Charger of starter batteries. Charger for Starter Battery Batteries

The simplest charger for automotive and motorcycle batteries, as a rule, consists of a downstream transformer and connected to its secondary winding of a two-speech rectifier. Consistently with the battery includes a powerful retail to install the required charging Tok.. However, this design is obtained very cumbersome and excessive energy intensive, and other methods of charging current control usually complicate it significantly.

In industrial chargers to straighten the charging current and change its value, the KU202G trinistors are sometimes used. Here it should be noted that the direct voltage on the included trinistoras with a large charging current can reach 1.5 V. due to this, they are strongly heated, and according to the passport, the temperature of the trinistra body should not exceed + 85 ° C. In such devices, you have to take measures to limit and temperature stabilization of the charging current, which leads to their further complication and appreciation.

The relatively simple charger described below has a wide range of charging current control - almost from zero to 10 A - and can be used to charge various starter batteries batteries for voltage 12 V.

The device is based on a semistory regulator, published in, with an additional introduced low-power diode bridge VD1 - VD4 and resistors R3 and R5.

After connecting the device to the network with its positive half-period (plus on the top according to the wire scheme), the C2 condenser via R3 resistor, VD1 diode and the connected resistors R1 and R2 are started charging. In a minus half-period of the network, this capacitor charges through the same resistors R2 and R1, the VD2 diode and the R5 resistor. In both cases, the capacitor charges to the same voltage, only the polarity of charging is changing.

As soon as the voltage on the condensate-re will reach the Ignition threshold of the neon lamp HL1, it is lit and the capacitor is quickly discharged through the lamp and the control electrode of the SMISTOR VS1. At the same time, the simistor opens. At the end of the semi-version, the simistor closes. The described process is repeated in each semiprode of the network. It is well known, for example, because the control of a thyristor through a short pulse has the disadvantage that, with an inductive or high-altered active load, the anode current of the device may not have time to achieve the value of the deduction current during the validity of the control pulse. One of the measures to eliminate this disadvantage is the inclusion parallel to the load of the resistor.

In the described charger, after switching on the Simistor VS1, its main current flows not only through the primary winding of the T1 transformer, but through one of the resistors - R3 or R5, which, depending on the polarity of the network voltage sepidimension, is alternately connected parallel to the primary winding of the transformer diodes VD4 and VD3, respectively .

The same purpose also serves as a powerful resistor R6, which is a load of rectifier VD5, VD6. The R6 resistor, the chrome, forms the discharge current pulses, which, according to [s], extend the battery life.

The main unit of the device is the T1 transformer. It can be made on the basis of the laboratory transformer LATR-2M, isolating it with its winding (it will be the primary) three layers of lacket-nor and wound the secondary winding consisting of 80 turns isolated copper wire cross section of at least 3 mm2, with a tap from the middle. The transformer and rectifier can also be borne from the power source published in. With independent manufacture of the transformer, you can use the calculation method described in; In this case, set by voltage on the secondary winding 20 V at a current of 10 A.

Condensors C1 and C2 - MBM or other voltage at least 400 and 160 V, respectively. Resistors R1 and R2 -Sp 1-1 and SPZ-45, respectively. Diodes VD1-VD4 - D226, D226B or KD105B. Neon Lamp HL1 - IN-3, IN-FORE; It is highly desirable to apply a lamp with the same design and sizes of electrodes - this will ensure the symmetry of current pulses through the primary winding of the transformer. CD202A diodes can be replaced by any of this series, as well as on D242, D242a or other with an average direct tone of at least 5 A. Diode plans on a duralumin heat sink plate with a useful surface area. Scattering at least 120 cm2. The simistor should also be strengthened on the clock plate approximately twice as smaller surface area. Resistor R6 - PEV-10; It can be replaced by five parallel with connected resistors MLT-2 resistance of 110 ohms.

The device is collected in a solid box of insulating material (plywood, textolite, etc.). In the upper wall and in the bottom should be drilled ventilation holes. Placement of parts in the box - arbitrary. The R1 resistor ("Charging Talk") is mounted on the front panel, a small arrow is attached to the handle, and under it - the scale. Circuits carrying a load current must be carried out by a MHSV grade wire with a cross section of 2.5 ... 3 mm1.

When the device is established, the desired charge current limit is first set (but not more than 10 A) R2 resistor. To do this, to the output of the device via an ammeter 10 A connect the battery of batteries, strictly observing polarity. The R1 resistor engine is translated into. Extremely top according to the position scheme, the R2 resistor is to the extremely lower, and include the device to the network. By moving the R2 resistor engine, set the desired maximum charging current. Final Operation - Calibration of the R1 resistor scale in amps on an exemplary ammeter.

In the process of charging, the current via the battery changes, decreasing by the end by about 20%. Therefore, before charging, the initial current of the battery is set by a slightly nominal value (by about 10%). The end of the charging is sent over the density of the electrolyte or the voltmeter - the disconnected battery voltage must be in the range of 13.8 ... 14.2 V.

Instead of the R6 resistor, you can set the incandescent lamp to voltage 12 in a capacity of about 10 W, placing it outside the case. It would introduce the connection of the charger to the battery and at the same time, would illuminate the workplace.

What are the starter rechargeable batteries It is clear to every little little knowledgeable in technical issues to the motorist. With its first function, ensuring the engine launch, we are faced every day. There is both the second less often used, but not less significant use as an emergency power source when the generator fails.

Content

Rechargeable Battery Requirements

Requirements for the characteristics of launcheling batteries in modern cars Constantly grow. Diesel engines and spark ignition engines with a large working volume make high cold launch requirements (high starting current, especially in the frost). Electrical systems in vehicles with a full range of electrical equipment require a large amount of energy from batteries, if the generated energy generator is temporarily lacking, or (which cannot be underestimated) when the engine is turned off. The total output power of the installed electrical equipment powered over a few minutes from the battery often exceeds 2 kW. In addition, the peak current in the operating mode, which the battery must be issued for days and even weeks, constitutes many thousands of milliamperes.

In addition to these aspects, requiring homogeneous power supply, batteries in the car's electrical system must support tasks that require dynamic pulses with high current, which cannot be provided by the generator as quickly (for transient processes, such as inclusion processes in the electric power steering). In addition, due to the very large natural capacity of the two-layer capacitor (several Farad), the battery is able to make a great smoothing of the current pulsation in the aircraft. It helps to minimize and even eliminate electromagnetic compatibility problems.

Taking into account the above, it is easy to understand why there are so many funds in the optimization of the characteristics of batteries in the production process and ensuring their maintenance. The most advanced batteries are those that do not simply have the necessary electrical properties, but do not require maintenance, safe for the environment and are especially safe in circulation. It is expected that systems with two batteries and devices for measuring the charge status of the battery will be installed on cars and to increase the power of the power supply by preventing a complete discharge and timely replacement of the battery.

Despite the technical progress, monitor the normal functioning of the battery and the electrical system as a whole, the driver is obliged. The excellent ability of modern starting batteries to accumulate charge is useless, if it is not possible to achieve a positive charging balance with regular short trips around the city in the winter (with high power consumption and low engine crankshaft revolutions). Generally speaking, the preservation of low battery charge for a long time reduces its service life. It shifts the launcher of the engine crankshaft towards the limit for the cold start (Fig.).

Rechargeable batteries are specially developed in order to satisfy certain requirements of the vehicle electrical system for engine start, capacity and charging current at temperatures from -30 ° C to + 60 ° C. There are additional requirements for non-servant batteries, batteries with vibration protection.

The typical voltage of the aircraft is 12 V in passenger cars and 24 V trucks; This is achieved by a sequential connection of two batteries with a voltage of 12 V.

Battery device

Battery components

Automotive batteries with voltage 12 V contain six sequentially connected and separated by galvanic elements in a polypropylene case (Fig. "Unnwided starter rechargeable battery"). Each galvanic element includes sets of positive and negative plates. These sets, in turn, consist of plates (lead grille and active mass) and microporous material (separator), which isolates the plates of opposite polarities. Separators form pockets in which the plates are immersed. The electrolyte is a solution of sulfuric acid, which penetrates the pores of plates and separators, as well as in the emptiness of electroplating elements. Pole conclusions, connecting elements of galvanic elements and lintels of plates are made of lead; The gaps in partitions of inter-element compounds are carefully sealed. To ensure the sealing of a solid cover with a battery case, a hot crimping process is used. On standard batteries, each element is closed with its own plug with ventilation hole. Ventilation holes with twisted plugs allow the gases to evaporate when charging the battery is charging. The maintenance-free batteries made in hermetically execution, there are no traffic jams, however, they also have ventilation holes.

Material of the lattice plates of the battery

The rechargeable battery plates consist of lead grids and active material that are covered with lead grid during the production process. The active material of the positive plate contains porous lead dioxide (PBO 2, orange-brown), and a negative plate - pure lead in the form of "spongy lead" (ply, gray and green). In other words, pure lead also has an extremely porous form.

For various reasons (liquid processing, processing, mechanical strength, resistance to corrosion), the lattice is used with antimony fusion. Standard methods of making lattices - casting, rolling and stamping.

Lead-antimony alloy (PBSB)

Antimony is added to give hardness. However, during the service life of the battery due to corrosion of the positive grate, the antimony is increasingly separated. It migrates to a negative plate, passing through the electrolyte and separators, and "poisoning" it, forming local electroplating pairs. These galvanic pairs increase the negative plate self-discharge and reduce gas release voltage. All this causes an increased water consumption when recharging, which contributes to the release of antimony. This self-excitation mechanism leads to a constant reduction in power throughout the entire service life of the battery. It becomes unable to achieve the necessary charge, and the electrolyte has to be checked often.

Lead-calcium alloy (RBS)

Calcium is used to increase the hardness of negative plates. Calcium is electrochemically inactive with potential conditions that exist in lead batteries. This means that the "poisoning" of the negative plate and self-discharge is prevented.

Another advantage is the high voltage of gas formation, stable during the service life, and the associated water consumption (smaller compared to the lead with antimony alloy).

Lead-calcium alloys with silver adding (rgsag)

In addition to reducing the calcium content and increasing the tin content, this alloy also has a certain percentage of silver (AG). It has a thinner structure of the lattice and showed itself extremely persistent even at high temperatures accelerating corrosion. This affects when a destructive recharge occurs at high electrolyte density and (which is equally undesirable) in the interruptions in operation at high electrolyte density.

Lead-calcium-tin alloys (PBCASN)

This alloy is used for lattices made by continuous rolling and stamping, and contains much more tin than Riesaag. It is extremely high corrosion resistance with a small mass of the lattice.

Battery charge and discharge

The active materials in the lead acid rechargeable battery are lead dioxide (Pbo 2) on positive plates, sponge-high-porous lead (Pb) on negative plates and an electrolyte-aqueous solution of sulfuric acid (H 2 S0 4), which is simultaneously an ion conductor. Compared with the electrolyte of Pbo 2 and Pb, typical voltages (individual potentials) are taken. Their values \u200b\u200b(regardless of polarity) are equal to the sum of the voltages of electroplating elements measured outside ( fig. "Electrical battery packages"). It is approximately 2 V in standby mode. When the galvanic element is discharged, pHo 2 and ply react with H 2 SO 4, forming PBSO 4 (lead sulfate). The electrolyte gives the SO 4 ions and its density decreases. During charging, the active components of Pbo 2 and PB are restored from PBSO 4 (see Chapter "Electrochemistry").

When a discharge current is supplied to the battery, the voltage is created on it depending on the current value and the duration of the discharge (Fig.). From the figure, it is also seen that the charge selected from the battery depends on the current value.

Rechargeable Battery Behavior at low temperatures

In principle, at low temperatures, chemical reactions in the battery occur more slowly. Therefore, the starting power of even a fully charged battery is reduced when the temperature drops. The more the battery is discharged, the lower the electrolyte density. Since the density of the electrolyte decreases, its freezing point rises. The battery, the electrolyte of which has a low freezing temperature, is capable of providing a low current value that is not enough to start the engine of the car.

Characteristics of batteries

Rechargeable Battery Designation

Starter batteries manufactured in Germany are marked with a rated voltage, rated tank and discharge test current in a cold state (for example, DIN EN 50342). Starter rechargeable batteries manufactured in Germany are identified by the nine-digit number (ETN) according to EN 50342. This number contains information about the nominal voltage, nominal capacity and low-temperature test current.

For example: 555 059 042 means: 12 V (first digit code); 55 A-h; Special design type (059); Low-temperature test current 420 A.

Capacity rechargeable battery

Capacity is the time during which the battery is able to give a certain current under specified conditions. Capacity decreases as the discharge current increases and the electrolyte temperature decreases.

Rated capacity of AKB

The DIN EN 50342 standard defines the nominal capacity K 20 as a charge that the battery can be able to give for 20 hours to the cut-off voltage of 10.5 V (1.75 V / element) with a given constant discharge current I 20 (I 20 \u003d k 20 / 20 h) at 25 ° C. The rated capacity of the battery depends on the amount of active material used (the mass of positive plates, the mass of negative plates, electrolyte) and does not affect the number of plates.

Low-temperature test current

The low-temperature test current I SS (previously I Cyrgyz) shows the ability of the battery to produce current at low temperatures. According to DIN EN 50342, the voltage at the outputs of the battery at I SS and -18 ° C after 10 s after the start of the discharge should be at least 7.5 V (1.25 V per element). More detailed information about the discharge time is provided in the DIN EN 50342 standard. The short-term behavior of the battery in time of the discharge at I CC is mainly determined by the number of plates, their surface area, and the gap between the plates and the separator material.

Another variable characterizing the starting reaction is the internal resistance R i. To a fully charged battery (12 V) at -18 ° C, the equation is applicable: R i< 4000/I cc (мОм), где I cc указывается в амперах. Внутреннее сопротивление аккумуляторной батареи и другие сопротивления в контуре стартера определяют частоту проворачивания двигателя.

Types of batteries

Unqualified batteries

The frequency with which the batteries require maintenance, significantly depends on the alloy from which the plate consists. The rechargeable battery with lead alloy plates with antimony (traditional and low maintenance) is required through short intervals due to the above deficiencies. They are already practically not used in cars.

The negative plate in non-servicing batteries (hybrid) maintenance consists of a lead alloy with calcium (PRS) - in some embodiments with the addition of silver, and the positive plate is made from a lead alloy with antimony (PBSB). Reducing the amount of antimony leads to a decrease in water losses during charging due to a decrease in gas formation. This leads to an increase in service intervals compared with batteries, which uses only antimony alloy. Another advantage of the hybrid battery is simplicity of manufacturing. The negative lattice plates made of lead with calcium lead alloy are usually made by simple rolling, and positive, subject to more intensive mechanical loads due to corrosion, are made of alloy with antimony by complex casting technology. However, due to the content of antimony, hybrid rechargeable batteries rarely meet the high requirements for low water consumption in passenger cars (less than 1 g / Ah).

Since the rechargeable battery from lead alloy with antimony has excellent resistance to deep cycles, they are mainly used in trucks and taxis. Rechargeable battery plates for motorcycles are also made from lead alloy with antimony, as frequent operation in good weather and with long downtime in winter requires a battery of excellent resistance to deep cycles.

Fully maintained rechargeable batteries

In the fully maintenanceable batteries, both plates are made of lead alloy with calcium. This allows you to increase the battery life when traveling to very long distances. In addition, these rechargeable batteries are more rack to a long surcharge. This is achieved by further optimizing the plate.

Improved geometry of the lattice structure with improved electrical conductivity allows you to better use active material. The central tongue of the interelectual connector provides homogeneous fixation of the plates inside the battery case. This technology allows you to make plates by about 30% thinner (but stronger) and increase the number of plates. This makes it possible to increase the cold start power without prejudice to quality.

Fully unworn batteries do not require control of the electrolyte level and usually do not provide such an opportunity. They are fully sealed, with the exception of two ventilation holes. While the electric system of the car is working normally (i.e., a constant voltage is limited to the maximum value), water decomposition decreases to such an extent (less than 1 g / Ah) that electrolyte reserves above the plates have enough battery life. The fully unworn battery has another advantage - an extremely low self-discharge. This allows you to store a fully charged battery for several months.

Due to the low self-discharge, all fully maintenance-free acb are filled with electrolyte at the factory. This avoids a dangerous leakage of electrolyte at a hundred and in dealerships when mixed and added.

If the fully maintenance-free battery is charged outside the car, the charging voltage should not exceed 2.3-2.4 V per one element, since a DC rersonal or the use of watt charge devices (W ) The characteristic curve leads to decomposition of water (gas formation).

Modern fully maintenanceable Akbs have a safe labyrinth cover with side ventilation holes that prevent the electrolyte leakage when the battery is tilted at an angle to 70 °, and the frit also protects the inner part of the battery from external sources of open flame and sparks. Sealing traffic jams are no longer required.

For trucks, rechargeable batteries are offered with silver alloy plates that have the advantages of fully maintained launchers for passenger cars. Complete lack of service, allowing to save - that it is impossible to underestimate in cargo transportation, combined with a new labyrinth cover that prevents the electrolyte leakage. The use of central degassing instead of degassing through traffic jams means the possibility of installing fritters protecting the interior of the battery from external sources of open flame and sparks.

Rechargeable AGM battery

Rechargeable AGM batteries - batteries that have electrolyte-connected fiberglass rugs) well established itself in situations where increased requirements are presented to the battery. These batteries differ from batteries with free electrolyte in that the electrolyte in them is connected by a fiberglass rug located between positive and negative plates instead of separators.

The rechargeable battery is isolated from the environment with valves (not transmitting air). Due to the internal circulation inside the battery, the oxygen appears on the positive electrode due to gas formation is again used, the volume of hydrogen being created is suppressed, and therefore water loss is reduced to a minimum. ZTA circulation becomes possible due to the formation between positive and negative plates of small channels through which oxygen is transported. Valves are open only with a significant increase in pressure. Therefore, the AGM hermetic battery is extremely low water loss and does not require maintenance.

This technology has other advantages. The mat is flexible - this means that the plate can be installed under pressure. Pressing the rug to plates significantly reduces the effect of sanding and separating the active material. It provides power, three times higher than the power of comparable starter batteries. This type of battery is also good in that in case of destruction of the battery case, for example, with an accident, the electrolyte does not follow, as the fiberglass rug is connected. The electrolyte does not follow from the battery even with a long turning over 180 °. Thanks to the porosity of the rug made of fiberglass achieved a large trigger current of the cold start.

Another advantage of AGM battery is to prevent the stratification of electrolyte. When the battery with a free electrolyte is cyclically charged and discharged, an electrolyte density gradient is formed, from top to bottom. This is because when charging the battery on the plates is the electrolyte of greater density and, by virtue of a higher specific weight, lowers down and accumulates there, and the electrolyte of a smaller concentration remains in the upper part of the galvanic element. Among other things, the stratification of the electrolyte reduces the container, and the battery life. The stratification of electrolyte occurs to varying degrees in all batteries with free electrolyte. However, in AGM batteries, the stratification of electrolyte is prevented due to its absorption rugs from fiberglass.

When choosing an AGM battery installation site, high temperatures must be avoided, since it is less than that of a battery with a free electrolyte.

Rechargeable batteries resistant to deep discharge

By virtue of its design (thin plates, light separators), launcher batteries are less suitable for working with frequent deep discharge - it causes intensive wear of positive plates (mainly due to separation and precipitation of the active material). In accumulatory batteries, resistant to deep discharge, there are separators with glass rugs that support relatively thick plates with a positive material and therefore preventing premature squeezing plates. The service life of approximately twice the work of the standard battery. Starter rechargeable batteries, resistant to deep discharge with pocket separators and non-woven trim, have even longer service life.

Vibrating resistant batteries

In a vibration-resistant battery, the plates block is attached to the battery case using a sealing resin or plastics to avoid moving these two components relative to each other. According to DIN EN 50342-1, this type of battery must pass a 20-hour test for sinusoidal vibration (at a frequency of 30 Hz) and must withstand acceleration to 6G. Therefore, the requirements for them are approximately 10 times higher than the standard rechargeable batteries. Vibration-resistant batteries are used mainly in trucks, construction machines and tractors.

Rechargeable High Reliability Batteries

Combine characteristic signs of vibration-resistant batteries and deep discharge batteries. They are used in trucks exposed to extreme vibration, as well as where the usual case is a cyclic discharge.

Rechargeable batteries with increased current

According to the design, this type of battery batteries is similar to batteries, resistant to a deep discharge, but they have the plates thicker and the number of plates less. Although the low-temperature testing current is not indicated for them, their starting power is much lower (by 35 - 40%) than the same size starter batteries. These batteries are used under the conditions of extreme cyclic work changes, for example, as starter batteries.

Principle of operation of the starter rechargeable battery

Account charge

In the car electrical system, the battery is charged with the limitation of the voltage. This corresponds to the IU charge method, where the battery charging current is automatically reduced by increasing the steady voltage (Fig.). The IU charging method prevents damage due to reloading and provides a long battery life.

On the other hand, the chargers still operate on the principle of direct current or with a watt (W) characteristic curve (Fig. "Battery charge based on watt characteristic W"). In both cases, upon reaching a complete charge, it continues with a slightly smaller or permanent current. This leads to high water flow and subsequent corrosion of a positive lattice.

The discharge of AKB

Immediately after the start of the discharge, the battery voltage drops to a value that when the discharge is continued slightly. Only shortly before the end of the discharge, the voltage drops sharply due to the depletion of one or more active ingredients (material of positive plates, material of negative plates, electrolyte).

Battery self-discharge

Over time, rechargeable batteries are discharged - even if the load is not connected to them. Modern rechargeable batteries with lead alloy plates with antimony in a new state lose about 4 - 8% of their charge per month. In the process of aging, this value can increase by 1% and more every day due to antimony migration to the negative plate until the battery stops functioning. The general rule for the effect of temperature: the self-discharge is doubled for every 10 to increase the temperature.

Rechargeable batteries with plates from lead alloy with calcium have a significantly smaller self-discharge (about 3% per month). This value remains almost constant throughout the service life.

Servicing batteries

During the operation of rechargeable batteries with a small amount of maintenance, the electrolyte level should be checked in accordance with the requirements of the manufacturer's instruction; When it is necessary according to the testimony, it should be replenished to the marks of distilled or demineralized water. To minimize the self-discharge, the battery should be stored in a clean and dry place. It is also recommended to check the electrolyte density before the winter onset or, if it is not possible, measure the battery voltage. It should be reloaded again when the electrolyte density becomes below 1.20 g / ml or voltage reaches less than 12.2 V. terminals, contact clips and mounting mounts must be coated with acid-protective plastic lubricant.

Rechargeable batteries temporarily removed from the car service must be stored in a cool, dry place. The electrolyte density should be checked every 3-4 months. The battery must be reloaded again when the electrolyte density becomes below 1.20 g / ml or the voltage reaches the value of less than 12.2 V. Rechargeable batteries that require little maintenance and non-servant batteries are best rechargeable by the method IU. With a maximum voltage of 14.4 V., this method provides an adequate charge time of about 24 hours without a risk of reloading. When using a charger with a constant current or a bathroom (W) characteristic at the very first signs of gas supplies (in amperes), it should be reduced to a maximum of 1/10 of the nominal capacity of the battery, i.e. to 6.6 A values \u200b\u200bin the battery with a capacity of 66 Ah. Charger It must be disabled about one hour after that. The room where charging is performed should be well ventilated (oxygen-breed gas causes the risk of an explosion, the presence of an open flame and sparks are prohibited. It is necessary to work in protective gloves.

Malfunctions of batteries

Damage or malfunction of batteries, which ultimately lead to failures (short circuit, accompanied by wear separators or loss of active mass, destruction of the compound between electroplating elements and plates), rarely can be restored by repairs. Rechargeable battery must be replaced. Internal short circuits are recognized by a highly distinguished electrolyte density in individual elements (the difference between the minimum and maximum density\u003e 0.03 g / ml). If the chains occurs in the connectors of the electroplating battery, the battery can often give a small current and can be charged, but even a fully charged battery when trying to start the engine voltage falls.

If there is no malfunction in the battery, but it stably loses the charge (signs: low electrolyte density in all galvanic elements, no pads) or recharge (signs: big water loss), this indicates a malfunction of electrical equipment (defective generator, electrical equipment remains included after Switch off the engine due to a malfunction, for example, a relay, a voltage regulator is chosen too small or too much importance, or it is generally failed). In batteries subjected to deep discharge for a long time, formed by the discharge, the shallow crystal lead sulfate can turn into a largerystalline, which complicates the charge of the rechargeable battery.

The simplest charger for automotive and motorcycle batteries, as a rule, consists of a downstream transformer and connected to its secondary winding of a two-speech rectifier. Consistent with the battery includes a powerful retail to install the required charging current. However, such a design is obtained very cumbersome and excessively energy intensive, and the other methods of charging current control usually complicate it significantly.

The relatively simple charger described below has a wide range of charging current control - almost from zero to 10 A - and can be used to charge various starter batteries batteries for voltage 12 V.

The device is based on a semistory regulator, published in, with an additional introduced low-power diode bridge VD1 - VD4 and resistors R3 and R5.

As soon as the voltage on the condenser reaches the HL1 neon lamp ignition threshold, it is ignited and the capacitor is quickly discharged through the lamp and the control electrode of the VS1 simistor. At the same time, the simistor opens. At the end of the semi-version, the simistor closes. The described process is repeated in each semiprode of the network.

It is well known, for example, because the control of a thyristor through a short pulse has the disadvantage that, with an inductive or high-altered active load, the anode current of the device may not have time to achieve the value of the deduction current during the validity of the control pulse. One of the measures to eliminate this disadvantage is the inclusion parallel to the load of the resistor.

The same purpose also serves as a powerful resistor R6, which is a load of rectifier VD5, VD6. Resistor R6, chrome, generates discharge current pulses, which, as approve, extend the battery life.

The main unit of the device is the T1 transformer. It can be made on the basis of the laboratory transformer LATR-2M, isolating it with its winding (it will be the primary) three layers of lacket-nor and winding the secondary winding consisting of 80 turns of an isolated copper wire with a cross section of at least 3 mm2, with a tap from the middle. The transformer and rectifier can also be borne from the power source published in. With independent manufacture of the transformer, you can use the calculation method described in; In this case, set by voltage on the secondary winding 20 V at a current of 10 A.

CD202A diodes can be replaced by any of this series, as well as on D242, D242a or other with an average direct tone of at least 5 A. Diode plans on a duralumin heat sink plate with a useful surface area. Scattering at least 120 cm2. Simistor should also strengthen the heat sink plate about twice the smaller surface area. Resistor R6 - PEV-10; It can be replaced by five parallel with connected resistors MLT-2 resistance of 110 ohms.

Final Operation - Calibration of the R1 resistor scale in amps on an exemplary ammeter.

Literature

1. Energy electronics. Reference manual ed. V.A.Labuntzova - 1987. C.280, 281, 426, 427.
2. Fomin V. Simistor power regulator. - Radio, 1981. No. 7, p.63.
3. Zubrok A. G. Rectaging stabilization devices and charge batteries - M.: Energoatomizdat, 1988.
4. Navditzky city power supply of high power. - Radio, 1992. №4, p.43-44 ..
5. Nikolaev Yu. Homemade block Power? No, nothing is easier. - Radio, 1992, №4. from. 53.54.

The battery is a device that has a tendency to discharge during operation. This process is characterized by a decrease in stress without load (with terminals taken). The dischargeable battery is also called "Sorted". Restore battery charge is possible in several ways, which are described below.

How to charge a car battery and what device needs and equipment are interested in every car enthusiast. This problem acquires a special relevance with limited funds that are allocated to maintain automotive equipment. The rules for conducting this procedure ensure not only the safety of expensive devices, but also the safety of the car owner itself.

To charge the battery, a charger needs, but they differ in design and application. All types of such chargers have a similar principle of operation, which is based on the conversion of an alternating current of the household power supply in constant.

The scheme of such devices may include variators - modules that change the voltage (12/24 volts), the time relay, turning off the power at a specified time, various indicators in the form of signal lamps or information liquid crystal scoreboards and other nodes. To charge the usual car battery with a nominal voltage of 12V, charging is required, which gives 16-17 terminals to DC.

Rules for proper charging of the car battery

The charging of the starter battery itself can be carried out in various places where there is access to the household power grid and there is a socket connector. You can not even remove the battery when charging or place it on a flat surface in the garage or even in the apartment. At the same time, it is necessary to carefully follow the safety regulations.

First of all, before charging the battery should be cleaned from foreign pollution, remove dust, dirt and gently remove the terminals. After that, it is necessary to check the housing for mechanical damage, the level of electrolyte, make sure that it does not proceed, and only after that proceed to the process itself.

All operations with the battery must be carried out in rubber chemically resistant gloves, since the electrolyte can hardly damage the skin. If the battery design allows, corks are unscrewed from it. When inspection, check the electrolyte level in all banks and its condition.

Normal electrolyte must be transparent and colorless. To do this, you can use the flask of the area. The presence in the solution of precipitate, flakes, suspension or color change and transparency suggests that it is not all right with the battery. Most likely, in the "dirty" bank there is a short circuit of the plates. It is impossible to charge such a battery.

If the electrolyte in all banks is clean and transparent, you can proceed to the charging process. The main rule when connecting the charger terminals - first, they are connected to the battery, and only after that it can be connected to the power supply. This rule is very important!

For charging the battery, three methods are used:

- charging with constant voltage;
- charging with DC;
- Combined charging method.

Charging constant voltage

The permanent voltage mode of the battery is binds the charge level and voltage value when charging. If we are talking about charging the battery by 12 V, then at a constant voltage of 14.3 to it will be charged approximately 48-50 hours. With an increase in voltage to 16.6, the charge decreases to 20-22 hours.

When the charger is connected to a fully discharged battery, the current in the chain can reach 50 A. This can lead to the failure of electrical devices that are in the chain. Therefore, the circuit of all chargers includes a module that limits the current strength of 20-25 ampere.

Electrochemical processes in the battery that are activated when the charger is connected, the voltage between it and the battery terminals are directed. The current of the current in the chain will gradually decrease.

With the full charge of the battery, the current in the circuit drops to zero. Most devices are given a signal with an indicator lamp or LED. The terminals of a fully charged battery should be 14.4 V.

Charging at constant voltage is the method of the most "soft" for equipment and safe for humans. With such a charging of the battery, it can be left unattended, without fearing the occurrence of dangerous situations.

Charging constant toke

The use of the DC method requires accuracy and attention during the entire charging process. At the same time, it will be necessary to constantly correct the strength of the current in the course of charging, checking the instruments in at least every hour and conduct the necessary manipulations. The standard battery with a capacity of 55 and h will be charged approximately 10 hours at a valid of the charging current in 6 A.

When the rated voltage is reached at 14.4, the current is reduced to 3 A. as soon as the voltage at the terminals will be 15 V, the current strength should be reduced twice again - to 1.5 A.

If for one and a half or two hours the charging voltage does not change, then the charging process can be completed. At the end of charging, the banks begin to "boil", i.e. The electrolysis process is activated, which is an obvious disadvantage of this method along with the need for constant control.

Combined charging

Industrial charging devices that are currently offered on the market are based on the combined charging method. At the beginning of the charging process, a current with constant force is supplied, which makes it convenient to use it in the household power supply (since the peak values \u200b\u200bleading to excessive load are reached, and at the end of the charging device supports constant voltage, which does not allow the electrolyte to "roll" .

Combined chargers are usually adapted to autonomous work and do not need to be controlled. When the full battery charge is achieved, they can automatically turn off.

There are other ways to charge automotive batteries - forced, pulse, pulsating or asymmetric current, vojbridju, etc. However, in practice, the chargers are most often used that use the principles described above.

Answer:

Automotive electronics can withstand the voltage of the order of 15.5 V without breakage. However, some chargers work in the "charge pause" mode. In the charge cycle to maintain the desired current, the voltage can reach up to 17.5-18 V, which is very dangerous for the electronic blocks of the car. Some chargers can issue short-term impulses. increased voltageWhat is also dangerous for onboard electronics.

Therefore, to recharge the battery directly by car, the charger should either work in manual mode with the limit of the maximum output voltage up to 15 V, or, when working in automatic mode, ensure a safe charge process. This information is specified in the passport of any charger.

If there is a suitable charger, then when recreated without removing the terminals, the following precautions must be taken:

Do not turn on the charger to the 220 V network until it is connected to the battery.
Before disconnecting the charger from the battery, disconnect it from the network.
Do not turn on the ignition (and better at all there are no energy consumers, like headlights and radio) when connected by an external charger, because It is impossible to assume the electronics reaction of the charger on sharp voltage fluctuations in the onboard network.
You must first connect the positive terminal of the charger, and then minus. It is necessary to disable in the reverse order.
Make sure that the charger wires are not in contact with the benzing or battery case.

Whatever perfect device for charging, there is always a risk high voltage At the output in case of breakdowns of the charger.

Is it possible to charge the battery at idle engine speeds?

Answer:

Not. The generator on the machine with the engine running at idle does not charge the battery, but only supports Her charge. In the cold season of the year alone, the engine warming is not enough for a qualitative charge of the battery. For a rechargeable battery, you need to ride several hours on medium-sized turns, at a minimum. It is best to perform the charge of the battery at home in a warm room using a stationary device.

How much time do you need to charge the battery?

Answer:

The charge of the battery must be performed in accordance with the recommendations of the battery manufacturer specified in the instruction manual. Depending on the design of the battery (type of electrode, separator, electrolyte, the chemical composition of the alloy, etc.) the charge modes are different.

If there is no complete information about the design of the AKB or the instruction manual, it is recommended to be charged in accordance with clause 8.2.2. GOST R 53165-2008. The charge of the discharged battery needs to be performed. at a constant voltage of 14.8 V for 20 hours When limiting the maximum current up to 5In. (Ine is the value equal to the battery capacity divided by 20). For a battery with a nominal capacity of 60 Ach Ine \u003d 60/20 \u003d 3 A. Then the charge is continued at a constant value of current equal to II for another 4 hours.

This technique is acceptable only if the battery is completely discharged, for example, after several unsuccessful attempts to start the engine. If the battery was deeply discharged, for example, due to the fact that the driver forgot to turn the headlights, or was discharged and stood in a discharged state of several days or weeks, the charge mode described above will not fit - the battery will only "boil", and not charge. In such cases, it is recommended to perform small current recovery charge (1-2 A depending on the nominal battery capacity) before stabilization of the voltage. This charge may take several days and will allow you to restore about 80-90% of the existing battery capacity.

Excess the charge lead-acid starter batteries It is not recommended for the reason for the abundant gas formation as a result of the decomposition of water on oxygen and hydrogen, which will require the valley of water. Also, the gas formation process can lead to a decrease. technical characteristics Akb due to partial detachment and floating of the active mass.

How to charge the battery?

Answer:

Until 2008, GOST 959-2002 acted in Russia, according to which the batteries were recommended to charge the value of 0.1 from the rated capacity of the battery, to the voltage of 14.4 V, and then - another 5 hours.

In recent years, an acb appeared in the Russian market, differing in design. Therefore, in 2008, GOST R 53165-2008 "Batteries Battery Point Starters for AutoTractor Technology" entered into force, providing for various battery charge techniques depending on the design and technological performance. This information is known only to the manufacturer, so the charge must be paid to the battery manual (in the warranty card). With its absence, it is recommended to hold a charge in accordance with clause 8.2.2. GOST R 53165-2008: at a constant voltage of 14.8 V for 20 hours when limiting the maximum current to 5In. (IA is the value equal to the capacity of the battery, divided by 20. For example, for a battery with a nominal capacity of 60 Ach by IU \u003d 60/20 \u003d 3 A.). Then the charge is continued at a constant value of current equal to II for another 4 hours.

What voltage need to charge calcium acb?

Answer:

If you analyze the instructions for use of various manufacturers of starter lead-acid batteries, then you will not see recommendations to perform the charge at a constant voltage of 16 V.

As a rule, manufacturers are recommended in stationary conditions to charge 12-volt starter batteries at a constant voltage of 14.8 V or with a constant strength of the current, the value of which is 10% of the nominal container. And it is no matter what kind of design and technological performance we are dealing: a minor, hybrid or lead-calcium battery.

Where did the number 16 in? From GOST R 53165-2008. Someone correctly noted that this standard recommends when conducting tests of batteries based on lead-calcium alloys (VL performance) to perform their charge at a constant voltage of 16 V, and then at a constant current. But these are recommendations only for testing, in the course of which it becomes clear whether the calcium battery can quickly receive such a large amount of electricity, i.e. How perfect production technology.

If someone tried at room temperature in air to carry out the battery at a constant voltage of 16 V, it knows that such a charge is accompanied by a rapid increase in the electrolyte temperature (up to 60 ° C approximately 2 hours after the battery discharge to 10-11 V) and abundant gas division.

In the worst case, if the battery production technology is not perfect and it has high internal resistance, such a heating can occur to 70 ° C. Increased temperatures, highlighting a large amount of oxygen on positive electrodes lead to accelerated corrosion of the lattices and reduce the battery life. When testing, it is not scary, because the battery is then disposed of. And for a car enthusiast that tries that its battery will serve as longer as possible, the charge of 16 V and its consequences cannot be done.

That is why manufacturers of starter batteries recommend more sparing charge modes marked above. And the same standard GOST R 53165-2008 in clause 8.2.2 notes that if there are no manufacturer's recommendations, charge must be performed at a constant voltage of 14.80 V.