Choke

Although we might have an idea of what the choke is, often we don't really know how it really functions or what its exact purpose is. Since the functioning of your car's engine might depend on it, it is a great idea to have a precise idea of what the choke is and how it functions.

One first and brief definition of the choke tells that it is a valve which has the aim to control the carburetor air flow of a gasoline car's engine. This way, through the choke we manage and reduce the air supply of the car's engine and therefore have control over it. This is very important due to the relationship between the engine’s air amount and the fuel which can enter it.

Through the restriction of air, the choke allows fuel to go into the engine, allowing it this way to start. This is what we do when we are starting our car and it is cold, the choke allows a great amount of fuel to go into the engine by reducing the air, and this is how cold engines can start without difficulties.

The choke functions by controlling the air at the mouth of the carburetor. The carburetor's mouth is where this valve is and where it controls the air amount of the engine. Due to its function, the choke is indispensable for gasoline engine's

to start functioning.

The choke is considered part of the motor transmission system. It works in direct connection with the engine and the carburetor, and their correct functioning depends in its work. It has such a great importance that you might not be able to start the car if it isn’t working properly or it is broken any way.

There are electric chokes as well as the regular chokes. The difference between a choke and an electric choke is that the choke functions through a tube while the electric one uses electricity. But, no matter what the choke's kind is, they all have the same aim in common and they all allow a cold engine to start.

There is no relationship between the actual temperature of the engine and the operation of an electric choke. The choke operates as a function of the time that current has been passing through the internal element. This means that you want to connect the lead to a wire that is energized only when the car is running. In a rough

sense, this means a wire that is connected to the IGN terminal of the ignition switch. Note that this isn't completely correct; if your car is stalled, the choke will continue to open because the IGN terminal is still energized even when the car is not actually running. As a practical matter, however, I think it's a moot point.

You should also note that an electric choke is nominally calibrated to be used with a 12V system. This would imply that you shouldn't tap your coil wire, as it's only ~9V when the car is running. That would be unfortunate, as it allows a neat, out-of-the-way tap. However, there are two possible exceptions to this:

• If you have bypassed the resistance wire to your coil . that you always have 12 V at the coil.
• If the choke has enough adjustment in it to compensate for the slower operation at 9V.

In addition to tapping the coil wire, there are several other options for providing power to the choke:

• You can tap the yellow wire to the transmission shift switch.
• You can also tap the blue (stator) wire from the alternator harness. This wire is energized only when the car is running. Given the routing of the alternator harness and the size of the Riviera air cleaner, you can make this tap very neatly as well. I don't believe that this will have any detrimental effect on the operation of your voltage regulator. The stator wire doesn't do anything except energize the field relay in the regulator. These relays typically don't require much current, so I'm guessing that you *should* be able to safely tap the stator wire. If I'm wrong, it will obvious, as the field relay won't close, which means the alternator light will stay on while the engine's running.
• You can run a wire from terminal 4 (brown wire) of the regulator. Although this is the most direct connection to the IGN terminal, you'll have to route the wire clear around the engine compartment. Cosmetically, it's the least desirable option.

If you want to dispense with all of this confusion about which wire to tap, try this*:

• Buy a combination oil pressure sensor/switch from your local GM dealer .
• Buy a 1/4" FPT-18 MPT adapter so that it will install in the engine block .
• Replace the original oil pressure sensor switch with the new switch.
• Connect the original oil pressure lead to the silver terminal on the new switch.
• Tap the power lead to the blower relay (red wire that runs from the power junction on the inner fender) and run the lead to one of the gold terminals on the switch.
• Run a lead from the other gold lead on the switch to the choke unit.
• If you want to fuse this circuit (always a good idea), the electric choke that I used has a resistance of 12 ohms. A quick application of Ohm's law gives a nominal operating current of 1 amp; a 2-amp fuse should do nicely.

Electronic Choke

This is an electronic choke for a Conventional Fluorescent Lamp. This was an application note of MJE13005 a High Voltage Switching NPN Power Transistor. I Might have modified it. This was very popular in the early days, The Coil Winding and Ferrite is very Critical design.

The diodes, npn transistor and caps are high voltage 350V-1KV, The tubelight is 40W-60W 5 feet long. This circuit replaced the choke and starter in an existing frame.

A choke is an inductor designed to have a high reactance to a particular frequency when used in a signal-carrying circuit.

Choke coils are inductances that isolate AC frequency currents from certain areas of a radio circuit. Chokes depend upon the property of self-inductance for their operation. They are used to block alternating current while passing direct current (contrast with capacitor). Common-mode choke coils are useful in a wide range of prevention of electromagnetic interference (EMI) and radio frequency interference (RFI) from power supply lines and for prevention of malfunctioning of electronic equipment.

Chokes used in radio circuits are divided into two classes – those designed to be used with audio frequencies, and the others to be used with radio frequencies. Audio frequency coils, usually called A.F. chokes, can have ferromagnetic iron cores to increase their inductance. Chokes for higher frequencies (ferrite chokes or choke baluns) have ferrite cores. Chokes for even higher frequencies have air cores. Radio frequency coils, (R.F. chokes), usually don't have iron cores. In high power service so much heat would be produced in making and destroying the field in the core that the coil would burn up.

Solid-state chokes (SSC) can manage higher currents than traditional chokes. It reduces the high frequency buzzing noise when running under high electrical currents.