Can I use the two BMS ports for two separate Pylontech banks and then connect a third bank of Pylontech for a third a bank on the CAN-bus? Will I still have full communication between battery and GX with normal operation?
I have the following setup to charge my Smart Lithium Batteries while driving my van:
Now, during winter, the batteries are regularly too cold to charge and Smart Lynx BMS shows "Not allowed to charge".
Usually, I check the situation before I start the van and keep the BMS in Standby mode if Victron Connect App for the batteries shows low temp alarm (i.e. main contactor is open, so batteries are disconnected).
Recently, I had the BMS in operation while parking so the contactor was closed, and when I turned on the engine and the Buck Boost switched through for charging, the BMS opened the contactor due to "Not allowed to charge", thus disconnecting the batteries AND, as charge voltage still reaches the Distributor, all my DC-appliances still work while driving (e.g. lights, USB-chargers and the audio system.)
My questions are the following:
1) Are there any reasons to not use the buck-boost & BMS-auto-disconnect at low battery temps in the way explained above while driving?
2) If this should not be used in that way (according to answer with some reasons under 1)...), there seem to be several ways to prevent the Buck Boost from becoming operational in such situations e.g. not using vibration sensor but Pin 1 with e.g. input for the ATC-signal from the BMS. In the "help-text" in TSConfig point 50 states "Attention, when using pin 1 as an input, connect a 1k-10k resistor in series.
Thanks for reply and explanations. If a resistor is needed on Pin1, it would be also helpful with a link where to purchase an applicable such (I do not find "range"-specific resistors and only such that are intended for circuitboard welding).
My set up , i have just finished my install and have run into a few bugs/ settings i cant figure out . I
3 x 200 li smart
Lynx smart BMS,
multiplus 5 kw
several lynx distro's and smart battery protects.
Firmware on all devices is currentI have read all the manuals both the GX and Lynx bms. DVCC is forced on .
The BMS is working well, I was super impressed it balanced the batteries on the first charge. when you start charging the GX displays as it should , bulk then goes to Absorbtion at the correct voltages. What is weird is that it will go to a float voltage of 27.2 and float but not indicated float on the GX or the lights on teh multi.
the GX is showing the status of the Mulit not what the status of whet the BMS is doing.
Have i missed something here?
Hi (and a happy new year, of course),
running 2 of the BYD Premium LVL 15.4 in a 3P config with MultiPlus II 5000 shows weird characteristics while approaching the 100% SOC - after updating to the latest BYD battery firmware levels. While charging (with relatively low current 10-20A) below 100% SOC all looks fine (max Voltage (CVL) 58.4V max Charge Limit (CCL) 468A) - once running at 99% for a while - so shortly before reaching the 100% - the max charge voltage (CVL) abruptly dropped to 56.9V (CCL to 0A) and the Inverters start to discharge with >160A for about 10-20 sec before start charging (low charge current) again. This hasn't been observed with previous BYD firmware levels and the same levels on the MPII and Venus. This happens now during all charging cycles reaching 100%, no exception. Is there any mitigation/workaround going back to a smooth approaching the 100% SOC ? Looking more at the nasty details i also saw that charging (~5A) continous at 100% SOC level while the BYD BMU reports a max charge (CCL) of 0A, the voltage is still below CVL - is that Ok ? Is the voltage level the important one and the mac current (CCL) could be ignored ? just to be sure the batteries staying healthy ;-)
I am researching a Lithium install using the Smart BMS 12/200. The documentation states that, "the input current is electronically limited to approximately 90% of the fuse rating". How is this accomplished? It almost implies that it somehow senses the fuse rating, but I can't see how that's possible.
There seems to be zero documentation on the configuration options available via bluetooth, so I can't figure out if that setting is in the app.
When using the BMS VE Bus and having two or more Multi’s or Quattro’s within the system has someone got an easy solution to turn off the 2nd Multi or Quattro in an overcharge or in a discharge situation considering the first Multi or Quattro is already connected to the BMS RJ45 input/output to shut it down on either situation.
The only way I can think of is using a inverting on/off cable connected to 2 relays in series that are fed from the charge and load outputs from the BMS.
I was expecting to be able to control a relay with the charge disconnect output from the BMS, but the output seems to be some kind of logic rather than a straight on or off. Will the victron on-off non-inverting remote cable turn it into a simple on/off that I can control a relay with?
Good morning,having purchased the entire Victron system( - 2 Lifepo 200Ah 24 v -,Multiplus II 24-5000 120,- Lynx Distributor 1000 -Lynx Smart BMS Cerbo GX,-GX Touch 50 - MPPT 75-15 and smart battery protect between MPPT and load bar, question is how to protect my Balmar 621-24v-70A with external regulator MC 624 from current spikes in case of sudden battery disconnection from the system during alternator spinning
I have a VE.Bus BMS and a very old Phoenix Multiplus inverter charger that doesn't have VE.Bus.
My concern is:
- how can the VE.Bus turn off the charger to protect the batteries against overvoltage when charging?
- Can I put a battery-protect in-between the phoenix and the batteries?
- Will the charger be damaged if the BMS disconnects the batteries via the battery-protect mid-charge?
- Are there any other options?
I just wonder if one could use a GX tank 140 connected to a cerbo to monitor single cells of a DIY battery.
I have a battery made of 4x EVE LF280 cells, currently protected by a Daly BMS. The dbus-serialbattery driver is working fine but the meassured values by the BMS seams to be not very accurate, even it's not able to meassure current <1A.
[image]The 33W AC load should include the self consumption of the inverter, right?
BMS is showing 46W output. I would expect to see 13W going to DC (cerbo+router+idle MPPT)
My idea is to replace the current/SOC monitoring of theDaly BMS by a SmartShunt.
So far so good but how to monitor single battery cells?
A GX tank 140 can meassure voltage, right?
So, why not confiure four voltage based tank levels with an input range of 0-5 Volts, representing four 500l tanks. Each liter will then represent 0.01V.
Does that makes any sense? Will it work like this?
Apprechiating your opinions.
I have recently installed 2x Pylontech UP2500 batteries, Multi-Plus-II, Smart Solar MPPT 150/100 & Cerbo GX.
I am currently in the process of cell balancing the batteries. I am charging them through the Multi at the moment due to PV array not installed yet. I am balancing them individually.
I have set the current to 1A and have slowly been increasing the voltage up from 27.5v which has worked to get the battery to 100% charged. I should note that I have been changing the charge settings using Victron Connect with DVCC turned off on my Cerbo GX. The reason I am doing it like this is because that is the only way I can control the voltage due to my DVCC settings not having the "Maximum charge voltage" control option (Firmware is up to date). And to my understanding, If I turn DVCC on, the voltage adjustments I make in Victron Connect will have no effect and be overridden by the Pylontech BMS.
Anyway, once the battery had hit 100% charged, it stayed in absorption for another 20 minutes or so before giving me the high voltage alarm. Shouldn't the Multi have gone into float mode well before this?
Sorry for the ramble on but I have 3 main questions:
1. Shouldn't the Multi-Plus go into Float mode before the SoC reaches 100%? Or at least once it hits 100%?
2. It's my understanding that the best way to balance LiFePo4 batteries is to get them fully charged and them keep them fully charged for a little while to help balance them, then the high voltage alarms should go away in future charges. Is this right? If so how long are you supposed to leave them fully charged?
3. My first battery is 100% SoC. Can I call this battery charged for the sake of this exercise or should I be leaving it hooked up to the Multi and lowering that voltage again until it goes into float mode?
Thank you in advance for your help!
I have 2x Quattro (2x15000) in parallel and would like to install 3x Multiplus 5000 in 3-phase.
This to seperate my house (Connected to the Quattro) and my utility shop (3-phase mulitplus).
Can I connect these two setups to the same battery pack (BYD BMS lithium)?
Can anyone give me some advise if this is possible or not?
I have an existing system with a starter battery (12V AGM 100Ah), a bow thuster battery (12V AGM 280Ah) and a new service battery bank (12V LiFePO4 560Ah with REC Smart BMS). Additionally this will be charged via Victron Multiplus using shore power or a VICTRON MPPT solar charge controller (only for the service battery bank) or it all can be charged by an alternator, which is connected via a diode (VICTRON ARGOFET 200-3) to all three batteries.
The old system was quite simple as usual in yachts, as the alternator just charges as the service battery tells him, how much more can be charged.
Now with LiFePO4 I read this should be charged via DC-DC charger from the starter battery.
Is this really necessary or cannot the ARGOFET still make sure the LiFePO4 batteries are charged by the alternator, especially since the SmartBMS will shut down the loading process, as soon as there is bad voltage/current coming to the system?
DC-DC chargers only deliver up to 30A and charging a 560Ah battery bank from a 100Ah starter battery seems unlogical, especially using a 130Ah alternator.
Is there something to make sure, if I want to charge the LiFePO4 directly from the ARGOFET?
Thanks for the feedback...
Hey there, as I commented on the blog post,
"I'm curious if future versions will have VE.Direct or some sort of integration like that with GX devices? Currently, it seems that the MPPT and MultiPlus are able to coordinate their total charge rate with external BMS via the GX devices. But it seems that the Orion-Tr does not participate in this?"
I'm wondering if there's a way to integrate the Orion-Tr Smart chargers with the CCGX. In particular, as far as I understand, GX devices can coordinate with external BMS via CANBus to determine the charging parameters of a battery. It seems that the Victron MPPT and Victron MultiPlus can respect these limits via VE.Direct and VE.Bus respectively, which is great and a big reason why I bought this BMS and the suite of Victron product.
Now I'm considering purchasing Orion-Tr Smart chargers, however I noticed that they don't have any VE.Direct connectivity, or any other VE connectivity aside from the Bluetooth one. Is something like VE.Direct, VE.Bus or VE.Can planned? Will Orion-Tr Smart chargers integrate with GX devices?
I am setting up a REC Active BMS with Victron integration.
I will use CAN bus to control the charge and discharge profiles, but I'm also connecting a master cut-off contactor.
The documentation for the REC HV and LV diconnect commands and associated switches are not perfectly clear to me.
I believe the setting CMAX (and MAXH) controls the Charge Optocoupler (pin 14 and 15), and CMIN (and MINH) the Main Relay (pin 4&5).
I also have a question regarding setting STRN (number of inverter devices on the bus). What is the definition of an Inverter here - just the Multiplus or also the Solar controllers. The reason I'm asking is to understand the max charge/discharge (MAXC and MAXD) current setting.
REC list this as max per inverter device, so having a Multiplus as well as two Solar controllers one can end up allowing to much current if the setting is "per inverter"
Appreciate any help
I have seen what appears to be two contradictory answers to this question - can someone give me a definitive answer ? Thanks
[image]This is my system .....if the BMS does not control low temperature cut off - I think I can connect the temperature on the Smart Shunt and the MPPT should receive temperature, along with Current and voltage on my VE. Smart Network?
Dans la cadre d'une utilisation domotique, je récupère un certain nombres d'informations sur Home assistant via Modbus. Je souhaiterai récupérer les quantités d'énergie stockées et déstockées bar les batteries (en kWh, en Wh, ..., je connais déjà les puissances "instantanées" de charge et décharge en W)). Ces informations sont à priori disponibles mais pas avec le Bus-can.
Pouvez vous me confirmer, comme je l'ai lu sur le forum anglais, qu'il est possible d'installer un SmartShunt de le connecter en Ve.direct, de récupérer les informations sur les flux d’énergie mais de ne pas l'utiliser comme BMS ?
Existe-il un autre moyen d'accéder à ces informations ?
I want to install a 48V LiFePO4 Battery system with an EMUS BMS, if I connect the EMUS BMS to the CCGX do I still need a BMV in order the monitor my battery on the CCGX?
Thanks in advance
Hi Forum. Thanks to previous posters as it helped me to find the names of some BMS manufacturers with interesting products. Towards that end, I'm probably going to purchase the Orion BMS to use with a Victron monitoring solution that also includes Victron solar controller, inverter/charger, DC-DC converter, etc. Is this any integration possible ( out of the box or with programming ) that can utilize the CAN interface available in both Orion and Victron ? If with some programming then I would enjoy seeing any examples of something on Venus that allowed for use of CAN node not previously possible.
We installed 10 24v Victron batteries and the Victron dealer did the initial setup. They set the Lynx BMS…settings…total AH 200….batteries 1. Is this correct? Or should it be 2000AH and 10 batteries?
Neither of my Lynx Distributors show up within the VRM, and only one shows fuse statuses etc within the Victron connect app.
Have checked RJ45 cables and swapped them around, its not a fault with the cables.
Also does anyone know why the bluetooth connection to teh VC app is so much weaker on the Lynx BMS and Distributors, compared with the Orion, Battery Protect and LIfepo4 smart batteries?
also any way of having the Lynx BMS and Distributors show up in VRM on CGCX or portal (as a widget)
Im tempted to remove colour controller and replace with an old iphone displaying the VC APP, at least then everything is visible with correct Icon! (aside from aforementioned Lyns Distributors)
The clamp Meter shows 120A and the Lynx Smart BMS 500 shows 100A.
The Only Load is the Quattro. When i measure the current with a clamp meter the value is about 20% higher and is more realistic with the actual consumption of the Quattro (using a heater for testing.)
Is there a possibility for a ZERO Current Calibration like in BMV menues ?
I am still trying to debug my new setup ,
I have a <LYNX bms, 3x200 smart Li, Cerbo gx and a Multiplus
All firm ware is current
I have not been able to get almost any of the VE Can data from the LYNX BMS on VRM. all the VE BUS and Venus data appears. I have activated all the widgets. Id really like to be able to see cell voltage and temp
Ive re read all the manuals and cant figure this out
Can a Daley BMS with a CANBUS data link be integrated and remotely viewed within the Victron VRM system?
In a 24v configuration, I understand that the Lynx BMS 500 is spec'd for a maximum of 5x of the 24/200 Lithium Smart Batteries. My Question is; could I have 8x of these batteries in the battery bank, but have 3 of them switched off (at any given time) through manual switches? Also, could those 8 batteries still be daisy chained together with the BTV cabling even though 3 of them would be offline? This setup would give me the ability to cycle through batteries and have additional backup.
Thanks in advance for any help,
What is the correct way to communicate allow-to-charge from a VE.Bus BMS to a Smart MPPT?
On my sailing catamaran I have Victron Smart LiFePO4 batts, VE.Bus BMS, 150/70 Smart MPPT, 712 BMV (among other components) installed DIY in 2018. Currently not cruising this winter where it's always warm, so first time I've had to deal with LiFePO4 low temperature cutout.
When installing my system, my dealer insisted I needed to use a battery protect between the MPPT output and batteries for overcharge protection. The MPPT Remote on-off terminal is not being used - the two connections are jumpered together to allow the unit to turn on. I do not have battery temp sensors other than the internal ones in the batteries and do not have GX or VE.Direct. I have VE.Smart networking enabled in Victron Connect between the BMV and MPPT, but this does not communicate battery temperature.
When battery temp decreases < 5C, apparently the BMS drops the allow-to-charge voltage as intended, which opens the BP, disconnecting the MPPT from the batteries. This has only happened at night so far, so the MPPT is off anyway. When the batteries have warmed up and the sun is out, charging does not resume, even though the low battery temp condition has cleared, because Error #38 has occurred in the MPPT ("Input shutdown due to battery over voltage"). I do not know if this occurs when the BP opens or when the MPPT turns back on in daylight - possibly causing a voltage overshoot - but it may not matter. The Error #38 is easy to resolve, but inconvenient.
One of the published potential reasons for MPPT Error #38 is: "The battery is disconnected using a Lithium charge relay connected to the “allow-to-charge” output of a BMS. Consider wiring this signal to the Remote terminal of the charger instead. This shuts down the charger gracefully without creating a voltage overshoot."
This sounds like the fix.
It would be easy for me to eliminate the BP and connect the BMS allow-to-charge to the MPPT Remote on-off. Seems to make no difference whether the allow-to-charge has been denied by the BMS due to low battery temp or overcharge. Is this all I need to do? Before trying this I'd like some confirmation that this is a proper change, given the dealer's original insistence to use the BP. At the time I wasn't smart enough to question why not to use the Remote on-off terminal on the MPPT.
Will VE.Bus BMS disconnect solar charger if it is connected through Venus controller in stead of direct connection between VE.Bus BMS and solar charger? It is 3 parallel Victron MultiPlus 48V, Victron VE.Bus BMS, 2 Victron smart LFP batteries in series, 2 Victron MTTP BlueSolar chargers all connected to Victron Venus controller in heart.
Anyone familiar with the wakespeed ws500?
I’m really struggling to get it going (to no fault of them - I think it’s the alternator shop I’ve been going to might be modifying the alternator incorrectly).
I have a 12V/175A aux alternator. It had an internal regulator but it’s been modified such that one field wire goes to ground and the other is exposed and can connect to the ws500 field wire.
I originally had the negative harness from wakespeed, but with how the alternator is modified now, I believe this is “positive” field regulation, correct?
Should I get the positive harness or can I simply change the alternator so one brush goes to positive and the other is exposed to the ws50?
Have fried the diodes 2x now (ironic given the ws500 is designed to prevent this haha…) and keen not to do it yet again.
Thanks in advance!!
is there a function to show not only min/max values of cells, but identify those cells, too?
Would be great to have the cell nos., e.g. in (), behind the values. Since on Cerbo this values are present, it might be not a very big deal to have this? :-)
Pleased to hear
Here is the mock up of my wiring schematic ...is there someone who can take a look at it and tell me if there is something I am missing? When I connect the BMS Load Disconnect - I get a BMS Lockout Error E7 - I have checked all my wiring and it is as shown ....so I am not sure what is creating the error? DC Victron Wiring .pdf