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Deep Cycle Battery Regulator
Features
• Provides multiple step modes (three) to obtain a full battery charge in an efficient manner.
• Uses a battery temperature probe to control the battery charge rate.
• Uses a remote sense wire to accurately measure battery voltage without introduction of voltage sag from other loads.
• "Hold-off’ timer to remove alternator mechanical loading white starting the engine.
• Self-tests the sense wire connection at power-on. Inhibits operation if missing!
• Over-voltage alarm while operating, to detect alternator "run-away’.
• Stops charging if battery is too hot (possible shorted cell).
• Remote control station with status indicators and buzzer (including mute switch).
• "Setback" switch on the remote control station to limit the charge current with under-rated alternators.
• Monitors and alarms with low-voltage for twenty-four hours after stopping the engine.
• Slow voltage regulation decline from absorb mode back to float mode to help maintain tachometer operation.
• May be jumper strapped for either wet or gel type batteries.
• Interface connection provided to energize an external high current relay that bridge battery banks in parallel only while being charged.
• Transorb transient diodes and self-resetting Positive Temperature Coefficient (P.T.C.) fuses used to protect
Deep Cycle Batteries and Voltage Regulators
Motor starting batteries are often supplied as standard equipment because of their low cost and availability, but in reality are poor choices for electrical systems on larger recreational vehicles or boats. Batteries of this type often fail at regular intervals. There are also problems caused by using inappropriate automotive voltage regulators for charging.
In a car, there is only a brief heavy current demand while starting the engine. Then the alternator supplies the majority of current to electrical loads while the engine is running. Very rarely are electrical loads left on while the engine is stopped. It is quite permissible to only use a ‘float" regulation method in automobiles with this mode of operation.
In a marine application, electrical loads are left running for lengthy intervals with the engine stopped. The batteries are often deeply discharged overnight with navigation lights, refrigeration, appliances, bilge pumps, entertainment systems, etc. The energy consumed the previous night must be totally replaced the next day in a very efficient manner.
Deep cycle batteries are often used in marine applications. They have thicker plates, better insulator materials, and deeper sumps at the bottom. They are physically bigger for the same capacity but they tend to withstand more deep discharge cycles.
Replacing starting batteries with deep cycle batteries is only part of the solution, A matching deep cycle regulator is also needed. A simple automotive "float" type regulator does not allow restoration to a full charge. This means less energy is available for the next discharge event and greatly increases the possibility of permanent battery sulfate damage.
A proper regulator that is designed for deep cycle batteries (or for even better starting battery performance for that matter), use several charging steps. The first part of the charging exercise is to replace the "bulk" of the energy at a higher rate. Bulk charging is accomplished by elevating the target voltage to a point that is slightly above the "float" voltage. This mode terminates when the target voltage is reached. The "bulk" mode does not fully replace the depleted charge. It just restores the largest portion. The batteries still need to "absorb" a little more to ‘top-up" and continue to charge to finish the job. The elevated "absorption" voltage is maintained a little longer. After that time interval, the regulator returns to a normal "float" mode to keep a current balance to the electrical loads.
The battery temperature has a great bearing on the charge rate and subsequent regulator settings.
A deep cycle battery regulator should have the ability to measure the battery temperature. This forms a feedback loop that allows higher charge rates without reaching excessive battery temperatures.
There are some advantages in using batteries with gel instead of liquid electrolyte. Besides the obvious ability to operate for short intervals at inverted angles and not spill, they also have some improved electrical performance features. They tend to have lower internal cell resistance and that allows higher current ratings. The gel also keeps material from being knocked or broken away from the plates. However, the voltage regulator must vary in its design to accommodate these electrical property variations, A regulator with installation wire jumper selections can be made to work with either wet liquid or gel type batteries.
There are many ways to destroy batteries. A properly designed regulator helps to guard against these conditions. Temperature sensing protects against over-heating. Low voltage detection warns of deep discharge cycles. Remote voltage sensing sets proper regulation voltages even with wiring voltage drops. "Topping-up" the battery to a full charge with an "absorb" mode helps to keep it from sulfating with longer storage intervals. It also helps to prevent freezing at colder temperatures.
A regulator with remote status indicators helps to conserve fuel. Not only does the "bulk’ rate restore the charge more quickly, but the regulator unit also announces when the battery charge session is finished! It is sometimes necessary in sailboats to run the engine just to re-charge the batteries and not for propulsion.
Sometimes larger alternators are used with heavy-duty electrical systems. This can present a heavy mechanical load on smaller engines. A remote "setback" switch can be useful as a temporary measure if full propulsion is required for a delicate boat maneuver, Similarly, the "setback" switch can be used with a light duty alternator at high RPM with a deeply discharged battery. It helps to keep the alternator from working too hard and over-heating.
It is a good idea to use two sets of batteries on a boat: one for on-board appliances and the other for motor starting. This leaves the starting battery in reserve, even if the main battery is fully discharged. However, batteries should not be permanently wired in parallel as they can self-discharge. This regulator with a ‘parallel" relay driver can be used to bridge the two batteries together only while being charged.
REGULATOR MODES
Startup (one beep)
Waits for 20 seconds to remove alternator mechanical loading while starting the engine.
Note: Steps I & 2 may be skipped if last step 3 was previously reached and the ignition key was only turned off for a few minutes. This prevents unnecessary bulk and absorption charge modes.
Step I (one beep)
 Eases into bulk battery charging mode.
 Sets a termination setpoint voltage based on the battery temperature.
 Uses a running regulation voltage to maintain an alternator conduction duty rule.
 Regulation voltage slowly tracks towards the setpoint voltage as the battery charges.
 Exits this charge step to step two when the actual battery voltage reaches the target point.
 Target voltage is based on a temperature look-up table and is updated every minute.
Charging can only continue in this mode after approximately 4.5 hours if:
an actual temperature sensor is installed and there is a reasonable battery temperature range and the terminal voltage precludes a possibly of a shorted cell Single beeps again when each bulk charging extension is granted.
Step 2 (two beeps)
 Regulation is held constant at an absorption voltage with a timer (so long as alternator duty is not exceeded).
 The time duration in this step is proportional to the time that was spent in bulk charging in step I. This
automatically balances the absorption duration with the alternator to battery size and capacity.
 The absorption voltage value is based on a temperature look-up table and is updated every minute.
Step 3 (three beeps)
The regulation voltage is set at a balance float value from a lookup table based on temperature.
The running regulation voltage remains constant (so long as the maximum alternator conduction duty rule is not exceeded).
(Charging suspends if the battery temperature becomes too hot)
Sleep Mode (one beep with ignition off)
The microprocessor "keeps alive" and runs for twenty-four hours after the ignition switch is turned off. Battery loading of the microprocessor itself is insignificant. The battery voltage is monitored for this twenty-four hour period. The solid red LED is visible on the remote station while the low-voltage alarm is armed. A twelve-second alarm is sounded if the voltage faHs below 10.7 volts and is sustained below this level for more than a few minutes. Slow, low-level click sounds are made on the buzzer and the red LED slowly blinks after the alarm has been tripped. The unit powers itself off after three hours, from the time that the alarm was sounded.
The unit automatically powers itself off after 24 hours (or three hours after an alarm) to remove the very low level, battery drain that may become significant over months of storage.
Failure Alarms
• An endless on/off beeping alarm is sounded at activation of the ignition switch if the battery voltage sense connection is broken and the "sense voltage" falls to less than three volts. This is a dangerous condition! Without the ability to measure the battery voltage, the regulator may be fooled into demanding higher and higher charge rates. Because of this danger, beeping continues until the ignition switch is turned off. The regulator holds the alternator field off while the alarm is sounding. It is very important that the Voltage Sense wire be connected, and as such it should be protected and guarded from mechanical damage.
• A solid howl followed by a continuous on/off beeping alarm is made if the alternator is in a "run-away" condition with solid unabated charging. The regulator is trying to reduce the voltage, but the alternator is uncontrollably increasing the voltage. This is a dangerous condition and immediate repair is necessary. A possible cause is a shorted "field driver" power transistor within the regulator unit or an alternator field connection bridged to a positive voltage source.
• A Similar alarm may sound if the battery is too hot and it is unsafe to continue charging.
Remote Station Setback Switch
The remote setback switch greatly removes mechanical alternator loading from the engine. The switch may be used to gain more horsepower for propulsion as a temporary measure. Also, it may be beneficial to use the setback setting with ‘light duty model" alternators to prevent over-heating. In setback mode, the alternator field conduction ratio is enforced to be no more than 67% on average. Under-rated alternators risk damage to their internal rectifiers when operating for extended intervals with deeply discharged batteries at high RPM. The setback selection places a limit on extended high current demands. However, the "normal" switch selection should be used with "heavy duty model alternators to obtain and use the rated capacity for most efficient battery charging.
The setback switch is only of significant value in the bulk" charging mode with its higher current demands. The effect of changing the setback switch is not instant. The conduction duty is averaged over a short span of time and the regulation point is automatically, slowly adjusted.
Indicator LEDS
The regulator has three LED indicators that show charging status.
Rapid (red)
Indicates steps 1 and 2 for the higher battery bulk and absorption charge rates. This LED is extinguished after float step 3 has been reached. The red LED is also on during the 24 hour sleep mode with the ignition switched off. It toggles slowly on and off for 3 hours, to indicate that the low voltage alarm has been recently tripped.
Field (yellow)
Indicates field coil drive to the alternator. On solid for higher current demand. Off for low current demand. Flickers when alternator output balances or floats with the electrical load demand. May go on and off with the changes in engine speed to maintain regulation.
Parallel (Green)
Indicates when drive is present to an optional high current relay that is used to bridge battery banks. It is activated after engine starting Step 1.
Parallel Battery Bridge
The regulator switches the Parallel Bridge connector pin to ground during steps 1 through 3. This interface connection may be used to drive a user-supplied high current relay that bridges an engine cranking battery for starting, to a larger house battery. The relay prevents sell-discharge with a current loop between battery banks while resting idle. The green status LED on the remote station is turned on while the relay is being driven.

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