About sailboat-regulatorAll About the Sailboat-Regulator The regulator is the key to all alternator charging systems. The function of the regulator is to control the output of the alternator and to prevent the output from rising above a nominal set level, typically 14 volts. Higher voltages would damage the battery, alternator, and equipment. An alternator produces electricity by the rotation of a coil through a magnetic field. Its output is controlled by varying the level of the field current. This is achieved by applying the field current through one brush and slip ring to the rotor winding, and completing the circuit back through the other slip ring and brush. Essentially, the regulator is a closed loop controller, constantly monitoring the alternator output voltage and varying the field current in response to output variations. A regulator does not control the charging process significantly until the battery's charge level reaches approximately 50%. When the voltage of the battery rises to this threshold, the regulator starts limiting the voltage level. The charge current levels off as the voltage level rises; this is called the regulation zone. The traditional automotive alternator is fitted with a regulator designed for automotive service. This requires the replacement of a relatively small amount of discharged power within a short time. The alternator then supplies the vehicle's electrical power as the engine runs. This arrangement is totally inadequate for marine applications.
To recharge a battery properly on a boat, the charging system must overcome the battery's counter voltage, which increases as charging levels increase. The typical scenario is one of a high charge at initial start-up and then a rapidly decreasing current reading on the ammeter. As a result, few yacht batteries are ever charged much above 70% of capacity. One of the many undesirable effects of standard regulators is that when a load is operating on the electrical system, charging current also decreases. As an example, I tested an alternator with a total output of 30 amps at 14 volts aboard a vessel with an electrical load of 24 amps. I found that only 6 amps was flowing into the battery with a terminal voltage of only 13.2 volts. The more load you apply on the system during charging, the less goes to charging the battery. It is better to have as much load switched off as possible. all you need to know about sailboat-regulator. In my experience, cycle regulators are the most efficient for fast charging. The TWC Regulator from Megalans in Sweden pioneered the "smart" or "intelligent" cycle regulator concept back in 1985. I have installed many hundreds successfully in yachts ranging from BOC entrants to cruising and racing boats of all sizes. A recent UK magazine survey of ocean-cruising yachts showed more than 40% of vessels now have such intelligent regulators. This regulator was developed to overcome certain deficiencies in the TWC regulator. It utilizes similar principles to the TWC regulator, but has a number of different features. A cycle program is also the basis of the charging system. The regulator is designed for parallel connection to the existing regulator, giving some redundancy should failure occur. all you need to know about sailboat-regulator. Smart Regulator (Ample Power Co. Seattle. The Ample Power Smart regulator uses a cycle-type program that is microprocessor controlled. It has no operator adjustable functions with respect to the charging cycle, and operates based on 12 programmed charging cycles. Battery temperature compensation is incorporated. The Smart regulator is for use with P-type alternators only Three-Step Deep Cycle Regulator. (Ample Power, Seattle) The Three-Step device uses a step-type program that is fully automatic and operates based on the charging cycles of absorption and float The unit consists of a timer circuit rather than an intelligent program chip, and has simple battery and ignition inputs Next Step Regulator. (Ample Power, Seattle) The Next Step device is an improved version of the Three-Step unit. The unit is microprocessor-controlled and also incorporates temperature compensation. Due to its requirement for full alternator output (Step 1), many alternators may not be able to cope, and may fail. This is generally due to windings overheating and diode failure
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