![]() ![]() Usually after morning start the system will operate for few miles at 14.4V, than it will drop to 13.3-13.5V and stay like that for most of the day. When I have no easy way to measure charging amps, I doubt they are high. a 3 stage charger then does an absorption stage at around 14.4-14.6V, sometimes even as high as 15V, for a fixed period of time based on how long the second stage took.I also have smart charging on Sprinter, who doesn't have ECO option, but does have 250 amp alternator. ![]() Indeed, the current is a function of the voltage and impedance/resistanceĪ 'smart' battery charger, the bulk stage outputs whatever voltage keeps the current at its max allowable value until that voltage hits about 14.2 or so V, then it holds that voltage while the current decreases as the battery further charges, so the first stage is constant current rising voltage, and the second stage is constant voltage, falling current. a 3 stage charger then does an absorption stage at around 14.4-14.6V, sometimes even as high as 15V, for a fixed period of time based on how long the second stage took. Is this worse than a few second draw at 150A+ during a start?indeed, the current is a function of the voltage and impedance/resistanceĪ 'smart' battery charger, the bulk stage outputs whatever voltage keeps the current at its max allowable value until that voltage hits about 14.2 or so V, then it holds that voltage while the current decreases as the battery further charges, so the first stage is constant current rising voltage, and the second stage is constant voltage, falling current. Additionally, AGMs typically have lower internal resistance than flooded lead-acid I akin it to flipping a switch or current draw during an electric motor start. The only limit is the batteries internal resistance, plus the resistance of the circuit (wiring/body). as far I know, there's nothing in place in traditional VRs to limit current. Its interesting the topic of the high current transients. ![]()
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