Redarc DC-DC Battery Charger
I’m in the process of installing a Redarc BCDC1225D battery charger in my truck camper. I got it installed enough yesterday to give it an initial test, and was pleased to see that with the truck idlin...
Forum Discussion
ord, Shivvy, Dodge, ToyboyOtta?
A correctly designed "Voltage Corrector" would sense alpha voltage to the primary battery and protect the primary battery at all costs. Tresh holds would preclude the corrector from energizing if alpha voltage does not reach minimum threshold. I would agree with 13.8 volts, BUT adjusted and compensated for temperature. If the thresh hold faulted the device would automatically disconnect from the beta load (beta being the house). The alpha load must be the priority load -- now and forever.
Once the ordinal syncs the device can proceed. It has to have it's own temperature compensated voltage reaction curve for the beta load. If triggering the alpha disconnect by fault occurs then the amperage delivery to the beta load must be throttled. This can be accomplished by reducing permitted voltage which in turn automatically limits amperage. The voltage correction unit must be self-protecting to eliminate the possibility of it passing current to excessively low resistance.
11.9 volts? For what? No lead acid battery endures 11.9 volts unless it is limited duration. By proxy signal the corrective device SHOULD isolate itself totally and automatically from the engine starting sequence.
Newer charging systems are so idiotic that they are difficult to conceive the operational parameters. Temperature compensation is excellent IF IF IF the thermistor is integral with the battery.
Field reports the "C" terminal on newer charging systems measures the rotor amperage. It then is compared to alpha voltage PLUS a pre-defined curve within the ECU that is supposed to "tell" the ECU if a fault exists where system voltage is not rising fast enough to corroborate and jibe with a battery that is not re-charging "fast enough". Fun, huh? A near full-fielded alternator in conjunction with slow or no rise voltage will trigger an error code within the ECU. Such a condition exists when a rectifier or stator faults severely inhibiting alternator potential. It does have it's uses -- such as an ultra powerful hairpin alternator needing exceedingly high field current but still meeting the demand of a new truck system load (maintaining the voltage). A stator or rectifier may be shorted and will cause further component or system damage (AC ripple running wild in the same circuit branch as the ECU).
But like all wide eyed younger engineers they do not know when to stop. Like computer programs that contain 99.5% of their bulk with krap nobody uses, newer ECU and chassis control units force the alternator into no charge situations where the desired .0000000000000029% fuel economy increase is met (yes my fictional number is as absurd as their engineering comprehensibility).
Double check the vendor's sanity.
If for ANY reason your new gizmo compromises the safety and security of the alpha battery by sucking on it and reducing voltage to less than 12.7 volts, I would express ship it as a return with prejudice and demand a full refund.
You need to spend time with it with twin voltmeters. I would install digital dashboard gauges. Until proven otherwise I do not trust alternative battery charging management.
I doubt this system is fraudulent. But I do not doubt that it has quirks that need to be learned -- your choice.
A correctly designed "Voltage Corrector" would sense alpha voltage to the primary battery and protect the primary battery at all costs. Tresh holds would preclude the corrector from energizing if alpha voltage does not reach minimum threshold. I would agree with 13.8 volts, BUT adjusted and compensated for temperature. If the thresh hold faulted the device would automatically disconnect from the beta load (beta being the house). The alpha load must be the priority load -- now and forever.
Once the ordinal syncs the device can proceed. It has to have it's own temperature compensated voltage reaction curve for the beta load. If triggering the alpha disconnect by fault occurs then the amperage delivery to the beta load must be throttled. This can be accomplished by reducing permitted voltage which in turn automatically limits amperage. The voltage correction unit must be self-protecting to eliminate the possibility of it passing current to excessively low resistance.
11.9 volts? For what? No lead acid battery endures 11.9 volts unless it is limited duration. By proxy signal the corrective device SHOULD isolate itself totally and automatically from the engine starting sequence.
Newer charging systems are so idiotic that they are difficult to conceive the operational parameters. Temperature compensation is excellent IF IF IF the thermistor is integral with the battery.
Field reports the "C" terminal on newer charging systems measures the rotor amperage. It then is compared to alpha voltage PLUS a pre-defined curve within the ECU that is supposed to "tell" the ECU if a fault exists where system voltage is not rising fast enough to corroborate and jibe with a battery that is not re-charging "fast enough". Fun, huh? A near full-fielded alternator in conjunction with slow or no rise voltage will trigger an error code within the ECU. Such a condition exists when a rectifier or stator faults severely inhibiting alternator potential. It does have it's uses -- such as an ultra powerful hairpin alternator needing exceedingly high field current but still meeting the demand of a new truck system load (maintaining the voltage). A stator or rectifier may be shorted and will cause further component or system damage (AC ripple running wild in the same circuit branch as the ECU).
But like all wide eyed younger engineers they do not know when to stop. Like computer programs that contain 99.5% of their bulk with krap nobody uses, newer ECU and chassis control units force the alternator into no charge situations where the desired .0000000000000029% fuel economy increase is met (yes my fictional number is as absurd as their engineering comprehensibility).
Double check the vendor's sanity.
If for ANY reason your new gizmo compromises the safety and security of the alpha battery by sucking on it and reducing voltage to less than 12.7 volts, I would express ship it as a return with prejudice and demand a full refund.
You need to spend time with it with twin voltmeters. I would install digital dashboard gauges. Until proven otherwise I do not trust alternative battery charging management.
I doubt this system is fraudulent. But I do not doubt that it has quirks that need to be learned -- your choice.
