Battery to Battery chargers

Battery to Battery chargers
DC to AC Inverters - Automatic Battery Chargers - Combined Inverter / Charger
Advanced Regulators - Alternator to Battery Chargers, MPPT solar regs
Battery to Battery Chargers - Accessories and Components
English version
Advanced Marine and
Automotive Power Products
Due to the very active nature of this line of products,
and the constraints placed on printing a catalogue,
please download pages from our web site during the
year from time to time to keep up with the models being launched
www.sterling-power.com & www.sterling-power-usa.com
RoHS
compliant
from November 2010
2011 Edition
Introduction
Who, Where, Why and What are we about ?
Sterling Power Products is a small company owned by myself, Charles
Sterling. I started out as a Marine Engineer Officer trained by British Petroleum,
and worked on Super Tankers. This was a great experience; it was a little
boring as these ships were new and never really broke down (they exploded
the odd time but apart from that they were very reliable). So I left, and joined
Canadian Pacific where I spent my time on container ships, ore carriers and
other more interesting ships (more interesting from the engineering challenge
point of view as they tended to be older, and therefore broke down more often).
I did the running round the world thing and got into all the trouble you can
imagine (ah, the good old days). I was one of the youngest people ever to hold
a full seconds diesel (D.T.I.) ticket (steam and diesel) with part A and part of
part B of a chief engineers ticket. But I was reluctant to spend my life running
round the world from what appeared to be, one war zone to another, and
where ones belief in god is directly proportional to how close that last bullet
was to your head.
I have always claimed to be a reasonable engineer, and as such, try to convey
not just what a product does but why you need it. I endeavour to make this as
simple as possible. Please bear in mind that I answer about 90 calls a day, and
have targeted the literature at people who want to understand the products, but
have been unable to get access to the information. Most companies' technical
information is hidden in the sales jargon, not with Sterling. We are proud of
what our equipment does and see no need to cover up any flaws with glossy
vague sales literature. Flaws should be designed out of products, not covered
up. All companies products suffer from technical problems, the trick is to find
them and design them out as quickly as possible. Being a small company with
its own in house design team, our response time is at a level that larger
competitors can only dream about. The end result is our products just keep
getting better and better, outstripping our competitors more and more every
year.
Sterling Power Products business plan is very simple. We design every
conceivable performance and safety feature we can think of into our products;
then we check our competitors just in case we missed something (however, we
have never come across anything close). Having designed all the features we
try to manufacture the products at a cost that will allow us to offer our
customers a product with a high technical specification, but at the same time
keeping the cost down. This is especially important when dealing with O.E.M's
(Original Equipment Manufactures, in our case boat builders). Builders want
performance /safety/reliability but uppermost is price.
Technical help: At Sterling I know we have an extremely good technical help
line, we try to help all our customers with good technical advice, however 9
times out of 10 when a customer feels he has a defective product the fault is in
the installation or operation of the product , as a result, when you phone the
technical help line there are only 3 things we are interested in, voltages ,
voltages , and voltages. With voltages we can help you, without voltages we
are just having a conversation with little or no ability for us to help you , so
please help us to help you, get a volt meter and learn how to use it or have
some one who does standing by when calling us for help, that way we can
quickly and accurately identify the problem and give you the most effective
solution. This by far works out better for you. This may sound blunt but we
are here to help you and with voltages we can .
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
Index
Front cover
Introduction & Index
Water proof battery chargers
Portable battery chargers
The Ultimate Pro Charge U battery charger
Pro Charge C/D/N battery chargers
Quick check list on the above chargers
Battery Maintainers / charger plus balancers
How effective is advanced charging
Advanced alternator regulators
Features and explanations for advanced alter regs
Pro Power 500 amp distribution box
Which splitting system suits you
Alternator to battery charger
Alternator to battery charger more
Battery to Battery chargers
Battery to battery charger more information
Pro Split 0.0 volt splitting system
Pro Split 0.0 volt splitting system more
Voltage Sensitive relays inc Current limiting model
Voltage Senstive relays more
Split Charge Diodes
Wild Side Combined Bat to Bat and MPPT solar reg
Latching relays (Voltage sensitive )
Latching relays more
Combined inverter chargers Sine and Quasi sine wave
Combined inverter chargers more
Quasi sine wave inverters Pro Power Q
Pure sine wave inverters Pro Power S
Solar regulators
Solar regulators plus Alternator protection device
Manual and Automatic 230 v /110 v ac crossover switch
Power management products
Alternators
Pneumatic Tank gauge
Budget Voltage sensitive relays plus ancillary equipment
Gold fuse and connector blocks
Zinc savers / galvanic isolators
Zinc savers / galvanic isolators more
Galvanic monitoring
Droitwich, England
20,000 sq ft factory in Droitwich
Over £ 7,000,000.00 retail stock held
at any one time ensuring product
availability and speed of delivery.
www.sterling-power.com
grid ref: 52 17 06.03 N
2 10 14.37 W
Post Code: WR9 0NX
UNIT 8
WASSAGE WAY
HAMPTON LOVETT IND EST
N
M5
JUCTION 5
DROITWICH
A38
A442
DROITWICH
M5
IP 68
Waterproof battery chargers
Pro-Sport. 5 and 5/5 (10)
Totally waterproof (IP 68) , 3 stage Battery Charger
Typical Average Voltage
5/5 model
1 x 12 v 10 amps
2 x 12 v 5 amps
1 x 24 v 5 amps
14.1V
14
13.5V
13
Volts
12
5 model
1 x 12 v 5 amps
Charging
Conditioning
Maintenance / Float Mode
11
Pro Sport 5 is 1 x 12 v 5 amp output
Pro Sport 5/5 is 2 x 12 v 5 amp totally isolated outputs, can be used
as 1 x 12 v 10 amp, 2 x 12 v 5 amp, or 1 x 24 v 5 amp
Epoxy filled for waterproof and vibration proof aspects
Pre wired with 1.5 meters d/c and a/c cables
d/c cables pre fused and come with gold plated ring terminals ring
FC
rt P
po
oS
Pr
mp
0a
8-2
rt
po
-55
oS
rt 5
Pr
po
oS
Pr
mp
1a
Pro Sport 5 and 5/5 water proof battery charger 230 v a/c 50 Hz only
Voltage d/c Amps
Outputs
Size L x W x D mm
12
5
1
75 x 150 x 65
12/24
12v 2 x 5 ( 1 x 24v x 5 )
2
230 x 130 x 90
or 12 V 1 X 10 amp
Weight kg Part nos
2.5
PS125
3.5
PS1255
Molded Plastic case
Extruded aluminium housing.
Fully waterproof to (IP 68) standard .
Both pos and neg fully isolated that enables the unit to charge 12 or 24v batteries.
Adaptive charging, ensures max charge in the batteries.
Lead acid / sealed (AGM/Gel) battery selectable for maximum performance
Preset fixed non selectable battery type for gel, sealed, AGM, and open lead acid
Dynamic thermal output control. Reduces power rather than over heat
LED power and charge indicators.
Built-in protection distributed-on-demand. Power Pack mode
3 stage charging curve.
Pre wired waterproof loom for easy installation.
Pre fused and gold plated terminals
12 and 24 v application ( except Pro Sport 5)
2 -3 x isolated outputs ( except Pro Sport 5)
110 & 230 volt a/c auto
Ignition protected,
ideal for petrol boats
Ideal for sports boats or equipment
where the charger will be exposed
to water wash down such as a
power hose or petrol fumes
WATERPROOF
SALTWATER
and
TESTED
IP68
Advice: We recommend to use waterproof
battery chargers where the
waterproof aspect is a priority. For all other
applications we recommend our digital control units
(please refer to page 4) which are lighter and have
a superior performance.
8-20 amp
12 V 8 - 20 AMP
Waterproof battery charger 230 v a/c hz only
Voltage d/c outputs
Amps
Size L x W x D mm
12
1
1
60 x 60 x 60
12 & 24
2
8 at 12 v 4 at 24v
170 x 180 x 65
12 & 24
2 12 at 12 v 6 at 24v
210 x 180 x 65
Aquanautic PFC 110-230 v auto
12
1
20
290 x 170 x 65
12 & 24
2 20 at 12 v 10 at 24v
290 x 170 x 65
12 & 24 & 36 3 [email protected] [email protected] [email protected] 290 x 170 x 65
Weight kg
0.5
3.6
3.6
3.8
3.0
3.2
24 V 4 - 10 AMPS
Power Factor Corrected
110-230 v a/c auto 40-70 Hz
Part nos
121CE
PS1208
PS1212
PSP12201
PSP12202
PSP12203
Page 3
1 AMP waterproof
float charger ideal for
jet ski, small boats,
bikes, lawn mowers etc.
single output
Battery type selection and
Portable battery chargers
de-sulphation program
Portable Global Smart Charger with auto repair program
The new micro processor controlled small portable charger can now be used anywhere in the world. It Specification A/C input range 100-240 V
not only gives you all the latest pulse charging and built in de-sulphation but is also truly global, with A/C frequency 47-64 Hz
100-230 volt 50/60 Hz ac input, putting the product in a class of it own.
Full load 1.3 [email protected] V A/C
Features and benefits of this portable charger are:
Max power 70 watts
Universal AC Input (100V to 240V): can be used anywhere in the world, truly global charging.
Suitable for all types of lead acid batteries: Wet, GEL, AGM. Calcium.
Optimum Efficiency >81%
Simple 3 touch screen selections with intuitive iconic LED indications: Simple to use
Max D/C current 5 amps
3 charge modes, small battery, large battery and ‘cold charge’ , ideal for low temperature battery
charging, of de-sulphation, and also for the new calcium batteries where a higher voltages is required Charge voltage for sealed battery 14.4 V x 2 for 24 V
to charge the batteries.
Low temp/calcuim mode 14.7 V x 2 for 24 V
Microprocessor control multi -stage charger with pulse absorption and float charge: fast
Float mode high level 13.5 V x 2 for 24 V
charge but safe floating for long term operation.
Float mode low level 12.8 V x 2 for 24 V
Checks if a battery is faulty, the processor can automatically identify if a battery is beyond repair
and flashes a warning light to inform you it needs replacing.
Protection: overload, short circuit, over temperature,
Repairs faulty batteries (if recoverable), if the battery is found to be faulty, but repairable, the unit
reverse polarity, no spark, short circuit,
will automatically identify the fault and inject high voltage short DC pulses until the battery is repaired,
40 amp time out.
an LED shows the charger is on repair mode.
Defective battery identification, if, after 8 hours on the repair mode, the battery is deemed
Construction Pol-carbonate casting, water resistant
unrepairable then an LED will flash to inform you that the battery is beyond help and needs replacing. Approvals EN 60335, EN55014, IP45 body only
Three charge modes, when the battery is found to be suitable for a charge then the charger will bulk
Weight 0.4 Kg
charge, then pulse width absorption charge and finally float charge, the unit can then be left on
permanently.
Dimensions 150x60x30 mm
Soft start charging: if the battery is found to be heavily depleted then the smart charger will start at a
low pulse current until the battery has reached a level where it can then absorb the full charge power
50% power reduction mode: for small batteries under 30 amp hours
Cold weather 14.8 V ( x 2 for 24 V ) charge mode option
Two interchangeable connection leads with clamps and eyelet terminals.
Thermal control, regulates charge current in hot conditions.
No connection spark, there is no output voltage until the battery is connected.
Electronic reverse polarity protection with LED warning.
40 hours ‘time out’ to avoid any possible problems.
Short circuit protected.
Thermal protection, reduces power and switches off if too hot.
Global Smart portable battery charger
Plug type Voltage a/c Voltage d/c Amps
Weight kg Part nos
British
110-230
12
5
0.4
GS125B
Euro
110-230
12
5
0.4
GS125E
USA
110-230
12
5
0.4
GS125A
British
110-230
24
2.5
0.4
GS243B
Euro
110-230
24
2.5
0.4
GS243E
USA
110-230
24
2.5
0.4
GS243A
Sterling
smart
8 LED information
panel
Portable multimeters
Sterling Power Products
www.Sterling-Power.com
Do you ever find yourself
needing a multimeter, which
you know you have
somewhere and when you
find it the batteries are flat?
Well, never again, this new
product has no batteries so
you can leave it as long as
you like. Simply wind the
handle 2 times for about 2
minutes use or wind for about
10 seconds for about 10
minutes use .
The product is high quality
and extremely well equipped
with all the features and
functions required for general
use.
Code
WUVM
Page 4
GENERAL SPECIFICATIONS
Display
46 mm x 23 mm large LCD
Measurement
AC, ACA, DCV, DCA,
ohms, continuity
beeper, Hz, %, Capacitance, Diode, Data hold.
Range selection Auto ranging with manual selecting.
Data hold to freeze the display reading
Dimensions 152 x 78 x 45 mm
Weight 350 g
Includes red and black test leads plus instruction
manual
Electrical Specification
D/C voltage
Range Volts 400.0 mv - 1000 v D/C
Accuracy +/- ( 1% + 3d )
Input impedance 10 M Ohm
D/C & A/C current
10 A - 400 m
A
No Batteries
Wind up to use
Overload Protection Fuse
Ohms
400-40 M ohm
Capacitance
40nF-100 m
F
Frequency
4 Hz - 4 MHz
Diode
( forward voltage , VF )
Range 4 V DC
Resolution 0.001 V
Test voltage 1.6 v DC
test current 1 +/- 0.6 amps
Continuity Beeper
Beep if resistance less than 100 ohm
response time < 100 ms
3 output battery chargers
PFC
The Ultimate Battery Charger
The Ultimate Battery Charger- Power Pack
Pro
D/C voltage
12
12
12
12
12
12
Charge U
Pro Charge Ultra 80-270 V 40-70 Hz a/c input
Amps Number of outputs Size L x W x D mm Weight kg
10
2
260 x 215 x 90
2.0
20
3
260 x 215 x 90
2.0
30
3
260 x 215 x 90
2.0
40
3
260 x 215 x 90
2.0
50
3
315 x 215 x 90
3.0
60
3
315 x 215 x 90
3.0
Part nos
PCU1210
PCU1220
PCU1230
PCU1240
PCU1250
PCU1260
For larger current requirements simply add 2 or more units together.
24
20
3
24
30
3
Remote control plus 10 metres of cable
260 x 215 x 90
315 x 215 x 90
110 x 68 x 20
2.0
3.0
0.05
12v 10 amp to 40 amp
24 v 20 amp
Local Information Centre
32 x LED display panel
2 x LED digital meters
1 x digital power meter
PCU2420
PCU2430
PCUR
REMOTE CONTROL (OPTION)
110x 68 x20 mm
including
10 metres of cable
Unique remote housing
can be surface mounted,
recess mounted or
flush mounted
12v 50 amp & 60 amp
24 v 30 amp
12 v 60 amp model, all other units pro rata
Input voltage range
80-270 v 40-70 Hz
Power Factor at 230 v
0.976
Efficiency
90.4%
Full load current ( 110/230v )
9.8/4.6 amps
Ripple noise ( R.M.S. )
14mV
Ground leakage
0.5 mA
Generator/ mains power required to run unit ( watts )
12 v 20 amp approx 350 watts
12 v 30 amp approx 500 watts
12 v 40 amp approx 600 watts
12 v 50 amp approx 750 watts EN61000-3-2
12 v 60 amp approx 900 watts EN61000-3-3
24 v 20 amp approx 600 watts
24 v 30 amp approx 900 watts EN50081-1
EN60335-2-29
voltmeter accuracy
+/- 1%
ammeter accuracy
+/- 1%
Awarded
Premium
Product
from
SAILING
TODAY
With our years of experience in this market we thought of everything we could possibly think of and combine it all into this product range, resulting in the
Ultimate Battery Charger. However do not take our word for it , this was recently confirmed on its first competitive test with Sailing Today Magazine where it
won Premium Product against the toughest competitors ( Mastervolt and Victron plus others ) and was described as “ This has to be the most flexible
marine charger on the market today “, closely followed by the innovation award at IBEX 2010, the largest International Boat building EXhibition in the USA
and it has just been released onto the market for about 7 months.
New features on this product surpassing that of standard battery chargers include :
1) 11 pre-programmed battery curves including LiFePO4.
2) 1 custom set, can be set from charger , unlike our competitors there is no need for a computer to do this operation , all can be done from the front panel.
3) 2 x digital metres for amps and voltage measurement. and 32 LED information display
4) 1 x power metre to show what reserve power left in the unit.
5) PFC, active, up to 0.99 PF, ensuring efficient power conversion, up to almost 90% as opposed to about 60% for older, non PFC technology.
6) New synchronised rectification output as opposed to diode output, giving up to an extra 9% efficiency.
7) De-sulfation auto cycle built in to software.
8) New, low activity, standby mode to increase battery life.
9) Battery health program every 7-10 days .
10) Multiple speed fan control. This reduces unnecessary fan noise experienced by the customer, even though the new extreme efficiency reduces the need
for fans. At high ambient temperatures (40-50 deg C) however, fans would still be required to ensure operation.
11) Primary ( processor digitally controlled ) and an emergency backup secondary ( analogue controlled ) high voltage trip.
12) 32 LED information panel to ensure maximum information transmitted to owner.
13) Internal scan and systems check to ensure product is okay.
14) Remote control option,
15) Small footprint and light weight .
16) Include battery temperature sensor to give temperature compensation and high temp trip .
17) As with all our marine chargers all metals used are non ferrous or heavily protected, so no corrosion
18) % power reduction to allow unit to work with restricted power available ( available on local control or remote control panel ),
19) Conforms to A.B.Y.C. drip test, is water proof from water directly dropped on to the top of the unit ( +/ - 17 deg ) if installed correctly (vertically)
Page 5
3 output battery chargers
4 Step Constant Current
progressive battery chargers/ Power packs
Pro
D/C voltage
12
12
12
24
Charge C
12 v10,20,30amp
24 v 20 amp
Pro Charge
D
Pro Charge C 80-230 V
Amps Number of outputs
10
2
20
3
30
3
20
3
Weight kg
1.5
1.5
2.0
2.5
Part nos
PC1210
PC1220
PC1230
PC2420
The international range has proven to be one of the most successful on the market due
to its price, extremely small footprint and performance. This 3 output unit accepts
multi input voltage (80V-300V) and frequency (40Hz-400Hz) is ideal for a smaller
boat.
1) 4 step adaptative battery charging.
2) Programmable for gel, open lead acid, sealed, maintenance free and AGM batteries.
3) Automatic universal 110/230 volt 50/60Hz input tolerance.
4) Power pack function.
5) 3 isolated outputs ( except the 10 amp , only 2 on that model).
6) Low cost, high performance ratio.
7) New 3 stage R.F.I. filter for even lower radio interference.
8) 24kt gold plated output terminal.
12 v 30, 40, 50 amp
24 v 25 amp
Includes
1 x battery
temperature
sensor
Incl.
gold output fuse
Remote control
(optional extra)
Pro Charge D 80-230 V
D/C voltage
Amps Number of outputs
12
30
3
12
40
3
12
50
3
24
25
3
Remote control unit
Pro Charge
40-70 Hz a/c input
Size L x W x D mm
240 x 165 x 60
240 x 165 x 60
320 x 165 x 60
320 x 165 x 60
N
40-70 hz a/c input
Size L x W x D mm
340 x 195 x 60
340 x 195 x 60
340 x 195 x 60
340 x 195 x 60
170 x 90 x 40
Weight kg
3
3
3
3
0.25
This well established unit has all the power benefits of the standard
system are retained with the control, safety and information aspects
upgraded beyond recognition. The latest benefits offered by digital
adaptative control are highlighted in the Quick Check on the
opposite page (page 5) and should be studied. Digital management
ensures more accurate control, more battery information type
storage in the software, more real time calculations to be done to
ensure the best charge, more information is also available in the
control chip which can then be displayed on the new remote control
and information panel that is supplied as an option in the small
range but as standard in the large range.
Part nos
1230CED
1240CED
1250CED
2425CED
CEDRC
Includes
1 x battery
temperature
sensor
12 v 40, 50 , 60 amps
24 v 35 amps
Twin installation up to 6 outputs
12 v 120 amps
aluminium A frame
24 v 70 amps
Pro Charge C 80-230 V 40-70 Hz a/c input
D/C voltage
Amps Number of outputs Size L x W x D mm
12
40
3
440 x 200 x 100
12
50
3
440 x 200 x 100
12
60
3
460 x 200 x 100
24
30
3
460 x 200 x 100
Aluminium A frame to support 2 chargers 525 x 190 x 210
Dual control box to balance twin installation
Remote control panel plus 10 metres cable 105 x 55 x 16
Weight kg
5
5
5.5
5.5
1
0.1
0.1
This product’s impressive extra feature list can be seen on
the next page. The units can, of course, be used individually.
For applications where that extra power is required,
however, or even when extra outputs are needed (for
example a larger boat could have 2 engine starter battery
banks, main domestic bank, bow thruster bank and a
generator battery), you can simply connect one output from
each charger directing both chargers power into the
domestic bank and feed the other 4 battery banks with the 4
remaining outputs. This also reduces the cable diameter
required as the 4 smaller battery banks are only capable of
receiving 1/2 the power of the larger battery bank. A special
aluminium A frame has been designed to support 2 units in
a small foot print. To enhance this ability even more a
special power balancing box was designed specifically for
the major American boat builders who wanted more
economic power, they found that they preferred the small
size of the twin system and, of course, the redundancy
factor in case of a problem. If the higher power option is
required, then the frame is simply a neat way to combine
units together, the chargers are bolted to the pre made frame
and the frame is secured to the bulkhead for a neat finish.
REMOTE CONTROL (OPTION)
Sterling power
Part nos
PCN1240
PCN1250
PCN1260
PCN2430
PCNA
PCND
PCNR
Pro Charge N Remote
Power
Fault
Power
Page 6
Alarm
Function
Select
Enter
N
e
rg D
ha
C ge
o ar C
Pr Ch rge
o a
Pr Ch
o
Pr
STERLING QUICK CHECK LIST
Check these functions against our competitors
Blue is a performance feature and Red a safety feature
Adaptative charging
3 isolated outputs
Automatic 110/230 volt selector
Power pack mode
Multiple input frequency from 40-400 hz
Thermostatically controlled fan cooling
4 step constant current charging
High ambient temperature rated
4 different battery type selector
Automatic battery bank size and state sensing
3 stage R.F.I .filter
3 led output display information panel
High heat sink temperature trip
24kt gold plated output terminal post
Reverse polarity protected ( with fuse )
Over load protected
Short circuit protected
Sturdy aluminium construction
Small foot print, low profile
U.L and ABYC, certificated
Can be used in parallel operation
Digital software control
Battery temperature sensing and compensation
High battery voltage trip
High battery temperature trip
Negative fused externally (ABYC. Requirement)
Auto power reduction in event of high temperature
7 LED output display information panel
Automatic 10 day de-sulphation cycle
Remote control socket for optional remote panel
Safety time out circuit
7 battery type selection
Calcium battery cycle included
De Sulphation cycle selector
10 LED information display
10 LED current bar display on charger
Voltage balancing control circuit
Parallel balancing ability
Extra features offered with the remote optional
Remote switch on/off
Manual power reduction selector
Auto memory power lock on setting
Delay start up to enable power setting change
2 line 16 bit L.C.D. display screen
High charge rate timer countdown
Auto cycle all information with manual screen lock
Displays all alarm functions
Display, volts, amps, temperatures etc
Adaptative Charging.
This is where the charger control circuit can increase or decrease the charging profile
depending on the state and size of the batteries, low cost fixed chargers do not have
this ability
3 isolated outputs:
The charger has 3 outputs enabling 3 different battery banks to be charged at the
same time.
Automatic 110/230 volt selector:
The in built system enables the charger to be automatically used on a wide voltage
range from 80-300 volts A/C.
Power Pack Mode
This is an absolutely critical aspect of any charger, the term battery charger is used
when asking for this type of product, however, the term Power Pack is much more
important as this is the ability of the unit to supply the D/C needs of the boats system
after the batteries are charged, i.e. this product can run the boats d/c requirements ( to
the max amps of the unit ) with no batteries on board.
Multiple input frequencies from 40-400 Hz:( switch mode design )
Self-explanatory, the unit is able to work on all worldwide A/C input frequencies.
Thermostatically controlled fan cooling:
The unit monitors the unit temperature and controls the fans; this reduces any
unnecessary fan noise from the charger and enables the unit to operate at high
ambient temperatures
4 step constant current charging.
All modern chargers should be constant current chargers as opposed to the old fashion
constant voltage chargers, constant current chargers will charger over 10 times faster
and should but about 30-40 % more charger into the batteries
High ambient temperature rated:
Many boat builders expect the chargers to work at full power continuously at 40 deg
ambient, few chargers in Europe meet this ABYC requirement - we do.
4 Different battery type selector :
There is more than one battery type; most chargers do not offer different programs for
different battery types. Failure to offer an option will result in either overcharging some
battery types and sulphating others. The Sterling offers charging curves for open lead
acid batteries, traction batteries, sealed batteries, gel batteries and A.G.M batteries.
Automatic battery bank size and state:
No need to program in the battery bank size as the digital software can work that out
itself.
3 stage R.F.I filter:
In order to meet C.E. requirements for radio rrequency Interference a three-stage filter is used
to ensure that not only is the standard reached but also that we fall well above the standard
legally required.
High heat sink temp trip:
In the event of extreme temperature the battery charger will switch off at 70 deg C
24kt gold plated output terminal posts:
Over a period of time brass corrodes in salt air making poor connectors, we have all seen the
green paste that forms around battery terminals etc. All Sterling connection posts are solid
brass and are 24kt gold plated to eliminate this and ensure better connections.
Overload protected:
The unit cannot be overloaded and so engine or bow thrusters etc can be used while the
charger is in operation without damage to the charger
Short circuit protected:
As stated the charger can be short-circuited with no adverse results.
Sturdy Aluminium construction.
All sterling chargers make good use of strong aluminium body , both to ensure heat is
removed from the product and also to add strength to the product. Plastic just will not do the
job.
Digital software control
There are 2 ways to control electronic processing, Analogue (hardware control) and Digital
(soft ware control). Hardware control is where the voltage sensing and processing are all
done via transistors and electronic hardware. This is fine as long as the information to be
processed is kept simple. Sterling leads the field in this type of controller but has found that
when upgrading from our previous model, it required so many extra features to keep up with
new battery types and alternator types etc, which makes a hardware version impossible to
make. Digital control (software): This uses lines of computer code, digitally burned into a
memory processor in the battery chargers. This means that very complex information and
mathematical processes can be processed, which would be impossible for the hardware
system to do. It is the next generation of control and more and more you will see the term
digital control appearing on different products. Digital control offers so many extra features at
no extra cost (see below) and accuracy beyond the ability of the analogue version.
Battery temperature sensing and compensation:
The Sterling Digital comes complete with a battery temperature sensor, which is automatically
set to one of the temperature compensation set by your battery type selector switch.
High battery voltage trip:
Things do go wrong no matter how hard we try so in the event of the regulator control failing,
then any voltage above what the software is expecting will shut the battery charger down and
display the fault.
High battery temperature trip:
It always amazes me how many companies sense battery temperature and compensate the
charger voltage against temperature, but in the extreme event of total battery failure when the
battery is going to boil, the battery charger will not switch off. The Sterling processor not only
senses the temperature but will shut down the charger in event of total failure and display the
fault condition.
Auto Power reduction in event of high temperature.
Because it is best to get as much power as possible at high temperature, in extreme high
temperature or cooling fan failure, if the heat sink reaches 65 deg C then the output current of
the unit will be systematically reduced to prevent the high temperature trip being activated at
70 deg C, its better getting something than nothing.
7 LED output display information panel: High charger rate, timer activated, battery type (3
colours), float mode, high battery temp trip, over voltage trip.
Automatic 10 day de-sulphation cycle:
The good thing about a constant current charger is that it de-sulphates the battery plates
ensuring maximum life from the batteries. However, this only works if the charger is switched
on/off regularly (i.e. every time you disconnect and reconnect the charger the plates are
subjected to a de-sulphation cycle). The problem is that some boats or standby equipment
may be rarely used.
For example: a boat could be moored all year and never leave the pontoon, or a stand by
generator with the charger on all the time. In these cases the de-sulphation cycle would only
happen once and the batteries would eventually sulphate causing premature destruction.
However the Sterling software has a 7 day timer which in the event of inactivity will
automatically run a de-sulphation cycle keeping your plates clean.
Remote control socket:
The unit has the ability to be connected to a digital L.C.D. information and control panel.
Safety time out circuit, in the event of defective batteries , and the charger is unable to
complete its charger cycle, the unit will drop to a low float voltage afer 10 hrs to reduce the
damaged to batteries
7 battery type selection: The new control takes into account many more battery types than the
normal units
Calcium battery cycle included: the new calcium batteries require charge voltage way above
any normal chargers ability, failure to reach these voltages will damage the batteries.
De-sulphation cycle selector. This unit has the ability to manually select a de-sulphation cycle
, only to be used where batteries are sulphated or extremely discharged and require "bringing
back to life"
Voltage Balancing circuit. Multi output chargers can sometimes in extreme conditions under
charge batteries due to voltage imbalance, This unit has a seperate control circuit to ensure
all the batteries being changed remain within the voltage parameters set down in the cycle
program selected.
Remote switch on/off: ability to switch the unit ‘on’ and ‘off’ from the remote panel
Manual power reduction selector: Some marinas offer only limited shore power; as a result
high power battery chargers will not work. It therefore becomes necessary to reduce the out
power of the charger to enable it to operate from the shore power. This remote offers the
ability to select 100%, 50% or 25% power to deal with the lowest shore power supplies. It is
best to have some power than none, this feature is also good if an onboard generator is used,
i.e. you may want say a 100 amp charger for the onboard generator to charge the batteries
fast but the local berth cannot support such a large charger. In this case the charger could be
reduced to 25 amps when returned to the marina berth.
Auto memory power lock on setting :If reduced power is selected the software remembers the
setting so in the event of removing the shore power the charger will start up on the reduced
setting next time.
Delay start up to enable power setting change: In the event of a boat entering a marina and
only a low power supply is available, if the last time the charger was used then the charger
would start up on high power and trip the shore supply. To overcome this problem when the
charger is started, the software counts down 30 seconds before automatically starting the
charger on the last setting. This gives the operator ample time to reduce the power if required
on the remote control.
2 line 16 bit L.C.D. display screen: As described above a large information screen is use
which has an on/off switch for the background light.
Auto cycle all information with manual screen lock: Due to the large amount of information
being displayed, it is not possible to fit it all on the screen. As a result the screen automatically
scrolls through the screens. However you may wish to monitor one screen in particular, in this
case simply push the lock button to lock that screen on.
Page 7
N
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rg D
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C ge
o ar C
Pr Ch rge
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Pr Ch
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Pr
STERLING QUICK CHECK LIST
Check these functions against our competitors
Blue is a performance feature and Red a safety feature
Adaptative charging
3 isolated outputs
Automatic 110/230 volt selector
Power pack mode
Multiple input frequency from 40-400 hz
Thermostatically controlled fan cooling
4 step constant current charging
High ambient temperature rated
4 different battery type selector
Automatic battery bank size and state sensing
3 stage R.F.I .filter
3 led output display information panel
High heat sink temperature trip
24kt gold plated output terminal post
Reverse polarity protected ( with fuse )
Over load protected
Short circuit protected
Sturdy aluminium construction
Small foot print, low profile
U.L and ABYC, certificated
Can be used in parallel operation
Digital software control
Battery temperature sensing and compensation
High battery voltage trip
High battery temperature trip
Negative fused externally (ABYC. Requirement)
Auto power reduction in event of high temperature
7 LED output display information panel
Automatic 10 day de-sulphation cycle
Remote control socket for optional remote panel
Safety time out circuit
7 battery type selection
Calcium battery cycle included
De Sulphation cycle selector
10 LED information display
10 LED current bar display on charger
Voltage balancing control circuit
Parallel balancing ability
Extra features offered with the remote optional
Remote switch on/off
Manual power reduction selector
Auto memory power lock on setting
Delay start up to enable power setting change
2 line 16 bit L.C.D. display screen
High charge rate timer countdown
Auto cycle all information with manual screen lock
Displays all alarm functions
Display, volts, amps, temperatures etc
Adaptative Charging.
This is where the charger control circuit can increase or decrease the charging profile
depending on the state and size of the batteries, low cost fixed chargers do not have
this ability
3 isolated outputs:
The charger has 3 outputs enabling 3 different battery banks to be charged at the
same time.
Automatic 110/230 volt selector:
The in built system enables the charger to be automatically used on a wide voltage
range from 80-300 volts A/C.
Power Pack Mode
This is an absolutely critical aspect of any charger, the term battery charger is used
when asking for this type of product, however, the term Power Pack is much more
important as this is the ability of the unit to supply the D/C needs of the boats system
after the batteries are charged, i.e. this product can run the boats d/c requirements ( to
the max amps of the unit ) with no batteries on board.
Multiple input frequencies from 40-400 Hz:( switch mode design )
Self-explanatory, the unit is able to work on all worldwide A/C input frequencies.
Thermostatically controlled fan cooling:
The unit monitors the unit temperature and controls the fans; this reduces any
unnecessary fan noise from the charger and enables the unit to operate at high
ambient temperatures
4 step constant current charging.
All modern chargers should be constant current chargers as opposed to the old fashion
constant voltage chargers, constant current chargers will charger over 10 times faster
and should but about 30-40 % more charger into the batteries
High ambient temperature rated:
Many boat builders expect the chargers to work at full power continuously at 40 deg
ambient, few chargers in Europe meet this ABYC requirement - we do.
4 Different battery type selector :
There is more than one battery type; most chargers do not offer different programs for
different battery types. Failure to offer an option will result in either overcharging some
battery types and sulphating others. The Sterling offers charging curves for open lead
acid batteries, traction batteries, sealed batteries, gel batteries and A.G.M batteries.
Automatic battery bank size and state:
No need to program in the battery bank size as the digital software can work that out
itself.
3 stage R.F.I filter:
In order to meet C.E. requirements for radio rrequency Interference a three-stage filter is used
to ensure that not only is the standard reached but also that we fall well above the standard
legally required.
High heat sink temp trip:
In the event of extreme temperature the battery charger will switch off at 70 deg C
24kt gold plated output terminal posts:
Over a period of time brass corrodes in salt air making poor connectors, we have all seen the
green paste that forms around battery terminals etc. All Sterling connection posts are solid
brass and are 24kt gold plated to eliminate this and ensure better connections.
Overload protected:
The unit cannot be overloaded and so engine or bow thrusters etc can be used while the
charger is in operation without damage to the charger
Short circuit protected:
As stated the charger can be short-circuited with no adverse results.
Sturdy Aluminium construction.
All sterling chargers make good use of strong aluminium body , both to ensure heat is
removed from the product and also to add strength to the product. Plastic just will not do the
job.
Digital software control
There are 2 ways to control electronic processing, Analogue (hardware control) and Digital
(soft ware control). Hardware control is where the voltage sensing and processing are all
done via transistors and electronic hardware. This is fine as long as the information to be
processed is kept simple. Sterling leads the field in this type of controller but has found that
when upgrading from our previous model, it required so many extra features to keep up with
new battery types and alternator types etc, which makes a hardware version impossible to
make. Digital control (software): This uses lines of computer code, digitally burned into a
memory processor in the battery chargers. This means that very complex information and
mathematical processes can be processed, which would be impossible for the hardware
system to do. It is the next generation of control and more and more you will see the term
digital control appearing on different products. Digital control offers so many extra features at
no extra cost (see below) and accuracy beyond the ability of the analogue version.
Battery temperature sensing and compensation:
The Sterling Digital comes complete with a battery temperature sensor, which is automatically
set to one of the temperature compensation set by your battery type selector switch.
High battery voltage trip:
Things do go wrong no matter how hard we try so in the event of the regulator control failing,
then any voltage above what the software is expecting will shut the battery charger down and
display the fault.
High battery temperature trip:
It always amazes me how many companies sense battery temperature and compensate the
charger voltage against temperature, but in the extreme event of total battery failure when the
battery is going to boil, the battery charger will not switch off. The Sterling processor not only
senses the temperature but will shut down the charger in event of total failure and display the
fault condition.
Auto Power reduction in event of high temperature.
Because it is best to get as much power as possible at high temperature, in extreme high
temperature or cooling fan failure, if the heat sink reaches 65 deg C then the output current of
the unit will be systematically reduced to prevent the high temperature trip being activated at
70 deg C, its better getting something than nothing.
7 LED output display information panel: High charger rate, timer activated, battery type (3
colours), float mode, high battery temp trip, over voltage trip.
Automatic 10 day de-sulphation cycle:
The good thing about a constant current charger is that it de-sulphates the battery plates
ensuring maximum life from the batteries. However, this only works if the charger is switched
on/off regularly (i.e. every time you disconnect and reconnect the charger the plates are
subjected to a de-sulphation cycle). The problem is that some boats or standby equipment
may be rarely used.
For example: a boat could be moored all year and never leave the pontoon, or a stand by
generator with the charger on all the time. In these cases the de-sulphation cycle would only
happen once and the batteries would eventually sulphate causing premature destruction.
However the Sterling software has a 7 day timer which in the event of inactivity will
automatically run a de-sulphation cycle keeping your plates clean.
Remote control socket:
The unit has the ability to be connected to a digital L.C.D. information and control panel.
Safety time out circuit, in the event of defective batteries , and the charger is unable to
complete its charger cycle, the unit will drop to a low float voltage afer 10 hrs to reduce the
damaged to batteries
7 battery type selection: The new control takes into account many more battery types than the
normal units
Calcium battery cycle included: the new calcium batteries require charge voltage way above
any normal chargers ability, failure to reach these voltages will damage the batteries.
De-sulphation cycle selector. This unit has the ability to manually select a de-sulphation cycle
, only to be used where batteries are sulphated or extremely discharged and require "bringing
back to life"
Voltage Balancing circuit. Multi output chargers can sometimes in extreme conditions under
charge batteries due to voltage imbalance, This unit has a seperate control circuit to ensure
all the batteries being changed remain within the voltage parameters set down in the cycle
program selected.
Remote switch on/off: ability to switch the unit ‘on’ and ‘off’ from the remote panel
Manual power reduction selector: Some marinas offer only limited shore power; as a result
high power battery chargers will not work. It therefore becomes necessary to reduce the out
power of the charger to enable it to operate from the shore power. This remote offers the
ability to select 100%, 50% or 25% power to deal with the lowest shore power supplies. It is
best to have some power than none, this feature is also good if an onboard generator is used,
i.e. you may want say a 100 amp charger for the onboard generator to charge the batteries
fast but the local berth cannot support such a large charger. In this case the charger could be
reduced to 25 amps when returned to the marina berth.
Auto memory power lock on setting :If reduced power is selected the software remembers the
setting so in the event of removing the shore power the charger will start up on the reduced
setting next time.
Delay start up to enable power setting change: In the event of a boat entering a marina and
only a low power supply is available, if the last time the charger was used then the charger
would start up on high power and trip the shore supply. To overcome this problem when the
charger is started, the software counts down 30 seconds before automatically starting the
charger on the last setting. This gives the operator ample time to reduce the power if required
on the remote control.
2 line 16 bit L.C.D. display screen: As described above a large information screen is use
which has an on/off switch for the background light.
Auto cycle all information with manual screen lock: Due to the large amount of information
being displayed, it is not possible to fit it all on the screen. As a result the screen automatically
scrolls through the screens. However you may wish to monitor one screen in particular, in this
case simply push the lock button to lock that screen on.
Page 7
Battery - Battery Charger / Maintainer
IP 65 waterproof
Ignition protected
Sterling
Power
Products
www.sterling-power.com
RoHS
compliant
www.sterling-power.usa.com
Source Battery V good
Auxiliary Battery Low
Charge current flowing
Aux Batt High V protect
Auxiliary Battery
Charge / Maintainer
engine start battery; if the vehicle is left for over a few weeks the engine start battery can be discharged through the engine
management ( E.C.U.) system or if a tracker is fitted, this will also drain the system. The product will keep the starter battery
charged and will maintain a reasonable current to cover the losses due to the electronics on the engine starter battery and
keep the vehicle in a ready condition ( as long as the battery charger is on the domestic battery system, or there is surplus
power provided by a solar cell/wind turbine)
Maybe your camper van has a small generator on it, or the vehicle is 24 v and the gen battery is 12 v.
3)Solar / wind top up, you may have a solar cell or a wind turbine on the main battery bank and again wish to
share the surplus power from this device to other batteries ,thus maintaining them at a ready condition.
Output
Input
2)Camper vans, where the camper van has a mains battery charger on the domestic battery but none on the
fuse
fuse
made in tiawan
BLACK
Negative
Common
then this could be used to connect from the domestic battery bank to the generator battery, or engine starter batteries to
maintain there charge state when the combi charger is 'on'. Or you may have a 24 v main battery but a 12 v generator, or a
12 v main battery with a 24 v gen ( the list is endless )
Protected fuses
Examples of where one would use this type product successfully:
1) Boats , if there is only 1 charger on board on the domestic system ( such as a combination / inverter charger )
Model type
12V to 12V 3 A
12V to 24V 1 A
24V to 24V 3 A
24V to 12V 1 A
Spare 10 amp fuse
ORANGE
Positive
Output
Save money on batteries and stop them from being destroyed by discharging. A flat battery means you need an expensive
replacement .
The auxiliary battery charger maintainer is simple to install and is a low cost product. It is designed to enable extra battery
banks on a boat or a camper van to be kept topped up from a separate battery bank which has, for example, a battery
charger / wind gen/ solar cell connected to it .
Why use this product instead of a voltage sensitive relay?
A voltage sensitive relay is great where a large current flow is required but it takes a relatively large amount of power to
hold in a relay. This is power you cannot afford if you are only producing low current, also if the other battery you are
charging is an engine battery then the starting current that will be present on engine start up will cause problems through
the relay, unless it’s current limiting. The battery maintainer uses FETs instead of relays and as such uses very little power
itself. ( less than 1 mA ) Therefore the power generated, for example in a solar cell, can be passed through with little loss.
Also the maintainer is current limiting so the high load on starting would not affect it. Relays also have a limited life cycle
and on low power generation a relay could be clicking ‘on’ and ‘off’ all day. However, with a FET control system there is no
physical contacts to wear out and no noise produced.
How does it work?
This unit is activated when the main battery has reached about 13.3 volts and allows excess power to be transferred from
the primary charging system to charge/maintain an auxiliary battery bank.
Please note that this product has no fast charge / boost ability but simply mirrors the input voltage with a small voltage drop
(depending on the current flow), the final charge voltage would be around 0.2 volts lower than the primary charge voltage.
This is more than enough to keep a battery topped up and supply any small loads, such as: the battery internal discharge
and the engine management system discharge ( up to about 1 amp continuous ) . This product should not be used on a
battery with a sustained heavy discharge or drain as it does not have the ability to pass high currents, for higher currents
see the Voltage Sensitive Relays or the Battery to Battery Chargers sections of the catalogue.
This maintainer has the ability to charge and maintain the charge, even if the battery is low ( in a long time frame for
example a 100 amp battery at 50% discharge could take about 1-2 days ) it would never do this if the current discharges
from that battery is in excess of 2 amps
RED
Positive
Input bat
24-24 v 2 amp
24-12 v 1 amp
Auxiliary Battery Charge / Maintainer
12-12 v 3 amp
12-24 v 1 amp
Low power
Mirror Charger
Specification
Power consumption in off line/standby is 0.001 amps approx 1 amp hr every 40 days.
Power consumption online ( normally not important but only important if a low power solar cell is being used) = 1 ma
A solar cell in excess off 1 watt would work through this without a problem .
High voltage trip 15 v on aux battery bank (x 2 for 24 v), high temperature
lock down at 80 deg C.
Aux battery 'low voltage' warning LED on if aux bat below 12.6 v and 'off'
above 12.7 volts
Battery charger
Voltage required to activate the device 13.3 v input
Combi
Voltage at which point the device switches off and on to standby 12.9 v input
Solar cell
Reverse polarity protected ( fuse )
Wind turbine
Engine Alternator
Battery maintainer / charger inc 1 metre of cable
other d/c charging
Input V d/c Output V d/c
Amps
Size L x W x D mm Weight kg Part nos
power source
12
12
3
140 x 45 x 40
0.25
BM12123
g
Auxiliary
battery
12
24
24
24
24
12
1
3
1
140 x 45 x 40
140 x 45 x 40
140 x 45 x 40
0.25
0.25
0.25
Battery Balancer and
Defective battery identification
BM12241
BM24241
BM24121
This product is designed to balance battery banks in series , which may not be
perfectly balanced and as such will prematurely be destroyed because they are not
identical and there may be a slight internal resistance difference between each
battery. If the batteries are balanced during the charge and discharge phase then
they will last longer. Also, when a battery is detected as defective, it is clearly
identified, enabling the operator to replace the correct battery before It is too late and
all batteries end up getting destroyed. This unit can easily pay for itself many times
over in its lifetime.
Suggested applications : 24 v starter battery bank on a boat or vehicle, 24 or 36
volt trawler motor bank on small electric outboard motors
Battery Bank V d/c
24
36
12
24
model shown, 36 volt 3 x 12 v battery bank
page 8
Primary
battery
Battery Balancer / defective battery identification
Bank Make up
Size L x W x D mm Weight kg
2 x 12 v
140 x 45 x 40
0.25
3 x 12 v
140 x 45 x 40
0.25
2x6v
140 x 45 x 40
0.25
4x6v
140 x 45 x 40
0.25
Part nos
BD242
BD363
BD122
BD244
How effective is advanced battery charging?
I am asked all the time ‘do i really need advanced charging on my batteries ?’ What effect does a split charger diode have on charging ? what % improvement
will our products have on a system? Will the extra fast charging boil my battery? Will it excessively gas the battery? what effect, in real terms, can i expect ?
Most of the question stem from old wives tales rampant in this market, the idea behind this article is to lay to rest any and all of the old wives tales and offer the
facts . Remember the below results are extreme and meant to show just how hard you can charge an open lead acid battery with no adverse effects. The
results were all data logged and were 100% real and reproducible , they are not guess work nor are made up.
Voltage versus current absorbed test
amps absorbed
by battery
60%
Voltage
start point
14.8
13.2
14
14.4
Battery charge volts
13
15
14.8 VOLT CHARGE RATE
60 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C - 32 DEG C
400 WATT LOAD ON INVERTER LASTED 114 MIN
14.4 VOLT CHARGE RATE
55 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C - 26 DEG C
400 WATT LOAD ON INVERTER LASTED 101 MIN
GE
AR
GE
GE
CH
CHAR
HAR
LT
C
VOLT
VO
14.8
OLT
.0
4V
14
14 .
amps
65%
75%
no excessive gassing, which there was not.
For 24 v x all voltages by 2
55%
Ramp up
input voltage
from start point
150
140
130
120
How much extra power is actually absorbed into the battery ? 110
100
Having established the dramatic charge improvement which a battery can achieve with the
increase in voltage, the many sceptics amongst us will now say ‘ the battery will charge faster,’
90
but you will gas the battery profusely, you will over heat it and boil it, and all the extra current
going into it is not being stored, it is simply being gassed off. Therefore the apparent fast charge
80
is a waste of time. All you have done is wreck the battery. These all appear valid points yet are all
prolific rumours . Now, lets see if they are true or simply the old wives tales.
70
Part 2 will this fast charge rate cause discharging the battery through an inverter with a
60
400 watt light bulb load and time how long each
problems with test 2 we take 4 x 100 amp
battery can run the load after it has completed its
identical lead acid batteries, as per the above
50
charge cycle. If the amp hr counter shows more
test. We connect all 4 together and discharge
amps going into the battery and the load runs for
40
them to the same level. Then we will charge one
a longer period of time, then the amps must
at a time (using a 200 amp regulated power
have been stored in the battery. We will also
30
supply) and over a 1.5 hr period and see how
measure the battery temperature before and
much charge in the form of amps are absorbed
after the charge run to see if the battery is in
20
into the battery and using an amp hr counter we
danger ( 50 deg C is when a battery starts to
can measure the actual amp hrs which have
10
have problems ) of over heating and boiling.
passed into the battery. After the battery has
The battery caps were removed from the battery
completed its charge cycle at the allocated
0
cells to inspect the plates to ensure there was
voltage we will then see if the amps are actually
in the battery as storage amps. We do this by
50%
For 24 v x all voltages by 2
volts, the battery was full ( in its opinion).
Where, as at 14.8 volts we were still putting in 150
about 60 amps, a charge improvement of
6000% ( rather an improvement).
Why the specific voltages ?: The voltages
chosen are real voltages which one would
expect to see in real life.
13.2 volts: this voltage appears in 2 main
circumstances.
a) If you use a split charge diode then one
100
would expect this sort of voltage at the battery.
b) Most alternators now have a built in
temperature compensator on their regulator.
When the engine room heats up ( especially on
a vehicle ) then the assumption made by the
alternator manufacturers is that the battery
should be full. So, as the warm air in the engine
room is pulled past the regulator, the voltage
50
from the alternator is reduced, the end result is
we have seen standard vehicle alternators start
off at 14 volts and drop to 13.2 volts in vehicles
( with the bonnet down ) after about 20
minutes. This is okay for the starter battery but
will ensure your secondary batteries never
charged ( as per the graph ).
14.0 volts: this is where most alternators start
0
from, and is a standard expected alternator
voltage from an alternator.
14.4 volts: This is the voltage used to charge
sealed lead acid batteries to prevent gassing.
14.8 volts: This is the voltage that one can
push up to in open lead acid batteries without
any damage to ancillary equipment (which will
be connected to the battery at the same time).
Apart from the obvious increase in charge rate
this prevents and removes sulphates from the
batteries. For 24 v x all voltages by 2
Battery charge state
shown as aprox %
charge at time of test
Part 1: The effect of voltage on battery charging
There is no magic with advanced charging
systems, in effect, all they do is increase the
differential voltage between where the battery is
and the charge voltage. In other words the
higher voltage that is applied to a battery the
faster it will charge. However, on the down side
if you do not control that higher voltage after the
charge then you will damage the batteries.
This simple experiment will show you the direct
relationship between actual voltage applied to a
battery and the current ( amps ) being absorbed
by it. This will give you some idea how your
system can be improved and where the
problem may lie .
This information is 100% accurate and can be
reproduced on any test bench at any time,
The test is very simple and not open to miss
interpretation. We will use a simple 100 amp hr
lead acid, so called 'leisure battery', a low cost,
nothing fancy battery. All we have done is to
discharge the battery to about 50%, then
connect it to a 180 amp regulated power
supply. We will simply present the battery a
starting voltage of 13.2 volts and see how much
current it will absorb from the power supply,
then we will simply ramp up the power supply
voltage and measure the extra current
absorbed as the voltage increases.
For example, the red line shows that when the
battery was 50% full at 13.2 volts the charge
current was 35 amps and at 14.8 volts the
charge current was 160 amps, an improvement
off about 457%. However, the black line on the
graph which was taken when the battery was
about 70-75% full shows that, at 13.2 volts, the
current was about 1 amp ( showing that, at 13.2
0
14.0 VOLT CHARGE RATE
45 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C -23 DEG C
400 WATT LOAD ON INVERTER LASTED 83 MIN
13.2 VOLT CHARGER RATE
21 AMP HRS TOTAL ( FROM AMP HR COUNTER )
BATTERY TEMP CHANGE 18 DEG C -19 DEG C
400 WATT LOAD ON INVERTER LASTED 48 MIN
1 3.
2V
OLT
CH
ARG
E
Time in mins
30
60
180
Answers to the questions based on actual facts :
1) Will the fast charge rate also put more into my batteries ? One can clearly see that on the 13.3 volt charge only 21 amp hrs were put into the battery as
opposed to 60 amp hrs with the 14.8 V charger. An improvement of about 300%.
2) Did this 300% improvement actually go into the battery or was it simply lost in heat and gas ? The inverter discharge test clearly shows that the 13.2 volt
battery ran the inverter for 48 minutes, where as the 14.8 volt test ran the inverter for 114 mins, a clear 230% improvement. So yes, the extra amps was being
stored in the battery, and was consumed bay the inverter as this was the only place the inverter could get the power from .
3) Will the high charge rate boil my batteries?. One can see the rise in the battery temperature at 14.8 volts was from 18 deg C to 32 deg C, well inside the 50
deg required before there are any problems. Also bare in mind that this test was charging a 100 amp hr battery at 150 amps, in real life with 4 x 100 amp hr
batteries you would need a 500 amp alternator or battery charger to be able to reproduce this test run, so its unlikely that one would have a charging source
that good
4) Is it possible to put al lot of power into a battery in 1 hr ?. The graph clearly shows that the bulk of the power absorbed by the charger was in the first hour.
So, obviously, the battery was comfortable with this as the temperature rise was well within the battery's limits.
5) A 100 amp hr battery gives 100 amps output?. Simply not true, even with the best charger, at least 40% or 40 amp hrs tends to be of no use in a battery.
6) Are there any other benefits from this fast charging. Yes you also de-sulphate the batteries, this dramatically increases the life of the batteries and reduces
the running hours of your engine and fuel costs associated with the charging of the batteries. In fact there are no down sides to this process.
Conclusion: Its quite clear that all the fears are old wives tales. Now all you have to do to harness this information is to add a computer
program to store the charging curves, allow the software to control the charge of your batteries, and then ‘hey presto’, welcome to the world
of advanced digital charging from Sterling Power Products.
Page 9
Universal Advanced Digital Alternator Regulators
www.sterling-power.com
Sterling
Power Products
12 v only
RED: High battery voltage trip
FLASHING:High battery temp trip
ALL LEDS FLASHING: High alt V
BATTERY TYPE: GREEN: gel/sealed
YELLOW: open lead acid
RED: A.G.M.sealed
Please read and understand the installation instructions before use
www.sterling-power.com
www.sterling-power.usa.com
UNIVERSAL ADVANCED DIGITAL
4 STEP ALTERNATOR REGULATOR
BATTERY TYPE PROGRAM SELECTOR SWITCH,
INSIDE LID 4 BATTERY TYPE POSITIONS
ON
RoHS
compliant
1 2
1 2
1 2
1 2
LEAD
SEALED
GEL
GEL
OPEN
A.G.M
SEALED
SEALED
L.E.D.
L.E.D.
L.E.D.
( USA)
( YELLOW ) ( GREEN ) ( RED ) LED OFF
new model upgrade
can run up to 300%
more field current with
no heat rise
Pro Reg
Pro Reg B Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12
120 x 70 x 45
0.4
AR12VD
GREEN :Float mode
Yellow: Low voltage warning
ON
Pro
Battery Temp Sensor
Pro
Reg D
new model upgrade
can run up to 300%
more field current with
no heat rise
Pro Reg D Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12 & 24
180 x 90 x 55
0.5
PDAR
Remote control 170 x 90 x 40
0.25 PDARR
(Optional Extra)
Reg B
Inc battery temperature sensor
and 1 metre of cables.
Please check all the features on this
model on next
Includes two temperature sensors 1 model 12 v and 24 v one model
IP 66, Waterproof
Ignition protected
The new Pro Reg S and U are the
next generation of advanced
regulators , offering those extra
features we deemed important based
on our previous 15 years experience
in this market.
The new style housing offers dust
and water protection, along with the
latest technology eliminates the need
for fan cooling. All the extra features
are explained on the next page
Pro
Reg S
Includes two temperature sensors
Pro Reg S Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12
140 x 113 x 45
0.4
ARS
The Ultimate universal Advanced regulator
with Automatic System Analysis Centre
Pro
12 v only
Reg U
the zero volt Pro Split R can also be used
Sterling zero volt drop system
IP 66, Waterproof
Ignition protected
70
60
50
40
30
20
10
0
YELLOW : Timer activated
ON
Charge Improvement Graph
A 110
M 100
P 90 Sterling digital adv. regulator
S 80 with Sterling low volt drop diode
12 Volt
Alt Model
Only
GREEN: High charge rate on
GREEN FLASH : Ramp start
ON
The Problem with standard systems : Standard alternators are not designed to
be good battery chargers; they are designed only to charge an engine start
battery sufficiently to start the engine. Because of this inherent weakness , a
more advanced regulator is required that in effect converts an alternator from a
constant voltage battery charger to the latest 4-step progressive constant
current battery charger (see battery charger graphs). Because of this
improvement in the alternator control system, these regulators dramatically
enhance the alternator's charge rates by between 200-2000% depending on
how poor the original system is.
The Sterling Regulator is designed to charge batteries as fast as possible and
to their maximum capacity without damage to the batteries or alternators.
What To Expect From An Advanced Regulator:
1) Maintains maximum performance of an alternator’s power curve within a
preset envelope as defined by battery manufacturers.
2) Batteries charging 4-20 times faster. ( depending on original system )
3) Enables 25-35% extra useful power to be stored in batteries. A conventional
alternator will only charge the battery to a max of about 75% and at about 35%
remaining capacity the low voltage level renders it useless. This means that,
of 100 amps of battery capacity, only about 35 amps are available to be used.
An advanced regulator will fully charge the battery giving an extra 25%
capacity that this increases the useable available power by about 70 -80 %.
4) Battery plates kept free from sulphate damage resulting in longer life.
5) Due to the built in safety features, in the event of incorrect installation the
unit will switch itself off.
6) Reduces needless running hours on the main engine.
7) Compensates for voltage drops resulting from long cable runs, ammeters,
diodes and other general wiring associated problems.
8) Automatically converts a machine-sensed alternator to a permanent battery
sensed alternator.
SAFETY FIRST: The Sterling Advanced Regulator is full of safety features to
prevent damage to your system. In the event of incorrect installation or a fault
developing on the boat or vehicle, the high voltage trip picks up high voltages
at the batteries and the alternator and switches off the advanced regulator (the
field circuit is disconnected totally from the control via an internal relay).
The Test: Using a standard 12V, 90 amp Bosch alternator fitted to our test
bench, and rotated at a constant speed, the following test was undertaken. 4 x
100 amp ''leisure'' batteries were used, they were split into 2 battery banks,
one for engine start and three for domestic. The engine start battery was fully
charged (to copy that in real life) and the 3 x domestic batteries were
discharged until such time as one of our 1800 watt inverters tripped out on low
voltage. To make the test fair we linked 9 batteries together to make one larger
battery bank then discharged them all to exactly the same level, then at
random three batteries were selected and used for each test. The idea was to
see how many amps could be replaced into a 300 amp battery bank. Bank
discharged to a level one would expect in real life (ie. about 50-60% empty)
over a 3 hour period, and to display the results in as simple a way as possible
to highlight the difference between all the different options and why an
Advanced Regulator is a necessity not a gimmick.
B
Please note
Advanced regs are not suitable for modern vehicles / boats
with integrated Engine Management Systems as they
increase the alternator’s voltage and this can be interpreted
by the management system as a fault on the alternator.
Please use an Alternator to Battery Charger or a
Battery to Battery charger for these applications
Sterling low volt drop diode
Competitor split charge diode
10
20
30
40
50
60
70
80
90
100 110 120
130
140 150
160 170 180
Test alternator = Bosch 90 amp
Standard regulator output voltage = 13.83 volts
TIME/ MINUTES
fig 2
REMOTE CONTROL
(OPTION For Pro Reg S and U only )
200 amp shunt
Shunt for Pro Reg U
Part nos
200 amp shunt S200A
400 amp shunt S400A
Remote Control for Pro Reg S & B only
Voltage d/c Size L x W x D mm Weight kg Part nos
12 & 24
110 x 69 x 20
0.04
ARRSU
Pro Reg Ultra Advanced alternator regulator
Voltage d/c Size L x W x D mm Weight kg Part nos
12 & 24
160 x 140 x 45
0.45
ARU
Page 10
12 & 24 v
Pro Reg
B D S U
Digital software control with slow start
Dynamic Progressive battery charging
Can be used in parallel ( recommended ) or stand alone regulator
Programable for different battery types
Single unit fits 99% of alternators and all battery types
Charges to 4 step progressive constant current charging curves
Self diagnosing fault system
Totally isolates the advanced regulator in fault condition
Information 6 LED display
Battery Temperature sensing
High battery temp trip
High battery voltage trip
High alternator voltage trip
De-sulphation ability on open lead acid batteries
In event of failure auto return to standard alternator regulator
Can be used with or without the temperature sensor
Monitors for excessive neg voltage drop and trips
Protects batteries if temperature sensor open circuited
Protects batteries if split charge relay/diode fails open
Protects batteries if advanced reg fails closed
Protects batteries if battery sense wire falls off
10 LED display
12 or 24 v operation
Remote control option
Alternator temperature sensor and disengage
IP 68 waterproof & ignition protected
7 battery types with 5 step charging curves
Battery type LED converts to voltmeter after start up
Reg bypass for max rotor boost
If used in stand alone mode , transfers from adv reg to standard if fault
20 LED information display
Battery balancing to help compensate for diode voltage distortion
44 LED display panel
Extra LED voltmeter readings for all scanned safety parameters
Manual or auto scan operation
Ammeter up to 250 amps ( reading ) higher current ok but no reading
Advanced Regulator features explained in more depth:
Digital software control with slow start :
Digital control (software) uses lines of computer code, digitally burned into a
memory processor in the Advanced Regulator. This means that very complex
information and mathematical algorithms can be processed that would not be
possible with an analogue hardware system. The unit ramps up the current
over a short period of time to reduce the chance of alternator belt slip.
Dynamic progressive battery charging: this is a term used to explain that the
internal software calculates a different charging regime every time it is used as
the battery state etc. is never the same. Older systems simply used fixed
trimmers which were not able to distinguish different battery types or sizes.
Can be used in parallel or a stand alone reg. This unit can be used as a
stand-alone regulator as well as in parallel with the original regulator. Sterling
believes that, where possible, to leave the existing regulator in place this offers
the Sterling Reg a fall back safety position in the event of it failing.
Programmable for different battery types:
Most other manufacturers fail to recognize the fact that the world has more than
one type of battery. There are now four main groups, open lead acid/traction,
sealed /gel, gel (Europe) and A.G.M. To optimise charging for each of these
battery types there are four totally different charging curves, temperature
curves and safety criteria with each battery type.
Single unit fits 99% of alternators:
The reason for this is very simple, if you check other makes, you can find 12-15
different models to cover what the Sterling will do with 1. The problem with this
is the public must supply correct information about their alternator and batteries
to ensure they receive the correct Advanced Regulator.
Charges to 4 step constant current progressive charging curves.
All good battery chargers are constant current with 3 - 4 step charging curves.
This method is recognized as the best charging type so why expect anything
less from your alternator- in most cases the primary battery charging source.
The Sterling Advanced Regulator converts your basic constant voltage
alternator into a modern 4 step constant current battery charger, it’s that simple.
Self diagnosing fault findings:
The performance and benefits of an Advanced Regulator are beyond dispute,
however, an Advanced Regulator which has been incorrectly installed or fails,
can have devastating effects on a boat. It will destroy the batteries and could
easily set fire to cables.
Sterling takes all this into account and recognizes that some boats on which
these regulators are used have poor wiring and other faults. Because of this we
scan the system every two seconds and if all the parameters are not within our
pre-set values then the unit will switch ‘off’ and signal a fault. This, in my
opinion, is the most important aspect of this type of device, a point not shared
by our competitors.
Totally isolates the regulator in a fault condition:
This is very important and not fully understood by the public. All regulators can
fail for different reasons. If an Advanced Regulator fails closed then the
alternator will work at full power and destroy everything around itself. Simply
turning the regulator ‘off’ will have no effect, so in the event of a Sterling system
failing or tripping, for whatever reason, we physically break the field wire
guaranteeing that the Advanced Regulator will stop working.
Information L.E.D. display:
Most Advanced Regulators have no real information being transmitted to the
operator and as a result one has no idea what is going on. Depending on the
model we give the operator as much information as possible as to what is
happening with the product and the installation system in general.
Battery temperature sensing:
One battery temperature sensor is supplied with the unit. This will adjust the
output charging curves with the ambient battery temperature.
High battery temperature trip:
Most Advanced Regulators monitor the battery temperature to perform the task
as explained above, but what is the point of monitoring the temperature if in the
event of a battery going over temperature you do nothing about it? Sterling
software will pick up the high temperature and in the worst case of a battery
exceeding 50 deg C , will switch ‘off’ the Regulator and display a warning.
High battery voltage trip:
In the event of the battery voltage going too high the unit will switch the regulator
‘off’ and display a warning.
High alternator voltage trip:
This is the most common trip used. In the event of poor wiring, incorrect
installation, or any fault in the system, the alternator voltage will rise too high;
the unit will trip out and display a warning.
De-sulphation ability on open lead acid batteries:
In order to prevent and even de-sulphate lead acid batteries a regular charge
cycle exceeding 14.4 v ( x 2 for 24 v ) will remove the sulphate from a battery
bank and so prolong its life expectancy.
In event of failure auto return to standard regulator:
There are many good reasons to leave the standard regulator in place, one of
them being that, in the event of a Sterling failure or any trip condition of the
advanced regulator, your standard regulator will automatically take over and
allow the journey to continue but at a lower charge rate. If your Advanced
Regulators does not offer this feature then you will lose the use of the boat
during any failure.
Can be used with or without temperature sensing:
Some people don't want to fit temperature sensors, the choice is yours, the
software will pick up if you use it or not and control accordingly. Most other
makes insist a temperature sensor be fitted.
Protects batteries if temperature sensor open circuited:
A big problem with temperature sensors (why people don't like fitting them) is
that they are on a battery. If someone changes the batteries and breaks or open
circuits the temperature sensor wire, most Advanced Regulators will destroy
your batteries by over charging them. Not so with a Sterling. In the event of a
failure of a cable break the Sterling software will pick it up within 2 seconds and
return to the default settings and carry on safely. It will also protect batteries if
split charge relay/diode fails open circuit.
A common fault when fitting an Advanced Regulator is the old split charge diode
or relay that is not up to handling the new performance, resulting in a regulator
to fail. This will result in the destruction of the other battery bank, as the battery
sense wire will be isolated from the alternator (but not with a Sterling, again our
software jumps in and saves the day).
Protects batteries if advanced regulator fails:
In the unlikely event of the Advanced Regulator failing then most regulators will
fail closed and destroy all your batteries (would it surprise you to know that the
Sterling software will jump in and save the day again?).
Alternator temp monitoring and disengagement:
This unit can monitor the alternator temperature and switch off the control unit in
the event of high alternator temperature. The Advanced Regulator will
automatically re-engage when the alternator cools down.
Reg bye pass for max rotor performance:
There is a voltage drop across any regulator, thus reducing the max voltage
drop possible across a rotator and so reducing the possible output power
available from the alt, the new reg bypass removes all voltage drop restrictions
and so maximising the power from the alt under maximum demand conditions.
If used in stand alone mode, transfers from adv to stand ref in fault.
This new innovative feature offers a new backup in event of problems, for
example: if the advanced reg is used as the only regulator and a split diode or
relay fails, the advanced reg would pick up the dangerous high voltages
associated with this event and shut the system down. This will save the
equipment but could leave you stranded as the alternator would no longer work.
However, this new system, when detecting such a fault recognises that the
primary electrical route to the auxiliary battery bank may have been
compromised or destroyed. The electrical route to the engine battery bank may
well be intact, so rather than shut the system down the new unit transfers the
regulator control from the Aux battery bank ( under advanced control ) to a
default condition at the b+ at the alternator, there will be no advanced charging
effect but it will get you home.
Battery balancing to help compensate for diode voltage distortion:
When split charge diodes are used with advanced regulators, a lot of current is
forced into the large empty aux battery bank and the full small engine battery will
have a lot less current flow and so lower voltage drop across the diode. This can
push up the voltage on the engine start battery beyond the batteries limits and
may cause the battery to excessively gas. The balancing system tries to pull
down the surface voltage of the engine battery to reduce this effect .
Manual or auto scan operation:
There are so many factors required for an advanced regulator to safely operate
that we monitor them all the time, however, we have never had the ability to
display this operation to the public before, and, as such, anytime there are
problems with advanced regulators. We are always on the phone with
customers running through voltage checks to help them find the problems with
their systems. 99 times out of a 100 it’s their installation, poor wiring, long cable
runs, dirty connectors, thin cables, defective relays, diodes, rotary switches etc.
They all contribute to our product disengaging itself in order to protect your
installation. This new feature is as much for our benefit as yours, it shows all the
parameters which are monitored and how close your system is to the alarm/ trip
preset parameter. This allows you to ensure your system is up to scratch and
that it can safely deal with this new enhancement.
Page 11
High Power Distribution and Fuse Box
This new product is designed to ensure your D/C electrical distribution
system on boats and specialist vehicles is both very safe and compact. The
clear plastic cover makes it easy to see the green L.E.D.s indicating live
circuits and the red L.E.D.s indicating failed circuits. In the event of
concerns about excess power being used by the L.E.D.s a simple link can
be removed to kill all the green L.E.D.s (that would otherwise be on all the
time) but leave the red (fuse blown warning) L.E.D.s active (but only on in a
fault condition). Other interesting features include an alternator fail safe
blow fuse. The alternator fuse can safely blow but offer the alternator an
emergency link to prevent the alternator’s regulator from being damaged
due to the loss of a battery link. This output can also be used for other
purposes if not being used for an alternator.
The unit has been designed with 2 main markets in mind:
1) Retail market: for existing boats/specialist vehicles, this box can bring
your old system up to a much more modern and safer specification. Fit
close to the domestic battery bank and all your fuses are now inside the
recommended distance for modern safety standards. It also puts all your
fuses in the same area and allows easy testing of faulty circuits.
2) O.E.M. market: if used on a system from scratch, this will reduce the
wiring time of any system, replacing the need for many individual parts
needing to be fitted and connected whilst also standardising the wiring
arrangements saving a lot of time and money.
Key features include
1) 3 x ANL fused outputs from 80-500 amp ability (fuses purchased extra,
see our gold ANL range for the fuse required).
2) 5 x 15 amp continuous outputs with 30 amp fuses (supplied) with one 300
x fuse supplying that section
3) 1 x 15 amp 'maintained' output with 30 amp fuse, extra aux d/c feed
position to bypass main feed in event of ancillary equipment requiring a
permanent feed even if the main battery bank is isolated, such as alarms or
bilge pumps.
4) Emergency alternator link in the event of the alternator fuse blowing (this
prevents the alternator being damaged).
5) Green L.E.D.s to show the circuit is live (L.E.D.s on all the time when
battery not isolated, can be switched ‘off’, if preferred, by removing a link).
6) Red L.E.D.s to show when fuse has blown (only on when fuse has blown).
7) Cable guides for the low power cables, plus cable ties to be tightened
when wiring complete to keep wires tidy and secure.
8) Small footprint very compact design
9) Most negatives returned to box to enable easy circuit checks
+aux
amps
80-500
+
+
+
1
+
+
----
Link to be removed
if green L.E.D.s not wanted,
red L.E.D.s will still work in
event of fuse failure
2
+
3
4
6
4
3
1
fuse1-30 a
fuse1-30 a
fuse1-30 a
fuse1-30 a
fuse1-30 a
+
2
amps
80-500
amps
80-500
pos
feed
+
Domestic
Battery
Pos
fuse1-30 a
+
Domestic
main fuse
Up to 500 amps
5
5
6
Battery
neg
amps
80-500
-
Inverter
fuse
Alternator
input
Regulator
protected fuse
Neg
6x
15 amp
neg returns
1 x 15 amp by pass output
5 x 15 amp
aux outputs
isolation
switch
aux output such as
inverter/bow thruster
aux output such as
up to 500 amp fuse max
inverter/bow thruster
or battery charger
up to 500 amp fuse max
or battery charger
from alt direct
or from split charge
device
15 amp aux feed to
by pass the main isolation switch
to feed items which require a permanent
feed for safety reasons such as alarms and
Bilge Pumps
FINISHED UNIT
SHOULD LOOK LIKE THIS
(clear plastic cover lid
removed for better picture)
Main domestic battery bank
D/C High Powered Fused Distribution
Size
Weight
Code
Price inc vat
300 x 220 x 120 mm
1.5kg
PPD500
3 optional GANL fuses
required, please select
the required sizes
Fuse
80 amp
Code
GANL80
100 amp
GANL100
150 amp
GANL150
200 amp
GANL200
250 amp
GANL250
300 amp
GANL300
350 amp
GANL350
400 amp
GANL400
500 amp
GANL500
2
1
Page 12
3
Which split charging product suits your needs?
Sterling has, what appears to be a bewildering array of split charge products, however, where as there is no question there is an overlap with
some product lines each has a function or a price point which makes it more suitable for specific operations.
At the end of the day, as with most things, it comes down to cost, the more expensive the product the more it does for you . However there is
no need to waste money on a product if not required.
First of all, the products fall into 2 distinct categories, those which boost charge ( active charging system ) and those with passive simple
splitting systems and have no actual enhanced or fast charging ability, however their efficiencies may vary even though they are not active . So,
the first question you need to answer, do you want to charge at your normal alternator charging rate or do you want to charge 5 times faster and
put over 2 x the amount of useful power into your battery bank, in this case you want to boost charge ( see the article ‘fast battery charging’
on page9 )
I will take each product and explain what it’s good at and what it’s not so good at, also give it marks out of ten.
Product cost 1 = low cost 10 = high cost
Performance 1 = low performance 10 = high performance
Ease of installation 1 = hard 10 = easy
Split Charge products:
Split charge diode: Historically, split charge diodes have been the product of choice by most OEMs as they are very safe and easy to install.
However, they suffer badly from high voltage drop across the product (up to 0.9 V) resulting in appalling charge performance (see page
called‘fast battery charging’). However, if used in conjunction with an advanced alternator regulator (which over comes the voltage drop) then
it goes from a poor product to a great product, most certainly not recommended to use by itself. Cost 1, install 10, Performance 1, ( if used
in conjunction with advanced reg then performance 9, highly recommended) example: 90A alternator to charge 3 battery banks use a 120A
diode, 1 input 3 outputs
Ignition feed relay: 0 volt drop ( which is good ) ideal for splitting or adding a second battery bank where the alternator current is lower than
the relay rating and there is no heavy loads on the secondary battery system in excess of the relay rating. It can only be used with an engine/
alternator (the relay must be larger than the alternator rating). Cost 2, Install 9, Performance 5, example 60A alternator, charge 1 extra
battery bank, Pro Connect IF 80A no secondary DC surge loads in excess of 80A (N.B increase relay size in the event of higher surge loads)
Voltage sensitive relay: easier to install than an ignition feed relay , can be used with engines / alternators and with other charging devices
such as combis or battery chargers (to charge other battery banks). There are the same current limitations as the ignition feed relay, alternator /
battery charger / combi ( larger rating of any charging device ). The relay rating must be higher than the alternator rating and no loads must be
larger than the relay rating on the aux battery’s system. This is to prevent high current draw through the relay as there is no over current
protection, lack of over current protection can cause the relay to weld close or vaporised open. Cost 3, install 10, performance 5, example
90A alternator, 120A combi battery charger, Pro Connect VSR 160A no secondary DC surge loads in excess of 160A (N.B increase relay size in
the event of higher surge loads)
Current limiting voltage sensitive relay: All the benefits of the voltage sensitive relay but with current limiting protection, as such does
not matter what the auxiliary load is , any attempt to pull excess current through the device will limit the current down. This will solve the
overload problem suffered by normal voltage sensitive relays but keeps all the good sides. Cost 6, install 10, performance 5 example 90A
alternator, 120A combi battery charger, Pro Connect VSR 160A no surge load limitation. N.B,The VSR and CVSR can also be used to increase
the number of outputs on an alternator to battery charger or battery to battery charger.
Latching relays: Not only 0 volt drop but almost 0 amps to operate the unit ( 0.001 amps ), this means the relay can be used both for heavy
charging applications such as alternators, but, can also be used for very low charging applications, such as solar or wind. Other applications are
open to this device other than charging. For instance, battery protection used to prevent expensive batteries discharging too much and
destroying them. Cost 5, install 10, performance 5, example 70A alternator, 50A battery charger and 10A solar cell, use an 80A latching relay
(assume no secondary DC surge loads in excess of 80A, increase relay size in the event of higher surge loads)
Pro Split R:A great unique product allowing 0 volt drop but also a much more sophisticated management system and protection system. It
has the ability to disconnect a full engine start battery to prevent the full battery voltage slowing down the alternator regulator’s output and so
ensuring the absolutely maximum performance from the standard alternator, while still protecting the engine start ability , simply nothing better.
Cost 6 , install 9, Performance 7, (this is the best performance achieved without any boosting, to achieve performance 10 for older
alternators use the advanced regulators, N.B. Due to the zero volt drop of this product it can also be used on the output of an alternator to
battery charger or battery to battery charger to increase the number of battery banks to be boost charged.
Advanced charging products ( active boost ) - please read ‘fast battery charging’ to see why active boost is so
important and highly recommended to fully charge batteries fast and to reduce engine running time.
Advanced alternator regulator: Historically, the way to boost the output charge performance from the alternators, was to use advanced
alternator regulators. These are not suitable for modern vehicles or boats due to tampering with the standard alternator and so causing
warranty problems and can also cause confusion and problems with the electronic control units (ECU) on engine management systems. They
are excellent for older boats and vehicles with no ECU and are still prolifically used and sold. They do not have a built in splitting system and,
therefore, if extra batteries banks are required to be charged one should, ideally use in conjunction with a pro split R. Yet, any of the other
splitting products will work Cost 2, Install 2, performance 10.
Battery to battery charger: Has no connection with the standard engine charging system and, as such, is extremely easy to install and does
not affect any vehicle/boat warranties. This gives full boost / charge effect Cost 3, install 10, Performance 10
Alternator to battery charger : Combines the boost charge with a splitting system, allows the engine battery to be charged at one voltage
whilst boost charging the other battery bank, Cost 2 ,Performance 10, install 9, by using the ProSplit R or other devices battery bank number
can be increased from the standard 2 battery banks. Example 70A alternator, 2 battery banks (engine start + domestic) use the 80A alternator
to battery charger. Example 2, two alternators 1 @ 120A and 1 @ 60A, total = 180A. Use the 210 A alternator to battery charger and put both
alternators onto the input.
Page 13
Alternator to Battery chargers
System wiring, single or twin alt
( minimum, requirement, )
Not just a new product
but a whole new concept
Full system wiring single or twin alt
(including optional remote kit if used)
All the performance of an advanced alternator
regulator without all the fitting
engine
alternator
temp sensor
engine
alternator
+13.5 - 14.1 V
+
Domestic
battery current
( optional remote kit )
a
b
on/off
on/off
beep
alarm
REMOTE CONTROL (OPTION)
including 10 metres cable Unique
remote housing can be surface mounted,
recess mounted or flush mounted
3
set up
Amp temp
4
hr
System
Amps
System Trip
System Disengaged
Low voltage warning
System Within Limits
Volts
Sterling
Sterlingpower
powerproducts
products
Alternator to Battery chargers
D/C voltage Max Alt amps Size L x W x D Weight
12
80
250 x 180 x 70
2.5
12
130
250 x 180 x 70
2.5
Remote for above products in Blue ( no shunts )
12
160
250 x 280 x 70
3.5
12
210
250 x 280 x 70
3.5
1
2
3
4
CE
Remote control
and information panel
( optional remote kit )
Power
Management
Advanced Digital Split Charge
with Power Amplifier
Alternator
AMP Hr Counter
on/off
on/off
Default
1
volts
Screen
14.35
v mTimer
Pos 4
Bat
14.4v
37amps
a/hrs
Alt
15.4v435
134m
beep
alarm
light
light
2
Help
3
set up
Part nos
AB1280
AB12130
ABNRC
AB12160
AB12210
Amp temp
4
hr
System
Amps
System Trip
System Disengaged
Low voltage warning
System Within Limits
Volts
Sterling
Sterlingpower
powerproducts
products
Right Hand Side
light
light
2
Help
Fan
14.35
v mTimer
Pos 4
Bat
14.4v
37amps
a/hrs
Alt
15.4v435
134m
ON
1
2
3
4
Engine
starter
key
solonoid
Starter motor
CE
ON
1 2
1
volts
40 amp fuse
ON
Default
Screen
fuse
fan
Power
Management
Advanced Digital Split Charge
with Power Amplifier
Alternator
AMP Hr Counter
Left Hand Side
14.1-14.8 V
a a
Remote control and information panel
( ABRC )
ON
NON SEALED
LEAD ACID OR
TRACTION
L.E.D. YELLOW
Max volts 14.8 v
1 2
40 amp fuse
160-210 amp
b b
fan
1 2
1 2
1 2
ON
Right Hand Side
Fan
Left Hand Side
ON
fuse
fan
ON
Engine
battery current
( optional remote kit )
1 2
11
80 & 130 amp
+
+
200 amp shunt
1 2
a a
a
b
1 2
b b
1 2
+
+
fan
13 0 - 13.5 V
200 amp shunt
ON
ON
A.G.M.
GEL OR
L.E.D. RED
SEALED
max volts 14.1 v
LEAD ACID
L.E.D.GREEN
Max volts 14.4 v
ENGINE STARTER
BATTERY
Alternator
temperature
sensor
cable
( supplied )
temp sensor
Battery
temperature
sensor
cable
( supplied )
24
60
250 x 280 x 70
3.5
AB2460
ENGINE STARTER
BATTERY
24
100
250 x 280 x 70
3.5
AB24100
24
150
350 x 280 x 70
5.0
AB24150
24
200
350 x 280 x 70
5.0
AB24200
ENSURE ALL NEGS ARE COMMON
Remote for above product inc 2 x 200 amp shunts
ABRC
DOMESTIC BATTERY SYSTEM
DOMESTIC BATTERY SYSTEM
1) If you are a boat builder or vehicle builder and labour costs are a critical issue, then this unit
wins hands down. It requires only one extra wire (a negative) to the unit, the other power cables
will already be standard. The only wires required for this unit are the alternator in and domestic +
engine battery out.
2)If you are worried about the time and effort that it takes to fit an advanced regulator, then this
unit will win. If you already have a split charger diode installed then the fitting for this unit will be
about 15 mins.
3) If you have a voltage sensitive base platform ( i.e. a car or van with an E.C.U. with high
voltage alarms ) then this is a must.
This is a 100% unique product, not available anywhere else in the world, and totally
4) If you have warranty issues with a new engine, then this unit simply does not touch the
designed and conceived by Sterling in order to overcome all problems experienced now alternator, as a result there is no warranty conflict.
and anticipated in the future with standard advanced alternator regulators. This following 5) If you are worried about finding a competent electrician abroad, or concerned about the fitting
explanation is to help understand what it does and where it should be used and should costs of an advanced regulator, then this is the solution.
not in any way be taken to demean any of the other charging products we manufacture.
The Digital Advanced Alternator Regulator offers the best low cost technical solution to
This new product incorporates a split charge system to charge 2 battery banks. However, on
maximise the performance of your alternator ensuring adaptative charging. There are,
the domestic battery bank channel only, there is a unique voltage amplifier. This ensures the
however, applications and markets that require a different approach to increasing the alternator alternator works at its maximum output (it could also be used on a single output battery charger
performance; without all the work and expertise required to install a regulator.
or other current limited power source) and increases the voltage of the domestic line (with
software digital control) up to 14.1 volts (for A.G.M) 14.4. (for gel) and 14.8 for open lead
acid/traction. The same advanced program is used in the very successful Digital Advanced
Issues with advanced alternator regulators are:
Regulator. Also please note that in the event of this product failing, it will fail safe, ensuring your
The main problems with all standard advanced regulators are:
alternator continues to charge the system ( but at a reduced rate ) to get back home. The unit is
1) Relatively difficult to install. This prevents semi skilled personnel from fitting .
also fail safe, in the event of a problem the unit will still charge but at a reduced rate.
2) Requires the removal of the existing alternator to work on it. This is not always easy to
achieve and can add many hours of awkward work to an otherwise simple installation.
What other uses for this product?
3) Requires extra cables to be run on the boat or vehicle. Again this can appear a simple
This product could be used on any other product which has a current limit on it. For example, if
thing, until a few hours work is required to pass a cable through a bulkhead .
you have an old fashioned constant voltage transformer based battery charger (or a constant
4) Warranty on new engines: some engine/vehicle dealers raise warranty issues if a new
alternator is modified to fit an advanced regulator, with this product, the alt is not tampered with. current with low preset voltage controls and poor timer performance) which does not work very
well, then simply attach this to the output of the old battery charger, and you will have the latest
5) E.C.U. problems Many new engines have E.C.U.'s (electronic control systems) on their
digital controlled 4 step charger, with all the programs, remote control and split output of the
engine management systems, any attempt to fit an Advanced Regulator will result in alarms
latest chargers on the market. Plus, at least a performance increase of about 500% (charger
going off (mostly in vehicles, motor homes and the latest marine engines ). This new system
ensures the main vehicle/boat voltage remains within the E.C.U.s programmed parameters and must not exceed the current rating of the device purchased).
allows the extra battery bank to be charged at the higher voltages needed to achieve fast
Extra Features built into the system for use if required:
charging.
1) Battery temperature sensing.
6) Total Package 95% of installations using an advanced alternator regulator also have some
2) Alternator temperature sensing. This disengages the unit in the event of the alternator
sort of split charger system. This product already has this split charge system built in to it.
temperature getting too high, it then re-engages the unit when the alternator cools down.
3) Battery sensor: the system battery sensor is built into the unit and is connected to the
How do we do this.
battery out terminal. An extension cable can, however, be fitted to sense the voltage at the
Well, in theory, it is very simple. With an advanced regulator which connects to the alternator’s
regulator, we override the standard alternator regulator and we push the alternator’s voltage up battery thus improving the performance slightly in the event of long cable runs.
4) Ignition start. Some alternators require a voltage on the alternator to start up. A split diode
to increase the voltage at the batteries . This results in a massive charge improvement at the
will prevent such an alternator from working. However, there is a built in device to overcome this
batteries.
With the alternator to battery charger we do the reverse. We put a load on the alternator to pull problem in the event of such an alternator type being used.
the alternator voltage down. This fools the alternator into thinking that there is a major drain on 5) The remote control. This offers full set-up information, plus voltages and temperatures of all
the system and as such the standard regulator works at full current. However, the voltage is
the relevant places, as per the digital alternator regulator.
pulled down to a totally useless voltage for charging batteries. So, the new system takes in this 6) Current measurement. This unit, as standard, does not measure current. However, if the
high current, but low voltage, and amplifies the voltage to charge the auxiliary battery bank at a optional remote control is purchased it can measure the current to the domestic system ( on
much higher voltage than the base system voltage. In order to achieve the fast battery charging, both remote models ). The remote on the 160-210 amp models can also measure the alternator
the software control program and settings for this product are the same as for our digital battery and starter battery currents it comes complete with 2x pre wired shunts that enable 2 currents to
chargers and our digital advanced alternator regulator.
be monitored and the third current to be derived from the first two using the embedded software.
The end package is a very simple and easy to instal with all the performance and safety features
When would I use a Digital Split power amplifier as opposed to a Digital Advanced
of the most expensive Advanced Alternator Regulator, but with an extremely simple and
convenient installation method.
Alternator Regulator?
Page 14
Charge your batteries over 5 times faster, input
50% extra power plus de-sulphate the batteries
and make them last longer.
Can be used with 2 alternators
Available in 80 / 130 /160 / 210 amp models
- 30 amps over the same time (from position 2-3). The advanced charging equates to about 70
amps improvement over the standard non assisted alternator.
Position 1 : This is the most interesting stage where the magic is at work, the point where the
domestic battery voltage exceeds the alternator input voltage, this is what the advanced
charging process is all about.
What do I expect to see from this unit and why?
The illustration below shows results from bench tests representing a typical split charge
system with an engine battery of 100 amp hr (standard lead acid) and a domestic battery of 3 x
100 amp hr (standard lead acid). The engine battery was discharged to 11 volts (about 10
engine starts) and the domestic bank to about 11 volts (will no longer run an inverter and is
about 60% empty) . The alternator used was a Bosch 90 amp with a standard 13.9 volt
(variable) regulator. The unit battery type is programmed to open lead acid. There are 2
graphs, one is the current delivered into the batteries, and the other is various voltages
measured on the system.
System voltage graph:
The key points to pick up on here are:
The yellow trace (alternator voltage into the unit) clearly shows the system doing its job. It is
designed to pull this voltage down a little to enable the standard alternator regulator to produce
its full current- you can clearly see that the standard alternator voltage is at position 4 on the
voltage curve, however, the input voltage has been pulled down to position 5, the effect on
the alternator output current is full output at position 8 - 9 , this is where you can clearly see
the standard alternator current without the advanced charging system taper down fast from 80
The current graph. The domestic current graph clearly shows the constant current charge
between points 8-9, at position 9 the current starts to taper off until it reaches position 10. The
accuracy of the software can be seen when the voltage drops from the high voltage charge to
the constant voltage charge (float), the current only dropped 5 amps, (at position 10) showing
without doubt that the software program was spot on, the batteries could not accept any more
positive charge and were clearly full. The high charge voltage is maintained between voltage
positions 6-7 at 14.8 volts .
Engine priority
Position 11 shows that through the whole process the engine battery continues to charge and
is not deprived of its charging voltage, the engine battery performance is the most important,
as, at the end of the day it must be able to restart the engine.
Engine battery bank, domestic battery bank, and alternator voltage curves
15.00
volts
14.50
7
6
4
14.00
5
13.50
1
alternator input voltage
starter battery voltage
domestic battery voltage
13.00
578
587
587
568
578
559
550
541
532
523
504
495
486
477
468
458
449
440
431
422
413
403
394
385
376
367
358
348
339
330
321
312
303
293
284
275
266
257
248
238
229
220
211
202
193
183
174
165
156
147
138
128
119
110
92
101
83
73
64
55
46
37
28
9
18
513
time in mins
12.50
Domestic battery bank current curve, with engine battery bank current curve
568
559
550
541
532
523
513
504
495
486
477
468
449
440
431
422
413
403
394
385
376
367
358
348
339
330
321
312
303
293
284
275
266
257
248
238
229
220
211
202
193
183
174
165
156
147
10
138
0 . 0 0 00
11
128
10
119
20
0.010
110
0.020
What a Standard alternator current curve was without the voltage amplifier
3
101
30
92
0.030
Starter battery bank current
83
40
73
0.040
Domestic battery current
64
50
55
60
0.050
46
0.060
37
70
28
80
0.070
amps
Amps
0.080
9
8
2
9
90
18
0.090
458
0.100100
time in mins
Optional Extra Remote control kit ( 160-210 amp unit )
Included parts: the remote panel, 10 metres of pre-wired link cable and 2 x 200 amp pre-wired shunts.
The 2 x shunts enable 2 x real currents to be measured and 1 x current calculated in the software
the 3 x currents to be measured, accuracy +-5%
Advanced Digital Split Charge
Alternator Voltage Amplifier
on/off
Screen
Main
1
Eng
2
set up
3a+b
temp
4a+b
Dom 12.3v 50A
Alt 12.8v 50A
alarm
light
System trip
System Disengaged
Low voltage warning
System within limits
Sterling power products
200 amp shunt
200 amp shunt
CE
Screen1:
Push the button marked Main 1, this is the main screen and
the best one to leave the unit on. It shows the domestic
battery voltage and current, also the alternator output current
Screen2:
Push button marked Eng 2. It shows the engine battery
voltage and current. This screen also shows the elapsed time.
Screen 3a:
Push button marked Setup 3a+b: There are 2 screens on this
button. Push once for screen a, then again for screen b.
Screen a shows the system setup, this refers to the domestic
battery only
Screen 3b:
Push button marked Setup 3a+b: There are 2 screens on this
button. Screen b shows the effective boost being delivered at
this time and ranges from 0% ( during the rest periods and
on float ) to 100 % when system on full power
Screen 4a:
Push button marked Temp 4a+b: There are 2 screens on this
button. Push once for screen a, then again for screen b.
Screen a shows the alternator temp and the domestic battery
temp. If the temperature sensors are not fitted it will default
to 20 deg C
Screen 4b:
Push button marked Temp 4a+b: There are 2 screens on this
button. Push once for screen a, then again for screen b.
Screen b shows the box heat sink temperatures, LHS stands
for left hand side, guess what RHS stands for.
Dom 12.3v 50A
Alt 12.8v 50A
Start 12.7 4A
Timer: 134 m
System set:12v
Bat Type : Wet
Alt Controller
Power 13% Bost
Alt Temp + 20C
Bat Temp + 20C
Case LHS + 17C
Case RHS + 23C
Page 15
Battery to Battery chargers
High power versions
16-100 amp
3) Ensures the engine battery system is not interfered with.
4) Multiple units can be used, for example, if you have a 60 amp alternator,
and 3 battery banks (engine, domestic, and bow thruster) then 2 of these can
be used to run the bow thruster and the domestic system. The internal
programs will adjust their charge patterns to accept the other unit and ensure
only the excess power is used and the primary system is not placed in
jeopardy.
5) Ensures there is no voltage rise on the engine management system , to
ensure no alarms nor damage to the system, be it an outboard, a car, a boat
or a camper van
Why do I need the d/c adaptative battery charger?
6) No vehicle warranty issues as you are not connected to the main system
By now you will appreciate that the best way to charge a battery is
using a 4 step battery charging curve (that cannot be achieved from a How does it work?
The unit monitors the engine start battery, the unit will not start until the
standard alternator) . This system enables one to simply attach the
battery voltage exceeds 13 volts then it waits for 150 seconds, this ensure
unit to a standard engine battery and it will fool the alternator into
that some charge is replaced after engine start. It then pulls the engine
working at it’s maximum ability and ensure all it’s surplus power is
battery down to no less than 13.3 volts, this enables the engine battery to still
used to charge the auxiliary battery bank to it’s maximum. This
system is designed to use only the surplus power and ensures that at receive a charge and ensures the alternator works at its full potential. This
further ensure the engine battery is okay.
all times the power required to run the primary system (the vehicle
Other features included in this system are remote control option, alternator
system or the boat engine) is not affected. The surplus power is
temp sensing ( for larger models ) , battery temp sensing, ignition feed (if
converted into a higher voltage and used to charge a secondary
required) , automatic start and shutdown.
battery bank using a digitally controlled programmable 4 step
7) Voltage reduction : ( new model only ) Another major key advantage of this
charging curve as per all the other high charge products Sterling
unit is that not only can it boost the voltage up on the output but it can also
makes.
reduce the voltage on the output, ( so why do I need this feature ) the truth is
What performance improvements would I expect ?
In a nutshell it charges your extra battery system about 5 times faster in most applications you do not, however on some modern engines, due to
the introduction of calcium batteries the alternator manufactures have
than it would otherwise charge. However, in the case of things like
increased the standard regulator’s voltage to punch through the calcium in
caravans this could easily increase 20 fold. This also, at least,
the batteries. There are now many alternators fitted with exceptionally high
doubles the useful power subsequently available, and increases
output voltages, for example, there are some common ( on boats ) Hitachi
battery life by de-sulphating them.
alternators which are fitted with regulators which are 14.6 v +/- 0.2 volts , we
For best effect, use open lead acid batteries, avoid gel, sealed and
have certainly seen these alternators produce up to 14.8 v and we have even
A.G.M. batteries (see ‘which is the best battery’ article in the
seen some car alternators reach 15 v on first start up , this is great if you
brochure).
have open lead acid batteries but fatal to an AGM, Gel or sealed battery. So,
Advantages of this unit.
in this case, it is necessary not to boost the voltage of the alternator but to
1) Installation: it does not get any easier, simply connect to your
reduce its voltage. This new generation of battery to battery chargers do both,
starter batteries and to your domestic battery, job done, makes for
so, in effect, we do not care what the alternator voltage is, it can be between
easy and low cost installation.
13.5 volts to 15 volts we will deliver the correct charge and float voltage to
2) No direct connections to the standard engine alternator , or to the
your expensive domestic battery bank.
outboard (if used on an outboard), thus, on new installations there is
no extra wiring for a split charge system.
This increasingly popular device has a massive amount of
applications never before undertaken, from charging your caravan
battery, golf trolley, while driving along in your car, to charging large
battery banks in lorries or boats. The key thing about this product is
the ease of installation and the fact it does not work nor change
anything on the standard engine/ vehicle system and as such does
not raise any warrantee or installation issues.
Fully programable for different battery types .
electric
golf trolley
Help hints on which product would suit which use
16 amp model ( waterproof )Applications for the 16 amp model include : Small outboard motors up to about 30 hp with
magneto charging systems, small portable generators sets with 12 v auxiliary charging systems which are very ineffective,
charging electric wheel chairs in transit, charging electric golf trolleys in the boot of cars, starter battery banks from larger
main battery banks such as on a boat from a combi, charging caravan batteries via an aux power point on a car while car is
driving along ( charger about 20 times faster than normal ) charging batteries up to about 80 amp hours.
30 amp model :( waterproof )Camper or work van with alternator up to about 60 amps auxiliary systems, larger marine
outboards engines with alternators up to about 40 amps, Bow thrusters, anchor winch battery banks, battery banks up to about
150 amp hrs
60 amp model:( waterproof ) Camper or work vans/ boats
with alternator up to about 80 amps and battery banks
about 100-300 amp hrs
100 amp model: Camper or work vans/ boats with alternators over 120 amps
and 100-500 amp hrs + battery bank
150 amp model : Extreme charging for alternators over 200 amps and battery banks 300 -1000 amps
We also offer a range of 12-24 volt, 12-36 volt, 24-24 v, 24-36 v 24-12 v
The dotted line shows the original system and
shows how simple it is to connect the bat-bat charger
Installation to add an extra battery bank to
an existing split charging system
This unit can be used to charge extra battery banks from
Boat Inboard engines, boat outboard engines vehicle engines
(cars/lorries/vans) caravans, camper vans and Generator engines.
Standard simple installation for auxiliary charging system on a
Small boat inboard or outboard , or a vehicle, 4 wheel drive , or camper
engine
engine
alternator
d/c battery
charger
alternator
starter motor
already installed split charge
diode/relay/voltage amplifier
starter motor
domestic/aux
battery bank
Starter battery
domestic/aux
battery bank
d/c battery charger
Starter battery
This is the most common and simplest installation and is simply connected
to the starter battery. In order to connect up the d/c battery charger all you
do is connect one wire from the auxiliary battery banks to the starter
battery, the starter battery stays between 13-14 volts (within its limits) and
the domestic battery goes up to 14.4.-14.8V. In order to put a good fast
charge into the auxiliary batteries, this is especially good if the battery bank
to be charged is not close to the starter battery and things like bow
thrustors or batteries in the boot of cars or lorries.
Bow thruster
battery bank
This option shows a typical split charge system on any boat or camper
vehicle, already installed and that has been using advanced alternator
regulators or any other advanced charging system. Assume that then an
extra battery bank is required, such as a bow thruster, radio battery bank
or a generator. For ease of installation simply drop on a d/c battery
charger.
Page 16
Battery to Battery chargers
D/C Input voltage D/C output voltage Amps in
12
12
16
12
12
30
12
12
60
12
12
90
12
24
60
Remote control
145 mm Long, 110 mm Wide, 120 mm Tall
Water proof
yes
yes
yes
yes
yes
Size L x W x D Weight
145 x 110 x 120
3
145 x 110 x 120
3
145 x 110 x 120
3
TBA
145 x 110 x 120
3
52mm diameter
Part nos
BBW1216
BBW1230
BBW1260
BBW1290
BBW122460
BBRCN
IP68
Electronics
Fan not IP68
Due to the very active nature of this line of products,
and the constraints placed on printing a catalogue,
please download this page from our web site during the
year from time to time to keep up with the models being launched
Remote control allows acess to all the relevent information, the panel comes complete with a 10
meter telephone type extension lead. The meter is in a standard 450 mm threaded housing. This
is an optional product and is not required for the operation of the main products
Remote control: diameter 52mm
( optional extra )
Deg C
Alt
Battery
Sterling Power Products
V
A
Bat-Bat charger
12.6
IN
Scroll
Lock
Back
Light
Buzz
off
OUT
Remote control functions
1) Input voltage from battery
New model, not just a booster
2) Output voltage to battery
but
a reducer as well giving full
3) Input current to battery
charge
control regardless of
3) Water proof display, encapsulated electronics
alternator
voltage .
4) Screen colour change for alarm/charge/ok state
5) Battery and alternator temp reading
6) Buzzer alarm and override function
7) Information scroll option
earliest
8) Back light option
9) Little power consumption when on sleep
Available
April 2011
This new next generation compact model incorporates IP68 ( full waterproof ) for the main product, however, the fan is external to the product and is not IP68. In
the unlikely event the product gets completely immersed in water and the fan destroyed the fan is a standard 40 mm fan on a 2 pin connector and can easily and
cheaply replaced, the main unit would not be damaged.
The unit has an internal magnetic programming ability with the magnet being in the lid of the product so as not to lose the magnet. The magnetic programmer
can be used to simply select 1 of 5 battery type s to ensure you can charge the battery bank correctly ( AGM, sealed lead acid, open lead acid, calcium, and
lifep04( lithium ) .
A unique option on the 16 amp Battery to battery version is the ability to remove the internal input voltage control regulation, this allows the unit to operate at
much lower input voltages enabling a lot more power to be drawn down long cable lengths, Ideal for things like caravans where the large cable voltage drops
would fundamental reduce the ability of the product to do its job to the maximum, this allows the unit to “pull” the cable voltage way down to about 8 volts ( as
opposed to 13,3 volts ) to pull as much power as possible down the line ( Warning : this option should only be used in conjunction with a ignition activated line
feed from the vehicle, so that when the vehicle is switched off the product will no longer be able to feed from the starter battery, this should only be used when
engine is on to avoid flattening the starter battery. This function is best suited for tow caravans only ).
Fully adjustable for battery type and other functions
Encapsulated electronics, fully waterproof Thermostatically controlled fan cooled for smaller footprint Fan not IP68 , however designed to be easily replaced in the
event of a failure
Patent pending Number 07108091.5
inc
2 meters
pre wired cables
with fuses
waterproof
New 12v 100 amp
24 v 60 amp available
april 2010
REMOTE CONTROL (OPTION)
inc 2 x temp sensors
including 10 metres cable Unique remote housing
1 x battery and
can be surface mounted, recess mounted or flush mounted
1 x alternator
inc 2 x temp sensors
1 x battery and
1 x alternator
NEG
READ THE INSTRUCTIONS BEFORE INSTALLING
VOR INSTALLATION INSTALLATIONSANLEITUNG LESEN
ANTES DE INSTALAR LEA LAS INSTRUCCIONES PRIMERO
AVANT L’INSTALLATION LISEY LES INSTRUCTIONS D’ABORD
PRIMA DELL’INSTALLAZIONE LEGGERL LE ISTRUZIONI ON PRIMO LUOGO
FULLY AUTOMATIC 4 STEP DIGITAL CONTROL
VOLLAUTOMATISCHE 4-STUFEN-LADUNG
CARGA DE 4 PASOS Y COMPLETAMENTE AUTOMATICA
CHARGE DE 4 ETAPES ET ENTIEREMENT AUTOMATIQUE
CARICA DI 4 PUNTI E COMPLETAMENTE AUTOMATICA
BATTERY - BATTERY /
CHARGER/POWER PACK
LADE- / NETZGERÄT
CARGADOR DE BATERIA
CHARGEUR DE BATTERIE
CARICABATTERIE
ON
SEALED ACID/ AGM
LED RED
ON
GEL USA SPEC
L.E.D. OFF
ON
GEL / EXIDE SPEC.
LED GREEN
ON
NON SEALED LEAD ACID
OR TRACTION
LED YELLOW
1 2
THIS DEVICE IS IGNITION PROTECTED IN ACCORDANCE WITH U.S. COAST GUARD
REQUIRMENTS UNDER 33CFR183.410 CERTIFIED TO U.L. 1236 MARINE BY
TERRA LABS INT, AMD ALL EUROPEAN STANDARDS FOR EFI AND RFI AND PFC.
1 2
COMMON
NEGATIVE
1 2
STERLING POWER PRODUCTS
www.sterling-power.com
www.sterling-power-usa.com
Designed in England
Made in Tiawan
BATTERY TYPE SELECTOR
SWITCH SETTINGS
REMOTE
CONTROL
ON
red
UNIT FAILURE
yellow
1 2
1 2
optional
remote control
Battery to Battery chargers
D/C Input voltage D/C output voltage Amps in
12
12
30
12
24
30
12
36
25
No remote control for the above
12
12
50
12
12
100
Water proof
yes
yes
yes
Size L x W x D
230 x 135 x 65
230 x 135 x 65
230 x 135 x 65
Weight
3
3
3
Part nos
BBW1220
BBW1224
BBW1236
no
no
200 x 270 x 70
190 x 100 x 70
3
1.5
BB1245
BB12100
30
60
no
no
3
2
50
25
no
no
200 x 270 x 70
190 x 100 x 70
110 x 68 x 20
200 x 270 x 70
200 x 270 x 70
BB2430
BB2460
BBRCN
BB122450
BB241225
BBRC
BATTERY TYPE
SELECTOR SWITCH
HEAT SINK OV TEMP
red
HIGH OUT BAT TEMP
Power in
yellow
( FROM STARTER BATTERY )
12-12v
12-24v
24-24v
12-12v
POS
BATTERY
INPUT
AUTOMATIC
BATTERY BANK
SIZE SENSING
Product model
red
HIGH BAT OUT V
yellow
LOW BAT INPUT V
NOT
USED
red
HIGH INPUT VOLTAGE
green
+
+
+
green
CONSTANT CURRENT
yellow
ALTERNATOR
TEMP SENSOR
+
+
+
HIGH ALT TEMP, STOP
red/yellow/green
BATTERY TYPE
+
+
+
REMOTE
BATTERY
SENSOR
yellow
TIME CONTROL ON
POS
TO AXILLARY
BATTERY TO
BE CHARGED
OUT BAT LOW V
FLOAT/POWERPACK
Boosted Power out
FUSE
FUSE
BATTERY
TEMP SENSOR
compliant
RoHS
ADVANCED DIGITAL 4 STEP BATTERY TO BATTERY CHARGER
Sterling Power Products
Page 17
24
24
24
24
Remote control for items in blue
12
24
24
12
Remote control for items in red
3
3
0.05
ENSURE BATTERY SELECTOR SWITCH IS CORRECTLY SET
CHECK BATTERY WATER LEVEL REGULARY
WARNING-FAST CHARGING COSTS WATER
0.0 Volt drop Alternator splitting system
ProSplit
R
Zero Point Zero Volt Drop Intelligent
Digital Alternator Power Distribution
System.
This product uses a micro processor to monitor the multiple battery
bank outputs which are to be charged by an alternator; it ensures the
batteries are all charged in conjunction with each other and prevents
any back feed through the device in the event of high loads on one
battery bank. The system also has the ability to disconnect the
alternator and individual battery bank outputs in the case of problems
caused by the alternator or other power items in the system. It does all
this and still offers only a max voltage drop of less that 0.01 volt, much
less than any so called 0 volt drop mosfet / diode system. Many so
called 0 volt drop systems simply do not come close , the Mastervolt
battery mate is as high as 0.6 volts at full power (where it counts) while
the Sterling is at 0.09 volts , a 500% performance improvement over
the Mastervolt Battery mate unit and about 1100% over a standard
diode.
Single and twin engine versions
80-250 amp 2 to 4 battery bank
left, this is an appalling voltage and would result in you having
extremely bad charge performance at your battery bank. However,
note that the engine battery is at 13.6V (this higher voltage is not an
issue in this case but the phenomenon will cause a problem in later
examples ) this is because at 60 amps the voltage drop across the
diode to the domestic battery is 1 volt, however, because the starter
battery is almost full it is only drawing a few amps from the
alternator and so its voltage drop is only going to be about 0.4 amps
(remember the voltage drop across a diode is not linear it is
proportional to the current flow, i.e. the more current flow through a
diode the greater the voltage drop). Conclusion in example 1, there
is no danger to anything but there is an appalling low charge voltage
presented to the batteries making the charging system grossly
ineffective.
Example 2 is replacing the standard regulator with a battery sensed
regulator, this in effect, says to the alternator, give me 14.2 volts at
the domestic battery bank (or at the end of the battery sensed
cable) regardless of what voltage the alternator has to produce to
achieve this goal. This will improve charge at the domestic battery a
great deal, i.e. you can see that the voltage will rise on the battery
from 12.8 V in example 1, to 14.2 V in example 2. However, when
the voltage is checked through the system (and taking into account
the voltage drops across the diodes) the engine battery voltage is
now 15.2 V, this would rise even more if the cables were longer i.e.
if you had 4 or 5 meters of cables then the voltage drop in the
cables could be up to 1 volt, this would drive up the starter battery
by another 1 volt etc. Conclusion- the starter battery should be
open lead acid type as it is going to gas a little. In the short term the
batteries would simply gas a little, and a regularly maintained
battery would be ok. However, with a sealed , gel or AGM type any
gassing could damage this type of battery.
Example 3 is pretty much the same as example 2 except a modern
advanced regulator will push the batteries up to 14.8 volts and in
some cases the new calcium batteries could go as high as 15.1
volts. This simply adds another 0.6 volts onto example 2 with the
same conclusions only worse.
Faster battery charging: Apart from the obvious charging benefits of the
0 volt drop across the unit which dramatically helps battery charging
from the standard alternator, the Pro Split R has another unique feature
to boost this ability even more. The main problem with split charge
systems is that they are trying to charge 2 battery banks ( or more ).
Usually one is already almost full ( the engine battery ) while one is
empty ( the domestic battery bank ). The problem is that when you try to
charge the 2 batteries with conventional splitting systems the higher
voltage from the full engine battery fools the regulator on the alternator
into thinking that the combined battery states are in fact better than they
actually are. The trick is to isolate the engine battery ( when its safe to
do so ) so, the only voltage presented to the standard regulator is the
empty domestic battery. This ensures a one on one charging
experience between the empty battery and the alternator regulator
which dramatically improves the regulator’s charging performance into
this battery bank. Then, when it’s prudent to do so, we re-engage the
The solution: Example 4 If the voltage drop across the splitting
engine starter battery at a level where it does not affect the maximum
device could be eliminated then there would be no excessive rise in
charge ability of the regulator.
voltage on the starter battery. This way the gassing/high charge rate
of the secondary would be the same as the domestic battery bank
How does the unit work
and under control. This would prevent excessive gassing taking
This unit on the surface looks like a simple device, however, this is a
place and causing excessive water loss in the starter battery. It also
very complex software control device. Under normal operation the unit has many added features associated with this new technique.
has a simple operating mode. Being engineers we are not only
concerned about normal operation conditions, we also like to build into Other advantages of the Zero Volt Drop Intelligent Alternator
our products as much safety and control as possible to both protect
Distribution System
your electrical system and to ensure the available power is directed to
where it is required most.
1) distributes the most power to the battery bank which
demands it.
What is the problem? Voltage drop across splitting systems (such as
2) isolates a battery bank when there is any attempt to back
diodes) will cause poor performance when trying to charge batteries.
feed the power from the full battery bank to a more
This can be easily compensated for by using things like advanced
demanding battery system.
alternator regulators or battery sensed alternators, however this, in
3) Isolates full batteries to ensure empty batteries can charge
itself, can cause problems (particularly with prolonged use and sealed
faster from a standard regulator maintaining the engine
batteries such as AGM and gel) with other batteries in the circuit, i.e. an
start battery requirements as paramount.
over charge can take place, as explained in the diagrams below.
4) isolates the main alternator from all the batteries in the
All boats have at least two battery bank outputs, some have three.
event of a failure of the alternator’s own regulator. This
These tend to be the engine start battery, the domestic battery bank
prevents the batteries from boiling.
(please note that if you join three or four batteries together in your
5) isolates any battery bank which tries to back feed a high
domestic battery bank it is still one battery), and the bow thruster
voltage from a different source. i.e. if there was a defective
battery. Having introduced 2-3 battery bank outputs onto your boat, the
battery charger on one battery bank trying to back feed into
problem then is how do you charge them from one alternator source (or
another battery bank then the unit would disconnect that
two alternators which I will discus later).
battery bank to save the others.
Example 1 shows a typical split charge diode installation with a
6) L.E.D. display shows which channels are in use and which
standard alternator with no advanced regulator nor battery sensing reg.
are not .
The test assumes an 60 amp alternator, the diode is 70 amp rated and
7) overload design, for example, our model rated for a 180
there is an average cable between the alternator and the battery bank.
amps is actually continually rated for 240 amps with
The alternator voltage is assumed to be about 14.2 volts, however, in
overload in excess of 2000 amps
real life this could vary from 13.9-14.8 volts depending on the
8) fail-safe, in event of unit failure the engine start battery and
manufacturer and the internal regulator fitted to the unit. Important to
alternator remain connected, ensuring the safe running of
note on example 1 is the fact that the alternator produces 14.2V at the
the boat/vehicle. It prioritizes the engine start battery
alt but, by the time it gets to the domestic battery, there is only 12.8V
charging over all other battery bank outputs.
Page 18
Competitors products: various
other companies claim they have 0
volt split charge systems, however
the so called transistors / mosfet’s
splitters when under load are only
about 50% better than the standard
low cost diodes, where as the
Sterling is 90% better. We have a
0.09 volt drop under full load
conditions as opposed to 0.6 V
which the Mastervolt product has,
making our product over 500% more
effective. Plus, we offer all the extra
functions as described above,
which the transistor/ mosfet
products simply cannot achieve.
Voltage drop across splitting systems
V
1.2
1.1
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
Standard split diode
Mastervolt
Batterymate 1602-IG
Serial U918B0618
Sterling Pro Split R
10 20 30 40 50 60 70 80 90 100
120
140
160
AM PS
For 2 or more alts either use the twin unit or multiple alternators can be
used on the single inputs as long as the total amps of
the combined alternators does not exceed the rating of the product
24
24
24
24
24
24
24
Twin 24
Pro Charge Ultra 80-230 V 40-70 Hz A/C input
Max Alt Amps Battery banks Size L x W x D mm Weight kg
120
2
150 x 80 x 120
0.6
180
2
150 x 80 x 140
0.7
250
2
150 x 80 x 155
0.9
120
3
150 x 80 x 130
0.9
180
3
150 x 80 x 150
1.0
250
3
150 x 80 x 180
1.3
2 x 130
4
150 x 80 x 295
1.8
60
100
150
240
60
100
150
2 x 80
2
2
2
2
3
3
3
4
150 x 80 x 120
150 x 80 x 140
150 x 80 x 165
150 x 80 x 250
150 x 80 x 150
150 x 80 x 175
150 x 80 x 220
150 x 80 x 295
1.8
0.6
0.7
1.2
0.7
1.0
1.3
1.8
Part nos
PSR122
PSR182
PSR252
PSR123
PSR183
PSR253
PSRT134
PSR62
PSR102
PSR152
PSR242
PSR63
PSR103
PSR153
PSRT84
Point zero volt drop / IP66 waterproof
3 output unit
2 output unit
1= alternator voltage
2= input to diode voltage
3=output diode voltage to domestic battery
4=voltage at battery terminal
5= output voltage to engine start battery
6=actual voltage at engine battery
1 14.2V
2 14.0V
3 13.0V
Alt
Split charge
diode
12.8V
4
fuse
fus
e
15.2V 5
6 13.6V
Engine
bat
14.2V
4
6 15.2V
Engine
bat
Domestic battery
Example 1
1 16.2V
2 16.0V
3 15.0V
Alt
Advanced
alternator
regulator
Split charge
diode
fus
e
fuse
6 15.8V
4
14.8V
Engine
bat
Example 3
Domestic battery
Example 2
split charge diode with standard alt producing about 14.2 V
assuming a 60 amp alt , producing 60 amps
into a empty domestic battery and a full engine
battery
15.8V 5
Split charge
diode
fuse
fuse
13.6V 5
1 15.6V
2 15.4V
3 14.4V
Alt
split charge diode with Alternator with a battery sensing reg
assuming an 60 amp alt , producing 60 amps
into an empty domestic battery and a full engine
battery
1 15.2V
2 14.8V
3 14.8V
Alt
O volt drop
Intelligent alternator
distribution system
14.8V 5
fuse
D/C voltage
12
12
12
12
12
12
Twin 12
twin alternator unit 4 output
Advanced
alternator
regulator
fuse
6 14.7V
4
14.7V
Engine
bat
Domestic battery
split charge diode with Alternator with Advanced alt reg
assuming a 60 amp alt , producing 60 amps
into an empty domestic battery and a full engine
battery
Domestic battery
Example 4 The cure
Replace the split charge diode with a 0 volt drop
intelligent alternator distribution system. Then with
advanced charging systems the voltage on the domestic
and engine battery remains the same
Page 19
Relay Charging relays inc: Ignition Feed, VSR and CVSR
Pro Con
IF Ignition Feed relay unit
IP68
Available in 12 V : 80,160 & 240 amps
24 V : 50,100 & 150 amps
Waterproof
Ignition feed/D+/signal feed relay:
This range of low cost low signal activated relays is the simplest in the range, it offers the ability to link together as many battery banks as you wish and therefore charge different battery banks
on a boat/vehicle when the engine is running.
Ideal applications: Boats with outboard motors and simple cabin batteries with no heavy loads on the cabin batteries, small vehicles/boats with auxiliary battery systems with low loads on the
auxiliary battery bank which are not in excess of the rating of the relay so as not to overload the relay circuit.
Its limitations: There is no current limit with this type of device, so avoid using it on a system which have a high secondary battery load, such as a big inverter, anchor winch or bow thruster, as
the surge currents associated with this type of equipment can destroy the unit (see current limiting relays for this application).
Starter battery interlock, this unit has the ability to interlock with up to 2 engines starter motors to ensure the relay is inactive when starter motors are engaged, thus protecting the relay and
avoiding fuses blowing.
Start up time delays: a 30 second start up time delay prevents the relay coming on while the engine is being started , again protecting the relay circuit and preventing fuses blowing and
damage to the relay .
Advantage over a standard relay. A standard relay has an activation feed via a cable. This feed takes about 0.5 amp to run, which adds the 0.5 amp to where you are taking the feed from ,
either the d+ on the alternator or key switch or oil pressure switch . This can place enough extra load on these circuits to cause a problem. There is also the secondary problem of voltage drop
in the ignition feed cable affecting the relay. The Sterling IF product overcomes this by only using the ignition feed as a signal and takes no power from the ignition feed wire. The signal then
activates an internal control system , which in turn activates the relay from main power circuit internally. This also has the advantage of not suffering from voltage drops in the feed line and
allows the relay to run cooler. This unit is also water proof and in a much safer package form. The package also contains anti-spark protection to help reduce the effect of back EMF from
open circuiting the relay under heavy loads, without this relays will weld close if the unit is switched off under high current pass applications. The connection terminals are also high quality
brass nuts and bolts gold plated and not poor quality crimp connectors which are not suitable for high sustained current flow.
Pro
Con VSR Voltage Sensitive Relay 12/24 auto select plus fine adjust
IP68
Available in 80,160 & 240 amps
Voltage Sensitive activated Relays:
Waterproof
12/24 auto select
This product would be regarded as the next level up from the signal feed relay (as above), the main difference being that it is totally automatic- this relay does not require an ignition feed to
operate, it works on monitoring the input voltage to the device (usually the starter battery or battery bank with other charging source such as a battery charger or wind gen) , when this voltage
exceeds 13.3 volts the processor makes the assumption that the alternator/battery charger or other power device is active and as such it will automatically engage the relay to connect the
main battery bank to the auxiliary battery bank and so charge the aux battery . Conversely, when the voltage drops below 12.9 volts the processor in the relay assumes that either the engine
has been stopped or the load on the aux battery is pulling the starter battery down too much and for safety reasons it should be isolated. In a nut shell this is easier to install than the above and
is smarter, however, it has some of the same limitations as the standard signal relay.
Ideal applications: See the above signal relay applications. Also ideal for charging a secondary battery bank from a battery charger which has only one output such as combined inverter
charger. The starter motor interlock connection prevents the starter motor current being pulled through the relay and damaging the relay.
Its limitations : See the above limitations for the signal relay. Another major problem with standard relays is their ability to switch off under high load . The main job of a voltage sensitive relay is
to sense any major current being taken out of the starter battery (primary) and to stop it. For example, if we take a typical 12V boat system with an 80 amp alternator and install a standard 80
amp VSR on the engine starter battery bank to charge the secondary battery (domestic battery bank, anchor winch or bow thruster battery bank). On engine start up the alternator will raise
the voltage on the starter battery and this will engage the relay to charge the secondary battery bank (so far so good). However, for the sake of argument say the secondary battery bank is
discharged (ie first thing in the morning) and then someone switches on a 2000 watt inverter, or a bow thruster or the anchor winch, these items will attempt to draw 200 amps + from the
secondary battery bank. However, because the secondary battery is nearly empty, the load (the 200 amps) will automatically attempt to draw this current from the highest voltage source
which, in this case, would be the starter battery bank. Obviously we do not want this to happen as we do not want to drain the starter battery or burn out the 80 amp relay or even worse set fire
to the cables because you are now trying to pull 200 amps plus down these cables. In theory the large current flow through the VSR will drop the starter battery voltage and so trigger the relay
to open circuit and so switch off this circuit stopping the drain and saving the day. However, a relay has 3 main ratings, for example an 80 amp relay can take 80 amps all day no problem,
(hence its continuous rating) and has a short term over load of about 400 amps for about 1/10th sec. It has a third rating, however, that is much more important; that is the maximum current it
can open circuit at. The assumption by the public is that an 80 amp relay can open circuit at 80 amps, but that is not so, it has an open circuit current rating of about 30-40 amps. And so the
problem becomes apparent, the high load on the secondary battery system (in the above example) causes an instant load of 200 amps + on the relay (that's ok, it can deal with this for a split
second) then the control circuit attempts to open the relay to stop this discharge, then BANG you open the relay with 200 amps going through it (with an open circuit rating of about 40 amps)
and so you cause a large back E.M.F. If you're lucky,it will vaporise the contacts blowing them in to small pieces and open circuit the relay destroying the product. To reduce this effect, Sterling
puts anti back E.M.F. spark reducers on all relay products.
Adjustable : This unit comes factory set to bi directional activation and can be fitted with no adjustments required to operate as a Voltage sensitive relay straight out of the box, it
is auto voltage adjustment so it can be fitted to a 12 or 24 v circuit however the following things can also be adjusted if desired.
Unit directional activation :
Function 1. Charging activated by starter battery voltage increase (engine on) This is the most common setting and the factory default setting. This setting also does not have an
ignition feed requirement. This connects the primary and secondary banks based on a voltage in excess of 13.3V being sensed on the primary battery only (the engine starter battery). The
2nd battery bank, once connected would only disconnect when both battery banks drop below 13.0 volts on both sides. The 13V safety threshold is still activated to protect and seperate the
batteries if, or when, the drain that invoked this function (voltage drops below 13 volts) once the unit has tripped, will not re-engage until the voltage on the primary battery bank (the engine
start) has exceeded 13.3 volts again. No ignition feed required on this setting
Function 2. Charging either way( bi directional ) , based on a voltage rise on either side of the unit ( default setting ) This function will close the relay at 13.3 volts sensed on either side of
the relay, a good example of this would be the use of a combi inverter charger on the domestic battery bank, because most combi’s only have a single output charging line (to the domestic
battery bank) then with this function the unit will charge from the combi to the starter battery bank (in effect giving you 2 outputs from the battery charger) when the combi is on, but also charge
from the alternator to the domestic battery bank when the combi is off. In either mode the unit still has the 13.3V on and 13V off mode and the current limit function. No ignition feed required on
this setting
Function 3 . Charging batteries one way only This function allows a charge to flow from the alternator, or battery to battery charger, or any other charging source to a secondary battery
bank , but only when the engine is running. In effect this mode only allows current flow from the primary source to the secondary, and will continue to flow until either there is an overload threat
or a low voltage threat to the primary battery or the engine is shut down. This function requires an extra wire to the unit, an ignition feed , that informs the unit if the engine is running or not
Voltage parameter activation :Voltage activation and deactivation parameters can be adjusted using the setup command
Auto 12/24 v selection, the unit will auto select the system voltage using the following, if it senses 4 to16 volts it will lock to 12 v , if it sees 16-30 volts it will lock to 24 v . if for some
reason the input voltage is very low ( in the case of a empty 24 v system ) then the product can be disconnected and allowed to re engage, once locked the product will hold that setting until
fully isolated again .
Both the VSR and the CVSR is unit is fitted with the latest active progressive disconnect algorithm to ensure that the batteries can charge even where large differential
voltages exist. As such there will be various time delays between what the customer has pre set as the turn off voltage point and the product actually turning off. The time delay
will reduce the lower the voltage is below the programmed disconnect voltage .
Pro
Con CVSR Current Limiting Voltage Sensitive Relay 12/24 auto select
IP68
Available in 70,140,210 & 280 amps
Current limiting Voltage Sensitive Relays: This range have all the adjustment abilities as per the above Pro connect VSR
12/24 auto select
Waterproof
These relays have built in current limiting, in a nutshell you can do what ever you want with them, if you overload them they simply switch off safely. The trick with a relay is not to open circuit
when it is overloaded, but to remove the load, then open circuit the relay within its rating. With a current limiting VSR in an overload situation such as the example in the section above (Voltage
Sensitive Relays) the 200 amps will surge through the relay for a split second (within the relay's capability), then the built in current limiting device will see this overload and reduce the current
from the dangerous 200+ amps to a very safe 6 amps, the relay will then safely open circuit with a 6 amp load and not a 200 amp load, and so protect the relay and your installation. Once the
high load demand has been removed then the relay is safe to re-engage and continue doing its job.
Page 20
Pro
ALL Inc rubber boots
IP68
Connect IF 80,160 & 240 amp
Waterproof
Ignition Feed / signal feed Relay:
Sterling Power Products
30 sec delay
Relay
Stud sizes
80 amp = 5 mm
160 amp = 8 mm
240 amp = 10 mm
Pro Connect
Engaged
Negative D+ or
LED
input Ignition Remote
+ +
-
+
+ +
-
Starter mtr
disengage
1 engine 2
+ +
+ + +
This product is
12 v 80 amp
24 v 50 amp
continuous
Input +
IP65 waterproof
Output+
ProCon
IF
D+ or Ignition activated
Relay
www. sterling-power.com
www.sterling-power-usa.com
Please read instructions
before installing or
using the product
made in tiawan
RoHS
compliant
D/C voltage
12
12
12
24
24
24
Amps
80
160
240
50
100
150
Ignition / Signal feed Relays relays
Size L x W x D mm Weight kg
140 x 60 x 40
0.025
140 x 60 x 40
0.030
140 x 70 x 40
0.030
140 x 60 x 40
0.025
140 x 60 x 40
0.030
140 x 70 x 40
0.030
Part nos
IFR1280
IFR12160
IFR12240
IFR2450
IFR24100
IFR24150
IP68
VSR 80,160 & 240 amp
Waterproof
Voltage Sensitive Relays
The VSR and CVSR unit is fitted
with the latest active progressive
disconnect algorithm to ensure that
the batteries can charge even where
large differential voltages exist.
As such there will be various time
delays between what the customer
has preset as the turn ‘off’ voltage
point and the product actually turning
‘off’. The time delay will reduce the
lower the voltage is below the
programmed disconnect voltage .
Voltage Sensitive Relays ( adjustable )
D/C voltage Amps Size L x W x D mm Weight kg Part nos
12 & 24 auto
80
140 x190 x 40
0.1
VSR80
12 & 24 auto
160
140 x180 x 40
0.2
VSR160
12 & 24 auto
240
140 x200 x 40
0.25
VSR240
280 amp
C.V.S.R ratings
Continuous operating current of the VSR at 30 deg C = 80 amps
Continuos relay operating current at 90 deg C =70 amps
Instant overload current = 650 amps
Current limit after shut down current = 6 amps
At rest power consumption less than 1mA
IP68
Pro
Connect CVSR
70 - 280 amps
Waterproof
Current limiting Voltage Sensitive Relays
Current Limiting Voltage Sensitive Relays ( adjustable )
D/C voltage Amps Size L x W x D mm Weight kg Part nos
12 & 24 auto
70
140 x120 x 40
0.1
CVSR70
12 & 24 auto
140
140 x140 x 40
0.2
CVSR140
12 & 24 auto
210
140 x180 x 40
0.25
CVSR210
12 & 24 auto
280
140 x180 x 40
0.25
CVSR280
210 amp
140 amp
70 amp
Which model suits my needs best ?
1) The first part is easy, what is the max size of your alternator or charging
device. I.e. do you have a 90 amp alternator or a 100 amp battery charger
charging the primary battery bank. This means that the secondary battery
could be subjected to at least that load, so, the relay must be able to
comfortably handle that sort of current continuously. It would be wise to give
the relay a good 10-20% comfort zone, i.e. always up-size the relay if the
charging source and relay are the same, for example, if you have an 80 amp
alternator, combi or battery charger with an 80 amp relay then go to the 160
amp relay option to be safe.
2) Next its cost of installation and ease of installation. If you are fitting the unit
and access to ignition feeds is simple then the Ignition Feed system should
be entertained, however if not then the Voltage Sensitive Relay version is
much simpler to fit and totally automatic, and has a lot more functions.
3) Do you need to vary which side of the relay activates the unit, or even
ensure the unit is isolated ( via ignition feed, or even adjust the standard
voltage parameters, all this is possible on the Voltage Sensitive Relay )
4) The last, but most important aspect is safety. The most important thing
here is to establish what the maximum possible load is that could be placed
on the secondary battery bank when the relay is engaged, i.e. a large
inverter/anchor winch, bow thruster. Remember that every load you put on,
the secondary battery will have a % of this load transferred to the primary
battery depending on how full the secondary battery is. This could range from
a few percent to 100 percent, so, it is important that the relay system can
deal with this high load without damage. If there are large potential loads
such as hundreds of amps then the only way to do this is using a Current
Limiting Voltage Sensitive Relay because when exposed to excessive
currents, the current limiting models simply and safely shut down until the
excessive current is removed, i.e. switched off, then it can automatically reinstate itself and carry on after that large surge load has stopped. This
removes the need for excessive cabling and ensures a safe installation with
less reliance on fuses for protection.
Pro Connect CVSR
Pro Connect VSR
Pro Connect IF
Sterling product features check list
0.01 volt drop
Ignition feed ( not always required )
Water proof to IP65
SAEJ1171 ignition protected
High overload surge rating
Back Emf spark arrester
1 LED information display
Remote LED connection
No ignition feed voltage drop
Suppression diodes across relay to prolong life
Time delay to prevent engine starter damage
Single & Twin Starter motor disengage connections
12 V and 24 V automatic selection
Extremely Low Quiescent current approx 1 ma
Custom Voltage adjustment parameters available
Active progressive disconnect algorithm
Automatic voltage activation
Automatic voltage de activation
Protects primary battery from discharge
Emergency auxiliary forced activation
High battery voltage trip protection
5 LED information display
5 alarm functions and safety trips plus information
Adjustable relay trigger side operation
Short circuit protection ( prior to engagement )
Current limiting protection
Page 21
Split charge Diodes & Battery De-Sulphation device
All boats have at least two battery banks, some have three. These tend to be the engine
start battery, the domestic battery bank (please note that if you join three or four batteries
together in your domestic battery bank it is still one battery), and the bow thruster battery.
Having introduced 2-3 battery banks onto your boat, the problem then is how do you
charge them from one alternator source (or two alternators which I will discuss later).
There are four various options employed by boat builders, below are the options with a
short explanation giving both the positive and negative aspects.
1) Rotary switch. This method is very dated and not very common on boats. It is
recognisable as a large circular switch with four marked positions on the switch. It is
marked, off, 1, 2 and both. The good side of this system is that it is easy to install. The bad
side is that it needs constant human intervention to ensure it works. Failure to operate it
correctly will result in all batteries being discharged or not being charged correctly and
possible damage to the alternator. They also tend to suffer failure if large prolonged current
is passed through them. The spring in the switch can over-heat and loses its tension; this
leads to an exponential break down of the switch that manifests in heat. When these
switches fail they tend to melt the plastic case (if you are lucky). Simply check the
temperature of the switch every so often by touching the back - it should be cold.
2) Split charge relay. This system is both dated and extremely dangerous, and more
than likely will make your boat fall short on CE requirements, especially if an inverter is
used or a bow thruster. The good side is, that it is easy to fit and requires no alterations to
the standard engine system, but, it merely connects the domestic battery bank to the
engine battery via a relay, which is energised when the engine starts.
The bad side (and the very dangerous side) is that a relay is prone to over loading. Say, for
example, you have a 70 amp relay on your system and a 55 amp alternator, all seems
great, but if you fit a 1500 watt inverter which can draw 150 amps and one morning the
domestic battery is flat. So, you start the engine to charge the domestic batteries, the 70
amp split charger relay will come online to enable the alternator to charge the domestic
battery bank. Then you load your inverter to 150 amps, the 150 amps will not be drawn
from the domestic battery because it is flat but can be drawn from the engine battery (which
is full). That means you will draw 150 amps up the split charge cable and through the 70
amp relay. If you are lucky you will destroy the relay, if you are not so lucky then you will set
fire to the cross over cables, hence the dangerous aspect. The system must be suitable for
the purpose for which it is installed and this is clearly not. Be warned about split charger
systems using relays. If using relays it is important to have a massive overload ability
3) Split charge diodes: By using a set of diodes on a heat sink, one can ensure no
Voltage drop across splitting systems
Competitors split diode
A
M
P
S
1.0
0.8
Sterling low volt drop diode
0.6
V
0.4
O
L 0.2
T
S 0.0
Mosfett 0 volt drop system
Sterling Pro Split 0.0 volt drop
10 20 30 40 50 60 70 80 90 100
AMPS
120
140
160
Pro Split
Charge rate with different splitting systems
1.4
1.2
back feed through the diode, thus ensuring that high currents from other battery banks
do not flow up the charge lines and cause a fire. This is the most common method by far
employed round the world and is the standard in the USA, for 3 reasons, safety, safety
and safety, by the way did I say safety? However, all is far from perfect. The big down
side with a split diode system is the voltage drop across the diode (in the order of 0.8-1.2
volts). This dramatically reduces the charge rate of the alternator on average by about
70%, however, this can easily be over come using products such as the Advanced
Alternator regulator in conjunction with the Split Diode.
4) 0 volt-splitting systems: These are electronic devices using a control circuit and
driving mosfets. The end result is a very low voltage drop across the splitting system (in
the order of 0.04 -0.6 volts) but no reverse current flow is permitted due to the operation
of the mosfets. However, on standard marine engines it is much more effective to
employ the lower cost diode where an advanced regulator is fitted, (see performance).
5) 0.0 volt splitting system, The new Pro Split R from Sterling has a voltage drop about
1/10 that of a split charge diode and 1/5 that of a 0 volt drop mosfet system. See Pro
Split graph below.
Conclusion: Test 1: From fig1 we can see the voltage drop across different splitting
systems. This directly relates to the ability to charge the batteries, the larger the voltage
drop across the device, the less effective the batteries charge.
Test 2 shows the clear advantage of using advanced regulators in conjunction with a
conventional split charge diode. The advanced regulator automatically compensates for
the voltage drop across the diode, plus the high charge 4-step program further increases
the charge rate. The illustrated tests were on a 300 amp hour battery bank, but can
easily be extrapolated to 400 amps plus.
The best low cost system clearly is a standard low cost split charge diode (for safety and
cost) or the new Pro Split R and an advanced regulator on the alternator to compensate
for the diode faults and charge at the constant current charging curves. This, not only
charges 2-3 times faster (on a good installation, but much higher on a bad one) but puts
about 100% more useful power into the batteries.
The best system but a bit more expensive is the new Pro Split ( see next page )
For a twin alternator system, the ideal system is: on the largest alternator, fit direct to the
domestic battery bank and attach an Advanced Regulator to that alternator. On the
smallest alternator split this with a split charge diode between the engine battery and the
domestic (and any other battery bank) and add another advanced regulator to it. This
gives maximum charge rate to the domestic batteries.
110
100
90 Sterling digital adv. regulator
80
with Sterling low volt drop diode
70
or pro split
60
Sterling Pro Split 0.0 volt drop
50
40
30
Sterling low volt drop diode
20
10
Competitor split charge diode
0
10
20
30
40
50
60
70
80 90
100 110 120
130
140 150
160 170 180
Test alternator = Bosch 90 amp
TIME/ MINUTES
Standard regulator output voltage = 13.83 voltsfig
fig1
ed
pl a t s
d
l
go
inal
term
2
Split Charge Blocking Diodes 70-200 amps, 2-3 outputs
Sterling Power has developed a range of low cost split charge diodes. These diodes
have enhanced performance over conventional diodes and at a lower cost. The
difference is in the devices. All other split charge diode manufacturers use conventional
alternator diodes, which at low current flow have about a 0.93 voltage drop. When the
full rated current of these diodes is approached, the voltage drop increases to about 0.95
volts. This results in excessive heat and power loss across the diode. For example: A
conventional one alternator in and two battery bank out, tested against a Sterling unit
had the following results:
CONVENTIONAL SPLITTERS
AMPS PASSED (A) 30
50
60
70
VOLTAGE DROP
POWER LOSS (W)
0.93
27.9
0.95 0.97 1.1
47.5 58.2 77
Low voltage drop split charge diodes
Alternator inputs
Battery banks Max alt current
1
2
70
1
3
70
1
2
90
1
3
90
1
2
130
1
3
130
1
2
160
1
3
160
1
2
200
1
3
200
STERLING SPLITTER
30
50
60
70
0.78 0.75
23.4 37.5
0.74
44.4
0.74
51.8
Battery De-sulphation &
maintenance device
The Pro Pulse is designed to connect to a 12 V
battery bank. This unit reverse feeds a small
electrical pulse back into the battery which prevents
and also reverses sulphation on the battery plates.
By keeping the plates clean and free from
sulphation the battery stays fresh and responsive to
charging and discharging.
If you have been replacing batteries because they
are not holding their charge then in most cases the
battery is, in fact, in good condition except the
plates are sulphated. Sulphation acts like a
waterproof coating over the plates preventing the
plate area effected being active and contributing to
reduction in the battery cell performance. The
solution is to remove this sulphation and expose the
plate to the battery process again. The Pro Pulse
should be fitted to any battery bank to ensure that
sulphation is not only prevented but also reversed
and so prolong the life and performance of the
battery bank.
This device is not required if you have a Pro Digital
battery charger or any other advanced Sterling
charging product connected to your batteries as
they have a de-sulphation cycle built into their
software program.
This is not a battery charger and it cannot actually
charge your batteries it is a de-sulpjation device.
Connects direct to battery
No external power source
D
Code
D70A2
D70A3
D90A2
D90A3
D130A2
D130A3
D160A2
D160A3
D200A2
D200A3
Pro Pulse De-Sulphation unit
Size
Code
PP12V
100 x 90 x 30 mm
Pro Pulse
Reverse feeds high frequency pulse
Battery to blow sulphation off the plates
Prolongs battery life by up to 100%
Rejuvenates older batteries
Sharpens battery response to accept faster charge
Preserves cold start performance
Suitable for use on all vehicles and boats
Page 22
e13
12 V unit
for 24 V use 2 x 12 V
Combined Batt. to Batt. charger and MPPT solar reg
IP68
Wildside
Combined:
Battery to Battery Charger
MPPT Solar Regulator
Twin Solar Output
Patent pending :
What is the Wildside range?
The Wildside range is a unique total package integrating the best MPPT solar regulator with a Sterling Battery to Battery Charger ensuring not only the maximum
charge into your batteries when mobile ( Battery to Battery charger ) but harvesting the maximum power from your solar cells when stationary. Where required,
both power sources will also seamlessly integrate when the total power can be used with extremely low quiescent current. Other benefits include the fact that the
solar cell is diverted from the engine battery bank ( when full ) to your secondary battery bank with the engine battery set as the priority ( not applicable if fitted to a
caravan), also if there is a battery charger on your secondary battery bank it will also charger your primary battery bank through the system. It is also extremely
easy to install and set up. This unit has all the battery type selection and adjustments as per the standard batt. to batt. and MPPT solar regs.
Battery to Battery charger. If you do not know what advantages a battery to battery charger offers you over a conventional charging system please read the
previous information on Battery to Battery chargers.
Solar regulator :( Type MPPT) If you do not know what advantages a Maximum Power Point Solar regulator offers you over a conventional solar regulator please
go to the previous pages marked solar regulators to see what this has to offer. The unit will charge both the engine start battery ( as the primary ) so it covers all
engine management losses during the winter and long lay ups. Any surplus power is directed into the secondary/domestic battery bank as and when the primary
battery is taken care off. The engine starter battery is regarded as the primary for obvious reasons.
This product is ideal for the caravan, camper van and yacht market where solar cells are regularly used and where a high performance solar regulator is required
along with a battery to battery charger.
This unique products saves a lot of time and money on installation and duplication of technology.
Note the maximum continuous refers to the current the unit will process, i.e. if you fitted a 16 amp unit with a 50 amp alternator or battery charger the unit would
only process 15 amps, no damage would be done to the unit as the product is current limiting and would simply not allow more current through (not a wise choice).
Note that the minimum solar cell power refers to the maximum power the system will process, the cell array can be larger without damaging the product, as it is
very unlikely that a solar cell will achieve the full power on a normal installation. If, for example, you had 300 watts on a 180 watt unit on a perfect day we would
only process 180 watts maximum. However, on a less than perfect day and the power generated drops below 180 watts then that would be processed.
Which product suits your needs?
This is a little daunting, however, bare in mind getting it wrong will not result in damage to
our product as it is current limiting. To match the product against your requirements you
need to take various factors into consideration:
1) What is the maximum power of your alternator in amps? We will use 90 amps for this
example.
2) What is the size of your secondary battery bank, we will use 200 amp hrs for this
example.
3) What is the size of the solar cells. ( if the solar cell’s power is lower than the product rating
then the solar cell power does not matter, i.e. If we conclude that we need a 60 amp
Wildside ( based on alternator size and battery bank size ) which can support up to a 700
watt solar array then the solar cell size, if below that, is okay or even a little above it.
However, if the solar cell array is 1000 watts + then the 60 amp model would not maximise
this and it would be best to use the 100 amp version as the solar power is so great as to
make the alternator size not the primary / predominate power supply.
Things to bare in mind:
1) There is only so much you can fast charge into a battery, an open lead acid allows a fast
recharge, gel, not so much. so, for a fast recharge, of say a 100 amp hr battery, there is not
much point in trying to put more than about 30 amps into it ( you could try 500 amps if you
had it but the battery would simply not accept this current and reduce to 30 amps within a
second or two ). Therefore, with a 200 amp hr battery there is no point having much more
than about a 60 amp unit as it would simply be wasted even if you had a 150 amp alternator.
However, if, in the future you saw the time when you might put on a larger battery bank then
it would be prudent to fit the 90 amp version as when the larger battery bank was installed
then this unit would deliver that extra power effectively etc .
2) Down sizing is okay, for example: if you only have a 50 amp alternator on a vehicle or
boat there is no point fitting a 100 amp unit as the most you will process is the 50 amps from
the alternator as that is the limiting factor. In order to save money we would recommend
rating the unit you require at a lower rating than the alternator output. Simply because you
may, for example, have an 80 amp alternator, but at cruising speed or low RPM you may
only produce 40 amps so the 60 amp model would be great for that size. However, you may
only have 1 x 80 amp battery bank to charge, in which case the 60 amp would be too big to
utilise that power, thus, a 16 A or 30 A would be ok.
I accept the above is some what confusing, however, if in doubt and the budget is not a
problem biggest is usually best.
Flow
OPTION, 52 MM HOLE CUT DIAMETER
Sleep
Alarm
Sterling Power Products
Voltage Continuous
Current
12 V
16 amps
12 V
30 amps
12 V
60 amps
12 V
100 amps
Engine
start battery
Solar
Cell
input
Starter
Battery
input
Domestic
Battery
Output
Reg
Wind turbine
if applicable
to boat/
vehicle electrics
IP68
Electronics
Fan not IP68
Remote control features
Remote control
Check web site
for launch dates
expected FEB 2011
solar
IN
V
A
Solar Regulator
12.6
Scroll
Deg C
Back
Light
OUT
1) Ammeter
2) Voltmeter (in and out)
3) Alarm buzzer ( with ability to isolate )
4) Background light
5) Background light changes colour for
different events i.e charging, discharging ,
warning ,etc
Quiescent Recommended
Battery Bank
Current mA cell power W size ( domestic )
Size
Weight
1 ma
250 +
up to 150 Ah
145 x 110 x 120 0.8kg
1 ma
450 +
up to 300 Ah
145 x 110 x 120 0.8kg
1 ma
800 +
up to 600 Ah
1 ma
1400 +
up to 1000 Ah+
Remote control hole diameter 50 mm
TBA
Part number
WS1216
WS1230
WS1260
WS12100
RWS
Page 23
145 mm Long, 110 mm Wide, 120 mm Tall
Programable for : Charging with alternators, battery chargers ,
Latching relay control solar/wind
charging or Starter battery product mode or Battery protect mode
Pro Latch R
IP68
waterproof
Suitable for use as one of the following: 1) Split charger ( VSR ) relay
2) Battery protect relay ( over discharge and over charge ) 3) Engine Start Protect relay
Latching relays versus conventional relays.
So, what's the big deal with latching relays. To understand this you must understand the fundamental internal / operational differences between a conventional
relay and a latching relay .
A conventional relay ( such as ones used in cars to switch on your lights or control power distribution on boats etc. ) These are by far the most common forms
of relays produced, they are very reliable and relatively low cost. They are, in effect, a switch which uses a magnetic force to activate and hold the switch in
position, this means that the relay itself consumes power to maintain the magnetic field and holds the circuit online ( or off line in some cases ). If a powerful
engine alternator or other powerful generating device is being used, while the relay is active, then the load used by the relay is so small that it is almost
irrelevant ( which is why they are used ). For example, a standard 80 A (amps), 12 V (volts) relay would consume about 450 mA ( when active ) which is 0.45 A.
As you can see, if you have an engine with a 70 A alternator output the consumption of 0.45 A for the relay is of no real importance, however if you switch the
engine off but still require the relay to operate ( i.e. if instead of a 70 A alternator source you have a 60 W (Watt) solar cell which is about 4 A on a good sunny
day and about 0.4 A on a normal day ) then the 0.45 A being consumed by the relay becomes a big deal indeed, it almost renders the solar cell unless.
So lets do the maths : with the engine off, a single conventional relay will consume in 1 day 0.45 A x 24 hrs =10.8 A . Per week = 75.6 A and that's just 1
relay, this is why standard relays cannot be used in power-down situations ( i.e. engine off ) unless a reasonably powerful charging source is in action ( i.e.
engine alternator or battery charger) .
A latching relay works in a completely differently way, instead of using power to “stay on “ it locks into position, so no matter if the circuit is ‘on’ or ‘off’ it
engages a locking device ( latch ) which consumes no power to hold that position. On the down side they cannot be used straight out of the box like a standard
relay. This is because they need a control circuit to work the internal latching device. It only needs a short burst of power to pull the contacts from one side to
the other then the power must be removed, this, in itself, needs a control circuit. So, even though the relay itself is over 4 times the price of a standard relay it
still needs even more cost attributed to it for the active electronic control circuit required to operate it. On the up side, the latching relay consumes no power
when ‘on’ or ‘off’ other than what the monitoring / control circuit uses ( internal mini computer with software ). It is therefore absolutely vital to get the control
circuits power consumption down as low as possible, some of our competitors use in the region of 4-12 mA. On the other hand, Sterling are down to about 0.5
mA which is 0.0005 A consumption. So lets do the maths : with engine off our latching relay with active control circuit will consume 0.0005 x 24hrs =
0.012 amp per day which is 0.084 A per week . Compared to a standard relay which uses 75.6 A in a week a latching relay system will use nearly 1000 times
less, and this is for only 1 relay, what happens if you need 2,3 or 4 on a larger instillation, clearly this latching relay is the only sensible choice if solar or wind is
used to supplement the main alternator charging system.
Now you understand what latching relays do and how they work this opens a whole new field for control systems on boats/vehicles where circuits need to be
disengaged or engaged using a low power consumption control circuit with minimal impact on your power consumption of the system ( to isolate a battery when
the battery is nearly empty to prevent the loss and destruction of the battery bank). Other uses may be on a small vehicle where you only have a starter battery
and you wish to ensure any ancillary devices such as a fridge or TV on a lorry will not drain the starter battery beyond the ability of the battery to start the engine
( engine start protection mode ). Both the above applications use the same technology and demand minimal power consumption by the control relay.
However, the program to run either application ( internal software control ) would be diametrically opposed and could not be used for the same function. This is
why, with a clever device in the Sterling Pro Latch-R, the program control can be selected for which application / option you wish to use the device for when the
product is being installed. This makes the unit very flexible. The unit can be adjusted to the three different modes as described below.
12V or 24V is automatically selected by the product, on power-up the unit will select the highest voltage connected to IN or OUT and use this to determine
the voltage of the system. If less than 16.5V the unit will power up as 12V, if more than 17V the unit will power up as 24V.
Fine voltage key trigger point adjustments, each function has factory preset voltage trigger points which are suitable for the vast majority of applications,
however, some people like to have there own personal trigger points. As such, the trigger points can be adjusted using the magnetic swipe, no other tools are
required. The product comes pre set for each function and we would expect 95% of all applications to fall into the pre set, however there is a digital , magnetic
swipe set up adjustment ability from 10.7V-14.8V for on voltages ( x 2 for 24V ) and 10.4 - 14.5V for off voltages ( x 2 for 24V ), these adjustments tend to be
used for the likes of lithium batteries where the parameters fall a little outside conventional lead acid settings.
1) Charging Mode ( Voltage Sensitive Relay ) ( default voltage setting , on 13.3V, off 13.0V x 2 for 24V ) : A conventional split charge relay suffers from
high power consumption to run itself. If used solely for charging a system with an alternator the power used by the relay is insignificant and as such irrelevant
compared to the power generated. However, if after the engine is switched ‘off’ and there are solar cells or wind charging systems in the boat/vehicle then the
ability to charge other battery banks becomes very important. Therefore, the power consumption of the splitting device becomes extremely important and so the
latching relay comes into a world of its own. There is no limit to how many battery banks that can be charged; on boats there could be as many as 2-5 battery
banks, simply use the appropriate number of latching relays to charge all the battery banks either from a high power or low power charging source. An instant
starter disengage circuit is built in to prevent starter motor high current surge damaging the product. This open circuits the relay between activating the starter
motor and the bendix engaging the fly wheel. On Charge Mode the unit is preset for either side activation, i.e. which ever side of the relay reaches the trigger
voltage first will activate the relay, this means, for example, that if the unit is used as a charging relay between an engine battery and a domestic battery it will
latch when the alternator is active. Additionally, if there is a solar cell/ wind gen / battery charger / combi on the domestic battery bank it will also activate the
relay and charge the engine battery bank.
2) Battery Protection Mode:( default setting, ‘off’ 12.0V, ‘on’ 12.3V x 2 for 24V ) The battery protect system, protects a battery bank from premature and
expensive destruction due to deep discharge or over charging. It only takes one accidental deep discharge of a battery bank to destroy that battery bank, a very
expensive mistake indeed. This is most common on things such as hire boats or hire equipment, such as: electric cherry pickers where the hirer tends not to
treat the equipment with the respect it deserves. This leaves the owner with a large battery replacement bill. The battery protection relay disconnects the
batteries at a preset limit in order to protect the battery bank. The unit has a built in warning system, i.e. it will switch the power off for 10 secs then back on for 1
min to give a reasonable warning to allow the operator time to complete a process, such as: start the engine or activate a battery charger to take place to help
the situation ( i.e. recharge the batteries ). This could happen on a boat late at night so the extra minute allows some one to start the engine to recover the
batteries. For extra safety, the optional remote control gives the option to override the trip for 1 min in the case of emergency.
Remote isolation mode: by using the remote control the battery bank can be manually isolated if required.
3) Engine Start protection mode:( default setting ‘off’ 12.4V & ‘on’ 12.6V ) This mode is designed to allow products to be safely run from an engine starter
battery and to disconnect the product at such a stage as to allow the engine starter battery to retain enough power to ensure the engine will start. Ideal
applications for this product are things such as tail lifts on lorries, mobility vehicles, over night lorries with d/c equipment or small inverter used on vans etc.,
where the addition of a split charge system and an extra battery bank may not be warranted nor feasible ( obviously there are many more applications for these
products ). The product will then be automatically re-engaged when the engine is started and/or the battery charged.
Optional remote control for the above products, features include : LCD displays can be selected to show input voltage or output voltage . Other
alarms/information displayed via LEDs would be: High voltage trip alarm ( showing if fault on input or output ) alarm set at 16V ( x 2 for 24V ) , Relay engaged or
disengaged - Emergency over ride function ( hold select button for 5 sec to give 1 min override ) - Audible alarm function disengage ( especially boat or camper
vans would not want alarms going off at 4 in the morning ) -. Background light on/off ( background light changes colour with cycle, red = warning, blue for on
line, green for offline - Sleep mode indicator - 1 min safety/ latch over-ride ability.
Page 24
Remote control allows access to all the relevant information, the panel comes complete with a 5 meter
telephone type extension lead. The meter is in a standard 50 mm threaded housing. This is an optional
product and is not required for the operation of the main product.
52 mm hole cut
Remote
control
Remote control functions
Sleep
Alarm
Sterling Power Products
V
IN
12.6
Audible alarm
disconnect
hold 5 sec
IP68
1) Input voltage
2) Output voltage
3) Optional water proof display, encapsulated
electronics
4) Various over ride to allow lights to be switched
on for safety
(only available with remote )
5) Sleep: power saver function
6) Audible alarm stop
7) Audible alarm disconnect
8) Back light option on/ off
9) Background light colour change depending on function
10) Relay circuit opened or closed indicator
11) High voltage trip alarm and low voltage warning
Closed
OUT
Select
Back light
Over ride Latching Alarm
relay
To over ride
hold for 5 sec
85 mm x 90 mm x 80 high
Pre set voltage ( can be adjusted if required )
Part
Continuos Max Interment
Quiescent
Input voltage Output stud
Number
Current
Current
Current ma
Battery protect Starter Protect
Charging mode
Off 11v on 13v
Off 12.4 on 13v
on 13.3 off 12.9
LR80
80
500
0.5
12/24 auto
6 mm
Off 11v on 13v
Off 12.4 on 13v
on 13.3 off 12.9
LR160
160
1000
0.5
12/24 auto
8 mm
Off 11v on 13v
Off 12.4 on 13v
on 13.3 off 12.9
LR240
240
1500
0.5
12/24 auto
8 mm
LRR
Latching relay remote with 5 metres of cable , for longer use standard telephone cable extension
Examples of different common applications
Voltage sensitive charging relay
Battery protection
To electrical consumption panel
Product protection mode
To Bow thruster
Inverter Lights etc
Protect Mode
( Product protection)
Engine alt
Charge Mode
To expensive
electrical
equipment
Protect Mode
( battery protection )
Charging source:
with ability to
destroy onboard
equipment .
Alternator or
Battery charger
Engine
bat
Multiple use on small boat
Voltage sensitive charging relay
Typical small yatch
Domestic battery
Domestic battery
Domestic battery
Solar / wind
Solar / wind
To Inverter
Engine alt
Engine alt
Charge Mode
Charge Mode
Reg
To radar/expensive
electronics
Reg
Engine
bat
Engine
bat
Domestic battery
Domestic battery
Bow Thruster/Anchor Winch
Switching algorithm information:
All the 3 applications are not a simple ‘on’ / ‘off’
software control device, as a result, for convenience
and ease of explanation, all control voltages are
described as a specific voltage which are, in fact, a
mean voltage which has a time and history element to
the software algorithms. A different algorithm exists for
each product and switching point in order to prevent
unnecessary ‘on’/’off’ cycles where none are really
required. Some control voltages, such as high voltage
protection trips, are instant but all the others are not .
Engine Starter Battery Protection Mode
Engine alt
Engine Start protection Mode/ product protection
Starter
Motor
to Inverter/ Boat electrics
or Tail lift / Vehicle electrics
Engine
bat
Page 25
Combined inverter chargers
Pro Combi S
Pro Combi Q
Pure sine wave
Quasi sine wave
1600, 2500 & 3500 Watt
230v 50 hz
auto select 50 or 60 hz
Now fitted with
Standard Features:
30 amp through current
new TX transformer
P.F.C. (power factor correction)
50% less quiescent current
Inc remote control with
10 metre cable
4 step progressive charging
8 battery type selector
Earth - Natural link when on inverter mode
to comply with latest regulations
110v 60 hz
auto select 50 or 60 hz
The new Pro Combi range are designed to be very competitive, no frills, high
performance, and value for money products, presented in a simple, easy to
install and use style.
If you require power assist, parallel connection, three phase output functions
or any other enhanced combi features then this range is not for you . If you’re
not familiar with these things this ProCombi is perfect for you.
Modern combis are getting more and more complex, with each company
trying to out do the next with abilities beyond the understanding and
requirements of most people. This detracts from the combi’s main strength
of being easy to install and easy to use. There is, no doubt, a market for all
the sexy functions but the vast majority of combi users simply do not need
them and never will. Most people simply require the unit to act as a high
performance constant current battery charger when on mains power then
cross over to act as an efficient inverter when on battery - and that’s it!
The problem with enhanced functions is, even if they are not used, they eat
up valuable power. The more functions on a product running (even though
you do not use them) the higher the quiescent current on the inverter (the
current the unit uses itself to operate). Complex combis at 12V can use as
much as 9.5 amps, whereas, Pro Combi can use as little as 2 amps.
Also, a lot of the expensive combis do not even have a power save function
which can drop the combi power consumption to as little as 0.2 amps when
off load, some combis continue to consume 2 amps + even when there is no
load
Sterling has reversed this trend with this Pro Combi range by stripping away
the unnecessary features from a complex combi saving money. The end
result is a simple, straight forward product that does what you think it should.
Using our years of experience in this market we have tailored the product
range to suit 90% of people purchasing Combis.
How to compare model ratings with other Combis:
Watts vs VA : the truth
The most significant issue to be aware of is how output ratings are massaged
to appear better than the competition. You might be excused for thinking that
a unit with ‘3000’ written on it, for example, means that it will deliver 3000
watts continuously. This is not necessarily the case if you look at the small
print.
Have you ever found it strange that the product you want to run ( i.e. the hair
dryer, washing machine, TV, etc. ) has the power consumption shown in
watts, yet the inverter/ generator companies give you the rating in VA, and
when you put your 1000 watt product on a 1000 VA inverter it does not work.
In the small print you find out that the 1000 VA inverter is only 700 watts for 10
mins then it over heats- this simply cannot be right.
In the eyes of the unknowing consumer, rating a power product in VA is a
simple way of using meaningless figures to confuse and make performance
appear better than it really is. Unfortunately this practice is still allowed in
Europe (European standards committees are looking into this practice)
unlike the USA where there are recognised standards (eg ABYC) and you
can be sued for publishing misleading information and incorrect ratings. The
only true rating, without confusion, is in watts, using a simple resistive load
with unity power factor, such as an electric heater / standard light bulb, etc.
This method gives a lower correct figure, however, it is not what the
marketing teams involved in promoting power products want to see.
EN61000-3-2
EN61000-3-3
EN50081-1
EN60335-2-29
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Furthermore, the effects of temperature and the duration of duty (i.e. how long a load is
maintained) can also be used to manipulate ratings. It is much harder for a unit working
in 40degC ambient temperature than in 25degC, just as it is harder to run at a higher
load for extended periods. Therefore, a unit rated for short periods at a cooler
temperature will also appear more powerful.
To illustrate, taking data published by Victron Energy and Mastervolt, the following
comparison can be made:
Model/product
Public perceived power
Victron Phoenix MultiPlus 12/3000/120
Mastervolt Mass Combi 12/2500-100
Sterling Pro CombiS or Q 12/2500
Victron Quattro 12/5000/200
Sterling 3500 combi
3000W
2500W
2500W
5000W
3500W
True Cont. Watts @ 40degC
2200Watts
Not stated
2300Watts
12 V / 3000Watts
3300Watts
The simple truth of the matter is VA means nothing. If you want to know how much
power your inverter is going to give you then ask for the rating in watts at 40 deg C , all
the other ratings should be kept for the comic books where they belong. ProCombi has
the lower value in the model name but, in fact, is the more powerful of the bunch when
like for like ratings are compared making it even better value for money than you
thought! With the Sterling unit you get what you think you should be getting, and it does
what it says it does on the box.
The sooner ratings have a legal recognised standard like the U.S.A. the better for
everyone.
Pro Combi Q quasi sine wave 220 v 50 Hz Euro Standard
D/C voltage Power at 25 deg C ( watts )
Part nos
12
1600
PCQ121600
12
2500
PCQ122500
24
1600
PCQ241600
24
2500
PCQ242500
Pro Combi S pure sine wave 220 v 50 Hz Euro Standard
D/C voltage Power at 25 deg C ( watts )
Part nos
12
1500
PCS121500
12
2500
PCS122500
12
3500
PCS123500
24
1500
PCS241500
24
2500
PCS242500
24
3500
PCS243500
Pro Combi Q quasi sine wave 110 v 60 Hz USA Standard
D/C voltage Power at 25 deg C ( watts )
Part nos
12
1600
UPCQ121600
12
2500
UPCQ122500
24
1600
UPCQ241600
24
2500
UPCQ242500
Take, for example, a 3000 Victron Multi that is perceived by the public to be
Pro Combi S pure sine wave 110 v 60 Hz Euro Standard
3000 watts continuously rated. If, however, you read the Victron
D/C voltage Power at 25 deg C ( watts )
Part nos
specification for watts at 40degC the actual power is 2200Watts.The Sterling
12
1500
UPCS121500
2500W Combi delivers 2300Watts which in fact makes it a more powerful
12
2500
UPCS122500
unit . This distortion is not limited to Victron, unfortunately most, if not all, the
12
3500
UPCS123500
European manufacturers push model figures to the realms of fantasy in
24
1500
UPCS241500
spiralling competitiveness and in order to confuse and impress the public
24
2500
UPCS242500
who believe that these figures are actual continuous power rating. Page 26
24
3500
UPCS243500
European use
230 V 50 Hz
North America
110 V 60 Hz
What does the Pro Combi range offer?
On the battery charger side
1) 4 step constant current battery charging
2) 8 pre set battery type selector plus de-sulphation
3) powerful charge rate
4) will charge even with totally flat batteries
5) PFC, draws about 30% less power than conventional units
General
1) removable local panel to give remote control with warning and function LED
2) remote on/off plus remote power saver on/off
4)10 metres remote cable
5) almost 20 alarms / warnings / information
There are 2 main models the Pro Combi Q ( for quasi-sine wave ) and the
Pro Combi S ( for pure-sine wave )
On the crossover side
1) 20 m/s crossover time, will not to lose any equipment due to power loss
2) 30 amp through current ability on all models
3) twin 30 amp / single 50 amp on the 3500 watt models
So the simple question is, what best suits your needs?
Pro Combi Q, (quasi-sine model) suitable for most installations, where you
would use a microwave, fridge, hair dryer, vacuum cleaner, kettle, computer, etc
The vast majority of products will run on quasi-sinewave. Hi Fi could have a
On the inverter side
buzz on the speakers and older non flat screen TVs may have a line on the
1) high overload ability
screen. It is not possible for us to say what item may have a problem, if any.
2) high temperature rating
Pro Combi S ( pure sine wave model ) where all the above plus washing
3) low quiescent current
machines, bread makers, thyristor controlled equipment are used - then sine
5) power saver mode to automatically reduce power
wave is required.
6) allows through power even with no batteries connected
To make the choice even simpler we have 6 months exchange/upgrade
7) natural earth link to enable RCD breakers to work
policy. If you purchase a Pro Combi Q and find there is some equipment that
you cannot run due to the Quasi Sine wave and require Pure Sine wave,
On the remote control
Sterling are happy to up-grade your quasi-sine unit for Sine wave with the only
1) ability to switch the unit on/off
cost being the difference between the 2 products (unit must be sent direct to
2) ability to select or de select power saver mode
Sterling and in good condition). Offer applies dealing direct to the factory only.
Pro Combi Q
General specification
Pro Combi S
Pure sine wave
Input Wave form:
Pure sine wave
Input 230 v a/c
Nominal Voltage:
110v USA
110v a/c USA
Input 230 v a/c
184v+/- 4% Euro
Low voltage trip:
92v USA
92v a/c USA
184v+/- 4%
voltage 194v +/- 4% 97v USA
Minimum engage:
95v USA
voltage 194v +/- 4%
270v +/- 4%
High voltage trip:
128v USA
126v USA
253v +/- 4%
253v +/- 4%
High voltage re engage:
122v USA
121v USA
243v +/- 4%
270 v rms
Max input a/c voltage:
135v USA
135v USA
270 v rms
50hz or 60hz auto detect
Nominal input frequency:
50hz or 60hz auto detect
47 hz for 50 hz, 58 hz for 60 hz
Low freq trip:
47 hz for 50 hz, 58 hz for 60 hz
53 hz for 50 hz, 62 hz for 60 hz
High freq trip:
53 hz for 50 hz, 62 hz for 60 hz
( on by pass mode ) same as input
Output wave form:
( on by pass mode ) same as input
Circuit breaker
Overload protection :
Circuit breaker
Circuit breaker
Short circuit protection :
Circuit breaker
30 amp
Transfer switch rating :
1500-2500 w = 30 amp the 3500 w= 50 amp
96%+
Efficiency on line transfer mode:
95%+
20 ms
Line transfer time :
20 ms
yes
Bypass without battery connected :
yes
30 amps
Max by pass current :
30 amp
35 amps: Alarm
By pass over load current :
35 amps: Alarm
Inverter Specification / output
Inverter Specification / output
Modified Sine Wave/ Quasi sine wave
Output wave form:
Pure sine wave
1600
2500
Output continuos power watts
continuous 1500 / 2500 / 3500
2400
3600
Output continuos power VA
0.9- 1.0
Power factor:
0.9-1.0
230vac
Nominal output voltage rms :
110v USA
115v USA
230vac
260vac
Max voltage rms :
110v USA
130v USA
260vac
+/- 10% rms
Output voltage regulation:
+/- 10% rms
50hz+/-0.3hz or 60hz+/-0.3hz
Output frequency:
50hz+/-0.3hz or 60hz+/-0.3hz
<150ms;0% to 100% RCD load
Transient response time:
<150ms;0% to 100% RCD load
>85%
Nominal efficiency :
>88%
PQS1500=4500va PQS2500=7200va
1500model =4500va 2500model = 7200va
Surge ratings :
12 v 2a 24v 1 amp with new TX transformer
12 v 2a 24v 1 amp with new TX tran
Online current consumption at 12 v/24
12 v 0.4 24v 0.2
12 v 0.4 24v 0.2
Power saver mode current consumption
yes, less than 3 cycles
yes, less than 3 cycles
Short circuit protection:
Inverter Specification / input
Inverter Specification / input
12 or 24 v depending on model
12 or 24 v depending on model
Nominal input voltage :
10 v for 12 v model 20v for 24 v
10 v for 12 v model 20v for 24 v
Minimum start voltage :
10.5v for 12 v model 21v for 24 v
10.5v for 12 v model 21v for 24 v
Low battery alarm:
10 v for 12 v model 20v for 24 v
10 v for 12 v model 20v for 24 v
Low battery trip:
15.5 for 12v model 30v for 24 v
15.5 for 12v model 30v for 24 v
High voltage alarm:
below 20 watts when enabled
below 20 watts when enabled
Power saver :
Same switched on/off on remote
can be switched on/off on remote control
Power saver :
Charger Mode specification
Charger Mode specification
196-245 v ac
196-245 v ac 96-130 v ac USA
Input voltage range:
dependent on battery type
dependent on battery type selection
Output voltage:
1500 - 40A 2500 - 70A 3500 - 100A
1600- 40A 2500 - 55A
Output current 12 v model :
1500 - 20A 2500 - 35A 3500 - 50A
1600- 20A 2500 - 25A
Output current 24 v model :
0-15v for 12 v x 2 /24v
0-15v for 12 v x 2 /24v
Battery initial voltage for start up:
15.7 12 v x 2 for 24 v
15.7 12 v x 2 for 24 v
Over charge protection shutdown:
Charger curves
Charger curves (4 stage constant current )Battery types
Same as Pro Combi Q
4 step digital controlled progressive charge
same
Battery type
charge V
float V x 2 for 24 V
same
Gel U.S.A
14.0
13.7
same
A.G.M. 1
14.1
13.4
same
A.G.M. 2
14.6
13.7
same
Sealed Lead Acid
14.4
13.6
same
Gel Euro
14.4
13.8
same
Open Lead acid
14.8
13.3
same
Calcium
15.1
13.6
same
De-sulphation
15.5 for 4 hrs
same
Battery bank size: auto detected / auto program adjusted
General Features.
General Features.
Front control panel removable as remote
Remote control. Front control panel removable as remote
Size: 185W 180H 430L (1600, 2500) 227W 180H 512L (3500)
Size: in mm
185W 180H 430L (1600, 2500)
Weight: 1500w 20 kg
2500w 20 kg 3500w 24kg
Weight:
1600w 18 kg
2500w 20 kg
Page 27
Quasi Sine Inverters
Pro Power
Q
General opinion over the last few years was that the quasi-sine wave inverter was dead and the pure sine-wave inverter would rule the world (an opinion not shared by Sterling). Sales of
quasi-sine wave inverters have continued to out-grow sales of pure sine-wave, proving that there is plenty of life left in this technology. The principle reason is that most of the equipment such
as mobile phones, TVs, drill chargers and all that type of equipment which used to have a problem working with quasi-sine wave tends to now work fine on quasi-sine as the effected equipment
tends to use a switch mode power supplies in the design which works fine with quasi sine wave. This meant that rather than the problems getting worse over the years the problems have
diminished, however, this is not to say that the odd microwave, drill, vacuum cleaner would not work (if there is a thyristor control circuit employed then this can still be an issue) but there is no
question this is becoming more rare as the years go past, plus, it usually is a lot cheaper to replace a £35 microwave to a different model which will work rather than spend £700 on a sine wave
model to make it work .
Sterling has invested in a new range of quasi-sine inverters because they are smaller, lower cost, offer better performance, are more efficient and more reliable than sine-wave. We, at Sterling,
have always found the quasi-sine wave inverter more than adequate for general requirements in boats and vehicles. There is still the odd appliance, such as washing machines, where quasisine wave inverters simply do not work but all in all they do a great job - especially considering their cost. With this in mind, we have made a new range of DIGITAL quasi-sine inverters called
the Pro Power Q. The idea behind this was to push forward this technology and bring in some new features. The most obvious change in this new inverter is its style, tough aluminum extrusion
with great looking plastic end caps. Euro and British sockets are on all this range, enabling the unit to be compatible across Europe without problem. The new extrusion design has allowed us
to reduce the size of the 1000-2500 watt units by nearly 40% but still offer their full power and even better performance over the previous models. If you also require a battery charger then look
at our new Pro Combi Q range.
ALL THESE INVERTERS ARE
e marked to 95/54/EC
350 WATT
I12150
800 watt
1800 watt
1000-2700 watt
150 watt oval style is available in 2 versions
inc remote control
I12150 = this model is the most popular with a
and 10 mtrs cable
universal socket which can be used for all
different plugs round the world.
I12150CT = this model has a British socket on
one side and a German style socket on the other,
this unit tends to be used where companies want
to have the inverter standard rated as a mains
power source, where in actual fact it is an isolated
power supply.
New turbo coke can inverter:
The popular 100 watt inverter
which can lie flat or fits in a
standard coke can holder in cars /
lorries / boats now has a new big
brother which keeps the same
convenient style and application,
but now has an internal fan to
keep it cool. The end result is that
it can produce a comfortable 170
watts. The new turbo model is
about 20 mm longer and requires
either an open cup holder or a cup
holder with at least 5 mm larger
diameter than the unit to allow the
fan enough room to let the air flow
through the product.
RoHS
compliant
230 v 50 hz Quasi Sine wave inverters
Socket type Voltage d/c Power( continuous ) Size L x W x Dmm Weight
Universal
12
100 watts
65 dia 145
0.2
Universal
12
150 watts
100 mm oval 145L 0.3
British/Euro
12
150 watts
100 mm oval 145L 0.3
Universal
12
200 watts
65 dia 145
0.3
British/Euro
12
350 watts
120 x 150 x 65
1.0
British/Euro
12
600 watts
150 x 150 x 65
1.3
British/Euro
12
800 watts
180 x 150 x 65
1.8
1000-2700 watt Inc Remote control and 10 metres of cable
British/Euro
12
1000watts
180 x 250 x 100
2.0
British/Euro
12
1800watts
270 x 250 x 100
4.0
British/Euro
12
2700watts
370 x 250 x 100
5.0
5000 watt inc remote control , not compact design as above
British/Euro
12
5000watts
700 x 250 x 250 10.0
New High power versions no remote
Hard wired
12
4000watts
510 x 230 x 155
7.0
Hard wired
12
5000watts
510 x 230 x 155
7.5
Universal
Universal
British/Euro
Universal
British/Euro
British/Euro
British/Euro
British/Euro
British/Euro
British/Euro
British/Euro
I12170T
I12100
Fan cooled 200 watt
The quasi sine wave inverter is by far the most popular for the above
reasons. All Sterling inverters are continuously rated, with all the usual
overload, over voltage and low voltage cut outs, all the inverters come with
cable and 24 kt gold connectors, in order to prevent battery terminal
corrosion. Available in 230 volts for UK and Europe and also 110 volt for
building sites / off vehicle use or for equipment supplied on boats made in
the USA (not suitable for washing machine / some bread makers)
Page 28
2700 watt
Hard wired
Hard wired
24 v versions
24
100 watts
65 dia 145
0.3
24
150 watts
100 mm oval 145 0.3
24
150 watts
100 mm oval 145 0.3
24
200 watts
65 dia 145
0.3
24
350 watts
120 x 150 x 65
1.0
24
600 watts
150 x 150 x 65
1.3
24
800 watts
180 x 150 x 65
1.8
1000-2700 watt Inc Remote control and 10 metres of cable
24
1000watts
180 x 250 x 100
2.0
24
1800watts
270 x 250 x 100
4.0
24
2700watts
370 x 250 x 100
5.0
5000 watt inc remote control , not compact design as above
24
5000watts
700 x 250 x 250 10.0
New High power versions no remote
24
4000watts
510 x 230 x 155
7.0
24
5000watts
510 x 230 x 155
7.5
Part nos
I12100
I12150
I12150CT
I12170T
I12350
I12600
I12800
I121000
I121800
I122700
I125000
IH124000
IH125000
I24100
I24150
I24150CT
I24170T
I24350
I24600
I24800
I241000
I241800
I242700
I245000
IH244000
IH245000
110 v models for UK building sites with remote control and Engine interlock
Yellow 16 amp 12
1800watts
270 x 250 x 100
2.0 AI121800
Yellow 16 amp 12
2700watts
370 x 250 x 100
4.0 AI122700
Yellow 16 amp 24
1800watts
270 x 250 x 100
2.0 AI241800
Yellow 16 amp 24
2700watts
370 x 250 x 100
4.0 AI242700
Pure Sine wave inverters
Pro Power S
ADVANCED DIGITAL PURE SINE WAVE INVERTER (high quality telecom spec)
150 watt - 2000 watt conventional stand alone inverters
3000 watt with 30 amp a/c crossover switch
We have developed the new Sterling pure sine wave, heavyduty inverter with very high quality wave form, because most
sine wave inverters will not run some sensitive equipment. This
inverter ensures all electrical products run at their very best.
This model is of telecom output standard, and simply the best.
It removes all problems linked with even the so called best pure
sine wave inverters. It works perfectly with all sensitive
equipment which even so called pure sine wave can cause
problems with.
The 2000-3000 watt unit is capable of running a standard
washing machine and all thyristor controlled devices which
cannot be run by quasi-sine . However, if there is a washer
dryer then the 3000 would be best . The units all come with a
standby circuit which offers a 0.2 amp consumption with no
load and a low online loss of about 1.2 amps if power saver is
not engaged.
The remote control is a standard feature that comes complete
with a 10 metre connecting cable.
1500/2000 watt
inc remote control
350 watt
200 watt
230 v 50 hz Pure Sine wave ( telecom standard wave form )
Socket type Voltage d/c Power( continuous ) Size L x W x D mm Weight Part nos
Universal
12
200 watts
230 x 120 x 75
1.4 SI12200
Universal
12
350 watts
230 x 120 x 75
1.7 SI12350
British/Euro
12
700 watts
290 x 175 x 80
3.5 SI12700
British/Euro
12
1000 watts
340 x 175 x 80
4.1 SI121000
with remote control ( below )
British/Euro
12
1500 watts
390 x 300 x 100
3.5 SI121500
British/Euro
12
2000 watts
390 x 300 x 100
3.5 SI122000
Universal
Universal
British/Euro
British/Euro
24
24
24
24
British/Euro
British/Euro
24
24
Hard Wired
Hard Wired
12
24
200 watts
230 x 120 x 75
1.4
350 watts
230 x 120 x 75
1.7
700 watts
290 x 175 x 80
3.5
1000 watts
340 x 175 x 80
4.1
with remote control ( below )
1500 watts
390 x 300 x 100
3.5
2000 watts
390 x 300 x 100
3.5
With a/c automatic 16 ms crossover 30 amp a/c
3000 watts
510 x 280 x 190
14.5
3000 watts
510 x 280 x 190
14.4
SI24200
SI24350
SI24700
SI241000
SI241500
SI242000
SI123000U
SI243000U
700/1000 watt
ONBOARD ENTERTAINMENT EQUIPMENT INVERTER
400 watt, Pure sine wave ( low frequency )
With auto cross over switch ( U.P.S. FUNCTION )
Dedicated for use with AV systems these models have particularly
low levels of noise emissions to which very sensitive equipment
can be susceptible. The auto crossover function means that when
power is transferred from inverter to another available source, there
is no loss of power to the appliances. As a result there is no
interruption to operation and clock settings etc are preserved.
Output continuous power 400 watts
Surge rating ( 5 seconds ) 800 watt
Output voltage 230 volts +/- 3
volts
Efficiency 88%
Power draw in stand buy 0 amps
includes
d/c input cables
a/c input cables
plus
remote and 10 meters
cable
230 v 50 hz Pure Sine wave ( telecom standard wave form )
Socket type Voltage d/c Power( continuous ) Size L x W x D mm Weight Part nos
Universal
12
400 watts
250 x 100 x 85
5.5 SI12400
Universal
24
400 watts
250 x 100 x 85
5.5 SI24400
Page 29
IP68
Solar Regulators
waterproof
Good Solar cells are very expensive and people who buy and use them want the maximum power they can possibly get from their investment. In order to make
an informed decisions as to which type of solar regulator you need then you must understand how a solar cell performs and what is the difference between
the 3 main groups of solar regs. As with most things in life, you get what you pay for, a typical 20 A / 12 V solar regulator can vary in price from £20 - 200+, why
? Is the £20 as good as the £160 or at least nearly as good or is it a total waste of money?. Its extremely important to know which technology you purchase.
How does a solar cell work and what are the important operational features? . ( please note all Sterling regs are waterproof )
As a solar cell is a current making device at a given voltage, the important thing to remember is the basic formula: Power ( watts ) = amps x volts.
Therefore, to get the maximum power out of a device you must have as many volts and amps as possible. If the voltage was allowed to reduce, then the
performance and hence the power manufactured by the cells drops off, and same for the amps. Maintaining maximum volts and amps is absolutely critical to
achieve maximum harvesting potential of a solar cell .
In order to achieve maximum power form a solar sell we must find its Maximum Power Point (MPP) on the solar cells power curve. This is the ideal point where
one can best obtain the most power from that solar cell. Figure 1 is a typical solar power curve which would have an open circuit voltage of about 22 V but a
best power performance voltage at about 17 V. In order to maximise the available power from the solar cell one must maintain the maximum power point and
not allow the voltage to drop. The only way to achieve this is to make sure that the solar cells voltage is allowed to float free of the restrictions placed by the
battery voltage. I.e. the battery voltage maybe 13.5 V but the maximum power point could be 17 V and, if the solar cell voltage is allowed to be pulled down to
Max
Power
Point
22
v 18
o
l
t 14
s
fig 1
Max
Power
Point
22
v 18
o
l
t 14
s
Current/ amps
max available
power acheived
with MPPT regs
fig 2
Acheived
Power
Point
22
v 18
o
l
t 14
s
Current/ amps
Acheived power
with PWM reg
fig 3
22
v 18
o
l
t 14
s
Current/ amps
Acheived
Power
Point
Acheived power with
low cost switching regs
fig 4
Current/ amps
the battery voltage ( fig 3 below ) you can clearly see that a lot of the positional power which is actually available ( fig 2 ) is in fact not able to be manufactured
and as such the achievable power is vastly reduced. Figure 2 shows the amount of power which can be obtained ( in red ) which is the maximum volts x amps
if the cell was free from the battery restrictions ( 12 v ) and allowed to rise up to its ideal operational voltage ( 17 V ) . However, if the battery’s voltage is
allowed to pull down the solar cell voltage, such as the case in low cost PWM ( fig 3 ) or Switching regs ( fig 4 ) they have a direct connection between
battery voltage and the solar cell voltage and thus limiting the performance of the solar cell, only achieving 50% ( if even ) of the potential of the solar cell itself.
So, as you can see, to use a low cost regulator on an expensive solar cell can be a waste of money and you will lose 50% of the cells ability, this is a false
economy except is limited applications , it's a bit like buying a Ferrari and putting tractor wheels on it, all the potential of the Ferrari would be neutralised.
Other key things to think about with solar regs.
Remember a solar cell only works for about ½ a day ( if even ). However, the solar regulator works for 24 hours regardless of whether the solar cell is producing
power or not (night or cloud cover). So, the key question is, what power does the regulator use to exist (we call this the quiescent current)?. With most
solar regulators this averages from 25-50 mA (on a 12V system). That means, for example, a 50 mA drain over 1 years is about 430 amp hours. However, at
Sterling, we try to keep the quiescent current below 1 mA, this means the loss in current over the year would be more in the region of 8 amps not 430 amps.
Therefore, 422 amp hours, which would otherwise have been wasted running the regulator can effectively be harvested and passed into the battery system.
Low quiescent power consumption is achieved by the use of a more expensive micro processing chip set, some manufactures are reluctant to spend the
money on this type of device. Obviously other features which are of vital important are 4 step battery charging and the ability to select the different battery types
being charged. This ensures the best charging curves for the battery and also prevents damage to battery bank.
3 main types of solar regulators.
1) Basic regulators. These are simple switching devices which switch between 2 voltages,
typically they come on at about 12.9 volts at the battery and switch off at about 14 volts ( x 2
for 24 V ) , this is effective at covering power loss from the battery but will not charge well or
effectively use the maximum power potential form the solar cell, which for a lot of
applications is absolute fine. Ideal for low cost 10-100 watt low quality solar cells.
The ideal use for this type of reg is, for example, if you had a motor home or a small boat on
a swinging mooring and a small solar cell who’s only job was to keep the starter battery
topped up when vehicle / boat is not in use, then this product is perfect, a low cost cell and
low cost switching regulator will do the job. However, if you have a good quality, expensive
solar cell, who’s job is to effectively and efficiently contribute useful power into a system then
this type of regulator would be a very poor choice indeed, as such we limit the range of this
product as to use this technology on larger cells simply makes no sense . Advantage: very
low cost. Suitable for: Low cost cells where the objective is simply keeping a relatively
inactive battery topped up ( such as a starter battery ) as opposed to contributing useful
power into a system. Disadvantages , very ineffective at maximising the harvest from a
solar cell. (Please note the Yellow section on the Power curve graph )
Power Curve for a standard solar cell
Max
12 volt module ( 21 v cell )
Power
Point
Output Power
obtained from solar
P
cell from
o
3 different
w
solar regs
e
r
Basic reg
PWM reg
MPPT reg
fig 4
voltage 10
15 17
2) PWM. Pulse Width Modulate regulator. ( mid range cost, mid range performance ) this type of regulator is still connected to the battery bank and is still under
the influence of the battery voltage. However, the pulse width modulation allows the cell voltage to rise a bit further but it is still restricted because of its direct
connection to the battery bank. Its performance is better than the basic regulator type but still falls short of achieving the maximum available power. The lower
the battery voltage ( i.e. a battery could drop to 11 volts ), where maximum power is required, the less efficient this product is. This can be seen in figure 4,
where by as the voltage drops the power does also. Other weakness with PWM controllers is the fact that solar cells open circuit voltage changes with
temperature. The colder the cell is, the higher the open circuit temperatures and vice versa, this is important to ensure that the large voltage swings from the
solar cell are within the rating of this type of product. This type of regulator is not recommended for use with ‘on grid’ systems as there is still significant inability
to achieve maximum power. They are best used on ‘off grid’ systems. Advantage: Mid range harvest return from the solar cell, works fine especially in good sun
conditions, Disadvantage: no boost ability so not good in lower light ( Northern European use ) , Please note on Power curve graph, the power harvested
would be the Yellow plus the Green section.
3) MPPT. Maximum Power Point Tracking regulators: ( latest technology and most expensive type ) up to 40% improvement on top of the PWM, which is about
70% on top of the basic unit. These, in effect, disconnect the solar cell from the battery bank to allow it to ‘run free of the battery’ and obtain its best
performance. This means, in effect, you have 2 separate units, the solar cell side, which is allowed to operate free from the battery voltage restrictions, so the
software can continually track and determine the most effective maximum power point that the cell can achieve at that moment in time, depending on weather
and other environmental factors, such as temperature. That side of the product is 100% geared to maximize the harvesting of the suns energy. This also allows
for different cell ratings to be used with different voltages and high temperature swings with no adverse effects and no setup required.
The big advantage of the MPPT is that the battery and the solar cell are not directly connected. This allows the battery charging side of the regulator free to
concentrate on the battery / power requirements and effectively use the power available from the solar cell. The power is delivered to it via a highly efficient
power conversion process, which not only maintains the max power point (MPP) in the higher voltage levels ( when the sun is out ) but continues to generate
power even under low light conditions when the MPP is below the battery voltage ( see fig 4 ) as the MPPT has a voltage boost function. This boost functions
allows the device to effectively absorb that last little bit of power that can be obtained from the solar cell. Not only is this an effective function on a day to day
basis, but, over time, if the cells become damaged, dirty or less efficient the MPPT continues to pull the power when a normal reg will have long since stopped
working. Unlike a PWM regulator, an MPPT can be used with ‘on’ or ‘off’ grid systems. This system is also easy to install as there is no setup depending on
different cell types or environmental temperature, making it totally automatic .
Advantage: Maximum performance from cell, low light / dirty cell operation when all other units have become ineffective. Absolutely necessary for: Large
solar cells 100 watt + where every bit of possible power is required to be harvested, from 100 watt - 1000 watt Disadvantages , higher cost.
Please note on the Power curve graph the this technology will harvest between the Red, Yellow and Green sections
Page 30
Remote control allows acess to all the relevent information, the panel comes complete with a 10 meter
telephone type extension lead. The meter is in a standard 450 mm threaded housing. This is an optional
product and is not required for the operation of the main products
remote control Solar remote control readings
1) Input voltage from cell
2) Output voltage to battery bank
3) Current generated flowing to battery bank
3) water proof display, encapsulated electronics
4) 24 amp hr manufactured
5) Unit temperature
6) Sleep over ride for information
7) Information scroll option
8) Back light option
9) Little power consumption when on sleep
10) Power manufacturing Flow indicator
11) Battery Temperature
Flow
Sleep
Alarm
Sterling Power Products
IN
V
Ah
Solar Regulator
12.6
Scroll
Deg C
OUT
Back
Light
solar
52 mm hole cut
Small
Switching
Regulator
PWM &
MPPT
150 mm Long x 110 mm Wide 120 High
70mm x 70mm x 60mm H
Switcher Reg
continuous
12 v 2 amp
12 v 10 amp
Max solar cell
Power Watts
70
160
Max solar cell
Quiescent current 4 step
open circuit voltage
Draw in ma
Charging
30 v
0.0 mA
no
30 v
0.5 mA
no
Battery
Remote
Type selection Option
no
no
no
no
Sterling
Part Number
SB122
SB1210
PWM ( Pulse width modulated )
12 v 15 amp
160
12 v 30 amp
320
12 v 60 amp
680
12 v 90 amp
1000
30 v
30 v
30 v
30 v
<1mA
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
SPWM1215
SPWM1230
SPWM1260
SPWM1290
24 v 10 amp
24 v 30 amp
24 v 50 amp
60 v
60 v
60 v
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
SPWM2410
SPWM2430
SPWM2450
MPPT ( Maximum Power Point Tracking )
12 v 15 amp
160
30 v
12 v 30 amp
320
30 v
12 v 60 amp
680
30 v
12 v 90 amp
1000
30 v
<1mA
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
yes
SMPPT1215
SMPPT1230
SMPPT1260
SMPPT1290
24 v 10 amp
24 v 30 amp
24 v 50 amp
<1mA
<1mA
<1mA
yes
yes
yes
yes
yes
yes
yes
yes
yes
SMPPT2410
SMPPT2430
SMPPT2450
250
700
1100
250
700
1100
60 v
60 v
60 v
SRC
Remote control option
forLong,
PWM110
andmm
MPPT
only
145 mm
Wide,
120 mm Tall
Alternator open circuit protection device
IP68
Alternator protection unit
One of the largest destroyer of alternators in the marine world is when a cable comes lose or a fuse
blows or an engine is electrically switched ‘off’ when the engine is running, all these things cause an
alternator to be disconnected from the battery while running, this, in turn, causes a massive spike in
the alternator which, in turn, can easily destroy the alternator regulator and any other advanced
Alternator
regulators in use, the resulting bills can easily run into the hundreds of pounds, to avoid this, this
standard
simple device protects your alternator from that spike offering a simple safe emergency route for
that spike to be discharged giving full protection to the alternator regulator with no back feed up the Switched
path
device. This unit is simple and easy to fit with no intrusion on the standard system. The unit does
not carry the main current so only light wiring is required. This unit works in conjunction with any
alternator or splitting device suitable for 12 or 24 v alternators:
Alternator protection device( 12v )
Alternator protection device( 24v )
Size
Weight
90 x 90 x 60 H
0.25
90 x 90 x 60 H
0.25
Page 31
Part nos
APD12
APD24
Emergency
alternator
route
Automatic / Manual a/c Power selector switch
3 input 32 amp 110/230 v a/c auto selector with remote control
Make your own combi
tailored to your needs
Generator
( UP TO 8000 WATT CONTINUOUS
32 AMP 230 VOLT A/C , FUSED ,OR OTHER SOURCE )
Inverter
( UP TO 8000 WATT CONTINUOUS
32 AMP 230 VOLT A/C ,FUSED, OR OTHER SOURCE )
ProSwitch
Shore Supply
New upgraded
model
IMMERSION
HEATER
( UP TO 8000 WATT CONTINUOUS
32 AMP 230 VOLT A/C , FUSED, OR OTHER SOURCE )
EARTH TRIP
PLUS FUSE BOX
CONTACTOR
CONTROL
SIGNAL
Boat/vehicle electrics
FEED TO
BATTERY CHARGER
IMMERSION HEATER
BATTERY
CHARGER
Pro switch 32 amp 110-230 v a/c auto crossover
Description
Part nos
Main control box
AC32A
Extra 230 v 20 amp contact relay
CON1
TO BOATS / VEHICLES
RING MAIN
STANDARD
BOX WITH 20 AMP
CONTACTOR
ITEMS NOT REQUIRED
WHEN INVERTER ON LINE
The new simple power selector offers many new features not available on
the older 16amp crossover switch, due to its digital control system.
1) 40 amp internal contractors : Switches live and neutral with a 0.25 sec
time delay between switch ‘off’ and ‘on’, to prevent wave doubling of the
voltage and destroying sensitive equipment.
2) Multiple internal power sources : The system powers itself from each
attached power supply; and not from the boats/vehicles D/C system. This
is to ensure the system will work even if your batteries are flat. There is no
point having an A/C selector switch powered from the D/C system,
because if the D/C system fails then you cannot switch the system onto
charge the batteries. The Sterling system obtains its control power from
each input source, so preventing this problem.
3)Sequential switching : The unit has a simple operation mode; channel 1
is the priority, then channel 2, then 3. In other words if you allocate the
inverter to channel 3 then plug in the shore power on channel 1, the switch
will automatically switch the system to the shore power etc.
4) Lock out circuit : It is assumed that channel 3 would be your inverter ( it
could be another power supply depending on how you wire the system up
). With a lower power inverter you may not wish your immersion heater or
battery charger to work when the inverter is on line; so connected to this
circuit is a small relay which can break the control circuit on an external
contactor /relay block. This then allows you to wire the battery charger and
immersion heater to a separate connector block, preventing these items
being online when the inverter is operational.
5) Remote control : The remote control will tell you which circuit is the
current power circuit; and, if the light is flashing, then it will also show if
power is available on another circuit. There is also a fault light.
6) Faults / Reverse polarity check: The unit will show if there is a reverse
polarity on channel ‘A’ which is assumed to be the shore supply system.
7) Internal fuses : The control box has 6 internal fuses; one on each live
and neutral, so that even in the event of a reverse polarity the neutral line
is also fused for safety reasons.
8) Remote on/off. This switch enables the shore power to be switched ‘off’
( the priority circuit ) in the event of the shore power not being powerful
enough to do a specific job, for example, if your shore power was limited
to say 5 amps ( about 1.2 KW ) but your immersion heater/washing
machine may be 3000 watt, you may wish to shut down the shore supply
and allow the more powerful inverter or an onboard generator to do the
job.
9) 230 V or 110 V or a mixture of each can be used at the same time,
ensuring operation in all the worlds different power supply conditions.
10) Other features includes a 10 sec time delay on the generator line to
allow generator start up.
230 V manual 16-30-50 amp 3 way cross-over switch
ideal where 3 power sources are used such as
inverters, shore power and generators on a boat/vehicle
1
Easy to install
Front panel waterproof
Easy to use
Supplied with 2 shafts
for thin panel mounting
and ½” panel mounting
o
3
Pro switch 32 amp 110-230 v a/c auto crossover
Input sources Output Continuous Amps Max Voltage Number of poles Part nos
3
1
20
300
3
SC20A
3
1
32
300
3
SC32A
3
1
50
300
3
SC50A
Page 32
Power Management Panel 4 X AMPS , 4 X VOLTS, AND 1 X Amp Hr Counter
The latest software driven Power Management Panel is an extremely
CE
effective unit designed to monitor and display all the vital electrical
information on an average boat. This enables important (potentially
expensive) decisions to be made regarding faults and general on-board
D/C electrical power management. The information obtained also helps
any third party engineer to identify problems.
The operation of the panel is based on 100 mV shunts. Shunts enable
all current measurement to take place remotely from the instrument
clusters, thus removing all the voltage drop and R.F.I. problems
associated with running heavy duty cables up to a control panel and
navigation instruments.
The new panel has a built in amp hour counter on one channel, and in
total enables 4 different amp readings, 4 different volt readings, and one
Power Consumption = 0.5 mA off/0.7 mA on
Max readable current = 199 A D/C
Max display volts = 199 V D/C
Safe to over 1000 amp surges
L.E.D. Background light.
amp hr ctr up to 7999 amps
Screen = 16 digit 2 line L.C.D.
Back light/switched
Accuracy = + or - 1%
Extra Shunts
available,200 + 400 amp,
amp hr counter. The shunts of the system can be fitted in negative or
positive cables (unlike most others). The counter counts the amps going
into and out of the battery system. The amp hour counter setup and function are
completely automatic and requires no intervention from the user.
The background light ensures perfect legibility in daylight, direct sunlight and at
night.
Each panel comes complete with a 200 amp shunt, (up to 3 extra shunts may be
purchased) and a list of labels for the panel front.
The plastic box can either be surface or flush mounted by using the new parts.
Power Management
with
AMP Hr Counter
1
Power Management Panel with Amp Hour Counter
(Includes 1x 200 amp brass shunt)
3
Amp
hr
12.6
Lock
Scroll
Buzz
off
Back
Light
52 mm hole cut
300 amp
and 400 amp model
145mm x 80mm x 90mm high
beep
alarm
m Pos 4
-435 Ah
light
light
Amps
Volts
1
2
3
4
Sterling Power Products
Part nos
PMP1
S200A
S400A
CE
Shunt
included
Amp -Volt-Amp hr counter
V
Ah
Power Management
14.35 v
35.7A
4
A 200 amp shunt is suitable for inverters up to about 2000 watts at 12 V / 4000 at 24 V
the 400 amp shunt is suitable for inverters up to about 4000 watts at 12 volts. The shunts have
a very high instant load ability, i.e. 1000 amps to start a engine etc. is no problem on either size.
Sleep
Alarm
Sterling Power Products
on/off
2
200 amp shunt = 200Lx40Wx50H
400 amp shunt = 260Lx55Wx50H
Power Management Panel
D/C voltage Size L x W x D mm Weight kg
12 & 24
170 x 90 x 40
0.25
Extra 200 amp shunt
Extra 400 amp shunt
on/off
200 amp shunt
IP68
Key Functions over competitors:
By use of intelligent shunts, this unit can be used on Negative or Positive cables
making the unit extremely flexible, epoxy encased for water protection
and anti vibration. LCD screen independently supported for strength.
Functions:
1) Voltmeter 0.1-35 v
2) Ammeter 0.1-999 ( depending on shunt )
3) Amp hr counter up to 999,
4) Suitable for up to 2000 amp hrs battery bank (1200 amp hours for lithium)
5) Power consumption on sleep ( unit still counting )= < 1mA
6) Power consumption active ( screen working no back ground light ) = < 2mA
7) Power consumption with background light = 10mA
8) Back ground light changes colour depending on activity.
Green ( within parameters ) Blue ( charging )
Red ( low battery requiring attention )
Specification:
9) Adjustable buzzer alarm , can be deactivated
12-24v base voltage
10) Comes preset to use with no adjustments
Quiescent current:
12) Fully adjustable, alarms and warnings
with no display active ( sleep mode )
with display active
13) Readings can be locked or allowed to scroll
with display active and background light
14) Background light switchable
Voltmeter 0-36v
15)12/24 v unit auto
Intelligent shunt: Rather than
putting the brains of the operation
in the remote multimeter the
intelligent shunt process all the
information at the shunt. This
ensure accurate digital streaming
upto the remote control ensuring
no corruption of the data; this also
reduces the size of the remote
control .
Page 33
ammeter 0-999 amps
ammeter accuracy between:
0-1 amp 0.1 amp resolution
10-100 amps 1 amps
100-888
10 amps
Amp hr capacity 999 amp hrs, suitable
for up to 1800 amp hr battery bank
Amp hr accuracy +/- 2%
Product
Continuous current Overload ability Part Nos
Panel Meter ( no shunt )
PM1
100 amp shunt
100 amps
400 amps
PMS100
300 amp shunt
300 amps
900 amps
PMS300
400 amp shunt
400 amps
1500 amps
PMS400
Panel meter with 100 amp shunt
PM100
High power performance alternators
Description
12 v 200 amp alternator with standard reg
12 v 200 amp alternator with standard & PDAR
12 v 200 amp
GOOD LOW R.P.M. PERFORMANCE
Part nos
AL12200
AL12200PDAR
200
75
190
150
180
170
160
150
140
130
55
Max D/C output amps
120
110
x 2 lugs
100
56.5
90
12 mm
dia
no
thread
80
70
60
90
50
40
30
155
90
20
10
0
12 mm
dia no
thread
0 1000 2000 3000 4000 5000 6000 7000
Alternator Shaft R.P.M
Description
12 v 140 amp alternator with standard reg
12 v 140 amp alternator with standard & PDAR
TERLING POWER PRODUCTS
UNIVERSAL ADVANCED DIGITAL+
4 STEP ALTERNATOR REGULATOR
EXTRA
CONNECTIONS
BLOCK
GREEN: HIGH CHARGE RATE ON
S
ALT
TEMP
YELLOW: TIMER ACTIVATED
GREEN: FLOAT MODE
BATTERY
TEMP
ORANGE: LOW VOLTAGE WARNING
D+
SWITCH
RED ONLY : HIGH BATTERY V TRIP
FLASHING RED: HIGH BATTERY TEMP
BATTERY TYPE: GREEN: GEL/SEALED
YELLOW: OPEN LEAD ACID
RED: A.G.I.
ALL L.E.D.S
FLASHING
HIGH
ALTERNATOR
VOLTAGE
TRIP
BATTERY NEG TRIP FAULT
GREEN:HIGH ALT TEMP DISENGAGE
YELLOW:12 V SYSTEM SETUP
Max D/C output amps
with or without
the best
advanced
alternator reg on
the market
fan
150
130
62mm
120
dia
pulley
6 grooves
110
100
90
80
70
ON
ON
ON
12
LEAD
OPEN
L.E.D.
( YELLOW )
12
A.G.M
L.E.D.
( RED )
REMOTE
CONTROL
SOCKET
HELP LINE FOR STERLING POWER PRODUCTS TEL U.K 01905 26166
24 v 140 amp
PDAR
DIGITAL 4 STAGE
ADVANCED
ALTERNATOR
REGULATOR
shaft dia
182 mm
50
40
30
20
10 mm
10
dia
0
50 mm
0 1000 2000 3000 4000 5000 6000 7000
Alternator Shaft R.P.M
175 mm
Description
24 v 150 amp alternator with standard reg
24 v 150 amp alternator with standard & PDAR
GOOD LOW R.P.M. PERFORMANCE
Part nos
AL24140
AL12140PDAR
150
60
140
150
0.5
30
33
130
pulley not supplied
shown as example
Max D/C output amps
120
110
100
90
80
70
60
50
40
30
20
10
0
0 1000 2000 3000 4000 5000 6000 7000
AC172RA Alternator Shaft R.P.M
Bosch
0120 689 520
Prestolite 1277640
Equilivent product part numbers
Page 34
12.3
CS144 Delco
16.5 mm
60
GREEN: 24 V SYSTEM SETUP
BATTERY TYPE
PROGRAM SELECTOR
SWITCH, INSIDE LID
12
3 BATTERY TYPE
POSITIONS
GEL
SEALED
L.E.D.
( GREEN )
19.0 mm
M10
140
175mm
12 v 145 amp
GOOD LOW R.P.M. PERFORMANCE
alt supplied with multi v and twin v pulley
photo shows multi v
Part nos
AL12140
AL12140PDAR
3
16.5
180
15
47
97
M24
Pneumatic tank gauge system
Stainless steel
or copper
flange
4 mm
Stainless
steel tube
or
copper
Internal dia
6 or 7 mm
External
diameter
5.5-6 mm
Oil resistant
tube
4.2 mm hole
Weld
or solder
Tank
top
0.95 meter
can be
extended to
2 meters
Oil resistant
gasket about 3 mm
Supply
m 3 nut and bolt for metal tanks
or 4 mm self tapper stainless steel for plastic
Pneumatic
Tank Gauge
Pump /control box must be positioned
above the highest point of the tank, i.e.
above the filler cap height, in order to
prevent liquids from entering the unit
and damaging the sensors
Tank Gauge System Pump Package and LED Display
Size L x W x D mm Weight kg Part nos
145 x 90 x 40
0.5
TGS
MAX TANK DEPTH
ON STANDARD MODEL
SET ON WATER DENSITY
1.50 metre
AIR
PUMP
TRANSDUCER
80 mm x 60 mm x 20 mm
TANK
PUMP ON/OFF
PUMP ON
CONTINUOUS
MODE
ALARM OFF
LOW VOLTS
WARNING
LIQUID
1 metre Stainless steel tank tube
Weight kg Part nos
0.05
TGT
The problem:
Most boats suffer badly from unreliable tank
level gauges, this is a particular problem with
dirty water tanks. The main problem is the
corrosive nature of the salt water in the tank
and the fact that float meters are damaged in
the tanks.
The solution:
The measuring device must not be effected by
the movement or the corrosive nature of the
fluid it is measuring. The best way to achieve
this is the way ships and other quality tank
meters work by using pneumatics. This has
always proved too expensive to miniaturize for
leisure craft use until now .
How does it work?
The new Sterling gauge works on a very simple
principle. If you put a small tube to the bottom
of any liquid, then pump air through the tube to
remove all the fluid from it, then the
atmospheric pressure or back pressure on the
liquid is directly proportional to the depth of the
fluid (taking density into account). For this to
work, we need a simple pipe (approx 2-3 mm
diameter) from the top to the bottom of the tank,
then pump air through the pipe and measure
the back pressure of the air (the transducer)
and display it on a display panel. Simple?
Well not that simple, we need a compressed air
pump with a complex software program control
to reduce power consumption to milliamps and
to return a highly accurate reading, all at a
sensible cost .
The Sterling Tank Gauge is a fully programmable system,
where you program in the following information, 1) tank
depth 2) fluid density (water, diesel, dirty water, petrol) 3)
operation mode (i.e. a water or fuel tank would require the
alarms etc to go off when the tank is empty, but a dirty water
tank would require its alarms when it is full) with these
three pieces of information simply connect the unit to a pipe
which is about 10 mm off the bottom of the tank and the
L.E.D. display will give a good indication of the depth. For a
more accurate analysis the L.E.D display can be connected
to the optional L.C.D display which will scan up to 8 tanks
and display the depth in % full in rotation, when the fill
button is pushed on the tank, for example tank 6, then the
L.C.D. display will lock onto that channel.
The system must only be used where the pump sensor unit
can be fitted above the level of the highest point on the tank
system, i.e. above the height of the deck filler system or a U
bend in the tube going above the filler, i.e. in an over fill
condition liquid must not run into the unit.
Quick check list
No moving parts in the tank
!No electricity in the tanks
!Cannot stick corrode or jam up
!Not effected by any corrosive fluid
!Easy to replace or repair if faulty
!No need to test (set up in software program)
!Very accurate
!Alarms adjustable both ways
!Set for water, diesel, petrol, sea water
!Voltage 8-32 volts
!Self cleaning
!Local and remote readings
Page 35
Red flash
100-95%
Red on
90-95%
Green on
80-90%
Green on
70-80%
Green on
60-70%
Green on
50-60%
Green on
40-50%
Green on
30-40%
Green on
25-30%
Green flash 20-25%
Red slow flash15-20%
Red fast flash 10-15%
Red (ALARM) 0-10%
CE
pump package includes
1) air pump and transducer box
2) LED output display
3) 1 meter plastic pipe from pump to tank
4) 5 meter cable from pump to l.e.d. display
5) full instruction set
Sterling Power Products
Tank
Auto
A/CGauge
Power Selector Switcher
level
with
Information
Power Information
Tank 1
Diesel
Select
auto
man
1
2
3
4
Stbd diesel
Port diesel
Stbd water
Port water
CE
on/off
46%
alarm
light
5
6
7
8
Dirty water
Centre water
Centre Diesel
Spare
Multi tank gauge kit includes
1) 8 tank LCD reader / scanner panel
2) selection of sticky labels with tank names
3) 2 x 10 meter cables for 2 tanks
extra tank cables can be purchased
Tank L.C.D. Display Scanner Unit
Size L x W x D mm Weight kg Part nos
90 x 60 x 20
0.2
TGM
Extra 10 metre of cable for pumps TGL10M
Extra 5 meter of cable for pumps TGL5M
80 & 160 amp Voltage Sensitive Relay
IP68
Voltage sensitive relay
Modern VSR must be adjustable to deal with the different voltage characteristics of different battery type,
standard lead acid batters have a low surface voltage of about 12.8 volts meaning the standard
voltage sensitive relays are fine for this application, and the default setting is set for this battery type.
However AGM, Gel and Lithium batteries have a much higher surface which will require adjustment, their
voltage is as high as 13 volts, this makes stand relay setting incorrect and will require the thresholds to
be adjusted up. This new lower cost unit allows adjustment using a unique magnetic lid and a reed
switch allowing the unit to remain IP68 but give the operator total flexibility.
This unit is fitted with the latest on/off algorithms to prevent unnecessary switching , and has a extremely
low quiescent current on less than 1 ma
What size of relay do I require.
To match a relay to your system the important things are
1) Ensure the amp ratings of the relay 10 - 20 % larger than the largest charging source,
2) Ensure no load on the secondary battery bank exceeds the rating of the relay when on,
in the event of having a large load such as a 2000 kw + inverter, anchor winch or bow thruster then
please look at our range of Current Limiting Voltage sensitive relays to deal with these high loads .
If the relay is to be used on a battery bank with a solar cell which is required to charge other
batteries when the engine/battery charger is off then please look at the Latching Relay products
as this is more suitable for that operation
Product
Continuous current Overload ability Part Nos
80 amp 12/24v
80 amps
200 amps
VSRB80
Key features
160 amp 12/24v 180 amps
400 amps
VSRB160
1) 12/24 v auto select
2) IP68 waterproof
3) Factory pre set but fully adjustable on 13.3
off 13.0 ( x 2 for 24 v )
4) Magnetic lid for voltage adjustment
5) On adjustable range 11-15 v ( x 2 for 24 v )
off adjustable range 10.5 - 14.7 ( x 2 for 24 v )
6) Force select ability to override auto control
88 x 90 x 90 high
Preset voltage
on 13.3
off 13
Quiescent current 0.001 amps
Online current 0.2 amps
Ancillary equipment
200 amp continous
1000 amp overload
water proof cover
rubber boots for main cables
2 keys
56 mm
40 mm
23 mm
200 amp continuous isolator switch
RoHS
1000 amp overload
plus spare key
17 mm across nuts
Isolator
top view
10 mm bolt
Key Features
Isolates battery
spare key
cover seal for
switch
200 amp on 12 v
circuit
Pro
6 mm
dia
34 mm
200 amp continuous isolator switch
65 mm
STERLING POWER PRODUCTS ProIsolator
6 mm
dia
95 mm
STERLING POWER PRODUCTS
31 mm
compliant
pre-boxed
ready for shelf
RoHS
compliant
STERLING POWER PRODUCTS
www.sterling-power.com
200 amp Battery isolator Pro Isolator
D/C amps Weight kg Part nos
200
0.1
IS200
bottom view
Electrical Specification: Meets IEC 1010 CAT111
D/C voltage 0-200 volts overload protection 600V
A/C voltage 0-500 volts overload protection 600V
D/C current 0-600 amps overload protection
A/C current 0- 600 amps overload protection
Resistance 0-200 ohms overload protection
400V
Continuity beeper
Data hold function
A/C frequency response from 40-400 Hz
A/C speck tested on sine wave 50/60 Hz
Compact yet heavy duty
D/C clamp metre plus multi meter
Size mm
Weight kg Part nos
160 x 35 x 25
0.1
CLAMP1
D/C Clamp
metre
rubber terminal protector
D/C Voltage Probe &
Diagnostics Tool
At first glance this low cost D/C voltmeter looks like any
other one available anywhere, however, on closer
inspection you will see it is not. Standard voltage probes
only go to 14 volts and is unable to inform you if the
advanced charging cycle is in progress or a system has
failed and is overcharging your system. The extra 2
LED's are preset to give more useful information than
the very limited standard ones. This is a Sterling
product and is not available anywhere else.
Available in 12 and 24 volt versions.
D/C Voltage Probe and Diagnostic tools
D/C voltage Size L x W x D mm Weight kg Part nos
12
100 x 20 x 15
0.25
TM12V
24
100 x 20 x 15
0.25
TM24V
Page 36
rubber terminal protector
BATTERY TERMINALS sets ( come in pairs )
24Kt Gold Plated
All products are precision machined from solid brass with a 24Kt gold finish. Do not confuse with lower cost zinc-lead alloy die-casting.
GBT-1000PN
10 mm bolt
100g
GBT-100PN
Ideal for negative
returns
Footprint 90 mm x 5 mm
Footprint 105 mm x 65 mm
24Kt Gold Plated Machined Brass
10mm CABLE CLAMP
95g
SOLID BLOCK POWER DISTRIBUTION
Footprint 105 mm x 65 mm
Sterling Gold
GBT-700PN
8 mm bolt with WING NUT
110g
GPB-102468
GPB-1044
GPB-2488
CABLE DIAMETERS
1 X 12 mm 2 X 10 mm 6 X 8mm
4 07 g
CABLE DIAMETERS
1 X 12 mm 4 X 10 mm
4 31 g
CABLE DIAMETERS
2 X 10 mm 8 X 8mm
2 32 g
Tel 01905 26166
Part
Fax 01905 26155
Email [email protected]
Number
*All pre-packed*
GBT-600PN
8 mm bolt
8 0g
Salt water
Resistant
*All pre-packed*
Sterling Power Products
Gregory’s Mill St
Worcester
Wr3 8BA
SINGLE FUSE BLOCK SERIES FUSE TYPE ANL
60-500A 0-32 VOLT
Used for large inverter‘s, bow thrusters,
engine feeds and any other
high current application
Waterproof
unit UL approved
Footprint 105 mm x 65 mm
GANLW 1
1 X 12 mm IN
1 X 12 mm FUSED OUTPUT
290 g
1 X 12 mm IN
1 X 12 mm FUSED OUTPUT
340 g
SINGLE IN LINE FUSE HOLDERS FOR AUE FUSE
FUSE BLOCK SERIES FUSE TYPE AMT RANGE 20-80A 0-32 V MAX
Page 37
Ideal for fused high current
positive distribution
fused outputs
Footprint 90 mm x 20 mm
AMT
Fuse
Type
Footprint 80 mm x
35 m m
AUE
Or
AUE-L
Fuse
Type
GFH-80
GFH-168
GFH-04-1
Single AUE fuse holder suitable
Single AUE fuse holder
10 mm cable in and fused out 50g for ring terminals comes with 80 amp fuse
Single AUE fuse holder 10mm cable with eye
Bolt for battery terminal 50g
Footprint
110 mm x 80 mm
Footprint 185 mm x 55 mm
GANL 1
plus spare fuse in internal holder
can be used with all AUE fuses 50g
NEW RING CONNECTOR TYPE
Footprint 110 mm x 80 mm
Footprint 110 mm x 45 mm
Same as GANL1
but suitable for ring
terminal fitting
Footprint 105 mm x 55 mm
GMFB 4848
GMFB 3448
GMFB 2828
GMFB 1428
4 X 6mm IN AND FUSED OUT
32 0 g
3 X 10 mm IN (SOLID)
4 X FUSED 6mm OUT320g
2 X 6mm IN AND FUSED OUT
170 g
1 X 10 mm IN 2 X 6 mm OUT
1 70 g
BUSS BAR LINK INCLUDED
BUSS BAR LINK INCLUDED
FUSE BLOCK SERIES FUSE TYPE ATQ RANGE 3-35A 0-32 V MAX
Footprint
90 mm x 65 mm
ATQ
Fuse
Type
Ideal for lower current
positive distribution
fused outputs
Footprint 90 mm x 65 mm
Footprint 85 mm x 40 mm
Footprint
85 mm x 40 mm
GATC 4848
GATC 3448
GATC 2828
GATC 1428
4 X 6 mm IN AND FUSED OUT
220g
3 X 10 mm IN (SOLID)
4 X 6 mm FUSED OUT223g
2 X 6 mm IN FUSED OUT
115g
1 X 10 mm
2 X 6 mm FUSED OUT115g
FUSE TYPE RESET or ATQ
Footprint 148mm x 110 mm
Positive fuse distribution where ignition protection
regulations apply for
Footprint
R.C.D or U.L
105 mm x 55 mm
directives
4 X Holder for RESET FUSE
and AMT fuse range
Footprint 105 mm x 80 mm
GFB 3448
3 X 10 mm IN (SOLID)
4 X 6 mm FUSED OUT 410g
AUE-L
Fuse
Type
Option
Footprint 105mm x 80 mm
GFB 4848
4 X 6 mm IN
4 X 6 mm FUSED OUT 371g
GFB 2828
Footprint
05 mm x 55 mm
GFB 1428
2 X 6 mm IN
1 X 10 mm IN
2 X 6 mm FUSED OUT 203g 2 X 6 mm FUSED OUT 228g
SOLID BLOCK RING
Footprint 90 mm x 60 mm
Footprint 100 mm x 60 mm
GANLR
GPBR
4 X holder for
AUE fuse range
Fuse holder with
ring terminals
for GANL fuse
Solid connector block
with ring terminal connectors
FUSE SERIES 24 KT GOLD PLATED
2 FUSES
PER PACK
ATQ /? AMPS
AUE
Fuse
Type
FUSE TYPE ANL
Footprint 148mm x 110 mm
GFBR
GMFBR
FUSE BLOCK SERIES FUSE TYPE AUE 1-80A 0-32 V/125V/250V
FUSE TYPE AUE+AUEL
3A
5A
10A
15A
20A
30A
35A
VIOLET
TAN
RED
LT BLUE
YELLOW
LT GREEN
PURPLE
2 FUSES
PER PACK
1 FUSE
PER PACK
2 FUSES
PER PACK
GAMT /?AMPS GAUE /?AMPS GAUE-L /?AMPS GANL /?AMPS
20A
30A
40A
50A
60A
70A
80A
YELLOW
LT GREEN
ORANGE
RED
LT BLUE
TAN
CLEAR
4A 6A
2A
10A 15A 20A
25A 30A 40A
50A 60A 70A
80A
Built in light which lights
up when fuse blown
2A 20A 4A 25A
6A 30A10A 40A
15A 50A 60A
Mica window
80A 250A
100A 300A
150A 350A
200A 400A
500A
GF?AM
RESET FUSE (MANUAL)
NOT GOLD PLATED
5A
10A
15A
20A
30A
Zinc savers / Galvanic Isolators
CE and ABYC
ProSave
THE PROBLEM:
Recent interest in damage done to boats due to the 230V shore
mains has highlighted the need to fit a galvanic isolator to your
boat.
In order for modern boat builders to comply with modern CE
standards such as EN ISO 13297 they must fit the shore earth wire
to your boats bonding system which is also connected to the hull /
anodes / fuel tanks / engine blocks / shafts / propellers / stern
tubes / rudders / rudder glands / water intakes / etc. This ensures
that any 230V mains faults will operate the R.C.B on the boat in
order to save your life.
The down side of these standards is that electrically speaking your
boat is now connected to the rest of the boats in the marina and
any other metal structures in the area. Electrically speaking they
become one and the same. If you follow the earth line you can see
everything bonded to the earth, this includes your boat, the one
next to you, metal work etc.
This results in two main problems.
1) Any earth problem on any boat or shore earth will increase the
voltage in the common earth cable and dissolve- adversely
effecting your boat by dissolving your anodes at an alarming rate
(this could result in the total loss of all the metal on the boat below
the waterline)
NEIGHBOURS BOAT
LESS PROTECTED
THEN YOURS
2) Because all the boats are now one, if you have a zinc anode on your boat, but the boat beside you does not or even worse, the marina has not put
anodes on its structures (metal pontoons etc) then your boat's zinc (or aluminium / magnesium) will protect all the structures and boats around you, resulting
in dramatic zinc loss and expensive lift-outs to replace the zinc. For boats on inland waterways, if you have a magnesium anode and everyone else has zinc
or no anodes at all, your magnesium anode will protect all.
THE SOLUTION:
The trick is to maintain the continuity with the earth to ensure the safety of your life but remove the continuity with the shore power for the safety of your boat.
The solution is very simple. By installing a Galvanic Isolator / Zinc Saver we maintain a good earth link with the shore, but prevent any stray currents coming
up the earth line and damaging the boat. The isolator is in theory a simple device but it has to be built to a stringent specification and tested by an
independent test house to ensure they comply with the relevant standards, be it the less stringent CE standard or the more stringent American Boating and
Yachting Council standard. This means in a major fault condition it can carry its rated current for 24 hrs without exceeding 90 deg C on the heat sink.
The Galvanic Isolator has the following extra features:
TOTAL PROTECTION:
Recent upgrades in the new A.B.Y.C. have removed the need for a monitoring system on the zinc saver as long as, if the unit was to fail (which in the excess
of 500,000 of the older version sold with 0% failure rate ), the internal devices must fail in such a way as to continue to ensure the safe connection of the
earth circuit. Having spent a lot of money on a new mono silicon block to ensure the unit will perform as per the new specification and many hrs testing by UL
laboratories, the new Pro Save FS (see next page) is now fully certified as a fail safe device and as such no longer needs any monitoring system. This
ensures a simpler and lower installation cost for this new product.
N
C
NAMI : DI
L : DUR
ITA
A
A
E : DESIG
BL
G
DY
ProSave
Suitable for use in Europe and the rest of the world
except the U.S.A if ABYC compliance is required..
L : DUR
ITA
A
C
NAMI : DI
G
N
C
THE SOLUTION
NEIGHBOURS BOAT
LESS PROTECTED
THEN YOURS
INTERNALLY
INSTALLED
E : DESIG
BL
ProSave
DY
By far the most common used
device in Europe, complies
16-30-50 amp 16 amp
with all the requirements, and
( European ) version
is also low cost and very
effective.
Galvanic Isolators / zinc savers Standard euro version
Amps
Size mm
Weight kg
Part nos
16
120 x 100 x 90
1.0
ZS16A
30
220 x 120 x 100
1.5
ZS30A
50
220 x 165 x 100
1.8
ZS50A
Looks the same as the Pro Save A
except has an internal 25,000 uF
2.5 V capacitor to raise the
performance of the unit in extreme
A/C leakage conditions.
30-50
25,000 uF
2.5v
amp
( European )
Galvanic Isolators / zinc savers standard euro version with Cap
Amps
Size mm
Weight kg
Part nos
30
220 x 120 x 100
1.5
ZS30C
50
220 x 165 x 100
1.8
ZS50C
Page 38
GALVANIC
CORROSION
PATH
BLOCKED
GALVANIC
CORROSION
PATH
BLOCKED
Pro Safe FS 30 & 60 amp Fail Safe to the latest
A.B.Y.C specification tested by UL
Suitable for use in the U.S.A.
UL Certified
205007
ProSafe FS installs easily and does not require a dedicated monitor to
verify the operational status of the galvanic isolator as required by non
FailSafe Certified galvanic isolators.
ProSafe FS 30 & 60 are built on robust FlatPack semiconductor platforms
ensuring that in the event of a failure, the failure is safe by not
compromising the ground continuity on-board when connected to AC
shore power.
ABYC A-28 July '08 Compliant and Fail Safe Certified
Certified by Underwriters Laboratories (UL). Insures shore power safety
ground wire is maintained through the isolator.
Flat Pack High Power Semiconductors
Robust high power diodes allow the FS Series to meet the new FailSafe
criteria for conducting inrush currents of 5,000 amps for the required
duration period.
Innovative Design
The FS 60 will cool itself in the event it must conduct current insuring
cooler operation in this mode.
Ignition Protected
Meets ISO 8846 and can be mounted within an engine compartment
LATEST A B Y C
PROTECTION
Gold Plated Terminations
120/240 VAC / 30A max/ 50 or 60 HZ
specifications:
shore cord inlet - Single 15,16,20
compatibility
or 30
ratings VAC/Max - 120/240 VAC/41A
AMPS/Hz
50 or 60 HZ
max unit temp 50 deg C
size L x W x H mm - 175 x 185 x 65
weight kg
1.5 kg
Galvanic Isolators / zinc savers Fail Safe New ABYC
Amps
Size mm
Weight kg
Part nos
30
175 x 185 x 65
1.5
ZSFS30
60
190 x 165 x 95
1.8
ZSFS60
120/240
120/240VAC
VAC/ /60A
82Amax/
max/50
50oror60
60HZ
HZ
Specifications:
shore cord inlet - Single 50 or dual
compatibility
15,16,20 or 30
ratings VAC/Max - 120/240 VAC/41A
AMPS/Hz
50 or 60 HZ
max unit temp 50 deg C
size L x W x H mm - 190 x 165 x 95
weight kg
1.8 kg
Page 39
Pro Safe FS 30 & 60 amp Fail Safe to the latest
A.B.Y.C specification tested by UL
Suitable for use in the U.S.A.
UL Certified
205007
ProSafe FS installs easily and does not require a dedicated monitor to
verify the operational status of the galvanic isolator as required by non
FailSafe Certified galvanic isolators.
ProSafe FS 30 & 60 are built on robust FlatPack semiconductor platforms
ensuring that in the event of a failure, the failure is safe by not
compromising the ground continuity on-board when connected to AC
shore power.
ABYC A-28 July '08 Compliant and Fail Safe Certified
Certified by Underwriters Laboratories (UL). Insures shore power safety
ground wire is maintained through the isolator.
Flat Pack High Power Semiconductors
Robust high power diodes allow the FS Series to meet the new FailSafe
criteria for conducting inrush currents of 5,000 amps for the required
duration period.
Innovative Design
The FS 60 will cool itself in the event it must conduct current insuring
cooler operation in this mode.
Ignition Protected
Meets ISO 8846 and can be mounted within an engine compartment
LATEST A B Y C
PROTECTION
Gold Plated Terminations
120/240 VAC / 30A max/ 50 or 60 HZ
specifications:
shore cord inlet - Single 15,16,20
compatibility
or 30
ratings VAC/Max - 120/240 VAC/41A
AMPS/Hz
50 or 60 HZ
max unit temp 50 deg C
size L x W x H mm - 175 x 185 x 65
weight kg
1.5 kg
Galvanic Isolators / zinc savers Fail Safe New ABYC
Amps
Size mm
Weight kg
Part nos
30
175 x 185 x 65
1.5
ZSFS30
60
190 x 165 x 95
1.8
ZSFS60
120/240
120/240VAC
VAC/ /60A
82Amax/
max/50
50oror60
60HZ
HZ
Specifications:
shore cord inlet - Single 50 or dual
compatibility
15,16,20 or 30
ratings VAC/Max - 120/240 VAC/41A
AMPS/Hz
50 or 60 HZ
max unit temp 50 deg C
size L x W x H mm - 190 x 165 x 95
weight kg
1.8 kg
Page 39
Galvanic monitoring and detection
Yacht Corrosion Monitoring Equipment
This equipment highlights any electrical and electrolytic
problems which will cause expensive corrosion on a boat
Yacht Corrosion Test Meter and Workbook
Corrosion Test Kit comprises of an easy to follow instruction manual, which includes survey report
documents. The kit also includes the required test meter and silver/silver chloride test leads. The portable
meter is the only way to test each individual item on the boat (overboard bronze skin fittings, bronze valves,
rudders, prop shafts, etc). Having tested the individual fittings, the survey report will clearly show if your boat
is completely bonded correctly or if there are problems with your bonding. The unit also shows up if there
are stray D/C or A/C currents on the boat which can cause horrendous damage very quickly.
The kit should be used every 6 months on a boat to ensure the anodes are still working and all the bonding
cables are correct.
Where continuous onboard monitoring is required see Onboard Yacht Corrosion Monitor below.
TERLING MARINE POWER
SCORROSION
TEST METER
GREGORY’S MILL ST, WORCESTER, WR3 8BA HELP LINE: O1905 26166
DESTINGUISH
BETWEEN TESTING
BONDED SYSTEM
AND INDIVUTAL
FITTINGS
FOR ACCURATE
RELIABLE READINGS
USE THE SILVER/
SILVER CHLORIDE
WATER PROBE
AS
SUPPLIED
+
-
SILVER:
SILVER CLORIDE
FITTING
TEST PROBE
ERODING:
BRONZE
- 300 mV
STEEL
- 500 mV
ALUMINUM - 650 mV
PROTECTED
600 +/- 100 mV
850 +/- 100 mV
800 - 1050 mV
The Analog Corrosion Test Meter is supplied
complete with:20ft red lead with essential Silver/Silver
chloride half cell
10ft black lead test probe
This easy to read meter finds all corrosion
problems instantly.
Scale needs no interpretation Green=Good
Yellow=Bad.
Product
Corrosion test metre and book
Code
CTMB
USE IN CONJUNCTION WITH THE CORROSION CONTROL MANUAL
Yacht Corrosion Meter
Yacht Corrosion Meter
This onboard, panel mounted meter monitors galvanic voltage and is suitable for
boats up to 65ft.
It instantly confirms adequate protection or identifies damaging corrosion voltages.
Simple yellow and green scale monitors the voltage.
Supplied with Silver/Silver Chloride half-cell sensor.
Gives clear indication if anodes need to be replaced and instantly picks up any
problems with shore power, earth leaks etc.
The unit permanently monitors your bonding cable, using a Silver / Silver chloride
through hull reference point.
This product should be used after the survey system (above) confirms that your
bonding system is correctly connected to all your fittings
UNITED KINGDOM:
Marathon Leisure
Teal Building
Northney Marina
Hayling Island
Hampshire
PO11 0NH
Tel +44 2392 637711
Midland Chandlers
Parkgate Lock
Teddesley Road
Penkridge
Staffordshire
ST19 5RH
Tel +44 1785 712437
Battery Megastore
5 Kennet Close
Tewkesbury Business Pk
Tewkesbury
Gl20 8TY
Tel: +44 1684 298800
Down Marine Co Ltd
163 Comber Road
Dundonald
Belfast
Co Antrim
Tel +44 2890 480247
RoadPro Ltd
Stephenson Close
Daventry
Northants
NN11 8RF
Tel +44 1327 312233
The 12 Volt Shop
St Austell Bay Business Park
Par Moor Road
St Austell, Cornwall
PL25 3RF
Tel 01726 338 086
Richborough Boat Consultants
Tel.:+44 2032 395 355
Contact: Paul Addington
E-mail: [email protected]
Web: www.richboroughboat
consultants.co.uk
ANTILLES:
Island Water World Off Shore
1 Wellsburg Road
Cole Bay
St. Maarten
Tel +39 06 39746889
AUSTRALIA:
RV Powerstream P/L
Lot 25
Macwood Road
Smiths Lake
NSW 2428
Tel +61 265 544 444
AUSTRIA:
Mörth Marine
Triesterstr. 150-152
8073 Feldkirchen/Graz
Tel +43 316 293 929
Werkhof Diskontmarin GmbH &
Co.KG
Jägerstr. 17
1200 Wien
+43 133 078 24
DENMARK:
Boat & Dive ApS
Oestre Houghvej 118
DK-5500 Middelfart
Denmark
+45 2630 6000
EIRE: S IRELAND
Kirwan Technical Services
Terryglass
Nenagh
Co Tipperary
Tel: +353 672 2136
FRANCE:
Baterie Megastore
350 Rue De L’Odon
14790 Mouen
Caen
Tel: +33 2317 507 97
TEST
HOLD 5 SECONDS
BATTERY OK 300mV
SERVICE : (805) 644 - 1886
Product
Price
inc vatMonitor
Yacht
Corrosion
£ 176.90
GIBRALTAR
M. Sheppard’s Chandlery
Waterport
Tel: +350 751 48
GREECE:
Nautilus Ltd.
2 Metamorfosseos
Alimos
Athens 1745
Tel +30 2109854238
Boatsman World
The Boat House
Kontokali
Seatronic
Corfu 49100
Le Cap, CS 18807
Tel +30 26610 80104
54 Rue du Grand Jardin
Contract Yacht Services
35418 Saint Malo Cedex
Charlton
Robyn& Sia E.E
Tel +33 299 19 69 64
Petrou Fillipa 3a
Lefkas, 31100
GERMANY:
Herman Gotthardt GmbH Tel ++30 26450 24490
Leunastr. 50
FINLAND
22761 Hamburg
Navigreen Oy Ltd
Tel +49 4085 1505 0
Pursilahdenranta 2D
00980 Helsinki
+358 400 697424
ICELAND
Aukaraf EHF
Dalbrekku 16
Kopavogur
Is200
Tel +354 585 0000
Silver silver anode
though hull fitting
Pro Mariner.
Code
CYM
ISRAEL
Levinson Energy Solutions
7 Derech Hashalom
Tel Aviv 67892
Tel: 03 6442779
Fax: 03 5423705
ITALY:
Kenix Marine S.A.S
Circonvalazione Trionfale 25
I-00195 Roma
Tel +39 06 39746889
Richborough Boat Consultants
Contact: Paul Addington
[email protected]
NETHERLANDS
A.S.A.Boot Electro
De Dollard 1
1454 Atwatergang
Tel +31 204369100
NORWAY
Becker, Jörg
Elveveien 150
3271 Larvik
Tel +47 33179554
Seatronic AS
Slalombakken 2
1598 Moss
Tel +47 69250960
SWEDEN:
Odelco AB
Skogsövägen 22
133 33 Saltsjobaden
Sweden
Tel + 46 8 7180300
2 YEAR GUARANTEE: RETURN TO FACTORY IF IN THE FIRST 2 YEARS YOU HAVE A FAULTY STERLING PRODUCT,
THE PRODUCT SHOULD BE RETURNED DIRECT TO STERLING (TO SPEED UP THE HELP PROCESS) AND WE WILL
ENDEAVOUR TO REPLACE THE PRODUCT OR REPAIR IT WITHIN 24 HRS AT THE FACTORY. STERLING CANNOT BE
HELD RESPONSIBLE FOR THE RETURN CARRIAGE OR ADDED WORK.
LIFE TIME REPAIR POLICY AFTER 2 YEARS IF IT IS UNECONOMIC TO REPAIR THE
PRODUCT THEN A SPECIAL DISCOUNT WILL BE OFFERED ON A SIMILAR PRODUCT AT THE FACTORY’S DISCRETION.
THIS ONLY APPLIES AT THE FACTORY.
PORTUGAL:
Nautel Portachel
46 Rua Fernao Mendes
1400-146 Lisboa
Tel +35 121 300 730
SWITZERLAND:
X-P Edition
Meggenhus 458
9402 Morschwil
Tel +41 79457 44 84
RUSSIA
Fordewind
Petrovskaya Kosa 7
St. Petersburg 19711
Tel +812 320 1853
TURKEY
Turimpeks Ltd.
Depolar B7
48700 Marmi
Mugls
+90 252 4133041
SPAIN:
Garmin Iberia S.A.
Cl Riera Montalegre
N.50 P.I. Poma
Polind.Pomar de dalt
08916 Barcelona
Tel +34 933572608
Bateria Megastore
C/Imaginaciò 16, Gavà Park
08850 Gavà
Barcelona
Tel: +34 936 389 073
U.S.A.
Sterling Power USA
406 Herald L. Dow
Hwy.
Eliot, ME. 03903
USA.
Phone: 207-226-3500
Fax: 207-226-3449
[email protected]
www.sterling-power.com
www.sterling-power-usa.com
Unit 8,
Wassage way
Hampton Lovett Ind Est
Droitwich
WR9 0NX
England
Tel (44) 0 1905771771
Fax(44) 0 1905779434
email [email protected]
Page 40
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