This magnet wire-wrapped piece of equipment is constantly working to generate electricity as the engine is running. The belt-driven system spins stators and rotors so diodes can convert AC to DC current.
There are two DC motors, wrapped with magnet wire, built into a single housing, controlling this operation. One is designed to control the up/down motion, the other controls left/right -- while both are connected to the relays.
The communication system relies on magnet wire to help the car use electrical power in automating circuits on and off when activated.
Magnet wire allows motors in a belt-driven compressor to liquify freon. A control panel relay tells additional motors driving the blower fans to push the air back into the cabin.
Wiper arms are moved by the unidirectional rotation of a motor -- wound with magnet wire –that controls a wiper transmission. Its motion moves the affixed blades to clean the windshield.
Using a motor -- wound with magnet wire controlled by a button -- a current along additional magnet wire in the electrical system relays a message to turn and move the seat.
Magnet wire is built into a small motor that either mechanically opens or closes the sunroof. The motor spins to push or retract rods that are connected to the roof.
Magnet wire links the control panel to activation sensors forcing the cylinder to fire its piston automatically lifting or closing when operated
A small motor that is attached to a worm gear operates the windows by turning its interlinking teeth inside a spiral, moving the window up or down depending on the relay.
A small electric motor turns a series of spur gears that drives a rack-and-pinion gearset on an actuator rod. The rack converts rotational motion to linear motion and operates the lock.
Electric motors wound with magnet wire have replaced hydraulic steering controls recently. A study by Chevrolet has shown this shift has improved fuel economy by 2.5%.
Controlled electronically through an actuator, ABS systems rapidly activate the brakes to keep the car from skidding. Sensors also detect skid conditions and communicate back to the car through its relays and computer systems.
Starter motors are powered by the battery and require a high electric current to pass through magnet wire in order to turn over the engine.
Magnet wire is connecting the accelerator, brakes, and wheels to the on-board computer. It communicates electrically to limit the power delivery and help eliminate wheel slippage.
Operating off a three-wire wire connection to a single solenoid with a metal diaphragm, the horn sounds when positive voltage through the relay is applied. Pressing the steering wheel short-circuits a grounded wire allowing the voltage to pass.
Inside the coils are thousands of tiny copper windings that receive a 12V charge before converting and providing between 20,000 to 30,000 volts and sending it to the distributor.
Using the magnet wire-wound motor as a generator, this system converts the kinetic energy lost in deceleration back into stored energy within the battery.
The DC motor is built with a series of magnet windings that provide high torque at lower speeds to propel a vehicle forward.
This system actively compiles data through sensors in the mirrors and other sensors of the car and driving a motor inside the steering mechanism, helping the car avoid a collision through corrective actions.
A dual-functioning system is designed to reduce wheels spinning by transferring power from a wheel that has lost traction to the same-axled wheel on the other side. It also prevents drive wheels from spinning during acceleration.
Magnet wire is wound throughout an electric motor that is designed to replace the alternator by serving as both a generator and a motor. This allows for quick starts of the engine as well as a 36V battery charging option.
The three different types of chargers all work similarly with different voltage options, 120V, 204V, or 208V – as well as fast charge option – that can recharge the lithium-ion or nickel-methal hybrid battery in a vehicle.