The automobile charging system provides electrical power for operation of the vehicle's ignition system, starting system and all electrical accessories. The battery serves as an electrical surge or storage tank, storing (in chemical form) the energy originally produced by the engine driven generator. The system also provides a means of regulating output to protect the battery from being overcharged and to avoid excessive voltage to the accessories.
The storage battery is a chemical device incorporating parallel lead plates in a tank containing a sulfuric acid/water solution. Adjacent plates are slightly dissimilar, and the chemical reaction of the two dissimilar plates produces electrical energy when the battery is connected to a load such as the starter motor. The chemical reaction is reversible, so that when the alternator is producing a voltage (electrical pressure) greater than that produced by the battery, electricity is forced into the battery, and the battery is returned to its fully charged state.
Newer automobiles use alternating current alternators, because they are more efficient, can be rotated at higher speeds, and have fewer brush problems. In an alternator, the field usually rotates while all the current produced passes only through the stator winding. The brushes bear against continuous slip rings. This causes the current produced to periodically reverse the direction of its flow. Diodes (electrical one way valves) block the flow of current from traveling in the wrong direction. A series of diodes is wired together to permit the alternating flow of the stator to be rectified back to 12 volts DC for use by the vehicle's electrical system.
The voltage regulating function is performed by a regulator. The regulator is often built in to the alternator; this system is termed an integrated or internal regulator.
An alternator differs from a DC shunt generator in that the armature is stationary, and is called the stator, while the field rotates and is called the rotor. The higher current values in the alternator's stator are conducted to the external circuit through fixed leads and connections, rather than through a rotating commutator and brushes as in a DC generator. This eliminates a major point of maintenance.
The rotor assembly is supported in the drive end frame by a ball bearing and at the other end by a roller bearing. These bearings are lubricated during assembly and require no maintenance. There are six diodes in the end frame assembly. These diodes are electrical check valves that also change the alternating current developed within the stator windings to a Direct Current (DC) at the output (BAT) terminal. Three of these diodes are negative and are mounted flush with the end frame while the other three are positive and are mounted into a strip called a heat sink. The positive diodes are easily identified as the ones within small cavities or depressions.
The alternator charging system is a negative (-) ground system which consists of an alternator, a regulator, a charge indicator, a storage battery and wiring connecting the components, and fuse link wire.
The alternator is belt-driven from the engine. Energy is supplied from the alternator/regulator system to the rotating field through two brushes to two slip-rings. The slip-rings are mounted on the rotor shaft and are connected to the field coil. This energy supplied to the rotating field from the battery is called excitation current and is used to initially energize the field to begin the generation of electricity. Once the alternator starts to generate electricity, the excitation current comes from its own output rather than the battery.
The alternator produces power in the form of alternating current. The alternating current is rectified by 6 diodes into direct current. The direct current is used to charge the battery and power the rest of the electrical system.
When the ignition key is turned ON , current flows from the battery, through the charging system indicator light on the instrument panel, to the voltage regulator, and to the alternator. Since the alternator is not producing any current, the alternator warning light comes on. When the engine is started, the alternator begins to produce current and turns the alternator light off. As the alternator turns and produces current, the current is divided in two ways: part to the battery (to charge the battery and power the electrical components of the vehicle), and part is returned to the alternator (to enable it to increase its output). In this situation, the alternator is receiving current from the battery and from itself. A voltage regulator is wired into the current supply to the alternator to prevent it from receiving too much current which would cause it to put out too much current. Conversely, if the voltage regulator does not allow the alternator to receive enough current, the battery will not be fully charged and will eventually go dead.
The battery is connected to the alternator at all times, whether the ignition key is turned ON or not. If the battery were shorted to ground, the alternator would also be shorted. This would damage the alternator. To prevent this, a fuse link is installed in the wiring between the battery and the alternator. If the battery is shorted, the fuse link melts, protecting the alternator.
An alternator is better that a conventional, DC shunt generator because it is lighter and more compact, because it is designed to supply the battery and accessory circuits through a wide range of engine speeds, and because it eliminates the necessary maintenance of replacing brushes and servicing commutators.