Service Manual

Service Manual

Alternators

THIS IS A MANUAL PRODUCED BY JENSALES INC. WITHOUT THE AUTHORIZATION OF

BOSCH OR IT’S SUCCESSORS. BOSCH AND IT’S SUCCESSORS
ARE NOT RESPONSIBLE FOR THE QUALITY OR ACCURACY OF THIS MANUAL.

TRADE MARKS AND TRADE NAMES CONTAINED AND USED HEREIN ARE THOSE OF OTHERS,
AND ARE USED HERE IN A DESCRIPTIVE SENSE TO REFER TO THE PRODUCTS OF OTHERS.

BOS-S-ALT
 .: .. - -.--
':!. @) GERMANY
.: ,'_ ;_.; __••• _~_ ., - _ _ '.0"; • • _

Technical Instruction

Alternators for Motor Vehicles

 i;~~ernatai
~i~,rer Source~
for Motor Vehicles
© Robert Bosch GmbH, Stuttgart
Automotive Equipment Division
Department for Technical Publications KH/VDT
Editor in chief: Ulrich Adler
Editor: Helmut Scheuerle
Translation: Bl6ks, Girling
In consultation with the technical departments of our
organisation.
Composition, graphics, layout: Dept. KH/VDT
Adress:
Robert Bosch GmbH, Abt. KH/VDT, 7000 Stuttgart 1,
Postfach 50
Reproduction, duplication and translation of this publi-
cation, even in abridged form, is only to ensue with our
previous written consent and with particulars of source.
Illustrations, descriptions, diagrams and other particulars
only serve for elucidation and presentation of the text.
They are not binding as regards details of construction,
installation or delivery.
We neither undertake liability for completeness of the
text nor for its conformity with national or local regula-
tions.
Subject to revision.
1 st edition.
Editorial closing: 30.6.1971
Table of Contents

Int:roduct:ion Alternator Regulators 25

Regulator Principles 25
Background 5 Contact Regulators 26
Single-contact Regulators 26
Why Alternators? 5 Dual-contact Regulators 26
Advantages of the Alternator 5 Temperature Compensation for
Contact Regulators 27
Solid-state Regulators __ 28
Electronic Components 28
Transistors 28
Const:ruct:ion and Zener Diodes 28
Operat:ing Principles Construction of Solid-state Regulators 28
Voltage Regulation 30
Parallel Connection of Alternators 32
Alternators 6
Table of Regulator Models 32
Electromagnetic Induction Principle 6 Charge I nd icator Lamp 33
What is Three-Phase Current? 7 High Voltage Overload Safety 33
Rectification by Semiconductor Diodes 8
Charging Circuit 10
Exciter Circuit 10
Pre-excitation Circuit 11 Inst:allat:ion, Operat:ion, and
Maint:enance
Alternator Designs 11
Basic Construction 11 Installation 35
Claw-pole Alternator with Slip-rings 12 Drive Connection 35
Single-pole Alternator with Slip-rings 15 Charge I ndicator Lamp 35
Claw-pole Alternator with Exciter
Cable Connections 36
(without slip-rings) 17
Permeable Rotor Alternator
Operating Instructions 36
(without slip-rings) 18
Maintenance 38
Explanation of Models Codes 19
Table of Alternator Models 19 Carbon Brushes 38
Basic Constructions 20 Bearing Lubrication 38
Performance Curves 22 Regulator 38
Indicator Lamps 38
Cooling 23
Ventilated Alternators 23 Test Equipment 38
Externally Cooled Alternators 23
Cooling the Diodes 24 Trouble Shooting 40

3
Introduction

Background or conversion, of the induced alternating current into the

dit'ect current necessary for battery charging.
Driven by the vehicle's engine, the alternator has the
task of supplying current to the electrical accessories The advent of the semi·conductor diode has solved this
used in the vehicle while the engine is running. Addition· problem by making it possible to obtain direct current
ally, the alternator must keep the battery properly without the use of commutators. Their small physical
charged. This requires direct current. The alternator, by size allows them to be easily mounted inside alternators
design, generates a three·phase alternating current but where, in place of the commutator, they assume the task
this is ultimately converted into direct current. Logic· of rectifying the alternating current. The term "dynamo
ally, since the end product of an alternator is direct without slip·rings" originates from here. Due to the
current, it might well be called a "direct current genera· extended speed range, resulting from the elimination of
tor". The specific nomenclature, "alternator", serves to the commutator, the a Iternator can satisfy power
distinguish the internal construction differences between demands even while the engine is idling. Fig. 1 shows a
these units and their counterpart, direct current genera· comparison curve of the current output vs. rev/min for
tors having commL.tators. both a DC generator and an alternator of about the same
maximum output. It can readily be seen that the alter·
nator starts to supply current at considerably lower
Why Alternators? speeds, that means battery charging begins at lower
engine speeds. The curves also ind icate that a DC genera·
Constantly increasing traffic density, especially in metro· tor cannot maintain constant output at variable speeds.
politan areas, means that vehicles are spending ever
longer periods of their total driving time merely standing
in traffic (up to 40 % for city buses). During these
periods the DC generator often does not produce any Advantages of the Alternator
power at all while the engine is idling. Further demands
have been placed on the electrical power source through The alternator has proved its superiority due to the
the addition of many new electrical accessories, several following inherent advantages:
of which require relatively large amounts of current (e.g.
halogen driving lamps, foglamps, air conditioner, power Output at engine idle permitting early start of charging;
windows, etc.). High maximum speed;
Requires little maintenance;
Under these circumstances the generator must have suffi- Less wear, resulting in longer life;
cient output, even during engine idle, to keep the High operating reliability;
battery properly charged - particularly in winter. This Lighter weight in relation to output;
requires a considerable bt'oadening of the speed range The regulator does not need a reverse current switch;
within which the generator must supply power. One Not dependant upon direction of rotation with regard to
eventually reaches the point where conventional electrical components (rotational direction only of
DC generators (with commutators) are no longer importance when certain types of cooling fan are used);
practical, since broadening the speed range makes it Battery size may be reduced since rapid recharging is
progressively more difficult to control the commutation, guaranteed .

.- - -
[A]

30 Alternator
I Imax-
~

-
Irnax
25 - - - - +-----
~
Cl ~
c
'" 20
G 2/31m~~ ~.
./ 2/3 Imax
~;;; 15 r-.- -
c
'"
0 / ;:
1- -. . . . . .
T
DC ~enerator
10

5 I----
7 .4
"
0
o
II
1000 " 2000 3000 4000 5000 (rev/mm) ,

Speed n

Fig. 1 Current as function of rev/min

Comparison between DC generator and alternator
of similar maximum output

5
Cons~ruc~ion and Opera~ing
Principles

Alternators

Electromagnetic Induction Principle

Th is principle is based on the fact that, when an electri-

cal conductor cuts through the lines of force of a
magnetic field, an electrical potential (electromotive
force - EMF) is "induced" in the conductor.
It is immaterial whether the magnetic field remains
stationary while the conductor moves or vice versa (i.e.
the conductor is stationary while the magnetic field
moves). I n the Bosch alternator the conductor (stator or
stator winding) is stationary and the magnetic field
moves (rotates, hence the term rotor). The induction
effect can be multiplied by subjecting not only one, but
a large number of conductor loops to the alternating
magnetic field. These "loops" together form the stator
winding. [V]r--------.--------. ---------.--------,
As the rotor turns the poles of the magnetic field move
in the direction of rotation and an "alternating" voltage,
alternating in direction as well as in magnitude, is +
induced in the conductor .
The pointer deflections of the voltmeter (F igs. 2 and 3)
indicate the respective maximum values after each half 0~------~------~~------4_------~
revolution.
Between the maximum values the voltage follows a sine
wave curve if the rotor is turned at a uniform rate
(Fig.4).
The induced EM F becomes greater when the magnetic
field is strengthened (i.e. the lines of force become more o 90 180 270
dense) and when the speed with which the lines of force Degrees of rotor rotation GVt
are cut is increased. Bosch alternators have electro-
magnets for generation of the magnetic field . The field is
only present when current flows through the field Fig. 4 Curve of induced alternating current during one turn
(rotor) winding (excitation winding). of the rotor

./"" - - - ./""
/" :;~G77'%7(

/ ~~-~iilllit:=:~~~===
/
I I / ~F-~~~--
/ /"
/ / / /
/ / / / /
! ! ! \ I I I \
I I I \ I I I \
I I I \ I I I \ \ \
I I I
I

t\ t\ t\
I I

ttt itt\
\ \
•I iI tI
I I I \ \ \ I I I
\ \ \ / / / \ \ \ / / /
\ \ \ / / / \ \ \ / / /

"
\ \ \ J / / \ \ \ / / /
\
"'" "'- '---
'----..._-
/
'-- - _ /./"" /
I
'"""'----
'" '--- "-:
-
../
_../
_../
/
/
/

Fig. 2 Magnetic flux in the stator winding, the li'nes of force Fig . 3 When the magnetic field is reversed, the polarity of the
flow from North pole to South pole induced voltage changes

6
What is Three-Phase Current? [V)

In an alternator, the stator consists of three windings

which are spaced apart fron one another (Fig. 5). In each ::::J
::J +
winding an alternating voltage is induced and an alter- ~
nating current, termed "phase" (u, v w), flows. These :ol
(5 0
windings are arranged so that the phases are equally >
spaced in time, which results in a phase shift of 120 0
(Figs. 5 and 6). The resulting three-phase alternating *'"
.<:::
c..
current is termed simply three-phase current. Three-
phase current results in better utilization of the alterna-
tor than a single-phase alternating current.
[V)
The three phases are connected in a circuit using either
, ~- - ... , ,
,, ,
the "wye" or "delta" configuration . Fig.7 shows the
symbols for the two methods of connection . +
,, ,,
>
::::J
<1>
The two types of connection result in changes in gener- '"
ated current and voltage. The following relationships
~
0
>
0
, , ,,
apply:
~
.<:::
, , ,,
c..
,
.- "
"Wye" connection "Delta" connection 1'_-'
I = Ip; U= Up 0 U= Up; I=Ip y"3
[V)
/- .....
In the above equations p stands for u, v, w.
::::J
;: + " /
V
I
Ip
=
=
Alternator current
Phase current
U
Up
=
=
Alternator voltage
Phase voltage
<1>

'"
:ol
(5
>
0 '" , ~
~

( 0= 1.73) *'"
.<:::
c..
\
, , _ ... 1--
/
/
Most Bosch alternators are manufactured with the
"wye" configuration.
[V)

+
::::J
<1>

'"
:ol 0
(5
>
u
_.-.........
"" o 90 180 270
.\ Degrees of rotor rotation Wt

\ Fig. 6 The combination of the phase voltages induced in the

three windings results in three-phase current

.. ..
.........
v ....
- .\

\
. J
.-')J
/ '

i,Wye"-connection "Delta"-connection

Fig . 5 Generation of three-phase curr~nt by three windings Fig.7 Three-phase connection of the three stator windings
spaced 120 0 apart from each other
left: "Wye"-connection
Phase voltages U u ' U v , U w right: "Delta"-connection
Degrees of rotor rotation Wt

7
Rectification by Semiconductor Diodes

The three-phase current generated in the stator windings

must be rectified in order to charge the vehicle battery_
This is done with the aid of semiconductor diodes, in
this case silicon diodes_ Diodes of this type (Figs_ 8
and 9 show the front view, the construction and the
symbol of such a diode) permit current flow in only one
direction (forward direction, in the direction of the
arrow) and block current in the opposite direction
(inverse direction). thus acting as a rectifier and making
it possible to take off direCt current at the alternator
terminals_
I-----l
It must be realized, however, that the effective range of 1cm
semiconductor diodes does have certain limits (Fig. 10l-
In order for silicon diodes to begin conducting, a voltage
of about 0.6 V must be applied in the forward direction;
the peak inverse voltage (maximum voltage that can be
Fig.8 Front view and symbol of silicon diodes_
effectively blocked) for these diodes is approximately Glass-enclosed diode at left and C3St resin diode
100 V. This voltage range, however, is particularly at right
suitable for the standard low-voltage systems of motor
vehicles.

In automotive electrics two types of diode are used. The

two diode types differ from one another internally only
in that the silicon wafer (rectifying material) is mounted
in the case the opposite way around. This type of
construction is necessary since the diodes have only one
connecting lead (Fig. 11) and their cases are secured in - - - Fe-ring
metal supports (see Cooling, page 23). These supports
(heat sinks) are connected electrically to either the
positive or negative terminal of the battery. :".M+4~H------ Ceramic

------ Cu-plate

Si-wafer. soldered
Cu housing (PNP-junction)

Fig.9 Cross-sectional view of a glass-enclosed diode

+80

Forward
direction
1 t Blocking
direction
-
c:
~
[AI

+40
Plus diode
Cathode
"
<.>
-0
~
~
0
LL

-
c:
~
:;,
<.> or tole band

Forward
direction
1 Anode
1 Blocking
direction
~>
c

ImAI

-6~----L- ________ ~ ________ ~ ________ ~

Minus diode
-200 [VI -100 o +1 IVI +2

Fig. 11 Diode type Inverse voltage U I ..

Forward voltage U
above: PN (positive) diode with cathode on case
below: NP (negative) diode with anode on case Fig. 10 Characteristics of sil icon diodes

8
 \A\ [V] v w'-
~r"", / /'

+ + up '
::::>
C '"en
~ 0 19 0
::J "0
u >

0
Degrees of rotor rotation Wt Degrees of rotor rotation Wt

\AI [V]

+ +
::::>

o ~-------*--------~------~~------~ 3''" 0
0
>

o 180 360 540 1 1

0

Degrees of rotor rotation Lvt Degrees of rotor rotation Wt

Fig. 12 Diode rectification of single-phase [V] , - - - - - - - - , - - - - - - - - , - - - - - - - - , - - - - - - - ,

in front of the diode, single-phase alternating current
after the diode, pulsating direct current

o
o 90 180 270
Degrees of rotor rotation Wt

Fig. 13 Full-wave rectification

above: three-phase current
center: generation of alternator voltage
Diode rectification of one of the three alternating below: rectified alternator voltage (terminal voltage)
current phases is shown in Fig. 12. The diode blocks the
negative half waves, and yields pulsating direct current.

In order to make use of both half waves of each phase

(full-wave rectification), one diode per phase is secured
in the positive metal support and one diode per phase is
secured in the negative metal support. In all, six power
diodes are required for rectification of the total alter- Power diodes
nator output (Fig. 14). This type of circuit is known as a /
three-phase bridge.

Fig. 13 shows the result of full-wave rectification: The

+
three-phase AC (U u , U v , U w ) becomes DC with a slight
ripple (UG).

To increase the number of pole reversals per revolution,

different types of rotors are used. This will be more
thoroughly described in the section on alternator design. Stator winding

The full-wave rectifier circuit is not only used for the

output current of the alternator, but is also used for the
exciter current which magnetizes the poles of the exciter
field. Fig. 14 Three-phase bridge circuit

9
 Power diodes In an alternator these are three separate circuits:

:~ I
I
I
The charging circuit (power circuit)

The exciter circuit

The pre-excitation circuit

120 0

w(-) vIOl u pos.

Stator windings Battery v 0
w neg.

Fig. 15 Charging circuit with phase angle of phase u = 120°

Charging Circuit

Current for battery charging and for the electrical

accessories in the system is taken from the B+ terminal
of the alternator. The flow of current for battery charg-
ing and electrical accessories is depicted in Fig. 15. The
instant of time for this example is at the 120 0 phase
Power diodes Load angle of phase u, as shown by the dotted line on the

;.---~!/ +~
graph to right of the wiring diagram (both half waves
together are 360°). From the diagram we can see that
the voltage at the winding u is positive at this instant,
.. while it is negative at wand zero at v (no voltage). The
current flows from winding u through the PN diode to
t
u (+1 ...,..
,.....1.
I I
- I
alternator terminal B+ .
I I I I
t\L~J
I
I From this terminal the current is either directed to the
~ 'I
.!I.. 1500 battery for charging, or to the electrical accessories, and
w(-) v(+1 u = pos. is grounded. From ground the current is led back to the
Stator windings Battery v = pos. alternator by terminal 0-, and passes through the
w neg. respective NP diode to winding w, the current completes
its circuit at the neutral point t,wye" center).
Fig. 16 Charging circuit with phase angle of phase u = 1500
If a time instant is chosen where the phase angle of u is
150° the current would flow as in Fig. 16. In this case
none of the phases are at zero and currents of equal
magnitude flow from the windings u and v to the
corresponding PN diodes and return to the neutral point
t,wye" center) through the respet:tive NP diode and
winding w. Note that not all the diodes belonging to the
various phases are used at the instant of time examined
uWye .. -connection Exciter diodes
in this example. This remains true for all the other
Power diodes ,-------~"___>
innummerable instants of time which could be examin-

\ ed. Individual phase currents change in magnitude and

polarity, wh1!e the output current to the battery or
electrical accessories maintains its uniform direction.

OF

Stator Excitation Exciter Circuit

windings winding in rotor
The exciter current for generation of the magnetic field
is tapped from the stator winding and is rectified by

:~
u = pos. three special exciter diodes and the three NP power
v 0 diodes. The exciter current follows the path shown in
w neg.
Fig. 17. F.rom winding u (positive at this instant of
time). through its corresponding exciter diode and the
alternator terminal 0+ to the voltage regulator termi-
I nal 0+. The current is led from the regulator termi-
I nal OF to the excitation winding via terminal "OF" of
1200 the alternator, and goes by way of the alternator termi-
nal 0- and the NP power diode to winding w (negative
Fig. 17 Exciter circuit with phase angle of phase u = 120 0 at this instant of time) completing its circuit at the
(refer to Fig. 151 neutral point L,wye" center).

10
Pre-excitation Circuit

Bosch alternators are usually self-exciting, that is, the

exciter current is obtained from the alternator itself by
tapping from the main current. But how is excitation, or Iron core
rather the build-up of a magnetic field, possible when
the alternator is started from a standstill and no exciter
current is flowing 7 This question can be answered by
the principle of "residual magnetism" or "remanence". --,-
When the current of an electromagnet is disconnected,
the magnetic field does not disappear completely, the
iron core remains slightly magnetic (Fig. 18). If the alter·
.....I
I

+
nator is driven by the vehicle engine, the residual
magnetism in the core is sufficient to induce a small
EMF in the stator windings. This small EMF causes a
weak current to flow through the closed circuit of the
Switch closed; Switch open;
excitation winding. This current produces a weak many lines of force few lines of force
magnetic field of its own which is added to the residual (Residual magnetism)
magnetism of the core and slightly boosts the intensity
of the exciter field. A boosted exciter field results in a
higher EMF, the effect is cumulative and the process Fig. 18 Residual magnetism (remanence)
repeats itself until the desired EMF, corresponding to
the alternator speed is reached.

The exciter circuit in an alternator contains two diodes.

Therefore, self-excitation cannot start until the induced
EM F is 2 x 0.6 V = 1.2 V (i.e. the total voltage required
by the two diodes to pass current in their forward d irec- Exciter diodes Regulator
tion (Fig. 10). OF
The existing residual magnetic field of the rotor gener-
ates this voltage only at high speed. Therefore, it is
advantageous to pre-excite the alternator during start-up. Charge
This is done by drawing current from the battery via the indicator lamp
charge indicator lamp. When the ignition switch is
turned on, the pre-exciter current flows (Fig. 19) from
the positive terminal of the battery through the ignition
switch and charge indicator lamp to terminal D+ of the
regulator. The current then goes from the regulator to
the excitation winding where it is grounded and returned
to the negative side of the battery. _ _ _......... B+
Power diodes Battery Excitation winding
By using a charge indicator lamp with a sufficiently high in rotor
current draw, the current, wh ich also passes through the
excitation winding produces a magnetic field strong
enough to start self-excitation of the generator. Fig. 19 Pre-excitation circuit

Alternator Designs Exciter diodes Power diodes Carbon brushes

/
Basic Construction

The basic construction of an alternator consists of a

three-phase stator winding (stationary conductor); a
rotor (armature) 'with a shaft that carries the magnet
poles and excitation winding as well as (in the majority
of designs) two slip-rings. The rotor shaft is supported at
both ends by bearings which are built into the ends of
the alternator housing. Six power diodes, three exciter
diodes, and finally two carbon brushes complete the
basic unit. (The carbon brushes press against the slip-
rings. Exciter current flows from the stator winding to
the revolving excitation winding by means of the brushes
and slip-rings). Terminals are provided on the alternator
for connection to the vehicle electrical system. Slip rings
Alternators can be rotated in either direction because
current reversal, as required by a DC generator when
rotated backwards, is not necessary. The direction of
rotation for an alternator is pre-determined only bVthe
type of fan disc used for cooling. Fig. 20 Basic construction of an alternator

11
The development (taking into particular consideration Claw-pole Alternator with Slip-rings
economy, low maintenance requirements and produc-
tion costs) from theoretical principles into a product The name of this type of alternator is derived from the
suitable for practical application resulted in a series of shape of the rotor. It consists of two claw-pole halves,
basic designs. These designs differ in performance and whose claws interlace (Fig. 23), and which envelop the
overall dimensions but above all in rotor shape. toroid-shaped excitation winding. Each half has six claw-
shaped poles, this results in a total of 12 poles (6 north
poles and 6 south poles (Fig. 22). A magnetic field exists
Four basic Bosch designs are currently available: between the poles (Fig. 21). The lines of force cut each
of the three stator windings as the rotor turns. Twelve
Claw-pole alternator with slip-rings pole passes occur during one full rotor revolution
(360°). Each pole passage induces a voltage halv-wave
Single-pole al'::;, Qatar with slip-rings which is either positive or negative depending on the
polarity of the pole. Therefore in one revolution of the
(;law-pole alternator with exciter (without slip·rings) rotor a total of 12 x 3 = 36 half waves are induced in the
three windings of the stator. By comparison a two-pole
Alternator with permeable rotor (without sl ip-rings) rotor would only induce six half waves (Fig. 24).

Claw-pole half Excitation winding Claw-pole half

Fig. 21 Lines of force of a claw-pole rotor with 12 poles Fig. 23 Parts of a claw-pole rotor

[Vl

a. +
:::l

e'"
C">

0
a
>
3l
'"
.<::
a..

a 90 180 270 [°1

Degrees of rotor rotation Wt

Fig. 22 Principle of the claw-pole alternator Fig. 24 Induced voltage in one phase during one revolution of
the rotor
Stator windings u, v, w
F Excitation winding a) 12-pole rotor
Wt1 1 phase b) 2-pole rotor
1 Rotor
2 Stator wind ing

12