Scotty  3.1 with Energy Management Mode

Hardware:

  • Billet machined IP65 Case is complete. 
  • Short pre-crimped cables from Scotty for 300mm.  1 x 70mm2 12V +, 1 x 50mm2 12V – and 1 x 35mm2 24 or 48V +. These will be crimped with lugs to match optional megafuse holders. This reduces installation costs and means the Scotty case does not have to be opened.
  • Optional mega fuse holders with facility to hold a spare Mega Fuse on side of cover:
     300A on 12V side and 125A on 48V side. If this is 24V then Fuse will be 150A.
  • CANbus wiring is complete internally with CANbus Pin out on the RJ connector. This simplifies installation. 
  • 12-70V DC can be applied to the “Ignition or Power in”; there is a 12V power supply inside Scotty for the CAN controller.
  • The Auxiliary-In wire can now be switched high to chnge operating mode from Power Management Mode to Energy Management Mode. 
  • There will be a simplified harness for Scotty with Alternator connections AND Battery & Current Sense connections.
  • There will be a range of optional compact battery post Integrated Fuse Blocks at up to 300A for connection from Alternator/Starter battery to Scotty on 12V side.

A quick recap on Scotty and Spock. (Patents filed on several features.)

Scotty has a 12V or 24V low side to a 24V, 36v, 48V high side. It has a max power of 3,000W

Spock has 12V or 24V low side to either 400V or 800V high side. It has a max power of 4,000W. Multiple Scotty’s or Spock’s can be installed in parallel.

Each has 6 parts to it:

  1. A bi-directional planar transformer DC to DC.
  2. A target battery charger program with set points for bulk and float charge. Once bulk charge is reached, the battery charger moves to float mode. There are conditions which can be set to kick the controller automatically from float back to bulk charger mode. There are also input conditions on the feature in wire that push the battery charger to float. Every time the controller is turned on and started up, it starts in bulk mode.
  3. A CANbus controller program which can communicate with CANbus connected Lithium Battery BMS. The benefit is the battery current and battery alerts are read directly through the CANbus. However, the battery voltage is read through the Target Battery Sense wires for accuracy.
  4. Connected sensors that can create trigger points for either 1 or 2 above or both. Examples are alternator temperature, RPM, target battery temp.
  5. Energy Management Mode software. (EMU)
  6. Power Management Mode software (PMU)

 

A quick recap on fundamentals of bi-directional planar transformer DC to DC:

  1. These have Low Side and High Side voltage “Pins”.
  2. When the low side pin voltage is higher than the specified setpoint, power will flow through to the high side to a voltage level specified by the battery charging program.
  3. Load demand by the high side is met by the delivered power until the power supply on the low side cannot meet the power load at which time the voltage will decrease.
  4. When the voltage decreases to below the low side set point, the power flow will stop and may reverse direction if programmed to do so.

That is it. Using voltage as the primary electrical switching function makes it so simple. The result is these products are so reliable to use.

  1. However, the lithium battery charging program, PID control program, energy management mode program, power management mode program and other functions are complex programs layered on top of the simple electrical control function.
  2. These products need the right constant CANbus messages as a heart beat to function. The speed is high at 500kBps
  3. The efficiency is high at > 96%
  4. There is an internal temp sensor which will cause a power reduction if a setpoint is reached.

 

A quick recap on fundamentals of Scotty or Spock as an Alternator power extractor:

  1. The load to the high side is created by one of the MODE programs and the battery charging program
  2. This pulls power through from the low side providing the low side voltage is greater than the setpoint.
  3. The alternator’s inbuilt regulator sees the low side load and works to maintain or exceed that voltage.

It is that simple.

 

A quick recap on fundamentals of energy management function in Scotty and Spock:
Patents filed.

For Euro 6 engines and vehicles using the starter battery as a very mild hybrid.

  1. These vehicles drain the starter battery down when idling and under load until the starter battery reaches around 70-75% SOC measured by a coulomb counter on the battery negative post.
  2. As a result, using this stored energy to reduce engine load reduces fuel consumption. On top of this, if this is done when fuel efficiency is poorest, there is an added boost to fuel economy.
  3. These vehicles then replenish this energy when the vehicle is in “regenerative” mode of either braking or coasting and the EFI control is off.

 

ENERGY MANAGEMENT MODE - EMU (energy management function enabled):

  1. The high side will deliver power to the low side and starter battery when the vehicle is NOT in “regenerative” mode.
  2. As a result of shifting the high side stored energy to the low side starter battery, available stored energy is significantly increased, reducing engine load as the alternator will not be under load. This reduces fuel consumption.
  3. This will continue to occur to a specified point of capacity of the high side stored energy capacity.
  4. This may be for a significant period of time.
  5. On top of this, if this is done when fuel efficiency is poorest, there is an added boost to fuel economy.
  6. When the vehicles is in “regenerative” mode, and the low side pin voltage is higher than the specified setpoint, power will flow through to the high side to a voltage level specified by the battery charging program.
  7. The vehicle mode and other setpoints such as vehicle speed and engine RPM are read by CANbus from the vehicle. A fuel efficiency curve correlation to RPM and Speed (and therefore gear ratio) can optimize extending “regenerative” mode if the high side energy storage is depleted to a critical point. 
  8. If the vehicle has solar replenished power to the high side, then it can truly be a solar assisted vehicle!
     

POWER MANAGEMENT MODE - PMU (energy management function enabled):

  1. A different suite of set points are loaded to extract as much power as possible from the alternator.

 

Its generally once in a lifetime that we see a revolutionary product that changes the game. Scotty is such a product. The On-road /Off-road feature is a significant game changer that will both save fuel costs when power and energy in the canopy/vehicle is not critical (driving around town during the week) AND flick a switch for abundant power on the weekend off-road. The fuel saving adds value to the product.

There are the ways to apply Scotty to suit:

 LC200 or LC79 Series

  1. Use existing 12V alternator for up to 1,800W (130A at 14.6V) of power charging. This has Scotty directly connected to the Alternator/Battery.
  2. Upgrade the Alternator to either the brushless 200A or brushed 250A 12V alternator. This will pull up to 3,000W (200A+ at 14.6V) of power charging. This has Scotty directly connected to the Alternator/Battery.
  3. Upgrade Alternator to 48V 100A. This will pull up to 5,000W (100A+ at 52V) of power charging directly to 48V batteries. Connect the 12V Pin of Scotty directly to the Starter Battery and disconnect the Alternator/Starter battery wiring. (The original 12V alternator is kept as a spare and can be refitted at any time if the 48V unit malfunctions)

 

There are the ways to apply Scotty to suit:

Ford Ranger/BT 50/ Y 62/ VW transporter and any vehicle with LINbus controller Alternator

  1. Use existing 12V alternator for up to 3,00W (200A+ at 14.6V) of power charging. If the alternator is only 130A, then 1,800W of power. This has Scotty directly connected to the Alternator/Battery.
  2. Use the 1.5kW DC to DC for 12V ONLY power. This is not the Scotty product at present. We will have a 1.5kw Scotty in 2Q 2021. In the meantime up to 1,500W van be extracted for 12V charging but there is no on road/ off road mode. Package and price shown on website for this.

These options mean there is no modification to the alternator.

 

These are the ways to apply Scotty to:

  • Mercedes Sprinters
  • MAN TGE (VW Crafter collaboration)
  • Dodge Ram
  • Ford F Trucks
  • Any vehicle with second alternator support.
  1. Use existing 12V alternator for up to 3,00W (200A+ at 14.6V) of power charging. If the alternator is only 130A, then 1,800W of power. This has Scotty directly connected to the Alternator/Battery.
  2. Upgrade the Primary Alternator to 250A 12V alternator. This will pull up to 3,000W (200A+ at 14.6V) of power charging. This has Scotty directly connected to the Alternator/Battery.
  3. Install a second Alternator at 12V 250A. This keeps the existing alternator and “Factory Warranty” Intact. This will pull up to 3,000W (200A+ at 14.6V) of power charging. This has Scotty directly connected to the Alternator/Battery.
  4. Install a second Alternator at 48V 100A. This will pull up to 5,000W (100A+ at 52V) of power charging directly to 48V batteries. Connect the 12V Pin of Scotty for 12V power in vehicle and also use for winch support.

 

Winch Support

16,000lb winches require up to 400A at 12V. When combined with the Alternator, Scotty will deliver 250A + Alternator capacity for continuous winch operation.

Warranty

There is 5 years warranty on Scotty. This is a manufacturer’s express warranty and is listed on our website.

Coomera 29th September 2020

 

3kW 12-24V or 24V-48V CANbus Hybrid Power Charger

  • Charges a low side (12V) battery from either 24V, 36V or 48V at 3000W at over 95% efficiency.
  • Charges or assists the high voltage (24V, 36V or 48V) battery at 3000W at over 95% efficiency.
  • Enters “Pre-charge” mode when the 48V battery has additional external charging (like solar controller or inverter/charger).
  • Ruggedized design with 8mm thick aluminum baseplate with 5mm powder coated steel cover.
  • Designed to meet MIL-STD-810G for harsh shock and vibration environment
  • Compact size of only 220 x 150 x 25 mm. 
  • Light-weight at only 1.3kgs with a low-profile design
  • Efficiency up to 97%, one of the highest power densities available.
  • Operational temperature range is -40˚C to 100˚C. 
  • Safety disconnect switch for charging from or to the 12V battery.
  • reverse voltage protection, short circuit protection, as well as low standby current for the low side.

Two-Way Operation at 3,000W

Constant Current Mode and Direction Selection

The charger operates as an ideal current source with variable direction when the output voltage is lower than the voltage specified by the CAN interface. This configuration allows energy transfer between the 12v and 48V. The 12V current can be programmed in the range of 1A-250A. The charger has an internal soft start to reduce inductive voltage drop in the power cables during both turn-on and turn-off. The charger will not operate if the current is set to zero or it is outside the limits. Charging current level can be changed on the fly.

  • The direction of the current can be changed dynamically during operation. In that case, the charger will shut down and change the mode of operation through the internal soft start thus eliminating surge current during the direction change.

 

Safiery use an embedded CANbus controller with interface for complete control of the charger, as well as monitoring the current and the internal temperature.

The following functions are fully controlled via CAN interface:

  • ON/OFF
  • Current and voltage set points
  • Current direction
  • Protection threshold: Under-voltage, Over-voltage and Over-temperature
  • In addition, the 12-48V Hybrid CANbus Charger provides low side current monitoring and internal PCB temperature monitoring.

 

 

12-48V Hybrid CANbus Charger

Input Voltage Range [V]

Output current [A]

Output Power [W]

Efficiency [%] @ FL

12V In

48V In

Buck

Boost

Buck

Boost

Buck

Boost

Min

Max

Min

Max

Max

Max

Max

Max

Typ

Typ

7

18

24

58

250

83

3000

3000

95.5

95.3

 

12-48V Hybrid CANbus Charger

Parameter

Notes

Min.

Nom.

Max.

Units

Input Voltage

High Side (48V)

Continuous

0

 

58

V

Load Dump

0

70

75

V

Low Side (12V)

Continuous

-36

 

42

V

Load Dump

 

 

58

V

Operating Temperature

Baseplate (100% power)

-40

 

100

°C

Storage Temperature

 

-55

 

125

°C

Isolation Voltage

Input to Baseplate & Output to Baseplate

250

 

 

V

 

TEMP monitor

PCB temperature

-40°C

 

+125

°C

Accuracy

-2

1

+4

%

All Protections latching

 

 

 

 

 

Over-temperature Shutdown

PCB Temperature – Fixed and Latching

114

120

126

°C

Thermal resistance Baseplate to Components

At Full Load

 

15

 

°C

 

12-48V Hybrid CANbus Charger – BUCK MODE

High Side (Input) Characteristics

Notes

Min.

Nom.

Max.

Units

Operating Voltage Range

 

24

48

58

V

Under Voltage Lockout

Latching

 

Turn-on Threshold

Default

 

24.9

 

V

Turn-off Threshold

Default

 

23.4

 

V

Programmable

22.5

 

52

V

Lockout Hysteresis Voltage

Default

 

1.5

 

V

Overvoltage Protection

Default

 

 

56

V

Programmable

24

 

58

V

Maximum High Side Current

VHS = 36V, VLS=12V, ILS=250A (3000W )

 

87.0

 

A

VHS = 48V, VLS=12V, ILS=250A (3000W )

 

65.5

 

A

Stand-by Current

Charger Disabled

 

100

 

µA

Output (Low Side) Characteristics

Overvoltage Protection

Default value

 

20

 

V

Programmable

6

 

20

V

Undervoltage Protection

Default

 

5.4

 

V

Programmable

5.4

 

20

V

LS Stand-by Current

Charger Disabled and in hibernation

 

30

 

µA

Constant Voltage Mode

Output voltage range

Programmable via CAN interface2

6

 

16

V

Output Voltage Set Point Accuracy

At 10A load current

 

±1

 

%

Constant Current Mode

Output Current Range/Overcurrent Protection

Programmable via CAN interface (ISET)

1

 

250

A

Output Current Regulation

12.5A < Load Current < 125A

 

±1

 

%

Low Side Current Monitor (Read back)

12.5A < Load Current < 125A

 

2

 

%

High Side Current Monitor (Read abck)

7A < IHS < 65A

 

±1

 

%

Efficiency

ILS= 107 (1500W)1

Vin =48V, Vo = 14V)

95.5

96.3

97.0

%

ILS = 215A (3000W)1

Vin = 48V, Vo = 14V1)

94.7

95.5

96.3

%

 

 

12-48V Hybrid CANbus Charger – BOOST MODE

Parameter

Notes

Min.

Nom.

Max.

Units

Operating Voltage Range

 

9

12

16

V

Turn-on Threshold

Default

 

5.9

 

V

Turn-off Threshold

Default

 

5.4

 

V

Programmable

5.4

 

16

V

Lockout Hysteresis Voltage

Default

 

0.5

 

V

Overvoltage Protection

Default

 

 

20

V

Programmable

6

 

20

V

Maximum Low Side Current

VLS = 12V

 

 

250

A

Stand-by Current (Charger disabled)

VHS > VLS (buck or boost)

 

50

 

µA

VHS < VLS (precharge mode)

 

100

 

µA

High Side (Output) Characteristics

Overvoltage Protection

Default value

 

56

 

V

Programmable

24

 

58V

V

Undervoltage Protection

Default

23.4

 

 

V

Programmable

22.5

 

52

V

Stand-by Current

Charger Disabled and in hibernation

 

TBD

 

µA

Constant Voltage Mode

Output voltage range

Programmable via CAN interface2

24

48

54

V

Output Voltage Set Point Accuracy

At 3A load current

 

±1

 

%

Constant Current Mode

Output Current Range LS current

Programmable via CAN interface (ISET)

1

 

250

A

Output Current Regulation

 

 

1

 

%

Output Current Set Point Accuracy

At ILS = 37A

 

7.5

 

%

At ILS = 74A

 

2.7

 

%

Low Side Current Monitor (Read back)

25A < ILS < 250A

 

2

 

%

High Side Current Monitor (Read back)

7A < IHS < 62.5A

 

±1

 

%

Efficiency

IHS = 31.5A (1500W)

Vin =14V, Vo = 48V1

95.5

96.4

97.1

%

IHS= 62.5A (3000W)

Vin =14V, Vo = 48V1

94.5

95.3

96.0

%

 

 

 

(CPC244830080)

SKU CPC244830080
Shipping Weight 1.3000kg
Shipping Width 0.220m
Shipping Height 0.025m
Shipping Length 0.155m
Shipping Cubic 0.000852500m3