Antares ASC+ Instruction Manual

ASC+
Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Applies to Part Nos 90944, 90945, 90946, 90947
© 2007 Antares (Europe) Ltd
FM 37786
ISO 9001:2000
Antares (Europe) Limited
Chiltern Hill
Chalfont St Peter
Gerrards Cross
Bucks.
SL9 9UQ
UK
Tel: [phone]
Fax: [phone]
email: [e-mail]
web site: www.antares.co.uk
Electronic versions of this manual are available from: http://www.antares.co.uk/technical/index.htm
ASC+ Universal Split Charge/Isolator/Protector System
Document No 13362 Issue 04 Page 1 of 21

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 2 of 21
Table of Contents
IMPORTANT SAFETY INFORMATION 3
Type Approval – Information Error! Bookmark not defined.
System overview 5
Equipment description 5
Controller module 5
User switch panel 5
Control cables 6
Contactor type & rating 6
Power cables 7
Installation 7
Choosing a location 7
Control module installation 7
Contactor installation 7
Switch installation 7
Safety Notices Error! Bookmark not defined.
Installation sequence 8
Testing the assembly 10
System operation 12
ESP (Engine Start Protect) operation 12
Manual de-isolation (turn system on) 12
Manual isolation (turn system off) 12
Low battery (ESP) protection 12
Battery isolated, and “sleep mode” power consumption 12
ASC (Auto Split Charge) operation 13
Using Battery Link (Emergency / Assured Start) function 13
ASC standard operation 13
ASC dual sense operation 13
ASC battery protect 13
ASC overvoltage protection 14
Fault finding and flow charts 14
ESP (Engine Start Protect) options 18
Spares 20

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
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IMPORTANT SAFETY INFORMATION
Please read and observe the installation instructions.
WARNING: Explosive gasses may be generated by a battery on charge. To prevent
ignition, allow time for gasses to disperse before attempting to connect this unit.
When systems which affect the driver’s control of the vehicle are powered from the
protected battery, the system’s blue “ignition” input must be connected – its function
is to inhibit battery isolation while the vehicle is being driven.
Wiring protection:
It is the responsibility of the system installer to ensure that steps are taken to
minimise the risk of fire & other hazards in the event of a wiring fault.
The ASC+’s control wiring is protected by systems within the ASC+ itself, provided all
external control wiring is of 0.75mm2cross section or greater.
The high current power circuits are not internally protected & measures must be taken
to limit or interrupt any fault current which may occur within the ASC+ or the
connected power wiring. The best way to provide this protection is normally by fusing
at the source of the potential fault current, which in most cases is the connected
vehicle battery. Bear in mind that any fuses may have to carry cranking current & may
also be required to carry the maximum alternator output without rupture. In most 12
volt van applications, a 350amp MEGA fuse on the starter battery & a 300amp Antares
stud fuse on the auxiliary batteries will be sufficient.
Type Approval – Information (APPROVAL PENDING)
Concerning directive 72/245/EEC as amended by 95/54/EC & last amended by directive
2006/28/EC;
Conditions of use for which the type approval (e mark) applies:
This equipment is designated as an electronic sub-assembly;
It is intended for use on-board road-going vehicles;
Engine start battery protection systems are intended to be connected directly to a vehicle
engine starting battery and to be used to disconnect the battery’s loads so as to preserve
charge for engine starting.
Auxiliary battery protection systems are intended to be connected directly to a vehicle’s
auxiliary battery (Auxiliary batteries are those which cannot affect the driver’s control of the vehicle) and to
be used to disconnect the battery’s loads so as to provide deep-discharge protection when
no useable capacity remains.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 4 of 21
Automatic split charge & assured start systems are intended to connect an auxiliary battery to
a charging source, & to connect the auxiliary battery to the vehicle’s engine start battery
when assisted starting is activated.
Note that non-vehicular & marine applications are specifically excluded, as the system has
not been verified against the particular EMC standards that apply.
Non approved conditions of use:
This unit may be suitable for use in other applications, but it can only be supplied as a
component in this respect, in which case the type approval does not apply. If the unit is
used in this way, then it is supplied solely on the condition that it is the responsibility of
the manufacturer of the apparatus to ensure that the apparatus complies with the
requirements of the relevant legislation, and apply the CE marking should it be required.
In this case, this user manual does not apply, and reference should be made to Antares
(Europe) Limited for any information required for compliance with the legislation.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 5 of 21
System overview
Equipment description
The ASC+ Auto Split Charge (ASC) & Engine Start Protect (ESP) System comprises the
following equipment: -
Controller module
This module contains the following: -
•Micro-controller and necessary components to power & operate the system
•Connection point for the primary contactor
•Connection point for the secondary contactor
•Connection point for the user switch panel
•Connection point for the low-power permanent feed (e.g. clock, alarm)
•Connection point for the ignition input
User switch panel
This panel (see Figure 1) contains the following: -
•Two push switches with integral green LED
•Mounting panel with label and fixing hardware

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 6 of 21
Figure 1: Typical switch mounting positioning:
Control cables
The system consists of the following control cables:-
•1 off, 6 way control to user panel loom
•2 off, 4 way control to contactor looms
Contactor type & rating
The system consists of 2 off latching contactors; see Table 1 for rating
System operating values (nominal) Contactor contacts rating
System
No DC Voltage
Operating
Voltage
Range
System
current draw
*IQ mA
*State
change
Pulse
current
Continuous
Current
Peak
current
5 Sec
Max
Cranking
Current
Heavy
Load
3 Min
Max
90907 12V 8V-16V 28/8/1 1.6A 125A 800A 600A 280A
90908 12V 8V-16V 28/8/1 2.6A 250A 1500A 1200A 650A
90917 24V 18V-32V 28/8/1 0.8A 125A 800A 600A 280A
90918 24V 18V-32V 28/8/1 1.5A 250A 1500A 1200A 650A
*IQ: A/B/C A = Switch LEDs + Controller, B = Controller Normal, C = Controller Sleep Mode
(controller enters sleep mode 24 hours after both contactors off)
*State change: Pulse current at nominal voltage during the contactor change of state (Pulse length 100ms)
Table 1

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 7 of 21
Power cables
The system requires power cables to connect to the battery and the load. These are not
normally part of the ASC+ system and should be ordered separately as required.
Installation
Installation should only be carried out by suitably qualified personnel who are familiar with
sophisticated vehicle electrical systems. They should have a full knowledge of the vehicle
into which the ASC+ is being installed, and a full understanding of the ASC+ system. We
strongly recommend that the installation engineer read all of this installation section before
commencing the installation.
Choosing a location
The ASC+ is intended for use in a sheltered location only, and must not be exposed to road
spray, pressure washing (or similar cleaning processes), water spillage or areas where
condensation is likely. Areas subject to high temperature or vibration must also be avoided if
performance and reliability are not to be impaired.
Control module installation
The controller module must be mounted in the cab area; a location behind the dashboard is
ideal.
Contactor installation
The contactor assemblies may be mounted close to the batteries / loads, but exposure to
road spray, or water from any source must be prevented.
Switch installation
See separate manual Part No 13369 for switch assembly and installation.
Safety Notices
INCORRECT CONNECTION MAY CAUSE DAMAGE PLEASE FOLLOW THE
INSTRUCTIONS CAREFULLY.
CONNECTIONS MUST BE MADE USING THE SEQUENCE DETAILED BELOW.
WARNING: Explosive gasses may be generated by a battery on charge. To prevent
ignition, allow time for gasses to disperse before attempting to connect this unit.
Before beginning the electrical installation, be aware that the battery isolation
contactor is a latching type, and may initially rest in either the ON or OFF state. If ON,
then the load stud will be live as soon as battery is connected to the battery stud.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 8 of 21
Installation sequence
Once the component parts have been mechanically mounted follow the steps listed below.
(See Figure 2, Page 11 for wiring diagram):
Step 1
The controller module should have its battery -ve ground connection made first. This is the
black wire terminated with a ring terminal – connect to the bodywork or battery negative.
Step 2
•Using the supplied 6 way loom (82516), connect the controller to the switch panel. The
loom may be shortened at the free end if required. Match the loom wire colours with
the switch wire colours at the switch end.
•Using the supplied crimps, crimp the wires and use a heat gun to shrink and seal the
joints.
•Plug the 6 way connector into the mating connector on the controller marked “Control”.
Do not connect the blue option “ignition” wire at this stage
Step 3
Do not plug the 4 way looms into the controller until the free ends have been wired to the
contactor.
Carry out the following for the Primary and secondary contactor.
•Using the two supplied 4 way looms (82524) connect the free ends of the 4 way loom
to the wire ends from the contactor assembly in the following order:
1. Black wire to contactor assembly wire marker “1” (Coil supply).
2. Red wire to contactor assembly wire marker “2” (Coil supply).
3. Orange wire to contactor assembly wire marker “3” (Battery +ve), also denoted by
a red sleeve at the battery stud end.
4. Yellow wire to contactor assembly wire marker “4” (Load +ve).
•Using the supplied crimps, crimp the wires and use a heat gun to shrink and seal the
joints.
•Plug the primary contactor loom into the mating connector on the controller marked
“Primary” identified by a black wire on pin 1.
•Plug the secondary contactor loom into the mating connector on the controller marked
“Secondary” identified by a brown wire on pin 1.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 9 of 21
Step 4
•Having mounted both contactors, disconnect the load wires from the Main / Engine
battery.
Note: For Engine Start Protect systems, the starter & alternator are usually connect
directly to the battery positive terminal, often through a shared cable. Both should be left
connected directly to the Main / Starter battery, but all other connections should be made
to the ““Load Positive” stud.
•Connect one end of the power cable “Power Cable A” see Figure 2 (This cable is not
normally supplied) to the primary contactor “Battery Positive” stud.
•Connect the other end of power cable “Power Cable A” to the Main / Engine battery
positive.
•The control module should now be powered; press and hold in the “Engine Battery On
/ Off” switch for 3 seconds to ensure that the primary contactor is open (the switch
LED should flash whilst the switch is pressed).
Note: Whenever the control module has powered applied, calibration data is read from
memory. Once this is completed; both switch indicator LEDs flash twice to indicate a
successful read. For other flash patterns, see Error! Reference source not found. on
Page 14.
Step 5
•Connect the engine loads that were disconnected in the previous step to the primary
contactor “Load Positive” stud.
Step 6
•Connect one end of power cable “Power Cable B” see Figure 2 (not normally supplied)
to the secondary contactor “Load Positive” stud.
•Connect the other end of power cable “Power Cable B” see Figure 2 to the Main /
Engine battery positive.
Note: If all of the above steps have been carried out correctly and the “Battery Link”
switch LED is “Off”, then the secondary contactors “Battery Positive” stud should not be
Live. If however, the “Battery Link” switch LED is “On” then the “Battery Positive” stud will
be live therefore take care in the following step.
•Connect one end of the “Power Cable C” see Figure 2 (not normally supplied) to the
secondary contactor “Battery Positive” stud ensuring that the other end is insulated.
Note: If the “Battery Link” switch LED is “On” the next step is likely to cause a spark, so
ensure that any battery gasses are dispersed before making this connection.
•Connect the other end of “Power Cable C” to the auxiliary battery positive.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 10 of 21
Step 7
•Connect the blue wire from the 6 way loom (82516) to a point which is “live” when the
ignition switch is on. Normally cct 15
Note: The blue wire “ignition” must be connected to a source which is guaranteed live
when the vehicle ignition is switched on, such as a direct connection to the keyswitch, or
to its own dedicated supply. Do not connect to a supply shared with any other device
behind a fuse. This signal is used to inhibit battery isolation when the engine is running.
Step 8
•Connect any permanent loads to the permanent supply provided from the controller –
3 amps maximum see Figure 2. The permanent feed output may be used for low
current devices that must remain powered when the battery is isolated; e.g. clock,
radio, central locking.
Note: that any connected devices will continue to drain the battery.
Step 9
Testing the assembly
•Momentarily press the “Engine Battery On/Off” switch, the primary contactor should
close and the engine loads should now be powered, the “Engine Battery On/Off” LED
should be on.
•Press and hold in the “Engine Battery On/Off” switch for a minimum of 3 seconds after
which the primary contactor will open and the engine loads will be isolated (the switch
LED should flash whilst the switch is pressed).
•When the engine loads are isolated the “Engine Battery On/Off” LED will continually
give a brief flash to indicate that the system is powered.
•Press the “Battery Link” switch, the secondary contactor should close and link the
Main & Auxiliary batteries together. If there is no charging voltage present the
contactor with remain closed for 60 seconds, during this period the “Battery Link”
switch LED will flash.
This completes the installation and testing.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 11 of 21
Figure 2

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 12 of 21
System operation
The system has two individual functions; ESP (Engine Start Protect) and ASC Auto Split
charge.
ESP (Engine Start Protect) operation
Manual de-isolation (turn system on)
Momentarily press the “Engine Battery On/Off” switch, the primary ESP contactor will close
and the engine loads will now be powered; the switch LED should be on.
Manual isolation (turn system off)
Depressing and holding the “Engine Battery On/Off” switch starts a 3 second timer; at the
end of this time period the primary ESP contactor is pulsed open. During the 3 second
period, the switch LED will flash as stated in the table below.
To prevent inadvertent battery isolation while the vehicle is being driven, the switch is
blocked whilst the vehicle ignition is switched “On”.
Interval Lamp on time Lamp off time
0 to 3 seconds 0.2 sec 0.2 sec
Low battery (ESP) protection
When the ignition is “Off” and the battery voltage is below 24.4 volts (12V systems: 12.2
volts), a 3 minute timer starts; at the end of this time period the primary ESP contactor is
pulsed open. During the 3 minute period, the “Engine Battery On/Off” switch LED will flash as
stated in the table below.
The timer will be cancelled if the ignition is turned on or if a charging voltage is detected.
Interval Lamp on time Lamp off time
0 - 2 mins 1.5 sec 0.5 sec
2 - 3 mins 0.25 sec 0.15 sec
Battery isolated, and “sleep mode” power consumption
If the battery is isolated, the “Engine Battery On/Off” switch LED flashes as stated in the table
below.
Interval Lamp on time Lamp off time
0 - 24 hours 0.02 sec 2 sec
24 + hours 0.02 sec 3 sec
24 hours after battery isolation, the system enters a sleep mode to conserve the remaining
battery charge. Before entering the sleep mode, the system consumes less than 10mA. Once
the system enters the low power sleep condition it consumes less than 1mA.
See Figure 5 on Page17 for a full flow diagram of the “Engine Battery On/Off” switch LED
patterns.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 13 of 21
ASC (Auto Split Charge) operation
Using Battery Link (Emergency / Assured Start) function
If the main battery is depleted the auxiliary battery can be linked to the main battery to assist
starting, to use this feature depress the “Battery Link” switch. The secondary ASC contactor
will be pulsed closed to link the batteries and the “Battery Link” switch LED will flash to
indicated “Battery Linked” mode.
If a charging voltage is seen (i.e. the vehicle starts) then the ASC contactor will remain closed
(see ASC standard operation) and the “Battery Link” switch LED will stay on.
If after 60 seconds a charging voltage is not seen (i.e. the vehicle doesn’t start) then the
secondary ASC contactor will be pulsed open to stop both batteries being depleted.
Note: The battery link switch can only be operated up to 3 times in a 5 minute period.
See the flow chart Figure 3 on page 15 for the flash patterns during this mode
ASC standard operation
The ASC contactor “Battery Positive” terminal is monitored. When a charging voltage is
detected the secondary ASC contactor will be pulsed closed to link the “Battery Positive”
terminal and the “Load Positive” terminal. The “Battery Link” switch LED will illuminate to
indicate that the batteries are linked.
The ASC contactor remains closed until the battery voltage falls to a level which indicates
that the MAIN battery is being discharged. At this point, the ASC contactor will be pulsed
open. See Table 2 for open & close voltages
Note: When a charging voltage is detected and the ASC closes, it will remain closed for a
minimum of 30 seconds regardless of the voltage.
See the flow chart Figure 4 on page 16 for the flash patterns during this mode
ASC dual sense operation
This function is identical to ASC standard operation, except that the “Load Positive” terminal
is also monitored and acted upon. This allows the MAIN battery to be charged if the auxiliary
is being charged. The “Battery Link” switch LED will illuminate to indicate that the batteries
are linked. See Table 2 for open & close voltages.
System Voltage Closing Voltage Opening Voltage
12V 13.18V 12.70V
24V 26.36V 25.40V
Table 2
ASC battery protect
In any of the above operations both studs are monitored. If a voltage of 3V or less is detected
on either stud, the ASC contactor will not close. This is to prevent a short circuit being placed
on the batteries. The “Battery Link” switch LED will flash to indicate a system fault. See flow
charts Figure 3 and Figure 4 for the flash patterns during this mode.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 14 of 21
ASC overvoltage protection
If the ASC contactor is closed and a high voltage (12V system >15V, 24V system >30V) is
detected on the contactor studs for longer than 3 seconds the contactors will open after, the
“Battery Link” switch LED will flash see Figure 4 on page 16 for the flash patterns during this
mode.
Fault finding and flow charts
ESP contactor close self test
The system checks the operation of the battery isolation contactor by measuring the voltage
applied to the load after the contactor is pulsed “On”. If battery voltage does not appear at the
load, then the system re-tries up to 10 times at 5 second intervals. If, after 10 attempts, the
load stud supply is still not detected, the system logs the contactor as “off” and the “Engine
Battery On/Off” switch LED will indicate the contactor “Off” state. If the contactor is closing
but the switch LED is indication an “Off” condition check the primary ESP contactors in-line
fuses and associated wiring.
Power on flash pattern (2 or 5 flashes)
Whenever the control module has powered applied, calibration data is read from memory.
Once this is completed; both switch indicator LEDs flash twice to indicate a successful read.
This should only be seen when the system is first connected; if this is seen during operation,
it indicates a DC supply problem.
If 5 flashes are seen when the system is first connected; this indicates that there was a
problem reading the calibration data. The module will still function, but with reduced
accuracy. This indicates a fault, which should be investigated as soon as possible.
Incorrect operation
If the system does not operate as expected, check (using Figure 2) all connections to the
contactor studs. Ensure that the Batteries & Loads are connected to the correct contactors
and correct studs, and that the thin black wire with the red sleeve is connected to the “Battery
Positive” stud.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 15 of 21
“Battery Link” switch LED flow chart when the switch has been operated
Figure 3

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 16 of 21
“Battery Link” switch LED flow chart when the switch has not been operated
Figure 4

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 17 of 21
“Engine Battery On/Off” switch LED flow chart when the switch has not been operated
Figure 5

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 18 of 21
ESP (Engine Start Protect) options
Timed Disconnect (Isolate)
When the “blue option” wire is “off” (Ignition off) and the battery is not being charged then a
timer starts (normally 90 minutes, depends on model). At the end of this timed period, the
ABP contactor is pulsed open. During the timed period, the “Engine Battery On/Off” switch
LED lamp will flash as stated in the table below:
Time Lamp on time Lamp off time
1st stage 1 sec 1 sec
2nd Stage 0.5 sec 0.5 sec
Final Stage 0.2 sec 0.2 sec
Should any of the following events occur during the timed period, then the timer will be
cancelled or re-started:
Taking the “blue option wire to a positive voltage (e.g. ignition on)
Pressing “Engine Battery” switch
Raising the battery voltage (e.g. charger connected)
See the flow chart Figure 5 on page 17 for the flash patterns during this function.
Note: the Low battery (ESP) protection will override this function.
Within the ASC+ functions are user defined options which may be provided, on request, in
place of the standard settings listed below.

ASC+ System Auto Split Charge & Engine Start Protect
User Guide and Installation Instructions
Document No 13362 Issue 04 Page 19 of 21
Software controlled system variables
The ASC+ software offers the following factory configurable functions, any two of which
may be employed within a single ASC+ module:
ESP - Engine start protection
ABP – Auxiliary battery protection
ASC – Automatic split charge
The default parameters for these functions are loaded into the standard software listed
within this manual. However, the software is structured such that the user may specify
alternative values, which can be supplied on request. Each set of user specified
parameters will be assigned a unique software part number which will be shown on the
product label.
The variable parameters & their default values are listed below:
ESP settings:
Parameter
Default Alternative settings
Auto-close on battery stud Disabled Enabled when charging
voltage detected
Auto-close on load stud Disabled None
Timed disconnect enable/disable Disabled Enabled when ignition is off
Timed disconnect – timed period Not applicable May be set in the range 1 to
90 minutes
Battery disconnect voltage 12.25 or 24.5 volts May be set in the range 10 to
12.25 volts or 20 to 24.5 volts
ABP settings:
Parameter
Default Alternative settings
Auto-close on battery stud
voltage Enabled only when ignition on Enabled on charging voltage
or
Disabled
Auto-close on load stud voltage Disabled Enabled on charging voltage
Timed disconnect enable/disable Disabled Enabled
Timed disconnect – timed period Not applicable May be set in the range 1
minute to 90 days

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User Guide and Installation Instructions
Document No 13362 Issue 04 Page 20 of 21
Battery low disconnect voltage Single ABP: 10.5
or 21 volts.
Dual ABP: 10.5 &
12.2 volts, or 21 &
24.4 volts.
May be set in the range 10 to
12.25 volts or 20 to 24.5 volts
ASC settings:
Parameter
Default Alternative settings
Dual voltage sense Enabled Main sense only
or
Aux sense only
Ignition off forces ASC off Disabled Enabled
Battery sensing (battery present
or absent) Enabled Disabled
Assured start activation External switch Crank signal input
or
Automatic detection
Switching hysteresis Standard May be set in the range 0.1 to
2.0 volts
Spares
12V System spares
Antares Part No Description Type / Value
80244 Contactor 12V, 125A Latching
80298 Contactor 12V, 250A Latching
81333 Switch Kit 12V, 2 x Switches ASC + ESP
56178 LED 12V Green
82524 Contactor Loom 4 way, 5M, Connector to free end
82516 Switch Assembly Loom 6 way, 5M, Connector to free end
See note 1 below Controller 12V, 2 x contactor