I’m running a ESS system with new Multiplus 2 48/3000 And a MPPT 150/35 with VEdirect. It has 2-wire bms on it which all works fine. But when the multi is switched off or disconnected by loose cable or something the MPPT goes from network controlled to standalone and won’t stop charging. before I had an multigrid2 and everything was running well, when multi disconnected the MPPT stops and I get a warning ‘no bms’. Already updated everything, but how do I get the MPPT back to ‘bms controlled’?
Can the load disconnect on the VE BMS manage (2) Solid Switches?
I've got an Orion-Tr Smart Isolated 12/12 30 and ve.bus BMS. I'm using the Orion to charge my LiPO4's via my Sprinter's alternator.
I've got a small issue I'm hoping I can get some help with. I'd like to control the Orion's charge state in two ways. Engine ignition and BMS charge disconnect (for battery temp protection). Page 7 of the Orion's manual has a diagram showing how to hook up the BMS in conjunction with an ignition switch, but there's conflicting information. The close up in the diagram and overview are opposite.
Image below. Which is correct? Left or right diagram? BMS charge disconnect into L or H?
Thanks guys! I appreciate it.
Anyone have any ideas or perhaps experienced something similar?
The charge disconnect / load disconnect terminal row on the ve.bus BMS seems super janky to me. Even using ferrules, the release tabs are super hard to press since they're nearly entirely covered by the plastic cover. It's very easy to get the tabs to latch under other components, like the nearby LEDs, which prevents them from popping back up and holding the inserted ferrule firmly, resulting in intermittent loss of connection. On charge or load disconnect, this can completely disable loads or charging.
Does anyone have tips on using this connector in a way that's reliable? Is there a special tool for inserting ferrules? What am I missing here?
Why did Victron cheap out on this connector, rather than use the normal screw terminal adapter blocks on pretty much every other product?
I have a Cyrix-Li-Charge which I am trying to get working with a VE Bus BMS charge disconnect, and a Victron SmartSolar MPPT 75/10 solar controller. I also have an alternator I want to connect through the Cyrix-Li-Charge, but I am just trying to get the solar working first.
This is all exactly as these components are shown deployed in the example system diagram here:
That diagram was the basis on which I designed my implementation. I assumed it was all supported as depicted.
I can't get the Cyrix-li-charge to close the connection and allow the charge current to flow.
I had thought that the li charge unit just did what the BMS charge disconnect wire told it to do, but on reading the documentation more closely I see there are other conditions, such as over or under voltage. It says it won't connect if voltage is less than 13.7. Is this the cause of my problem? At the start of bulk charging, it takes a long while, definitely more than 10 minutes, to ramp up over 13.7v. But if it isn't connecting with the battery, I think it never ramps up the voltage. Correct? Seems like a potential chicken and egg catch-22.
When I contacted my Victron distributor from whom I purchased the Cyrix-li-charge for help with my installation, he told me he has never been able to get it to work and does not recommend or support them. He just sells them I guess. He says when he has asked Victron about this, they just say to use a Battery Protect in the reverse configuration (solar as "IN" and battery as "OUT"
This is a little frustrating to hear from the dealer who sold me the product that it won't work and he won't help me to get it working.
Should it work?
What support or warranty recourse do I have given that the dealer won't support it?
I am dealing with a van upgrade that has a single existing 110 Ah LiFeP04 battery. The system will be upgraded with multiplus, smartsolar mppt, orion, cerbo
The target is to have a 200 Ah battery system and we are currently considering several options.
- Adding one 110 Ah battery. (The state of the current battery os unknown)
- Replacing the system with 2 x 100 Ah batteries (Space is limited and we would like to avoid this solution)
- Replacing the system with 1 x 200 Ah. (Preferred solution so far)
If we go we option 2 or 3, I was wondering if there is any way to re-use the old battery even if amp and size are not the same? Could it somehow be hooked up to the system without reducing the performance of the new battery(ies)?
Interested in thoughts regarding Victron batteries with external BMS vs integrated BMS batteries like Battle Born or Victron.
Thanks for Steve Mitchell for his detailed information on a Victron system install.
Have a 2001 Beneteau 361 upgrading from the original Xantrex Freedom 20 to a LiFePO4 & Victron system.
What do you 'lose' or 'gain' by going with the integrated BMS batteries (Battle Born) vs the Victron with external BMS?
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'm trying to use a Battery Protect to switch the ignition input on an external voltage regulator, to disable alternator charging. According to the Victron manuals, if I connect the ve.bus BMS load disconnect to the battery protect remote H/+ terminal, then the Battery Protect should disconnect when the charge disconnect line floats.
I've programmed the Battery Protect to mode 0-C — the lithium mode.
I'm trying to test to make sure this is working, but when I disconnect the BMS charge disconnect from the Battery Protect H/+ terminal, the relay continues to remain closed, and I have full voltage on both the input and output for the battery protect.
Can someone provide some suggestions?
I have upgraded an exiting system with 2xLiFePo4 12V/100Ah, Phoenix Smart Charger 30A, and VE.Bus BMS by replacing a the Smart Charger with Multiplus 12/1600/70.
Because the existing system was wired without the VE.Bus BMS mains detector, and because the main detector can apparently be purchased only as part of full VE.Bus BMS package, I am trying to understand what exactly are the cases where the mains detector is needed.
From the VE.BMS and Multiplus documentation I understood that when the BMS disconnects the battery, and disables the Multiplus due to low voltage alarm, the charging will not restart automatically when AC is plugged in.
Yet when I tested this now twice, by slowly discharging the batteries until BMS disconnects them, and then plugging in the external AC, the Multiplus always started charging after several seconds automatically.
Could you please elaborate what exactly is the mains detector for? And whether I really must install it and buy a new VE.Bus BMS package?
Or alternatively, anybody who has one lying around for sale?
Our yacht is set up with 400 AH of lithium batteries. The batteries are charged using 800 watts of solar power through a Victron 100/50 MPPT. I have recently installed a REC battery management system. My plan was to monitor the batteries using a Victron ccgx. Unfortunately the Ccgx won’t recognise the REC BMS. As my MPPT is only a 100/50 model am I required to first of all power the VE Can network with the VE Can power cable. Would appreciate any help please.
Is there any configuration or assistant that can be applied that will allow for a remote switch off of the MultiPlus when used with the VE.Bus BMS and Cerbo GX. I know that in this configuration a DMC will allow this to happen, but I really do not want yet another panel to install (cost and space). I had hopped that a switch between the Left and Middle pins of the remote switch on the main board would work, but no luck. I am sure at some stage the ability to turn the inverter on and off through the Cerbo will be available, just as it is when no VE.Bus BMS is used.
My reason for asking is that when I leave the boat the MultiPlus, even with AES applied has been the biggest parasitic load causing a drain of 158Ah in just a week. Having turned the Multiplus off at the switch on the front the parasitic load has dropped to just under 0.2A. With the Multiplus on and in ~AES Search mode the system was drawing between .4A and .8A, occasionally going as high as 1.2A.
OK, I know I can turn the inverter off on the front panel, but that is a pain due to it's location.
Due to Space limitations i have to install max. the Multiplus C 12/1600. I use the diyBMS, a RaspberryPi with Venus OS some SmartSolars and a SmartShunt.
I have seen, that there is a way to connect 2-Signal BMS to a Multiplus 3000 and bigger. As the 1600 does not have a AUX input, can i use another device? e.g. Temp sensor of the Multiplus for OVP and the Aux input of the SmartShunt? Or ist there an alternative way of connecting my BMS to the Multiplus?
I would like to connect my alternator and smart solar mppt controller to the start battery and then to the alternator/start terminal on the BMS CL 12/100. This is on a 30 ft sailboat and I don’t run the engine enough to ensure that the start battery is kept charged so this configuration would ensure that the solar charges the start battery before the house bank.
i would also like to know if the BMS CL 12/100 would work in the above scenario with non Victron LiFePO4 batteries (i.e. battle born or re-lion)
I'm designing a system for a marine application using two or three 200Ah Victron Smart batteries. I have a MultiPlus II Inverter/Charger, two Smart Solar controllers and a variety of low amp DC loads. From the research I've done, it seems the best options are the VE.BUS BMS or the Lynx Smart BMS. The Smart 12/200 was a contender but the 200A current limit took it off the list. That said, the Lynx looks to be the best, comprehensive solution but the price is also very high.
Can you please tell me what other components I will need with the VE.BUS BMS? I read I will need a battery protect for the DC loads but what about the charging side? How will the BMS shut down the solar chargers or the Multi one the cells are at the max level? I also save the CerboGX installed, can this be used for this function or do I need additional hardware? Thank you !
Hello. Does anyone know if the https://www.victronenergy.com/cables/ve-bus-to-bms-12-200-alternator-control-cable
will work with the Smart BMS CL12/100?
I already have a VE.bus BMS connected to my Multi 3k, and would like to use only the current limiting functionality of the BMS CL12/100, and not have it connected to the Victron lithium battery bms cables.
I'm looking to build a 48v battery bank using 3.2v 420AH lithium batteries, which will be 840AH in total. I was thinking to connect each 2 batteries in parallel and then all 16 pairs in series
From the manual VE.Bus BMS can handle up to 1500AH
How many batteries connected in series does VE.Bus BMS support?
Hi all, I asked this question in anther thread as part of a larger issue but think it may be best to be a separate topic as I cannot be the only person with this question.
I have a REC Q BMS which I opted not to buy the pre-charge relay for. There is no documentation on how to wire the contactor to the BMS w/o the pre-charge circuit.
The pins on the BMS which the pre-charge relay would connect to are labelled "emitter" and "collector". I know these are legs of a transistor and doing some research, it sounds like the current flows through the collector, gets amplified and sent out the emitter. In this application, do I just feed the collector with +24v from my battery pack and drive the contactor from the emitter output? Will this just act as an open/closed circuit when the BMS wants to open/close the contactor?
Do I need an additional relay in between the contactor and BMS and NOT drive the contactor directly from the output of the emitter?
I wish there was better documentation on this. I'm leaving for a trip on Thursday and this is one of the last pieces of my puzzle. Any help from anyone familiar with the REC BMS products would be appreciated.
Hello, I have a Multiplus 2000/12 connected to a single Battle Born Lithium battery. Every now and then when I turn the Multiplus on (using on/off switch, not the hard switch on the Multiplus) it trips the BMS on the Battle born. Then I have to disconnect the battery and reconnect to reset the BMS. I have no idea what is causing this. This usually starts happening when I turn off the power to the Multiplus without turning off the Multiplus first. Then it starts this vicious cycle of tripping the battery every time I send power to the Multiplus. I have checked all the wires and everything is tight and isolated. It almost seems like something is bad with the Multiplus or Battle Born. Both the Multiplus and Battle born are brand new. I haven't even started using the Inverter yet just the charging.
I did fire up the inverter on a test run and the buzzing was really loud (normal?) and then it too tripped the BMS after 2-3 seconds.
Thanks for any help. I live in Colorado and I can't find anyone I can pay to come and help figure it out. It seems even the distributors of Victron don't know how to service them. Also, I have had Victron pros in this community validate my schematics, but happy to post again.
I have a Smart Solar 150/100-Tr VE.Can connected by VE.Can to a MG Energy Master LV (With 2 x 200Ah HE batteries) and a Color Control GX. There is also a Multiplus 24/3000/70-16 connected by VE.Bus on the same system.
I'm having an occasional 'Error 67 - BMS connection lost' from the Smart Solar but I have unfortunately been unable to pinpoint what exactly is causing the issue. It never happens when the solar is isolated but randomly when solar is generating. It does not automatically recover unless I clear the issue by isolating our solar panels and reconnecting. Is this a known issue with Smart Solar VE.Can variants? Details are below. Many thanks!
Smart Solar 150/100-Tr VE.Can Firmware v̶1̶.̶0̶3̶ v1.04
MG Energy Master LV Firmware v1.22
Multiplus 24/3000/70-16 (230VAC) Firmware v469
Color Control GX Firmware v2.51
I'm in the process of setting up a 3-phase system utilising 3 x Quattro 15kVA, Cerbo GX with touch 50 GX interface. The batteries used are 4 x BYD LVL 15.4 modules. The BMU connects to the BMS Can interface connection, using the Type A Cat5 cable, with a termination plug.
I'm at the point of setting up the ESS Assistant within VE Configure 3 where asked to specify the Battery System.
The two options as I see it are the with two-signal or "with other type BMS".
Where in Victron literature can an answer be found, as the technical data on the LVL is scant.
We are swtiching battery bank from BYD to Pylontech, and under "System setup" page of GX50, the name still shows BYD, not change to Pylontech. And under "Device List>Device", it shows connected "YES", does anyone who can help?
Hi I'm using a 3kVA Multiplus with an inverter generator attached to AC input, smart lithium batteries, BMS, MPPT 100/50 and the BMV712. I would like to tie everything into the CCGX.
The CCGX manual suggests powering the CCGX from the load disconnect pin of the BMS.
Assuming I do that, and the BMS senses a low cell voltage, the CCGX will be disabled and the inverter will be disabled.
From the CCGX manual I understand the deadlock that can arise in this case
My question is, when low cell voltage is triggered by the BMS with a CCGX connected to the Multiplus over VE.Bus, if AC is applied to the AC input of the multiplus, will the VE.Bus AC detection module connected to the Multiplus enable the Multiplus to charge the batteries?
This is the section in the manual I am referring to:
When the CCGX is used in an installation with a VE.Bus BMS, connect the Power in V+ on the CCGX to the terminal labelled 'Load disconnect' on the VE.Bus BMS. Connect both negative leads to the negative stub of a common Battery.
A Cautionary word about Powering from the AC-out terminal of a VE.Bus Inverter, Multi or Quattro:
If you power the CCGX from an AC adaptor connected to the AC-out port of any VE.Bus product (Inverter, Multi or Quattro), then a deadlock will occur after the VE.Bus products are powered-down for any reason (after any operational fault or during a black start). The VE.Bus devices will not boot-up until the CCGX has power ...but the CCGX will not boot-up until it has power. This deadlock can be rectified by briefly unplugging the CCGX VE.Bus cable at which point you will observe the VE.Bus products will immediately begin to boot-up.
Hi Forum. I'm in communication with BMS manufacturers about how best to configure 32 prismatic cells for a marine application. System voltage of 48 although the vast majority of loads are 12. Redundancy is important so we are thinking about qty. 2 16S1P strings with DC-DC converters isolating each string. Are there any examples of such Victron configurations in the wild that I can study ?
currently i own a Fronius Solar Battery 12. Yes i know the Fronius Battery is in a different voltage range than the Victron. But just take a few considerations:
1.) The Fornius Battery consists of 8 time Sony IJ1001M (Battery Module) and 1 time Sony IJ5001C. All battery modules are connected in serial configuration to reach the voltage as used by the Fronius Symo Hybrid.
2.) The Murata Sony Fortelion System is using nearly the same. Up to 16 times Sony IJ1001M in parallel connection and one Sony IJ1002C or IJ1004C. And with this configuration the Sony system is in the range of Victron and is already for sell from a specific dealer in germany.
So my plan is to change the BMS from IJ5001C (Fronis-Sony BMS) to IJ1004C (Murata-Sony BMS) and reconnect all currently installed IJ1001M to the correct configuration as for the Murata-Sony BMS. Connect these batterysystem to 3 times Multiplus II one Multiplus with GX and connect the Multiplus GX with CAN to the CAN of the Murata Sony BMS. Also the Fornius Symo Hybrid will be reconifugred to MG50 setting an connected directly to the AC-Load side of all three Multiplus II inverters.
From my point of view this setup should work, but is there a pinout for the correct connection between the GX CAn RJ45 connecter and the DB9 Sony CAN connecter. Yes i know the pinout of the GX but has anyone the correct pinout for the Sony side? And is the Sony battery now officially supported by Victron? No it's not on the battery list, but there is a new Venus OS Version where the Murata Sony BMS is mentioned in the relase notes?
Thanks in advance,
I appreciate that this question may come down to preference, but I would greatly appreciate anyone's input on this if possible. My dad and I are currently installing the VE setup I've purchased for my liveaboard, which includes:
3 x 100ah Lifepo4 batteries
1 x Multiplus 12/3000/120
1 x BMS 12/200
1 x BMV 712 shunt
2 x Power In Bus bars
1 x Cerbo GX & Monitor
1 x Standard 105ah lead acid starter battery
The Victron setup above was recommended to us by the agent who I purchased it from. Since then we have done a good bit of research on the Victron setup, and we are now questioning whether the BMS 12/200 is the best option for our setup... Would anyone recommend the Smart BMS CL 12/100 and or the VE.Bus BMS along with the Cyrix Li Ct?
The Smart BMS does not appear to limit the current draw of the house batteries which the BMS 12/200 does appear to do. The Smart BMS also appears to offer better protection to the starter battery..
Can anyone weigh in on their experience or opinion of these BMS options?
I can't find a lot of detailed information on the Smart BMS CL 12/100 and was hoping for some insight on how I've applied it to my system. The main reason I wanted to use it was it provides more amperage than the Orion.
(I have yet to add wire size, fuses and breakers to my diagram)
Any help, insight or suggestions would be greatly appreciated.
(Van is a MB Sprinter, 2 x 200ah Lithium Victron Batteries, BMS is connect directly to start battery)