Battery current - indicator. Encyclopedia of radio electronics and electrical engineering

Encyclopedia of radio electronics and electrical engineering / Automobile. Batteries, chargers

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Modern passenger cars have a fairly advanced control system, which involves minimal participation of the driver in controlling all "electrical" operation processes, but only for certain conditions: "it's warm outside, the car is new. In most cases, the realities are completely different: on a frosty morning in in the dark, you need to start a far from new car and go on business, and yesterday stand in traffic jams for half a day.In such a situation, the state of the battery (battery) can only be judged by the glow of the interior lighting lamp and how the starter “revitally turns”. to get into a situation where the lamp shines weakly, and the starter "barely turns", it is very useful to have a battery charging / discharging current indicator in the car, which clearly shows what happens to it in everyday use.

Modern cars also have many powerful consumers of electricity, and the driver, having information about the charging / discharging current, can choose whether to listen to loud music while standing in a traffic jam, turn on or off certain electrical appliances, whether to recharge the battery tomorrow (on a dark frosty morning ) start your car without any problems.

Information about the current can be given by the battery current indicator. In order not to interfere with the standard electrical wiring of the car, it can be done using a Hall sensor, and power is supplied from the cigarette lighter socket. The scheme of such an indicator is shown in the figure. On bipolar transistors of different structures VT1, VT2, a threshold device was assembled - a Schmitt trigger with collector-emitter connections, to the input of which a specialized VN1 microcircuit is connected, which includes a Hall sensor with a linear preamplifier and an output amplifier with an extended output voltage range (the so-called "Rail -to-Rail" output). The indicator is powered by a voltage of +5 Vs from the output of the stabilizer DA1.

In the absence of a magnetic field penetrating the Hall sensor, the output voltage (pin 3) of the BM chip is equal to half the supply voltage, i.e. +2,5 V. LEDs HL1 and HL2 dimly shine. With an increase in magnetic induction in one direction, the output voltage increases, more current begins to flow through the transistor VT1, a positive OS comes into play, which covers both transistors. As a result, the transistor VT1 is open, and VT2 is closed. The green LED HL2 goes out, and the red LED HL1 shines brightly. When the direction of magnetic induction changes, on the contrary, the transistor VT2 opens and the HL2 LED lights up, and VT1 closes and HL1 goes out.

Thus, by the glow of the LEDs, one can judge the presence and direction of magnetic induction penetrating the Hall sensor and, accordingly, the direction of the current.

Structurally, the indicator (except for BH1) is assembled on a breadboard with dimensions of 20x35 mm and fixed on a conventional plug for a car cigarette lighter socket, through which it receives the supply voltage. A fusible insert FU1 is also installed in the plug. The board is connected to the VN1 sensor by two shielded wires placed in a common insulating sheath (elastic tube). The length of these wires is determined by the design of the car, for the author it is about 3 m (from the cigarette lighter socket to the negative terminal of the battery). It is advisable to select transistors VT1, VT2 with close current transfer coefficients in the circuit with Oe and their values ​​​​more than 80. The types and execution of other electronic components can be any, they do not affect the reliability and quality of the indicator.

The design of the induction sensor is simple and has been repeatedly described in the Radio magazine. The sensor is made of a ferrite ring with a magnetic permeability of 2000 and an inner diameter of 18 ... 20 mm and is strung on a power wire (bus) coming from the negative battery terminal to the car body. The ferrite ring is broken in half, the site of one fracture is polished on both sides with sandpaper, an abrasive block or a file until a transverse gap is formed in the ring with a thickness equal to the thickness of the BH1 chip (495 mm is enough for SS1,7A). Next, the halves of the ring are folded around the power wire from the negative terminal of the battery. At the same time, the untreated fault should be carefully and accurately aligned, and tightly insert the BH1 microcircuit into the opposite gap, expanded by grinding. At the conclusions of the microcircuit, two shielded wires are soldered, according to the figure, coming from the indicator board, fixed on the cigarette lighter plug. The whole structure is securely fastened to the power wire with electrical tape.

Installation and fastening of wires in an insulating sheath must be done in such a way as not to disturb the standard electrical wiring and not reduce the fire safety of the vehicle.

Before adjusting, you must first turn off all electrical appliances of the car with the engine off. Next, with the engines of the trimmers R2 and R4, it is necessary to alternately set the minimum noticeable glow of the HL1 and HL2 LEDs. When the dipped beam headlights are turned on, the red LED HL1 should light up - the indicator will show the discharge of the battery. If the green LED HL2 lights up, it is necessary to disassemble the induction sensor and turn the BH1 chip 180 degrees.

On this, the adjustment can be considered complete.

Author: E. Murzin

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