Inverter AGM questions
I have been thinking about installing a inverter in my truck, either a 2000-3000 watt. I would use it to run small power tools, air compressor, an electric blanket when on the ferry system as you can'...
Forum Discussion
Dual channel charges engine battery through a diode. Are they idiots? This is the EXACT battery isolator issue that has plagued the industry for fifty years. Motorola found out the hard way forty years ago the effect of series silicon rectifiers when they tried to be smartassed as used it to power the voltage regulator on 8CR 40 amp alternators.
A well designed charge division management system would have the primary channel divert through a SILICON CARBIDE (METAL OXIDE) FIELD EFFECT TRANSISTOR with vf rated in millivolts. An emergency circuit would over-ride the MOSFET circuit and channel engine and chassis voltage direct to the engine starting battery if the MOSFET circuit faulted.
Charging systems that direct 14.4 volts to an AGM battery for mere hours a day will assist that AGM to live longer. A yacht can motor 24 hours a day for weeks -- a slight difference. A hot seat coast to coast semi can travel for MONTHS with six hour stops to change oil. The sleeper on those rigs hold a trade off driver.
Charge management has it's proper place and management of a intermittent 14.4 volt regulated power supply makes about as much sense as swallowing penicillin to prevent chapped lips. 14.4 volts IS the magic number in final charging of an AGM battery. ONLY calcium excess acid fat mat telecommunication batteries could use theoretical charge division management.
Here is a scenario where 14.4 volts would not be the best option
A quick starting vehicle that operates in 100-120 degree 5 hour daily commutes that endures zero cycling. Yet there are tens of thousands of vehicle batteries that successfully do just that. The southern USA, the mideast, africa, india, southeast asia.
Adding in inappropriate charging gizmo where it is not needed and is contraindicated is a fine way to buy into a bundle of problems.
Sorry to be so blunt but this is not a gray area. :)
A well designed charge division management system would have the primary channel divert through a SILICON CARBIDE (METAL OXIDE) FIELD EFFECT TRANSISTOR with vf rated in millivolts. An emergency circuit would over-ride the MOSFET circuit and channel engine and chassis voltage direct to the engine starting battery if the MOSFET circuit faulted.
Charging systems that direct 14.4 volts to an AGM battery for mere hours a day will assist that AGM to live longer. A yacht can motor 24 hours a day for weeks -- a slight difference. A hot seat coast to coast semi can travel for MONTHS with six hour stops to change oil. The sleeper on those rigs hold a trade off driver.
Charge management has it's proper place and management of a intermittent 14.4 volt regulated power supply makes about as much sense as swallowing penicillin to prevent chapped lips. 14.4 volts IS the magic number in final charging of an AGM battery. ONLY calcium excess acid fat mat telecommunication batteries could use theoretical charge division management.
Here is a scenario where 14.4 volts would not be the best option
A quick starting vehicle that operates in 100-120 degree 5 hour daily commutes that endures zero cycling. Yet there are tens of thousands of vehicle batteries that successfully do just that. The southern USA, the mideast, africa, india, southeast asia.
Adding in inappropriate charging gizmo where it is not needed and is contraindicated is a fine way to buy into a bundle of problems.
Sorry to be so blunt but this is not a gray area. :)
