistor R1 and transistors TR3 and TR1 to ground and then back to
the battery. Also, current flows through the field coil and TR1 back to the battery. The indicator
lamp then turns on.

With the alternator operating, AC voltages initially are generated in the stator windings. The
stator supplies DC field current through the diode trio, the field, TR1 and then through the
grounded diodes in the rectifier bridge back to the stator. The six diodes in the rectifier bridge
change the stator AC voltages to a DC voltage which appears between ground and the "BAT"
terminal.

As speed increases, current is provided for charging the battery and operating electrical
accessories. Also, with the alternator operating, the same voltage appears at the "Bat" and No. 1
terminals. The indicator lamp goes out to indicate the alternator is producing voltage.

If an open should occur in the No. 2 terminal circuit, TR3 and TR1 will turn off and no field
current will flow to prevent an overcharge.

As the speed and voltage increase, voltage between R2 and R3 increases to the value where
zener diode D1 conducts. Transistor TR2 then turns on and TR1 and TR3 turn off. With TR1 off,
the field current and system voltage decrease. This causes D1 to block current flow causing TR1
and TR3 to turn back on. The field current and system voltage increase. This cycle repeats many
times per second which limits the voltage to the adjusted value.

Capacitor C1 smooths out the voltage across R3. Resistor R4 prevents excessive current
through TR1 at high temperatures. Diode D2 prevents high-induced voltages in the field windings
when TR1 turns off. Resistor R2 is a thermistor which causes the regulated voltage to vary with
temperature, thus providing the maximum voltage for charging the battery.

CS-121 Alternator Operation

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Delco Remy CS-121 Alternator

The alternator is an electrical and mechanical component driven by belt rotation from the engine.
It is used to charge the storage battery during engine operation. This alternator is cooled by two
fans that are a part of the alternator. The external fan is mounted behind the pulley. The fan pulls
air through holes in the back of the alternator. The air exits the front of the alternator, cooling it in
the process. The internal fan is mounted on the rotor. This fan pulls air through the holes in the
back of the alternator to cool the rectifier bridge and regulator. The air exits the front of the
alternator.

The alternator converts mechanical and magnetic energy to alternating current (AC) and voltage.
This process is done by rotating a direct current (DC) electromagnetic field (rotor) inside a three
phase stator. The alternating current and voltage (generated by the stator) are changed to direct
current by a three phase, full wave rectifier system using six silicone rectifier diodes. This
alternator does not have a diode trio. A solid state regulator is installed in the back of the
alternator. Two brushes conduct current through two slip rings to the field coil on the rotor.

There is also a capacitor mounted in the back of the alternator. The capacitor protects the
rectifier from high voltages. It also suppresses electrical noise through a radio, if equipped.

The alternator is connected to the battery through terminal "L" and the ignition or key start switch
for alternator turn-on. Therefore, alternator excitation occurs when the switch is turned on.

Alternator Components

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Alternator Components-Cross-Sectional View

(1) Slip rings. (2) Rear frame. (3) Rotor. (4) Stator. (5) Drive end frame. (6) External fan. (7) Brush holder. (8) Internal
fan.

Alternator Components-Inside View Of Rear Frame

(2) Rear frame. (7) Brush holder. (9) Regulator. (10) Rectifier.
The major components of the alternator are stator (4), rotor (3), rectifier (10), regulator (9), brush
holder (7) and frames (2) and (5). The CS-121 alternators feature a high ampere output per
pound of weight, with a totally new and different regulator. A diode trio is not used. A delta wound
stator, rectifier bridge, rotor with slip rings and brushes are electrically similar to the SI series
alternators. The CS stands for Charging System. The 121 denotes the outside diameter in
millimeters of the stator laminations. This series of alternators has two fans for cooling the
alternator.

Stator

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(4) Stator.
Stator (4) consists of a stator core and coils. As the rotor turns, its varying magnetic field causes
the stator coil to produce three phase alternating current (AC).

Rotor
(1) Slip rings. (3) Rotor. (8) Internal fan.
Rotor (3) consists of a core, coils and slip rings (1). The rotor provides the magnetic field
between the rotor field winding and the stator. Slip rings (1) provide the surfaces for brush
contact. Internal fan (8) pulls air through the rear frame to cool the rectifier bridge and regulator.

Brush Holder
(7) Brush holder. (11) Brushes.
Brush holder (7) contains two brushes (11). They contact the two rotating slip rings on the rotor.
Current flows to the rotor coil through the brushes and slip rings. There is one positive (+) and
one (-) brush. The brush material is copper graphite.

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Rectifier
(10) Rectifier.
Rectifier (10) contains three positive (+) and three negative (-) diodes to form the full wave
rectifier bridge which is connected to the stator. Rectifier (10) changes or rectifies three phase
AC to DC.

Regulator

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(9) Regulator.
Regulator (9) controls alternator output. Most regulators limit the alternator voltage to a preset
value by controlling the field current. It operates electronically to alternately "turn off" and "turn
on" the voltage across the field winding. This regulator switches the field current on and off at a
fixed frequency of about 400 cycles per second. By varying the on-off time, the correct average
field current for proper system voltage control is obtained. The regulator is mounted in the back
of the alternator.

Alternator Operation Schematic

The integral charging system schematic and explanation that follow indicate the terminals and
basic circuitry for the CS-121 series alternator.

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CS-121 Integral Charging System Schematic

When the switch is closed, the indicator lamp turns on and a voltage is applied to the regulator at
the "L" terminal to cause transistor TR1 to rapidly "turn on" and "turn off". The transistor will be
turned on about 30 percent of the time and turned off 70 percent of the time. The battery will
supply field current which will flow into the alternator output or Bat terminal and then through TR1
and the field coil to ground. Field current does not flow through the indicator lamp.

The field current is sufficient to cause the alternator to turn on when the engine is started. At
engine idle speeds, voltage induced in the stator will cause the stator to supply field current and
also output voltage and current at the Bat terminal for the vehicle electrical system.
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On some models, a resistor is used in parallel with the indicator lamp. This feature insures
alternator turn-on in the event the lamp burns out. The zener diodes in the rectifier bridge protect
the system against high voltages in the stator.

The regulator switches the field voltage on and off at a fixed frequency of about 400 cycles per
second. Voltage control is obtained by varying the "on-off" time of the field current. Thus, at low
speeds, the field may be turned on 90 percent of the time and off 10 percent of the time. This
results in a relatively high average field current, which, when combined with the low alternator
speed, produces the desired system voltage.

As alternator speed increases, less field current is needed to generate the desired system
voltage. The duty cycle changes to reduce the average field current. For example, at high engine
speeds, the regulator may be on only 10 percent of the time and off 90 percent of the time. This
duty cycle will change as operating factors change to provide just the right amount of voltage.

Most regulators are temperature compensated to provide the maximum voltage needed for
battery charging. As the temperature increases, the voltage setting will decrease. Under cold
weather conditions, the regulator will operate at a higher voltage setting to provide the higher
voltage required by the battery for charging under these conditions.

The regulator circuitry is designed to perform a special function in the charging system called
Load Response Control. Without this function, a change in engine speed may occur at low
engine speeds when an electrical load is added to the system. This can happen when the engine
is low idle and a fan blower is turned on.

Load Response Control causes the field current and the alternator output current to increase
gradually. This avoids changes in engine speed. Instead of instantly supplying the added
amperes needed to operate the blower motor, the alternator provides these added amperes over
a period of a few seconds. At first, the battery supplies the added load, which is then gradually
transferred to the alternator.

PSP-00098061
2023/10/20
07:37:41+07:00
SENB83730003
© 2023 Caterpillar Inc.

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