One of the clichés usually seen on boats these days is a series of wall to wall batteries already a master, offered;? "Companion power ... no problem, there are enough amps here for the national network of care of a small African nation!" But as we all know, there is no such thing as a free lunch and charges to question: "How do you know this game?" The answer is a smile giveaway accompanied by the phrase: "I always run the engine for a couple of hours each day,that's heaps! "
Fine, with the exception of a few things. Automobile generator (usually a rating of 35 ampere-hour) is the source most widely used on-board chargers, along with poor old 'for granted' el cheapo charge that permanently dock with 240 volt connection seems to be connected when the ship is in port, as a rule is always in a state of crisis 24 hours.
The real problem is that in the majority of the BoardDownload setup, the systems are bad for the battery capacity installed evaluated and the result is the inability of the payment systems appropriate to use the battery properly charged. The result of this huge waste of money every year, and in many cases a serious risk of overheating of cables, circuits, and stressed the danger of fire on board. Battery life is reduced par for the course and outcome of the debt is attributed to the innocent party, the battery.
Inadequateloading problems are driven particularly relevant for outboard engines and crafts, at best produce rates of small store for the transition found on board. Houseboats are typical cases of this syndrome.
The generator is usually a very reliable when it comes to battery charging duties, but it is very important to realize, have many limitations when it comes to use on board. It is true that very well charge the batteries in a day "per day" basis, but it is hardly clear that a diesel engine,is to charge the battery tasks can be damaged by glass cylinder bores when the engine runs with little or no load. Enter "Mr Big Bill" after the close behind. The maximum duration should not exceed one hour in the morning and evening. However, when hundreds of amps were consumed and the total quantity is 70 amps (35 amps x 2 hours), we fail. It 'important that the function is complete and correct loading of 100% or the remaining 20% will be kept unchangeddamage the battery from deep discharge. Therefore, it is important that correspond to "Battery input" a "necessary ampere discharge" Use of preserving the status quo. This is known as "matching battery load.
Here a few points to consider. If a battery is discharged quickly in use, the less real amp hour capacity. discharge above the rate of discharge of the battery during use (typically 10-20 amperes per hour) can provide up to 20% less Ah. On the other handhand can slowly discharge rate is much better numbers. The problem is that the batteries that discharge is too slow extremely difficult to calculate when you can go below 50% capacity and the problems occurs when the "charge time" comes around.
So you can see the battery scenario and unloading is a bit 'balance, which requires at most, perfectly balanced and perfectly matched systems. So what do we do for flights out of the alternator? Well, the accusation of rate dependenton some things. Battery status, voltage monitoring, motor / pulley speed ratio. Ideally, one battery at 120% will need to replace the alternator to finally get up to 100% free to bring value. The "lost" 20% is caused due to losses within the battery due to internal resistance and the state during the time of charge-up.
If a manufacturer does not seem fully charged battery gives out of the ground in a hurry and replaced the alternator with 130 amps hope a massive jobwill nuke you into submission. time pricing, charging the battery are self-limiting "and truly the best way to do that is to be a solid, but at a constant rate with input voltage of 'charging circuits smart' monitor. That's always much more common to boats today with sophisticated in-vehicle systems require constant vigilance and monitoring.
But back to the needs of the generator. correct combination and maintenance is essential for the real life of a generator on board to achieve. All units mustbe properly aligned and no displacement of pulleys can be tolerated. You must have the same width and no abrasion or twisting to be allowed. Premature belt failure occurs when this is neglected. The strap tension should be maintained. belts slipping can overheat so that the errors and incorrect output. 10mm is the norm. Little known is that the belt "below cost" will also cause overheating of the belt, stretching, hiding with a shortage of electricity.
On the other hand, too tight a beltcan be a disaster. The bearings will not be able to bear loads and absorbency. output systems must also large because of the dual-band capacity of more than physical.
Engine speed must be the "cut rate" of the regulatory authorities and should also consider whether the maximum speed does not exceed the maximum speed of the generator itself, otherwise it may cause premature failure.
ALTERNATOR SERVICE
What can we do? At first glance, it may not seem very much to dowhat a surprise there are many more to achieve as soon as possible! It 's a sad fact that extend "preventative maintenance" on an engine light usually only release when it burns! Here are some useful alternatives for some years out of it!
The tape
Ø Clean
Ø not twisted
Ø The cuts, bruises, stretch marks or scratches
Ø 10 mm voltage drop
Wiring (CHECKMONTHLY)
Ø Clean
Ø undamaged
Ø Stiff
Ø Non-corrosive
Ø Tighten connections correctly
Or broken, burned or consumed
PULLEYS
Ø undamaged
Ø Nicks, rubber powder, near
Ø Loose
BRUSHES
Every 100 hours, remove the alternator and the rotor. Listen to 'rough-running' field. Check the brushes and get all the things in electrical outlets, a marineengineer. Get the following done:
Ø Check the alternator for correct output
Ø Renew bearings and brushes
Ø Check the diodes!
FURTHER PROBLEMS
Many onboard charging problems come about because conventional 'automotive' alternators are used to do the job that is beyond their capabilities. On a vehicle the alternator's job is to replace a relatively small amount of discharged power within a short space of time. When this job is done the alternator concentrates on supplying the vehicles power requirements. On a boat this system invariably runs short as the alternator is required to supply and maintain virtually a 24 hour demand, especially in a 'live aboard' arrangement. The batteries are only charged for one or two hours daily, at best.
The alternator usually supplies a high initial charge rate that 'tapers off' during charging and the result is usually an 'under charged battery' about 30% short of its required charge. The answer to this is a fully regulated 'smart electronics' system that can balance and manage differing battery types. Onboard, there can typically be input variables from solar panels, generators, alternators, wind speed gennys and battery chargers. This lot requires razor precision management, juggling lots of electrical balls in the air.
However, for the moment, with many craft, the real secret of adequate charging is matched input/output voltages, sensible battery matching and a decent marine alternator that is built for the job and conditions. A decent marine alternator will probably be 80 amp output, ignition protected (preventing accidental ignition of hazardous vapours) decent totally enclosed bearings, encapsulated wiring and corrosion resistant fittings.
All this luxury don't come cheap but, by golly, you'll be taking the first step in procuring a decent charging system that will punch some life into your much maligned batteries. Matched to a decent maintenance schedule your benefits will always be a greater trust in your electrical system and eventually, dollars rattling around in your pockets.
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