I am left somewhat confused. On your schematics the split charger lower red output goes to the starter battery and in parallel via dc-dc charger to the LFP batteries. Just as you explain it should be. But the upper red output from the split charger connects directly to the LFP. Wouldn’t that cause potential overheating of the generator when this connection is activated? Furthermore, isn’t there a risk of damaging the alternator when the bms cuts further charging?
Thomas. Yes that's one alternative that we talk about in the video. We do not recommend it but people are doing this.It would probably invalidate any warranty on the LiFePO4 batteries. If the BMS fails the load is still on the alternator from the other batteries being fed before the split diode. Some folks are putting a switch in this line or one of those alternator protectors. It can be done but we don't think it's a good idea, but have to discuss and show it. Perhaps we should have made it clearer somehow by naming this as a direct link? It is difficult to do one schematic that covers all scenarios. Thanks for watching and a good comment. Sail Safe mate. Ant & Cid
I am really happy with your video. But, still not sure I understand your schematic correctly. Have you drawn two different ways of connecting the alternator to the LFP in the same schematic? 1. Using the dc-dc charger in parallel with the starter battery. Suitable for a system without external alternator regulator. (Direct line not being used) 2. A direct line from split charger to the LFP. Including the external alternator regulator to eliminate the risk of overheating the alternator. (Parallel dc-dc charger not being used) In the meaning use either 1 or 2? Sorry to bother you. But, as you have been very clear in the video I would really appreciate to understand the final bit 🙏
@@thomasaaboejensen1778 Yes we have used the same schematic to display both type of charging. Either using the DC B2B charger or the direct line (which we do recommend but is apparently used by some folks). Basically we recommend the that the alternator is protected from overheating by the B2B or by a WS500. The split charge system only protects against alternator damage should the BMS fail. It does not protect against the overheating of the alternator were the current draw is greater than the cooling can cope with. Both the B2B and the WS500 will do this (the B2B by having a lower output limit) and protect against BMS failure if you are not using a split charge system such as, a a bat 1-2-both switch. However, the B2B system generates a lot of heat even at just 30 Amps per unit. The WS500 prevents this overheating at slow engine RPM and large current draw by limiting the field current voltage and thus the output as the heat increases via a heat sensor. The B2B will just act as a battery in parallel. Direct wiring will do neither unless you have a smart alternator with a built in heat sensor. Hope this helps. Regards Ant.
Hi Ant. Thank you for your in depth answer. Now I feel confident in the various solutions and the related pros and cons to each of them . My next step will be to choose the one for my upgrade to LFP 😊 I wish you a happy new year 🎉
No problem mate, glad to help. This is exactly why we make these videos. To help others out. God knows there is no money in making our type of videos!! LOL Sail Safe mate. Ant & Cid @@thomasaaboejensen1778
Let’s say I wanted to turn my 06 trailblazer into a series hybrid similar to a FiskerEV. Basically add a generator to my gas engine so I can charge 6 batteries in parallel. Have that run a EV motor that moves my rear axle. What’s your opinion.
Logically explained.
Thank you. Merry Christmas to you and a Happy New Year .
Hope you have a great Christmas and a happy new year …
Great videos ….. looking at Karpaz Gate for next winter ….
Thanks, you too! Sail Safe Guys, Ant & Cid.
I am left somewhat confused. On your schematics the split charger lower red output goes to the starter battery and in parallel via dc-dc charger to the LFP batteries. Just as you explain it should be. But the upper red output from the split charger connects directly to the LFP. Wouldn’t that cause potential overheating of the generator when this connection is activated? Furthermore, isn’t there a risk of damaging the alternator when the bms cuts further charging?
Thomas. Yes that's one alternative that we talk about in the video. We do not recommend it but people are doing this.It would probably invalidate any warranty on the LiFePO4 batteries. If the BMS fails the load is still on the alternator from the other batteries being fed before the split diode. Some folks are putting a switch in this line or one of those alternator protectors. It can be done but we don't think it's a good idea, but have to discuss and show it. Perhaps we should have made it clearer somehow by naming this as a direct link? It is difficult to do one schematic that covers all scenarios. Thanks for watching and a good comment. Sail Safe mate. Ant & Cid
I am really happy with your video. But, still not sure I understand your schematic correctly.
Have you drawn two different ways of connecting the alternator to the LFP in the same schematic?
1. Using the dc-dc charger in parallel with the starter battery. Suitable for a system without external alternator regulator. (Direct line not being used)
2. A direct line from split charger to the LFP. Including the external alternator regulator to eliminate the risk of overheating the alternator.
(Parallel dc-dc charger not being used)
In the meaning use either 1 or 2?
Sorry to bother you. But, as you have been very clear in the video I would really appreciate to understand the final bit 🙏
@@thomasaaboejensen1778 Yes we have used the same schematic to display both type of charging. Either using the DC B2B charger or the direct line (which we do recommend but is apparently used by some folks). Basically we recommend the that the alternator is protected from overheating by the B2B or by a WS500. The split charge system only protects against alternator damage should the BMS fail. It does not protect against the overheating of the alternator were the current draw is greater than the cooling can cope with. Both the B2B and the WS500 will do this (the B2B by having a lower output limit) and protect against BMS failure if you are not using a split charge system such as, a a bat 1-2-both switch. However, the B2B system generates a lot of heat even at just 30 Amps per unit. The WS500 prevents this overheating at slow engine RPM and large current draw by limiting the field current voltage and thus the output as the heat increases via a heat sensor. The B2B will just act as a battery in parallel. Direct wiring will do neither unless you have a smart alternator with a built in heat sensor. Hope this helps. Regards Ant.
Hi Ant. Thank you for your in depth answer. Now I feel confident in the various solutions and the related pros and cons to each of them . My next step will be to choose the one for my upgrade to LFP 😊
I wish you a happy new year 🎉
No problem mate, glad to help. This is exactly why we make these videos. To help others out. God knows there is no money in making our type of videos!! LOL Sail Safe mate. Ant & Cid @@thomasaaboejensen1778
Let’s say I wanted to turn my 06 trailblazer into a series hybrid similar to a FiskerEV. Basically add a generator to my gas engine so I can charge 6 batteries in parallel. Have that run a EV motor that moves my rear axle. What’s your opinion.
Whats a Trailblazer? 🤣
@@SVImpavidus haha it’s an old GM SUV.