Date   

Re: Alternator charging a Lithium bank

Scott SV Tengah
 

Dominique:

See https://amelyachtowners.groups.io/g/main/message/50689

I banged my head against the engine room firewall for over a year until I had a very smart non-marine engineer help me implement that solution. I've run it for over a year now and it works perfectly.

That will solve your problem. 

--
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


Re: Alternator charging a Lithium bank

Scott SV Tengah
 

Hi Doug,

Seems you read what I wrote but it didn't provide the answers you needed? Probably the result of someone who studied economics trying to explain something way out of his pay grade. :)

I'll try to answer your questions, though.

- As Dean alluded to, you do not want to base your alternator charging cutoff on battery bank level voltages. Your Victron chargers, interfaced to your Victron BMS will do that automatically. The Quattro does it through ethernet but my Skylla-i 24/80 needed an interface wire, which of course Victron sells. I have seen my Victron BMS, which monitors cell level voltage, cut off charging while the bank voltages and my BMV-712 (which I think is a coulomb counter?) showed it was not even 90% SOC and the bank level voltage seemed fine at around 28.0v. The voltage spike on the one problematic cell was hidden by the other (4x6-1=23) cells that were not spiking.  As an aside, this imbalance occurred because I didn't charge to 100% for a few months and small cell imbalances started accumulating. That was resolved with few hours at 100% with solar and a temporarily extended (4 hr) absorption time, which allowed the batteries to self-balance at a cell level.

I cannot remember exactly where I set the alternator absorption voltage to, but I recall it being somewhere around 27.4v on the Alpha Pro II. This makes it such that my lithium batteries are never fully charged by the alternator, but I'm ok with that, especially when I find myself unhappily motoring for 24 hours in the doldrums! The 27.4v usually represents anywhere from 80-92% bank SOC - again a reminder that you can't rely on voltage to represent SOC on lithium.

I assume you wanted to install the Cyrix relay to abruptly disconnect the alternator from the battery bank if the BMS detects a cell overvolt/overtemp condition? I would not suggest that as it could damage the alternator. Maybe not, but why take the risk when you can simply use the Ve.BUS BMS "charge disconnect" wire to control the relays as I suggested in this post:
https://amelyachtowners.groups.io/g/main/message/50689

As Dominique stated, the Victron BMS cannot power a normal Hella relay. I tried many times and had senior techs at Victron helping me, but it simply didn't have enough power to do so.  That's why I had to put in a much lower draw solid state relay in combination with Hella relays. See the post I linked for details. It has worked perfectly for 10,000nm over a year of full time cruising since I installed that alternator cutoff system. A real engineer, who built a well known company hacking into car ECU and control systems helped me implement it, so that should give you more confidence that it works. :) The low absorption voltage is an additional protection in case one of those relays fail.

- How do you intend to have your Victron BMS control your Mastervolt battery chargers? I don't have MV chargers, so can't provide advice, but you need to make sure the MV chargers stop charging when the BMS detects a problem. 

- Clarification: the 24v alternator is a Mastervolt too, not a Volvo charger. The Volvo charger (Bosch, really) is the 12v charger and doesn't have anything to do with my lifepo4 system. Get the alt temp sensor and install it on the MV. I have never seen my alternator taper charging current due to alternator overtemp, even when it charged the bank from 30%-90% SOC. That's roughly 3.5 hours at full output on my system. But you can never be too safe if you're in the middle of the Pacific without a MV dealer nearby.

- I did not install the Cerbo, Touch GX or the DMC. I found that I could replicate most of their functions without the additional complication and parasitic power draw of those devices. It's cool stuff for sure, but there is a draw and it's simply more components to fail. 

- Make sure you can turn off your Quattro inverter easily. I think Victron says it draws 30w at idle, but I am seeing more like 45-50w. That's almost 50amps a day of parasitic loss if you kept your inverter on 24/7, equivalent to the power output of a 250w solar panel, more or less! We have a simple switch (see post linked above) that we turn on right when we use it and off when we're done. 

- I use the BMV-712 right now to keep the batteries from being kept at a high SOC by the solar, per the solution I detailed on my previous post. We are sadly away from Tengah for 3 months due to visa issues but the boat watcher tells me the batteries cycle between 65%-85% range as I intended. The bonus is that the dehumidifier I am using to burn off excess solar energy is keeping the boat dry inside. For this possible use and also the reasons mentioned above, I wouldn't use this BMV-712 programmable relay to control your alternator.

Hope this helps clarify things a bit. 

--
Scott 
2007 A54 #69
SV Tengah
http://www.svtengah.com


Re: Alternator charging a Lithium bank

Dean Gillies
 

Dominique,
I am considering a hybrid 24V system using lead acid and lithium, but without the Cyrix Li CT.
I wonder if you could elaborate a little on the disadvantages you mention?
many thanks
Dean
SY Stella
A54-154


Re: Alternator charging a Lithium bank

Dean Gillies
 

Hello Doug,
Good points above from the other members.

I would not recommend the use of any alternator cut-off mechanism that is not based upon direct cell-level monitoring.  You must ensure that the alternator ceases charging before the BMS disconnects due to a cell over-voltage.  This is not guaranteed to happen if you only monitor the battery (24V) voltage to control the alternator.

If you planning on using the Victron Lithium batteries and BMS then I think Scott has a solution. Scott?

Dean
SV Stella
A54-154

 

 


Re: Climma Air Conditioning from shore power

 

Thanks, Peter.

As expected, proof that the Ground Fault cause was seawater intrusion into the Calpeda Motor Stator as a result of a mechanical seal failure in the pump housing coupled with a missing Slinger Washer.

The good news is that the pump lasted more than 20 years. I believe if the Slinger Washer had been on the shaft that you would have noticed the leak from the mechanical seal early enough to own that pump for another 20 years. Calpeda makes a great pump.

Bill


CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 3:08 PM Peter de Groot <pandmdegroot@...> wrote:

Here’s the conclusion
Thanks all for your help and suggestions
Saludos
Peter
La Querida SM 207
Barra de Navidad, Mexico






Re: Climma Air Conditioning from shore power

Peter de Groot
 

Here’s the conclusion
Thanks all for your help and suggestions
Saludos
Peter
La Querida SM 207
Barra de Navidad, Mexico


Re: Alternator charging a Lithium bank

Dominique Sery
 

Hello Doug,
I am in the process of installing lithium batteries on my 54.
I followed the different interventions (especially the very detailed one by Scott) with a lot of interest.
Like you I chose the Victron system.
My only concern is the Mastervolt 24V 110A alternator.
I have an Alpha pro 2 regulator and I bought a Masterbus USB interface that allows me to set the alternator parameters with the Mastervolt software to adapt it to lithium and also an alternator temperature sensor.
The Ve BMS Victron does not allow to disconnect the regulator from the alternator and it does not have enough power to control a relay (10mA only).
I only see the solution of the manual switch.
On my boat the Amel system consists of two relays: a 12 volts relay activated by the ignition key, this relay activates a 24 volts relay that feeds the regulator (brown wire).
The audible alarm of the Ve BMS only goes off in case of deep discharge but not in case of overload.
The BMV 712 can control a relay but it only takes into account the voltage of the boat but not the voltages of each cell as the BMS does.
I did not find a satisfactory solution, except to keep two lead batteries (for 24v) in buffer with a Cyrix Li CT as proposed by Victron but there are also disadvantages.
If anyone has a solution...
Regards
Dominique


Re: Alternator charging a Lithium bank

Doug Smith
 

Thanks for the detailed answer Dan!

Thanks, Doug Smith

Amel 54-113, Aventura
Petuxent River MD, USA
Dugsmith98@...

On Feb 16, 2021, at 12:27 PM, Dan Carlson <carlsdan61@...> wrote:


Hello Doug, 

When I was lost in the weeds in all the design decisions and particularly with regard to integration, the best advice some one gave me is design your charging systems to manage themselves! Don't rely on communications between systems. That is good advice. I have a Venus GX system and I have had to reboot it every month or two because the basic coms I use to monitor my system needs to be reset. 

When you set up your charging  systems don't try to count amp/hrs. That's nice for monitoring, but control your charging to battery voltage, preferable measured at the battery or the shunt right at the battery. Use the conservative values that your battery maker provides for your charge profiles.  Others may suggest that you can be more aggressive, but your battery capacity should allow you to easily support your daily needs between 40%-80% SOC.

For my batteries that is 26.72v float and I charge to a max of 27.5v when topping/balancing the battery (about once a month). I think that the lowest I've pulled the battery is to about 25.5v. 

If you have not upgraded your Alternator controller yet, then I encourage you to look at the WakeSpeed 500 controller. I think that it still has features that are ahead of the others, and it has a layer of programmability above that. I did not need to do any programming. I used it right out of the box.  But a couple of features I really like are:
1) the WS 500 measures temperature at the alternator negative terminal, 
2) it measures voltage AND current from your BMV shunt,
3) a dip switch on the box de-rates the alternator to 75% output to protect the alternator (and drive belts). 
4) When using the out of the box Lithuum charge profile you can add a switch that switches the controller between normal charge profile or "float". When it is set at the "float" setting it charges to and holds the battery at 26.72v (approximately 75% SOC), but it also monitors the current flow at the shunt to react quickly to large current draws (winches, windlasses, bow thruster). I love that feature and leave it on float as a default. I only switch it the "charge" mode when I need to charge the batteries and then I am paying attention and monitoring the BMS.

This is a different philosophy from set it and forget it, but the common theme of battery failure (lead acid, AGM, or Lithium) is that something happens when no one is watching and the result is a pile of trashed batteries at the next marina while you scramble to get a replacement shipment.

I hope that helps a bit.

Best regards Daniel Carlson on sv BeBe, SM #387


On Tue, Feb 16, 2021, 12:14 PM Doug Smith via groups.io <dugsmith98=yahoo.com@groups.io> wrote:

Hello group and apologies for such a very specific question.  This is regarding the ‘stop charging’ cutoff for the 24V Mastervolt alternator with respect to a Lithium house bank.

I have reviewed everything I can find within our internal group email messages on this subject and have found great value in the education I have received. Also scoured the Victron site, Wil Prouse’s videos, PYS and the Marine How To web site for more information.

 

I have spent the last few weeks mapping out the transition of the equipment I currently have and drawing my schematics for the upgrade to Lithium over the next 12-18 months.

My schematic is attached for planned system. I agree with the idea of one vendor for the system, and have a mostly Victron layout to begin with so will continue that direction. 

Phase 1, installed already or over this winter

Cerbo GX, with Touch GX for display, mounted in battery compartment with the display on the forward bulkhead of the passage berth at eye level.

BMV-712 replacing the Xantrex.

Skylla-I 24|100|1+1 battery charger

Sterling Alternator Protect Device

Currently have a Mastervolt, 24-2500 Mass sine wave inverter, 24/24 inverter, and 24/12 inverters

Phase 2, next winter

We will upgrade to the quattro with the Digital Multi Control panel in the second phase with necessary cabling as required

Solar Arch with Panels, and Smart Solar MPPT controller.

Alpha Pro III, upgrading from the Alpha Pro. Keeping the original Mastervolt 24/110 alternator.

Phase 3, will be to switch to Victron Lithium and BMS when current AGM’s reach end of life cycle and my own full time retirement begins

 

Scott’s email from SV Tengah described a method of cutting off the Volvo Alternator charging circuit using external relays and using the battery disconnect signal from the VE.BMS to control when the cutoff relay would disconnect the Alpha Pro regulator. This disconnect would be set at a level lower than full voltage, and it appears he set it around 26.5 for float.

Arno, Mark, Bill and others have commented on using Coulomb counters for amount of current out-in to measure when the SOC is nearing 90-100%. 

What I am raising as a question is “why not use the BMV – 712 self-contained relay, as the method to cut off the alternator charging when either or both the voltage hits a threshold or the SOC is near capacity?”  There is an internal relay on the back of the BMV-712, with both normally open and normally closed contacts that is bi-directionally stable, with low current draw, and a built in option to activate the relay using a logic circuit of both voltage and SOC based on a low and a high threshold.  Then use the Alpha Pro “activate and disconnect relays” in the box that are activated when the volvo is running by means of the ignition circuit. When SOC is 90%, it would disconnect the alternator ignition circuit using the relays in the regulator box. Also, does anyone have better information about how those relays are connected to the ignition circuit? I have attached what I have found, but not sure if any of this impacts the circuits running the engine or its system electronics. This would appear to simplify the concerns, but I am worried I am missing something.

A second option is a Cryix-Li-ct 12/24-120 relay.  This would be one more Victron component to add, but appears to be a way to disconnect using the Victron Direct port signal coming from either the Cerbo, BMS or the BMV.

I am pretty deep into the weeds on this so any or all feedback is appreciated,

 

Doug Smith

S/V Aventura, Amel 54-113

Patuxent River, MD USA


Re: Alternator charging a Lithium bank

Dan Carlson
 

Hello Doug, 

When I was lost in the weeds in all the design decisions and particularly with regard to integration, the best advice some one gave me is design your charging systems to manage themselves! Don't rely on communications between systems. That is good advice. I have a Venus GX system and I have had to reboot it every month or two because the basic coms I use to monitor my system needs to be reset. 

When you set up your charging  systems don't try to count amp/hrs. That's nice for monitoring, but control your charging to battery voltage, preferable measured at the battery or the shunt right at the battery. Use the conservative values that your battery maker provides for your charge profiles.  Others may suggest that you can be more aggressive, but your battery capacity should allow you to easily support your daily needs between 40%-80% SOC.

For my batteries that is 26.72v float and I charge to a max of 27.5v when topping/balancing the battery (about once a month). I think that the lowest I've pulled the battery is to about 25.5v. 

If you have not upgraded your Alternator controller yet, then I encourage you to look at the WakeSpeed 500 controller. I think that it still has features that are ahead of the others, and it has a layer of programmability above that. I did not need to do any programming. I used it right out of the box.  But a couple of features I really like are:
1) the WS 500 measures temperature at the alternator negative terminal, 
2) it measures voltage AND current from your BMV shunt,
3) a dip switch on the box de-rates the alternator to 75% output to protect the alternator (and drive belts). 
4) When using the out of the box Lithuum charge profile you can add a switch that switches the controller between normal charge profile or "float". When it is set at the "float" setting it charges to and holds the battery at 26.72v (approximately 75% SOC), but it also monitors the current flow at the shunt to react quickly to large current draws (winches, windlasses, bow thruster). I love that feature and leave it on float as a default. I only switch it the "charge" mode when I need to charge the batteries and then I am paying attention and monitoring the BMS.

This is a different philosophy from set it and forget it, but the common theme of battery failure (lead acid, AGM, or Lithium) is that something happens when no one is watching and the result is a pile of trashed batteries at the next marina while you scramble to get a replacement shipment.

I hope that helps a bit.

Best regards Daniel Carlson on sv BeBe, SM #387


On Tue, Feb 16, 2021, 12:14 PM Doug Smith via groups.io <dugsmith98=yahoo.com@groups.io> wrote:

Hello group and apologies for such a very specific question.  This is regarding the ‘stop charging’ cutoff for the 24V Mastervolt alternator with respect to a Lithium house bank.

I have reviewed everything I can find within our internal group email messages on this subject and have found great value in the education I have received. Also scoured the Victron site, Wil Prouse’s videos, PYS and the Marine How To web site for more information.

 

I have spent the last few weeks mapping out the transition of the equipment I currently have and drawing my schematics for the upgrade to Lithium over the next 12-18 months.

My schematic is attached for planned system. I agree with the idea of one vendor for the system, and have a mostly Victron layout to begin with so will continue that direction. 

Phase 1, installed already or over this winter

Cerbo GX, with Touch GX for display, mounted in battery compartment with the display on the forward bulkhead of the passage berth at eye level.

BMV-712 replacing the Xantrex.

Skylla-I 24|100|1+1 battery charger

Sterling Alternator Protect Device

Currently have a Mastervolt, 24-2500 Mass sine wave inverter, 24/24 inverter, and 24/12 inverters

Phase 2, next winter

We will upgrade to the quattro with the Digital Multi Control panel in the second phase with necessary cabling as required

Solar Arch with Panels, and Smart Solar MPPT controller.

Alpha Pro III, upgrading from the Alpha Pro. Keeping the original Mastervolt 24/110 alternator.

Phase 3, will be to switch to Victron Lithium and BMS when current AGM’s reach end of life cycle and my own full time retirement begins

 

Scott’s email from SV Tengah described a method of cutting off the Volvo Alternator charging circuit using external relays and using the battery disconnect signal from the VE.BMS to control when the cutoff relay would disconnect the Alpha Pro regulator. This disconnect would be set at a level lower than full voltage, and it appears he set it around 26.5 for float.

Arno, Mark, Bill and others have commented on using Coulomb counters for amount of current out-in to measure when the SOC is nearing 90-100%. 

What I am raising as a question is “why not use the BMV – 712 self-contained relay, as the method to cut off the alternator charging when either or both the voltage hits a threshold or the SOC is near capacity?”  There is an internal relay on the back of the BMV-712, with both normally open and normally closed contacts that is bi-directionally stable, with low current draw, and a built in option to activate the relay using a logic circuit of both voltage and SOC based on a low and a high threshold.  Then use the Alpha Pro “activate and disconnect relays” in the box that are activated when the volvo is running by means of the ignition circuit. When SOC is 90%, it would disconnect the alternator ignition circuit using the relays in the regulator box. Also, does anyone have better information about how those relays are connected to the ignition circuit? I have attached what I have found, but not sure if any of this impacts the circuits running the engine or its system electronics. This would appear to simplify the concerns, but I am worried I am missing something.

A second option is a Cryix-Li-ct 12/24-120 relay.  This would be one more Victron component to add, but appears to be a way to disconnect using the Victron Direct port signal coming from either the Cerbo, BMS or the BMV.

I am pretty deep into the weeds on this so any or all feedback is appreciated,

 

Doug Smith

S/V Aventura, Amel 54-113

Patuxent River, MD USA


Re: Climma Air Conditioning from shore power

 

Fortunately, the Climma Compact units used in the SM and 54 are not sensitive to frequency. 

Bill
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 9:59 AM Andrew & Kate Lamb <andrew.lamb@...> wrote:
Thanks Bill

I was not sure as I thought that these AC motors were quite sensitive to frequency - good to know.

Andrew
SM 472
Canet-en-Roussillon


From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of CW Bill Rouse <brouse@...>
Sent: Tuesday, February 16, 2021 4:11:24 PM
To: main@AmelYachtOwners.groups.io Notification <main@amelyachtowners.groups.io>
Subject: Re: [AmelYachtOwners] Climma Air Conditioning from shore power
 
Alan,

Yes, the Climma system will work at 60htz. I connected to 220-250 60htz many times over the years and so have many others.
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 7:39 AM Andrew & Kate Lamb <andrew.lamb@...> wrote:
Hi Peter

Unless I am misunderstanding, if Mexico is a 60hz system will that ever work with the climate if it is designed for 50hz? 

Andrew
SM 472

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of Peter de Groot <pandmdegroot@...>
Sent: Tuesday, February 16, 2021 2:26 pm
To: main@AmelYachtOwners.groups.io
Subject: Re: [AmelYachtOwners] Climma Air Conditioning from shore power
 
Thanks Andrew and Eric,
I am in the process of getting a new pump/motor.  With the suggestions and help from the group, I took the Calpeda pump out and isolated the winding leads and got the following readings :
> Main windings
> Green1 to Green2: 12.7Ohm
> Green1 to ground: 290 Ohm
> Green 2 to ground: 277 Ohm
> Starter windings
> Red to Black:  17.1 Ohm
> Red to ground: 260 Ohm
> Black to ground:  277 Ohm

The relatively low resistance to ground would explain why the Amel breaker on the 220 panel was tripping upon plugging in West coast 220 power with two hot legs, as one leg would be going through 280 ohms resistance to ground.  When powered from the generator that would be a neutral leg and would not draw enough current to trip the breaker.

Now the challenge is getting the replacement pump/motor here at a reasonable cost.  I’m trying a Mexican Calpeda distributor in an attempt to avoid exorbitant Mexican import duties.

Yes Andrew the generator is 220VAC, 50 Hz.

Peter de Groot
SM La Querida #207
Barra de Navidad, Mexico






Alternator charging a Lithium bank

Doug Smith
 

Hello group and apologies for such a very specific question.  This is regarding the ‘stop charging’ cutoff for the 24V Mastervolt alternator with respect to a Lithium house bank.

I have reviewed everything I can find within our internal group email messages on this subject and have found great value in the education I have received. Also scoured the Victron site, Wil Prouse’s videos, PYS and the Marine How To web site for more information.

 

I have spent the last few weeks mapping out the transition of the equipment I currently have and drawing my schematics for the upgrade to Lithium over the next 12-18 months.

My schematic is attached for planned system. I agree with the idea of one vendor for the system, and have a mostly Victron layout to begin with so will continue that direction. 

Phase 1, installed already or over this winter

Cerbo GX, with Touch GX for display, mounted in battery compartment with the display on the forward bulkhead of the passage berth at eye level.

BMV-712 replacing the Xantrex.

Skylla-I 24|100|1+1 battery charger

Sterling Alternator Protect Device

Currently have a Mastervolt, 24-2500 Mass sine wave inverter, 24/24 inverter, and 24/12 inverters

Phase 2, next winter

We will upgrade to the quattro with the Digital Multi Control panel in the second phase with necessary cabling as required

Solar Arch with Panels, and Smart Solar MPPT controller.

Alpha Pro III, upgrading from the Alpha Pro. Keeping the original Mastervolt 24/110 alternator.

Phase 3, will be to switch to Victron Lithium and BMS when current AGM’s reach end of life cycle and my own full time retirement begins

 

Scott’s email from SV Tengah described a method of cutting off the Volvo Alternator charging circuit using external relays and using the battery disconnect signal from the VE.BMS to control when the cutoff relay would disconnect the Alpha Pro regulator. This disconnect would be set at a level lower than full voltage, and it appears he set it around 26.5 for float.

Arno, Mark, Bill and others have commented on using Coulomb counters for amount of current out-in to measure when the SOC is nearing 90-100%. 

What I am raising as a question is “why not use the BMV – 712 self-contained relay, as the method to cut off the alternator charging when either or both the voltage hits a threshold or the SOC is near capacity?”  There is an internal relay on the back of the BMV-712, with both normally open and normally closed contacts that is bi-directionally stable, with low current draw, and a built in option to activate the relay using a logic circuit of both voltage and SOC based on a low and a high threshold.  Then use the Alpha Pro “activate and disconnect relays” in the box that are activated when the volvo is running by means of the ignition circuit. When SOC is 90%, it would disconnect the alternator ignition circuit using the relays in the regulator box. Also, does anyone have better information about how those relays are connected to the ignition circuit? I have attached what I have found, but not sure if any of this impacts the circuits running the engine or its system electronics. This would appear to simplify the concerns, but I am worried I am missing something.

A second option is a Cryix-Li-ct 12/24-120 relay.  This would be one more Victron component to add, but appears to be a way to disconnect using the Victron Direct port signal coming from either the Cerbo, BMS or the BMV.

I am pretty deep into the weeds on this so any or all feedback is appreciated,

 

Doug Smith

S/V Aventura, Amel 54-113

Patuxent River, MD USA


Re: Forward Looking Sonar

Nick Fowle SM 404 Rascal <svrascal@...>
 

Hi Ken,

small world...  hopefully will be going through early 2022... world permitting etc...

She is great, and well looked after by previous owners, so trying to keep the legacy going...

heading back to Phuket soon ??  Having just left Asia after ten years (this time) kinda missing Indonesia, Malaysia and thailand especially !

Nick
SV Rascal SM 404
Antigua



‐‐‐‐‐‐‐ Original Message ‐‐‐‐‐‐‐

On Tuesday, February 16, 2021 3:41 AM, Ken Powers SV Aquarius <ken@...> wrote:

Hi Nick,

Hope Rascal is treating you well.  The previous owners of Rascal went through the Panama Canal with us aboard Aquarius!  From what I saw of Rascal in Panama, you have a wonderful Amel!

All the best,

Ken
Aquarius SM2K#262


Re: Climma Air Conditioning from shore power

Andrew & Kate Lamb
 

Thanks Bill

I was not sure as I thought that these AC motors were quite sensitive to frequency - good to know.

Andrew
SM 472
Canet-en-Roussillon


From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of CW Bill Rouse <brouse@...>
Sent: Tuesday, February 16, 2021 4:11:24 PM
To: main@AmelYachtOwners.groups.io Notification <main@amelyachtowners.groups.io>
Subject: Re: [AmelYachtOwners] Climma Air Conditioning from shore power
 
Alan,

Yes, the Climma system will work at 60htz. I connected to 220-250 60htz many times over the years and so have many others.
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 7:39 AM Andrew & Kate Lamb <andrew.lamb@...> wrote:
Hi Peter

Unless I am misunderstanding, if Mexico is a 60hz system will that ever work with the climate if it is designed for 50hz? 

Andrew
SM 472

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of Peter de Groot <pandmdegroot@...>
Sent: Tuesday, February 16, 2021 2:26 pm
To: main@AmelYachtOwners.groups.io
Subject: Re: [AmelYachtOwners] Climma Air Conditioning from shore power
 
Thanks Andrew and Eric,
I am in the process of getting a new pump/motor.  With the suggestions and help from the group, I took the Calpeda pump out and isolated the winding leads and got the following readings :
> Main windings
> Green1 to Green2: 12.7Ohm
> Green1 to ground: 290 Ohm
> Green 2 to ground: 277 Ohm
> Starter windings
> Red to Black:  17.1 Ohm
> Red to ground: 260 Ohm
> Black to ground:  277 Ohm

The relatively low resistance to ground would explain why the Amel breaker on the 220 panel was tripping upon plugging in West coast 220 power with two hot legs, as one leg would be going through 280 ohms resistance to ground.  When powered from the generator that would be a neutral leg and would not draw enough current to trip the breaker.

Now the challenge is getting the replacement pump/motor here at a reasonable cost.  I’m trying a Mexican Calpeda distributor in an attempt to avoid exorbitant Mexican import duties.

Yes Andrew the generator is 220VAC, 50 Hz.

Peter de Groot
SM La Querida #207
Barra de Navidad, Mexico






Re: Multiplexer Wi-Fi

 

Jose,


Bill
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 9:20 AM JOSE PRIETO <prietomd11@...> wrote:
Perfect Bill!

You saved my life again! :)

thanks

--
Jose Prieto
SV Wayag, SM 323
Currently Alicante, Spain


Re: Multiplexer Wi-Fi

JOSE PRIETO
 

Perfect Bill!

You saved my life again! :)

thanks

--
Jose Prieto
SV Wayag, SM 323
Currently Alicante, Spain


Re: great source for watermaker membranes.

Slavko Despotovic
 

👍
--
Slavko
SM 2000
#279 Bonne Anse in Portoroz


Re: great source for watermaker membranes.

 

some suppliers enjoy more profit, others less😀
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 9:07 AM Slavko Despotovic <slavko@...> wrote:
I know that. Question I asked is due to significant price difference for the same product from different suppliers.
--
Slavko
SM 2000
#279 Bonne Anse in Portoroz


Re: Climma Air Conditioning from shore power

 

Alan,

Yes, the Climma system will work at 60htz. I connected to 220-250 60htz many times over the years and so have many others.
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 7:39 AM Andrew & Kate Lamb <andrew.lamb@...> wrote:
Hi Peter

Unless I am misunderstanding, if Mexico is a 60hz system will that ever work with the climate if it is designed for 50hz? 

Andrew
SM 472

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of Peter de Groot <pandmdegroot@...>
Sent: Tuesday, February 16, 2021 2:26 pm
To: main@AmelYachtOwners.groups.io
Subject: Re: [AmelYachtOwners] Climma Air Conditioning from shore power
 
Thanks Andrew and Eric,
I am in the process of getting a new pump/motor.  With the suggestions and help from the group, I took the Calpeda pump out and isolated the winding leads and got the following readings :
> Main windings
> Green1 to Green2: 12.7Ohm
> Green1 to ground: 290 Ohm
> Green 2 to ground: 277 Ohm
> Starter windings
> Red to Black:  17.1 Ohm
> Red to ground: 260 Ohm
> Black to ground:  277 Ohm

The relatively low resistance to ground would explain why the Amel breaker on the 220 panel was tripping upon plugging in West coast 220 power with two hot legs, as one leg would be going through 280 ohms resistance to ground.  When powered from the generator that would be a neutral leg and would not draw enough current to trip the breaker.

Now the challenge is getting the replacement pump/motor here at a reasonable cost.  I’m trying a Mexican Calpeda distributor in an attempt to avoid exorbitant Mexican import duties.

Yes Andrew the generator is 220VAC, 50 Hz.

Peter de Groot
SM La Querida #207
Barra de Navidad, Mexico






Re: Multiplexer Wi-Fi

 

This should help you. 
image.png
CW Bill Rouse Amel Owners Yacht School
Address: 720 Winnie, Galveston Island, Texas 77550 
View My Training Calendar


On Tue, Feb 16, 2021 at 6:40 AM JOSE PRIETO <prietomd11@...> wrote:
Hi Dominique!

I’ll try and let you know.
thanks

--
Jose Prieto
SV Wayag, SM 323
Currently Alicante, Spain


Re: great source for watermaker membranes.

Slavko Despotovic
 

I know that. Question I asked is due to significant price difference for the same product from different suppliers.
--
Slavko
SM 2000
#279 Bonne Anse in Portoroz

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