Showing posts with label Automotive Projects. Show all posts
Showing posts with label Automotive Projects. Show all posts

Motor Bike Headlight Controller Circuit Diagram

This circuit automatically turns a motor cycle's headlight on and off, independently of both the light and ignition switches, provided the battery is fully charged. The first stage uses the 22O resistor and ZD1 to hold transistor Q1 off while the motor is not running; it draws about 2mA. Once the battery voltage exceeds 7.0V during charging, Q1 begins to turn on.
The last stage uses the 22O resistor and ZD2 to turn on transistor Q2, which pulls the base of Q1 down, switching it hard on. In conjunction with the Vbe drop of Q2, ZD2 will turn off Q2 at a battery voltage of about 6.7V. In practice, this means that the headlight will be on most of the time while the motor is running and charging the battery. Heatsinks are required for both transistors. The circuit can be mounted adjacent to the battery with a single lead going to the headlight power feed.
Circuit Diagram:
Parts Description
P1 5R - 3W
R1 220R -1W
R2 1R - 1W
R3 22R - 5W
R4 22R - 5W
Q1 BD139
Q2 MJ4502
D1 6.2V - 1WZener
D2 6.2V - 1WZener
B1 6.6V - 7.2V
F1 Fuse 15A
Lp1 DIP Beam 6V-25W Halogen
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Car Bulb Power Flasher

Derived from the Two-wire Lamp Flasher design, hosted on RED Free Circuit Designs since 1999, this astonishingly simple circuit allows one or two powerful 12V 21W car bulbs to be driven in flashing mode by means of a power MosFet.
Devices of this kind are particularly suited for road, traffic and yard alerts and in all cases where mains supply is not available but a powerful flashing light is yet necessary.
Circuit Diagram:

Parts Description
R1 6.8K
R2 220K
R3 22K
C1 100uF-25V
C2 10u-25V
D1 1N4002
Q1 BC557
Q2 IRF530
LP1 12V-21W Car Filament Bulb (See Notes)
SW1 SPST Switch (3 Amp minimum)
  • Flashing frequency can be varied within a limited range by changing C1 value.
  • As high dc currents are involved, please use suitably sized cables for battery and bulb(s) connections.
Source :
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Park-Aid Modification Circuit

Three-step beeps signal bumper-barrier distance, Infra-red operation, indoor use
This modification was designed on request: some people prefer an audible alert instead of looking at the LED display, making easier the parking operation. The original Park-aid circuit was retained, but please note that the input pins of IC2B, IC2C and IC2D are reversed. LEDs D5, D6 and D7, as also resistors R12, R13 and R14 are omitted. IC2B, IC2C and IC2D outputs drive resistors R15, R16 and R17 through D8, D9 and D10 respectively, in order to change the time constant of a low frequency oscillator based on the 555 timer IC4. This allows the Piezo sounder to start beeping at about 2 times per second when bumper-wall distance is about 20 cm., then to increase the beeps to about 3 per second when bumper-wall distance is about 10 cm. and finally to increase further the beeps frequency to more than 4 beeps per second when the distance is about 6 cm. or less.
Circuit diagram:
Park-Aid Modification Circuit Diagram
R15_____________3K3 1/4W Resistor
R16___________330K 1/4W Resistor
R17___________470K 1/4W Resistor
R18___________150K 1/4W Resistor
C6______________1µF 63V Electrolytic or Polyester Capacitor
D8,D9,D10____1N4148 75V 150mA Diodes
IC4_____________555 Timer IC
BZ1___________Piezo sounder (incorporating 3KHz oscillator)
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Speed-Limit Alert

Wireless portable unit, Adaptable with most internal combustion engine vehicles
This circuit has been designed to alert the vehicle driver that he/she has reached the maximum fixed speed limit (i.e. in a motorway). It eliminates the necessity of looking at the tachometer and to be distracted from driving. There is a strict relation between engine's RPM and vehicle speed, so this device controls RPM, starting to beep and flashing a LED once per second, when maximum fixed speed is reached. Its outstanding feature lies in the fact that no connection is required from circuit to engine.
Circuit operation:
IC1 forms a differential amplifier for the electromagnetic pulses generated by the engine sparking-plugs, picked-up by sensor coil L1. IC2A further amplifies the pulses and IC2B to IC2F inverters provide clean pulse squaring. The monostable multivibrator IC3A is used as a frequency discriminator, its pin 6 going firmly high when speed limit (settled by R11) is reached. IC3B, the transistors and associate components provide timings for the signaling part, formed by LED D5 and piezo sounder BZ1. D3 introduces a small amount of hysteresis.
Circuit diagram:
Speed-limit Alert Circuit Diagram
R1,R2,R19_______1K 1/4W Resistors
R3-R6,R13,R17_100K 1/4W Resistors
R7,R15__________1M 1/4W Resistors
R8_____________50K 1/2W Trimmer Cermet
R9____________470R 1/4W Resistor
R10___________470K 1/4W Resistor
R11___________100K 1/2W Trimmer Cermet (see notes)
R12___________220K 1/4W Resistor (see notes)
R14,R16________68K 1/4W Resistors
R18____________22K 1/4W Resistor
R20___________150R 1/4W Resistor (see notes)
C1,C7_________100µF 25V Electrolytic Capacitors
C2,C3_________330nF 63V Polyester Capacitors
C4-C6___________4µ7 25V Electrolytic Capacitors
D1,D5______Red LEDs 3 or 5mm.
D2,D3________1N4148 75V 150mA Diodes
D4________BZX79C7V5 7.5V 500mW Zener Diode
IC1__________CA3140 or TL061 Op-amp IC
IC2____________4069 Hex Inverter IC
IC3____________4098 or 4528 Dual Monostable Multivibrator IC
Q1,Q2_________BC238 25V 100mA NPN Transistors
L1_____________10mH miniature Inductor (see notes)
BZ1___________Piezo sounder (incorporating 3KHz oscillator)
SW1____________SPST Slider Switch
B1_______________9V PP3 Battery (see notes) Clip for PP3 Battery
  • D1 is necessary at set-up to monitor the sparking-plugs emission, thus allowing to find easily the best placement for the device on the dashboard or close to it. After the setting is done, D1 & R9 can be omitted or switched-off, with battery savings.
  • During the preceding operation R8 must be adjusted for better results. The best setting of this trimmer is usually obtained when its value lies between 10 and 20K.
  • You must do this first setting when the engine is on but the vehicle is stationary.
  • The final simplest setting can be made with the help of a second person. Drive the vehicle and reach the speed needed. The helper must adjust the trimmer R11 until the device operates the beeper and D5. Reducing vehicle's speed the beep must stop.
  • L1 can be a 10mH small inductor usually sold in the form of a tiny rectangular plastic box. If you need an higher sensitivity you can build a special coil, winding 130 to 150 turns of 0.2 mm. enameled wire on a 5 cm. diameter former (e.g. a can). Extract the coil from the former and tape it with insulating tape making thus a stand-alone coil.
  • Current drawing is about 10mA. If you intend to use the car 12V battery, you can connect the device to the lighter socket. In this case R20 must be 330R.
  • Depending on the engine's cylinders number, R11 can be unable to set the device properly. In some cases you must use R11=200K and R12=100K or less.
  • If you need to set-up the device on the bench, a sine or square wave variable generator is required.
  • To calculate the frequency relation to RPM in a four strokes engine you can use the following formula: Hz= (Number of cylinders * RPM) / 120.
  • For a two strokes engine the formula is: Hz= (Number of cylinders * RPM) / 60.
  • Thus, for a car with a four strokes engine and four cylinders the resulting frequency @ 3000 RPM is 100Hz.
  • Temporarily disconnect C2 from IC1 pin 6. Connect the generator output across C2 and Ground. Set the generator frequency to e.g. 100Hz and trim R11 until you will hear the beeps and LED D5 will start flashing. Reducing the frequency to 99 or 98 Hz, beeping and flashing must stop.
  • Please note that this circuit is not suited to Diesel engines.
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Headlight Reminder

With the storm season recently upon us, it’s not uncommon to switch car headlights on during the daytime. Unfortunately, it’s easy to forget to turn them off again when parking, with the result being a flat battery. This circuit will sound an alarm if the ignition switch is moved to the "off" position while the car lights are on, reminding you to turn the lights off before leaving the vehicle.
The circuit is simple but effective. A 555 timer (IC1) is configured as a free-running oscillator to drive a small piezo transducer. The pitch of the transducer is set by the resistor and capacitor connected to pins 2 & 6. Power for the 555 is derived from the dashboard lighting circuit. However, the piezo does not sound during normal operation, because the 555’s reset input (pin 4) is held low by transistor Q1.
Circuit diagram:
This transistor is switched on whenever accessory power is present, pulling its collector towards ground (0V). If the ignition is switched off but the lighting circuit remains powered, the loss of accessory power results in Q1 switching off and releasing the reset signal to IC1, sounding the alarm. A 220Ω resistor in series with the piezo protects the 555’s output (pin 3). Although most piezo elements have relatively high impedance, this drops as the frequency increases due to their capacitive nature.
The square-wave output on pin 3 includes many harmonics, some extending well into the ultrasonic range. The unit fits easily into a small plastic box. I spliced mine into the wiring running to the cigarette lighter, which includes both accessories and panel lamp circuits as well as a chassis ground wire. The result fits neatly behind the ashtray, with no chassis bashing required!
Author: Bruce Colledge - Copyright: Silicon Chip Electronics
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Car Interior Lights Delay

Most cars do not have delayed interior lights. The circuit presented can put this right. It switches the interior lights of a car on and off gradually. This makes it a lot easier, for instance, to find the ignition keyhole when the lights have gone off after the car door has been closed. Since the circuit must be operated by the door switch, a slight intervention in the wiring of this switch is unavoidable.
When the car door is opened, the door switch closes the lights circuit to earth. When the door is closed (and the switch is open), transistor T1, whose base is linked to the switch, cuts off T2, so that the interior light remains off. When the switch closes (when the door is opened), the base of T1 is at earth level and the transistor is off.
Circuit diagram:
Capacitor C1 is charged fairly rapidly via R3 and D1, whereupon T2 comes on so that the interior light is switched on. When the door is closed again, T1 conducts and stops the charging of C1. However, the capacitor is discharged fairly slowly via R5, so that T2 is not turned off immediately.
This ensures that the interior light remains on for a little while and then goes out slowly. The time delays may be varied quite substantially by altering the values of R3, R5, and C1. Circuit IC2 may be one of many types of n-channel power MOSFET, but it should be able to handle drain-source voltages greater than 50 V. In the proto-type, a BUZ74 is used which can handle D-S voltages of up to 500 V.
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Car Boot Lamp Warning (ICM7556)

On many cars, the boot light will not go out until the lid is properly closed. It is all too easy when unloading the car, to leave the lid ajar. If you are unlucky and the car remains unused for some time, the next time you try to start it, the lamp will have drained the battery and you will no doubt utter a few appropriate words. The circuit described here will give a warning of just such a situation. 

A mercury tilt switch is mounted in the boot so that as the lid is closed, its contacts close before the lid is completely shut. The supply for the circuit comes from the switched 12 V to the boot lamp and through the mercury switch. When the lid is properly closed, the boot lamp will go out and the supply to the circuit will go to zero. If however the lid is left ajar, the lamp will be on and the mercury switch will close the circuit. 

Car Boot Lamp Warning (ICM7556) Circuit Diagram

Automotive Circuit Projects

After 5 seconds, the alarm will start to sound, and unless the lid is shut, it will continue for 1 minute to remind you to close the boot properly. The 1-minute operating period will ensure that the alarm does not sound continuously if you are, for example, transporting bulky items and the boot will not fully close. The circuit consists of a dual CMOS timer type 7556 (the bipolar 556 version is unsuitable for this application).

When power is applied to the circuit (i.e. the boot lid is ajar) tantalum capacitors C1 and C2 will ensure that the outputs of the timers are high. After approximately 5 seconds, when the voltage across C2 rises to 2/3 of the supply voltage, timer IC1b will be triggered and its output will go low thereby causing the alarm to sound.

Meanwhile the voltage across C1 is rising much more slowly and after approximately 1 minute, it will have reached 2/3 of the supply voltage. IC1a will now trigger and this will reset IC1b. The alarm will be turned off. IC1a will remain in this state until the boot lid is either closed or opened wider at which point C1 and C2 will be discharged through R6 and the circuit will be ready to start again. 

To calculate the period of the timers use the formula: t = 1.1RC Please note that the capacitor type used in the circuit should be tantalum or electrolytic with a solid electrolyte. The buzzer must be a type suitable for use at D.C. (i.e. one with a built in driver). 

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Lights On!

This circuit ensures that you will never again forget to switch on the lights of your car. As soon as the engine is running, the dipped beams and the sidelights are automatically switched on. The circuit also causes the dipped beams to be extinguished as soon as the main beams are switched on. As you can see from the schematic diagram, no special components are needed.

When the engine is running, the alternator will generate a voltage of more than 14 V. Diode D1 reduces this voltage by 5.6 V and passes it to the base of T1 via R1. Due to the resulting current, T1 conducts. The amplified current flows via R3, the base of T3 and D3 to ground. This causes T3 to also conduct and energize relay Re1.

Lights On! Circuit Diagram
Electronic Lights Circuit Diagram

If the driver now switches on the main beams, a current flows through D2 and R2 into the base of T2, causing this transistor to conduct. As a result, the voltage on the base of T3 drops, causing T3 to cut off and the relay to drop out.

 When the main beams are switched off, the previous situation is restored, and the relay again engages. The dipped beams and the sidelights are switched by the contacts of relay Re1. Diodes D5 and D6 ensure that the sidelights are illuminated if either the dimmed beams or the main beams are switched on. In practice, this means that the sidelights will be on whenever the engine is running, regardless of whether the main beams are switched on.

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A Simple Fog Lamp Switch

n most countries it is now mandatory or at least recommended to have a rear fog light on a trailer with the additional requirement that, when the trailer is coupled to the car, the rear fog light of the towing car has to be off. The circuit shown here is eminently suitable for this application. The circuit is placed near the rear fog light of the car. The 12-V connection to the lamp has to be interrupted and is instead connected to relay contacts 30 and 87A (K1, K3). When the rear fog light is turned on it will continue to operate normally.

Circuit diagram:

Fog Lamp Switch Circuit Diagram

If a trailer with fog light is now connected to the trailer connector (7- or 13-way, K2), a current will flow through L1. L1 is a coil with about 8 turns, wound around reed contact S1. S1 will close because of the current through L1, which in turn energizes relay Re1 and the rear fog light of the car is switched off. The fog light of the trailer is on, obviously. The size of L1 depends on reed contact S1. The fog lamp is 21 W, so at 12 V there is a current of 1.75 A. L1 is sized for a current between 1.0 and 1.5 A, so that it is certain that the contact closes. The wire size has to be about 0.8 mm. The relay Re1 is an automotive relay that is capable of switching the lamp current. The voltage drop across L1 is negligible.
Author : J. Geene Copyright :Elektor Electronics 2008

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Car Fan Speed Controller Using Timer 555

Using this circuit you can control the speed of 12V DC fans used in cars. The circuit is built around timer 555, which is wired as an astable multivibrator. The output of the multivibrator is fed to IRF 540 MOSFET. The fan is connected between the positive terminal of the battery and drain (D) of MOSFET T1. Capacitor C1 is connected in parallel to the fan to stabilise its speed. Free-wheeling diode D1 protects the motor from back emf. A fuse is included for protection.

Fig. 1: Car Fan Speed Controller Circuit Diagram

Automotive Circuit Diagram

Potmeter VR1 is used to change the duty cycle of the multivibrator and hence the speed of the fan. If you feel that low/high level of the fan speed is not sufficient, increase/decrease the value of C2 (0.47 µF) to reduce/increase the speed of the fan.

 Fig. 2: Pin Configuration of IRF540

Circuit Diagram

Assemble the circuit on a general-purpose PCB and enclose in a suitable cabinet. Fix the potmeter at the front side of the case, so that you can easily change the speed of the fan. Connect the battery to the fan using wires with suitable current-carrying capacities. Use red wire for positive terminal and black wire for negative terminal.

Author :P.V. Vinod Thekkumuri - Copyright: EFY

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3 Volts Car Adapter Based on LT1074CT

This 3 volts Car Adapter circuit is based on a standard LT1074CT switching regulator IC. The schematic shows the LT1074CT used as a positive step-down or ‘buck’ converter. The ‘switcher’ is used to convert a +12-volt car battery voltage down to +3 volts for use with the personal hi-fi’s and handheld games for the author’s two boisterous children on long car journeys. Note at under ten years of age, children will rarely be hi-fi aficionado’s and are generally not concerned with any noise generated by the ‘switcher ‘circuit.

3 volts Car Adapter Circuit Diagram

The circuit is connected to the car +12-V system via the cigarette lighter socket  is advisable to use a fused version of the cigarette lighter plug. The +12-V arrives on the board via screw- terminal block J2. Diode D2 provides a reverse voltage protection, while C3 decouples the input to the switcher IC.

The LT1074CT briskly switches the supply voltage on and off in response to the signal applied to its F/B input, to the extent that the average output voltage is at the required level. The values of potential divider resistors R1-R3 have been chosen to attenuate the output voltage so that there is 2.5 V at the F/B pin. The difference between the attenuated output voltage and the internal 2.5-V reference is used to control the modulation effect of the switcher.

Components R2 and C2 provide frequency stabilisation for the feedback loop. Inductor L1 along with the LT1074CT form the main switching components, while C1 provides decoupling for the output load. The 3-V output voltage is taken from screw terminal J1. With this circuit built, boxed up and installed in your car, you can look forward to possibly your first ‘quiet’ long car journey.

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Simple Servo Driver

When it comes to driving a servo you typically have to send a PWM signal to the servo input. The frequency of this signal is about 50 Hz and the duty cycle is variable. The duty cycle is usually between about 5 and 10%, corresponding with a pulse width of about 1 to 2 ms. The conversion of a resistance value into a PWM signal is fairly straightforward when a variable RC time constant circuit is used. Converting a voltage into a PWM signal is a bit more difficult, but it does offer some useful advantages.

Simple Servo Driver Circuit Diagram

When the position of a servo can be controlled via a voltage, it can be implemented via a potentiometer acting as a voltage divider. However, you could also use the output of a sensor such as a Hall sensor, an LDR or an NTC. That way you could easily create a feed-back loop that takes account of the position, light intensity or the temperature, and use this to control the servo. This can in turn be used to open or close a gas or water valve, for example. The circuit can therefore be said to be reasonably versatile.

There are special purpose PWM modulator ICs available, but it’s just as easy to use a quad op amp such as an LM324. In the circuit op amp C is configured to output a bias signal of half the supply voltage. Op amp D is set up as a square-wave oscillator, with its frequency set to about 50 Hz, which is the frequency required by the servo. The duty cycle is fixed and set to a value slightly higher than the maximum 10%.

This is followed by an integrator that changes the waveform of the pulse into a triangular form. Op amp B is configured as a comparator that compares this triangular wave with the DC voltage Uin. The output of the comparator is a PWM signal that is suitable to drive the servo directly. The frequency is about 50 Hz and the duty cycle can be varied from just under 5% to a good 10% when Uin varies from 0.5 to 4 V. The servo, an RS-2 in our prototype, reacts to this with an angular rotation of about 200 degrees. The transfer function in this case is therefore 200 / (4–0.5) = 57 degrees per volt.

Author: Gert Baars - Copyright: Elektor

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Lights Control for Model Cars

The author gave his partner a radio controlled (RC) model car as a gif t. She found it a lot of fun, but thought that adding realistic lights would be a definite improvement. So the author went back to his shed, plugged in his soldering iron, and set to work equipping the car with realistic indicators, headlights, tail lights and brake lights.

Lights Control for Model Cars Circuit Diagram

The basic idea was to tap into the signal from the radio control receiver and, with a bit of help from a microcontroller, simulate indicators using flashing yellow LEDs and brake lights using red LEDs. Further red LEDs are used for the tail lights, and white LEDs for the headlights. Connectors JP4 and JP5 (channel 0) are wired in parallel, as are JP6 and JP7 (channel 1), allowing the circuit to be inserted into the servo control cables for the steering and drive motor respectively. The ATtiny45 micro-controller takes power from the radio receiver via diode D1. T1 and T2 buffer the servo signals to protect IC1’s inputs from damage. 

IC1 analyses the PWM servo signals and gen-erates suitable outputs to switch the LEDs via the driver transistors. T3 drives the two left indicators (yellow), T4 the two right indica-tors, and T5 the brake LEDs (red). The red tail lights (JP2-8 and JP2-8) and the white head-lights (JP2-9 and JP2-10) are lit continuously. The brake lights are driven with a full 20 mA, so that they are noticeably brighter than the tail lights, which only receive 5 mA. If you wish to combine the functions of tail light and brake light, saving t wo red LEDs, sim-ply connect pin 10 of JP2 to pin 14 and pin 12 to pin 16. Then connect the two combined brake/tail LEDs either at JP2-5 and JP2-6 or at JP2-7 and JP2-8.

JP3 is provided to allow the use of a separate lighting supply. This can either be connected to an additional four-cell battery pack or to the main supply for the drive motor. The val-ues given for resistors R8 to R17 are suitable for use with a 4.8 V supply. JP2 can take the form of a 2x10 header.

As usual the sof t ware is available as a free download from the Elektor web pages accom-panying this article[1], and ready-programmed microcontrollers are also available. The microcontroller must be taught what servo signals correspond to left and right turns, and to full throttle and full braking. First connect the fin-ished circuit to the radio control electronics in the car, making sure everything is switched of f. Fit jumper JP1 to enable configuration mode, switch on the radio control transmit-ter, set all proportional controls to their cen-tre positions, and then switch on the receiver. The indicator LEDs should first flash on both sides. Then the car will indicate left for 3 s: during this time quickly turn the steering on the radio control transmitter fully to the left and the throt tle to full reverse (maximum braking).

Hold the controls in this position until the car starts to indicate right. Then set the controls to their opposite extremes and hold them there until both sides flash again. Now, if the car has an internal combustion engine (and so cannot go in reverse), keep the throttle control on full; if the car has an electric motor, set the throttle to full reverse. Hold this position while both sides are flashing. Configuration is now complete and JP1 can be removed. If you make a mistake during the configuration process, start again from the beginning.

Author: Manfred Stratmann - Copyright : Elektor

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Car & Motorcycle Battery Tester

Going camping nowadays involves taking lots of electronic equipment whether for day to day running or for fun and entertainment. Most of the time a charged lead-acid battery and a power inverter would be used to ensure a smoothly organised holiday where ideally the missus and the children cheerfully use their electric and electronic gear!

With rechargeable lead-acid batteries it’s invariably useful if not essential to determine whether the power source you’re hauling along on your travels is losing capacity and needs to be topped up.  The same circuit would also come in handy when going on a car or motorbike trip as it can check the status of a 12 V (car) or a 6 V (motorcycle) battery.

Car & Motorcycle Battery Tester Circuit Diagram

Car and Motorcycle Battery Tester

Although the circuit draws so little power that it will not notice-ably load the battery under test, it should not be left connected permanently. The circuit employs the familiar LM3914 (IC1) to display the voltage level. The LED readout creates a battery status readout:  when the top LED lights, the battery is fully charged. When the bottom LED lights, the battery needs imminent charging!

Switch S1 selects between 12 V and 6 V operation. A series diode, D1, protects the bargraph driver from reverse supply volt-age. A colour coded display with individual LEDs could be used instead of the common anode bargraph display for better indication of the state of the battery.
Author: Joseph Zamnit - Copyright: Elektor
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Voltage Limiter for Guitar Amplifiers

Guitar amplifiers using output devices such as the TDA7293 (100 W) or LM3886 (68 W) are surprisingly of ten damaged as a result of excessive supply voltage in the quiescent state. The transformers are of ten used so close to their specification that this problem can even be caused by a high mains input voltage. In most countries the domestic AC outlet voltage is permitted to rise as high 10 % above the nominal (published) value. Since replacing the transformer is not an attractive proposition, the author developed a relatively simple electronic solution to the overvoltage problem: a voltage limiter for the symmetric supply to the amplifier.
The circuit is based on the classical voltage regulator arrangement of a Zener diode connected to the base of a pass transistor. However, in this version we replace the conventional bipolar transistor with a power MOSFET.The circuit is symmetrical with respect to the negative and positive supplies, and so we shall only describe the positive half.
Voltage Limiter for Guitar Amplifiers Circuit Diagram
Voltage-Limiter-for-Guitar-Amplifiers-Circuit diagram
The input voltage (at most 50 V) supplies the chain of Zener diodes D1, D2 and D3 via resistor R3. The resistor limits the current through the Zener diodes to about 5 mA. The series connection of Zener diodes has the advantage that their dissipation is divided among them, as well as giving more options for the total voltage drop by judicious selection of individual components. The sum of the diode voltages (39 V with the values given) must be greater than the desired limiting out-put voltage by the gate-source voltage of the MOSFET. C1 smooths the voltage across the Zener diode chain. The circuit therefore not only limits the voltage, but also reduces the ripple (hum component) on the supply. The gate of the HEXFET is driven via R1. In con-junction with C4, this prevents the FET from oscillating.
Without any load the output voltage is rather higher than expected. With a small load, such as that presented by the output stage in its quiescent state, it falls to the desired value. The circuit then does not provide regulation of the output voltage, but rather a stabilisation function.The operation of the negative half of the circuit is identical to that of the positive half apart from the polarity of the voltages, and hence a P-channel MOSFE T must be used there.
It is worth noting that there is a relatively large degree of variation (up to a few volts) in the gate-source voltage of the HE XFETs used. This can be compensated for by selecting the Zener diodes in the chain and the cur-rent through them, but for most applications the exact voltage at which limiting begins to occur will not be critical.
The HEXFETs must be provided with adequate cooling. If possible, they can be attached to the heatsink already present in the amplifier; other wise, a separate heatsink will be required. A thermal rating of 2.5 K/W will be suitable.
Author :Alfred Rosenkränze - Copyright: Elektor
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Electronic Car Horn

An LM556 dual oscillator/timer, U1, configured as a two-tone oscillator drives U2, a dual 4-watt amplifier. One of the oscillators, pins 1 to 6, contained in U1 produces the upper frequency signal of about 200 Hz, while the second oscillator, pins 8 to 13, provides the lower frequency signal of about 140Hz.

Electronic Car Horn Circuit Diagram

Increase or decrease the frequencies by changing the values of C2 and C3. U1's outputs, pins 9 and 5, are connected to separate potentiometers to provide control over volume and balance. Each half of U2 produces 4W of audio that is delivered to two 8 ohms loudspeakers via capacitors C7 and C8.
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Automatic Wiper Control

A continuously working wiper is a big problem when it is raining slightly.The wiper control given here makes the wiper to sweep at rates from 1S to 10 S.

The circuit is build around an astable multivibrator using NE 555.Here the output at pin 3 remains high for a time period set by R2 ,and low for a time period set by R3.The low output pulse drives the transistor pair to drive the wiper motor to make one sweeping cycle and waits for next low pulse to arrive for next sweep.The high going pulse at pin 3 determines how many time should wiper should sweep in a given period of time.

Automatic Wiper Control Circuit Diagram:



  • Connect the circuit to 12V line from Vehicle and connect the wiper motor and wiper switch as shown in figure.
  • For setting the device first find out how much time it is required for the wiper to complete one sweep cycle.Now adjust
  • R3 such that wiper makes correct one sweep cycle.Fix R2 some where on the dash board.And now the system is ready to use.
  • You can adjust the sweep rate of the wiper using R2 according to the intensity of rain.

Source : Circuits today

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Low Cost Garage Stop Light

A novel use of solar cells makes positioning your car in the garage rather easier than old tyres, a mirror, or a chalk mark.The six solar cells in figure 1 serve as power supply and as proximity sensor. They are commercially available at relative low cost. The voltage developed across potentiometer Pi is mainly dependent on the intensity of the light falling onto the cells. The circuit is only actuated when the main beam of one of the car's headlights shines direct onto the cells from a distance of about 200 mm (8 inches). The distance can be varied somewhat with P,
Low Cost Garage Stop Light Circuit Diagram :
Low Cost Garage Stop Light-Circuit Diagram
Under those conditions, the voltage developed across C1 is about 3 V, which is sufficient to trigger relaxation oscillator Ni. The BC547B is then switched on via buffer N2 so that D3 begins to lfash. Diodes Di and D2 provide an additional in-crease in the threshold of the circuit. The total voltage drop of 1.2 V across them ensures that the potential at pin I of the 4093 is always 1.2 V below the voltage developed by the solar cells. As the trip level of Ni lies at about 50 per cent of the supply voltage, the oscillator will only start when the supply voltage is higher than 2.4 V.
The circuit, including the solar cells, is best constructed on a small veroboard as shown in figure 3, and then fitted in a translucent or transparent manmade fibre case. The case is fitted onto the garage wall in a position where one of the car's headlights shines direct onto it. The LED is fitted onto the same wall, but a little higher so that it is in easy view of the driver of the car. When you drive into the garage, you must, of course, remember to switch on the main beam of your headlights!
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Car Alarm Sound Booster

For car alarms, emphasis should be put on hearing the audible alert and identifying it as belonging to your ‘wheels’. Unfortunately, modern car alarm systems seem to have more or less the same alarm sound especially if they are from the same brand. Also, to comply with legal noise restrictions, the alarm sound is not always loud enough to be heard if the car is parked down the road.

The circuit shown here is designed to help boost the alarm sound by also activating the car’s horn(s) when the alarm goes off.Internally the car alarm system often provides a signal that activates the (optional) engine immobilizer and/or volume (ultrasound) sensors. This signal usually goes Low upon system triggering and high again when the alarm system is deactivated.

Car Alarm Sound Booster Circuit Diagram :

Car Alarm Sound Booster-Circuit Diagram

The alarm activation signal is fed to the circuit through D1. When in idle state, T1’s gate is High and consequently the FET conducts, keeping power FET T2 firmly switched of f. When the system gets an active low signal, T1 switches of f allowing timing capacitor C2 to charge via R2. About 15 seconds later, when the voltage across C2 is high enough, T2 starts to conduct and relay RE1 is energized. This, in turn, provides the required path for the ‘lights flashing’ signal to energize RE2 and feed battery power to the car’s horn(s).

When the alarm system is turned off the activation signal returns to High. T1 starts to con-duct and rapidly discharges C2 via R3. T2 is then cut off and RE1 is de-energized. Diode D2 suppresses back EMF from RE1.The circuit draws less than 2 mA when idling. When activated the circuit’s current consumption is virtually that of the RE1 coil.RE1 is any simple SPST or SPDT relay, capable of switching about 0.5 A (at 12 V). The coil rating is for 12 VDC and a current requirement as low as you can find. Fuse F1 should be a slow blow type and rated about twice RE1’s coil current.

The BS170 in position T2 can sink a continuous current of about 0.5 A. However, a value of 1.2 A pulsed is specified by Fairchild for their devices. To keep the FET’s d-s current due to C2 discharging within safe limits, R2 may be increased, C2 decreased and R3 increased, all proportionally. A factor of 2 will keep the FET out of harm’s way with maybe a slight change in the 15-second delay and the sensitivity of the circuit.C1 is used as a smoothing capacitor and F2 should be rated in accordance with the horn(s) maximum current draw.

Caution.The installation and use of this circuit may be subject to legal restrictions in your country, state or area.

Author : Hagay Ben-Elie - Copyright : Elektor

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Automotive Ignition Coil Buzz Box


Automotive Ignition Coil Buzz Box Circuit Diagram :

Ignition-Coil-Buzz-Box-Circuit diagram


This picture is a circuit for a buzz coil using a standard car battery to create. Dual timer IC 556 is used to set the frequency and the duty cycle of the coil current to be determined. One of the timer is used as an oscillator for generating the rectangular waveform 200 Hz to control (IRF740 MOSFET), while the second timer is stopped and the oscillator switching points are opened and closed (closed = a). The result is a steady stream of sparks of the ignition coil a distance of about 5 milliseconds, while the switching points are closed. Operation: Pin 8 and 12 the trigger inputs, and a timer which are driven by the points and an inverted signal of the clock output (pin 9) to produce.

When the pin 9 is grounded points high, and vice versa. The signal on pin 9 controls the reset line (pin 4) of the second timer and keeps the output at pin 5 is low, while pin 4 and pin 8 is low and 12 high (still open). The 15K and 47K resistors and capacitors are 0.33uF synchronization components that the frequency and duty cycle of the second clock, which is about 4 milliseconds to 2 milliseconds apart to secure positive and negative. During the time interval is positive, the doors are always high MOSFET causing the coil to the current height of about 4 amps.

This equates to approximately 80 milli joules of energy in the coil is released in the spark plug when the clock output (pin 5) moves on the ground, turn off the MOSFET. A zener diode 12 volts is placed on the node 10 and 27 ohms for the MOSFET gate input is above or below 12 volts -0.7 volts. A Zener diode 200 volts / 5 W used for the drain voltage of the MOSFET 200 and limit the useful life of the spark to expand. The circuit must operate reliably with a jumper, but the circuit operation with no load applied (the son of candle down, etc.) may cause a malfunction, because most of the energy absorbed by the Zener. You can also use a transient voltage suppressor (TVS) as 1.5KE300A 1.5KE200A or instead of the zener. This is probably a good hand, but difficult to obtain.

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