Menu
Forum
What's new
New posts
Live Activity
Search forums
Members
Registered members
Classifieds Member Feedback
Car Audio Discussion
General Car Audio
Car Audio Build Logs
Car Audio Equipment
Subwoofers
Speakers
Amplifiers
Head Units
Car Audio Help
Wiring, Electrical and Installation
Enclosure Design & Construction
Car Audio Classifieds
Car Audio Classifieds
Car Audio Wanted
Classifieds Member Feedback
Gallery
New media
New comments
Search media
SHOP
Shop Head Units
Shop Amplifiers
Shop Speakers
Shop Subwoofers
Shop eBay Car Audio
Test
Forum
Search
Search titles only
Search titles only
Log in / Join
Search
Search titles only
Search titles only
What's new
New posts
Live Activity
Search forums
Members
Registered members
Classifieds Member Feedback
Menu
Reply to thread
Forum
Car Audio Help
Wiring, Electrical & Installation
Keeping Lithium runs at limited charging HO current or without.
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Message
<blockquote data-quote="Oinkypig" data-source="post: 8769470" data-attributes="member: 579294"><p>Heres my stance on the choice between LTO and LiFePo. Its that LTO, done the right way, would need 16+ volts to be externally regulated and are not very cost-effective at price per capacity. LTO, although pricey, I can understand achieve up to 5C charge and discharge, albeit at lower temperatures and that is a plus as well. The cells Im looking at are 300ah prismatic LifePo with low temp cutoff + 200/250 amp discharge 4s Daly BMS. So lets assume it's 300ah with a 250a BMS discharge at 0.83C or 250 amps, Or at best a 35ah Yinlong LTO discharge at 5C is 175amps. Wouldnt underestimate LTO as it may not cause alternator overheating and not require pricey accessories to maintain properly.</p><p>edit: The added two AGMS wired in parallel may also just have added enough resistance with a lithium battery in place to maintain an ideal current output without damaging the alternator and pulling excessive amps at low RPM. I might not need to limit a charge of 125amps because LiFePo can handle 1C charging rates(above alternator rating) but I feel the need to understand the scenario that causes pulls of 0.5C to 1C at idle RPM, and how the alternator reacts. SO IF LiFePo is maintained on an hourly(hopefully only daily needed) basis with 14+ volts fully charged and is not engorged with extended power draw, the alternator shouldn't heat up drastically, if only momentarily, and not melt the coils.</p><p>It would seem to me that I just turn down to lower volume at idle, gauge the lithium voltage, monitor the current output of the alternator. The victron BMS does all that while running on bluetooth and digging a little deeper might actually have the possibility of turning off the limit on charging the lithium battery, which i can do when above idle. it would help to know a way to use a contactor or solid state relay to open the circuit of the charge limiter above idle RPMs and close it at idle...... Keeping DC motor cool is a problem.. I will need the information from a chrysler/dodge PCM of the jeep jk 250HO external regulator to be able to maintain ideal temperatures by lowering current output. If it works as it should, i neither need the victron BMS nor BMS-limit current charge to a lithium battery. if the chrysler/dodge pcm regulator doesn't moderate properly then it would need an external regulator to limit output and maintain temps.. Here... found some super duper sales articles 1. <a href="https://livsailing.com/2019/11/04/protecting-your-alternator-when-switching-to-lithium/" target="_blank">Protecting your alternator when switching to lithium – Liv Sailing</a> 2. <a href="https://shop.pkys.com/Alternator-Lithium-Battery.html" target="_blank">Adding an alternator to your lithium-ion battery setup requires a bit of planning.... (pkys.com)</a></p></blockquote><p></p>
[QUOTE="Oinkypig, post: 8769470, member: 579294"] Heres my stance on the choice between LTO and LiFePo. Its that LTO, done the right way, would need 16+ volts to be externally regulated and are not very cost-effective at price per capacity. LTO, although pricey, I can understand achieve up to 5C charge and discharge, albeit at lower temperatures and that is a plus as well. The cells Im looking at are 300ah prismatic LifePo with low temp cutoff + 200/250 amp discharge 4s Daly BMS. So lets assume it's 300ah with a 250a BMS discharge at 0.83C or 250 amps, Or at best a 35ah Yinlong LTO discharge at 5C is 175amps. Wouldnt underestimate LTO as it may not cause alternator overheating and not require pricey accessories to maintain properly. edit: The added two AGMS wired in parallel may also just have added enough resistance with a lithium battery in place to maintain an ideal current output without damaging the alternator and pulling excessive amps at low RPM. I might not need to limit a charge of 125amps because LiFePo can handle 1C charging rates(above alternator rating) but I feel the need to understand the scenario that causes pulls of 0.5C to 1C at idle RPM, and how the alternator reacts. SO IF LiFePo is maintained on an hourly(hopefully only daily needed) basis with 14+ volts fully charged and is not engorged with extended power draw, the alternator shouldn't heat up drastically, if only momentarily, and not melt the coils. It would seem to me that I just turn down to lower volume at idle, gauge the lithium voltage, monitor the current output of the alternator. The victron BMS does all that while running on bluetooth and digging a little deeper might actually have the possibility of turning off the limit on charging the lithium battery, which i can do when above idle. it would help to know a way to use a contactor or solid state relay to open the circuit of the charge limiter above idle RPMs and close it at idle...... Keeping DC motor cool is a problem.. I will need the information from a chrysler/dodge PCM of the jeep jk 250HO external regulator to be able to maintain ideal temperatures by lowering current output. If it works as it should, i neither need the victron BMS nor BMS-limit current charge to a lithium battery. if the chrysler/dodge pcm regulator doesn't moderate properly then it would need an external regulator to limit output and maintain temps.. Here... found some super duper sales articles 1. [URL='https://livsailing.com/2019/11/04/protecting-your-alternator-when-switching-to-lithium/']Protecting your alternator when switching to lithium – Liv Sailing[/URL] 2. [URL='https://shop.pkys.com/Alternator-Lithium-Battery.html']Adding an alternator to your lithium-ion battery setup requires a bit of planning.... (pkys.com)[/URL] [/QUOTE]
Insert quotes…
Verification
Post reply
Forum
Car Audio Help
Wiring, Electrical & Installation
Keeping Lithium runs at limited charging HO current or without.
Top
Menu
Home
Refresh