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electrical:12v:directcharginglfp [2023/12/15 11:29] frater_secessus [BMS disconnect will damage the alternator] |
electrical:12v:directcharginglfp [2024/06/10 16:37] (current) frater_secessus [reasons NOT to attempt direct charging] |
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====== Direct charging LiFePO4 banks ====== | ====== Direct charging LiFePO4 banks ====== | ||
- | There is an [[electrical: | + | There is an [[electrical: |
This article will focus on current demand by LiFePO4 house banks. | This article will focus on current demand by LiFePO4 house banks. | ||
+ | |||
+ | ===== contraindications ===== | ||
+ | |||
+ | Direct charging is not a good fit for all scenarios. | ||
+ | |||
===== the formula in 60 seconds ===== | ===== the formula in 60 seconds ===== | ||
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There is an outlier that pulls 0.67C at ~10% state of charge.((spreadsheet says 25%, but a later post clarified it was in the bottom knee)) | There is an outlier that pulls 0.67C at ~10% state of charge.((spreadsheet says 25%, but a later post clarified it was in the bottom knee)) | ||
- | === why does acceptance | + | === why does C appear to decrease as bank size increases? === |
+ | |||
+ | Current acceptance does increase with larger bank capacities but this increase can be surprisingly small: | ||
>> IF you have other things in the network with a much higher resistance than the batteries (such as using the frame as a ground return path), changing the resistance of the battery bank [ie, increasing capacity] can have only a small effect. --MechEngrSGH((https:// | >> IF you have other things in the network with a much higher resistance than the batteries (such as using the frame as a ground return path), changing the resistance of the battery bank [ie, increasing capacity] can have only a small effect. --MechEngrSGH((https:// | ||
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- | Let's assume battery resting voltage is 13.0 and alternator voltage is 14.0 and circuit resistance is 20mR. | + | Let's assume battery resting voltage is 13.0 and alternator voltage is 14.0 and circuit resistance is 20mR (.020R). |
- | * I=V/R = (14v-13v)/ | + | * I=V/R = (14v-13v)/ |
| | ||
Let's add 5m Ohm of resistance: | Let's add 5m Ohm of resistance: | ||
- | * I=V/R = (14v-13v)/ | + | * I=V/R = (14v-13v)/ |
===== tweaking current with voltage ===== | ===== tweaking current with voltage ===== | ||
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If the SoC was very low (near cutoff) the combiner would slightly faster, ~7.5 minutes. | If the SoC was very low (near cutoff) the combiner would slightly faster, ~7.5 minutes. | ||
- | ===== assessing your own setup for direct | + | ===== reasons NOT to direct |
- | There are good reasons //not// to attempt direct charging: | ||
+ | * you have [[electrical: | ||
+ | * you have a **small or already-overloaded alternator** | ||
* you **already own a DC-DC** | * you **already own a DC-DC** | ||
- | * you **need consistent, | + | * your BMS has no low temp charging disconnect and you have no desire to work around that((to be fair, this also rules out DC-DC that lack low-temp disconnect)) |
- | * you **don' | + | |
+ | * you want **stable charging rates** regardless of state of charge((acceptance will taper in Absorption if present)) | ||
+ | * if **alternator is your sole charging source**. | ||
+ | * you **don' | ||
* **choosing wiring** can require some research | * **choosing wiring** can require some research | ||
* [[electrical: | * [[electrical: | ||
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* a set of heavy jumper cables and a clamp-on monitor might help assess max current draw before buying any wiring. | * a set of heavy jumper cables and a clamp-on monitor might help assess max current draw before buying any wiring. | ||
- | If you are still interested, here is one approach to assessing your setup for direct charging | + | |
+ | |||
+ | ===== assessing your own setup for direct | ||
+ | |||
+ | [Note: | ||
+ | |||
+ | ==== assessment phase ==== | ||
- pay attention to the **chassis' | - pay attention to the **chassis' | ||
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- now make a **sanity check** about the ability of alternator, your isolator, and your Li battery to cooperate. | - now make a **sanity check** about the ability of alternator, your isolator, and your Li battery to cooperate. | ||
- ensure the **fuse** between your chassis and battery bank is sized so //you cannot draw more than the alternator and wiring can handle// | - ensure the **fuse** between your chassis and battery bank is sized so //you cannot draw more than the alternator and wiring can handle// | ||
- | - make the first test run a brief one and with the Li fairly well charged.((higher states of charge will typically lessen current demands to some degree))((if you have paralleled batteries you might want to do this step with just one in place to get a feel for the draw.)) | ||
- | - test it with a drive. | ||
- | - repeat the last two steps with the Li bank at lower and lower states of charge, down to the lowest state of charge you expect to recharge from alternator. | ||
- | - disconnect the isolator with **a switch** when you come to the desired SoC, when charge rate exceeds your preferences, | ||
+ | ==== testing phase ==== | ||
+ | |||
+ | - make the first test run a brief one and with the Li well-charged.((higher states of charge will reduce current demand)) | ||
+ | - if solar or other charging source is present, disconnect those chargers and repeat #1.((other chargers will push up apparent bank voltage, which would decrease current demanded of the alternator)) | ||
+ | - repeat steps above with the Li bank at lower and lower states of charge, down to the lowest state of charge you expect to recharge from alternator. | ||
+ | |||
+ | |||
+ | ==== caveats ==== | ||
- | **Caveats**: | ||
* Only alternator charge while driving ([[rv: | * Only alternator charge while driving ([[rv: | ||
- | * Pay attention while charging from alternator to keep from overcharging the Li or holding for long periods at high [[electrical: | + | * Pay attention while charging from alternator to keep from overcharging the Li or holding for long periods at high [[electrical: |
- | * Fuse the wiring from the chassis so the bank cannot pull more than you specify | + | * if current is excessive but you want to direct-charge, |
- | * if current is higher than you want consider adding resistance | + | |
===== the parts list ===== | ===== the parts list ===== | ||
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===== objections ===== | ===== objections ===== | ||
- | No one is insisting you must to direct-charge your LFP. This article intends to show direct-charging is practical and effective | + | No one is insisting you must to direct-charge your LFP or claiming it is a good fit for all use cases. This article intends to show direct-charging is practical and effective |
Let's address some other common objections. | Let's address some other common objections. | ||
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- why are you overcharging your bank so badly that the BMS is shutting down to keep you from damaging it? | - why are you overcharging your bank so badly that the BMS is shutting down to keep you from damaging it? | ||
- the starter battery is in the circuit and can absorb the transients. | - the starter battery is in the circuit and can absorb the transients. | ||
+ | |||
+ | ==== you will overcharge your battery ==== | ||
+ | |||
+ | If you are driving long enough to reach the desired state of charge (80%, 100%, whatever), you can [[electrical: | ||
+ | |||
===== addendum: | ===== addendum: | ||
This info has been moved to the Other Reports tab on [[https:// | This info has been moved to the Other Reports tab on [[https:// |