If you carefully read the standard (OK, not carefully, just "read") the standard, you will find there is NO requirement for a disconnect. There is a recommendation to "consider it."
The challenge with an alarm is that the important ones are impossible. There are scant seconds between an impending alarm, and an actual alarm, for the most likely events (high/low voltage and overcurrent). Other events are near impossible to occur (high temp). And yet others are easy to manage from a "prudent mariner" standpoint (low temp and low SOC don't "surprise you" -- they are very visible and a long time coming).
I was going to implement an alarm with my 20% SOC inverter disconnect. Then had circuitry problems (I had a really complex FET based thing that was going to wind my watch and serve caviar, and it flopped) and gave up. Think about it -- when was the last time you had a "surprise" dead battery on your boat, where an alarm would have been useful? And, when you did, what were the really bad consequences (besides "start the engine, charge up the battery)?
I participate in the ABYC board that just finished re-writing E-13. I can tell you that we discussed alarms a LOT. And, I like to think my opinions had some influence in the new standard regarding alarms. I can't tell you what the new standard says, but I think that if you search for the word "alarm" you may be searching a long time.
A fundamental problem I had with the old standard, and a lot of it was changed in the new standard, is ABYC was trying to create an "idiot proof, never-fail, space-shuttle-grade LFP battery." If our engine runs out of fuel in a narrow waterway, we don't get an alarm saying "low fuel level." But we were putting in all kinds of requirements to ensure that if your battery dropped out on low voltage (while motoring!?) causing a loss of your chart plotter, you had an alarm (even if only 10 seconds). This alarm could cost hundreds (there was talk of requiring a certain dB level, installed at the helm station!), provide near zero benefit, and we don't require similar protection for running out of fuel or blowing a battery fuse on an AGM bank. The existing standard for LFP requires an "owner's manual" so strict that, in my opinion (and no one disagreed with me when I challenged the concept) that there is not A SINGLE LFP BATTERY on the market that meets the current standard. The new standard is much more achievable, with a focus on real-world actual accidents and less on "what would happen if you were in a heavy sea state, on a lee shore, after 3 days without solar, when a meteor hits your battery?" I often kept bringing the discussion back to "Bubba with his Bass boat needs a new battery for his trolling motor, and he IS GOING TO install LiTime packaged battery -- can he do it under this standard?" Mega Yachts are going to (and should) install much more complicated systems, but ABYC applies to a 1970 J/24 sailed on a shoe string budget. Not everyone can afford (or need) a space shuttle.