Ideally your BMS should function a cost management circuit. The OPE-Li3 batteries function what Lithionics calls the FCC or . This circuit disables the cost sources well before the battery is actually disconnected. The nicely earlier than part right here is important as the massive magnetic field must be de-powered earlier than the load is disconnected. For a Balmar regulator this shutdown must be the Red wire in the regulator harness.

This transient can not only blow the rectifier within the alternator however can also destroy costly navigation equipment. It is not only adequate to program the regulator and walk away.

Every alternator will respond differently to the sphere wire from the regulator. Proper set up will lead to a protracted alternator life and an alternator that can survive the abuse an LFP financial institution throws at it. In order for the v-sense “circuit” to work accurately, and precisely, you should wire the Balmar regulator unfavorable lead on to the adverse post of the battery bank which you might be measuring.

Shutting down the brown or ignition wire isn't fast sufficient to guard the alternator from a BMS load dump. One of the most important obstacles of LFP is defending cost sources such as alternators and inverter/chargers from a BMS disconnect.

This is all well and good with lead acid but not for 3-four hours plus at full bore with LFP. The identical goes for big banks of AGM or GEL with a small alternator. When space permits a big frame extreme responsibility alternator is at all times higher suited to charging LFP banks. These alternators are purposely designed from the ground up for driving large hundreds for long intervals of time. Small case alternators require more present limiting or exterior rectification, to outlive LFP banks than do large body alternators.

Regulator B- is the other half of the voltage sense “circuit“. I am ignoring common knowledge that a single half″ belt can drive 100A and a three/eight″ belt can drive 80A.

If the charge supply is pumping out amperage, and the BMS decides to disconnect, the outcome could be deadly to your alternator. On many boats the DC bus can be related to the cost bus and this implies the voltage transient that is brought on by the BMS/LFP battery disconnecting, causes a massive voltage transient.