Nissan 

Charger for car battery with discharge. The best chargers for car batteries. Question: What is Anti-Drip? You use this concept many times on forums.

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...

I tried to insert into the title of this article all the advantages of this scheme, which we will consider, and naturally I did not quite succeed. So let's now look at all the advantages in order.
The main advantage of the charger is that it is fully automatic. The circuit controls and stabilizes the required battery charging current, monitors the battery voltage and when it reaches the desired level, it reduces the current to zero.

What batteries can be charged?

Almost everything: lithium-ion, nickel-cadmium, lead and others. The scope of application is limited only by the charge current and voltage.
This will be enough for all household needs. For example, if your built-in charge controller is broken, you can replace it with this circuit. Cordless screwdrivers, vacuum cleaners, flashlights and other devices can be charged with this automatic charger, even car and motorcycle batteries.

Where else can the scheme be applied?

In addition to the charger, this circuit can be used as a charging controller for alternative energy sources, such as a solar battery.
The circuit can also be used as a regulated power supply for laboratory purposes with short circuit protection.

Main advantages:

  • - Simplicity: the circuit contains only 4 fairly common components.
  • - Full autonomy: control of current and voltage.
  • - LM317 chips have built-in protection against short circuits and overheating.
  • - Small dimensions of the final device.
  • - Large operating voltage range 1.2-37 V.

Flaws:

  • - Charging current up to 1.5 A. This is most likely not a drawback, but a characteristic, but I will define this parameter here.
  • - For currents greater than 0.5 A, it requires installation on a radiator. You should also consider the difference between input and output voltage. The greater this difference is, the more the microcircuits will heat up.

Automatic charger circuit

The diagram does not show the power source, but only the control unit. The power source can be a transformer with a rectifier bridge, a power supply from a laptop (19 V), or a power supply from a telephone (5 V). It all depends on what goals you are pursuing.
The circuit can be divided into two parts, each of them functions separately. The first LM317 contains a current stabilizer. The resistor for stabilization is calculated simply: “1.25 / 1 = 1.25 Ohm”, where 1.25 is a constant that is always the same for everyone and “1” is the stabilization current you need. We calculate, then select the closest resistor from the line. The higher the current, the more power the resistor needs to take. For current from 1 A – minimum 5 W.
The second half is the voltage stabilizer. Everything is simple here, use a variable resistor to set the voltage of the charged battery. For example, for car batteries it is somewhere around 14.2-14.4. To configure, connect a 1 kOhm load resistor to the input and measure the voltage with a multimeter. We set the substring resistor to the desired voltage and that’s it. As soon as the battery is charged and the voltage reaches the set value, the microcircuit will reduce the current to zero and charging will stop.
I personally used such a device to charge lithium-ion batteries. It's no secret that they need to be charged correctly and if you make a mistake, they can even explode. This charger copes with all tasks.



To control the presence of charge, you can use the circuit described in this article -.
There is also a scheme for incorporating this microcircuit into one: both current and voltage stabilization. But in this option, the operation is not entirely linear, but in some cases it may work.
Informative video, just not in Russian, but you can understand the calculation formulas.

For those who don’t have time to “bother” with all the nuances of charging a car battery, monitoring the charging current, turning it off in time so as not to overcharge, etc., we can recommend a simple car battery charging scheme with automatic shutdown when the battery is fully charged. This circuit uses one low-power transistor to determine the voltage on the battery.

Scheme of a simple automatic car battery charger

List of required parts:

  • R1 = 4.7 kOhm;
  • P1 = 10K trimmer;
  • T1 = BC547B, KT815, KT817;
  • Relay = 12V, 400 Ohm, (can be automotive, for example: 90.3747);
  • TR1 = secondary winding voltage 13.5-14.5 V, current 1/10 of the battery capacity (for example: battery 60A/h - current 6A);
  • Diode bridge D1-D4 = for a current equal to the rated current of the transformer = at least 6A (for example D242, KD213, KD2997, KD2999...), installed on the radiator;
  • Diodes D1 (in parallel with the relay), D5.6 = 1N4007, KD105, KD522...;
  • C1 = 100uF/25V.
  • R2, R3 - 3 kOhm
  • HL1 - AL307G
  • HL2 - AL307B

The circuit lacks a charging indicator, current control (ammeter) and charging current limitation. If desired, you can put an ammeter at the output at the break of any of the wires. LEDs (HL1 and HL2) with limiting resistances (R2 and R3 - 1 kOhm) or light bulbs in parallel with C1 “mains”, and to the free contact RL1 “end of charge”.

Changed scheme

A current equal to 1/10 of the battery capacity is selected by the number of turns of the secondary winding of the transformer. When winding the transformer secondary, it is necessary to make several taps to select the optimal charging current option.

The charge of a car (12-volt) battery is considered complete when the voltage at its terminals reaches 14.4 volts.

The shutdown threshold (14.4 volts) is set by trimming resistor P1 when the battery is connected and fully charged.

When charging a discharged battery, the voltage on it will be about 13V; during charging, the current will drop and the voltage will increase. When the voltage on the battery reaches 14.4 volts, transistor T1 turns off relay RL1, the charging circuit will be broken and the battery will be disconnected from the charging voltage from diodes D1-4.

When the voltage drops to 11.4 volts, charging resumes again; this hysteresis is provided by diodes D5-6 in the emitter of the transistor. The circuit's response threshold becomes 10 + 1.4 = 11.4 volts, which can be considered to automatically restart the charging process.

This homemade simple automatic car charger will help you control the charging process, not track the end of charging and not overcharge your battery!

Website materials used: homemade-circuits.com

Another version of the charger circuit for a 12-volt car battery with automatic shutdown at the end of charging

The scheme is a little more complicated than the previous one, but with clearer operation.

Table of voltages and percentage of battery discharge not connected to the charger


P O P U L A R N O E:

    In recent years, electronic devices are increasingly used in automobile transport, including electronic ignition devices. The progress of automobile carburetor engines is inextricably linked with their further improvement. In addition, new requirements are now being imposed on ignition devices aimed at radically increasing reliability, ensuring fuel efficiency and environmental friendliness of the engine.

    Do-it-yourself powerful laboratory power supply with a MOSFET transistor at the output

    In the previous article we looked at

A. Korobkov

Having supplemented the charger at your disposal for a car battery with the proposed automatic device, you can be calm about the battery charging mode - as soon as the voltage at its terminals reaches (14.5 ± 0.2) V, charging will stop. When the voltage drops to 12.8...13 V, charging will resume.

The attachment can be made in the form of a separate unit or built into the charger. In any case, a necessary condition for its operation will be the presence of a pulsating voltage at the output of the charger. This voltage is obtained, say, when installing a full-wave rectifier in the device without a smoothing capacitor.

The diagram of the machine attachment is shown in Fig. 1.


It consists of a thyristor VS1, a control unit for thyristor A1, a circuit breaker SA1 and two indication circuits - LEDs NL1 and NL2. The first circuit indicates the charging mode, the second circuit controls the reliability of connecting the battery to the terminals of the machine. If the charger has a dial indicator - an ammeter, the first indication circuit is not necessary.

The control unit contains a trigger on transistors VT2, VT3 and a current amplifier on transistor VT1. The base of the transistor VTZ is connected to the engine of the tuning resistor R9, which sets the switching threshold of the trigger, i.e. the switching voltage of the charging current. The switching “hysteresis” (the difference between the upper and lower switching thresholds) depends mainly on the resistor R7 and with the resistance indicated on the diagram it is about 1.5 V.

The trigger is connected to conductors connected to the terminals of the battery and switches depending on the voltage on them.

Transistor VT1 is connected by a base circuit to the trigger and operates in electronic key mode. The collector circuit of the transistor is connected through resistors R2, R3 and the control electrode section - the cathode of the SCR with the negative terminal of the charger. Thus, the base and collector circuits of transistor VT1 are powered from different sources: the base circuit from the battery, and the collector circuit from the charger.

SCR VS1 acts as a switching element. Using it instead of the contacts of an electromagnetic relay, which is sometimes used in these cases, provides a large number of switches on and off of the charging current necessary to recharge the battery during long-term storage.

As can be seen from the diagram, the SCR is connected by the cathode to the negative wire of the charger, and by the anode to the negative terminal of the battery. With this option, the control of the thyristor is simplified: when the instantaneous value of the pulsating voltage at the output of the charger increases, current immediately begins to flow through the control electrode of the thyristor (if, of course, transistor VT1 is open). And when a positive (relative to the cathode) voltage appears at the anode of the thyristor, the thyristor will be reliably open. In addition, such a connection is advantageous in that the thyristor can be attached directly to the metal body of the set-top box or the body of the charger (if the set-top box is placed inside it) as a heat sink.

You can turn off the set-top box using switch SA1 by placing it in the “Manual” position. Then the contacts of the switch will be closed, and through resistor R2 the control electrode of the thyristor will be connected directly to the terminals of the charger. This mode is needed, for example, to quickly charge the battery before installing it on the car.

Transistor VT1 can be the series indicated on the diagram with letter indices A - G; VT2 and VT3 - KT603A - KT603G; diode VD1 - any of the D219, D220 series or other silicon; Zener diode VD2 - D814A, D814B, D808, D809; SCR - KU202 series with letter indices G, E, I, L, N, as well as D238G, D238E; LEDs - any of the AL102, AL307 series (limiting resistors R1 and R11 set the desired forward current of the LEDs used).

Fixed resistors - MLT-2 (R2), MLT-1 (R6), MLT-0.5 (R1, R3, R8, R11), MLT-0.25 (rest). Trimmer resistor R9 is SP5-16B, but another one with a resistance of 330 Ohm...1.5 kOhm will do. If the resistance of the resistor is greater than that indicated in the diagram, a constant resistor of such resistance is connected parallel to its terminals so that the total resistance is 330 Ohms.

The control unit parts are mounted on the board (Fig. 2)


Made from one-sided foil fiberglass laminate with a thickness of 1.5 mm.

The tuning resistor is fixed in a hole with a diameter of 5.2 mm so that its axis protrudes from the printing side.

The board is mounted inside a case of suitable dimensions or, as mentioned above, inside the charger case, but always as far as possible from heating parts (rectifier diodes, transformer, SCR). In any case, a hole is drilled in the housing wall opposite the axis of the trimming resistor. LEDs and switch SA1 are mounted on the front wall of the case.

To install an SCR, you can make a heat sink with a total area of ​​about 200 cm2. For example, a duralumin plate with a thickness of 3 mm and dimensions of 100X100 mm is suitable. The heat sink is attached to one of the walls of the case (say, the back) at a distance of about 10 mm - to ensure air convection. It is also possible to attach the heat sink to the outside of the wall by cutting a hole in the housing for the thyristor.

Before attaching the control unit, you need to check it and determine the position of the trimmer resistor motor. A DC rectifier with an adjustable output voltage of up to 15 V is connected to points 1 and 2 of the board, and the indication circuit (resistor R1 and LED HL1) is connected to points 2 and 5. The trimmer resistor motor is set to the lower position according to the diagram and voltage is supplied to the control unit about 13 V. The LED should light up. By moving the trimmer resistor slider up in the circuit, the LED goes out. Smoothly increasing the supply voltage of the control unit to 15 V and decreasing to 12 V, use a trimming resistor to ensure that the LED lights up at a voltage of 12.8...13 V and goes out at 14.2...14.7 V.

Charger.

In the collection “To Help the Radio Amateur” No. 87, there was a description of K. Kuzmin’s automatic charger, which, when storing the battery in winter, allows you to automatically turn it on for charging when the voltage drops and also automatically turn off charging when the voltage corresponding to a fully charged battery is reached. The disadvantage of this scheme is its relative complexity, since the control of turning charging on and off is carried out by two separate units. In Fig. Figure 1 shows an electrical circuit diagram of the charger, free from this drawback: the indicated functions are performed by one unit.


The circuit provides two operating modes - manual and automatic.

In manual operating mode, toggle switch SA1 is in the on state. After turning on the Q1 toggle switch, the mains voltage is supplied to the primary winding of transformer T1 and the HL1 indicator light lights up. Switch SA2 sets the required charging current, which is controlled by ammeter PA1. The voltage is controlled by a voltmeter PU1. The operation of the automation circuit does not affect the charging process in manual mode.

In automatic mode, toggle switch SA1 is open. If the battery voltage is less than 14.5 V, the voltage at the terminals of the zener diode VD5 is less than necessary to unlock it, and transistors VT1, VT2 are locked. Relay K1 is de-energized and its contacts K1.1 and K1.2 are closed. The primary winding of transformer T1 is connected to the network through relay contacts K 1.1. Relay contacts K 1.2 close variable resistor R3. The battery is charging. When the battery voltage reaches 14.5 V, the zener diode VD5 begins to conduct current, which leads to the unlocking of transistor VT1, and consequently, transistor VT2. The relay is activated and contacts K1.1 turns off the power to the rectifier. By opening contacts K1.2, an additional resistor R3 is connected to the voltage divider circuit. This leads to an increase in the voltage on the zener diode, which now remains in a conducting state even after the voltage on the battery is less than 14.5 V. Charging of the battery stops and storage mode begins, during which slow self-discharge occurs. In this mode, the automation circuit receives power from the battery. The zener diode VD5 will stop passing current only after the battery voltage drops to 12.9 V. Then the transistors VT1 and VT2 will turn on again, the relay will de-energize and contacts K1.1 will turn on the power to the rectifier. The battery will begin charging again. Contacts K1.2 will also close, the voltage on the zener diode will further decrease, and it will begin to pass current only after the voltage on the battery increases to 14.5 V, that is, when the battery is fully charged.

The charger automation unit is configured as follows. Connector XP1 is not connected to the network. Instead of a battery, connector XP2 is connected to a stabilized direct current source with an adjustable output voltage, which is set to 14.5 V using a voltmeter. The variable resistor R3 slider is set to the bottom position according to the circuit, and the variable resistor R4 slider is set to the top position according to the circuit. In this case, the transistors must be locked and the relay de-energized. By slowly rotating the axis of the variable resistor R4, you need to get the relay to operate. Then a voltage of 12.9 V is set at the terminals of connector X2 and by slowly rotating the axis of the variable resistor R3, you need to release the relay. Due to the fact that when the relay is released, resistor R3 is closed by contacts K1.2, these adjustments turn out to be independent of one another. The resistances of the voltage divider resistors R2-R5 are designed in such a way that the relay is activated and released, respectively, at voltages of 14.5 and 12.9 V in the middle positions of the variable resistors R3 and R4. If other values ​​of the relay actuation and release voltages are required, and the adjustment limits with variable resistors are not enough, you will have to select the resistances of fixed resistors R2 and R5.

The charger can use the same mains transformer as in K. Kazmin’s device, but without winding III. Relay - any type with two groups of breaking or switching contacts, operating reliably at a voltage of 12 V. You can, for example, use a relay RSM-3 passport RF4.500.035P1 or RES6 passport RF0.452.125D.

Electronic battery charging indicator.

A. Korobkov

To extend the life of a car battery, effective control over its charging mode is necessary. The described device signals the driver when the voltage on the battery is high and when it is low, and the generator is not working. In the case of increased current consumption in the on-board network at a low generator rotor speed, the alarm does not operate.

When developing the device, the goal was to place it in the housing of the RS702 signal relay existing in the car, which determined the design features of the signaling device and the types of transistors used.

A schematic diagram of the electronic signaling device along with its communication circuits with the elements of the on-board network is shown in Fig. 1.


On transistors VT2, VT3 there is a Schmitt trigger, on VT1 there is a unit for prohibiting its operation. The collector circuit of transistor VT3 includes an indicator lamp HL1, located on the instrument panel. When hot, the filament has a resistance of about 59 ohms. The resistance of a cold thread is 7... 10 times lower. In this regard, the VT3 transistor must withstand a current surge in the collector circuit of up to 2.5 A. The KT814 transistor meets this requirement.

Similar transistors are used as VT1 and VT2. But here the reason for their choice was the desire to obtain small geometric dimensions of the device - three transistors are installed one under the other and secured with a common screw and nut.

The on-board network voltage minus the voltage on the zener diode VD2 is supplied to the base of transistor VT2 through a divider R5R6. If it is higher than 13.5 V, the Schmitt trigger switches to a state in which the output transistor VT3 is closed and the HL1 lamp is not lit.

The base of transistor VT2 is also connected to the middle point of the generator winding through a zener diode VD1 and a divider R1R2. When the generator is working properly, a pulsating voltage is created in it relative to its positive terminal with an amplitude equal to half the generated voltage. Therefore, even if due to a large current load in the on-board network the voltage drops below 13.5 V, the current from the divider R1R2 flows into the base of the transistor VT2 and does not allow the lamp to burn. To eliminate the prohibition on turning on the alarm when there is no current in the excitation winding of the generator, a circuit consisting of a divider R1R2 and a zener diode VD1 is used. It prevents leakage current from entering the generator rectifier diodes (in the worst case, up to 10 mA) into the base of transistor VT2.

The on-board network voltage, minus the voltage on the zener diode VD2, is also supplied through the divider R3R4 to the base of the transistor VT1, the collector-emitter section of which shunts the base circuit of the transistor VT2. When the network voltage is above 15 V, transistor VT1 goes into saturation mode. In this case, the Schmitt trigger switches to a state in which transistor VT3 is open and, consequently, lamp HL1 lights up.

Thus, the red light lamp on the instrument panel lights up when there is no charging current and the mains voltage is below 13.5 V, as well as when it is above 15 V.

When using an electronic voltage regulator in a car that does not have a separate wire to the battery terminal, due to a voltage drop (about 0.1...0.2 V) in the circuit to the input terminal of the regulator (most often in idle mode) when When the current consumers are switched off, there is a short-term periodic loss of charging current from the generator. The duration and period of this effect are determined by the time the voltage on the battery drops by 0.1...0.2 V and the time it rises by the same value and is, depending on the condition of the battery, about 0.3...0. 6 s and 1...3 s respectively. At the same time, the signal relay PC702 is triggered with the same clock, lighting the lamp. This effect is undesirable. The described electronic alarm excludes it, since during short-term loss of charging current, the voltage in the on-board network does not reach the lower threshold of 13.5 V.

The electronic signaling device is based on the PC702 signal relay available in the car. The relay itself was removed from the getinaks board (after removing the rivet). In addition, the rivet from the “87” contact tab and the L-shaped post at its base were removed.

The alarm elements are mounted on a printed circuit board (Fig. 2)


Made of foil fiberglass laminate with a thickness of 1.5...2 mm. Transistors VT1-VT3 are located along the axis of the central hole of the board: VT3 on the printed circuit side with the collector plate away from the board, and VT2, VT1 (in this order) - on the opposite side of the board with the collector plates towards the board. Before soldering, all three transistors must be tightened with an MZ screw and nut. Their terminals are connected to the points of the plate with tin-plated copper conductors, soldered into the required holes of the board. Resistors R3 and R5 are soldered not to current-carrying tracks, but to wire pins. This makes it easier to replace them when setting up the device. Elements VD1 and VD2 are installed vertically with a rigid lead facing the board. Capacitor C1 is also located vertically, placed in a vinyl chloride tube along the diameter of the capacitor.

The signaling device should use resistors (except R8)-OMLT (MLT) with ratings and power dissipation indicated in the diagram. Tolerance on nominal values ​​is ±10%. Resistor R8 is made of high-resistance wire wound (1-2 turns) around an MLT-0.5 resistor. Capacitor C1 - K50-12. Transistors VT1 - VT3 - any of the KT814 or KT816 series. Element VD1 is a D814 zener diode with any letter index, VD2 is D814B or D814V.

After completing the installation of the printed circuit board, the electronic signaling device is assembled in the following sequence:
remove the nut and screw holding the transistors together;
a vinyl chloride tube with a diameter of 3 mm is placed in the through holes of transistors VT1, VT2;
petals (pins) “30/51” (in the center) and “87” are inserted into the board freed from the PC702 relay; the latter is secured with an M3 screw (head on the output side) with a nut 3 mm high;
an M2.7 screw 15...20 mm long is passed through the hole in the board from the PC702 relay (from the “30/51” output side), then the mounted board with transistors is placed on the ends of the screws;
provide contact between the “30/51” output and the collector plate of transistor VT3 (by tightly fitting it to the flat part of the output);
check the connection between pin “87” and the printed circuit board through the nut and screw;
the short pins of pins “85” and “86” are bent so that they fit into the holes intended for them on the printed circuit board;
using nuts M2.7 and MZ with washers, fasten both boards;
Solder pins of terminals “85” and “86” to the conductive tracks.

When setting up the alarm, a power supply with an adjustable voltage from 12 to 16 V and a 3 W 12 V lamp are required.

First, with resistor R5 disconnected, resistor R3 is selected. It is necessary to ensure that when the voltage increases, the lamp lights up when it reaches 14.5...15 V. Then resistor R5 is selected so that the lamp lights up when the voltage drops to 13.2...13.5 V.

The adjusted signaling device is installed in place of the PC702 relay, while terminal “86” is connected to the vehicle ground with a short wire under the screw securing the signaling device itself. The electrical equipment wires are connected to the remaining terminals, as provided for in the standard circuit of the car with the PC702 relay, i.e. to terminal “85” - the wire from the middle point of the generator (yellow), to “30/51” - the wire from the indication lamp (black) , to “87” - wire “±12 V” (orange).

Tests of the alarm showed the following result. If the regulator is short-circuited, the lamp glows when the generator speed increases and depends on it. When the fuse in the regulator circuit is removed, the lamp lights up after about a minute, regardless of the rotation speed. This information is enough to establish the cause and type of malfunction of the generator-voltage regulator system.

When the ignition is turned on an hour or more after stopping the engine, the indication works as with a relay alarm. If it turns on after a short time (less than 5 minutes), the charging indicator lamp does not light up, but when the engine is started by the starter, it flashes and goes out, indicating that the indicator is working.

Installing the described regulator instead of the standard PC702 in Zhiguli cars (VAZ-2101, VAZ-2102, VAZ-2103, VAZ-2106, etc.) will clearly warn the driver about all deviations in the operating mode of the battery and save it from disastrous overcharging.
[email protected]


$IMAGE11$ $IMAGE12$
$IMAGE16$ $IMAGE17$ $IMAGE18$
$IMAGE19$ $IMAGE20$ $IMAGE21$ $IMAGE22$ $IMAGE23$ $IMAGE24$
$IMAGE25$ $IMAGE26$ $IMAGE27$ $IMAGE28$ $IMAGE29$ $IMAGE30$

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):
$IMAGE11$

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.