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 would like to know the best settings for my 50A buck boost and LiFePO4 smart battery LFP-Smart 12,8/150.
First things I changed was within TSConfig:
20: Output voltage from 14,4V to 14,2V (recommended for LFP-Smart 12,8/150)
31: Battery voltage charge protection (10.0V (out) and 20A)
The problem is, that the voltage at my battery (connected at AB from BMS12/200) is at first try lower than 10,0V
50: Converter on/off by input voltage
I tried to reduce the Switch off delay from 1 min to zero (no load from starting battery after switch off).
But this is not working – it’s like pumping (on – off – on …).
1 minute of 50A from starting battery will not hurt – hopefully
Are there more important configurations to change in my setting with LFP-Smart and BMS?
THX for any help
The VE Bus BMS manual states that the pre-alarm terminal on the BMS becomes high in case of an imminent cell under voltage.
Does this pre-alarm also become high with an imminent cell over-voltage?
Currently designing my install for a VW Transporter. I'm a novice when it comes to this, but love to learn as I go. The diagram is what I have so far, a work in progress.
My question at this point is. Do I need the VE Bus BMS when using the Multiplus or will the Smart Shunt be sufficient?
I don't need any external displays and I'm happy to control things via the phone app. Also, I'm aware I'll need a bigger battery for the 12/1200 Multiplus, and I haven't placed some of the fuses I'll need in the diagram yet.
Any input is greatly appreciated!
I have 330w PV panel, 100 20 mppt regulator and 12v battery built with 18650 cells and bms 3s.
Charging input IS 12.6v to 13v.
Thé regulator Never shows more than 20w while Charging. Also, the "battery voltage" in thé main board IS Always equal to thé battery voltage setting even if thé actual battery voltage IS lower.
I have tested with 3s battery without bms, same results, and 12v lead acid battery, same results...
Could thé regulator bé broken ?
I have a Solar installation with LiFePo4 Battery on DC input and Grid on AC input.
LifePo4 works with Bms. If I connect the Vebus BMS to the MultiPlus, I need to add the BMS Assistant.
If I add the Bms assistant, I need to select "no vs switch" instead of "Ignore Ac Input".
Without "Ignore Ac Input", I use much more current from Grid, and too less from solar ! It's uninteresting !
So, I need ESS. But for France, with a MutliPlus v2614-481, there is no ESS Mode without "togrid" mode. So I need to buy a Ziehl anti-islanding system, which is quite expensive for an unknow result. And the main Electricity Provider of France (EDF) doesn't help small producer as me to establish a mandatory contract of buying the "to grid" energy. Well, it's very complicated and I turn in round.
Why it doesn't exist an ESS mode, without reverting to grid ? Because with "Ignore AC Input", we can't benefit some ESS cool function as : "Maintain mode", planning for loading Battery on grid, Bms Assistant, and so on".
I'm so annoyed !
Hello, would it be possible to use the new Lynx BMS with Pylontech batteries? e.g. by utilising the remote on/off pin?
The price of the Lynx Smart BMS is significantly higher that other Victron BMS models. Which applications make this most suitable? I can see the Lynx has a built in shunt that avoids that cost, does it also act as a Smart Battery Protector or is this still needed?
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'm testing turning my three chargers on/off from one of the 123 Smart BMS relays.
The Phoenix Smart IP43 and the DC-DC Orion-Tr Smart have remote control on/off.
Can you confirm that if I apply 12v to pin H it will turn on the equipment and if I cut the 12v with the BMS relay it will turn them off?
Could the H pin of the two devices be connected in parallel with the 12v and turn both on or off at the same time?
Thank you for your comments
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 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?
Although the documentation for the new Lynx Smart BMS 500 is very elaborate, I have a few questions that were not completely clear. Please clarify.
- With the VE.BUS BMS there has to be a Digital Mult Control to adjust current. It was connected directly to the VE.Bus BMS. What is the case with the Smart BMS 500. Can the Venus device be used to adjust current? Does the system still need the DMC? In this case is it connected directly to the Multi?
- The documentation says: DVCC allows the Lynx Smart BMS to control Victron Energy inverter/charger. Does this mean that without DVCC the inverter is not shut down separately as with VE.BUS BMS, only the contactor is opened?
- How does the charge disconnect function work? Does the Smart BMS communicate via the Venus device with the VE.BUS system? Or simply it just opens the contactor and shuts even the loads off?
- How does the current sensing work (like Mains detector)?
- In the schematics in the documentation the Lynx distributor is used for connecting the batteries. Is it advisable to remove the manual main switch from the system completely?
The clarifications are highly appreciated.
Our 100A fuse has been tripping recently and we believe it only occurs when the alternator is charging. The BMS is showing the over temperature LED. I have disabled the alternator for the time being but what could be causing this trip/over temperature? The writing diagram shows it is a 160A breaker but it is 100A.
The BMV showed a peak current of 60A coming from alternator.
I am expecting a shipment of 16x280Ah prismatic LiFePO4 cells. It is my first experience with non-lead acid batteries. I understand that I need a BMS, but there is incredible selection and profound difference in cost between models. I currently have a Cerbo GX which I understand has two data busses, a CAN bus and a proprietary VE.bus. This paragraph is the entire sum of my BMS knowledge, +/-.
I want to find a BMS that integrates maximally with the Cerbo. I'm happy to pay for quality. I don't necessarily need it to be a "supported" solution by Victron, as long as it integrates well. In another group on DIY Powerwalls, Batrium seems to be the most popular name in BMS. Is anyone running a similar system to what I've described, with a Batrium BMS?
What other options do I have? I'm also impressed with REC-BMS, but it's very pricey. A couple other ones I've glanced at are 123Smart BMS, Tiny BMS, Chargery BMS and DIY BMS. Also Daly?
The two most important things to me are 1) safety and 2) integration with my Victron products. This will be a 16s, 48v (although it's not a strict design requirement) LiFePO4 battery with low-moderate current requirements (probably something like a 3000 watt inverter). Thanks for any input!
I am connecting 2x UP2500 24V Pylontech batteries in parallel for use with the Multi-Plus II 24V/3000VA and was wondering if I need Lynx shunt or Lynx power in to do this. Or is the Pylontech internal BMS capable of monitering all of this and communicating with the Cerbo GX.
Below is the details of the setup I will be running. Please feel free to point out anything else I may be missing with this setup. Thank you in advance!
-2x UP2500 PylonTech 24V batteries
-Victron Multi-Plus II 24V/3000VA
-Victron Smart Solar MPPT 150/100 Tr
-6x 370w Trina solar panels
-Victron Cerbo GX and Touch display
I already own a EasySolar 24/1600/40 and i either want to update/extend this setup with a ColorControl for full functionality (higher ChargeCurrent while AC-Loads/Inverter is running) and Lithium Batteries, thus the need of a BMS.
Or, maybe now, definately at one point, i will have a second setup with EasySolar 48/5000/70, but again there is ColorControl inside and i will want to use Lithium & BMS...
so concerning the connections of the components, the setups should be quite similar.
Here is a graphic i made with all connections to be done for the "EasySolar24/1600"-Case, according to the different manuals.
In the "EasySolar48/5000"-Case, the Connections between CCGX, MultiPlus and MPPT should be preconfigured in the way shown above (i guess) (Exept the CCGX"Power in V+").
The questions now:
1. There is a TemperatureSense-Cable coming out of the EasySolar. When using LiFePo & BMS, the TempSense has no use anymore, right?
2. When the BMS shuts the CCGX down in case of undervoltage, will the MPPT be affected through the VE.Direct connection? it would not make sense, but i dont know, what type of data is sent through that VE.Direct cable..
3. In Case of overvoltage, will the CCGX tell the MPPT via VE.Direct to stop charging/ to shut down? Or do I have to setup another connection from BMS "ChargeDisconnect" to MPPT Remote? and if yes, do i need a normal or this inverted remote cable?
4. Last question: in some threads/posts and also in the manuals, there was this information popping up that somehow something cannot be remotely controlled by the CCGX, when there is a BMS in the system, which is the case here. But i could never understand what exactly it is, that does not work anymore. So I dont know if this affects my setup at all? Could somebody explain to me, what this issue is about so i understand if i have to find a work-around or if it does not matter in my application?
Im asking this in advance because i have to do a 10 hour car ride to pick the components up and i dont wanna do it a second time because of one missing cable...
Big thanks in advance for any answer/explanation, also if you see any fault in the setup-graphic.
My 3 phase system build on 6 x MP-II/3000 uses Lithium battery with BMS that connects to the system through 2 signals (4 wires). One signal is for preventing charging the other discharging.
ESS assistant has "2 signal BMS" selected.
Recently I had a situation when battery was discharged down to 20% and BMS sent the signal "charging not allowed". As a result MP-II set the SOC of the battery to 100% and charging mode to float. In reality, the battery was practically discharged.
The reason the signal was sent, was not that the battery was full (obviously), but temperature of one cell dropped below 5C.
Does anyone have a solution to this problem?
After some clarification of the behaviour of the RS when connected to pylontech batteries.
Lithium pre-set is selected which in turn changes the remote mode to BMS, which would be logical.
DVCC is on on the venus device, pylontech detected over the can bus etc...
The MPPT RS shows networked operation as external control and BMS,
yet the RS stays in BMS off mode and will not charge.
Switching the remote mode to remote on/off with the stock jumper installed in the I/O plug enables charging?
I can't seem to find any information anywhere detailing the behaviour of these modes apart from the mention of the VEBus BMS, shouldn't the setting relate to all BMS's?
Designing an all Victron Li system for my Sprinter van. I have a 220 amp alternator and while I know that I may not be able to use half that for charging my house system, I want to be able to use as much as the system will allow. So I got a BMS 12/200 thinking it would allow up to 200 amp charging. Now I see that the input (AB) is limited to 80Amps when using a 100 Amp fuse. That's still a lot, and maybe more realistic about what I can expect but still not 200. It seems installing a larger fuse would allow more, but elsewhere it says this is limited to 80 amps.
And nowhere do I see a table of fuses I can use on the LB side. I have the multiPlus 12/3000 and other loads on the LB side - I want to put a big old fuse in there but how big?
Hello and kind regards
Can I connect foreign batteries on Victron BMS (for example No name batteries or Winston batteries) ?
there are tricks?
I note in the manual for the Smart BMS Cl 12/100 that the Multiplus 3kva must be of 'recent type' with auxillary inputs. I bought my Multiplus 12/3000/120 about 6 months ago. Can anyone tell me if this version is compatible, picture below of the inputs on my unit.
My Multiplus (EasyPlus Compact 12/1600/70) will not switch off when instructed to by the BMS (Smart BMS CL 12-100). My set up is as per below -
I am using the Cable for Smart BMS CL 12-100 to MultiPlus (PN: ASS070200100). I have tested the V output from the load and charge disconnect on the BMS - they are performing as expected (both normally high). But when the BMS changes to load or charge disconnect - the Multiplus stays on. The V on the cable becomes free floating, as expected, but makes no difference to the Multiplus.
I have connected the Cable as per instructions which states - "When used with the MultiPlus Compact 800VA-2kVA models connect the black wire to the middle terminal and the red wire to the right (IN) terminal."
From the Multiplus manual - I have plugged the cable in as per below - black to terminal 2 and red to terminal 3.
I am expecting the Multiplus to switch off when either load or charge disconnect become free floating - but the Multiplus stays on.
Any help / advice would be appreciated.
As per the topic, this product is listed in the victron product page, yet can find absolutely no evidence of it out in the real world.
Hi! I've been searching here, but haven't found any discussion around this question.
I'm looking at setting up a large lithium house bank on a boat (800Ah) to drive both DC loads and a multiplus inverter and a VE.Bus BMS. I understand that the BMS should be able to switch the load off under certain conditions. The suggested route is to use a BatteryProtect, and the remote option on the Multiplus.
Switching the Multiplus seems straightforward, but switching the large DC load less so. Max DC ampacity for the load is roughly 600A, although the highest current draws are very intermittent — windlass (100A), electric winches (200A x 2). Even so, my understanding is that I need to switch everything off when indicated by the BMS.
The largest constant current ampacity I see for the BatteryProtect is 220A. While some loads are intermittent, when in use, they may be used for minutes at a time, so I think I must remain within the continuous current rating for the Battery Protect.
What's the best way to switch this DC load?
I've considered paralleling several BatteryProtects, both on the load and on the signaling circuits, but I'm currently leaning towards a 600A contactor with 4000A surge rating, despite the appearance that the signal from the BMS will likely need to drive a relay to provide the necessary current to the contactor.
[image]I have just finished an install of Victron Lithium Batteries. I have multiplus 3k 120v which I have programmed the assistants. The BMS is powered by the start battery. When I power on the lithium’s I get a red led indicating over temperature. My batteries both are within range temperature wise and n o alarms. I am afraid to keep commissioning as the next step is to run the alternator which I don’t want to do until I understand the Red led light.
I would like to request your help regarding setup of a Skylla IP65 12/70 1+1 connected on VE.CAN to a intelligent BMS.
A REC-ABMS is issuing CVL, CCL and DCL data (respectively Charge Voltage Limit, Charge Current Limit and Discharge Current Limit). Data appears correctly on a GX display.
The Skylla is also connected to the GX display and data appears ax expected on the same GX display.
I would like to configure the Skylla so it follows CVL and CCL values. I have enabled the BMS Present feature (#31) but this lead to the following error after apporximately 10s : "error 67 : BMS connection lost".
I would be very grateful if someone could help suggesting the setup necessary to get the Skylla to honour the CVL and CCL data.
How´s got the BMS parameters? In order to implement my software to the victron system? CERBO GX
I have a boat where I am installing Victron Smart Lithium batteries ( 2 x 200 Ah). I have a Smart BMS CL 12/100 to manage the charge sources ( MPPT 100-50 + and Phoenix IP43) plus loads ( Smart battery protect 12-220)
In all diagrams, input of the BMS is connected to the alternator and the starter battery for power. However, in my case, the output of the alternator is connected to a MOSFET battery splitter , which feeds the service battery, the starter battery and the bow thruster battery from three separate outputs.
Since BMS CL 12-100 takes its power from starter battery connected to the input port, due to the battery splitter, the starter battery will not provide power to BMS unless alternator is running. This means BMS will not enable the chargers and the Battery protec, thus isolating the batteries.
My solution is to have a cable from lithium batteries connected to the alternator input of the BMS with a diode. This configuration did work in my test setup. But I need to get a confirmation that it will not cause any issue before wiring the boat.
Will this cause an issue when the alternator is running
as per the title i am trying to configure a Rec ABMS with VE CAN to control the allowed to charge / allowed to discharge settings of the Multi.
I have tried adding the VE bus BMS assistant but this give me a flashing low battery light on the Multi.
i have the ABMS working as a battery monitor in the Cerbo but the Multi is not seeming to be working with it.
is there something I am missing is this a supported function to control via VE CAN or do i need to use 2 wire BMS and wire the relays