So I have a 2020 AWD High Roof extended. Dual Heavy Duty 250A Alternators, Dual AGM Batteries, Upfitter Package (Modified vehicle wiring, high spec interface connector, auxiliary fuse box). Built December 2020.
I've discovered a couple things so far. First, turning the auto start-stop button off does appear to turn off the "smart alternator" function. The voltage at both CCP1 and CCP2 is around 12.8v with start-stop enabled while parked, and 14.35v when start-stop is turned off. Great news. I will still try to implement SEIC (stationary elevated idle control) to up the amps the alternators put out at idle. I have not verified the voltage while driving yet though, but I'd hope/assume it stays above 14V or at the very least 13.3V with start-stop disabled. Not guaranteed though.
Second, for some reason my CCP2 appears to always be hot. Even after sitting for a week without an engine start, the voltage at CCP2 and CCP1 is around 12.5v, with the engine off and the key out of the ignition. From my understanding of the BEMM, it should time out/turn off after ~90 minutes (or if a load shedding event occurs).
I'm attempting to pull at least 180A for my dual Sterling 120A B2B chargers (direct connected to the dual AGM batteries). The power draw of the Sterling's can be adjusted from 60A-120A each with the optional remote, so I'll have each around 90A. Will test and monitor alternator temperatures to see how much I can draw without overheating the alternators. With a direct connection to the batteries, the BEMM instructs that a load shedding signal must be used for the chargers to turn them off if the Van's computer gives the "load shed" signal. More details about my electrical setup can be seen here: Check my High Power 12V 810 Ah Electrical System
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The Sterling charger has 3 modes:
A: Turns on if voltage input is above 13.3V, off it goes below (stays on for 2 minutes if voltage drops to between 12.2-13V, then goes to sleep if it doesn't rise above 13.3V)
B: Turns on when it has an input voltage of 13.3V+, and an ignition wire feed of +12V. No timers, turns off without 13.3V+ input voltage or 12V ignition wire voltage.
C: Turns on with an input voltage of 10V+ and a live +12V ignition feed signal. Turns off if the voltage drops below 10V or +12V ignition feed signal turns off.
In any mode, the charger boosts the input voltage (down to 10V) up to the proper voltage for charging the house bank.
My original plan was to use either mode C. The "ignition feed +12V signal" would come directly from CCP2. Because CCP2 is protected by the computer's load shedding logic, during a load shedding event or if the AGM SOC is too low, the voltage at CCP2 should go to 0v, so the chargers should turn off.
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The fact that my CCP2 is always hot when the van is turned off, however, is throwing a wrench in my plans. Does anyone have any experience with their CCP2 always being on? Or know where in Forscan I can adjust the timeout? I can't use mode C with CCP2 always on, which is my preferred option to allow for charging even if the voltage at the batteries/from the alternators is in the 12-13V range while still being load-shed controlled.
The other option would be to use Ford's actual "load shed" signal in the high spec interface connector. However, I am pretty confused about how this works and if there is a +12V pin in the connector that is load shed controlled, or if I have to wire in relays or other things to make it work appropriately for the Sterling +12V ignition signal requirement? This is complicated by the fact that the chargers are about 18ft away from the high spec interface connector, so I'm not sure if that run is too long for a low amp signal wire from the connector? Has anyone successfully used the load shedding signal and can explain how they did it? Or point me to any link or writeup for someone who has?
My other option is to just use mode B, with the ignition feed signal coming from CCP2. CCP2 should still shut off during a load shed event, thus shutting off the chargers. When I turn the van off, the voltage at the batteries drops below 13.3V so the chargers will turn off, even though the "ignition wire 12V signal" from CCP2 is still active. The downside is if the voltage at the batteries drops below 13.3V while driving (have yet to verify if it does or not with start-stop disabled) - then I could lose out a lot of charging ability.
I could limit the the Sterling's to just drawing 168A and try to direct connect to CCP2 in mode A - someone from Ford BBAS apparently said that CCP2 can support 175A continuous, but I'm weary of that with the Fuse rating at 175A.
Any input is appreciated!
I've discovered a couple things so far. First, turning the auto start-stop button off does appear to turn off the "smart alternator" function. The voltage at both CCP1 and CCP2 is around 12.8v with start-stop enabled while parked, and 14.35v when start-stop is turned off. Great news. I will still try to implement SEIC (stationary elevated idle control) to up the amps the alternators put out at idle. I have not verified the voltage while driving yet though, but I'd hope/assume it stays above 14V or at the very least 13.3V with start-stop disabled. Not guaranteed though.
Second, for some reason my CCP2 appears to always be hot. Even after sitting for a week without an engine start, the voltage at CCP2 and CCP1 is around 12.5v, with the engine off and the key out of the ignition. From my understanding of the BEMM, it should time out/turn off after ~90 minutes (or if a load shedding event occurs).
I'm attempting to pull at least 180A for my dual Sterling 120A B2B chargers (direct connected to the dual AGM batteries). The power draw of the Sterling's can be adjusted from 60A-120A each with the optional remote, so I'll have each around 90A. Will test and monitor alternator temperatures to see how much I can draw without overheating the alternators. With a direct connection to the batteries, the BEMM instructs that a load shedding signal must be used for the chargers to turn them off if the Van's computer gives the "load shed" signal. More details about my electrical setup can be seen here: Check my High Power 12V 810 Ah Electrical System
----------------------------
The Sterling charger has 3 modes:
A: Turns on if voltage input is above 13.3V, off it goes below (stays on for 2 minutes if voltage drops to between 12.2-13V, then goes to sleep if it doesn't rise above 13.3V)
B: Turns on when it has an input voltage of 13.3V+, and an ignition wire feed of +12V. No timers, turns off without 13.3V+ input voltage or 12V ignition wire voltage.
C: Turns on with an input voltage of 10V+ and a live +12V ignition feed signal. Turns off if the voltage drops below 10V or +12V ignition feed signal turns off.
In any mode, the charger boosts the input voltage (down to 10V) up to the proper voltage for charging the house bank.
My original plan was to use either mode C. The "ignition feed +12V signal" would come directly from CCP2. Because CCP2 is protected by the computer's load shedding logic, during a load shedding event or if the AGM SOC is too low, the voltage at CCP2 should go to 0v, so the chargers should turn off.
-------------------------
The fact that my CCP2 is always hot when the van is turned off, however, is throwing a wrench in my plans. Does anyone have any experience with their CCP2 always being on? Or know where in Forscan I can adjust the timeout? I can't use mode C with CCP2 always on, which is my preferred option to allow for charging even if the voltage at the batteries/from the alternators is in the 12-13V range while still being load-shed controlled.
The other option would be to use Ford's actual "load shed" signal in the high spec interface connector. However, I am pretty confused about how this works and if there is a +12V pin in the connector that is load shed controlled, or if I have to wire in relays or other things to make it work appropriately for the Sterling +12V ignition signal requirement? This is complicated by the fact that the chargers are about 18ft away from the high spec interface connector, so I'm not sure if that run is too long for a low amp signal wire from the connector? Has anyone successfully used the load shedding signal and can explain how they did it? Or point me to any link or writeup for someone who has?
My other option is to just use mode B, with the ignition feed signal coming from CCP2. CCP2 should still shut off during a load shed event, thus shutting off the chargers. When I turn the van off, the voltage at the batteries drops below 13.3V so the chargers will turn off, even though the "ignition wire 12V signal" from CCP2 is still active. The downside is if the voltage at the batteries drops below 13.3V while driving (have yet to verify if it does or not with start-stop disabled) - then I could lose out a lot of charging ability.
I could limit the the Sterling's to just drawing 168A and try to direct connect to CCP2 in mode A - someone from Ford BBAS apparently said that CCP2 can support 175A continuous, but I'm weary of that with the Fuse rating at 175A.
Any input is appreciated!
