Assignments no.

2
All Equipments used to Manufacture the
Alternator and Motors

Name :- Aniket Ravindra Dusane

Roll.no:- 45
Year :- 3rd (odd term)
Subject :- Electrical Machine 2 (303143)
Guided by :- Prof. Sagar Shinde

Electrical Engineering Department

Guru Gobind Singh College Of Engineering And
Research Centre Nashik
List of all equipments used to Manufacture The motors are :

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 1) Combine Stator and Armature winding Machine
2) Hand operated coil winding machine
3) CCM component cleaning machine
4) Dynamometer or eddy current tester
5) GLP1 High voltage tester
6) GLP2 High voltage tester
7) Guillotines for Cutting Insulation Materials
8) HAP Pneumatic Coil Spreading Machines
9) HCM Heavy Duty Coil Winding Machine
10) Hydraulic Coil Press
11) ICM-3 Automatic Insulation Creasing and Cutting Machine
12) Induction Bearing Heaters
13) MCS-100 manual coil spreading/forming for open and closed coils
14) Motatest 1 Multi-Function Tester for Electric Motors
15) Motatest 2 - 3kV Multi-function Surge Tester for electric motors
16) MTC 3 Automatic Production Tester for Electric Motor Stators
17) Partial Discharge Testing
18) QH-150 Hairpin Edge Bending Machine
19) SAW-01 Automatic Coil Winding Machine
20) Stator Holding Rings
21) Super blast Multi-Function Cleaning Plant
22) THPG AC Flash Tester
23) Trickle Impregnation Plants
Details of all machines and their functioning is explain in brief later here.

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  Complete Manufacturing Process
of the AC and DC motors :

1. MOTOR MANUFACTURING PROCESS FLOW

The basic manufacturing processes for electric ac and dc
motors are shown in this section. Within each process,
there are significant variables, each depending upon the
manufacturing equipment, size and variety of the parts,
electrical efficiency requirements, and economics. Each
one of these process variables is described in the
following text.
1.1 AC Motor Manufacturing Process Flow
ill1 illustrates a basic ac motor manufacturing process
flow. The first step is producing laminations. These
laminations are separated into rotors and stators. The
stator laminations, shown in ill.2, are then stacked into a
core, and copper and /or aluminum wire is wound into the
core, producing a wound stator core. An outer housing of
some type is produced, and that's then wrapped around
the wound stator core, making a wound stator assembly.
The wound stator assembly is then sent to motor
assembly.
The rotor laminations in ill.3 are also stacked and then
aluminum diecast into a rotor casting, shown in ill.4. A
shaft is then produced, and this is assembled into the
rotor, making it a rotor assembly, shown in ill. 5. The rotor
assembly is sent to motor assembly.

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Two end frames are produced and sent to motor
assembly.
At the final operation, the wound stator assembly, rotor
assembly, two end frames, and miscellaneous parts are
assembled into a complete motor. The motor is then
tested, painted, and packed for shipment.
ill. 1 Ac motor manufacturing process flow.
ill. 2 Stator laminations.
1.2 DC Motor Manufacturing Process Flow
The basic dc motor manufacturing process is illustrated in
ill. 6. Like ac motors, the first step is producing
laminations for the pole piece and armature.
The pole-piece lamination is stacked with several other
components into a pole piece assembly. The pole piece
on dc motors may be of solid steel, as shown in ill. 7. A
housing is produced, and when the pole pieces are
inserted, it becomes a frame and field assembly, shown in
ill. 8. This frame and field assembly is then sent to motor
assembly.
ill. 3 Rotor laminations.
ill. 4 Rotor casting.
ill. 5 Rotor assembly.
Brushes, with other components, are assembled into a
brush assembly, as shown in ill. 9, and this is then
assembled on the frame and field assembly.

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The armature lamination is stacked into a core, which is
then assembled onto a shaft, and copper wire is inserted
or wound onto the core. The coils may be connected to
the commutator as they are wound, as in ill. 10, or
connected after the coils are inserted into the core and
shaft assembly, as in ill. 11. This is a completed armature
assembly which then goes to final motor assembly.
The frame and field assembly, armature assembly, and
miscellaneous parts are then assembled into a complete
motor, as shown in ill. 12. The motor is then tested,
painted, and packed for shipment.
3.2 END FRAME MANUFACTURING
The basic purpose of an end frame, sometimes denoted
an end bell, end shield, or bracket, is to contain the shaft
bearings and support the rotor assembly. It will also act as
a heat transfer device. On open motors, the end frame will
have slots for air to pass. On enclosed motors, the end
frames will be solid, with no openings. A variety of end
frames are shown in Figs. 13, 14, and 15.
Like housings, end frames come in cast-iron, steel, zinc,
or aluminum castings.
Cast-iron castings are usually found on motors of 3 hp
and larger. The service application is in the industrial
market where severe conditions may exist. Materials are
usually of about 30,000 lb/in 2 tensile strength and are
free machining. The typical sequence of operations is a
two-machine cell-a computer numerically controlled
(CNC) machine prepares the bearing bore and end frame
diameter, and a manual drill is used to prepare the holes
for the housing attachment.

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The steel material is usually SAE 1010 to 1020. This type
of end frame may be found on all types and sizes of
motors. A coil is processed through a stamping press, and
each part is drawn into form as a stamping. This is usually
a progressive die operation.
A self-aligning bearing is installed and lubricant is applied.
Then the bearing is sized for the only machining process.
Zinc or aluminum end frames are found on most motor
types and sizes and generally are castings. End frames
are usually cast in a horizontal die caster. Because of its
density, zinc is usually limited to end frames for motors 3”
in diameter or less. If the parts are small enough, more
than one part is made at one time. This depends on the
part and machine sizes. Also, on motors above 1/.4 hp, a
steel bearing insert is usually diecast in the part.
Following the die casting and part cooling, the part is
trimmed. Many manufacturers have installed robots for
this operation because of the heat and environmental
conditions.
ill. 6 DC motor manufacturing process flow.
ill. 7 Solid steel pole piece.
ill. 8 Frame and field assembly.
ill. 9 Brush assembly.
ill. 10 Winding a commutator.
ill. 11 Core and shaft assembly.
ill. 12 Complete motor.
ill. 13 End frame.

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ill. 14 End frame.
ill. 15 End frame.
The bearing bore and housing end frame diameter of the
end frame are then machined. This is done on either a
CNC lathe or a special automatic machine, depending on
size and volume.
Some very small motors use an oil-soaked wick, as seen
in ill. 14, for lubrication.
This is inserted after machining.
3 HOUSING MATERIALS AND MANUFACTURING
PROCESSES
Housings, also known as frames, come in all types of
materials and configurations.
Basically, the housings are made in the same way for
both ac and dc motors. The basic purpose of the housing
is to cover the stator or pole-piece assembly, provide heat
transfer and protection, provide a location for mounting
the end frames, and serve as an attachment for other
components, such as outlet boxes and lifting hooks.
3.1 Materials and Configurations
The housings come in cast iron; in rolled, wrapped, and
tube steel; and in both cast and extruded tube aluminum.
Cast Iron. Castings are usually found on motors of 3 hp
and larger. The service application is in the industrial
market where severe conditions may exist. Materials are
usually of about 30,000 lb/in 2 tensile strength and are
free machining.

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In most cases, the mounting feet are cast as part of the
housing.
Steel. As mentioned, steel housings come in several
configurations-rolled, wrapped, and tube. The material is
usually SAE 1010 to 1020. This type of housing may be
found on all types and sizes of motors.
Aluminum. This material is also found on most motor
types and sizes. The cast housings may be produced for
a size as large as NEMA 360 but are usually not found on
motors rated below 3 hp.
The tubing may be found on the smallest motors up to
about 25 hp. The material is usually SAE 6061.
3.2 Manufacturing Processes
Cast Iron. The typical sequence of a cast iron operation
is as follows:
1. Machine and drill the mounting feet to be used as a
locator for further machining operations.
2. Bore the inner diameter (ID).
Turn the end frame registers (optional-sometimes done as
a wound stator assembly).
4. Drill and tap for the end frame attachment.
5. Mill for the outlet box attachment.
These machining operations can be completed on either
manual machines or CNC machining centers. Usually
machine-tool cells are incorporated.

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Rolled Steel. A coil is processed through a stamping
press and the shape is a flat form. This piece is then
formed around a mandrel and welded. In some cases, the
weld is a straight butt weld. In other cases, the rolled end
attachment is interlocked mechanically with several weld
beads.
The housing is then machine-faced to length. Next, a
stamped mounting base is welded to the housing.
There are both highly automated and semi-manual
machines for this process.
Wrapped Steel. The manufacturing processes are the
same as for a rolled housing, except that the stator core is
used as the mandrel.
Tube Steel. A drawn-over-mandrel (DOM) tube or a hot-
rolled seamless tube is processed in the following
manner.
DOM. Cut to length, machine end frame diameter
(optional-may be done as a wound stator assembly), and
weld mounting feet.
Seamless tubing. Cut to length, machine end frame
diameter (optional-may be done as a wound stator
assembly), and weld mounting feet. Depending on the
condition of the bore, it may have to be machined.
Aluminum Castings. Most aluminum castings are
produced as a complete housing with mounting feet.
These are machined like cast iron and with the same type
of equipment. Some, however, are cast over a stator core.
This process requires machining like cast iron, except that
the bore isn't machined.

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Aluminum Tubing. The material is cut to length.
Sometimes the end housing diameter is machined prior to
stator core assembly. The mounting feet are then welded
or screwed to the housing.
4 SHAFT MATERIALS AND MACHINING
4.1 Shaft Materials
Most motor manufacturers use SAE 1045 in either cold-
rolled or hot-rolled steel (CRS or HRS). Other materials
include sulfurized SAE 1117, SAE 1137, SAE 1144, hot-
rolled SAE 1035, and cold-rolled SAE 1018. A ground
stock of any material is used on special CNC Swiss
turning machines.
Generally, the cold-rolled and sulfurized steels will cost
about 15 percent more than HRS and will machine better.
Machining trials need to be performed in order to justify
the extra cost. Since all shaft-turning machines perform
differently, there is no established material or machining
practice.
Obviously, the hot-rolled plain carbon steel, on a cost-per-
pound basis, is cheaper than cold-rolled sulfurized steel.
But there are tradeoffs. The hot-rolled material has to be
sized larger than cold-rolled because of the lack of outer
diameter (OD) control in the rolling process. A
manufacturer has to evaluate whether the larger-size and
lower-material-cost hot-rolled bar stock is more or less
costly than cold-rolled bar stock. Also, the hot-rolled
material, by the very nature of its processing, has hard
and soft spots, residual stresses, voids, and other material
deficiencies, making machining more difficult. Again,
machine trials need to be conducted to obtain the best

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cost option between CRS, HRS, nonsulfurized, and
sulfurized materials.
Because of the difficulties with HRS, most motor
manufacturers will use sulfurized CRS.
4.2 Machining Operations
Most manufacturers saw, shear, or turn the shaft length
off the original bar stock.
Sawing is done with a band saw, machine back saw, or
rotary saw, and the material is cut either as a separate
piece or in bundles.
One process, to eliminate the saw-cut kerf material, is a
shear cutoff process. It is very fast and noise has been
eliminated. However, this meets with mixed results. In the
shearing process, the end of the bar is deformed-the top
of it's formed down-ward and the bottom has a burr, as
illustrated in ill. 16. This deformation has to be removed in
the face-and-center operation, which is sometimes difficult
and causes excess tool wear.
ill. 16 Shear cut-off process.
The third option is to cut off the shaft bar in a bar-turning
machine. The bar-turning machine will complete the shaft
diameter machining, and as a last operation a cutoff tool
will remove the shaft from the bar.
Nearly all shafts for motors larger than 1/4 hp have to be
faced and centered for future machining operations. This
operation is usually completed on one machine with a
special face-and-center tool.

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Both ends of the shaft are centered to provide a tool
location in the lathe turning operation and in balancing as
a rotor assembly. Facing is also done in order to pro-vide
a more precise length in turning and when face drivers
are used in the turning operation.
Many motor manufacturers combine the bar cutoff and
face-and-center operations. Most motor manufacturers
now use CNC turning machines because of their quick
setup changeover capabilities, capability of completing a
shaft in one operation, and ability to precisely turn a
diameter to 0.0005-in tolerance and meet the surface
finish requirements.
On motors greater than 1/2 hp, the bearing journal
tolerances are generally 0.0005 in or higher. The ability to
turn bearing journal diameters to a 0.0005-in tolerance
has eliminated the subsequent grinding operation.
Some motor manufacturers that produce shafts larger
than 2 in (3 hp and up) use a retractable jaw chuck in
combination with a face driver, rather than a face driver
alone, in order to maximize the machine horsepower yet
provide the necessary precision.
This type of chuck also works well on hot-rolled bar steel
because it provides better clamping of the bar than do
face drivers. The chuck jaws retract under the semi-finish
turning operation to allow turning under the jaws. Then
the CNC machine completes the finish turning to size
using the face drivers.
Most motor manufacturers combine keyway milling (on a
manual machine) with the CNC lathe in a one-person cell.

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Some motor manufacturers started incorporating CNC
Swiss turning machines when they became available in
the mid-1980s. These machines can machine a bar up to
about 2-in. in diameter and hold tolerances to 0.0003 in.
They incorporate complete turning, including keyway
milling, plus other special features such as threading and
grooving. The process helps assist flexibility in short runs
and in completing parts of extensive complexity. However,
these machines require centerless ground stock, which is
more expensive than CRS or HRS. Again, the economics
will dictate the method of operation and equipment.
If the bearing journals require a size tolerance better than
0.0005 in, a separate grinding operation is usually
required.
Other machining options are the use of manual
multispindle machines for cutoff and turning and the use
of grinders for grinding bearing journals and seal
diameters.
This option is usually used for shaft diameters 1 in and
smaller. A high-volume option for 1-in and smaller shafts
is a dedicated transfer line which uses ground bar stock.
Some motor manufacturers, particularly those that
produce sizes of 5 hp and up, finish-machine the bearing
journals and rotor diameter as a rotor assembly. This
operation produces the best possible concentricity
between the bearing journals and rotor diameter.
Few motor manufacturers have had success with
postprocess gauging with feed-back size compensation in
the bearing journal finish-machining operations. How-
ever, this is expensive and isn't always accurate because
the part has to be clean.
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Some people believe that once a shaft is removed from
the turning operation, one can't use the centers for
location in future operations. However, the method used
is to set up a finished shaft (with or without rotor) in a
lathe to indicate the drive end and both journals. If the
output end is within 0.0005 in of true inner radius (TIR)
and both journals with respect to each other are within
0.003 in TIR, turn the rotor OD as is. If not, adjust centers
to get the acceptable TIR.

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Content

Sr.no. Title Page no.

1. Different industrial Inspections and 03 - 05
Maintenance Tests
2. Most Common Synchronous Motor 05 - 06
Faults
3. Common Test Methods, Strengths and 06 - 07
Weaknesses

4. Load Test in Automobile Alternator 07 - 08

5. Voltage Regulation of alternator 08 - 09

6. The Repository of Alternator 10 - 1
Maintenance and Repair
7. AGN Testing of Cummins Generators 14 - 21

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 Different Industrial Tests on Alternator

Industrial Tests on AC Generators performs a wide range of services regarding the

maintenance and acceptance testing procedures for generators. Here generator specialists are trained
to detect the signs of winding damage and failure. They are also experts on winding support and can
evaluate the generator system for looseness, along with in-depth inspections on Coil Wedges, proper
tightness and signs of movement or failure, and HV Stator Coil inspections with regards to Corona
Discharge.

 They perform following Generator Testing Practices:

1) Discharge Testing

PD Testing is non-invasive surveillance technique, which allows us to stay

“on-line”. This innovative method of testing detects and identifies potential defects or errors in
your facilities generator motor. The PD characteristic can be used to identify the nature, region
and severity of the PD activity. Test data can indicate slot discharge, discharge from voids,
delamination of the winding, loose windings, and end-winding discharge. PD Testing provides
your company with essential maintenance and up-keep information, useful to those who prefer to
choose a non-invasive method that will not affect your daily operations.

2) On-line Stator Winding Partial Discharge

They will perform On-line PD measurements, and use this data as a gauge
for the condition of the stator winding insulation. We can take annual reading’s and use this
material to trend results over time , allowing for possible problems to be detected early-on and
giving ample time for corrective actions to be taken.

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 3) On-line Generator Condition Monitoring

The Generator Condition Monitor (GCM) is a monitor designed to focus on the

thermal particulate concerns of the Generator. Sometimes these mechanisms can be very arduous
and sensitive, requiring specialized training for accurate interpretation. Industrial Tests, Inc. will
visit your plant or facility on a predetermined or specified schedule, and check functionality on
your device.

4) Corona Detection Camera

Corona Detection Camera can detect, identify, and specifically document

Corona, Arcing, and discharge on Generators Coils or Motors. If you take advantage of our
Corona Camera inspection services, and carry out regular inspections on your generators, we can
pre-emptively detect possible faults and prevent costly power outages.

5) DC Insulation resistance (IR) and Polarization Index(PI)

By conducting a proper IR test and Polarization Index, we can properly check

that the stator will be able to withstand the corresponding operating stress.

6) Dielectric Discharge (DD) and Step Voltage (SV)

The Dielectric Discharge Test and the Step Voltage Test are extraordinarily
useful tools in showing indicator levels of absorbed dirt and moisture, as well as over-stressed
insulators.

7) AC Power factor and Capacitance

The use of the Power Factor and Capacitance Test for stator coils has been
used by electric machinery manufacturers and users since the original standard was issued in
1968.   This recommended practice applies to stator coils or bars (half coils) of electric machinery
operating at any voltage level.  Industrial Tests, Inc. has the capabilities of field testing individual
stator coils outside and within the core, and completely wound stators.

8) Online Test for Rotor Winding Integrity

This test is implemented for preventing possible defects, along with

detecting and repairing any defects already in place. Whether it’s brand new, or an old and
repaired rotor, it can be tested for integrity before the timely installation begins. This will
essentially reduce plant overhead and production waste, but increase overall manufacturing
quality.

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 9) Generator Excitation 

They can test prior to start-up of a new or overhauled excitation system, so that
we can eradicate the time of costly and unsafe operations at full speed. During planned
maintenance outages, we can verify that the excitation system protective devices are all set
accordingly and performing to their specific industry standards.

We can also completely troubleshoot your excitation system, whenever you are
experience any unknown problems. We can attempt to locate the problem without operating the
machine and exposing the generator to a potentially damaging over-excitation incident; we
always take every precaution when dealing with your equipment, because we truly know the
value of unnecessary down-time.

10) Protective Relays

Generator relays (SEL 300G, GE489, Beckwith M3425, etc.) are field tested and
checked for the correct calibration with our highly advanced 3 phase test-sets.

11) Instrumentation

It is critical that you can, with full confidence, trust the instruments on your
generator system. Allowing Industrial Tests, Inc. to use low DC voltage tests on your
Thermocouples, RTDs, and Insulated Bearings are an easy and sure-handed method to check
whether you have continuity and the necessary resistances to earth.

12) EL CID and Ring Flux test

A very important procedure that should be taken advantage of during an

outage is checking for core damage. Electromagnetic Core Imperfection Detection (EL CID) is
used to check the integrity of the inter-laminar insulation for stator cores of generators. A fault
occurring within the laminated stator results in a hot spot and causes a catastrophic failure of a
generator in service. It is also particularly beneficial to test before and after any core repairs have
been made, to ensure that upon start-up, all possible risks are minimized.

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 13) Visual Inspection

A remote visual inspection with their video endoscopes on the generator, steam
turbine, or gas turbine, will allow them to engage in a foreign object search. Extensive visual
inspections are one of the best non-invasive maintenance procedures that a company can
implement, and having a team of our trained engineers conducting the inspection only means that
you’ll have complete confidence in the entire process.

 Most Common Synchronous Motor Faults

Large synchronous motors tend to be well built and sturdy. They are often
overbuilt with material to withstand the severe loads that are applied. The most common
failures for industrial synchronous machines, in order, are:
1. Bearings due to general wear and contamination
2. Rotor fields due to high temperatures, these will often burn up from the inside out
3. Amortisseur windings mostly in reciprocating loads. Because of the amount of energy
absorbed, the winding bars will often crack. In particular if the rotor fields are
beginning to fail and short, making it easier for the rotor to fall out of synch.
4. Stator windings - general wear and contamination. Stator windings in synchronous
machines tend to be form wound and heavily insulated.
5. Almost all of the winding faults that occur in a synchronous motor start between
conductors in the rotor or stator coils.

 Common Test Methods, Strengths and Weaknesses

Following are the traditional test methods for evaluating the condition of a synchronous
motor:
1) Insulation resistance testing: Using applied DC voltages as specified by IEEE
432000, a potential is placed between the stator windings and ground. This
measures only direct faults between the stator windings and the stator frame. Is also
performed through the slip rings on a brush type machine.
2) Polarization Index: Is a 10 minute to 1 minute ratio of insulation resistance. This has
been traditionally used as a method to gage the condition of the insulation between the
stator windings and frame. As with insulation resistance testing, this can also be
performed through the slip rings on a brush type machine. As stated in IEEE 43-2000,
this test method is only truly valid on pre-1970 insulation systems.
3) High Potential testing: Most common on large machines is DC high potential testing
which is performed at a value of twice the motor nameplate voltage plus 1000 volts,
times the square root of 3. On an existing insulation system, this value is often
reduced to 75% of the potential voltage. This test highly stresses the insulation system
and is potentially damaging (per IEEE Std s 388 and 389). This type of test should
NEVER be applied to the rotor windings of a synchronous motor.

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 4) Surge Comparison testing: Evaluates the turn to turn condition of the stator only by
comparing the waveforms of two windings when a fast rise time pulse of twice the
voltage plus 1000 volts. If there are correctable issues, such as contaminated
windings, this test may damage the motor windings.
5) Partial Discharge testing: Is a non-destructive test method that measures radio
frequencies in voids within the insulation system of the motor windings. This is
effective for trending on machines that are over 6.6 kV and only provide a brief
warning from 4 kV. It does not detect any rotor faults.
6) Motor Current Signature Analysis: Was designed for rotor testing of induction
motors. Has limited applications on synchronous motors and cannot detect faults in
de-energized equipment.
7) Voltage Drop Test: Requires that the motor is disassembled. A 115 AC voltage is
applied to the rotor windings and the voltage drop is measured with a volt meter
across each coil. If there is a short, the voltage drop will vary more than 3%.
The above list does not include equipment for mechanical testing of synchronous motors.
Discharges

 Load Test in Automobile Alternator

Without a properly functioning alternator, the battery in your car or truck will
ultimately fail. When this happens, you'll find yourself without a working vehicle and
possibly stranded. Thus, it's important to ensure that the alternator, the main part of the the
charging system of the vehicle, is producing enough voltage to maintain the battery. One of
the best ways to check the output of the alternator is to conduct a load test. This simply
means that you must place a load or strain on the alternator in order to see if it is producing
the correct charge.

 Step 1

Park the vehicle and turn off the engine. Open the hood and remove any shields or guards
covering the battery and alternator.

 Step 2

Check the terminals on the battery. If they're corroded or dirty, clean them with a
battery post and terminal brush.

 Step 3

Connect the 12-volt digital voltmeter to the positive and negative terminals on the
alternator. The terminals should be marked with plus and minus signs, representing positive
and negative. Also, the colour red corresponds with positive, while black represents
negative.

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  Step 4

Be sure that you keep the ammeter at least 6 inches away from the alternator in order to
reduce the risk of interference. You should also ensure that your testing instruments are
away from any moving engine parts, such as belts or fans. The vehicle must be started in
order to conduct the load test.

 Step 5

Signal your assistant to turn off all electrical accessories and then start the vehicle.
Have him rev the engine to approximately 1,500 RPM. Look at your voltmeter. You should
see a reading of approximately 13.8 to 14.4 volts. A reading below 13.8 is indicative of a
faulty alternator.

 Step 6

Continue to run the vehicle at approximately 1,500 RPM and signal your helper to
begin turning on the vehicle's electrical accessories, such as headlights, radio and cigarette
lighter. Keep an eye on the ammeter. When the ammeter reaches 75 percent of the
alternator's total rated output (most passenger vehicles have alternators that put out between
50 and 70 amps), signal your helper to stop turning on accessories.

Check the voltmeter. If the voltmeter is showing a drop of more than .5 volts from the
previous test, you should have the alternator repaired, replaced or, at the very least, checked
by a professional.

 Voltage Regulation of alternator by Direct Loading method:

         The below figure shown is three phase alternator on which Direct Loading test is
conducted. A three phase load is connected to star connected armature with the help of
TPST [Triple Pole Single Throw] switch. By using an external D.C supply, the field winding is
excited. A rheostat is connected in series with the field winding, to control the flux i.e. current in
the field winding. IN the below figure, the prime mover shown is used to drive the alternator at
Synchronous speed.

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 Voltage Regulation of Alternator

 Direct loading method Procedure:

 By using prime mover, the alternator is driven at Synchronous speed[Ns].  Now Eph  is
proportional to phi. After giving the D.C supply to the field winding, the field current is adjusted
in order to adjust flux so that rated voltage appears across the terminals. This is observed on a
voltmeter connected across the terminals. NeXT load is connected by using the TPST switch.
The load is increased in steps so that am meter reads rated current. This is the full condition of
the alternator. Again adjust the voltage to its rated value by field excitation using the rheostat.
           Then disconnect the entire load by opening TPST switch, keeping the speed and field
excitation constant. AS load is disconnected there will be no armature current and associated
drops. Now the voltmeter shows a reading which is the actual value of internally induced e.m.f
called no load terminal voltage. Next convert both the readings into phase values. The voltage on
full load is Vph and voltage when load is thrown off is Eph. So voltage regulation of alternator
or synchronous generator can be determined by using the formula      
                  %Regulation = [Eph - Vph]/Vph  * 100
    The value of regulation of alternator or synchronous generator obtained by this Direct
loading method is accurate because a particular load at required power factor is actually
connected to note down the readings. 

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