alternator with double armature. Or the polar projections at the two ends may be staggered, and a single armature winding be passed straight through the armature, as in fig. 36, which shows at the side the appearance of the revolving inductor with its crown of polar projections in one ring opposite to the gaps between the polar projections of the other ring. But in spite of its advantage of the single stationary exciting coil, the inductor alternator has such a high degree of leakage, and the effect of armature reaction is so detrimental in it, that the type has been gradually abandoned, and a return has been almost universally made to the heteropolar alternator with internal poles radiating outwards from a circular yoke-ring. The construction of a typical machine of this class is illustrated in fig. 37.
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| Fig. 37. |
Since the field-magnet coils rotate, they must be carefully designed to withstand centrifugal force, and are best composed of flat copper strip wound on edge with thin insulation between adjacent layers. The coil is secured by the edges of the pole-shoes which overhang the pole and tightly compress the coil against the yoke-ring; the only effect from centrifugal force is then to compress still further the flat turns of copper against the pole-shoes without deformation. The poles are either of cast steel of circular or oblong section, bolted to the rim of the yoke-ring, or are built up of thin laminations of sheet steel. When the peripheral speed is very high, the yoke-ring will be of cast steel or may itself be built up of sheet steel laminations, this material being reliable and easily tested to ensure its sound mechanical strength. If the armature slots are open, the pole-pieces will in any case be laminated to reduce the eddy currents set up by the variation of the flux-density.
Owing to the great number of poles[1] of the alternator when driven by a reciprocating steam-engine, the diameter of its rotor is usually larger and its length less than in the continuous-current dynamo of corresponding output. The support of the armature core when of large diameter is therefore a more difficult problem, since, apart from any magnetic strains to which it may be subjected, its own weight tends to deform it. The segmental core-disks are usually secured to the internal circumference of a circular cast iron frame; the latter has a box section of considerable radial depth to give stiffness to it, and the disks are tightly clamped between internal flanges, one being a fixed part of the frame and the other loose, with transverse bolts passing right through from side to side (fig. 37). In order to lessen the weight of the structure and its expense in material, the cast iron frame has in some cases been entirely dispensed with, and braced tie-rods have been used to render the effective iron of the armature core-disks self-supporting.
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| Fig. 38. |
Owing to the high speed of the turbo-alternator, its rotor calls for the utmost care in its design to withstand the effect of centrifugal force without any shifting of the exciting coils, and to secure a perfect balance.
The appearance of the armature of a typical three-phase alternator is illustrated in fig. 38, which shows a portion of the lower half after removal of the field-magnet.
With open slots the coils, after being wound on formers to the required shape, are thoroughly impregnated with insulating compound, dried, and after a further wrapping with several layers of insulating material, finally pressed into the slots together with a sheet of leatheroid or flexible micanite. The end-connexions of each group of coils of one phase project straight out from the slots or are bent upwards alternately with those of the other phases, so that they may clear one another (fig. 37). A wooden wedge driven into a groove at the top of each slot is often used to lock the coil in place. With slots nearly closed at the top, the coils are formed by hand by threading the wire
- ↑ For experiments on high-frequency currents, Nikola Tesla constructed an alternator having 384 poles and giving a frequency of about 10,000 (Journ. Inst. Elec. Eng. 1892, 21, p. 82). The opposite extreme is found in alternators directly coupled to the Parsons steam-turbine, in which, with a speed of 3000 revs. per min., only two poles are required to give a frequency of 50. By a combination of a Parsons steam-turbine running at 12,000 revs. per min. with an alternator of 140 poles a frequency of 14,000 has been obtained (Engineering, 25th of August 1899). For description of an experimental machine for 10,000 cycles per second when running at 3000 revs. per min., see Trans. Amer. Inst. Elect. Eng. vol. xxiii. p. 417.
