MOD Silverleaf Charge Bridge Limitation / Workaround

[Joe Hogan]

as soon as I get eyes on the 2024 DSDP I’ll post here. The DSDP was ordered with 900+ amps of Lithionics batteries and two inverters ( hopefully Victron).
Have had issues with the chassis battery charging on the previous Solar, Lithium installation combination in the CanyonStar, I’m keen to sort this early. The house battery charging by the Alternator was limited to 100 amps with the installed charge controller.

 

[turbopilot]

as soon as I get eyes on the 2024 DSDP I’ll post here. The DSDP was ordered with 900+ amps of Lithionics batteries and two inverters.
Have had issues with the chassis battery charging on the previous Solar, Lithium installation combination in the CanyonStar, I’m keen to sort this early. The house battery charging by the Alternator was limited to 100 amps with the installed charge controller.

It will be interesting to see how your coach is wired. Safe to say it is probably best to charge the house lithium batteries with the generator or shore power (parituclarly when the lithium batteries are deeply discharged) until all this is understood better.

 

[flyboy013]

Didn't Lippert acquire Silverleaf? Someone did, so will engineering continue or is it in maintenance only mode?

Winegard acquired Silverleaf in February 2021.

Winegard Company Acquires SilverLeaf Electronics

 

[flyboy013]

What I think is needed is to eliminate that solenoid in SilverLeaf coaches in favor of a manual "Start Bridge Switch". Then add two Victron DC to DC converters. Once converter would go from the house battery to the chassis battery with a AGM charging algorithm. The second DC to DC converter would go from the chassis battery/alternator to the house batteries with either an AGM or lithium charging algorithm (depending on what battery set is in the coach).

This set up would cover all the bases.

You could leave the existing solenoid in place but remove the SilverLeaf interface then use the "Battery Boost" for the rare situation where you need to start without house battery power. Given the issues with that solenoid I would much rather see it gone with a manual start switch, since it will be very rare it is ever needed.

I found that the Silverleaf logic of activating the charge bridge for 1 hour when the voltage got down to 12.5V was insufficient. 1 hours isn't nearly enough time to charge the chassis battery to a fully charged state, especially give the parasitic draw that's draining the chassis batteries.

I ended up installing a smart switch so that I can manually activate the charge bridge. This can also be accomplished by replacing the momentary "Battery Boost" switch to an on/off switch. I leave my (smart) switch on all the time so the chassis battery (AGM) is constantly being charged (at ~13.3V) when plugged in, just like the house battery.

 

[Joe Hogan]

The 2024 DSDP has a chassis battery charge bridge issue. The Bridge only activates when the chassis battery is around 12.0V. The chassis battery will charge with the engine running but will not maintain charge otherwise.

Once the chassis batteries discharge to 11.9V the Bridge will sporadically engage to maintain 11.9 to 12.1V. The Li house batteries are fully charged at 14V.
How do I get the Bridge solenoid to close and charge chassis batteries?

 

[Neal]

@Ddmo any info on your charge bridge situation you mentioned at Oshkosh? Related to above?

 

[Joe Hogan]

Here is what Connect screen looks like this morning. the Bridged Symbol in Blue flashes occasionally. On Shore Power all night

 

[Joe Hogan]

According to the battery schematic the Bi Directional Relay wire is supposed to be connected to positive. Battery connections look as if these are all to ground side of battery??

 

[Joe Hogan]

Started engine and chassis battery immediately went to 13.8+v. Engine did turn somewhat slower than a healthy battery might but started right up.

 

[Joe Hogan]

Ok this makes some sense.

engine off, voltage on chassis battery went to 12.11v. Alternator is charging when engine runs.