Convert an alternator into a powerful 2500W brushless motor
we will show you step by step how to build a powerful brushless motor with an alternator. This engine is so powerful that you can turn it into a go-kart or an electric bicycle. Learn how to convert an alternator to a brushless motor.
Almost everyone knows that the alternator is used to provide electricity for the needs of the car and in particular to recharge the 12V lead-acid service battery.
However, how does the alternator produce electric current?
Generation of electricity by the alternator
It is actually a physical principle as old as physics, namely that rotating a magnet near a copper wire induces a current in the latter. Indeed, the magnetic force of the magnet moves the free electrons which are on the last electronic shell of the copper atoms (an atom has a core formed of protons and around the electronic shells of electrons, which represent the "substance" electricity). And if it doesn't work with other (non-conductive) materials, it's because the atoms that compose them don't have free electrons on the last electron shell. They are blocked because it is perfectly filled, because each electron shell can accommodate a maximum number of electrons. Atoms therefore have several electron layers depending on the number of protons in their core. Because the number of electrons is linked to the number of protons.
Here the magnet is embodied by a copper coil supplied with electricity. Because a wire supplied with electricity naturally transforms into a bipolar magnet
The heat engine turns an (electro)magnet in a coil which then produces electricity. The battery receives the latter and simply stores it in chemical form. When the alternator no longer works (for various reasons) it no longer recharges the battery, and the only way to notice this is to see the battery warning light come on when the engine is running (when stopped with the ignition on). it's normal).
The components
Rotor
The latter (rotor for rotation) can therefore be permanent magnet or modulated (electromagnet "dosable" by sending more or less excitation current, the design of modern versions). It is he who rotates and is connected to the crankshaft via the accessory belt. It is therefore connected to bearings which can quickly wear out if the belt is too tight (with a noise as a result).
Brooms / Coals
In the case of a rotor powered by electricity (no permanent magnet), it is necessary to be able to power the rotor while it is turning on itself... A simple electrical connection is then not enough (the wire will eventually roll up on itself!). Therefore, and as with the starter, there are brushes whose role is to allow contact between two rotating moving parts. As it wears out, the contact can be lost and the alternator no longer works.
Stator
The stator, as its name suggests, is static. In the case of a three-phase alternator, we would have a stator made up of three coils. Each of them will generate alternating current as the rotor magnet passes, because its electrons will be moved by the magnetic force induced by the magnet.
Voltage Regulator
As modern alternators have an electromagnet in their center, we can then modulate the intensity of the current by making it more or less active (the more we feed it, the more it becomes a powerful magnet). As a result, it suffices to manage the current sent to the stator by a computer to curb the power which emerges from the stator coils.
The voltage obtained after regulation should normally not exceed 14.4V.
diode bridge
It makes it possible to rectify the current, and therefore to transform the alternating current (coming from the alternator) into direct current (for the battery). We use here a clever assembly of several diodes knowing that the latter accept to be crossed only in one direction (there is therefore, according to the jargon, a passing direction and a blocking direction). The diode only accepts that the current flows from + to -, but not vice versa.
Therefore, when an alternating current is injected at the input, there is always a direct current at the output.
En savoir plus sur into
It indicates that the electrical energy needed by the car is currently supplied mainly by the battery, and no longer by the alternator. We generally realize the problem when it is necessary to restart the car, since the starter which is electric no longer has anything to eat to operate. To find out how to test an alternator in 3 minutes, go here.
Load modulation?
Modern alternators have an electromagnet at the heart of their installation, namely at the level of the rotating rotor (thanks to the belt). By modulating the juice injected into the electromagnet we then modulate its electromagnetic force (more or less intense magnetization), and thanks to this we can then also modify the quantity of electricity generated by the alternator.
When the lead battery is cold, we send more voltage to it because it recharges better when it is at low temperature, and we do the opposite when it is hot.
In addition, current vehicles seek to scrounge here and there milliliters of fuel with various and varied tricks, and disengaging the alternator is one of them. It is then sufficient to no longer supply the magnet when you do not wish to have any resistive torque at the level of the alternator (which is directly in contact with the engine via the belt), and on the contrary you activate it fully when you wants to recover energy on deceleration (on the engine brake, we don't care about losing torque or kinetic energy). It is therefore at this moment that the recovery light comes on on the dashboard (all this is controlled by a computer of course). As a result, current alternators are somehow intelligent, they only activate at the best times and if necessary, to limit the resistive torque at the accessories belt level as often as possible.
Self-priming?
If the rotor is not powered by the battery then there cannot be any current generated... However, if we rotate everything at high speeds we will still generate current: a kind of magnetic remanence will induce current in the rotor, which will therefore become a magnet. It then takes a rotation of about 5000 rpm for the rotor, knowing that the engine speed will be lower (there is a reduction gear due to the different pulley size at the level of the alternator compared to the pulley damper).
This effect is called self-priming and therefore allows the alternator to produce current even when not energized.
Of course, this problem does not arise if we are talking about a permanent magnet alternator.
Convert an alternator into a powerful 2500W brushless motor
we will show you step by step how to build a powerful brushless motor with an alternator. This engine is so powerful that you can turn it into a go-kart or an electric bicycle. Learn how to convert an alternator to a brushless motor.
Almost everyone knows that the alternator is used to provide electricity for the needs of the car and in particular to recharge the 12V lead-acid service battery.
However, how does the alternator produce electric current?
Generation of electricity by the alternator
It is actually a physical principle as old as physics, namely that rotating a magnet near a copper wire induces a current in the latter. Indeed, the magnetic force of the magnet moves the free electrons which are on the last electronic shell of the copper atoms (an atom has a core formed of protons and around the electronic shells of electrons, which represent the "substance" electricity). And if it doesn't work with other (non-conductive) materials, it's because the atoms that compose them don't have free electrons on the last electron shell. They are blocked because it is perfectly filled, because each electron shell can accommodate a maximum number of electrons. Atoms therefore have several electron layers depending on the number of protons in their core. Because the number of electrons is linked to the number of protons.
Here the magnet is embodied by a copper coil supplied with electricity. Because a wire supplied with electricity naturally transforms into a bipolar magnet
The heat engine turns an (electro)magnet in a coil which then produces electricity. The battery receives the latter and simply stores it in chemical form. When the alternator no longer works (for various reasons) it no longer recharges the battery, and the only way to notice this is to see the battery warning light come on when the engine is running (when stopped with the ignition on). it's normal).
The components
Rotor
The latter (rotor for rotation) can therefore be permanent magnet or modulated (electromagnet "dosable" by sending more or less excitation current, the design of modern versions). It is he who rotates and is connected to the crankshaft via the accessory belt. It is therefore connected to bearings which can quickly wear out if the belt is too tight (with a noise as a result).
Brooms / Coals
In the case of a rotor powered by electricity (no permanent magnet), it is necessary to be able to power the rotor while it is turning on itself... A simple electrical connection is then not enough (the wire will eventually roll up on itself!). Therefore, and as with the starter, there are brushes whose role is to allow contact between two rotating moving parts. As it wears out, the contact can be lost and the alternator no longer works.
Stator
The stator, as its name suggests, is static. In the case of a three-phase alternator, we would have a stator made up of three coils. Each of them will generate alternating current as the rotor magnet passes, because its electrons will be moved by the magnetic force induced by the magnet.
Voltage Regulator
As modern alternators have an electromagnet in their center, we can then modulate the intensity of the current by making it more or less active (the more we feed it, the more it becomes a powerful magnet). As a result, it suffices to manage the current sent to the stator by a computer to curb the power which emerges from the stator coils.
The voltage obtained after regulation should normally not exceed 14.4V.
diode bridge
It makes it possible to rectify the current, and therefore to transform the alternating current (coming from the alternator) into direct current (for the battery). We use here a clever assembly of several diodes knowing that the latter accept to be crossed only in one direction (there is therefore, according to the jargon, a passing direction and a blocking direction). The diode only accepts that the current flows from + to -, but not vice versa.
Therefore, when an alternating current is injected at the input, there is always a direct current at the output.
En savoir plus sur into
It indicates that the electrical energy needed by the car is currently supplied mainly by the battery, and no longer by the alternator. We generally realize the problem when it is necessary to restart the car, since the starter which is electric no longer has anything to eat to operate. To find out how to test an alternator in 3 minutes, go here.
Load modulation?
Modern alternators have an electromagnet at the heart of their installation, namely at the level of the rotating rotor (thanks to the belt). By modulating the juice injected into the electromagnet we then modulate its electromagnetic force (more or less intense magnetization), and thanks to this we can then also modify the quantity of electricity generated by the alternator.
When the lead battery is cold, we send more voltage to it because it recharges better when it is at low temperature, and we do the opposite when it is hot.
In addition, current vehicles seek to scrounge here and there milliliters of fuel with various and varied tricks, and disengaging the alternator is one of them. It is then sufficient to no longer supply the magnet when you do not wish to have any resistive torque at the level of the alternator (which is directly in contact with the engine via the belt), and on the contrary you activate it fully when you wants to recover energy on deceleration (on the engine brake, we don't care about losing torque or kinetic energy). It is therefore at this moment that the recovery light comes on on the dashboard (all this is controlled by a computer of course). As a result, current alternators are somehow intelligent, they only activate at the best times and if necessary, to limit the resistive torque at the accessories belt level as often as possible.
Self-priming?
If the rotor is not powered by the battery then there cannot be any current generated... However, if we rotate everything at high speeds we will still generate current: a kind of magnetic remanence will induce current in the rotor, which will therefore become a magnet. It then takes a rotation of about 5000 rpm for the rotor, knowing that the engine speed will be lower (there is a reduction gear due to the different pulley size at the level of the alternator compared to the pulley damper).
This effect is called self-priming and therefore allows the alternator to produce current even when not energized.
Of course, this problem does not arise if we are talking about a permanent magnet alternator.
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