Max Charging Amps with Honda 3000i Gen
I have reported in the past that I can get about 156 amps to the battery bank using the Honda 3000 where one 100a PF-corrected PowerMax is in parallel with a non-PF corrected 55a PowerMax (both adjust...
Forum Discussion
Iff'n someone would loan me their Dirty Harry, Hawg Leg, I'll run down to the lithium store, right this minute...
Don,
The best way to explain charge acceptance at maximum acceptance potential is with physics. With batteries it is temperature or to be exact Delta T differential.
The hard part is that the Delta T is not linear. Excess energy has to be shown as thermal dissipation. And battery cases are radiators. The greater the Delta T due to lower ambient temperature (Factor 1)) The less (Factor 3) Excess amperage will be described as Delta T temperature rise, (Factor 2) the temperature of the battery internals.
As far as manufacturer "limits" are concerned. remember the golden rule that no matter what, engineering has to supply a value that makes the battery "look as good as possible" for cycle life charts. Despite hours needed to recharge, cost of fuel, yadda - yadda. Who cares if the customer uses a thousand dollars in fuel to save a hundred dollars by extending battery life - that's not our problem. "Chant after me. Cycle Life Cycle Life Cycle Life..."
Why not do the following...
Record start stop ambient temperature...
For precision, measure all positive and all negative battery posts.
Start the charge cycle, but add six amperes to the max charge permitted.
Record all terminal temperature readings hourly.
This will tell you where your are *really* at.
For your comfort, starting at your normal percentile of charge remaining the "test" has no way on earth any possibility of harming your batteries. I would fall over backward if it reduced your personal bank's cycle life by a single cycle.
Don,
The best way to explain charge acceptance at maximum acceptance potential is with physics. With batteries it is temperature or to be exact Delta T differential.
The hard part is that the Delta T is not linear. Excess energy has to be shown as thermal dissipation. And battery cases are radiators. The greater the Delta T due to lower ambient temperature (Factor 1)) The less (Factor 3) Excess amperage will be described as Delta T temperature rise, (Factor 2) the temperature of the battery internals.
As far as manufacturer "limits" are concerned. remember the golden rule that no matter what, engineering has to supply a value that makes the battery "look as good as possible" for cycle life charts. Despite hours needed to recharge, cost of fuel, yadda - yadda. Who cares if the customer uses a thousand dollars in fuel to save a hundred dollars by extending battery life - that's not our problem. "Chant after me. Cycle Life Cycle Life Cycle Life..."
Why not do the following...
Record start stop ambient temperature...
For precision, measure all positive and all negative battery posts.
Start the charge cycle, but add six amperes to the max charge permitted.
Record all terminal temperature readings hourly.
This will tell you where your are *really* at.
For your comfort, starting at your normal percentile of charge remaining the "test" has no way on earth any possibility of harming your batteries. I would fall over backward if it reduced your personal bank's cycle life by a single cycle.
