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How battery chargers are designed and work. Simple universal automatic charger Do-it-yourself powerful laboratory power supply with a MOSFET transistor at the output

If used incorrectly, the plates may become sulfated and it will fail. Such batteries are recharged by charging with an “asymmetrical” current when the ratio of charging and discharging currents is selected at 10:1. In this mode, they not only restore sulfated batteries, but also carry out preventive maintenance on healthy ones. ...

For the "Charger-power device" circuit

For the scheme "Pulse diagnostics of batteries"

During long-term storage and improper use, large insoluble crystals of lead sulfate appear on the battery plates. Most modern chargers are made according to a simple circuit, which includes a transformer and a rectifier. Their use is designed to remove working sulfitation from the surface of the battery plates, but they are not able to remove old coarse-crystalline sulfitation. Device characteristics Battery voltage, 12V Capacity, Ah 12-120 Measurement time, s 5 Pulse measurement current, A 10 Diagnosed degree of sulfation, % 30. ..100Weight of the device, g 240Operating air temperature, ±27°C Lead sulfate steels have high resistance, which prevents the passage of charging and discharging current. Radomcrophone circuits The voltage on the battery rises during charging, the charge current drops, and the abundant release of a mixture of oxygen and hydrogen can lead to an explosion. The developed pulse chargers are capable of converting lead sulfate into amorphous lead during charging, followed by its deposition onto the surface of plates cleared of crystallization. Based on the voltage value under load, resistor R14 sets the corresponding percentage of sulfation on the scale of the device PA1 with the middle position of the resistor sliders R2 , R8 and R11. The device readings are adjusted by resistor R11 in accordance with the data given in the table. Voltage under load...

For the "miner's lantern memory" circuit

For the scheme "ANTI-THEFT DEVICE"

Automotive electronics ANTI-THEFT V. REZKOV, Vitebsk. Unlike well-known industrial and amateur anti-theft devices, this design does not have a single mechanical contact and a secret toggle switch, it is simple, reliable and durable. It is an electronic ground switch. As practice suggests, for fire safety purposes, moreover, when the vehicle is parked for short periods, it is advisable to disconnect the on-board network from the battery. consists of only three parts: thyristor VS1, diode VD1 and reed switch SF1 (Fig. 1). Thyristor VS1 acts as an electromagnetic relay, which is activated in the presence of a short-term pulse on the control electrode. This signal is given when the SF1 reed switch installed in the passenger compartment is closed. The thyristor opens, its resistance decreases sharply, and the “-” terminal is connected to ground. T160 current regulator circuit The thyristor passes current in only one direction - from the battery to the on-board network. So that the battery can be recharged from the generator, diode VD1 is connected in parallel with the thyristor in reverse polarity. With the ignition off or the engine off device goes into "anti-theft" mode. Place device under the hood in a hard-to-reach place so that it does not catch the eye of a stranger or intruder. It is advisable to make a hole in the thyristor housing for an M8 bolt for the terminal blocks (Fig. 2). The SF1 reed switch is installed inconspicuously in the cabin - on a plastic decorative panel or in any other place. The reed switch magnet is kept by the driver. The described was installed in the car...

For the "Starting charger" circuit

Starting a car engine with a worn-out battery in winter takes a lot of time. The density of the electrolyte after long-term storage decreases significantly; the appearance of coarse-crystalline sulfation increases the internal resistance of the battery, reducing its starting current. In addition, in winter the viscosity of engine oil increases, which requires more starting power from the starting current source. There are several ways out of this situation: - heat the oil in the crankcase; - “light up” from another car with a good battery; - push start; - expect warming. - use a starting charger (ROM). The last option is most preferable when storing the car in a paid parking lot or in a garage where there is a network connection. In addition. The ROM will not only allow you to start the car, but also quickly recreate and charge more than one battery. In most industrial ROMs, the starting battery is recharged from a low-power power supply (rated current 3...5 A), which is not enough to directly draw current from the car’s starter, although The capacity of the internal starter batteries of the ROM is very large (up to 240 Ah), after several starts they still “run out”, and it is impossible to quickly recreate their charge. The mass of such a unit exceeds 200 kg, so it is not easy to roll it up to the car even with two people. Starting charging and recovery device(PZVU), proposed by the Laboratory of Automation and Telemechanics of the Irkutsk Center for Technical Creativity of Youth, differs from the factory prototype in its low weight and automatically maintains the operating condition of the battery, regardless of storage time and time of use. Even in the absence of internal battery The PZVU is capable of briefly delivering a starting current of up to 100 A. The regeneration mode is an alternation of equal-time current pulses and pauses, which accelerates the recovery of the plates and reduces the temperature of the electrolyte with a decrease in the release of hydrogen sulfide and oxygen into the atmosphere...

For the circuit "Charger Tourist"

On a long hiking trip (on foot or by bicycle) you cannot do without lighting. There are not enough flashlights that can be recharged from the mains for a long time, and tourist routes pass mainly in places where there are no power lines. The Tourist charger will help solve this problem. To do this, you need to remove small-sized D-0.25 batteries from two flashlights and plug them into the charger. ...

For the circuit "Desulfating charger circuit"

Automotive electronicsDesulfating charger circuit The desulfating charger circuit was proposed by Samundzhi and L. Simeonov. Charger device performed using a half-wave rectifier circuit based on diode VI with parametric voltage stabilization (V2) and a current amplifier (V3, V4). The H1 signal light lights up when the transformer is connected to the network. The average charging current of approximately 1.8 A is regulated by selecting resistor R3. The discharge current is set by resistor R1. The voltage on the secondary winding of the transformer is 21 V (amplitude value 28 V). The voltage on the battery at the rated charging current is 14 V. Therefore, the charging current battery occurs only when the amplitude of the output voltage of the current amplifier exceeds the battery voltage. During one period of alternating voltage, one pulse of charging current is formed during time Ti. Discharge battery occurs during the time Тз= 2Тi. Therefore, the ammeter shows the average importance of the charging current, equal to approximately one third of the amplitude value of the total charging and discharging currents. T160 current regulator circuit In the charger, you can use the TS-200 transformer from the TV. The secondary windings are removed from both coils of the transformer and a new winding consisting of 74 turns (37 turns on each coil) is wound with PEV-2 1.5 mm wire. Transistor V4 is mounted on a radiator with an effective surface area of ​​​​approximately 200 cm2. Details: Type VI diodes D242A. D243A, D245A. D305, V2 one or two zener diodes D814A connected in series, V5 type D226: transistors V3 type KT803A, V4 type KT803A or KT808A. When setting up the charger, you should select the voltage based on transistor V3. This voltage is removed from the potentiometer slide (470 Ohm), connected in parallel with the zener diode V2. In this case, resistor R2 is chosen with a resistance of...

For the circuit "CHARGER FOR CAR BATTERIES"

Automotive electronics CHARGER FOR CAR BATTERIES. SELYUGIN, Novorossiysk, Krasnodar Territory. Acid batteries “do not like long periods of time without work.” Deep self-discharge can be destructive for them. If the car is parked for a long time, then a problem arises: what to do with the battery. It is either given to someone to work with or sold, which is equally inconvenient. I propose a fairly simple device that can be used both for charging batteries and for long-term storage in working condition. From the secondary winding of transformer T1, the current in which is limited by being connected in series with the primary winding of the ballast capacitor (C1 or C1 + C2), the current is supplied to the diode-thyristor bridge, the load of which is the battery (GB1). T160 current regulator circuit An automotive 14 V generator voltage regulator (GVR) of any type, intended for generators with a grounded brush, is used as a regulating element. I have tested a regulator of type 121.3702 and an integral one -Y112A. When using an “integral”, terminals “B” and “C” are connected together with “+” GB1. Terminal "Ш" is connected to the circuit of thyristor control electrodes. Thus, the battery maintains a voltage of 14V at a charging current determined by the capacitance of capacitor C2, which is approximately calculated by the formula: where Iз is the charging current (A), U2 is the voltage of the secondary winding when the transformer is “normally” turned on (B), U1 is mains voltage. Transformer - any, with a power of 150...250 VA, with a voltage on the secondary winding of 20...36 V. Bridge diodes - any...

For the "Battery Regenerator" circuit

Operation of rechargeable batteries in violation of the technical conditions of charge and discharge often leads to the appearance of sulfate crystals on the plates, which reduce the active surface of the plates and, thereby, reduce its capacity, maximum discharge current, etc. Crystallization in acid batteries can also occur during long-term storage. When the electrolyte settles, a self-discharge EMF occurs due to the potential difference between the lower and upper layers of the electrolyte in the battery bank. In nickel-cadmium batteries, crystallization leads to the appearance of a “memory effect”, which worsens performance characteristics. In the laboratory of the Automation and Telemechanics Association of the Irkutsk Regional Center for Technical Creativity of Students, regeneration of batteries has been developed, which makes it possible to maintain them in working condition, moreover, in the absence of mains voltage for power supply charging and recovery devices. Amateur radio converter circuits Two regeneration modes have been introduced into the device circuit: - during long-term storage; - accelerated regeneration-restoration (for example, when starting a car in winter). The battery regenerator (Fig. 1) consists of a square pulse generator on the DA1 timer and a power amplifier on the VT1 transistor. The power supply of the microcircuit is stabilized by an integrated voltage stabilizer DA2. The regeneration mode is changed using switch SA1 ("Regeneration" "Recovery"). An increase in the pulse amplitude occurs in transformer T1 due to the difference in the number of turns of the primary and secondary windings. The regenerator circuit is powered in the car through a “12 V” plug socket. In stationary conditions it can be connected using crocodile clips. Coil L1 with inductance 5...10 mH is obstructed...

A charger (charger) is a device for charging an electric battery from an external energy source, usually from an alternating current network. Monitoring the condition of a car battery includes periodic checking and timely maintenance of it in working condition. For cars, this is often done in the winter, since in the summer the car battery has time to recharge from the generator. In the cold season, starting the engine is more difficult and the load on the battery increases. The situation worsens with long breaks between engine starts.

Modern battery charger

A variety of circuits and devices exist in large numbers, but in general, batteries are organized based on the following elements:

  • voltage converter (transformer or pulse unit);
  • rectifier;
  • automatic charge control;
  • indication.

The simplest charger

The simplest is a device based on a transformer and rectifier, shown in the diagram below. It's easy to do it yourself.

Circuit diagram of a simple car charger

The main part of the device is the TS-160 transformer, used in old TVs (picture below). By connecting its two secondary windings of 6.55 V each in series, you can get an output of 13.1 V. Their maximum current is 7.5 A, which is quite suitable for charging the battery.

Appearance of a homemade charger

The optimal voltage of a classic charger is 14.4 V. If you take 12 V, which the battery should have, it will not be possible to fully charge, since it will not be possible to create the required current. Excessive charging voltage leads to battery failure.

As rectifiers, you can use D242A diodes, which correspond in power.

The circuit does not provide automatic regulation of the charging current. Therefore, you will have to sequentially install an ammeter for visual control.

To prevent the transformer from burning out, fuses are installed at the input and output, respectively 0.5 A and 10 A. The diodes are mounted on radiators, since during the initial charging period the current will be high due to the low internal resistance of the battery, which causes them to heat up greatly.

When the charging current decreases to 1 A, this means that the battery is fully charged.

Device Features

Modern models have replaced outdated devices with manual control. The device circuits provide automatic maintenance of the charging current with selection of its required value as the battery condition changes.

Modern devices have a declared charging current of 6 to 9 A for batteries with a capacity of 50-90 Ah, used for passenger cars.

Any battery is charged with a current of 10% of its capacity. If it is 60 Ah, the current should be 6 A, for 90 Ah - 9 A.

Choice

  1. Ability to restore a completely discharged battery. Not all memory devices have this function.
  2. Maximum charging current. It should be 10% of the battery capacity. The device should have a shutdown function after full charging, as well as a support mode. When charging a completely discharged battery, a short circuit may occur. The device circuit must be protected.

The multifunctionality and versatility of new devices with reasonable prices makes it inappropriate to make chargers yourself. In essence, they are multi-purpose power supplies with different operating modes.

Charger - power supply

Manufacturers

Models are selected mainly with power from a 220 V network. To select, you need to know their features. The general characteristics of modern chargers for car batteries are as follows:

  • pulse type;
  • presence of forced ventilation;
  • small dimensions and weight;
  • automatic charging mode.

“Berkut” Smart Power SP-25N

The model is professional and is designed for charging 12 V lead-acid batteries. The automatic operating principle includes the following operating modes:

  • charging any car batteries under normal conditions;
  • charging in “Winter” mode – at an ambient temperature of 5 0 C and below;
  • “desulfation” – recovery with increasing voltage to maximum;
  • “power supply” – used to supply voltage at a load of up to 300 W (not battery).

Charger “Berkut” Smart Power SP-25N

Charging is carried out in 9 stages. It is difficult to make such a device with your own hands. First, the battery is checked for its ability to charge. Afterwards, restoration is carried out with a small current with a gradual increase to the maximum. At the last stage, a saving mode is created.

The model can have different protection classes, for example, IP20 (normal conditions) and IP44 (against splashes and particles measuring 1 mm or more).

The battery can be charged without removing it from the car: through the cigarette lighter or alligator contacts.

When charging, the “+” terminal of the battery must be disconnected from the vehicle circuit.

“Orion” (“Pennant”)

The device for pulsed energy conversion makes automatic charging. The circuit provides smooth manual control of the current strength using a rotary knob. Control indicators can be arrow or linear. The battery discharge level can be 0-12 V.

Charger “Orion”

“Orion” is a power source for other loads, for example, tools operating on a voltage of 12-15 V.

The main advantage of the device is the price, which is several times less than its analogues. As power and additional features increase, the cost can increase significantly.

Device overview. Video

You can learn a lot of useful information about the automatic battery charger from the video below.

There is a large selection of pulse chargers for lead-acid batteries for cars on the market. A special feature is a simple interface and many functions. Circuits for simple chargers can be easily found and assembled with your own hands, but it is better to have a reliable device on hand that guarantees long-term operation of the car battery.


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Logic of working with UPS battery

  1. Topping up with distilled water.
    1. Top up with dist. water into one of the jars until water appears on top of the plates; immediately remove excess water.
    2. Measure how much dist is poured in. water in a jar.
    3. Add the same amount of distillation to all jars. water.
    4. Add water to all jars until water appears on top of the plates, and immediately remove excess water.
    5. Charge the battery (impulses with finishing and cut-off at 14.4V).
  2. Battery discharge.
    1. Discharge current 0.7A (set 0.71-0.72A) up to 11.5V.
    2. After the cutoff at 11.5Vmeasure the voltage of the open circuit at the battery terminals (hereinafter referred to as NRC).
    3. We calculate the actual capacity of the battery (We assume for calculation that when discharging to 11.5VThe battery delivered about 80% of its rated capacity, that is, a multiplier of 1.25).
    4. If the actual capacity of the battery is less than 50%, then we discharge it with a minimum current (0.05-0.07 A) to 11.9V.
  3. Charge with current up to 1.4A, pulses with finishing and cut-off at 14.4V.
  4. To determine the actual capacity, let the battery sit for at least 6 hours after charging.
  5. We repeat the discharge cycle to determine the actual capacity (steps 2a - 2 f)

Briefly about adding water (bottom row of photos):

Battery production date is 11.15.
Installed in UPS 06.16.
Voltage on the wires from the UPS to the battery with the terminal removed: 13.78 Volts.
Worked 9 hours on weekdays (on average).
The first maintenance was in 02.19, the total operating time is about 32 months.
I added 20 cm3 to each jar (added until mats of free water appeared on top, shook, and after five minutes I took away the excess).
Total: total operating time is about 32 months.
Add 20 cm 3 to each jar, plus or minus 1 cm 3.
Simple calculation: divide 20 cubes by 32 months.
We get: each jar loses 0.6 cm 3 dist. water monthly.
If you carry out maintenance once a year, then you need to add about 7 cm 3 to each jar, respectively, about 42 cm 3 for the entire battery.
From all this we can draw a simple conclusion: within 5 years of operation, the battery loses almost all the water.

General concept for charging batteries with a capacity of 50-75 Ah

1. We limit the maximum current in the pulse (peak up to 16A is permissible), set it with a current and voltage stabilizer, set the current source voltage to 14.5V, set the cutoff to 14.4V.
2. The concept of “no charge” can be interpreted as follows: during 20-30 minutes of charging by pulses, the voltage on the battery does not increase.
3. Discharge controller for Sa-Sa up to 12V (11.5V).
4. It makes sense to connect a “reverse” load only after charging the battery to 13V. Time proportion 1/3 charge, 2/3 discharge; 10/1 charge/discharge current.
5. The voltage of a fully charged battery without load (EMF - electromotive force) should be within 12.6-12.9 V.
6. Maximum charging voltage 14.4 V (range 13.8 - 14.4 V).
7. Place a diode in the power supply circuit of the voltage and current indicators.
8. The ammeter shows only positive current, install 2 pcs.
First: Discharge current and battery voltage.
Second: Charge current and voltage on capacitors.

Very interesting material from the site: https://www.drive2.ru/l/5914573/.
Official recommendations from Mazda state that if the battery electrolyte density is less than 1.17 g/cm3 (Battery SOC is less than 25%, which corresponds to a voltage of less than 12V), then such a battery must be replaced with a new one, since in this case it is no longer possible to restore the normal functioning of the battery by charging it (!).
It is better to never subject calcium car batteries to deep discharge, and if discharged, then not lower than 11.5V (with the risk of not returning the battery to its previous capacity)
or 12V (shallow CTC), because 12V NRC (open circuit voltage) on a lead-acid battery indicates 0% of its capacity (the voltage of a 100% charged battery is 12.7V).
Most of the information I got from here: CAR AND DEEP CYCLE BATTERY FAQ 2015, as well as personal “experiences” and observations.
Also, to all non-believers, be sure to read this message!

Below is a theory, useful for reading.

The materials were collected mainly from the website of the author of the Profi 5 charger: Adaptive algorithms for charging lead batteries;

The desulfation training routine I recommend is: Assemble a circuit “with a relay and a light bulb” (as the simplest and most accessible example) for cycling the SA - so as to supply a constant voltage of 18-20V (under load on your SA it should drop to 14.5-15V) with a current of no more than 0.5 Mixed with the supply of load (light bulb).
Select a light bulb (i.e. load) based on a 10-hour discharge for your SA. (the light bulb is parallel to the CA terminals, and the “turn relay” is in the gap between the power supply and the CA with the light bulb).
Current is 12-14A, peaks up to 16A, while the pulse duration is half as long as the pause.
Most CA manufacturers recommend a 20 hour discharge with currents of 0.05C up to 1.8V/cell (i.e. up to 10.8V on a 12V CA measured under load, or no lower than 12V without load). The 10-hour discharge will be approximately at 0.1C.
The use of this scheme during a 10-hour workout gives a 1:1 “load:pause” (a little different from what I wrote earlier, but this 1:1 is very easy to achieve) and contributes to a more complete use of chemical substances, because during pauses the density of the electrolyte is equalized .
There is also a known method for restoring the SA batteries with an asymmetrical current (with a ratio of charging and discharging current components of 10:1 and a ratio of pulse durations of these components of 1:2. But this method is usually done at frequencies of 50Hz (220V network) and I do not recommend it - since 50Hz this is “very fast" and will cause unnecessary heating of the CA. Although I recommend using the “charging:load” ratio of 10:1 (by current) for low frequencies (0.5-1Hz).

The second method is to assemble a simple circuit from available means, in which the SA will switch from charging to discharging with a frequency of 0.5-1 seconds.
I recommend using a “charging: load” ratio of 10:1 (by current) in this case as well.
The voltage of a fully charged battery without load (EMF - electromotive force) should be in the range of 12.6-12.9 V. The voltage in the vehicle's on-board network when the engine is running is slightly higher than at the battery terminals, and should be in the range of 13.8-14.8 V (0.2 V from extreme values). A voltage value below 13.8 V leads to undercharging of the battery, and above 14.4 V leads to overcharging, which has a detrimental effect on its service life.

Charger "Profi 5"

Question: Why do you prohibit the use of “crocodiles” for connecting batteries?
Answer: because they steal energy from the charging process and put the charger into emergency mode! look at the photo below. Standard crocodile clips are used, sold everywhere, no matter if they are “tight or not very tight.”
Yellow - impulses to the crocodile. Blue - after the crocodile. The channel settings are identical. The current from the charger is about 1 Ampere.


I'm tired of repeating and writing, including in the Instructions: CROCODILES DO NOT GIVE NORMAL CONTACT! NONE, not even the “tight” ones!!!

There is an increased resistance at the contact point (see the oscillogram above), due to which, with CURRENT SHOCK that Version 5 produces (more than a hundred Amperes...) the voltage increases at the point of contact, and the charger circuit MAY NOT have time to process the voltage drop or even go into emergency mode! I’m already silent about the fact that this simply steals the energy of the charge!
We are talking about millisecond transient processes that standard charger protections simply may not have time to process!
Hence the requirement NOT TO USE CROCODILES!
The chargers I produce do not charge the battery with direct current, so this “boiler” can be turned on with sparking crocodiles or thin wiring, but my chargers cannot!
FOLLOW INSTRUCTIONS!!!
The truth is that the pulsating charge (discharge) voltage fits very well with the chemistry of processes in the SA - i.e. During pauses between pulses, diffusion of the electrolyte occurs.
Attention!!! It should be remembered that charging with a continuous low current (0.05s--0.1s) leads to the predominant formation of fine crystals of alpha modifications of lead oxide, which makes it difficult to release large currents from the battery.
Charging with currents of 0.1C--0.2C (and in my experiments, 1C) with pauses leads to the formation of beta modifications of lead oxides, which have twice the capacity (ampere-hours) compared to alpha modifications.

Author's Message: Please remember that you purchased the Version 5-Profi Charger, and not a “power supply”.

A charger is a device that was originally developed for battery charging and not “maintaining the required voltage with current limitation.” This purpose of the charger imposes certain restrictions and removes the “classical requirements” for stabilizing voltage and charge currents. This charger is the result of more than eight years of my work on charging and restoring lead batteries of all types. The charger uses proprietary charging techniques (algorithms) that differ from the generally accepted “classical” ones. It is based on two principles: “do no harm” and “do everything possible to quickly and efficiently charge the battery.” Years of work using the “adaptive pulse” charging method have shown its high efficiency in restoring the properties of lead-acid batteries of all types.
This memory has two operating modes - Standard and Advanced. The charger was designed not only as a “set it on charge and forget it” but also as a Tool for Researching Battery Properties. Therefore, in this charger, different charge settings are used and described below. You don’t have to use them all, but the charger allows you, if you are interested in experimenting with batteries, to provide you with maximum opportunities.
In this charger we had to completely abandon the use of the method of measuring currents using “shunts”. Firstly, at currents of 30A, shunts take up a lot of space and they get hot.
In the memory, currents are measured as a voltage drop across fully open field-effect transistors, which makes it possible to simplify the circuit and obtain acceptable measurement accuracy. Modern transistors have a small spread in the resistance value in the open state, and during the production of chargers, each charger is calibrated by software (available to the user of the charger) using reference charge and discharge currents.
It should be remembered that it is impossible to accurately measure and display in the form of “so many amperes” currents of complex shape, and averaging methods sometimes introduce large errors, so the LCD in the memory displays current and voltage values ​​snatched from the “data stream”.
I remind you that According to electrochemistry and GOST, the battery capacity, as well as the ampere hours given, can only be measured by conducting a CTC on the active load.
All other methods are estimates of varying degrees of accuracy and approximation and are not officially recognized.

Question: How to connect the terminals to the charger?

I kindly ask you not to use crocodile connectors to charge the battery!
They are made of thin galvanized iron, provide high resistance at the point of contact with the battery, this can lead to heating and partial melting of the battery terminals at the points of contact.
At high currents (30A, and in pulses up to 100A) developed by this charger , an electric arc may ignite if there is poor contact. It is best to use a terminal connection with bolted wire crimping. Poor weak contact with the battery will lead to incorrect operation of the charger algorithms.
Do not extend the wires from the charger to the battery! The charger is equipped as standard with wires of 2*4mm2 cross-section, 60cm long. By increasing the length of the wires you lose all the benefits of pulse charging.
When the charger operates, it makes sounds. This is fine. In the basic mode (modulation "0") the sound resembles a faint rustle, the volume depends on the charging current - the higher the current, the stronger the sound. When selecting other modulations, the sounds may resemble the “circular saw sound”; the higher the current, the stronger the sound.
Please take this into account when operating the memory. The sounds arise due to the magnetostriction of the charger transformer core when working out the charging algorithm; it is impossible to completely remove the sound when the charger is operating. The transformer is filled with varnish with vacuum impregnation of the windings, but this does not help the silence.
The memory uses independent “standby power” for the processor part. This allows you to save data on the charge and discharge of the battery when the protection in the powerful part of the memory is triggered. The quasi-resonant converter used has trigger protections that can only be removed by “distorting” the power supply. The presence of standby power allows you to do this without completely rebooting the memory and without losing data.
When the charger is operating, the voltage ranges from 10 to 14.4V and there may be individual bursts (up to half a second) up to 16.5V (when disconnecting the battery wires from the charger when current is supplied).
The wire cross-section “for copper” in the charger is standardly 2 wires of 4 mm2 each (total 8 mm2) for currents up to 30A. Wire type PGVA or PV3, single stranded. I recommend a length (of one wire from the charger to the battery) of no more than 70 cm, this is due to the inductance of the wires, which interferes with pulse charging algorithms.
Technical parameters of MicroZU-Pro:
Input voltage: 9-20V, 5-10A, constant current
Maximum charge voltage: 14.4V / at current 1-10A
Charging current: Max. 10A (12A is only available in "AUTO" mode)

It is strictly stated on your website that the minimum voltage on the battery did not fall below 10.8V under load or 12.0V without load
ATTENTION!!! Modern batteries of Sa-Sa and “hybrid” systems are not designed for deep (up to 10.8V) discharges!
CTC should be used for such batteries with extreme caution, and we recommend using a discharge of up to 12V or up to 11.5V
Here's a picture of the discharge curve of a more or less normal battery for you all.

Details about the picture can be read at the link:Lead-acid battery discharge curve

In general, it is better not to discharge calcium batteries in a CTC below 12V. They will be healthier.
They write to me:
"...I got my hands on a new MUTLU CALCIUM SILVER 60Ah battery, one month old.
I made several CTCs with pre-charging and holding time for 3 hours.
1. KTC 12V - came out 41.6; included 48 ah
2. KTC 11V - 63 came out; included 68.9 ah
3. KTC 12V - came out 36.3; included 38.1 ah
4. KTC 12V - came out 29.9; included 32.8 ah
Each time the battery capacity decreased. Can you comment on this somehow?..."
I specifically underlined an important line!!!
CALCIUM BATTERIES DO NOT LIKE DISCHARGES AT ALL!
They are well stored, they consume little water (according to advertising), but after the first discharge they lose up to 50% of their capacity, which a person confirmed - the second CTC up to 11V seems to have driven one of the cans of the “freshest battery” “under the baseboard”.
Why? because:
1) no one has canceled the imbalance of the cans, even the “freshest battery”:
2) with a strong discharge, the CALCIUM battery has a “breaking point”, i.e. transition to irreversible sulfation.
3) if someone READ my FAQ AT LEAST SOMETIMES, they would see this picture there:

Which clearly states how much you can expect to remove from the battery when it is discharged to 12V,
but not lowering it into the “non-return capacity” region below 11.5V (for CALCIUM BATTERY)
WHY TAKE THE RISK AND DISCHARGE CALCIUM BELOW 11V???

The question of all times: why do manufacturers recommend charging up to 16V and not 14.4V???

My answer:
And “boil” at the end of the battery charge - This advice itself was given 100 years ago, because then batteries were of a classic look and sulfates were simply poured down the cans by boiling! There were special sump pockets! The number of deep cycles of those batteries was about 50-100. Precisely because “excess fell off”, all the coatings were destroyed within 50-100 cycles.

For Sa-Sa lead batteries producers are now trying to paint a different picture

(Digital markings are made by me, I may be wrong):
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UЗ - voltage at the terminals when charging is connected
E - EMF (electromotive force) of the battery
Explanation: In the free state, the voltage at the battery terminals is equal to its own emf. (usually called NRC). After turning on the charging current, this voltage jumps by the amount of ohmic losses (points 1-2) and the first stage of charging begins, at which the equivalent polarization capacitance is charged and the distribution of electrolyte concentration near the electrodes is stabilized (points 2-3).
At the second stage (points 3-4), the main processes of restoration of the active mass from the surface of the electrode grids and deep into the lubricants occur, the density of the electrolyte and the voltage on the battery increase. When almost all the active mass of the electrodes is restored, the voltage on the battery reaches 13.8 V (approximately).
After this (third stage, points 4-5), the charging current begins to be partially and then completely spent on the decomposition of water into hydrogen and oxygen. The moment of onset of gas evolution is marked in Fig. 2 dot 4.
At the same time, the voltage on the battery begins to rise sharply and can reach the limiting voltage of the charger, and if you have a “transformer and 2 diodes” then the voltage increase will be limited only by the XX voltage of your transformer... The battery will boil like a kettle!
At the stage (points 5-6) the voltage remains (can remain) constant. Abundant gas evolution is observed, which is usually called “boiling of the electrolyte.” Particles of lubricants come off, they are carried up to the top of the cans, and sometimes the electrolyte becomes cloudy...
With a charge current equal to 1/10 of the battery's nominal capacity, battery manufacturers recommend this process take 2-3 hours to stabilize the density. During this “boiling” process, some of the large sulfate crystals fall off from the surface of the plates to the bottom of the battery.
After completion of the fourth stage, the charging current is turned off. The voltage on the battery abruptly decreases by the amount of ohmic losses (points 6-7), after which the polarization capacitance is discharged into the polarization resistance (depending on the internal properties of the battery). In this case, the voltage on the battery electrodes gradually decreases until it reaches its own equilibrium emf value, approximately equal to 12.6 V (points 7-8).
The value of the equilibrium emf. determined by various factors, including the density of the electrolyte achieved during the charging process. This period (although it is not a charge, since the charging current is turned off) can be conditionally considered the fifth stage, because at this stage the processes characteristic of a charge continue - equalization of the electrolyte density at the electrodes and between them.

Question: Alexander, please tell us a little about the theory and reasons for the appearance of an “imaginary charge”.

“Imaginary charge” - I use this term to describe the condition of the battery in which the battery’s NRC shows 80-100% “charge”, and when trying to obtain noticeable currents from the battery (from 1A and above), the battery voltage sharply drops below the permissible level (10.8V). In this case, the battery does not hold the discharge-starter current, but when the starter current is removed, it almost instantly shows a voltage of 80-100% charge.
This usually occurs from prolonged standing without operation (cycling) of the battery, while the lubricants on the outside are covered with lead sulfate crystals, which are finely dispersed and simply clog the pores, or from constant incomplete (shallow) discharges, when not the entire mass of lubricants in the battery works during the process.
1) At high current, the “crust” simply gives up all its reserves at once and the electrolyte becomes water, which is a dielectric, the battery voltage drops sharply, and the deep layers of lubricants become isolated from the bulk of the electrolyte in the spaces between the plates.
Treatment of batteries: using the method of low currents (0.05C and below), in which we completely pump out the container and make the lubricants evenly discharged. After the discharge, you should immediately charge the battery “with a top-up”, and I recommend doing the entire charging cycle with pauses for “delivery of projectiles” (ions) to the reaction zone.
2) - with a charge with a nominal value of about 0.1-0.2C - but you should ensure the “timely supply of cartridges” (ions) into the reaction furnace, then a uniform coating is formed, which allows you to normally remove currents from the battery. The ideal case is charging at nominal current with pauses for “delivery of projectiles” (electrolyte).
Attention!!! It should be remembered that charging with a continuous low current (0.05s--0.1s) leads to the predominant formation of fine crystals of alpha modifications of lead oxide, which makes it difficult to release large currents from the battery.
Charging with currents of 0.1C--0.2C (and in my experiments, 1C) with pauses leads to the formation of beta modifications of lead oxides, which have twice the capacity (ampere-hours) compared to alpha modifications.
I am still working on applying the acquired knowledge in automatic battery chargers... What I have achieved so far:
After the “Adaptive Charging Algorithm”, for the first time I saw a situation where no more energy simply fits into a lead accumulator... the graphs show a clear end of charging, and after that, download it or not - it just doesn’t fit anymore and that’s it
...and this is with a FULL charge for a TOTAL TIME of 3 hours + 30...50 minutes!!!
The batteries are COLD during the entire process!
The most interesting thing is that the voltage is XX, i.e. “own 100% charge” is achieved at the end of charging and after complete disconnection from the charger - the idle voltage drops by 0.03-0.05V approximately in the first 5 minutes and... remains like that all night
excellent result!

Question: So, do you propose charging the battery with a pulsed current with a certain duty cycle to ensure optimal diffusion of the electrolyte solution?

Answer: Dear “spies”! ...and also everyone who follows this topic... and who believes that “high technology in charging” can be done using three transistors and a mechanical timer, so that it’s “cheap and cheerful”, and not as this dude writes here, read old smart books...
Firstly, “diffusion” occupies approximately a third of “all processes”.
Secondly, you will not be able to repeat my experiments using a “power supply and timer”, because with “simple methods” you will never be able to “follow the spoon” and react in time.
Limitations play a role - “down”, the initial voltage of the “start of the charger”, and most importantly “up” - this is the BEHAVIOR of the battery, especially in the range of 12.50--14.46V.
BUT The Most Important Key Word is “KINETICS OF PROCESSES”!
Those. I monitor the BEHAVIOR of the battery, and not stupidly (as some still believe) " I give an impulse for 10-20 seconds and then wait 20-30 seconds , and I also want a lot of money for my UZU." ;)
KINETICS, and even with an accuracy of 0.01 Volt, you will not track ANYTHING except the processor, moreover, the VOLTAGE “in the process” CHANGES nonlinearly, and its “absolute values” in the range of 12--14.46V are not of interest to me, I (and the processor) I am interested in the DYNAMICS (KINETICS) of the processes occurring in the battery.
If you “miss the dynamics”, then the charger immediately produces a strong boiler: (and the exact opposite result of charging is achieved: (... that is why in the 70s these topics on “accelerated charging” died - then there were no “microcomputers” , i.e. it was impossible to react very accurately and clearly, and those circuits that were used by craftsmen, “on timers,” sometimes worked and sometimes gave results opposite to the expected ones, and “fine tuning” was problem number one - that’s how to explain to an analog circuit that now - you need to work like this and this way, and after 17 and a half minutes and other dynamic processes - you need to reduce (increase) the charge or pause times? Moreover, there is no smell of “linearity of processes” here, and “all curves” are “almost parabolas” ".
Moreover, for each(!) battery this is “its own family of curves”, even out of 4 identical 7Ah 12V batteries - ALL DIFFERENT, and the actual control graphs differ significantly!
Yes, there is a lot of “bad advice” that says that if you put something there on impulse, it “will have an effect.” Yes, sometimes there are and sometimes there are not - and even “nanopulses” :) are used for crazy money - in order to mention “nanotechnology” in vain and be proud of oneself :) ... but this is all a deception and a “shard of processes” - yes, you can spend a week in garage “with a Chinese voltmeter, timer and transistors”, find one of the options when one of your batteries “gets better”. But in a month spring will come :) (summer, autumn, winter), the composition inside the battery will change, and all processes will go away, and all the work will have to start all over again... because everything changes - the KINETICS of the flow is alive and moving.
With respect to everyone who has finished reading.

Do you measure the density over the battery plates the old-fashioned way?

Not taking into account the fact that sulfuric acid in the electrolyte is a heavy non-volatile acid.
It is clear that if you do not boil the battery with increased voltage, its electrolyte density “above the plates” will greatly lag behind the electrolyte density “inside the plates”. Because gas bubbles, coming to the top and destroying the lubricants, mix the electrolyte very well, at the same time reducing the service life of the battery several times...

My chargers do not boil the battery when charging!

I repeat that the real criterion for assessing “how many Ampere-Hours there are” is conducting a CTC with a 10-hour discharge to the active load.
All other methods, including waiting for the “correct density”, are indirect and have no practical meaning.

Question: What is a “Dropper”?? you use this concept many times...

Answer:
A dropper is a battery charge with direct current pulses followed by a pause. Charge time ratio: pause from approximately 1:1 to 10:1 (at a current value from 0.05C to 1C) This mode is used for batteries that are discharged below 12V until the voltage on them reaches 12V. Can be used for the entire battery charging time.

Question: What is Anti-Drip? You use this concept many times on forums...

Answer:
"Anti-Drip" - Discharging the battery with direct current pulses followed by a pause. That is: discharge with the required current for a certain time, after which the load is switched off for a short time. The “certain time” of the discharge and pause is calculated in seconds, so the concept of “impulse” is used here conditionally. The discharge process is controlled by the user. Discharge time ratio: pause from approximately 1:1 to 10:1 (at a discharge current of 0.05--0.5C) Voltage at the battery terminals to which to discharge: 10.8V - traction, 11.5V - starter. This mode is used for deep discharge of batteries, pumping out capacity.

Question: What is “Swing”?...

Answer:
Charge the battery with direct current to a voltage at the terminals of 14.4V, followed by a pause lasting “until the voltage at the terminals reaches 12.7V,” then charge again to a voltage at the terminals of 14.4V, a pause until the voltage at the terminals reaches 12.7V, and so on. This mode is used to keep the battery charged. This mode is used in the STACK memory.

Question: What is “Charge with reverse current (Reverse charge)”?

Answer:
"Charge with reverse current (Reverse charge)." This is charging the battery with direct current pulses followed by discharge pulses. That is, “charge-discharge-charge-discharge...”, etc. The charge:discharge current ratio is approximately 10:1 - 20:1 (with the charge current not exceeding 0.1C) The charge:discharge time ratio is approximately from 1:1 to 10:1, depending on the battery, currents and the magnitude of the discharge load. This mode is usually recommended by all publications to desulfate batteries. But not all cases can be cured.

Question: What is “Topping Up”?? you use this concept many times...
Answer:

“Topping up” is when the battery is charged by current pulses from 0.05C to 1C.
The algorithm is the property of the Author and is implemented in his serially produced memories. (C) A.V. Soroka Only my products do finishing properly. (C) A.V.Soroka. This mode is used for desulfation and "to raise capacity to 100-107%." (C) A.V. Soroka
I’ll write about another successful recovery experience:
Quote from the Electric Transport forum: they brought me a dead calcium Titan with a capacity of 60 a/h, which they once put “zero” and abandoned for almost a whole year. Attempts to charge it with a classic charger did not lead to anything - the starter did not have enough to turn even a couple of times. And then I got it - a black eye, NRC 11.5 Volts. To be honest, I didn’t even hope that I could do anything with it, but since I had time to tinker with it, I decided to put it in STD mode.
He categorically refused to accept current, and the Version 3 (TOR) memory device, against his will, forcibly pushed short portions of impulses of 0.1-0.5 seconds.
I charged it like this for a day, about 4 amp hours were pumped into it. I switched to SCa, and almost immediately I heard a fairly strong hiss. I decided that I would rather ruin it than restore it, so I switched back to STD. A week passed... The memory was puffing, the tension was slowly growing, but the eye was still black. Patience was slowly running out and I thought that if nothing changes tomorrow, I’ll give it back. I see that the voltage on it is 13.4 and does not drop below. I shook the battery slightly and saw the float with a green eye take its position, albeit an unstable one. There was hope that we were going the right way, so I left the battery to charge further :) After two weeks of charging, the green eye no longer floated to the side, no matter how much I cracked the battery)) That's it, the job was done, KTC decided not to do it, but to give it to a friend as There is. A day later he called me back and asked what the name of my charger was, and he wanted to buy the same one :)

This charger contains a circuit for automatically measuring the internal resistance of the battery. Why are two powerful resistances installed: 10 Ohms (current at 12V = 1.2 Ampere) and 5 Ohms (current at 12V = 3.60 Ampere (10R+5R in parallel = 3.33333R)).
Methodology for measuring R internally carried out by the memory:
1) connect a 10 Ohm resistor to the battery. pause for 1 second, measure the voltage, write it down as U10.
2) without disconnecting 10R, connect a 5 Ohm resistor to the battery. pause for 1 second, measure the voltage, write it down as U5.
3) calculate Re
calculation:
Original:
U10 - voltage on the battery when a 10R resistor is connected.
U5 is the voltage on the battery when a 5R resistor is connected.
Re is the internal resistance of the battery (calculated).
We calculate the currents like this:
I10 = U10/10 Ohm,
I5 = U5/3.33333 Ohm
dU = U10 - U5,
dI = I5 - I10,
Re = (U10 - U5) / ((U5/3.33333) - (U10/10))

An uncharged SA left idle will die.

(“sulfated”, “sulfated”), in which both the cathode and anode are coated with oxide lead sulfate PbSO4, a white substance that is NOT electrically conductive (!), persistent and tends to form large crystals..
If you leave the battery in a discharged state, lead sulfate begins to dissolve in the electrolyte until it is completely saturated, and then falls back onto the surface of the plates, but in the form of large and practically insoluble crystals. They are deposited on the surface of the plates and in the pores of the active mass, forming a continuous layer that isolates the plates from the electrolyte, preventing its penetration deeper. As a result, large volumes of active mass are “turned off”, and the total battery capacity is significantly reduced.

As a result of numerous studies in the USSR, it was found that the capacity (stored Ampere hours) of beta-PbO2 significantly exceeds the capacity of alpha-PbO2.

The true surface area of ​​powdered beta-PbO2 is 9.53, and alpha-PbO2 is only 0.48 m2/g. All “classical chargers form at the end of the battery charge (i.e. on the surface of the lubricants) predominantly the alpha modification of PbO2, because they reduce the charge current to minimal values, which leads, based on what was described above, to a negative impact on the ability of the lead battery to discharge significant currents for a long time!

Practical studies have established that the formation of lead dioxide on plates when charging a battery begins at the interface between the grid and the active mass, gradually spreading to the outer surface of the plate. In this case, the alpha modification of PbO2 is located mainly in the center of the plate, and the beta modification of PbO2 is in the outer parts of the active mass. The discharge of the positive plates starts from the surface and propagates inward parallel to the surface. A significant part of the alpha-PbO2 remains undischarged, which we see by sharply removing the load voltage from the battery - the voltage at the battery terminals rises sharply, which indicates a large reserve of undischarged layers of lubricants containing alpha-PbO2.

The discharge curve of the positive electrode is characterized by the presence of a minimum in the initial section, which is due to a significant supersaturation of the solution with lead sulfate before the onset of ero-crystallization. Thus, the first PbSO4 crystals begin to appear only a few minutes after the discharge current is turned on (during discharge with low currents). Sulfate crystals then grow in a direction parallel and perpendicular to the surface of the plate.
In an electrolyte of low concentration, alpha-PbO2 is covered with a dense film of lead sulfate, while a continuous insulating film is not formed on beta-PbO2. This difference is due to the different discharge mechanism of crystalline modifications of lead dioxide.
Examination of the surface of lead dioxide electrodes under an electron microscope (see picture above) after reduction showed that under any discharge conditions, lead sulfate on alpha-PbO2 crystallizes in the form of a thinner and denser (finely dispersed) layer than on beta-PbO2.
The formation of an insulating layer of PbS04 on alpha-PbO2 complicates the diffusion of the electrolyte under the sulfate film, and therefore complicates
discharge of deeper layers of battery lubricants.

This fact is confirmed by the nature of the change in the phase composition of the mixture of alpha and beta PbO2 during the discharge process. Thus, practical studies have proven that during a 20-hour battery discharge, the amount of beta-PbO2 decreases at a faster rate than the amount of alpha-PbO2. This difference is explained by the fact that alpha-PbO2 is localized in the depths of the active mass in the form of individual small particles and the rate of its discharge slows down due to a lack of electrolyte. At high discharge currents, the situation gets worse - the battery sharply reduces the voltage for the same reason.
These “dips” at high currents are very different in magnitude for different types of batteries - for example, in starter batteries the dip is smaller due to design features - they have thin plates and therefore greater accessibility of substances and the surface of the electrodes for reactions than in “traction” batteries, in which are thick plates with a thick layer of lubricants.
Therefore, traction batteries are not intended for use at currents above 0.1C, but designers of electric vehicles and UPS do not take this into account when designing UPS and E.T. on traction batteries for currents of 0.8-1C and higher!
The self-discharge of beta-PbO2 is twice as slow as the self-discharge of alpha-PbO2. This explains the fact that non-dry-charged batteries gain greater discharge capacity if they are fully charged, left unused for several days, and then recharged before being tested for discharge.
At the same time, the battery capacity increases with increasing storage time, which is a consequence of the transition of alpha-PbO2 to PbSO4 and the subsequent conversion of PbSO4 to beta-PbO2 during recharging.

Sooner or later, any car enthusiast is faced with the problem of a dead battery, especially when the temperature drops below zero. And after a couple of starts using the “lighting up” method, there is a firm belief that an automatic charger is one of the essential items. The market today is simply replete with a variety of such devices that literally makes your eyes wide open. Various manufacturers, colors, shapes, designs and, of course, prices. So how do you make sense of all this?

Choosing an automatic charger

Before you go shopping, you need to decide which battery you want to charge. They come in a variety of types: serviced and unattended, dry-charged or flooded, alkaline or acidic. The same applies to chargers: there are manual, semi-automatic and automatic ones. The latter are preferable to choose, since they practically do not require outside intervention, and the entire charging process is controlled by the device itself.

They provide the most optimal mode without causing overvoltage that is dangerous for the battery. Smart electronic components will do everything according to the correct, predetermined algorithm, and some devices are able to determine the degree of battery discharge and its capacity, and independently adjust to the desired mode. This automatic charger is suitable for almost any type of battery.

Most modern chargers and jump starters have a so-called fast charging mode (BOOST). In some cases, this can really help out a lot when, due to a weak battery charge, it is not possible to start the engine with a starter. In this case, it is enough to charge the battery in BOOST mode for literally a few minutes and then start the engine. Do not charge the battery for a long time in BOOST mode, as this can significantly reduce its service life.

How does an automatic charger work?

Typically, this device, regardless of manufacturer and price category, is designed for charging and cleaning the plates from lead sulfate (desulfation) of twelve-volt batteries with a capacity of 5 to 100 Ah, as well as quantitatively assessing their charge level. This charger is equipped with protection against incorrect connection and short circuit of the terminals. The use of microcontroller control allows you to select the optimal mode for almost any battery.

Basic operating modes of the automatic charger:


It should be remembered that a properly selected automatic charger for a car battery can not only ensure its reliable and uninterrupted operation, but also significantly extend its service life.