I monitor the voltage at my batteries in addition to the VE Bus voltage. All other voltages are fine but I am occasionally getting the Low Voltage alarm on the VE Bus. I'm trying to understand where this voltage is monitored so that I can isolate the issue.
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?
Is the DMC GX still required for systems with a Ve.Bus BMS for changing the input current limiter?
The CCGX manual suggests that the DMC GX is still required if you have a Ve.Bus BMS:
[image]We have a Victron Multiplus 12 800 35. And the BMS came with a little dongle called the VE.Bus Mains Detector. I understand what this device is means to do. But the manual is only for the larger Multiplus models. I'm assuming that I attach the UTC cables together, that's easy. But the positive and negative cables (1 set-the other we will cut) will just go into the AC in 'plug' along with the AC in wires? (so that they are clamped with a screw together--see image)
Did I get this right?
A client's system has this strange behaviour when battery voltage is low.
Battery BMS voltage and current are stable but VE.Bus voltage and current are up and down like a yoyo. These two graphs should be exactly the same if I'm not mistaken. In this period of about half an hour, I received about 200 VE.Bus Low Voltage problem and recovery emails from VRM Notifier. I watched the system in realtime yesterday and saw VE.Bus DC voltage spiking as high as 60V and as low as 41V in a space of a few minutes but BMS voltage was stable.
The system is single phase consisting of a Quattro 10kVA with 24kWh Blue Nova battery and a 10kWp PV array. Conditions have been cloudy for a few days so SOC is around 50%. The system runs on ESS.
Any help will be appreciated.
Has anyone else encountered an issue with CCGX losing one of the VE-Direct ports ? Seems like it happened overnight 2 days ago, and the night was pretty uneventful at a very calm mooring.
I tried swapping the cables on port 0 and 1 and the #1 connector seems fine. Tried a firmware update to a beta image "just in case" but no improvement either.
Any other smart idea to fix the issue ? Or shall I reach out me reseller 600km away for warranty ?
If anyone from Victron sees this, VRM id is fc6947c33374 and remote support is enabled.
Recently my BMS disabled charging due to low temperature (at approximately 2021-03-17 0710 hrs) and as a result the batteries fully discharged. When I realized this, I raised the temperature to the point at which they could charge, but the Multipluses would not charge the batteries. The VE.bus BMS was not preventing them from charging the batteries and yet the inverter-chargers showed "off" on my Cerbo GX.
I tried completely shutting everything down and disconnecting the batteries from all loads and then powering it all back up multiple times, to no effect.
What I thought might be happening is that there was some kind of internal "minimum charger restart voltage" that was not being met since the batteries were down to about 11V. So I hooked my truck up to the trailer and used the 7-pin auxiliary power circuit (which is wired to an Orion 12/12-18 charger) to charge up the batteries. Several hours later (at approximately 2021-03-18 2023 hrs), when the batteries hit about 12.9V, the Multipluses started back up and began charging the batteries. Now everything appears normal.
Can anyone explain this behavior? Specifically, why didn't my Multipluses start charging the batteries once the VE.bus BMS allowed them to as a result of the batteries exceeding their "minimum allow-to-charge temperature"?
Here is a link to the error codes (which I cannot find in any of the VE.bus or Multiplus documentation, Victron Toolkit, etc.) that the Multipluses were flashing while the problem was occurring:
Here is a link to my VRM portal:
And here are a couple of screenshots of my inverter and charger configuration. Thanks in advance for any assistance:
I am installing a Multiplus Compact 12/2000/80 on my boat, with the Digital Multi Control 200/200A Panel.
I would also like to have more access to the inverter settings via Bluetooth - so I was considering installing the VE.Bus Smart Dongle.
My understanding is that the inverter already has a temperature sensor that will be installed directly on the battery negative. The VE.Bus Smart Dongle also provides temperature (either through the unit itself, or with an optional temperature probe).
My question is this: If I install these units together, which temperature will the inverter use? The VE.Bus Smart Dongle temperature, or the temperature supplied by the inverters temperature sensor?
Also - any other gotchas or subtleties I might not be aware of with the inverter/control panel/smart dongle setup would be good to know!
Thanks in advance.
I've got a three-phase ESS System with 3 Multiplus-II and an Octo GX as Controller. It works for two years, sometimes I had to reset the system, but what's perfect.
Last Month there was an dramatic increase of different VE.Bus Errors.
One Multi with the Octo works well, all Three Multis on the Bus leads to VE.Bus Errors after few Minutes.
I've Oszillographed Pin 4 and 5 of the VE.Bus of each Multi without any Cables attached an found big differences.
What are the Specs of the VE.Bus. I'm working since 30 Years with transmission system and I've got a Degree in Electronics, but my Dealer want's me to send him my whole equipment.
Anyone here to interprete my measurements?
perfect Rectangles look different, but especially the Signal of the third Multi is only half of the other two above.
After switching off AC and DC I measured the resitance between Pin 4 and 3 (ground) and Oin 5 and 3.
It was always 14 to 15 kiloohms, only on the third Multi with the weak signal it was pin 4 to 3 only 76 Ohms (no kilo!)
I think it is enough to give this Multi closer observation, only attaching it to the Octo works, the Errors occure lnly with more actice Devices on the Bus...
Just wondering if anyone can give a valid reason why the CCGX cannot connect to the 'remote' terminal on the VE Bus on the BMS. It says in the BMS manual to connect it to the Multi. But when I have tried it out everything seems to work as normal and I can even see the Multi on the CCGX as it is connected on the "multi/quattro" terminal of the BMS. The only thing that seems to happen is the 'Enable" light goes off on the BMS. Just asking out of interest and because the Multi is a much longer run through the boat and I had forgotten to do it when I ran the other one.
I have a new 1600ah lithium installation. It has a multiplus 24/5000, multiplus 24/4000 and a Phoenix inverter. I cannot get them all to work/communicate with each other over the BMS VE. Bus network. I have updated all the firmware and changed all devices to BMS assist
I put in a 12/200 BMS and added 2 batteries, 1 a 90aH and 1 a 100aH after some interesting advice that they were compatible. Now they are not entering absorption and seem to be overcharging. the 90aH did enter absorption when it was alone, but hasn't since adding the 100aH. I've been told that the 12/200 BMS is the wrong BMS for the system and that a VE BUS is the correct BMS. I have an EasySolar 1600, 100 amp alternator, monitor is a BMV 700 + dongle.
I'm going to remove the 2nd battery tomorrow and see if I can get it to to enter the absorption phase again. Is the 12/200 suitable?
Hi at Victron
I'm wondering why the VE.Bus (e.g. CCGX to Mulit-II) is not terminated any longer (while it was in the earlier implentations. While using EIA-485 it should be terminated (e.g. ISBN 978-3-8348-0425-9 or https://en.wikibooks.org/wiki/Serial_Programming/RS-485#Termination) on both ends of the chain preferable active (on longer connections) or passive (very similar to CAN). As most specs it will work even when it is not connected as long as the load is low and the cables short so reflections on the two ends are not excessive.
But why did you stop using (passive I guess) Terminators?
I have 3x multiplus 24/3000 connected in a master/slave config with VE-bus. Making 3-phase 400V. Out of 1 phase or 24V battery. Worked fine for years. Now I get error codes when switching from mains to battery: E4, E3, E1. Quite random. And obviously system fails
One (I think slave) unit makes a lot of rattling noise. Or sometimes a somewhat slower tick, tick tick (half a second interval)
Cleaning UTP connections or even replacing them helped me in the past, but not this time.
Is this a dead machine or is this fixable?
And if not fixable, can I replace 1 machine? Are 12-15 years old..
ich habe 4 Smart Batterien in Reihe über eine BMS angeschlossen. Diese sind mit dem Quattro und dem Can VU GX verbunden. Auf dem Display kann ich alle Daten sehen aus die Ladung der Batterien, was muss ich einstellen um dies zu sehen?
The blue power control doesn't "see" the multiplus anymore. I am using the EasySolar 48V which includes the color control.
Used to work, not anymore.
On the blue power control it say's: "no connection"
I checked already:
- power is OK
- tried another RJ45 cable
- jumpers are set correct (J2)
- correct Bus is used (VE.Bus on the blue power control connencted to the color control VE.Bus)
- color control firmware is the newest: V2.6
- multiplus firmware is the newest: 430
What can I do? Thanks for your help!
I am getting Low Battery warning at a voltage that is different than configured in the settings. The pre-alarm is set to 10.9V, the ESS assistant is configured to do a cut-off at 12V@0.005C, yet, I am getting alarms when voltage drops below 12.25V at a much higher discharge rate. The battery monitor Voltage reading = VE.Bus DC Voltage reading so it doesn't look like a cabling issue.
What am I missing?
I am using VE.Bus firmware 465.
I have a multiplus 1600. The manual states that I can easily make adjustments using a VE.Net panel and a converter. I do not have those. Where could I buy them from? The Finnish resellers are not serving individuals, they are wholesale. I cannot find these products online, but perhaps I do not have the right keywords or the SKU...
I just would like a panel to display the multiplus status and adjust the charging current occasionally, nothing fancier.
I'm using three Victron Quattro 48/10000/140-100/100 installed in parallel. Each of them are connected with self-made UTP Cat 5 cables in daisy chain configuration. When I tried to connect the inverters from VEconfigure, the software says "MK3 detected" but after loading for a few seconds, an error message appears which says "error during communication". Any idea what the problem is and how I can solve it? Thanks.
I have an old Phoenix Multiplus 24/3000/70 with family group 18 according to the documentation. Microcontroller sticker says "1812144.HEX". Is there a way to upgrade the firmware to a newer version that supports VE.Bus? I know the microcontroller is not compatible with firmware version 4xxx and newer.
I have a MK3-USB.
Over the last year, I've had three different Quattros installed with my LiFePO4 off grid system:
Quattro 48/3000/35 120V,
and just today, a new Quattro 48/5000/70 120V.
I can make none of these Quattros charge my battery at their rated values (200A, 35A, 70A respectively).
The new Quattro 48/5000/70 120V is the latest example of this. When it is started up, cold, it ramps from 0A to 61A, but it will never attempt any higher. Shore current limit is set to 50A, and this is a 53.5V battery that is being charged, so there should be 50A * 120V / 53.5V = 112A of shore capacity.
The battery in this case is well below the absorption threshold, and the Quattro is configured for maximum charge current (70A) in VEconfigure.
The ambient air temperature around the Quattro is roughly 10C today.
The delta between the Vsense pair and the charging cables is 0.20V at the peak 61A charging, so the stated 1.0V maximum delta is not being reached. (Calculated cable resistance is 5mOhm.)
It even takes the Quattro a few minutes before the fan spins up to cool the unit. At no point will it attempt its rated value.
I observe a slightly different, but similar, phenomenon with my 15KVA unit. That unit is rated to 200A, and when it is cold and enters bulk charging, it will begin at 190A for about four minutes. It then drops suddenly and in a characteristic curve to a stable charging current of roughly 150A, which is only 75% of its rated value. A sample graph of the charging current is here:
In summary: my units don't deliver their rated charge under any normal conditions, and I can't figure out why. Is this simply what we should expect in terms of performance from these units? Should I consider returning the Quattro 48/5000 120V since it will seemingly never even attempt to charge at 70A?
I have a Color Control GX controlling two MultiPlus 24/3000/70s in VE.Bus single-phase. When I try to dial down the input current limit, it only goes as low as 15.5 amps...how do I get it lower? Do I need to do something in VE.Configure? I notice for each individual inverter lets me go as low as 6. I've read something about PowerAssist limiting how low a VE.Bus setup can go, how do I configure that?
This problem has been happening to us relatively often in our sites for the last 3-4 months. At least 5 or 6 times, each time of different systems. Suddenly the Venus GX lose communication with the inverters despite the inverters are running and powering the load, there is no data on the remote console on the inverter side
How to solve the issue is quite simple, we reboot the Venus GX and straight away there is data on the console. So, seems like the problem is on the Venus device and not on the Inverters
Obviously, this is not something we can do manually every time that there is a problem and if there is no signal on site, there is no way we can solve the issue so I hope this issue is addressed on upcoming firmware updates.
All these GX devices are running v2.60 and the inverters on which this have happened were running different firmwares 475 and 430.
Is there any kind of watchdog feature that could reboot the Venus if it is not seeing data from the inverter? if there is not, I think that would be an interesting feature to add on. I am seeing this feature on the GX manual but I dont think this is what I am looking for:
Could this be a hardware issue? If we upgrade to the new Cerbo GX that has a more powerful CPU and more RAM, would it be less likely to get this crash? or might it be a pure software issue?
I want to use this as a voltage regulator for my alternator but I'm using a none victron bms. I've seen on another post that the red cable is a 12v constant on. What voltage will I need to put onto the yellow wire to activate the cut off circuit. I think it's voltage on for switch on and voltage off for switch off. Just how many volts does this yellow wire need?
I am trying to protect my alternators while charging lithium batteries. I have seen this document:
This states that if using the mentioned cable the BMS 12/200 can be used as a current limiter. in this video: https://www.youtube.com/watch?v=ZyIJRjJtCR0&t=197s it is mentioned that up to 200A can be used.
I do not have the VE.Bus unit. Can anyone explain to me what voltage or signal that is supposed to be sent through the mentioned cable. It looks like the red wire is 12V + , but what is to be sent through the yellow cable, connected to the charge disconnect port of the VE.Bus.
I have a job existing with 3 MPPTs connected with a Cerbo GX and need to add in a shunt.
Reading the online manual for the Cerbo GX it only supports 3 ve.direct devices due to cpu power limitaions, but my supplier said a 4th one running off the usb to ve direct will work.
The lynx shunt is too exspensive and not practical here. Should I get the depricated vbc ve.net shunt or go for the 4th ve.direct to usb connection?
"The listed maximum on the `Performance` section in above table is the total connected VE.Direct devices such as MPPT Solar Charge controllers. Total means all directly connected devices plus the devices connected over USB. The limit is mostly bound by CPU processing power. Note that there is also a limit to the other type of devices of which often multiple are connected: PV Inverters. Up to three or four three phase inverters can typically be monitored on a CCGX. Higher power CPU devices can monitor more. "
Or am I interpreting this note incorrectly?
Habe hier den Cerbo GX, den MPII über VE.Bus damit verbunden, und zur Programmierung des MPII einen MK3-USB.
Kann ich im Betrieb den VE.Vus-Anschluß des beispielsweise MPII aus dem Cerbo ziehen und in den MK3-USB stecken?
Vermutlich gibt es hier zwei Gedanken: Technische Möglichkeit - ja/nein, und Sinnhaftigkeit unter Beachtung der Steuerung, da der Cerbo ggf ohne die Verbindung diverse Parameter nicht mehr kontrollieren kann und es dementsprechend zu Störungen kommt...?
I am remote so cant fully debug or investigate so need to understand if my understanding is correct. I believe that the VenusOS will provide the Solar Controllers charge enable status through VE.Direct or CanBus.
When I look at the settings it shows BMS Control as disabled. See below.
However the VE.Bus BMS is reporting "Allow to charge" and "Allow to discharge". See Below.
I would therefore have expected BMS Control to be Yes. This is driven by the dBus path
"com.victronenergy.system/Control/BmsParameters" within by dbus-systemcalc, but cant track down how it then sets within.
If using the Ve.BUS and having the "Allow to charge" and "Allow to discharge", should the BMS control be yes?
I have an existing application which 'talks' to a Multiplus Compact inverter through an MK2 interface. I now wish to connect up Pylontech batteries UP2500. This requires connection of a Venus GX to the same VE Bus that hte MK2 currently uses.
I noticed from the documentation that the VE Bus is an RS485 bus capable of daisy chaining. Also, the devices on the VE Bus are addressable. Is it possible to connect both the MK2 and the Venus GX to the VE Bus of the Multiplus Compact at the same time?
Thanks in advance
Hi there community,
I am having a hard time to figure out what product/service/connectivity option I need. While VE is remarkably providing very good documentation about the product line and the associated services, I find it difficult to connect the many dots and get a clear, high-level perspective.
I just bought a Multi inverter/charger (800VA) that comes with a VE.Bus port. I read I can connect to it in several ways: the MK3 USB dongle, the MK2 RS-232 one, some GX devices, some digital monitors and so on. Then there's Venus OS and I could even write my own monitoring panel/software. Impressive (and that's why I chose VE in the first place).
The problem is that there's so many choices I can't easily find what I need. Ok then, what do I need? Thanks for you question :-)
I need a way to interface to the Multi 800VA (via VE.Bus) AND a way to extract the available information about the system (AC/DC usage, battery status, power absorption and the like) and to display them in some way (a Raspberry Pi or an old android tablet, for instance). I understand I could use the MK3 USB dongle to do that but then I'd like to do the same with the solar charger I'm planning to add soon (VE as well) and maybe get a BMV battery monitor in the future and who knows what else. I don't think the dongle will do. Or not? I saw the GX devices but they are way pricey for what I have and need in the short term (a CCGX or a Venus cost almost the same as the inverter!) but looks like it's the only monitoring/configuration(?) solution if you want to interface to the system as a whole and not the single products. Am I missing something?
Final Q, for those kind enough to get here. Should I buy a MK3 USB dongle and connect it to the Multi, will I be able to extract relevant information about the health of the system from a Raspberry Pi (like a model 3 I have sitting in the drawer))? Or an old (v8) Android tablet? Display is not gonna be an issue, I'll manage to spit the data somehow.
Thanks in advance for any useful pointer!