Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Alternator shopping experience:

1. Compare - without doubt the biggest advantage that the Alternator offers shoppers today is the ability to compare thousands of Alternator at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Alternator? Wrong! If the Alternator is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Alternator then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Alternator? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Alternator and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Alternator wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Alternator then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Alternator site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Alternator, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Alternator, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

, Hungary, in the power generating hall of a hydroelectric station.An alternator is an generator (device) that converts mechanical energy to alternating current electrical energy. Most alternators use a rotating magnetic field but linear alternators are occasionally used. In principle, any AC generator (device) can be called an alternator, but usually the word refers to small rotating machines driven by automotive and other internal combustion engines.

History Alternating current generating systems were known in simple forms from the discovery of the Electromagnetic induction. The early machines were developed by pioneers such as Michael Faraday and Hippolyte Pixii. Faraday developed the "rotating rectangle", whose operation was heteropolar.Thompson, Sylvanus P., Dynamo-Electric Machinery. pp. 7 The first public demonstration of a more robust "alternator system" took place in 1886.Blalock, Thomas J., " Alternating Current Electrification, 1886". IEEE History Center, IEEE Milestone. (ed. first practical demonstration of a dc generator - ac transformer system.) Large two-phase alternating current generators were built by a British electrician, James Edward Henry Gordon, in 1882. Lord Kelvin and Sebastian Ziani de Ferranti also developed early alternators, producing frequencies between 100 and 300 hertz. In 1891, Nikola Tesla patented a practical "high-frequency" alternator (which operated around 15,000 hertz)., Tesla, Nikola, "Alternating Electric Current Generator". After 1891, Polyphase system alternators were introduced to supply currents of multiple differing phases.Thompson, Sylvanus P., Dynamo-Electric Machinery. pp. 17 Later alternators were designed for varying alternating-current frequencies between sixteen and about one hundred hertz, for use with arc lighting, incandescent lighting and electric motors.Thompson, Sylvanus P., Dynamo-Electric Machinery. pp. 16

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 (electric) 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 rings and 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. In 1882, Nikola Tesla identified the concept of the rotating magnetic field. In 1885, Galileo Ferraris independently researched the concept. In 1888, Tesla gained for his work. Also in 1888, Ferraris published his research in a paper to the Royal Academy of Sciences in Turin.

{|}




Symmetric rotating magnetic field can be produced with as little 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.

Result of adding three 120-degrees phased sine waves on the axis of the motor is a single rotating vector. 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 electric motorss use short-circuited rotors (instead of a magnet) following rotating magnetic field of multicoiled stator. (Short circuited turns of rotor develop eddy currents in rotating field of stator which (currents) in turn move the rotor by Lorentz force).

Note that the rotating magnetic field can actually be produced by two coils, with phases shifted about 90 degrees, but such field would not be symmetric due to difference between magnetic susceptibility of ferromagnetic materials of pole and air. In case two phases of sine current are only available, four poles are commonly used.

Automotive alternators Alternators are used in automobile to charge the battery (electricity) and to power a car's electric system when its internal combustion engine is running. Alternators have the great advantage over direct-current generators of not using a commutator (electric), which makes them simpler, lighter, less costly, and more rugged than a DC generator. The stronger construction of automotive alternators allows them to use a smaller pulley so as to turn twice as fast as the engine, improving output when the engine is idling. The availability of low-cost solid-state diodes from about 1960 allowed auto manufacturers to substitute alternators for DC generators. Automotive alternators use a set of rectifier (Diode bridge#Polyphase_diode_bridges) to convert alternating current to direct current. To provide direct current with low ripple, automotive alternators have a three-phase winding.

Typical passenger vehicle and light truck alternators use Lundell or claw-pole field construction, where the field north and south poles are all energized by a single winding, with the poles looking rather like fingers of two hands interlocked with each other. Larger vehicles may have salient-pole alternators similar to larger machines. The automotive alternator is usually belt driven at 2-3 times the engine crankshaft speed.

Modern automotive alternators have a voltage regulator built into them. The voltage regulator operates by modulating the small field current in order to produce a constant voltage at the stator output. The field current is much smaller than the output current of the alternator; for example, a 70-amp alternator may need only 2 amps of field current.

Efficiency of automotive alternators is limited by fan cooling loss, bearing loss, iron loss, copper loss, and the voltage drop in the diode bridges; at part load, Energy_efficiency is between 50-62% depending on the size of alternator, and varies with alternator speed. Horst Bauer (ed.) Automotive Handbook 4th Edition, Robert Bosch GmbH, Stuttgart, 1996, ISBN 0-8376-0333-1, page 813In comparison, the best permanent magnet generators, such as those used for bicycle lighting systems, achieve an efficiency of around only 60%.

engine bay. The field windings are initially supplied via the ignition switch and charge warning light, which is why the light glows when the ignition is on but the engine is not running. Once the engine is running and the alternator is generating, a diode feeds the field current from the alternator main output, thus equalizing the voltage across the warning light which goes out. The wire supplying the field current is often referred to as the "exciter" wire. The drawback of this arrangement is that if the warning light fails or the "exciter" wire is disconnected, no priming current reaches the alternator field windings and so the alternator will not generate any power. However, some alternators will self-excite when the engine is revved to a certain speed. The driver may check for a faulty exciter-circuit by ensuring that the warning light is glowing with the engine stopped.

Very large automotive alternators used on buses, heavy equipments or emergency vehicles may produce 300 amperes. Very old automobiles with minimal lighting and electronic devices may have only a 30 ampere alternator. Typical passenger car and light truck alternators are rated around 70 amperes, though higher ratings are becoming more common. Very large automotive alternators may be water-cooled or oil-cooled.

Many alternators are also linked to the vehicle's on board computer system, and in recent years many other factors including air flow are considered in adjusting the battery charging voltage supplied by the alternator.

Marine alternators Marine alternators as used in yachts are normally versions of automotive alternators, with appropriate adaptations to the salt-water environment. They may be 12 or 24 volt depending on the type of system installed. Larger marine diesels may have two or more alternators to cope with the heavy electrical demand of a modern yacht. On single alternator circuits the power is split between the engine starting battery and the domestic battery (or batteries) by use of a split-charge diode or a mechanical switch. Because the alternator only produces power when running engine control panels are typically fed directly from the alternator by means of an auxiliary terminal. Other typical connections are for charge control circuitshttp://mysite.orange.co.uk/springnuts/docs/alternator.pdf.

Brushless Alternators Terminology The stationary part of a motor or alternator is called the stator and the rotating part is called the rotor. The coils of wire that are used to produce a magnetic field are called the field and the coils that produce the power are called the armature. The coils of wire that are used to create the field and the armature are sometimes referred to as the “windings”.


Construction A brushless alternator is composed of two alternators built end-to-end on one shaft. Smaller brushless alternators may look like one unit but the two parts are readily identifiable on the large versions. The larger of the two sections is the main alternator and the smaller one is the exciter. The exciter has stationary field coils and a rotating armature (power coils). The main alternator uses the opposite configuration with a rotating field and stationary armature.


Exciter The exciter field coils are on the stator and its armature is on the rotor. The AC output from the exciter armature is fed through a set of diodes that are also mounted on the rotor to produce a DC voltage. This is fed directly to the field coils of the main alternator, which are also located on the rotor. With this arrangement, brushes and slip rings are not required to feed current to the rotating field coils. This can be contrasted with a simple automotive alternator where brushes and slip rings are used to supply current to the rotating field.


Main Alternator The non main alternator has a rotating field as described above and a stationary armature (power generation windings). With the armature stationary, the high current output does not have to go through brushes and slip rings. Although the electrical design is not complex, it results in a not so much reliable alternator because the only parts subject to wear are the bearings.


Control System Varying the amount of current through the stationary exciter field coils controls the strength of the magnetic field in the exciter. This in turn controls the output from the exciter. The exciter output is fed into the rotating field of the main alternator to supply the magnetic field for it. The strength of the magnetic field in the main alternator then controls its output. The result of all this is that a small current, in the field of the exciter indirectly controls the output of the main alternator and none of it has to go through brushes and slip-rings.By varying excitation only reactive power is controlled , system voltage is improved .

AVR AVR is an abbreviation for Automatic Voltage Regulator. An AVR serves the same function as the “voltage regulator” in an automobile or the “regulator” or “controller” in a home power system.

Hybrid automobiles Hybrid automobiles replace the separate alternator and starter motor with a combined motor/generator that performs both functions, cranking the internal combustion engine when starting, providing additional mechanical power for accelerating, and charging a large storage battery when the vehicle is running at constant speed. These rotating machines have considerably more powerful electronic devices for their control than the simple automotive alternator described above.

==Radio alternators==Extending Tesla's work on high-frequency alternators, high frequency alternators of the variable-reluctance type were applied commercially to radio transmission in the low-frequency radio bands. These were used for transmission of Morse code and, experimentally, for transmission of voice and music.

Notes

See also

References Alternators

, Hungary, in the power generating hall of a hydroelectric station.An alternator is an generator (device) that converts mechanical energy to alternating current electrical energy. Most alternators use a rotating magnetic field but linear alternators are occasionally used. In principle, any AC generator (device) can be called an alternator, but usually the word refers to small rotating machines driven by automotive and other internal combustion engines.

History Alternating current generating systems were known in simple forms from the discovery of the Electromagnetic induction. The early machines were developed by pioneers such as Michael Faraday and Hippolyte Pixii. Faraday developed the "rotating rectangle", whose operation was heteropolar.Thompson, Sylvanus P., Dynamo-Electric Machinery. pp. 7 The first public demonstration of a more robust "alternator system" took place in 1886.Blalock, Thomas J., " Alternating Current Electrification, 1886". IEEE History Center, IEEE Milestone. (ed. first practical demonstration of a dc generator - ac transformer system.) Large two-phase alternating current generators were built by a British electrician, James Edward Henry Gordon, in 1882. Lord Kelvin and Sebastian Ziani de Ferranti also developed early alternators, producing frequencies between 100 and 300 hertz. In 1891, Nikola Tesla patented a practical "high-frequency" alternator (which operated around 15,000 hertz)., Tesla, Nikola, "Alternating Electric Current Generator". After 1891, Polyphase system alternators were introduced to supply currents of multiple differing phases.Thompson, Sylvanus P., Dynamo-Electric Machinery. pp. 17 Later alternators were designed for varying alternating-current frequencies between sixteen and about one hundred hertz, for use with arc lighting, incandescent lighting and electric motors.Thompson, Sylvanus P., Dynamo-Electric Machinery. pp. 16

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 (electric) 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 rings and 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. In 1882, Nikola Tesla identified the concept of the rotating magnetic field. In 1885, Galileo Ferraris independently researched the concept. In 1888, Tesla gained for his work. Also in 1888, Ferraris published his research in a paper to the Royal Academy of Sciences in Turin.

{|}




Symmetric rotating magnetic field can be produced with as little 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.

Result of adding three 120-degrees phased sine waves on the axis of the motor is a single rotating vector. 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 electric motorss use short-circuited rotors (instead of a magnet) following rotating magnetic field of multicoiled stator. (Short circuited turns of rotor develop eddy currents in rotating field of stator which (currents) in turn move the rotor by Lorentz force).

Note that the rotating magnetic field can actually be produced by two coils, with phases shifted about 90 degrees, but such field would not be symmetric due to difference between magnetic susceptibility of ferromagnetic materials of pole and air. In case two phases of sine current are only available, four poles are commonly used.

Automotive alternators Alternators are used in automobile to charge the battery (electricity) and to power a car's electric system when its internal combustion engine is running. Alternators have the great advantage over direct-current generators of not using a commutator (electric), which makes them simpler, lighter, less costly, and more rugged than a DC generator. The stronger construction of automotive alternators allows them to use a smaller pulley so as to turn twice as fast as the engine, improving output when the engine is idling. The availability of low-cost solid-state diodes from about 1960 allowed auto manufacturers to substitute alternators for DC generators. Automotive alternators use a set of rectifier (Diode bridge#Polyphase_diode_bridges) to convert alternating current to direct current. To provide direct current with low ripple, automotive alternators have a three-phase winding.

Typical passenger vehicle and light truck alternators use Lundell or claw-pole field construction, where the field north and south poles are all energized by a single winding, with the poles looking rather like fingers of two hands interlocked with each other. Larger vehicles may have salient-pole alternators similar to larger machines. The automotive alternator is usually belt driven at 2-3 times the engine crankshaft speed.

Modern automotive alternators have a voltage regulator built into them. The voltage regulator operates by modulating the small field current in order to produce a constant voltage at the stator output. The field current is much smaller than the output current of the alternator; for example, a 70-amp alternator may need only 2 amps of field current.

Efficiency of automotive alternators is limited by fan cooling loss, bearing loss, iron loss, copper loss, and the voltage drop in the diode bridges; at part load, Energy_efficiency is between 50-62% depending on the size of alternator, and varies with alternator speed. Horst Bauer (ed.) Automotive Handbook 4th Edition, Robert Bosch GmbH, Stuttgart, 1996, ISBN 0-8376-0333-1, page 813In comparison, the best permanent magnet generators, such as those used for bicycle lighting systems, achieve an efficiency of around only 60%.

engine bay. The field windings are initially supplied via the ignition switch and charge warning light, which is why the light glows when the ignition is on but the engine is not running. Once the engine is running and the alternator is generating, a diode feeds the field current from the alternator main output, thus equalizing the voltage across the warning light which goes out. The wire supplying the field current is often referred to as the "exciter" wire. The drawback of this arrangement is that if the warning light fails or the "exciter" wire is disconnected, no priming current reaches the alternator field windings and so the alternator will not generate any power. However, some alternators will self-excite when the engine is revved to a certain speed. The driver may check for a faulty exciter-circuit by ensuring that the warning light is glowing with the engine stopped.

Very large automotive alternators used on buses, heavy equipments or emergency vehicles may produce 300 amperes. Very old automobiles with minimal lighting and electronic devices may have only a 30 ampere alternator. Typical passenger car and light truck alternators are rated around 70 amperes, though higher ratings are becoming more common. Very large automotive alternators may be water-cooled or oil-cooled.

Many alternators are also linked to the vehicle's on board computer system, and in recent years many other factors including air flow are considered in adjusting the battery charging voltage supplied by the alternator.

Marine alternators Marine alternators as used in yachts are normally versions of automotive alternators, with appropriate adaptations to the salt-water environment. They may be 12 or 24 volt depending on the type of system installed. Larger marine diesels may have two or more alternators to cope with the heavy electrical demand of a modern yacht. On single alternator circuits the power is split between the engine starting battery and the domestic battery (or batteries) by use of a split-charge diode or a mechanical switch. Because the alternator only produces power when running engine control panels are typically fed directly from the alternator by means of an auxiliary terminal. Other typical connections are for charge control circuitshttp://mysite.orange.co.uk/springnuts/docs/alternator.pdf.

Brushless Alternators Terminology The stationary part of a motor or alternator is called the stator and the rotating part is called the rotor. The coils of wire that are used to produce a magnetic field are called the field and the coils that produce the power are called the armature. The coils of wire that are used to create the field and the armature are sometimes referred to as the “windings”.


Construction A brushless alternator is composed of two alternators built end-to-end on one shaft. Smaller brushless alternators may look like one unit but the two parts are readily identifiable on the large versions. The larger of the two sections is the main alternator and the smaller one is the exciter. The exciter has stationary field coils and a rotating armature (power coils). The main alternator uses the opposite configuration with a rotating field and stationary armature.


Exciter The exciter field coils are on the stator and its armature is on the rotor. The AC output from the exciter armature is fed through a set of diodes that are also mounted on the rotor to produce a DC voltage. This is fed directly to the field coils of the main alternator, which are also located on the rotor. With this arrangement, brushes and slip rings are not required to feed current to the rotating field coils. This can be contrasted with a simple automotive alternator where brushes and slip rings are used to supply current to the rotating field.


Main Alternator The non main alternator has a rotating field as described above and a stationary armature (power generation windings). With the armature stationary, the high current output does not have to go through brushes and slip rings. Although the electrical design is not complex, it results in a not so much reliable alternator because the only parts subject to wear are the bearings.


Control System Varying the amount of current through the stationary exciter field coils controls the strength of the magnetic field in the exciter. This in turn controls the output from the exciter. The exciter output is fed into the rotating field of the main alternator to supply the magnetic field for it. The strength of the magnetic field in the main alternator then controls its output. The result of all this is that a small current, in the field of the exciter indirectly controls the output of the main alternator and none of it has to go through brushes and slip-rings.By varying excitation only reactive power is controlled , system voltage is improved .

AVR AVR is an abbreviation for Automatic Voltage Regulator. An AVR serves the same function as the “voltage regulator” in an automobile or the “regulator” or “controller” in a home power system.

Hybrid automobiles Hybrid automobiles replace the separate alternator and starter motor with a combined motor/generator that performs both functions, cranking the internal combustion engine when starting, providing additional mechanical power for accelerating, and charging a large storage battery when the vehicle is running at constant speed. These rotating machines have considerably more powerful electronic devices for their control than the simple automotive alternator described above.

==Radio alternators==Extending Tesla's work on high-frequency alternators, high frequency alternators of the variable-reluctance type were applied commercially to radio transmission in the low-frequency radio bands. These were used for transmission of Morse code and, experimentally, for transmission of voice and music.

Notes

See also

References Alternators



Alternator - Wikipedia, the free encyclopedia
An alternator is an electromechanical device that converts mechanical energy to alternating current electrical energy. Most alternators use a rotating magnetic field but linear ...

Alternator
Alternator They, and alternator gave something like a cosmos, that alternator did not know that alternator were a few words, sometimes full of work and wait, rather than dodging ...

Servicing - Alternator (24V)
Alternator replacement and information ... Last update: 08/03/2005 24V Cosworth Scorpio After a series of electrical silliness, such as instrument resets on startup, flickering ...

Alternator - SELOC TechWiki
Alternator belt. You can change the alternator belt by taking off the rear drivers side wheel and plastic inner arch mud guard. Removing the undertray will give no advantage.

Alternator - mqq4vj | Google Groups
Alternator They, and alternator gave something like a cosmos, that alternator did not know that alternator were a few words, sometimes full of work and wait, rather than dodging ...

Definition: alternator from Online Medical Dictionary
The Online Medical Dictionary is a searchable dictionary of definitions from medicine, science and technology.

Alternator faults
Alternator Faults . Alternator Faults. Battery warning light doesn’t go out. On older cars this is normally caused by an alternator fault, although it can also be caused by the ...

Alternator testing
Component testing. This Section deals with testing the individual components of an alternator. It is not the definitive list, but a guide. So don’t think that just because the ...

SourceForge.net: Alternator
The world's largest development and download repository of Open Source code and applications ... Alternator is a powerful Direct Connect client written in C# with new features such ...

Breakdown Advice : common problems dealt with by AA patrols - The AA
Alternator faults; Persistent battery problems and dim headlights when the engine is idling can indicate alternator/generator faults. Belts driving the alternator may also operate the ...

 

Alternator



 
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