WS and alternator companies like to blame the installer, end user and the BMS for these problems.
While those are always possibilities, in our case we determined the real challenge is that a WS + alternator simply cannot operate in real time to manage the field current, even though WS like to claim that they can.
What happens is that at modest engine / alternator rpms, the WS (and others) drive a large field current into the alternator to push out the amps.
When you push on the gas to increase vehicle speed, the engine rpm rapidly rises and the actual alternator output will substantially exceed the official alternator rating - by a lot. Think in terms of 2x +
If you think about the field current as the "signal" and the rotational energy of the alternator as the gain of an amplifier, it sort of makes sense. When the rpms change, it is like someone really turning up the gain during a particularly loud part of a song is playing.
We used a similar setup to the OP in terms of alternator and WS and set it for 60 amps to try to keep it under control. Dual parallel battery packs with charge settings so that it will never shut off the bms due to voltage. Current projects at > 2x. (yes you do need some way to deal with very high power packs )
Anyway, during acceleration it can still go way past the ratings and set points, but it does help to have the current set point lower just because it does limit the max field current some.
So if you are going to put protection devices such as fuses, breakers, etc in, plan to use ones that are at least 2x the rating of the alternator, maybe more, because if they pop during operation, it will blow everything out with a big power spike.
Working on another solution but not tested yet.
We didn't find WS to be helpful other than try to tell us that even though we did exactly what we had shown them in a diagram and following their directions we were still wrong.
More or less, if you go down this path, you are buying parts with no warranty, so just keep that in mind.