Upgrading Inverter/charger

[dlochner]

I don’t think this is correct. There is nothing I can find in E-11 or E-13 with this requirement. E-13 does require the chargers to be programmed to meet the battery manufacturers charge profile, but not necessarily communicate with the BMS. Also the BMS is required to be able to disconnect without reliance on the programmed functions of the chargers. While it’s certainly nice to have a BMS that will shutdown a compatible regulator before disconnecting the battery, it‘s not a requirement.

First, ABYC Standards are not mandatory. E13.7.4 (see below) says the BMS should notify the operator if it is going to shut down. The intention for that standard is to protect the Alternator from a voltage spike due to a BMS shutdown. The problem with the standard as written is the operator (a human) probably can't respond quickly enough to meet the intent of the standard. In practice this is met by having the BMS communicate to the Regulator to cut the field current, shutting down the alternator.

My earlier statement was a bit broad, however the essence was the BMS should talk to the Regulator to be ABYC Compliant. And just like our NMEA 2000 networks not every device uses or can use all the data on the network. I would expect the Victron network will be similar. I'll know more in another year as I'm working on and learning about a 19Kwh LFP system on a boat.

13.7.4 An output disconnect device shall be capable of disconnecting the output immediately when operating under
the battery's or the battery system's maximum specified rate of discharge.
NOTES:
1. An alternative power source is recommended for critical systems (e.g., engine starting, propulsior
navigation lights, etc.) that may be affected if a BMS shuts down the battery. The alternative power sourc
c a n b e a n o t h e r lithium ion b a t t e r y
2. If a shutdown condition is approaching, a battery system should notify the operator with a visual and/or
audible alarm before disconnecting the battery from the DC system.
3. BMS(s) may suddenly and unexpectedly disconnect a battery from loads and charging sources.

 

[Johann]

First, ABYC Standards are not mandatory. E13.7.4 (see below) says the BMS should notify the operator if it is going to shut down. The intention for that standard is to protect the Alternator from a voltage spike due to a BMS shutdown. The problem with the standard as written is the operator (a human) probably can't respond quickly enough to meet the intent of the standard. In practice this is met by having the BMS communicate to the Regulator to cut the field current, shutting down the alternator.

My earlier statement was a bit broad, however the essence was the BMS should talk to the Regulator to be ABYC Compliant. And just like our NMEA 2000 networks not every device uses or can use all the data on the network. I would expect the Victron network will be similar. I'll know more in another year as I'm working on and learning about a 19Kwh LFP system on a boat.

Sure, compliance with ABYC standards is not required by law. But if you want a compliant installation you should follow their "shall" and "must" instructions, and consider the recommendations and "should" statements.

But with regard to E13.7.4, that applies to battery output, not charger output. The intent is that the operator has notice to prepare an alternate source of power to critical systems. It is not a suggestion that the BMS should have the ability to shutdown an input device like the alternator regulator.