![]() ![]() We recommend using 8 AWG wire as the optimum size for a minimum of 20 feet and up to 35 feet and then fused at each battery end with 50A or 60A circuit protection. If you own a motorhome, campervan or boat then youll almost certainly have. The relay contacts must close and provide a low resistance without the benefit of any arcing for cleaning. If your application needs more than 35 feet of wire length, then increased size to 6 AWG may be appropriate. leisure batteries is by using a battery isolation or master ON/OFF switch. ![]() To be sure these relays can perform under these harsh conditions, the contacts are protected with a unique antioxidant coating. Once the voltage of your starting battery rises above 13.3V the isolator engages to charge both batteries in parallel. In a jump start environment, the relay may have to deliver the full starting current of the engine. CAMPER BATTERY ISOLATOR RELAY WIRING FULL These relays, with their heavy construction, can easily deliver the needed current. ![]() The Isolator Relays are ignition protected, so they can safely be mounted in a convenient place near the battery. Theres nothing quite like a flat battery to put a damper on your off grid adventure. They can be mounted in any orientation and are immune to harsh shake and vibration found in the vehicle environment. CAMPER BATTERY ISOLATOR RELAY WIRING FULL.The control simply needs to be updated to carry through with the new programming requirements. Where it is possible to upgrade the Inverter/Charger, the electrical components can supply the charge, the programming is required to instruct the control what and when to adjust the charging. This may involve upgrading (replacing) the circuit board inside the inverter/charger with a newer version and replacing the remote control with a newer version that will allow the newer battery profiles to be utilized, or the customization to be programmed. ![]() In some cases, a ‘software’ upgrade will expand the capabilities. Generally, newer Inverter/Chargers have the capability to be programmed, older ones do not. These settings vary in the voltages provided and the length of time a profile maintains the voltage in each stage along with other similar characteristics to meet the characteristics of the battery, as determined by the battery maker/supplier. In the newest software versions, a Custom profile can be set up, that is optimized for a battery that requires different settings. The Inverter/Charger has various ‘Profiles’ stored in memory (or able to be programmed) to match the required charging characteristics of wet cell (Flooded), AGM1, AGM2, or Lithium-Ion batteries. In both charging scenarios, the object is to bring both batteries to the optimum, fully charged voltage. This charger prioritizes the Coach Battery system until it reaches the same 13.2 to 13.4 voltage range, then the same control system (B.I.R.D.) connects the chassis battery into this charging source by activating the same relay. This charger may be part of the Inverter or it may be part of the Converter in RVs without an inverter/charger. When 120VAC power is available and connected, the power management system first confirms that the source has all the proper characteristics, then power is supplied both to the RV’s 120VAC systems and to the charger, which begins to charge the coach battery. Many of us are familiar with a large 200 Amp relay known as a ‘Big Boy Relay’ which connects the two battery systems together when the control system known as a Bi-Directional Isolator Relay Delay (BIRD) deems it appropriate.Ī similar procedure takes place when the RV is connected to a Park AC power source (or the generator is started), with the two batteries exchanging priorities. At this point, the two batteries are connected together and the normal charging voltage of 13.8V to 14.4V is applied to both batteries. This is typically in the 13.2V to 13.4V voltage range and that voltage must be achieved for over one (1) minute. As the chassis battery becomes charged, a point is reached where the RV control system, (which has been monitoring both battery systems), brings in the coach battery for charging. When charging begins, the chassis battery takes any excess energy not required by the running systems that is provided by the alternator. On most older RVs, when the RV is driven, the Chassis battery (the one that supplies power to the starter, engine computer, control, lighting and running systems) is the one that begins to be charged by the engine driven alternator. ![]()
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