PRACTICAL TRAINING REPORT ON

AUTO-ELECTRIC COMPONENTS

SUBMITTED BY:KRITI 8245 ECE-1 SEM 7TH

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

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

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)

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.)

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

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

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).

Alternators by Auto Ignition ltd :-The companys 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.

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

components of an electromechanical machinegenerally 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 be considered 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.

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

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 brushsetting 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.

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.

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.

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

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 some advantage 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

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

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 two sparks 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.

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

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 are best 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)

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 seriesparallel 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

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, lowercurrent, 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.

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 companys 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.

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.

Stators by Auto Ignition Ltd:-

Lap Wound (Stators in Star & Delta connection). Wave Wound.

Voltage Regulators :-

A voltage regulator is an electrical regulator designed to

automatically maintain a constant voltage level. A voltage regulator may be a simple "feedforward" 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 voltageby 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 .

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 or transformer 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

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

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

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.