If you have problems with the car battery, you should pay attention to the operation of the voltage regulator relay. What problems can be with the battery? It stopped charging from the generator and quickly discharges or, conversely, recharges. In this case, it is just necessary to check the generator voltage relay.

The voltage regulator relay should turn off at a voltage of 14.2-14.5 volts.

Why do you need a voltage regulator in a car

This small simple device performs an important function - voltage regulation. That is, if the voltage is greater than the set value, the regulator must reduce it, and if the voltage is less than the set value, the regulator must raise it.

What voltage does the alternator relay regulate?

The running engine ensures the operation of the generator, which generates and transmits voltage electric current battery.

If the voltage regulator does not work properly, the car battery quickly drains its resource. The regulator is sometimes called a pill or a chocolate bar.

Types and types of relay regulators

Depending on the type of relay, the method of determining the operability also depends. Regulators are classified into 2 types:

  • combined;
  • separate.

Combined relays - this means that the relay itself with the brush assembly is located in the generator housing.

Separate relays - this means that the relay is placed outside the generator housing and is mounted on the car body. They probably saw a small black device attached to the wing of the car, wires from the generator go to it, and from it to the battery.

A distinctive feature of regulators from other devices is that the relays consist of a non-separable housing. During assembly, the body is glued with sealant or special resin. It makes no sense to disassemble and repair it, since such electrical appliances are inexpensive.

Symptoms

If the voltage is low, the battery will not be able to charge. Thus, the battery will quickly sit down.

If, after the relay-regulator, the voltage to the battery goes high (higher than expected), then the electrolyte will begin to boil and evaporate. In this case, a white coating appears on the battery.

What are the signs of a breakdown of the voltage regulator of the car's generator can be:

  1. After turning the ignition key, the control lamp does not light up.
  2. After the engine is started, the battery indicator does not go out on the instrument panel.
  3. At night, you can observe how the light becomes brighter, then dimmer.
  4. The internal combustion engine of the car does not start the first time.
  5. If the engine speed becomes more than 2000, then all the dashboard lights may turn off.
  6. Loss of engine power.
  7. Battery boiling.

Reasons for relay malfunction

Reasons include the following observations:

  1. Short circuit (short circuit) on any line of automotive wiring.
  2. Broken diodes. The rectifier bridge is closed.
  3. Battery terminals are incorrectly connected.
  4. Water got inside the relay.
  5. Mechanical damage to the hull.
  6. Wear of brushes.
  7. The resource of the relay has run out.

How to quickly and easily check the voltage regulator

Take a multimeter or voltmeter and measure the voltage at the battery terminals. The check is done in the following order:

  1. Set the device to voltage measurement mode up to 20 V.
  2. Start DVS.
  3. At idle, measure the voltage at the battery terminals. In XX mode, engine speed is from 1000 to 1500 rpm. If the generator and voltage regulator are working, then the voltmeter should show a voltage of 13.4 to 14 volts.
  4. Raise the engine speed to 2000-2500 rpm. Now the voltage value with a properly working generator and relay, the multimeter (voltmeter, tester) should show a voltage of 13.6 to 14.2 V.
  5. Next, press the gas and bring the engine speed to 3500 rpm. The voltage of serviceable devices should be no more than 14.5 volts.

Minimum allowable voltage, which should give out a working generator and voltage regulator - this is 12 volts. And the maximum is 14.5 volts. If the device shows a voltage value of less than 12 V or more than 14.5 V, then the voltage regulator must be changed.

In new cars, basically, the relay is combined with the generator. This helps to avoid pulling individual wires and saves space.

How to test a combined relay

For example, consider the regulator of a VAZ 2110 car. To check if the relay is working, you need to assemble a circuit like in the figure.

Relay regulator VAZ 2110 - 37.3701:

  • 1 - battery;
  • 2 - output "mass" of the voltage regulator;
  • 3 - voltage regulator;
  • 4 - output "Sh" of the regulator;
  • 5 - output "B" of the regulator;
  • 6 - control lamp;
  • 7 - output "B" of the voltage regulator.

When assembling such a circuit with a standard voltage of 12.7 volts, the light bulb should just glow.

If the regulator voltage is raised to 14-14.5 Volts, then the light should go out. If the light does not go out at such a high voltage, then the regulator is faulty.

Checking the VAZ 2107 regulator

Until 1996, classic VAZ 2107 cars with code generator 37.3701 were equipped with an old-style voltage regulator (17.3702). If such a relay is installed, then it should be checked, as in the top ten (discussed above).

After 1996, they began to install a new generator of the G-222 brand (there is an integrated regulator RN Ya112V (V1).

Checking the Regulator Separately

Generator regulator G-222:

  • 1 - battery;
  • 2 - voltage regulator;
  • 3 - control lamp.

To check, you need to assemble the circuit shown in the figure. With a normal operating voltage of 12 V, the bulb should just glow. If the voltage reaches 14.5 volts, then the light should go out, and when lowered, it should light up again.

Test relay type 591.3702-01

Relay test circuit:

Such old relay models are sometimes installed on the classic VAZ 2101-VAZ 2107, on GAZ, Volga, Moskvich cars.

The relay is attached to the body. It is checked in the same way as the previous ones. But, you need to know the marking of contacts:

  • "67" is the minus (-) contact.
  • "15" is a plus.

The verification process is the same. At normal voltage, 12 volts and up to 14 V, the light should be on. If lower or higher, the light should go out.

RR-380

The PP-380 brand regulator was installed on VAZ 2101 and VAZ 2102 cars. Adjustable voltage at the temperature of the regulator and environment(50±3)° С, В:

  • at the first stage no more than 0.7
  • at the second stage 14.2 ± 0.3
  • Resistance between plug "15" and ground, Ohm 17.7 ± 2
  • Resistance between plug "15" and plug "67" with open contacts, Ohm 5.65 ± 0.3
  • Air gap between armature and core, mm 1.4 ± 0.07
  • The distance between the contacts of the second stage, mm 0.45 ± 0.1.

Checking the three-level relay

As the name implies, such relays have three levels of voltage supply. This is a more advanced option. The voltage levels at which the battery will be disconnected from the voltage regulator can be set manually, for example: 13.7V, 14.2V, 14.7V.

How to check the generator

To check if it works, you need:

  1. Disconnect the wires going to terminals 67 and 15 of the regulator.
  2. Connect a light bulb to the wires. bypassing the relay.
  3. Disconnect the positive battery terminal.

If the car does not stall, then the generator is working.

How to increase the resource of the relay

  • Check alternator belt tension.
  • Avoid severe contamination of the generator.
  • Check contacts.
  • Inspect the battery. If there is a white coating on the battery case, then the voltage from the relay is greater than the prescribed voltage and the electrolyte boils.

Video

Useful video for auto electricians.

How the generator and voltage relay work.

Rice. one. Ways to control the excitation current: G - generator with parallel excitation; W in - excitation winding; R d - additional resistance; R - ballast resistance; K - current switch (regulating body) in the excitation circuit; a, b, c, d, e are indicated in the text.

A modern automobile internal combustion engine (ICE) operates in a wide range of speed changes (900: .. 6500 rpm). Accordingly, the frequency of rotation of the rotor of the automobile generator changes, and hence its output voltage.

The dependence of the generator output voltage on the internal combustion engine speed is unacceptable, since the voltage in the vehicle's on-board network must be constant, and not only when the engine speed changes, but also when the load current changes. The function of automatic voltage regulation in the automobile generator is performed by special device - automotive alternator voltage regulator. This material is devoted to the consideration of voltage regulators of modern automotive generators alternating current.

Voltage regulation in generators with electromagnetic excitation

Ways of regulation. If the main magnetic field of the generator is induced by electromagnetic excitation, then the electromotive force E g of the generator can be a function of two variables: the frequency n of rotation of the rotor and the current I in in the excitation winding - E g \u003d f (n, I c).

It is this type of excitation that takes place in all modern automotive alternators that operate with a parallel excitation winding.

When the generator is running without load, its voltage U g is equal to its electromotive force EMF E g:
U g \u003d E g \u003d SF n (1).

Voltage U g of the generator under current I n load is less than the EMF E g by the amount of voltage drop across the internal resistance r g of the generator, i.e. can be written that
E g \u003d U g + I n r g \u003d U g (1 + β) (2).

The value β \u003d I n r g / U g is called the load factor.

From a comparison of formulas 1 and 2, it follows that the generator voltage
U g = nSF/(1 + β), (3)
where C is a constant design factor.

Equation (3) shows that both at different frequencies (n) of rotation of the generator rotor (n \u003d Var), and with a changing load (β \u003d Var), the stability of the voltage U g of the generator can only be obtained by a corresponding change in the magnetic flux Ф.

The magnetic flux Ф in a generator with electromagnetic excitation is formed by the magnetomotive force F in \u003d W I in the windings W in the excitation (W is the number of turns of the winding W in) and can be easily controlled using the current I in the excitation winding, i.e. F \u003d f (I c). Then U g \u003d f 1 which allows you to keep the voltage U g of the generator within the specified control limits for any changes in its speed and load by the appropriate choice of the control function f (I c).

The automatic function f (I c) of regulation in voltage regulators is reduced to a decrease in the maximum value of current I c in the excitation winding, which takes place at I c = U g / R w (R w is the active resistance of the excitation winding) and can be reduced in several ways ( Fig. 1): connecting to the winding W in parallel (a) or in series (b) additional resistance R d: shorting the excitation winding (c); rupture of the excitation current circuit (d). The current through the excitation winding can also be increased by shorting the series additional resistance (b).

All these methods change the excitation current stepwise, i.e. intermittent (discrete) current regulation takes place. In principle, analog regulation is also possible, in which the value of the series additional resistance in the excitation circuit changes smoothly (e).

But in all cases, the voltage U g of the generator is kept within the specified control limits by the appropriate automatic adjustment of the excitation current.

Discrete - pulse regulation

In modern automotive generators, the magnetomotive force F in the excitation windings, and hence the magnetic flux Ф, is changed by periodic interruption or an abrupt decrease in the current I in excitations with a controlled interruption frequency, i.e. apply discrete-pulse regulation of the operating voltage U g of the generator (previously, analog regulation was used, for example, in coal-fired voltage regulators).

The essence of discrete-pulse regulation will become clear from the consideration of the principle of operation of the generator set, consisting of the simplest contact-vibration voltage regulator, and an alternating current generator (ACG).


Rice. 2. Functional (a) and electrical (b) circuits of a generator set with a vibration voltage regulator.

A functional diagram of a generator set operating in conjunction with an onboard battery (ACB) is shown in fig. 2a, a circuit diagram- in fig. 26.

The generator includes: phase windings W f on the stator ST, rotating rotor R, power rectifier VP on semiconductor diodes VD, excitation winding W in (with active resistance R w). mechanical energy rotation A m \u003d f (n) the generator rotor receives from the internal combustion engine. The vibration voltage regulator RN is made on an electromagnetic relay and includes a switching element CE and a measuring element IE.

The switching element of the CE is a vibration electrical contact K, closing or opening additional resistance R d, which is connected with the excitation winding W in the generator in series. When the switching element is triggered (contact K opens), a signal τR d is formed at its output (Fig. 2a).

The measuring element (ME, in Fig. 2a) is that part of the electromagnetic relay that implements three functions:

  1. the comparison function (CS) of the mechanical elastic force F n of the return spring P with the magnetomotive force F s = W s I s of the relay winding S (W s is the number of turns of the winding S, I s is the current in the relay winding), while the result of the comparison is the generated in the gap with period T (T = t p + t h) armature oscillations N;
  2. the function of the sensitive element (SE) in the circuit feedback(DSP) voltage regulator, the sensitive element in vibration regulators is the winding S of the electromagnetic relay, connected directly to the voltage U g of the generator and to the battery (to the latter through the ignition key VZ);
  3. the function of the master device (ZU), which is implemented using a return spring P with an elastic force F p and a reference force F o.

The operation of a voltage regulator with an electromagnetic relay can be clearly explained using the speed characteristics of the generator (Fig. 3 and 4).


Rice. 3. Change U g, I c, R b in time t: a - dependence of the current value of the generator output voltage on time t - U g \u003d f (t); b - dependence of the current value in the excitation winding on time - I c \u003d f (t); c - dependence of the arithmetic mean value of the resistance in the excitation circuit on time t - R b \u003d f (t); I - time corresponding to the frequency (n) of rotation of the generator rotor.

While the voltage U g of the generator is lower than the voltage U b battery(U g

With an increase in the speed of the internal combustion engine, the generator voltage increases and when a certain value U max) > U is reached b) the magnetomotive force F s of the relay winding becomes greater than the force F p of the return spring P, i.e. F s \u003d I s W s > F p. The electromagnetic relay is activated and contact K opens, while additional resistance is included in the excitation winding circuit.

Even before contact K opens, the current I in in the field winding reaches its maximum value I in max \u003d U g R w > I wb, from which, immediately after contact K opens, it begins to fall, tending to its minimum value I in min \u003d U g / (R w + R d). Following the drop in the excitation current, the generator voltage begins to decrease accordingly (U g \u003d f (I c), which leads to a drop in current I s \u003d U g / R s in the relay winding S and contact K is again opened by the force of the return spring P (F p > F s) By the time the contact opens K, the generator voltage U g becomes equal to its minimum value U min, but there are several more tension battery (U gmin > U b).

Starting from the moment contact K opens (n ​​= n min, Fig. 3), even at a constant frequency n of rotation of the generator rotor, the armature N of the electromagnetic relay enters the mode of mechanical self-oscillations and contact K, vibrating, starts periodically, with a certain switching frequency f to \u003d I / T \u003d I / (t p + t h) then close, then open the additional resistance R d in the generator excitation circuit (green line in the section n \u003d n cf \u003d const, Fig. 3). In this case, the resistance R in in the excitation current circuit changes abruptly from the value of R w to the value of R w + R d.

Since during the operation of the voltage regulator contact K vibrates with a sufficiently high frequency f to switching, then R in \u003d R w + τ p where the value τ p is the relative time of the open state of contact K, which is determined by the formula τ p \u003d t p / ( t c + t p), I / (t c + t p) \u003d f to - switching frequency. Now, the average value of the excitation current, which has been established for a given frequency f to switching, can be found from the expression:

I cf = U g cf / R c = U g cf / (R w + τ p R d) = U g cf / (R w + R d t p / f k),
where R in is the arithmetic mean (effective) value of the pulsating resistance in the excitation circuit, which also increases with an increase in the relative time τ p of the open state of the contact K (green line in Fig. 4).


Rice. four. Speed ​​characteristics of the generator.

Switching processes with excitation current

Let us consider in more detail what happens when switching with the excitation current. When contact K is closed for a long time, the maximum excitation current I in \u003d U g / R w flows through the winding W in the excitation.

However, the excitation winding W in the generator is an electrically conductive coil with a large inductance and a massive ferromagnetic core. As a consequence, the current through the excitation winding after the contact K is closed increases with deceleration. This is because the rate of current rise is hindered by hysteresis in the core and counteracting the rising current - the self-induction EMF of the coil.

When contact K is opened, the excitation current tends to a minimum value, the value of which, with a permanently open contact, is determined as I in \u003d U g / (R w + R d). Now the EMF of self-induction coincides in direction with the decreasing current and somewhat prolongs the process of its decrease.

It follows from the foregoing that the current in the excitation winding cannot change instantly (stepwise, as an additional resistance R d) either when closing or when opening the excitation circuit. Moreover, at a high vibration frequency of contact K, the excitation current may not reach its maximum or minimum value, approaching its average value (Fig. 4), since the value t p = τ p / f k increases with increasing frequency f to switching, and the absolute time t C of the closed state of contact K decreases.

From joint consideration of the diagrams shown in fig. 3 and fig. 4, it follows that the average value of the excitation current (red line b in Fig. 3 and Fig. 4) decreases with increasing speed n, since this increases the arithmetic mean value (green line in Fig. 3 and Fig. 4) of the total, pulsating in time, resistance R in the excitation circuit (Ohm's law). In this case, the average value of the generator voltage (U cf in Fig. 3 and Fig. 4) remains unchanged, and the output voltage U g of the generator pulsates in the range from U max to U min.

If the generator load increases, then the regulated voltage U g initially drops, while the voltage regulator increases the current in the field winding so that the generator voltage rises back to its original value.

Thus, when the generator load current changes (β = V ar), the regulation processes in the voltage regulator proceed in the same way as when the rotor speed changes.

Ripple adjustable voltage . At a constant frequency n of rotation of the generator rotor and at a constant load, the operating excitation current ripples (ΔI in in Fig. 46) induce the corresponding (in time) ripples of the regulated generator voltage.

The amplitude of the ripples ΔU g - 0.5 (U max - U min) * voltage regulator U g does not depend on the amplitude of tone ripples ΔI in in the excitation winding, since it is determined by the regulation interval specified using the measuring element of the regulator. Therefore, voltage ripples U g at all frequencies of rotation of the generator rotor are almost the same. However, the rate of rise and fall of voltage U g in the control interval is determined by the rate of rise and fall of the excitation current and, ultimately, the speed (n) of the generator rotor.

* It should be noted that ripples 2ΔU g are an inevitable and harmful side effect of the operation of the voltage regulator. In modern generators, they are closed to ground by a shunt capacitor Csh, which is installed between the positive terminal of the generator and the case (usually Csh \u003d 2.2 μF)

When the load of the generator and the frequency of rotation of its rotor do not change, the vibration frequency of the contact K is also unchanged (f k \u003d I / (t c + t p) \u003d const). In this case, the voltage U g of the generator pulsates with an amplitude ΔU p \u003d 0.5 (U max - U min) about its average value U cf.

When the rotor speed changes, for example, upwards or when the generator load decreases, the time t c of the closed state becomes less than the time t p of the open state (t c

With a decrease in the frequency of the generator rotor (n↓), or with an increase in load (β), the average value of the excitation current and its ripple will increase. But the generator voltage will continue to fluctuate with an amplitude ΔU g around a constant value U g cf.

The constancy of the average voltage U g of the generator is explained by the fact that it is determined not by the operating mode of the generator, but by the design parameters of the electromagnetic relay: the number of turns W s of the relay winding S, its resistance R s , the air gap σ between the armature N and the yoke M, as well as force F p of the return spring P, i.e. the value U cf is a function of four variables: U cf = f(W s , R s , σ, F p).

By bending the support of the return spring P, the electromagnetic relay is adjusted to the value U cf so that at the lower rotor speed (n = n min - Fig. 3 and Fig. 4) contact K would begin to open, and the excitation current would have time to reach its maximum value I in \u003d U g / R w. Then the pulsations ΔI in and the time t z, the closed state are maximum. This sets the lower limit of the operating range of the controller (n = n min). At medium rotor speeds, the time t c is approximately equal to the time t p, and the excitation current ripples become almost two times smaller. At a rotational speed n close to the maximum (n = n max - Fig. 3 and Fig. 4), the average value of the current I in and its ripple ΔI in are minimal. At n max, the self-oscillations of the regulator are disrupted and the voltage U g of the generator begins to increase in proportion to the rotor speed. The upper limit of the operating range of the regulator is set by the value of the additional resistance (at a certain resistance value R w).

conclusions. The foregoing about discrete-pulse control can be summarized as follows: after starting the internal combustion engine (ICE), with an increase in its speed, there comes a moment when the generator voltage reaches the upper control limit (U g = U max). At this moment (n = n min), the switching element of the CE opens in the voltage regulator and the resistance in the excitation circuit increases abruptly. This leads to a decrease in the excitation current and, as a result, to a corresponding voltage drop U g of the generator. The voltage drop U g below the minimum control limit (U g = U min) leads to a reverse circuit of the switching element of the KE and the excitation current begins to increase again. Further, from this moment, the voltage regulator enters the self-oscillation mode and the process of switching the current in the excitation winding of the generator is periodically repeated, even at a constant frequency of rotation of the generator rotor (n = const).

With a further increase in the frequency of rotation n, proportionally to it, the time tc of the closed state of the switching element of the CE begins to decrease, which leads to a smooth decrease (in accordance with the increase in frequency n) of the average value of the excitation current (red line in Fig. 3 and Fig. 4) and amplitude ΔI in its pulsation. Due to this, the voltage U g of the generator also begins to pulsate, but with a constant amplitude ΔU g near its average value (U g = U cf) with a sufficiently high oscillation frequency.

The same processes of current switching I in and voltage ripple U g will also take place when the generator load current changes (see formula 3).

In both cases, the average voltage U g of the generator remains unchanged over the entire range of operation of the voltage regulator in frequency n (U g cf \u003d const, from n min to n max) and when the generator load current changes from I g \u003d 0 to I g \u003d max .

In the foregoing is the basic principle of regulating the voltage of the generator using an intermittent change in the current in its excitation winding.

Electronic voltage regulators for automotive alternators

The vibration voltage regulator (VRN) considered above with an electromagnetic relay (EM relay) has a number of significant disadvantages:

  1. as a mechanical vibrator VRN is unreliable;
  2. contact K in the EM relay burns out, which makes the regulator short-lived;
  3. VRN parameters depend on temperature (the average value U cf of the operating voltage U g of the generator floats);
  4. VRN cannot operate in the mode of complete de-energization of the excitation winding, which makes it insensitive to changes in the generator output voltage (high voltage ripple U g) and limits the upper limit of the voltage regulator;
  5. electromechanical contact K of the electromagnetic relay limits the value of the maximum excitation current to 2 ... 3 A, which does not allow the use of vibration controllers on modern high-power alternators.

With the advent of semiconductor devices, the contact K of the EM relay became possible to replace the emitter-collector junction of a powerful transistor with its base control with the same contact K of the EM relay.

This is how the first contact-transistor voltage regulators appeared. In the future, the functions of an electromagnetic relay (SU, CE, UE) were fully implemented using low-level (low-current) electronic circuits on semiconductor devices. This made it possible to manufacture purely electronic (semiconductor) voltage regulators.

A feature of the operation of the electronic regulator (ERN) is that it does not have an additional resistor R d, i.e. in the excitation circuit, almost complete shutdown of the current in the excitation winding of the generator is realized, since the switching element (transistor) in the closed (open) state has a sufficiently large resistance. In this case, it becomes possible to control a larger excitation current and with more high speed switching. With such a discrete-pulse control, the excitation current has a pulsed character, which makes it possible to control both the frequency of the current pulses and their duration. However, the main function of the ERN (maintaining a constant voltage U g at n = Var and at β = Var) remains the same as in the VRN.

With the development of microelectronic technology, voltage regulators first began to be produced in a hybrid version, in which unpackaged semiconductor devices and mounted miniature radio elements were included in electronic circuit regulator together with thick-film microelectronic resistive elements. This made it possible to significantly reduce the weight and dimensions of the voltage regulator.

An example of such an electronic voltage regulator is the Ya-112A hybrid-integrated regulator, which is installed on modern domestic generators.

Regulator Ya-112A(see the diagram in Fig. 5) is a typical representative of the circuit solution for the problem of discrete-pulse regulation of the voltage U g of the generator by current I in excitation. But in the design and technological performance, currently produced electronic voltage regulators have significant differences.

Rice. 5. Schematic diagram of the Ya-112A voltage regulator: R1 ... R6 - thick-film resistors: C1, C2 - hinged miniature capacitors; V1...V6 - unpackaged semiconductor diodes and transistors.

As for the design of the Y-112A regulator, all of its semiconductor diodes and triodes are unpackaged and mounted using a hybrid technology on a common ceramic substrate together with passive thick-film elements. The entire regulator block is hermetically sealed.

The Ya-112A regulator, like the vibration voltage regulator described above, operates in an intermittent (key) mode, when the control of the excitation current is not analog, but discrete-pulse.

The principle of operation of the voltage regulator Ya-112A of automobile generators

As long as the voltage U g of the generator does not exceed a predetermined value, the output stage V4-V5 is in a constantly open state and the current I in the field windings directly depends on the voltage U g of the generator (section 0-n in Fig. 3 and Fig. 4). As the generator speed increases or its load decreases, U g becomes higher than the response threshold of the sensitive input circuit (V1, R1-R2), the zener diode breaks through and the output stage V4-V5 closes through the amplifying transistor V2. In this case, the current I in in the excitation coil is turned off until U g again becomes less than the specified value U min. Thus, during the operation of the regulator, the excitation current flows intermittently through the excitation winding, changing from I in \u003d 0 to I in \u003d I max. When the excitation current is cut off, the generator voltage does not immediately drop, since the inertia of the demagnetization of the rotor takes place. It may even slightly increase with an instantaneous decrease in the load current of the generator. The inertia of magnetic processes in the rotor and the self-induction EMF in the excitation winding exclude an abrupt change in the generator voltage both when the excitation current is turned on and when it is turned off. Thus, the sawtooth voltage ripple U g of the generator remains even with electronic regulation.

Building logic circuit diagram electronic regulator next. V1 - a zener diode with a divider R1, R2 form the input current cut-off circuit I in at U g\u003e 14.5 V; transistor V2 controls the output stage; V3 - blocking diode at the input of the output stage; V4, V5 - power transistors output stage (composite transistor) connected in series with the excitation winding (switching element KE for current I c); V6 shunt diode to limit the self-induction EMF of the field winding; R4, C1, R3 is a feedback circuit that accelerates the process of cutting off the current I in excitation.

An even more advanced voltage regulator is an integrated electronic regulator. This is a design in which all its components, except for a powerful output stage (usually a composite transistor), are implemented using thin-film microelectronic technology. These regulators are so tiny that they practically do not take up any space and can be installed directly on the generator housing in a brush holder.

An example of IRN design is the BOSCH-EL14V4C regulator, which is installed on alternating current generators with a power of up to 1 kW (Fig. 6).

such a construction using operational amplifiers is described in.

A diagram of one of the variants of a single vibrator based on a K538UN1 microcircuit is shown in fig. 7. In the absence of an input signal, the output voltage is (1) pit-3) V. When a short pulse is applied to the inverting input, a low-level pulse occurs at the output, the duration (in ms) of which is determined by the empirical formula:

where C2 is the capacitance (in uF) of the capacitor C2.

Capacitor SZ - corrective; C1R1 - differentiating circuit.

The period of the output pulses up to a certain cutoff frequency f is equal to the period of the input ones. At a frequency Гт of input pulses frp< fM < 2 ■ frp период выходной последовательности увеличивается в 2 раза; при 2*f < f„ < 3’f - в 3 раза и т.д. При этом граничная частота определяется формулой:

(frequency in hertz, duration in seconds).

This makes it possible to use the single vibrator as a frequency divider. By selecting the capacitor C2, you can get different (integer) division ratios.

If you connect to the output of the amplifier DA1 measuring device magnetoelectric system (for example, a voltmeter direct current), then

As the frequency of the input signal increases, the readings of the instrument pointer will decrease, i.e. the node is a frequency-voltage converter. To obtain a direct dependence of the output signal voltage on the frequency of the input signal, it is necessary to connect an inverter to the output of the DA1 amplifier, as shown in Fig. 8. To implement this device, it is advisable to use one K548UN1 chip.

This node can serve as the basis for an analog frequency counter with a linear response. The differentiating circuit C1R1 is necessary to obtain

short pulses at the inverting input of the amplifier DA1. If several switched capacitors are introduced into the device instead of one capacitor C2, then it will become multi-limited. Before the differentiating circuit, it is advisable to include a pulse shaper.

As an example practical application proposed solutions in fig. 9 shows a diagram of an electronic voltage regulator in the on-board network of a car (Zhiguli, Moskvich, etc.) using the K538UN1 microcircuit.

When the ambient temperature changes from +15 to -20 ° C, to ensure the optimal charging mode of the acid battery, it is required

voltage change from 13.8 to 15.3 V. This requirement can be realized with an TKN of about -0.3%/°C. It is this TKN that the microcircuit has. The identity of the temperature conditions of the battery and the voltage regulator is ensured by the fact that it is mounted next to the battery in the engine compartment.

The DA1 chip in the regulator functions as a voltage comparator. The limits for setting the output voltage by the resistor R2 are 13 ... 15.4 V. Due to the finite resistance of the supply conductors, the regulator has a characteristic with a "hysteresis" of 0.1 ... 0.2 V, which favorably affects the operation of the device. Transistor VT2 must be installed on the heat sink (for example, on the metal cover of the device).

The advantages of the described voltage regulator are obvious. So, having almost all excellent performance of the original version of the thermally compensated voltage regulator, it is much simpler (suffice it to say that the number of microcircuits has been reduced from three to one), more compact and more reliable. The device is freely placed in the housing of the automotive relay-regulator.

The above options for using the K538UN1 and K548UN1 microcircuits complement the already known ones published on the pages of the Radio magazine. Obviously, what has been said does not exhaust all the possibilities of using these microcircuits.

Belarus

LITERATURE

1. Bogdan A. Integral dual preamplifier K548UN1. - Radio, 1980, Ns 9, pp. 59, 60.

2. Burmistrov Yu., Shadrov A. Application of the K548UN1 chip.-Radio, 1981, Ns 9, pp. 34, 35.

3. Borovik I. Low-voltage power ISK548UN1.-Radio, 1984, No. 3, pp. 30-32.

4. Shitikov A., Morozov M., Kuznetsov Yu. Voltage stabilizer at the OS. - Radio, 1986, Ns 9, p.48.

5. Lomanovich V.A. Thermally compensated voltage regulator. - Radio, 1985, Ns 5, pp. 24-27.

6. Korobkov A. Automotive Regulator voltage. - Radio, 1986, Ns 4 pp. 44, 45.

LETTER TO THE EDITOR I1

■?.

THANKS FOR THE HELP

RS::::Я^INvadidpyo|: howl of the group, I am 25 years old. Engaged in for the sake of l biteyastvom began recently. There were great difficulties with the acquisition of parts. I turned to G. A. and A. B. Kuksin for help. Very soon I received a bunch of different details from them. Now my depot has moved from dead points. Thank them very much. Thanks also to the editorial staff of the Journal for their assistance in helping the disabled with adiolubi ate m.

461628, Orenburg region,

HyiypyaianckaH district, with. Polibino

Depending on the device and the principle of operation, the relay-voltage regulators of the generator in the car are divided into several types: built-in, external, three-level and others. Theoretically, such a device can be made independently, the easiest in terms of implementation and cheap option- use a shunt device.

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Purpose of the relay-regulator

The generator voltage regulator is designed to stabilize the current in the installation. When the engine is running, the voltage in the electrical system of the car must be at the same level. But since the crankshaft rotates with different speed and the engine speed is not the same, the generator unit produces a different voltage. Without adjusting this parameter, malfunctions in the operation of the electrical equipment and appliances of the machine may occur.

The relationship of auto current sources

Every car uses two power sources:

  1. Battery - required to start the power unit and primary excitation of the generator set. The battery consumes and stores energy when recharging.
  2. Generator. Designed for power and needed in order to generate energy regardless of the speed. The device allows you to recharge the battery when working at high speeds.

In any electrical network, both nodes must be working. If the DC generator fails, the battery will last no more than two hours. Without a battery, the power unit will not start, which drives the rotor of the generator set.

The LR West channel spoke about the malfunctions of the electrical networks in Land Rover vehicles, as well as the relationship between the battery and generators.

Voltage regulator tasks

Tasks performed by an electronic adjustable device:

  • change in the value of the current in the excitation winding;
  • the ability to withstand the range from 13.5 to 14.5 volts in the mains, as well as at the battery terminals;
  • power off the excitation winding when the power unit is off;
  • battery charging function.

"People's Auto Channel" spoke in detail about the purpose, as well as about the tasks that the voltage regulator in the car performs.

Varieties of relay-regulators

There are several types of automotive relay-regulators:

  • external - this type of relay allows you to increase the maintainability of the generator unit;
  • built-in - installed in the rectifier plate or brush assembly;
  • changing by minus - equipped with an additional cable;
  • plus-adjustable - characterized by a more economical connection scheme;
  • for installation in alternating current units - the voltage cannot be regulated when applied to the excitation winding, since it is installed in the generator;
  • for DC devices - relay-regulators have the function of cutting off the battery when the engine is not running;
  • two-level relays - today they are practically not used, in them the adjustment is carried out by springs and a lever;
  • three-level - equipped with a comparing module circuit, as well as a matching signaling device;
  • multilevel - equipped with 3-5 additional resistor elements, as well as a control system;
  • transistor samples - are not used on modern vehicles;
  • relay devices - are characterized by more improved feedback;
  • relay-transistor - have a universal circuit;
  • microprocessor relays - characterized by small size, as well as the ability to smoothly change the lower or upper threshold;
  • integral - are installed in the brush holders, therefore, when they are worn, they change.

Relay-regulators DC

In such units, the connection diagram looks more complicated. If the machine is stationary and the engine is not running, the generator set must be disconnected from the battery.

When performing a relay test, you must ensure that three options are available:

  • battery cut-off when the vehicle is parked;
  • limiting the maximum current parameter at the output of the unit;
  • the ability to change the voltage parameter for the winding.

Relay-regulators of alternating current

Such devices are characterized by a more simplified test scheme. The car owner needs to diagnose the magnitude of the voltage on the excitation winding, as well as at the output of the unit.

If an alternator is installed in the car, then it will not work to start the engine “from the pusher”, unlike a direct current unit.

Built-in and external relay-regulators

The procedure for changing the voltage value is performed by the device at a specific installation location. Accordingly, the built-in regulators act on the generator unit. BUT external type the relay is not connected to it and can be connected to the ignition coil, then its work will be directed only to changing the voltage in this area. Therefore, before performing diagnostics, the car owner must make sure that the part is connected correctly.

The channel "Sovering TVi" spoke in detail about the purpose, as well as the principle of operation of this type devices.

Two-level

The principle of operation of such devices is as follows:

  1. Current passes through the relay.
  2. As a result of the formation of a magnetic field, the lever is attracted.
  3. A spring with a specific force is used as a comparing element.
  4. When the voltage increases, the contact elements open.
  5. Less current is applied to the excitation winding.

In VAZ cars, mechanical two-level devices were previously used for regulation. The main drawback was the rapid wear of structural components. Therefore, instead of mechanical, electronic regulators were installed on these models of machines.

These details were based on:

  • voltage dividers, which were assembled from resistor elements;
  • a zener diode was used as a driving part.

Due to the complex wiring diagram and inefficient voltage level control, this type of device has become less common.

Three-level

This type of regulators, as well as multilevel ones, are more advanced:

  1. The voltage is supplied from the generator device to a special circuit and passes through a divider.
  2. The received data is processed, the actual voltage level is compared with the minimum and maximum values.
  3. The mismatch pulse changes the current parameter that is supplied to the excitation winding.

Three-level FM devices have no resistances, but the response frequency electronic key higher in them. For control, special logic circuits are used.

plus and minus control

Schemes for negative and positive contacts differ only in connection:

  • when installed in a positive gap, one brush is connected to ground, and the second goes to the relay terminal;
  • if the relay is installed in the minus gap, then one brush element must be connected to the plus, and the second - directly to the relay.

But in the second case, another cable will appear. This is due to the fact that these relay modules belong to the class of devices active type. For its operation, a separate power supply is required, so the plus is connected individually.

Photo gallery "Types of generator voltage relay-regulator"

AT this section photos of some types of the device are presented.

Remote type devices Built-in regulator Transistor-relay type Integral device DC generator device AC regulator Two-tier device type Three-level control device

The principle of operation of the relay-regulator

The presence of a built-in resistor device, as well as special circuits, makes it possible for the regulator to compare the voltage parameter that the generator produces. If the value is too high, the controller is disabled. This allows you to prevent overcharging of the battery and failure of electrical equipment that is powered by the network. Malfunctions of the device will lead to battery failure.

switch winter and summer

The generating device works stably regardless of the ambient temperature and season. When its pulley is set in motion, current is generated. But in the cold season, the internal structural elements of the battery can freeze. Therefore, the battery charge is restored worse than in the heat.

The switch for changing the season of operation is located on the relay housing. Some models are equipped with special connectors, you need to find them and connect the wires in accordance with the diagram and the symbols printed on them. The switch itself is a device by which the voltage level at the battery terminals can be increased to 15 volts.

How to remove the relay-regulator?

Removing the relay is allowed only after disconnecting the terminals from the battery.

To dismantle the device with your own hands, you will need a screwdriver with a Phillips or flat tip. It all depends on the bolt that secures the regulator. The generator unit, as well as the drive belt, do not need to be dismantled. The cable is disconnected from the regulator and the bolt that secures it is unscrewed.

User Viktor Nikolayevich spoke in detail about the dismantling of the regulatory mechanism and its subsequent replacement with a car.

Symptoms

“Symptoms” that will require the regulator to be checked or repaired:

  • when the ignition is activated, a light indicator of a discharged battery appears on the control panel;
  • the icon on the dashboard does not disappear after starting the engine;
  • the brightness of the glow of the optics may be too low and increase with increasing crankshaft speed and pressing the gas pedal;
  • the power unit of the machine is difficult to start the first time;
  • The car battery is often discharged;
  • with an increase in the number of revolutions of the internal combustion engine more than two thousand per minute, the bulbs on the control panel turn off automatically;
  • the dynamic properties of the vehicle are reduced, which is especially evident at increased crankshaft speeds;
  • the battery may be leaking.

Possible causes of malfunctions and consequences

The need to repair the generator voltage regulator relay will arise with such problems:

  • interturn circuit of the winding device;
  • short circuit in the electrical circuit;
  • breakdown of the rectifier element as a result of breakdown of diodes;
  • errors made when connecting the generating set to the battery terminals, reversal;
  • the ingress of water or other liquid into the body of the regulatory device, for example, in high humidity on the street or when washing a car;
  • mechanical malfunctions of the device;
  • natural wear of structural elements, in particular, brushes;
  • poor quality of the device used.

As a result of a malfunction, the consequences can be serious:

  1. High voltage in the car's electrical network will damage the electrical equipment. The microprocessor control unit of the machine may fail. Therefore, it is not allowed to disconnect the battery terminal clamps when the power unit is running.
  2. Overheating of the winding device as a result of an internal short circuit. Repairs will be costly.
  3. Breakage of the brush mechanism will lead to a malfunction of the generator set. The knot may jam, the drive strap may break.

User Snickerson spoke about the diagnostics of the regulatory mechanism, as well as the reasons for its failure in cars.

Diagnostics of the relay-regulator

It is necessary to check the operation of the regulatory device using a tester - a multimeter. It must first be set to voltmeter mode.

Embedded

This mechanism is usually built into the brush assembly of the generator set, so level diagnostics of the device will be required.

The check is done like this:

  1. The protective cover is being dismantled. Using a screwdriver or wrench, the brush assembly is loosened, it must be brought out.
  2. The wear of the brush elements is checked. If their length is less than 5 mm, then replacement is mandatory.
  3. Checking the generator device using a multimeter is performed together with the battery.
  4. The negative cable from the current source closes to the corresponding plate of the regulatory device.
  5. The positive contact from the charging equipment or battery is connected to the same output on the relay connector.
  6. Then the multimeter is set to the operating range from 0 to 20 volts. The probes of the device are connected to the brushes.

In the operating range from 12.8 to 14.5 volts, there should be voltage between the brush elements. If the parameter increases by more than 14.5 V, then the tester needle should fall to zero.

When diagnosing the built-in relay-voltage regulator of the generator, it is allowed to use a control light. The light source should turn on at a certain voltage interval and go out if this parameter increases more than the required value.

The cable that controls the tachometer must be ringed with a tester. On diesel vehicles, this conductor is designated W. The resistance level of the wire should be approximately 10 ohms. If this parameter falls, this indicates that the conductor is broken and needs to be replaced.

remote

The diagnostic method for this type of device is carried out in a similar way. The only difference is that the regulator relay does not need to be removed and removed from the generator set housing. You can diagnose the device with the power unit running, changing the crankshaft speed from low to medium to high. With an increase in their number, it is necessary to activate the optics, in particular, distant lighting, as well as the radio, stove and other consumers.

The channel "AvtotechLife" talked about self-diagnosis of the regulatory device, as well as about the features of this task.

Independent connection of the relay-regulator to the on-board network of the generator (step by step instructions)

When installing a new regulator device, the following points must be taken into account:

  1. Before performing the task, it is imperative to diagnose the integrity, as well as the reliability of the contacts. This is a cable that runs from the vehicle body to the generator set housing.
  2. Then the terminal clamp B of the regulator element is connected to the positive contact of the generating set.
  3. It is not recommended to use twisted wires when making a connection. They heat up and become unusable after a year of operation. Soldering should be used.
  4. It is recommended to replace the regular conductor with a wire with a cross section of at least 6 mm2. Especially if a new generator is installed instead of the factory one, which is designed to operate at currents above 60 A.
  5. The presence of an ammeter in the generator-battery circuit allows you to determine the power of power sources at a specific time.

Remote controller connection diagram

Wiring diagram for remote type devices

This device is installed after the wire is determined, into the gap of which it will connect:

  1. In older versions of Gazelles and RAF, mechanisms 13.3702 are used. They are made in a metal or polymer case and are equipped with two contact elements and brushes. They are recommended to be connected to a negative circuit break, the outputs are usually marked. The positive contact is taken from the ignition coil. And the output Ш of the relay is connected to a free contact on the brushes.
  2. In VAZ cars, devices 121.3702 are used in a black or white case, there are also double modifications. In the latter, if one of the parts breaks down, the second regulator will remain operational, but you need to switch to it. The device is installed in a break in the positive circuit with terminal 15 to the contact of the B-VK coil. The conductor number 67 is connected to the brushes.

In newer versions of the VAZ, the relays are installed in the brush mechanism and connected to the ignition switch. If the car owner replaces the standard unit with an AC unit, then the connection must be made taking into account the nuances.

More about them:

  1. The need to fix the unit to the body of the vehicle is determined by the car owner independently.
  2. Instead of a positive output, contact B or B+ is used here. It must be connected to the car's electrical network through an ammeter.
  3. The remote type of devices in such cars is usually not used, and the built-in regulators are already integrated into the brush mechanism. From it comes one cable, designated as D or D +. It must be connected to the ignition switch.

In vehicles with diesel engines, the generator unit can be equipped with a W output - it is connected to the tachometer. This contact can be ignored if the unit is placed on a gasoline modification of the car.

User Nikolai Purtov spoke in detail about installing and connecting remote devices to a car.

Connectivity Check

The motor must be running. And the voltage level in the car's electrical network will be controlled depending on the number of revolutions.

Perhaps, after installing and connecting a new generator device, the car owner will encounter difficulties:

  • when the power unit is activated, the generator unit starts up, the voltage value is measured at any speed;
  • and after turning off the ignition, the vehicle engine runs and does not turn off.

The problem can be solved by disconnecting the excitation cable, only after that the engine will stop.

Engine stalling can occur when the clutch is released while pressing the brake pedal. The cause of the malfunction is the residual magnetization, as well as the constant self-excitation of the winding of the unit.

In order not to encounter such a problem in the future, you can add a light source to the break in the exciting cable:

  • the light will be on when the generator is off;
  • when the unit is started, the indicator goes out;
  • the amount of current that passes through the light source will not be sufficient to excite the winding.

The Altevaa TV channel talked about checking the connection of the regulatory device after connecting it to the 6-volt network of the motorcycle.

Tips for increasing the life of the relay-regulator

In order to prevent a quick failure of the regulatory device, it is necessary to adhere to several rules:

  1. The generator set must not be heavily contaminated. From time to time, you should perform a visual diagnosis of the condition of the device. In case of serious contamination, the unit is removed and cleaned.
  2. The tension of the drive belt should be checked periodically. If necessary, it is stretched.
  3. It is recommended to monitor the condition of the generator set windings. They must not be allowed to darken.
  4. It is necessary to check the quality of the contact on the control cable of the regulatory mechanism. Oxidation is not allowed. When they appear, the conductor is cleaned.
  5. Periodically, you should diagnose the voltage level in the electrical network of a car with the engine running and turned off.

How much does a regulator cost?

The cost of the device depends on the manufacturer and type of regulator.

Is it possible to make a regulator with your own hands?

An example is considered on the regulatory mechanism for a scooter. The main nuance is that for correct operation, it will be necessary to disassemble the generating unit. With a separate conductor, it is necessary to bring out the mass cable. The assembly of the device is carried out according to the scheme of a single-phase generator.

Action algorithm:

  1. The generator unit is disassembled, the stator element is removed from the scooter motor.
  2. On the left around the windings there is a mass, it must be soldered.
  3. Instead, a separate cable is soldered for winding. Then this contact is brought out. This conductor will be one end of the winding.
  4. The generator unit is being reassembled. These manipulations are carried out so that two cables come out of the unit. They will be used.
  5. Then, a shunt device is connected to the obtained contacts. At the final stage, a yellow cable from the old relay is connected to the positive terminal of the battery.

Video "Visual guide to assembling a homemade regulator"

User Andrey Chernov clearly showed how to independently make a relay for the generator set of a VAZ 2104 car.

The planned introduction of an air conditioner based on Peltier elements is slowly moving forward. The next step after installing a 135 Amp generator was the modernization of the voltage regulator. The main problem here is the operation of the air conditioner on the XX engine. The fact is that with a generator pulley three times smaller than the crankshaft pulley, at 1000 engine revolutions, the generator rotor will rotate at a speed of 3000 revolutions minutes, which, according to the current output table, will give 110 amperes at 13.5 volts:

In principle, when consuming 10 pelte elements, 60 Amperes should be enough. However, I think so, these readings were taken when the same 13.5 volts were applied to the rotor. And here we run into a standard voltage regulator, for which a voltage drop of 2 Volts is directly declared, that is, a maximum of 11.5 Volts will go to the rotor. The difference in power on the rotor will be 13.5 * 13.5 / 11.5 * 11.5 = 37%. That is, only 70 amperes will remain from 110 amperes, of which 6 will go to the generator itself. And there are also regular consumers, that is, there will be little current left for the air conditioner. A drop of 2 volts on the regulator is due to the use of a bipolar transistor as a key in it.

Also, when upgrading, I wanted to add a function to turn off the generator when starting the engine. That is, normally, when the starter is running, the generator tries to generate, while consuming up to 6 amperes of current and braking the crankshaft. When the generator is turned off, we will get at least a 10% increase in the speed of rotation of the crankshaft by the starter. The main effect of this should be in the winter, when the battery is running at its limit.

So, when designing a voltage regulator, the following factors must be considered:

  • Wide operating temperature range from -40 to +80,
  • Resistance to power surges up to 60-80 Volts,
  • weather resistance,
  • vibration resistance,
  • Possibility of switching off when starting the engine,
  • small voltage drop,
  • No mechanical elements.

One alternative voltage regulator circuit is the following:

However, it has the following disadvantages:

  • The temperature range of LM393 is only from 0 to +70,
  • The LM393 can withstand a maximum of 30 volts of power,
  • The irf 3205 shutter is designed for a maximum of 10 volts, there is no protection on the circuit,
  • irf 3205 withstands a maximum of 30 volts at the drain-source terminals (the bipolar transistor in the original is designed for 80 volts),
  • the field effect transistor is controlled without a key - this will lead to its heating,
  • There is no possibility of switching off when starting the engine,
  • There is a tuning resistor in the circuit - I do not recommend using anything tuning in the car,
  • The relay is a potentially weak link.

The original voltage regulator circuit looks like this:

The principle of operation is primitive - when the set voltage is exceeded, the rotor is turned off, after the voltage drops, the rotor is reconnected. The principle of operation is like that of a float chamber of a carburetor, well, or a toilet bowl. I was interested in the elements of discharging the energy of the residual induction of the rotor - inductor 7, diode 12 and capacitor 11. To do this, I bought a new voltage regulator, I wanted to use its case for the company:

As you understand, "efficient" managers crept into the plant a long time ago and threw out these unnecessary elements, leaving only a protective diode:

At the same time, the board itself was made by us - high-quality soldering is visible (the Chinese do not know how to do this) and varnished. Subsequently, he opened his original voltage regulator of 96 and saw the very protective elements:

At the same time, pay attention that the bolt through which the mass goes is also soldered, in the remake the terminal is simply tightened. Another of the comments to the remake is the thin wires going to the connector. The maximum current on the rotor can be up to 6 Amps, this implies a wire with a cross section of 2 square meters. mm., or 1.5 mm in diameter.

As a result, he developed his own scheme:

I took the lm2576-adj PWM step-down stabilizer as a basis; at one time it proved itself well in LED PTFs. The TC4420EPA chip is the key, it provides instant switching of the field effect transistor, which is why it does not heat up in vain. The transistor was originally taken by CEB4060AL, I will write about it in more detail later. All parts are rated for the -40 to +80 range, most of the parts were purchased at the Chip HH store. Purpose of parts:

  • diode d1 - I don’t know why, in the pants regulator it should be, for a voltage of 400 volts, a current of 1 ampere.
  • resistor p3, capacitor c1 and two zener diodes vd1 and vd2 protect the control microcircuits and the gate of the field-effect transistor from voltage surges. If 16 volts is exceeded, the zener diodes will open and the excess voltage will dissipate on the resistor p3. The power of the resistor is 2 watts, the zener diodes are 1 watt each. A capacitor of several hundred microfarads for a voltage of 50 volts
  • Resistors p1 and p2 - a voltage divider, which is guided by the stabilizer. You have to choose locally.
  • dd1 - PWM stabilizer changes the duty cycle of the pulses on the field-effect transistor and, accordingly, on the rotor. It has a tricky output 5, when voltage is applied to which the PWM is turned off, we will connect it to the starter relay. P5 is needed for the correct operation of the stabilizer, on this output either an open collector or an emitter.
  • resistor p4 is guaranteed to remove voltage from the shutdown input, that is, the microcircuit will not freeze in an intermediate state, diode d3 is needed to discharge voltage from the holding winding of the starter relay. Diode d2 limits the control voltage.
  • chip dd2 control key field effect transistor, provides its instant disable / enable. This reduces the heating of the key transistor in intermediate states and, accordingly, increases the efficiency of the circuit. Capacitor c2 was installed on the recommendation of the datasheet.
  • resistor p6 is guaranteed to block the transistor in incomprehensible situations.
  • diodes d4 and d5 two. Since I used UF4007, and they can withstand up to 1 Ampere, there is a 1.5 Amp diode in the standard circuit. They discharge the energy stored in the rotor when the circuit is opened.
  • inductance l1 and capacitor c3 provide a smooth discharge of the rotor without a large jump in the circuit.
In bold, I specifically indicated the trajectory of the maximum current. From the output Ш to the ground - this is where the maximum current flows, that is, the mass of the voltage regulator is the most important contact.

I cut out the boards. It's more comfortable for me. Here is the board below:

And from above:

All low power resistors and SMD capacitor:

The field effect transistor was originally used by the CEB4060AL - due to the fact that it holds up to 20 volts at the gate, and up to 60 volts at the source relative to the drain. However, when tested with a current of 6 Amperes - with a 55-watt PTF light bulb, I encountered heating of the transistor. If there was no driver, it could be blamed on the slow opening / closing of the transistor, but the driver was. I took over the curator. Channel resistance CEB4060AL 80 mOhm. Yes, a lot - but this is a retribution for the ability to keep high voltage. So the power dissipation is 6 amps * 6 amps * 0.08 ohms = 2.9 watts. It looks like the truth. In general, heat dissipation of 3 watts could be tolerated if not for one thing. Under the hood, it can easily reach +80, and in such conditions, additional heat dissipation will simply finish the circuit.