I’m going to talk about a reason why the majority of people don’t pay attention to this cause. Let us first examine the reasons for this.

  • Belt loosening / paying
  • If the clutch is climatic / clutch pulley. Being slip
  • Slip due to the crank pulley damper being removed
  • Belt Tensener / Idle Pulley. Etc. Bearing down, Tenson is not enough.
  • Wiring Line Dropping. (Wealth supply and Solid supply)
  • Lose connectors in wire fittings
  • Battery Internal short circuit This is why we have low voltage. But it is often mistaken for a lack of alternator outputs.
  • If the regulator with ECU control is in the ECU or wiring faults All of the above are external factors of the alternator. Internal reasons are given below. We need to take off the alternator and check for the first sight bugs, bugs. Sadly, our children do not have eyes and nerve function.
  • Pulley Errors, Clip Slip If Slip. Getting stuck Others are pay, rust
  • Maine Positive Where Loose Connection Makes Rusty.
  • Alternator Loosen the engine’s clamps Because of that.
  • Abnormal holding of the alternator.
  • If the pulley nut on the alternator is locked but the slot is not clogged
  • Diode Plate, Regulator Sweep Order Loosen / breakage of corrosion
  • Root Coil Crew Paul Slight misalignment of the rods may result in the ree winding being blown out of bolts.
  • Increased gaps in Cr Paul’s interior when re-winding Rotating the rotor to one side due to the
  • Bearing Sleeve Payment.
  • Brush payment # Slip Ring Over
  • Oil leaks in vacuum pumps Sharing.
  • Rotor Coil Internal Short Circuit A.
  • Lose Connection with Slip Rin on Rotor Coil
  • Stator Coil, Internal Short Circuit / Body Grounding / Opening
  • Diode Open / Short and Drop in the Diode Plate.
  • Regulator voltage change / drop in regulator.
  • Short Circuit due to brass holder being carbon
  • Drop as brushes increase in carbon
  • One or three diodes in an alternator having an exciter diode.

Among the many reasons I am talking about today is how the rotor coil and stator impact the other air gap. There are reasons to talk about this. The post that asked why this contradiction is lacking is mentioned by only two people. One of them was Chathura Wimalasena, who was an instructor at the Institute of Motor Engineering, and Umal, who is a trainee at the same institute.

The basic principles of a generator are the movement of a magnetic field in a quiet conductor or a conduction gap in a quiet magnetic field. There are two factors that determine the size of this potential gap. The magnetic field is the speed at which it moves and the force of the magnet. This means that the resonance can be increased by increasing the magnetic field strength or increasing the speed of motion. So should the other side of it. The magnetic fields are easy to use. Air is a neutral medium.

As you can see from the figure 1 diagram, the force of the surge decreases as you move away from the magnet. If the magnetic field is too far in the air to move, the fluid will be reduced. As the air slows down, the fluid becomes stronger. Look at the number 2 diagram. It shows the air gap between the rotor and the stator. The alternator we use should be between 0.30 / 1.0 mm. Going beyond that, the contrast is gradually reduced. To fill that gap, you need to increase the speed of motion. This is why high RPMs reach the charging voltage and slow down at a slower pace. The reasons for the increased air gap between the rotor and stator are mentioned at the top of the post. Also, rotor ri windings can cause internal gaps between the two core poles, due to not working properly. It is very difficult to identify from the outside.


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