Unsuccessfully I have been trying to balance one the batteries I have. As you can see in the photos they are set to the default settings, both batteries are the same age connected at the same time, they are only a few months old, for some reason one keeps saying imbalanced. Leaving them on charge mode on the Multis over night hasn't solved it, letting them be charged by the MPPT's all day doesn't work as the the MPPT's go into float mode and stop charging when the system is charged.
How important is it to have the imbalance message gone? From what I can see both batteries look the same? Last thing I want to do is carry on and end up damaging these batteries.
Why the time reading for the last full charge is different is beyond me.
Any point in the right direction would be great folks thank you.
Hi, I need help with my system. The battery %age doesn't reduce when I run a load test for 6 hours. I have 5x Smart Lithium 25.6V - 200Ah, 2x SmartSolar150/70, a 24V Phoenix inverter 500VA, a VE Bus BMS, 500A Shunt, Cerbo GX + Touch 50 monitor and a BMV 700. Am I also supposed to see the VE Bus BMS with the Cerbo GX if I connect it to the Cerbo from the BMS Quattro port? All my MPPTs and Inverter connect to the Cerbo via VE Direct.
can you please tell me what are the advantages of using a Lithium Bat. Smart instead of Lithium SuperPack, since the SuperPack has the BMS integrated and doesn't need additional components?
I am referring to the usage in a small camper van in combination with:
We have a sailing catamaran with two house banks of FLA batteries, one bank in each hull. The banks combine via a make-before-break manual battery switch (select bank 1, 2, both, or off). We plan to upgrade to LFP batteries but seek to maintain the two-bank arrangement such that, should one bank have a BTV fault, we can switch off that bank (maintaining system functionality with power from the working bank), while we work to isolate that fault or remove a faulty battery, etc. This could be done relatively quickly and without tearing apart beds to gain battery compartment access while sailing in rough seas at night (Because that is when things go wrong). Battery cable runs to the switch would be balanced in length. Both banks will be identical (2x 330aH smart LFP each). We would have a documented protocol for disengaging and engaging the banks to assure no charging and minimal loads during switching and to make sure the battery voltages are balanced between the two banks before recombining. The combining switch would be labeled with a warning to not change connections without first walking through the protocol. Normal operating procedure would be to run with both banks connected which we expect to be virtually a constant situation. Isolating a bank would only be done if absolutely necessary and after all attempts to correct the BTV fault without bank isolation are exhausted.
We currently have a Victron Energy (VE) Multiplus II, VE MPPTS, BMV-712 and a CerboGx. We plan to stay with VE components throughout, including the LFPs. We would use a Lynx Smart BMS as the BMS management device as well as battery monitor (retiring the BMV-712). The Lynx would be connected directly to the common contact on the battery combiner switch and all loads and charging devices connected downstream of the Lynx via 1-2 Lynx distributors. For the system to operate on a single bank we need to bypass the disconnected bank from the BMS monitoring. Unless someone has a better suggestion, I would simply disconnect the BMS extension cables connecting the two banks in the BMS daisy chain and connect the working bank cable direct to the Lynx.
We would use DVCC charge control to provide ATC control of the Multiplus and the MPPTs and supply power to the loads via BatteryProtects controlled by the ATD signal. We will implement Wakespeed WS500 regulators, following the Lynx integration protocol to assure protection of the alternators from LFP charging loads and protection of the batteries with the Lynx ATC connection to the WS500s.
We would of course follow all other safety protocols for LFP including class T fuses at each battery and appropriately sized conductors and fuses/breakers for each load and charging source.
We would appreciate constructive input on this concept, especially that which is useful to safe implementation. Thank you.
The new ABYC standard for lithium batteries came out today. E13.5.4 requires lithium batteries or cells to meet the testing requirements of at least one of the following standards: IEC 62133, IEC 62619, IEC 62620. SAE J2929, UL1642, UL1973, or UL 2054.
I can’t find anything in Victron literature about these standards.
Does anyone know whether Victron Smart lithium batteries are or will be certified to one of these standards? I was hoping to install Victron lithium batteries on my US-flagged boat this year, but to keep my insurance I need the installation to be ABYC compliant.
I'm trying to figure out what my options are for a smart lithium BMS combined with my older EasyPlus 1600, the processor's label is 1906125. I can see that the VE.Bus BMS v2 is incompatible because it requires a 4xx firmware version, I think I'm limited to 2xx?
Seems like the original VE.Bus BMS might be an option when combined with the (deprecated?) VE.Bus Assistant and firmware >2xx, is that correct?
...Why no information on config / Setup lithium ??
.. but my setup MPPT 250 setup to Lithium
.. irelavant for Batterie Loading ? because lithium can take more input current > 120 A ?
I've got 2 lifepo4 160ah battery:
- one old (non smart)
- one new (with smart option
Both are managed with an external BMS ve.bus.
I don't want to put the battery in parallel because one is more than 3 year old and the other is brand new. So I decided to put a 3 way switch for choosing between the first or the second battery.
Can I monitor my state of charge of the both battery with a BMV 712 ?
I make a scheme for better understanding:
Is my wiring good ?
J'ai 2 batteries Victron lifepo4 160ah avec BMS externe.
La première est ancienne (version non smart) et la seconde est neuve (version smart).
Je souhaiterais les installer toutes les 2 dans mon camion en tant que batterie de servitude.
Beaucoup de personne me déconseille de les mettre en parallèle car l'une étant plus usée que l'autre la tension ne sera jamais strictement identique et selon leur dire ça risquerait de nuire a la durée de vie de ma nouvelle batterie.
Est ce qu'il est préférable que je ne les accouple pas et que je fonctionne avec un interrupteur 3 voies pour sélectionner si je veux fonctionner sur l'une ou l'autre ?
Ou il n'y a aucun risque de les accoupler en parallèle?
Back in August, our 3-month old Smart Lithium 12.8/330ah battery BMS failed - on a sunny afternoon at anchor a couple of hours after the battery was at 100%. There was no warning, no known stimulus (like lightning, engine start, firmware update, etc.) It simply disappeared from Bluetooth and opened both charge and load switches (BatteryProtect units). After 5 weeks, the internal BMS board was replaced under warranty, and the replacement has been 100%. [As an aside, the failure occurred only a couple miles from the Victron facility in Rockland. Maine - but we had no way of knowing this or contacting Victron at the time].
My question is. what can I do to protect vital systems from a similar failure in a situation where keeping power to critical systems (chartplotter, instruments, etc.) might be essential? I don't want to simply power them around the load disconnect, but I don't want my boat going black underway at night!
I have a EasySolar II 24/3000/70-32 MPPT 250/70 GX and want to connect a Victron LiFePO4 Smart 25,6V 200Ah.
The EasySolar has BMS-Can (RJ-45) and VE.Bus (RJ-45) and VE.direct (4 pin), but the Smart battery has a male and female circular connector.
Is it not possible to connect directly? Do I need additional BMS device??
So, when looking through the community, I see a couple of posts regarding this question. However, with mixed responses.
I have an existing battery bank with 3 sets of 2 (48v) with the BAT524120410 (old revision).
I want to expand this to the maximum allowed by the BMS (5 sets in parallel). The new revision seems to be the one that's the best available for purchase (also it's lighter). Can I expand my existing 3 sets of 2, by adding another 2 sets of 2 of the new revision?
The conflicted answers came from
Where someone (non-expert) mentioned, a sales rep told them it's fine.
Here, an "expert answer" said it's probably not possible.
Before I buy these (unfortunately overpriced) batteries, I'd like to know for sure I'm not going to run into issues.
Additionally, from my understanding the limit of maximum 5 sets of batteries is caused by the BMS cable signal strength, is there anyway to create a bigger battery bank? Does the Cerbo GX support multiple Smart BMS so I can multiple banks?
Hi my MPPT went through bulk and absorption cycles today while disconnected from the batteries. I am trying to determine if this is normal behaviour. I would have thought that once the batteries were reconnected bulk charging would resume.
System set up
Temperature dropped to -2C overnight for the first time but warmed up to a high of +14C by 2pm
The site is 200+ km away but looking at the VRM data, I noticed the MPPT battery current remained zero throughout the morning presumably due to low temperature shutdown.
I have the MPPT absorption voltage = 28.4V and fixed absorption period of 15min.
You can see in the chart that the MPPT battery voltage reached 28.4 at 7:12am and stayed there for 15min, then dropped at 7:27am. The MPPT battery current was zero during this time. (Lower right corner of the chart below)
Here is a zoomed view of the absorption cycle:
It seems the MPPT completed its absorption cycle at 7:27am and then switched to float, without actually feeding any current to the batteries.
At 13:04 the batteries had warmed up enough for the BMS to trigger the battery protect to close the circuit and you can see the MPPT battery current begin flow, but the MPPT remained in float.
Is this normal behaviour in this situation? I would have thought that once the batteries were reconnected, bulk charging would resume.
I bought a new Victron lithium battery 25.6V/200Ah Smart-a. When I connect to the lithium battery via VictronConnect with Bluetooth, it shows a lower voltage than the actual voltage on the battery terminals. The voltage difference is around 0.3V which I think is a too big difference.
See next photo;
I was wondering if the voltage measurements from the Bluetooth part in the battery are also used for the BMS that has yet to be connected, because then the VE.BMS will react to the wrong internal voltage measurements.
I would like to simultaneously charge the LiFePo batteries in my van from both my 200w pv panel controlled with a smart solar75/15 and the alternator via an Orion 12/12. However, I’m finding that the smartsolar always goes to Float shortly after I start driving and the alternator kicks in - even with soc at 50%. Is there any way to avoid this?