Peter
Forum Replies Created
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Gary,
Is this where your at?
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You are correct in that Marathon utilized external transfer switches in the 1st or 2nd bay wall to feed the interior load center panels (Labeled Main and Aux), but there are dedicated breaker panel input breakers from a panel labeled Shore Load Center, and Gen Load center (bay 1 or 2) to feed each separate AC1 and AC2 input of the Trace SW4024 inverters. The generator inputs to each inverter are only 30-amp breakers for the charging function of the inverters ,and the loadcenters inside the coach are fed “around” rather than through the inverters when on generator power via the transfer switches, while the Shore input DOES go through the inverters and these breakers are 50-amp. This allows for the Shore Cord setting to be of consequence for loads in the Main and Aux Panels in the bedroom. The Aux Panel is controlled by a contactor in the bay and is “kicked offline” if Shore Cord power draw goes over 53 amps or if there is no Shore or Generator power present, so that this panel is not powered by the inverters. This is done to prevent overloading the shore cord or help prevent overloading the inverters.
You should look at the “AC1 in Good” lights on each inverter remote while the shore cord is powered on. As long as these lights are on, the breakers for the Shore Power input to each inverter is present and not tripped. They will be accompanied by either the Bulk or Float light, telling you what state of charge your batteries are in. Next thing to check would be the 35-amp round white breakers on the left side of each inverter. These are the charging or invertering breakers and are inline with the transformer in the inverter/charger. They do not effect “pass-through” of the contactors, only power flow into or out of the transformer towards or from the batteries. These can occassionally get tripped if the inverters are overloaded while inverting.
After that, I would check the Setup Menu settings for Menu’s #9-14. If the Max Charge Rate is too low, the inverters won’t be charging your batteries, if the Shore Cord Amps (or AC1 in Amps) is too low, you could actually be inverting to run loads, even while plugged in to 50-amp service.
Some other situations that could cause actual battery discharge while plugged in involve the inverters not being “happy” with the shore power or battery voltages. If the cord voltage the inverter “sees” is below 105 or above 140 volts AC each inverter will not connect with the shore power, as indicated by the AC1 IN Good light flashing rather than being “on solid” green; or if the battery temp-compensated voltage is high, the charger setpoints are automatically adjusted down, and could not be charging the batteries, but actually be inverting to lower battery voltage to compensate for high battery temperature.
Hope this helps.
Sincerely,
Ben Cummings
Parliament/ Coachworx
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Jon
In the purchase of my fist bus I had no idea of what to look for and was very lucky that I did business with a reputable sponsor. I have since learned a tremendous amount from these blogs and a owner to be section is of tremendous value. For the person spending the cash as well as for an owner representing a bus for sale. I certain ally have taken the lessons learned hear and have my maintenance journals in order and keep up with things I never would have thought of. that being said it helps one prepare to have their bus stand out from others and perhaps bring a better selling price for their efforts.
Thanks
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What inverters do you have and if the are Xantrex , what software rev. are you running?
I agree with Jon. If one is functioning correctly, it is not likely batteries as they are both 24 volt inverters and a voltage condition would hit both.
A couple of suggestions.
Is the shore power pedestal good? Did you test it before you hooked up?
1. Check Input AC frequency and voltage settings on the inverter. If the frequency setting is off, you will see the same result no matter the AC source. They are all supposed to be 60HZ (+/- about 4HZ)
2. Test the circuit breaker on the front of the inverter.
3. Cycle DC power to the inverter.
After #3, you will need to reprogram the inverter (if they are the 4024)
Hope some of that helps. Good luck!
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The web site doesn’t show any air cooled. Just water cooled except for an air cooled unit for radar domes.
If they still are making the split air cooled systems they have them hidden so I can’t find them. But then again it could be my eyes are missing something.
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Do you need the instructions for re-programming the personal code? I’m going to pick up my coach this afternoon and will pull the instructions from the manual if you need them.
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Can you share the power and drive train package ?
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This is one of are sliding rotators 60 ton we have two of them it was right beside the bears but could not get the proper angle for pic of bears and truck
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My royale has had overhead done runs great good mileage
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Like the King say’s Roger, ya can’t hide money.:)
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ACCESSORY tank is what I meant…. Sorry. Newtimers.
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Gregg, where is this coach located ?
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Being a Colorado bus owner I would take Peter’s offer over Tiger Run for living in the bus for Feb. Colorado is snow county in the winter. Breckinridge average snow in Feb. is 30 inches. Elevation is about 4000 feet higher than at Peter’s. I am not sure about a H but chains on my Xl would rip the nice fenders installed by Royale to pieces. Just my advice worth jut what it cost.
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DirectV has the basic reciever I just got one the other day.
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Jon is right on for load testing, which is the most effective indicator of a battery’s health. An 8D battery is rated for 255 amps and 4D for 200 amps. You’ll likely find testers that fall into the less than 150 amp range and those at 500 amps. If you already have a load tester that can supply a constant 25 amp load, there is a method of calculating battery health. Here’s how Lifeline says to do it; http://www.lifelinebatteries.com/manual.pdf. Of course, this would be time consuming and is only brought up as an option if you already have a smaller load tester.
Another good, but not as effective test, is the overnight voltage test. Make sure the batteries are fully charged after the charger has reached float charge. Turn off the charger and disconnect each battery. Just disconnecting the negative terminal on each battery is fine. This is to ensure there are no DC loads and that a bad battery is isolated from the bank. After 24 hours check the voltage with any good digital voltmeter. All batteries should be very close to one another at 12.8VDC or very near 12.8VDC. For lifeline batteries, 12.8VDC is 100% charged while 12.5VDC is 75% charged. As batteries age they may not maintain full charge for 24 hours with no loads applied. That’s why the most important number is how close one battery is to the next. If one battery falls well short of that number it is likely bad. If all batteries are nearly the same, but well below 12.8VDC, then it’s either time to change the batteries or check the charger. I’m using Lifeline numbers as that is likely what you have. If you don’t, then a fully charged wet cell battery is 12.6VDC.