Vuk changed their profile photo
Oh I see now, I failed to see that you only need series resistors if you use a different power supply for the external trigger circuitry. One board that you've shown should be enough for two switches - the two channels should be independent. You set a pulse on the CH1 trigger input, and the relay turns on; you set another pulse on the CH1 trigger input, and the same relay turns off; same holds for CH2. If the board doesn't operate this way then it may be faulty.
There are two types of latching circuits: 1. set/reset that require two buttons where one specific button is designated for setting (turning on), and the other one is designated for resetting (turning off) 2. toggling that require one button If you don't want further complications, you should utilize the toggling type. I am looking at your previous post with the Amazon item description and I think that is the toggling type. Do you have the recommended resistors wired in the circuit? If you have even tried the board without those resistors it may be damaged.
Very clean; I like to document things myself because it makes your life so much easier down the line. I wish there were a few spots like the AUX battery Mine is taken by the actual battery so I had to tuck my latching relays under the dash - it's not too crowded in there.
On the opposite side of what you are looking at is a tab that secures the connector housing with the lever. Insert a small flathead screwdriver from the wire entry side to release the tab and pull the housing away from the wires (it will slide out towards the opposite direction than the direction wires are coming in).
I completed my install of relay latching boards to convert AUX 1/2 pushbuttons to switches. Many options exist but the two boards I got conveniently (tightly) fit in a project box I had. Blue/red/white wires lead to the multifunction switch according to one of my previous posts, pink is constant fused positive from AUX battery, black is ground, and red/white is the control wire for my inverter from AUX 1 switch (other one currently does nothing). Relays on these boards are DPDT so I can switch a ground lead (for my AUX 1/2 indicators on the buttons), and also a positive (for whatever). It all fit nicely under the dash. For members reading this for the first time and wondering why some of us are doing completely different things, in essence, if you have a setup of switches allowing you to use a multifunction switch bank in its original shape with AUX switches, then you can retrofit a portion of the wiring to get it to work in the factory style, and utilize factory fuse/relay sockets. On the other hand, if you are in a situation where you have to combine multiple switch banks, you get pushbuttons for AUX functions (and not switches), which then somehow need to be wired to work as switches (that is to toggle relays) - when these relay latching boards come into play. Also as a note, I removed the red LEDs from these boards signifying that relays are off to reduce parasitic draw (since this is hooked up to constant positive from my AUX battery). Each of these boards draws about 3.5mA (when LED indicating normally-closed active state is removed) which is not bad if you have only a small number of them.
I just ordered Littelfuse 298900, which holds one MEGA type fuse (same as the fuses used in previous generation power distribution blocks, and also this generation on the aux battery positive terminal). There are many options to fuse this lead; I just went with this one because I don't like needing to have multiple types of spare fuses and this vehicle already has too many different ones (I already have these exact 250A fuses for my inverter). 250A fuse part # is MEG250XP. Note: this is not one of those in-line fuse housings that hang with the wire but rather has mounting points for two bolts.
There is a small catch - the factory line from the alternator is fused with 175A on the power distribution block (on top of the main battery). Most likely I will just get a 250A inline fuse and move over that wire three lugs down directly to the power bus. Also, making that wire thicker gauge is probably a good idea to support full charging current.
With help from member doubeleive, I am finding that 84143541 220 Amp alternator works without problems. I think that will be enough for my needs right now.
I'd like to hear about OEM-style alternator upgrades for the L83, I have a 2016 Sierra 1500 with current sensor. I assume that dual alternators cannot be fit into the factory wiring since there's no way to "split" alternator control wires into two? Edit: I have 23487089 (150 Amp), and I think the 170 Amp one is 22949467. Is there anything bigger that will just plug in and work? Every experience is appreciated. Thanks a lot!
I got the switches installed; before: after: These terminated leads are required for X1 connector on the switches, but you can also just tap into existing wiring: Tapping into X1: Tapping into X2: All together doesn't look any different than factory wiring: That's it for today. On the dangling end I have 1x RED wire for AUX1/2 LED indicators (positive), 2x WHITE wires for AUX1/2 LED indicators (ground), 2x BLUE wires for AUX1/2 push-buttons (ground). Notice that the red wire is hooked up to an additional pin (cavity 10) - this is related to my mod (from previous posts) which allows me to control AUX1/2 indicators separately from the lights of the rest of the instrument cluster. I will soon post with pics of relay latching/toggling boards needed to make AUX1/2 push-buttons function as switches.
I had something very important pointed out by J_Mas6.2 member and I think this is understated in most topics pertaining to custom dual battery setups, and especially lengthy ones where it becomes hard to read every single post (there are some notes on this on earlier pages of this topic). The negative lead of the aux battery should be looped through the current sensor measuring current through the negative leads of the primary battery. It should be looped through from top to down (just like leads from the primary battery), to ensure correct current measurement, or simply connected directly to the primary battery terminal (that way all drawn from both batteries will flow through the existing ground leads to the primary battery). However, I would recommend running additional leads to the ground (through the sensor), from the aux battery. This is essential for correct operation of the charging system. The builder's manual is not very helpful when it comes to this detail. In the schematics there, the current sensor measures current through ground circuits marked # 250 and 450, while the aux battery ground (circuit # 350) does not appear to loop through the current sensor. However, not all truck/engine configurations have the current sensor, which is where the builder's manual is short. For trucks that do have current sensors, this also invalidates (I believe) all negative terminal part numbers listed in this topic - I have seen none that are long enough to actually run to the primary battery. Note that one could relatively easily make a circuit that will take information from two current sensors, "combine" them, and send that info to the BCM. A small microcontroller could do this as the signal coming out of the current sensor is nothing but a pulse width-modulated pulse train of a specific frequency. However, the hard part is programming the microcontroller to properly respond to the BCM diagnostic actions - the builder's manual states that the pulse width range 5-95% is meant to be proportional to the current being drawn out of the battery, while 0-5% and 95-100% are meant for diagnostic purposes. Specification on what exactly is being done here is omitted, which makes a correct design with two current sensors quite impossible.
Most OnlineNewest Member
Who's Online 83 Members, 0 Anonymous, 2,319 Guests (See full list)
- RAYS B4U
- Frank Teeman
- Salsa De Piña
- Pate Services
- Texas Daddy
- Kyle's AT4