2007 Cbr1000 Regulator Volt Reading at 1500 Rpm
Overview of Voltage Regulator Types (Mosfet vs. Thyristor)
6/ane/16
Introduction
The linked material below is a drove of information which provides an overview of both the mosfet and thyristor type voltage regulators. If using a thyristor type voltage regulator and it fails, upgrading to a mosfet based voltage regulator will offering longer lifespan and better charging system performance. Estrus buildup in the voltage regulator kills the SCRs, whereas mosfets are more efficient and reliable. In full general the mosfet design is better suited for the voltage regulator application demands.
Summary
Mosfet based voltage regulators are the preferred blueprint solution for powersports vehicles. Heat buildup is a major cause of voltage regulator failures. The ideal voltage regulator mounting location would provide cool air flow and are abroad from frazzle organisation or engine oestrus.
When starting a vehicle with a low bombardment, it will crusade the voltage regulator to push high currents for a longer menses of time. This duty cycle will cause the voltage regulator to run hotter. Maintaining the Shorai LFX battery in a higher place 13.3V volition assistance to reduce stress on the voltage regulator because the charged time to reach 14.4V will be relatively short. If the battery is at xiii.1V ~50% SOC or 12.86V~xx% SOC this will result in college voltage regulator temperatures.
For the consummate write-upwardly please keep reading.
Voltage Regulators
The Voltage Regulator is an of import component of the electrical charging system, and keeps your motorcycle battery from existence overcharged and damaged. This department has information on common regulator types and troubleshooting information. There are a few mutual types of Voltage Regulators used on virtually motorcycles. The well-nigh common is a unmarried or three phase regulator for permanent magnet charging systems. This blazon is used on the majority of modern street motorcycles. A different style of regulator is used on field coil regulated systems, which are constitute on many street motorcycles from the 1970'south through early 1980's. And finally a very uncomplicated regulator is used on alternator type systems. Most Voltage Regulators contain a Rectifier component as well, and they are often referred to as 'Regulator-Rectifiers'. The Rectifier is a separate, but equally important component, which serves to convert ("rectify") the alternating current (Air-conditioning) produced by the stator & flywheel to straight current (DC) necessary to charge a bombardment. The dissimilar types are explained in more item beneath.
Permanent Magnet Flywheel Voltage Regulators
Unmarried Phase Voltage Regulators
Single Phase Voltage Regulators are used with single phase stators in permanent magnet flywheel charging systems. Yous can see the stators and rotors pages to learn more than about these type of systems. The Unmarried Phase Voltage Regulator serves two functions. First, is to act equally a Rectifier (why these are often called Regulator-Rectifier's). The rectifier department is represented past the 4 arrows in the schematic above. The arrows stand for the internal Diodes, which are electronic components within unit which form the Rectifier section. Diodes are a elementary electrical component that serve a single function. Diodes tin can be thought of as ane-way streets for electric current. They simply allow electric current to laissez passer in one direction: positive polarity. The unmarried stage rectifier has each end of the stator coil connected in between a pair of diodes. The diodes filter out the negative portion of the alternate current moving ridge, simply allowing the positive polarity current to laissez passer. Afterward the diode bridge, the electrical current from the stator is rectified into direct current, which is used to charge the battery.
The Regulator is separate fix of components and function inside the unit of measurement. The regulator function is very simple (and reliable) in most motorcycle regulators. A regulator control circuit monitors battery voltage, and compares this measurement to an internal reference voltage (the regulation bespeak). Motorcycle regulators are more often than not designed to let a maximum battery voltage of ~14.6VDC at the bombardment while charging. When this voltage limit is reached, the command circuit triggers semiconductor switches, called 'Silicon Controlled Rectifiers' (SCR's). When the SCR is triggered, it essentially closes a switch, making a connection between the output of the stator, and footing. This human activity shunts stator output to the ground, which is prodigal as oestrus throughout the regulators trunk. This is why the regulator housing pattern is critical. It non only serves to protect the internal components from the elements & vibration, simply needs to efficiently dissipate heat as excess current is bled off. Fins are often used to allow airflow to help cool the housing.
Three Phase Voltage Regulators
3 Phase voltage regulator/rectifiers function the same way as described above in the unmarried stage department. The differences are the rectifier bridge contains another set of diodes to rectify the tertiary stage of output from the stator.
Field Ringlet Rotor Regulators
These Voltage Regulator units are of the type used on bikes that use a rotor with an internal field coil, instead of a permanent magnet flywheel. This type of system is used on many Japanese motorcycles throughout the 70'southward and early 80's, like the Honda CB serial & Yamaha XS series. These units have an internal rectifier, that functions the same style equally the units described above. The difference with this type of organisation is in the regulation. Regulation in these systems is done past varying the current menstruation through a field gyre inside of the rotor to vary the magnetic field, rather than shunting stator output (see permanent magnet systems above). The regulator senses bombardment voltage, and regulates current catamenia to the field coil. When the battery voltage is depression, the regulator allows maximum current to flow through the field coil, increasing the magnetic field in the rotor. This, in plough, increases the output from the stator windings. When the measured battery voltage reaches full accuse (~14.4V), current period through the field coil is reduced, or stopped altogether (depending on the particular model), to avert overcharging the battery. These systems are more efficient than Permanent Magnet charging systems, as there is not as much wasted current beingness generated that has to be prodigal as heat. All the same at that place are more parts to wear out in these systems, such as the slip rings on the rotor, or the brushes providing current to the field coil.
Alternator Regulation
Some motorcycles, particularly street models in the 80's, used an automotive-blazon alternator system. In these units an alternator is usually gear driven from the crankshaft. The alternator has an internal diode bridge to perform Ac->DC rectification (see description to a higher place). The alternator has an internal field ringlet, which is controlled by a separate regulator unit of measurement (as well internal to the alternator). The regulators tin can fail on these units, and are like shooting fish in a barrel to supplant.
General Voltage Regulator (Regulator/Rectifier) Troubleshooting Steps
Voltage Regulator units more often than not fail from oestrus. Most regulators work to protect the battery past dissipating unnecessary charging current as heat. The heat is sunk by the metal body of the regulator. On most bikes, the regulator torso is finned for air-cooling, and is mounted in some location with decent airflow. If a regulator fails often on a particular model, and the regulator is mounted in a location with poor airflow (underneath the seat, under a fairing, nearly exhaust, etc.) it can help to move and re-mountain the regulator housing somewhere on the bike with very good airflow.
Regulation Failures
The regulation functions of a Voltage Regulator unit cannot be easily tested. (We offer testing services on our test demote, where nosotros can accurately diagnose a regulator failure. Please contact the states to adapt testing services.) Regulation failures will generally nowadays themselves by over-charging the bombardment. This may be noticeable by blowing up headlight or taillight bulbs from high voltage, or the battery getting extremely hot, and humid the acrid within. This can be hands diagnosed with a Digital Multi Meter (DMM).
1: Connect your DMM to the battery terminals, Red DMM lead to the Positive (+) terminal, Black DMM atomic number 82 to the Negative (-) last.
2: Set the DMM to DC Voltage mode, 20V range.
three: Start the engine.
4: Note battery voltage at idle. It should be in the range of 12V - 13VDC at idle. (meet comment beneath)
5: Rev the engine to 4000-5000RPM, and check the DMM reading.
vi: The regulator should reach ~fourteen.4 - fourteen.6VDC.
If the voltage continues increasing with RPM over 15VDC, the regulation part is non operating correctly. The regulation function is non serviceable at all, the Voltage Regulator must be replaced. Regulation functions can be intermittent, and get progressively worse. It can be difficult to examination and exist positive of regulator failure, only this is the easiest and about common manner to diagnose this failure.
Source - http://racetechelectric.com/ft-751-voltage-regulators.html
In reference to desired voltage at idle – less than 13.2V will discharge LFX batteries, thirteen.6-14.4V is desired for all RPM ranges. LFX can tolerate up to 15.2V.
The MOSFET
The MOSFET – Metal Oxide FET
Too as the Junction Field Issue Transistor (JFET), in that location is some other type of Field Upshot Transistor available whose Gate input is electrically insulated from the main current carrying channel and is therefore called an Insulated Gate Field Consequence Transistor or IGFET. The nearly common type of insulated gate FET which is used in many different types of electronic circuits is called the Metal Oxide Semiconductor Field Effect Transistor or MOSFET for short.
Source - http://www.electronics-tutorials.ws/transistor/tran_6.html
SCR (Thyristor)
An SCR, or Silicon Controlled Rectifier, is a semiconductor, or integrated circuit (IC), that allows the control of current using a small-scale current. Basically, it is a simple straight current (DC) light switch.
Source - http://www.mikeholt.com/mojonewsarchive/All-HTML/HTML/SCR-what-are-they-and-how-do-they-piece of work~20000126.php
Unproblematic Thyristor Circuits Explained
written by: Swagatam • edited by: Lamar Stonecypher • updated: 11/14/2011
The commodity relates the technical specifications of SCRs and their working principles through an easy to understand, footstep-wise caption. The article also offers a few interesting SCR projects that tin can be easily congenital and used for the relevant purposes.
SCRs or Silicon Controlled Rectifiers are members of the electronic agile component family. They are too chosen Thyristors. The figure on the left shows the standard electronic symbol of an SCR. It shows the three lead pin outs of the part, the upper one beingness the anode, the lower i the cathode, and the central extension the gate. The symbol quite resembles an ordinary rectifier diode symbol having an actress lead from the cathode side. Though SCRs are much different from diodes, they too rectify Air-conditioning in response to DC electrical triggers on their gate inputs.
Equally you lot can come across in the actual picture of an SCR on the right, it looks like a transistor. Externally they may await exactly like transistors, but are entirely different as far as technical specifications are concerned.
Both deed equally switching devices, although SCRs comfortably handle high voltage Air-conditioning, whereas transistors normally are dedicated for depression voltage DC applications. The lead orientation specifies the first pb from the right to be the gate, the extreme left is the cathode, and the center pin is the anode. The gate and the anode leads always piece of work with respect to the ground; the cathode lead is specified to be connected with the basis and serves every bit the common release concluding for the gate equally well equally the anode. The load that needs to exist operated is connected across the AC input and the anode of the SCR.
How SCRs Function
Unlike transistors, which may show an exponentially varying output electric current design, equivalent to the applied input switching current, SCRs take specific triggering levels below which they may not conduct properly. However, once the trigger level crosses the optimal value, an SCR may swing into full conduction.
Another typical property associated with SCRs is their "latching" behavior with DC operated loads, where the anode to cathode conduction through the load latches or "holds-on" even after the gate trigger is inhibited. However, with AC operated loads the above drawback, or rather benefit, is not bachelor and the load is switched ON or OFF exactly in response to the switching of the SCR'south gate triggers.
Source - http://www.brighthubengineering.com/diy-electronics-devices/121484-elementary-thyristor-circuits-explained/
Summary
Mosfet based voltage regulators are the preferred design solution for powersports vehicles. Heat buildup is a major cause of voltage regulator failures. The platonic voltage regulator mounting location would provide cool air flow and are away from exhaust system or engine oestrus.
When starting a vehicle with a low bombardment, information technology will crusade the voltage regulator to push loftier currents for a longer catamenia of time. This duty bike will crusade the voltage regulator to run hotter. Maintaining the Shorai LFX battery to a higher place thirteen.3V will help to reduce stress on the voltage regulator because the charged time to reach 14.4V will be relatively brusque. If the battery is at 13.1V ~50% SOC or 12.86V~20% SOC this will result in higher voltage regulator temperatures.
Source: https://shoraipower.com/Overview-of-Voltage-Regulator-Types
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