![]() If I had a dime for every-time this question was asked, I’d not be writing this article. “C” Post – Output stud in photo “But RC where does DC ground connect to on the 1/2/B?” A 1/2/B switch has just three terminals and four positions. One area of confusion we see fairly routinely is a boat-owner misidentifying the 1/2/B switches terminals. Basic Design Principles for Battery Switching:ġ- Bank Isolation – The ability to isolate a battery bank from both loads and charge sources in the event of a bank or battery failure.Ģ- Cross-Connection Use – The ability to use either on-board battery bank as the sole use bank, meaning it serves as starting and house load bank in an emergency, This design criteria should always include #1.ģ- Ease of Use – A battery switching design is no good if the boat owner does not understand it. Many boat owners don’t have the luxury of starting from scratch and the existing switch can usually be re-used/re-purposed easier, and in a less costly way, than converting to an entirely new switch configuration. This article is only intended to showcase how the 1/2/BOTH switch can be used in an easier and often less confusing manner. Let me be clear on this point this is not our preferred method, it is simply a method. Listed as a replacement for part #31-0000366000.Preface: I’ve seen & read many on the internet suggest that “The 1/2/BOTH is RC/Rod’s/Compass Marine’s preferred switching method”.If the ignition switch is on, the control allows the voltage to drop below 12.0 volts for approximately 5 seconds, before the solenoid is opened to insure the alternator’s full output is available for important chassis functions. This might occur when the converter is heavily loaded. If the ignition switch is off and the battery voltage drops below 12.8 volts for approximately 5 seconds, the solenoid is opened to prevent the chassis battery from being discharged by the coach loads. (normal charging voltages are from approximately 13.8 to 14.4 volts.)Īfter the solenoid has been closed, the system continuous to sense the voltage. Anytime either battery voltage goes above 13.3 volts for approximately 5 seconds, the solenoid closes. When either battery is being charged, the controller will close the isolator solenoid, connecting the two batteries together, charging them both. The Intellitec’s Bi-Directional Isolator Relay Delay – Diesel operates by sensing the voltages on both batteries. In order to use this type solenoid for continuous duty, the controller will engage it with full voltage and then reduce the coil voltage to approximately 4 volts to hold it in. To connect the two batteries together under proper conditions, it operates in combination with an intermittent duty solenoid, similar to ones used as diesel starter solenoids. The unit is housed in a plastic enclosure for mounitng in an engine compartment. The controller also senses heavy loads on either battery to prevent the wrong battery from being inadvertently discharged. If neither battery is being charged, the batteries are fully isolated. When the coach is plugged into shore power, both batteries will be charged from the converter. ![]() When the coach is being driven, both batteries will be charged from the engine’s alternator. Unlike proper systems that only allowed charging the RV battery from the engine’s alternator, the Bi-Directional Isolator Relay Delay – Diesel chargers both batteries when either one is being charged. Adding a small dash-mounted switch will allow emergency starts of diesel engines, requiring up to 800 amps of starter current. Intellitec’s Bi-Directional Isolator Relay Delay – Diesel offers a new approach to charging batteries in an RV which uses an alternator. Intellitec’s Bi-Directional Isolator Relay Delay – Diesel #00-00839-000
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