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Inverter Upgrade - Victron MultiPlus
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David Vogel
Jose asks a question to David: "Did you separate the AC power to the battery chargers on the AC breakers box?"
A: Yes, and No. YES, the bus for these battery chargers (behind the AC distribution panel) is now eclectically separated from the "main" AC bus in the breakers box. This internal sub-bus is powered from the MP's AC-OUT-2 (meaning, only when suitable AC power supplied to the Multiplus AC-IN). However, NO also, because the shore-power does not go direct to the CBs, but always via the MP (meaning, no power to BCs if/when the MP is OFF). Extra info 1: the fact that the MP needs to be ON in order to use the pass-through function to power the other battery chargers is not ideal, as it introduces the MP as a single-point-of-failure for the charging system. This is the reason for why the RCDs and CBs for the Multiplus output are located where they are (adjacent to the walkway, not hidden away behind a facia somewhere, or on the STBD side of the mounting panel). In the event that the MP fails (or is removed for service, whatever), the AC cabling and junction box is relatively accessible to re-route the MP's AC-IN to the junction box and connect it direct to the AC line to the AC panel (whilst avoiding exposed connections etc.). Extra info 2: presently, the MP is on the default AC-discrimination setting (45-55Hz) > meaning that 60Hz input will be rejected > the MP's internal transfer switch will not close > no battery charging, pass-through, or boosting. This setting can be changed, to accept input in range 45-65Hz. In which case the inverter will match the externally supplied Hz. All battery chargers are 60Hz tolerant. Which brings me to Q2 ... Supplementary Q: "how did you handle the 50 Hz appliances in 60 Hz lands? Answer: carefully! Although, sometimes not carefully enough. You mention " the danger of forgetting to switch the source inadvertently killing my appliances " - I agree, this is a very real risk, and in fact I did exactly this, in Colombia, when using an earlier 50 Hz-only microwave on 60Hz shore power - it lasted about 30 seconds. As a consequence, if possible, we install only 50/60Hz appliances. BTW, the new induction cooktop and electric combi-microwave-convection oven are both dual-Hz. However, there are still a few remaining appliances that are 50Hz only -- the AC side of the Dessalator DUO D60, for example. In such cases, we need to behave differently whenever 60Hz shore power is allowed on-board. Addressing the human-error side of things was one of the drivers for replacing the analogue volt-meter above the AC panel with an AC Multimeter (showing Hz) - useful as a reminder when we might later be in areas with 60Hz shore power (e.g. French Polynesia). As to the "how" we might manage 60Hz onboard: • for 60Hz-capable appliances, we will be able to use these via the MP on pass-through/boosted shore power (provided the configuration for the MP is altered to enable 45-55-65Hz); • whenever wishing to operate 50Hz-only appliances, e.g. to do the laundry or whatever, it will be a case of charging the batteries on 60Hz shore supply, then disconnecting shore power (e.g. by tripping the 32A RCD-breaker behind the panel, or simply plugging out), and using the inverters to provide clean 50Hz. As an aside, in a variation your solution of having a separate stand-alone 2,000W inverter, I retain a standalone portable 20A (50Hz/60Hz) 12v/24v battery charger which, in a pinch, could be pressed into service for 60Hz environments: plug the 20A charger directly into shore-power, thereby by-passing the boat's shore-power circuit, jumper the 20A BC output direct to the house battery bank, and then use either of the inverters to provide 50Hz power. A bit clunky, but somewhat more set-and-forget. All that said, I am also cautiously optimistic that, with imminent 1,200W of solar, the need for shore power will diminish ... but the truth of that matter remains to be seen, especially in the interim before the eventual assumed lithium upgrade. Blue Skies, David SM#396, Perigee BoI, NZ Jose Gabriel Venegas From: <main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io> <mailto:main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io>>> on behalf of "Jose Venegas via groups.io" <josegvenegas@... <mailto:icloud.com@groups.io> <mailto:icloud.com@groups.io <mailto:icloud.com@groups.io>>> Reply to: <main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io> <mailto:main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io>>> Date: Sunday, 11 December 2022 at 6:17 am To: <main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io> <mailto:main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io>>> Subject: Re: [AmelYachtOwners] Inverter Upgrade - Victron MultiPlus Dean, I have a meter to check my AC usage. I have 400 amp-H of battle-born LFP batteries, and 100 A and 60 Amp Master Volt chargers on Ipanema. When charging with the generator I can use both BC in parallel to reduce the time of charging unless I am also making water, in which case I only use the 100 amp to reduce the load, although using both and the water maker is still below the 7.5 KW of the generator. When I am on shore power I only use the 60 amp charger because there is no need to shorten the charging time. The 60-amp charger draws 8.95 amps of shore power current. The 100 amp charger draws 15.5 amps which, as you note, is too close to the 16 Amp limit for the shore power. Using it would limit using any other appliance such as AC or water heater. Because I am in Mexico, as in most f the Americas, the AC power is at 60 Hz, and can't use the dish and cloth washers or the micro directly connected to the AC power outlets. Instead, disconnect them from the outlets I connect them to an extension cord connected to a small 2KW inverter when needed. This avoids me to be switching between shore power and my Phenix 5 kW inverter each time I want to use one of these delicate appliances. It is not the work of switching but the danger of forgetting to switch the source inadvertently killing my appliances. Finally, I decided not to touch the inlet to the AC circuit breakers or separate the input to the chargers from the rest of the input in the box. Instead, I connected the output of the Phenix inverter via a switch to the inlet of the breaker box and added NO relays to the battery charger breaker outputs which prevented running the chargers from the inverter. As a result, it makes simple the day-to-day use of the system, and prevents damaging the 50 Hz sensitive appliances or charging the batteries with the inverter Question to David, how did you handle the 50 Hz appliances in 60 Hz lands? Did you separate the AC power to the battery chargers on the AC breakers box? Jose Gabriel Venegas Ipanema SM2K #278 Currently in El Cid Marina, south of Cancun |
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Hi Dean,
I may be missing something but I don't see why you need a faster charge when shore power is available since it is usually there for days on. Using the Gen is a different issue but for that, you have a much greater current available and won't and won't need to worry about the 16A limitation of shore power. To keep the 240 V wiring as close as the original, I kept the chargers and inverters separate. This reduced worrying about conflicts of frequency and, more importantly, kept the inverter away from the engine room and close to the batteries. In addition, this required passing a smaller 240 V cable from the inverter into the engine room instead of the heavy gauge cables needed for the inverter. Cheers, Joose Gabriel Venegas Ipanema SM 2K #178 |
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I did a similar thing, although I wired it differently. We use the Mastervolt Mass Combi. As it has the automated changeover for mains/generator/inverter I reassigned the 100A ChargeMaster to handle power conversion in combination with the Mass Combi (Inverter). I took out the original switchover relays that Amel used and installed a 32A relay (24V coil) that is operated by the secondary output of the 100A ChargeMaster. Once this gets energized it breaks the connection between the shore power and the Combi causing the latter to switch to inverter. This makes effectively a frequency converter system. It also keeps the original switchboard working. I added a simple mechanical slider that prevents the 40 and 100A charger to be active together. It facilitates charging at 140A running the genset only (using the second AC output of the Combi) and prevents accidental activation of the conversion circuit.
I just needed to re-purpose the cables already there between the panel and the engine room, making installation fairly easy. Replacing the original Mass inverter is no fun though given the accessibility of the spot where it lives. The reason I chose the Mass series is because they handle high temperatures better then the Victrons and it fitted better in the whole Mastervolt ecosystem on our boat. Cheers, Arno Luijten SV Luna, A54-121 |
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Hi Jose,
That's a good use of the relay. Your batteries don't get depleted AND you keep your LFP batteries in the mid-SOC range when you are on the dock for a while, which is believed to be better for their long-term health. Neither of my MV chargers are powered from the AC panel/breaker box any more. The 40A charger operates fully automatically from the AC-Out-2 of the Multiplus which is programmed to turn on the charger when shore or genny power is available AND the SOC is less than 95%. My 100A charger is presently disconnected, and that's why I was thinking to connect it to AC-Out-2 instead of the 40A (faster charge when (230V/50Hz) shore or gen power is available. I think I need to reduce the output to 90A though, to stay within the 16A limit of the Muliplus AC output #2. If I made that change then the 40A MV charger would become available to wire directly to a 2nd shore connection which only feeds the charger, and nothing else, so very simple wiring. I could then use this 2nd shore connection in lands with any voltage/frequency scenario. Ok, sounds like a good plan ... now I just need to sail to some places with more interesting power systems to test it :-) -- Dean Gillies SV Stella *****, Amel 54-154 |
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Paul Dowd and Sharon Brown
Hi Jose,
We had our inverter installed with a switch to keep the inverter on when connected to shore power so we can use 50Hz appliances when shore power is 60Hz. Shore power is used to charge the batteries while the inverter is running so there is no drain on battery charge.
Cheers, Paul
Paul Dowd & Sharon Brown S/Y Ya Fohi, Amel 54 #98 skype: pauldowd
From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> On Behalf Of Jose Venegas via groups.io
Sent: 10 December 2022 13:18 To: main@AmelYachtOwners.groups.io Subject: Re: [AmelYachtOwners] Inverter Upgrade - Victron MultiPlus
Dean, -- Cheers Paul Ya Fohi - Amel 54 #98 |
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Hi Dean,
When I have Ipanena connected to shore power I only use the 60 amp charger. I said that the 100 amp is only used when running the generator. BTW, when connected to shore power I have the AC power line to the 60 amp charger, going out of the breaker, connected to a NO relay that is closed by the battery monitor signal when the battery charge is less than 40% and open again when it reaches 75%. This ensures my batteries and never depleted when I am away. No, Dean, you have not oversimplified the issue. It just means that to make it work, you have to do some surgery to the AC input wiring to the AC power breaker's box that I preferred to leave untouched plus, depending on how you do it, it may interact with the generator's power. Jose Gabriel Venegas Ipanema SM 2K 278 |
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Hi Jose,
Best regards -- |
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Dean,
I have a meter to check my AC usage. I have 400 amp-H of battle-born LFP batteries, and 100 A and 60 Amp Master Volt chargers on Ipanema. When charging with the generator I can use both BC in parallel to reduce the time of charging unless I am also making water, in which case I only use the 100 amp to reduce the load, although using both and the water maker is still below the 7.5 KW of the generator. When I am on shore power I only use the 60 amp charger because there is no need to shorten the charging time. The 60-amp charger draws 8.95 amps of shore power current. The 100 amp charger draws 15.5 amps which, as you note, is too close to the 16 Amp limit for the shore power. Using it would limit using any other appliance such as AC or water heater. Because I am in Mexico, as in most f the Americas, the AC power is at 60 Hz, and can't use the dish and cloth washers or the micro directly connected to the AC power outlets. Instead, disconnect them from the outlets I connect them to an extension cord connected to a small 2KW inverter when needed. This avoids me to be switching between shore power and my Phenix 5 kW inverter each time I want to use one of these delicate appliances. It is not the work of switching but the danger of forgetting to switch the source inadvertently killing my appliances. Finally, I decided not to touch the inlet to the AC circuit breakers or separate the input to the chargers from the rest of the input in the box. Instead, I connected the output of the Phenix inverter via a switch to the inlet of the breaker box and added NO relays to the battery charger breaker outputs which prevented running the chargers from the inverter. As a result, it makes simple the day-to-day use of the system, and prevents damaging the 50 Hz sensitive appliances or charging the batteries with the inverter Question to David, how did you handle the 50 Hz appliances in 60 Hz lands? Did you separate the AC power to the battery chargers on the AC breakers box? Jose Gabriel Venegas Ipanema SM2K #278 Currently in El Cid Marina, south of Cancun |
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David Vogel wrote: "I'm not sure whether this is due to the batteries' charge acceptance rate, or the chargers' charge-profile/s in combination with the stage-of-charge sensed by the charger itself." In my case, with an LFP battery, the chargers run at maximum DC output constantly from any state of charge up to 95% SOC when the Multiplus turns them off. It's actually quite impressive to see those MV chargers operate at max rated output continuously for a couple of hours. The Victron Multiplus will not do that when charging. I have rarely seen more than 60A from the "70A" charger output. Victron claim this is due to thermal derating, but in reality it never produces 70A even initially when the temperature is low. It does reliably produce 60A for long periods though.
Hope you're not feeling too bad with the lurgy! -- |
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David Vogel
Hi Dean,
You have been busyYes, it's been a bit frantic, I must admit. The pace has quietened this weekend, and I'm able to catch up with a backlog of reading and correspondence only because I've been confined to the boat (and with no visitors) due to a case of that dreaded lurgy. Re your: would you be able to __easily__ measure the AC current loads of your 100A and 30A chargers when running at full DC capacity? Hmmm, perhaps not easily, but it is possible. The current-transformer for the M2-1838 AC Multimeter is on the MP's AC-OUT-1 feed to the AC panel, so does not read AC-OUT-2 currents (or voltages) - I am trying to source a second current-loop, but will probably install that on the feed from the legacy 1,500W inverter, to reduce likelihood of tripping the CB protecting that unit. I intend not to place a current-transformer on the AC-OUT-2 because, by using the CERBO dashboard (on VRM, or via the B&G V7 at the NAV STN), I can see the current flows into and out of the Multiplus; any delta between in and out is the AC power usage of the MP itself. In the context of your question, I can measure the passthrough current on AC-OUT-2 by: 1. placing the MP into CHARGER only mode; 2. winding the current limit back to 0.0A; then 3. switching off all AC CBs except for the 100A/30A chargers. The remaining AC loads seen by the MP are AC-OUT-2 (plus the MP's internal load which, in this case, is minimal). Perhaps not as easy as using the AC Multimeter above the panel, but it is actually a lot simpler to do than it reads. [Aside: as I understand things, when in CHARGER mode, the 0.0A setting prevents any current being drawn by the MP charger (basically, forcing the MP charger to switch OFF), thereby initiating a straight pass-through mode (for both AC-OUT-1 and -2). I was surprised when I first saw this behaviour. However, upon reflection, it makes sense and is, I guess, similar to selecting 0.0A while in INVERTER mode, which opens the MP's internal transfer switch, thereby forcing the unit into nil-charge invert-only mode, even when AC-IN is receiving power. I didn’t understand this at first but, of course, when in INVERTER mode with 0.0A set, there is no passthrough to AC-OUT-2, because the MP's internal transfer switch is open. Makes sense now. ] As in your instance, with the hard passthrough limit of 16A on AC-OUT-2, I should be able to provide almost full-power to both the 100+30A chargers at the same time. However, in practice (and even before the 16A limit introduced by powering the external chargers via the MP AC-OUT-2), I have rarely seen either charger providing close to its maximum rated charge current, except perhaps momentarily during start-up surges. I'm not sure whether this is due to the batteries' charge acceptance rate, or the chargers' charge-profile/s in combination with the stage-of-charge sensed by the charger itself. In any event, at SoC50% (based on Amp-Hours out, which is generally about when the in-use sensed voltage has dropped to ~24.0v), when selecting all three chargers ON, and with a current limit of 15A set, I am able to achieve an initial charge rate of ~90A. (BTW, during commissioning whilst on shore power, I did a load test by setting the MP current limit to 50A, and temporarily saw over 180A being pumped into the battery bank before the 16A CB on the shore pedestal understandably said 'enough' (I have 32A shore power plugs and cables, so was not concerned about overloading the on-board electrics). I haven't yet run up the genset to test the high-rate charge capability using all three chargers - but am hopeful to be able to achieve >150A sustained, thereby achieving >0.25C for maintaining the condition of the Firefly batteries without needing to split off individual pairs - but we will see.) I'm still quite early on this particular learning curve so, as always, interested in any further comments or discussion. Blue Skies, David SM#396, Perigee BoI, NZ From: <main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io>> on behalf of Dean Gillies <stella@... <mailto:stella@...>> Reply to: <main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io>> Date: Saturday, 10 December 2022 at 11:02 am To: <main@AmelYachtOwners.groups.io <mailto:main@AmelYachtOwners.groups.io>> Subject: Re: [AmelYachtOwners] Inverter Upgrade - Victron MultiPlus You have been busy David! That's a great summary, thanks for sharing, I'm sure there are many owners who are contemplating various aspects of your upgrade who will benefit from your experience. I have one question for you. I also use the Multiplus AC-OUT-2 to power my old MV chargers (100A and 40A). I know that the AC output is limited to 16A, and I was convinced (on paper) that I could not power both chargers simultaneously. (140x 28.8)/(230x %eff) being greater than 16A. So, at the moment I only use the 40A charger which turns on automatically whenever AC-In is live and my batteries are below 95% SOC. You have an AC multimeter installed ... would you be able to easily measure the AC current loads of your 100A and 30A chargers when running at full DC capacity? I have LFP, so my chargers will always run at full capacity, I'm not sure whether your Fireflies will choke the DC charge capacity somewhat when in your normal low SOC range. Many thanks. -- Dean Gillies SV Stella *****, Amel 54-154 |
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You have been busy David! I also use the Multiplus AC-OUT-2 to power my old MV chargers (100A and 40A). I know that the AC output is limited to 16A, and I was convinced (on paper) that I could not power both chargers simultaneously. (140x 28.8)/(230x %eff) being greater than 16A. So, at the moment I only use the 40A charger which turns on automatically whenever AC-In is live and my batteries are below 95% SOC. You have an AC multimeter installed ... would you be able to easily measure the AC current loads of your 100A and 30A chargers when running at full DC capacity? I have LFP, so my chargers will always run at full capacity, I'm not sure whether your Fireflies will choke the DC charge capacity somewhat when in your normal low SOC range. -- |
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Chris Paul
Hi David, Impressive. Having read it all & trying to understand - my brain hurts! I would be very interested in a circuit diagram, if you have one you could share. Also, I am about to install new navigation instruments with upgrade to N2K. I'm thinking about the 12V side. The existing 24-12 converters appear to be very robust but complex wiring. I'm wondering if it is worth installing an isolated Victron 24-12 converter. The 12V wiring behind the chart table could be simplified into a single bus bar & bluetooth monitored. I am keen to hear from anyone who has done this. Regards, Chris Paul SV GLAZIG SM352 Whangarei, NZ
On Friday, 9 December 2022 at 02:23:31 pm NZDT, David Vogel <david.vogel@...> wrote:
Hi All, My inverter upgrade, augmenting the pre-existing 1,500W inverter (as installed as OEM) with a Victron MultiPlus (24/3000/70-50), is finally complete. Below, documenting the generic system configuration and underling rationale/s, for the benefit of those facing similar upgrades in future. The planning started shortly before acquiring Perigee in 2016, with the initial PV (4x 100W, rail-mounted) installed in MQ 2017; then WindGen in SXM, 2018 (Rutland 1200, top of mizzen mast, made easier when the masts were removed for replacing the standing rigging with ACMO to OEM spec); M2-1828 AC multi-meter ordered / delivered Panama, 2018 (faulty on delivery, replaced 2022 under warrantee). Victron Multiplus ordered when the legacy AGMs started to fail in French Polynesia, late in 2018. The Multiplus arrived NukuHiva, along with 10x Firefly batteries, in February 2019 . The batteries were installed immediately, but the Multiplus install has needed to wait for a more integrated systems approach (and an AMEL-friendly electrician), and to await a location with readier access to a suitable level of shore-based resources and support; detailed discussions with 4 installers took place along the way, before finally settling on a fifth, who assisted with the job, along with cleaning up the rats-nest of the DC wiring adjacent to the battery box (e.g. new +ve and -ve bus-bars, adjacent to the battery switches, and other aspects of prior solar and wind-gen installs). Points-of-interest are: Battery Monitoring: replaced the Xantrex Lite with a Victron BMV-712, which is networked via Bluetooth and VE-Direct; this works in combination with a Bluetooth networked Victron SmartSense which provides networked temperature sensing (and battery voltage sensing, as used by PV MPPTs). Victron MultiPlus 24/3000/70-50. Chose VICTRON over Mastervolt - as did not see the need for cZone integration, as (perhaps, and arguably) this is the primary benefit of MV over VE; have a tendency towards the potential of open-source solutions as well. Then, chose the Multiplus over Quattro, as have taken an in-principle decision that "if it ain't broke, don't fix it", that is, to re-use as much as possible (in this case, the existing K1 / K2 transfer switches, and associated wiring & cable runs), whilst also minimising disruption to other existing/working equipment and systems. Adding 3,000W of inverting represented a doubling of the pre-existing 1,500W inverter (which has been retained, using the pre-existing K2 transfer switch, so as much as possible remaining independent of the Multiplus install). Also, chose a 3,000W (not 5,000W) unit, as a greater-capacity inverter would need higher-capacity batteries which, in turn, would need to be kept fed with higher capacity charge-source/s (solar). Similar rationale for 70A charger, not higher. Also, adopting an evolutionary approach, such that incremental improvements (such as increase in inverting capacity) does not drive or necessitate an upgrade elsewhere (such as Lithium). Holding to 3,000W will also (I hope) limit the consequence of the "use whatever you have" effect. Chose the unit with 50A transfer rating, over the one with only 16A capacity, so as to be able to passthrough the full output of the 7.5kVA ONAN GenSet (for battery charging, amongst other things). Multiplus, installed in hanging locker adjacent to companionway. Rationale: 1. minimise length of DC cable runs; 2. avoid the heat of the engine room - having experienced heat-soak in the engine room, did not want add more heat sources there; 3. avoid having the Multiplus co-located with the other inverter and chargers (i.e. physically separate these pieces of equipment, if possible, to guard against broad-scale effects of an engine-room incident such as water-maker HP leak); and 4. reduce risk of heat-related reduction of inverter/charger efficiency due to high ambient temperatures. Downside: extra noise in saloon when with high charge/inverting loads. Offset: co-locate with new solar MPPTs, clear access to associated RCDs, CBs, distribution/fuse boxes, etc. System configuration: via VictronCONFIGURE (for initial setup), thereafter VictronCONNECT (app on iPhone, iPad; and MacOSX via USB-C into ethernet/VE-Bus) and VRM (browser via internet, plus local). Monitoring - Multiplus (and system): via Victron CERBO GX. Elected for the CERBO over an OCTO GX, for the more powerful CPU and better WiFi performance (despite the 10 VE.Direct ports offered by the OCTO; CERBO has only 3); use VRM app on iPhone/iPad and online, and B&G MFD at NAV STN (details below). Control - Multiplus: Digital Multi-Control panel (DMC-GX), located below the ONAN control panel in the galley. Rationale: try and keep all the primary charging and inverting controls located within a single eye-glance and arms-reach. (The legacy 1,500W inverter has been held in situ, and still able to feed the AC system via K2 when the Multiplus is off.) Monitoring & Control - Cerbo & System: via VRM (browser, and app) and HTML5, the latter achieved via ethernet to a B&G Vulcan 7" (V7) display. Elected to go this path in order to avoid the need for a separate dedicated display for the Cerbo (power, space & visual considerations); achieved by using the pre-existing B&G Vulcan 7" MFD, which has been panel-mounted (with only minor work required) to replace the retired B&G Hydra2000 display. The V7 also provides back-up/redundancy to the Furuno TZT14 chartplotter and integrated AIS functions at the NAV STN (but the V7 does not provide redundancy for the radar), while also providing enhanced wind information (waterfall history tapes) as per helm instruments (3x Triton2) - this is very useful when in inclement conditions, as can assess all parameters from below, at the NAV Station (note: all autopilot controls have been deliberately retained at the helm only). The CERBO is also connected to the N2K network (note: the CERBO's 12vDC N2K-supply fuse is removed, in order to avoid DC loops), meaning that electrical-system status and values (such as AC/DC voltages, currents, temps, warning & alarms, etc) can also be displayed on dedicated windows on the V7 MFD (and anywhere else where the N2K data-stream is available). Other changes: + installed Victron battery balancers. + N2K network is newly separated into two independently-powered halves: <MHU-to-DST-to-NAV STN+xxx> and <Chartplotter-to-Autopilot-to-helm-to-GPS330B>. (All N2K data that is available on one half, is passthrough to the other half.) + Furuno TZT14 Chart-plotter (and radar, plus the primary FA-50 AIS) 24V supply is powered by the main NAV STN circuit breaker via dedicated sub-bus; the 12VDC supply to the chartplotter, which powers the 'aft end' of the N2K network, is powered by the NAV STN SAILOR 8A 24-12VDC supply. + re-allocated previously unused capacity on the Sailor 8AMP "Always ON" 24-12VDC converter (previously FM-AM radio only, channel pre-set), now provides "Always ON" (but switched) 12VDC to the 'masthead half' of the N2K backbone; this power supply now also powers the CERBO, the B&G V7 MFD (which is also separately switched), and a (switched) 4G/WiFi Router. Doing so allows the CERBO to be monitored and controlled remotely (unless the Sailor 'Always ON' 24-12v DC-DC converter is switched off at the unit). + reconfiguration of the AC panel so that the pre-existing 100A and 30A battery chargers are powered only from the Multiplus AC-OUT-2 (AC-OUT-2 is switched only when AC-IN is available to the Multiplus, from either shore-power or genset, genset priority, as determined by AMEL OEM transfer switch K1). Thereby preventing an inadvertent charge-from-inverter downwards-spiral scenario, whilst also providing boosted battery charging capacity of up to 100+30+70 Amps (or combination thereof, max. 4,800W from 7.5kVA genset; lesser when on shore power, with power limiting applied via DMC panel). + Replacement of the analogue AC voltmeter (above the AC panel) with a Bluesea M2-1838 AC Multimeter; enabling greater visibility of AC loads at the point-of-control. + Installed VESPER XB-8000 (in SW controlled RX-only mode): provides on-board MOB and Anchor Alarm, plus AIS to helm instruments (3x Triton2) and V7 via N2K. Re-broadcasts the AIS and N2K data-streams via WiFi for use by independent devices (e.g. iPads/iPhones running iSailor, PC/MAC running O-CPN). Provides redundancy for the primary Tx/Rx AIS (which is an ethernetworked Furuno FA-50 displayed on the primary TZT14 chartplotter). (I elected not to go for the integrated CORTEX solution, as I wish to retain AIS independent of VHF COMs capability.) Imminent: Replacement of 4x 100W rail-mounted solar panels with 4x 310W panels (2 on the rail, one each port and starboard; 2 on bimini). Replacement of 1 x 100/20 MPPT with 2x 100/30 MPPTs; retaining the 100/20 thereby providing the optional election of retaining some of the existing 400W, or supplementing the new 1,200W with fore-deck or boom-tent mounted flexible / semi-flexible panels. Future considerations: Upgrade to Lithium: contingent upon aging capacity of existing 580Ah FireFly batteries, assumed timeframe remaining 3-5 years, at which time the presuemed costs of lithium with reduce in real-terms, as well as leveraging the benefits of flow-on technologies resulting from EV uptake, hybrid grid-storage solutions, systemic design considerations in marine applications, modularisation, interoperability, and institutional aspects (e.g., insurance), etc etc. As usual, comments, questions, and suggestions all welcome. Blue skies, David SM#396, Perigee Bay of Islands, NZ Reply to: <main@AmelYachtOwners.groups.io> Date: Tuesday, 12 April 2022 at 12:03 pm Subject: Re: [AmelYachtOwners] Standalone Inverter as an AC IN source to a Victron MultiPlus David, Thanks for the diagram... What you propose looks good! Bill Kinney SM160, Harmonie Ragged Island, Bahamas |
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Paul Dowd and Sharon Brown
Hi David,
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A very interesting and informative account, many thanks for sharing. I was about to have the Multiplus installed in the ER, but this seemed to present problems in locating it satisfactorily, so your post is timely. I was considering going for the Quattro, which is a lot more expensive, but will now consider the companionway locker. One question regarding your firefly batteries: I recently had these installed and in doing so was told by Firefly that I could not use more than 8. I see you have 10, so am a bit puzzled. Did Firefly not advise you on the limitation of 8? Have you experienced any issues? Cheers, Paul Paul Dowd & Sharon Brown S/Y Ya Fohi, Amel 54 #98 tel: +44 (0)7710 466619 skype: pauldowd web: https://my.yb.tl/yafohi -----Original Message-----
From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> On Behalf Of David Vogel Sent: 08 December 2022 21:23 To: main@AmelYachtOwners.groups.io Subject: Re: [AmelYachtOwners] Inverter Upgrade - Victron MultiPlus Hi All, My inverter upgrade, augmenting the pre-existing 1,500W inverter (as installed as OEM) with a Victron MultiPlus (24/3000/70-50), is finally complete. Below, documenting the generic system configuration and underling rationale/s, for the benefit of those facing similar upgrades in future. The planning started shortly before acquiring Perigee in 2016, with the initial PV (4x 100W, rail-mounted) installed in MQ 2017; then WindGen in SXM, 2018 (Rutland 1200, top of mizzen mast, made easier when the masts were removed for replacing the standing rigging with ACMO to OEM spec); M2-1828 AC multi-meter ordered / delivered Panama, 2018 (faulty on delivery, replaced 2022 under warrantee). Victron Multiplus ordered when the legacy AGMs started to fail in French Polynesia, late in 2018. The Multiplus arrived NukuHiva, along with 10x Firefly batteries, in February 2019 . The batteries were installed immediately, but the Multiplus install has needed to wait for a more integrated systems approach (and an AMEL-friendly electrician), and to await a location with readier access to a suitable level of shore-based resources and support; detailed discussions with 4 installers took place along the way, before finally settling on a fifth, who assisted with the job, along with cleaning up the rats-nest of the DC wiring adjacent to the battery box (e.g. new +ve and -ve bus-bars, adjacent to the battery switches, and other aspects of prior solar and wind-gen installs). Points-of-interest are: Battery Monitoring: replaced the Xantrex Lite with a Victron BMV-712, which is networked via Bluetooth and VE-Direct; this works in combination with a Bluetooth networked Victron SmartSense which provides networked temperature sensing (and battery voltage sensing, as used by PV MPPTs). Victron MultiPlus 24/3000/70-50. Chose VICTRON over Mastervolt - as did not see the need for cZone integration, as (perhaps, and arguably) this is the primary benefit of MV over VE; have a tendency towards the potential of open-source solutions as well. Then, chose the Multiplus over Quattro, as have taken an in-principle decision that "if it ain't broke, don't fix it", that is, to re-use as much as possible (in this case, the existing K1 / K2 transfer switches, and associated wiring & cable runs), whilst also minimising disruption to other existing/working equipment and systems. Adding 3,000W of inverting represented a doubling of the pre-existing 1,500W inverter (which has been retained, using the pre-existing K2 transfer switch, so as much as possible remaining independent of the Multiplus install). Also, chose a 3,000W (not 5,000W) unit, as a greater-capacity inverter would need higher-capacity batteries which, in turn, would need to be kept fed with higher capacity charge-source/s (solar). Similar rationale for 70A charger, not higher. Also, adopting an evolutionary approach, such that incremental improvements (such as increase in inverting capacity) does not drive or necessitate an upgrade elsewhere (such as Lithium). Holding to 3,000W will also (I hope) limit the consequence of the "use whatever you have" effect. Chose the unit with 50A transfer rating, over the one with only 16A capacity, so as to be able to passthrough the full output of the 7.5kVA ONAN GenSet (for battery charging, amongst other things). Multiplus, installed in hanging locker adjacent to companionway. Rationale: 1. minimise length of DC cable runs; 2. avoid the heat of the engine room - having experienced heat-soak in the engine room, did not want add more heat sources there; 3. avoid having the Multiplus co-located with the other inverter and chargers (i.e. physically separate these pieces of equipment, if possible, to guard against broad-scale effects of an engine-room incident such as water-maker HP leak); and 4. reduce risk of heat-related reduction of inverter/charger efficiency due to high ambient temperatures. Downside: extra noise in saloon when with high charge/inverting loads. Offset: co-locate with new solar MPPTs, clear access to associated RCDs, CBs, distribution/fuse boxes, etc. System configuration: via VictronCONFIGURE (for initial setup), thereafter VictronCONNECT (app on iPhone, iPad; and MacOSX via USB-C into ethernet/VE-Bus) and VRM (browser via internet, plus local). Monitoring - Multiplus (and system): via Victron CERBO GX. Elected for the CERBO over an OCTO GX, for the more powerful CPU and better WiFi performance (despite the 10 VE.Direct ports offered by the OCTO; CERBO has only 3); use VRM app on iPhone/iPad and online, and B&G MFD at NAV STN (details below). Control - Multiplus: Digital Multi-Control panel (DMC-GX), located below the ONAN control panel in the galley. Rationale: try and keep all the primary charging and inverting controls located within a single eye-glance and arms-reach. (The legacy 1,500W inverter has been held in situ, and still able to feed the AC system via K2 when the Multiplus is off.) Monitoring & Control - Cerbo & System: via VRM (browser, and app) and HTML5, the latter achieved via ethernet to a B&G Vulcan 7" (V7) display. Elected to go this path in order to avoid the need for a separate dedicated display for the Cerbo (power, space & visual considerations); achieved by using the pre-existing B&G Vulcan 7" MFD, which has been panel-mounted (with only minor work required) to replace the retired B&G Hydra2000 display. The V7 also provides back-up/redundancy to the Furuno TZT14 chartplotter and integrated AIS functions at the NAV STN (but the V7 does not provide redundancy for the radar), while also providing enhanced wind information (waterfall history tapes) as per helm instruments (3x Triton2) - this is very useful when in inclement conditions, as can assess all parameters from below, at the NAV Station (note: all autopilot controls have been deliberately retained at the helm only). The CERBO is also connected to the N2K network (note: the CERBO's 12vDC N2K-supply fuse is removed, in order to avoid DC loops), meaning that electrical-system status and values (such as AC/DC voltages, currents, temps, warning & alarms, etc) can also be displayed on dedicated windows on the V7 MFD (and anywhere else where the N2K data-stream is available). Other changes: + installed Victron battery balancers. + N2K network is newly separated into two independently-powered halves: + <MHU-to-DST-to-NAV STN+xxx> and + <Chartplotter-to-Autopilot-to-helm-to-GPS330B>. (All N2K data that is + available on one half, is passthrough to the other half.) + Furuno TZT14 Chart-plotter (and radar, plus the primary FA-50 AIS) 24V supply is powered by the main NAV STN circuit breaker via dedicated sub-bus; the 12VDC supply to the chartplotter, which powers the 'aft end' of the N2K network, is powered by the NAV STN SAILOR 8A 24-12VDC supply. + re-allocated previously unused capacity on the Sailor 8AMP "Always ON" 24-12VDC converter (previously FM-AM radio only, channel pre-set), now provides "Always ON" (but switched) 12VDC to the 'masthead half' of the N2K backbone; this power supply now also powers the CERBO, the B&G V7 MFD (which is also separately switched), and a (switched) 4G/WiFi Router. Doing so allows the CERBO to be monitored and controlled remotely (unless the Sailor 'Always ON' 24-12v DC-DC converter is switched off at the unit). + reconfiguration of the AC panel so that the pre-existing 100A and 30A battery chargers are powered only from the Multiplus AC-OUT-2 (AC-OUT-2 is switched only when AC-IN is available to the Multiplus, from either shore-power or genset, genset priority, as determined by AMEL OEM transfer switch K1). Thereby preventing an inadvertent charge-from-inverter downwards-spiral scenario, whilst also providing boosted battery charging capacity of up to 100+30+70 Amps (or combination thereof, max. 4,800W from 7.5kVA genset; lesser when on shore power, with power limiting applied via DMC panel). + Replacement of the analogue AC voltmeter (above the AC panel) with a Bluesea M2-1838 AC Multimeter; enabling greater visibility of AC loads at the point-of-control. + Installed VESPER XB-8000 (in SW controlled RX-only mode): provides + on-board MOB and Anchor Alarm, plus AIS to helm instruments (3x + Triton2) and V7 via N2K. Re-broadcasts the AIS and N2K data-streams + via WiFi for use by independent devices (e.g. iPads/iPhones running + iSailor, PC/MAC running O-CPN). Provides redundancy for the primary + Tx/Rx AIS (which is an ethernetworked Furuno FA-50 displayed on the + primary TZT14 chartplotter). (I elected not to go for the integrated + CORTEX solution, as I wish to retain AIS independent of VHF COMs + capability.) Imminent: Replacement of 4x 100W rail-mounted solar panels with 4x 310W panels (2 on the rail, one each port and starboard; 2 on bimini). Replacement of 1 x 100/20 MPPT with 2x 100/30 MPPTs; retaining the 100/20 thereby providing the optional election of retaining some of the existing 400W, or supplementing the new 1,200W with fore-deck or boom-tent mounted flexible / semi-flexible panels. Future considerations: Upgrade to Lithium: contingent upon aging capacity of existing 580Ah FireFly batteries, assumed timeframe remaining 3-5 years, at which time the presuemed costs of lithium with reduce in real-terms, as well as leveraging the benefits of flow-on technologies resulting from EV uptake, hybrid grid-storage solutions, systemic design considerations in marine applications, modularisation, interoperability, and institutional aspects (e.g., insurance), etc etc. As usual, comments, questions, and suggestions all welcome. Blue skies, David SM#396, Perigee Bay of Islands, NZ From: <main@AmelYachtOwners.groups.io> on behalf of Bill Kinney <cruisingconsulting@...> Reply to: <main@AmelYachtOwners.groups.io> Date: Tuesday, 12 April 2022 at 12:03 pm To: <main@AmelYachtOwners.groups.io> Subject: Re: [AmelYachtOwners] Standalone Inverter as an AC IN source to a Victron MultiPlus David, Thanks for the diagram... What you propose looks good! Bill Kinney SM160, Harmonie Ragged Island, Bahamas -- Cheers Paul Ya Fohi - Amel 54 #98 |
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Great summary David, You are going to be delighted with that setup and it will change your onboard lifestyle for the better immediately. On SV Island Pearl II we circumnavigated with that very same Victron 3000/100/24 multi-unit, in the same position, albeit with a shelf over the top and the Victron solar units also below that shelf. In all that time we never ever overly noticed or were troubled by the occasional slight extra noise in the saloon, so suspect you will also not be troubled by that either. To me, from a safety perspective at sea, it was all about having the shortest possible cable run to the unit from the batteries when drawing all that power. Also, we almost only ever cooked on our induction cooker unless doing a very occasional bake in the gas oven (only refilled gas once in Singapore all the way around the world in 3.5 yrs!) so from that, everyone will realize that we are not the top-level chef's that we know you both are on SV Perigee after receiving a copy of your cooking book from the Suzytoo rally. In addition, we are avid coffee drinkers and had an awesome fast kettle for hot water, a Coffee Machine, and a toaster all used daily and very frequently, especially when Lauren had to return home and I took on four crew for our Indian Ocean crossing. In all our time we never ever needed any more than the 3000w inverter so we're pleased with the higher efficiency/ lower standby draw of that 3000w setup. At times we even ran our washing machine via the inverter too when in good sunlight and winds for our two Rutland wind gens, all pre our later lithium upgrade, but 75% of the time preferred to plan washing around those times when the Genset needed a run anyway. Also, we ran the 100L/hr duo watermaker on a/c mode via the Victron inverter too at times when we had plenty of sun and wind but tended to find the Duo100 naturally more efficient in DC mode anyway since for some unknown reason the DC Pump seemed to always put out more water running in the green zone than the ac pump ever did, even when the Genset was running. These Victron 3000w Multi-units are extremely robust, and reliable and we have had many years of experience with them since we had the same unit, (but 12v version 3000/100/12) on our previous yacht too (SV IslandPearl - an Island Packet 40), and now are onto our 3rd unit installed in our RV with lithium. Colin Ex SM SV Island Pearl II On Fri, Dec 9, 2022 at 11:23 AM David Vogel <david.vogel@...> wrote: Hi All, --
Regards COLIN STREETER | Director CS PRODUCTS GROUP Pty Ltd T (+61) 0466 969 567 | E colin.d.streeter@... W https://profitrecoup.com/ This email and any attachments are confidential. Any unauthorised use is prohibited. Please delete if received in error My #1 pick for fully integrated online business software. Get your free account here --> https://groovepages.groovesell.com/a/j4l7k3xoWyec. My #1 Banking tip for online business and personal banking - fly the world for free. Find out more and apply for your Amex Card via my affiliate link to receive additional frequent flyer/ airmiles if approved.-> http://amex.com.au/refer/cOLINShc4F?CPID=100500127 |
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David Vogel
Hi All,
My inverter upgrade, augmenting the pre-existing 1,500W inverter (as installed as OEM) with a Victron MultiPlus (24/3000/70-50), is finally complete. Below, documenting the generic system configuration and underling rationale/s, for the benefit of those facing similar upgrades in future. The planning started shortly before acquiring Perigee in 2016, with the initial PV (4x 100W, rail-mounted) installed in MQ 2017; then WindGen in SXM, 2018 (Rutland 1200, top of mizzen mast, made easier when the masts were removed for replacing the standing rigging with ACMO to OEM spec); M2-1828 AC multi-meter ordered / delivered Panama, 2018 (faulty on delivery, replaced 2022 under warrantee). Victron Multiplus ordered when the legacy AGMs started to fail in French Polynesia, late in 2018. The Multiplus arrived NukuHiva, along with 10x Firefly batteries, in February 2019 . The batteries were installed immediately, but the Multiplus install has needed to wait for a more integrated systems approach (and an AMEL-friendly electrician), and to await a location with readier access to a suitable level of shore-based resources and support; detailed discussions with 4 installers took place along the way, before finally settling on a fifth, who assisted with the job, along with cleaning up the rats-nest of the DC wiring adjacent to the battery box (e.g. new +ve and -ve bus-bars, adjacent to the battery switches, and other aspects of prior solar and wind-gen installs). Points-of-interest are: Battery Monitoring: replaced the Xantrex Lite with a Victron BMV-712, which is networked via Bluetooth and VE-Direct; this works in combination with a Bluetooth networked Victron SmartSense which provides networked temperature sensing (and battery voltage sensing, as used by PV MPPTs). Victron MultiPlus 24/3000/70-50. Chose VICTRON over Mastervolt - as did not see the need for cZone integration, as (perhaps, and arguably) this is the primary benefit of MV over VE; have a tendency towards the potential of open-source solutions as well. Then, chose the Multiplus over Quattro, as have taken an in-principle decision that "if it ain't broke, don't fix it", that is, to re-use as much as possible (in this case, the existing K1 / K2 transfer switches, and associated wiring & cable runs), whilst also minimising disruption to other existing/working equipment and systems. Adding 3,000W of inverting represented a doubling of the pre-existing 1,500W inverter (which has been retained, using the pre-existing K2 transfer switch, so as much as possible remaining independent of the Multiplus install). Also, chose a 3,000W (not 5,000W) unit, as a greater-capacity inverter would need higher-capacity batteries which, in turn, would need to be kept fed with higher capacity charge-source/s (solar). Similar rationale for 70A charger, not higher. Also, adopting an evolutionary approach, such that incremental improvements (such as increase in inverting capacity) does not drive or necessitate an upgrade elsewhere (such as Lithium). Holding to 3,000W will also (I hope) limit the consequence of the "use whatever you have" effect. Chose the unit with 50A transfer rating, over the one with only 16A capacity, so as to be able to passthrough the full output of the 7.5kVA ONAN GenSet (for battery charging, amongst other things). Multiplus, installed in hanging locker adjacent to companionway. Rationale: 1. minimise length of DC cable runs; 2. avoid the heat of the engine room - having experienced heat-soak in the engine room, did not want add more heat sources there; 3. avoid having the Multiplus co-located with the other inverter and chargers (i.e. physically separate these pieces of equipment, if possible, to guard against broad-scale effects of an engine-room incident such as water-maker HP leak); and 4. reduce risk of heat-related reduction of inverter/charger efficiency due to high ambient temperatures. Downside: extra noise in saloon when with high charge/inverting loads. Offset: co-locate with new solar MPPTs, clear access to associated RCDs, CBs, distribution/fuse boxes, etc. System configuration: via VictronCONFIGURE (for initial setup), thereafter VictronCONNECT (app on iPhone, iPad; and MacOSX via USB-C into ethernet/VE-Bus) and VRM (browser via internet, plus local). Monitoring - Multiplus (and system): via Victron CERBO GX. Elected for the CERBO over an OCTO GX, for the more powerful CPU and better WiFi performance (despite the 10 VE.Direct ports offered by the OCTO; CERBO has only 3); use VRM app on iPhone/iPad and online, and B&G MFD at NAV STN (details below). Control - Multiplus: Digital Multi-Control panel (DMC-GX), located below the ONAN control panel in the galley. Rationale: try and keep all the primary charging and inverting controls located within a single eye-glance and arms-reach. (The legacy 1,500W inverter has been held in situ, and still able to feed the AC system via K2 when the Multiplus is off.) Monitoring & Control - Cerbo & System: via VRM (browser, and app) and HTML5, the latter achieved via ethernet to a B&G Vulcan 7" (V7) display. Elected to go this path in order to avoid the need for a separate dedicated display for the Cerbo (power, space & visual considerations); achieved by using the pre-existing B&G Vulcan 7" MFD, which has been panel-mounted (with only minor work required) to replace the retired B&G Hydra2000 display. The V7 also provides back-up/redundancy to the Furuno TZT14 chartplotter and integrated AIS functions at the NAV STN (but the V7 does not provide redundancy for the radar), while also providing enhanced wind information (waterfall history tapes) as per helm instruments (3x Triton2) - this is very useful when in inclement conditions, as can assess all parameters from below, at the NAV Station (note: all autopilot controls have been deliberately retained at the helm only). The CERBO is also connected to the N2K network (note: the CERBO's 12vDC N2K-supply fuse is removed, in order to avoid DC loops), meaning that electrical-system status and values (such as AC/DC voltages, currents, temps, warning & alarms, etc) can also be displayed on dedicated windows on the V7 MFD (and anywhere else where the N2K data-stream is available). Other changes: + installed Victron battery balancers. + N2K network is newly separated into two independently-powered halves: <MHU-to-DST-to-NAV STN+xxx> and <Chartplotter-to-Autopilot-to-helm-to-GPS330B>. (All N2K data that is available on one half, is passthrough to the other half.) + Furuno TZT14 Chart-plotter (and radar, plus the primary FA-50 AIS) 24V supply is powered by the main NAV STN circuit breaker via dedicated sub-bus; the 12VDC supply to the chartplotter, which powers the 'aft end' of the N2K network, is powered by the NAV STN SAILOR 8A 24-12VDC supply. + re-allocated previously unused capacity on the Sailor 8AMP "Always ON" 24-12VDC converter (previously FM-AM radio only, channel pre-set), now provides "Always ON" (but switched) 12VDC to the 'masthead half' of the N2K backbone; this power supply now also powers the CERBO, the B&G V7 MFD (which is also separately switched), and a (switched) 4G/WiFi Router. Doing so allows the CERBO to be monitored and controlled remotely (unless the Sailor 'Always ON' 24-12v DC-DC converter is switched off at the unit). + reconfiguration of the AC panel so that the pre-existing 100A and 30A battery chargers are powered only from the Multiplus AC-OUT-2 (AC-OUT-2 is switched only when AC-IN is available to the Multiplus, from either shore-power or genset, genset priority, as determined by AMEL OEM transfer switch K1). Thereby preventing an inadvertent charge-from-inverter downwards-spiral scenario, whilst also providing boosted battery charging capacity of up to 100+30+70 Amps (or combination thereof, max. 4,800W from 7.5kVA genset; lesser when on shore power, with power limiting applied via DMC panel). + Replacement of the analogue AC voltmeter (above the AC panel) with a Bluesea M2-1838 AC Multimeter; enabling greater visibility of AC loads at the point-of-control. + Installed VESPER XB-8000 (in SW controlled RX-only mode): provides on-board MOB and Anchor Alarm, plus AIS to helm instruments (3x Triton2) and V7 via N2K. Re-broadcasts the AIS and N2K data-streams via WiFi for use by independent devices (e.g. iPads/iPhones running iSailor, PC/MAC running O-CPN). Provides redundancy for the primary Tx/Rx AIS (which is an ethernetworked Furuno FA-50 displayed on the primary TZT14 chartplotter). (I elected not to go for the integrated CORTEX solution, as I wish to retain AIS independent of VHF COMs capability.) Imminent: Replacement of 4x 100W rail-mounted solar panels with 4x 310W panels (2 on the rail, one each port and starboard; 2 on bimini). Replacement of 1 x 100/20 MPPT with 2x 100/30 MPPTs; retaining the 100/20 thereby providing the optional election of retaining some of the existing 400W, or supplementing the new 1,200W with fore-deck or boom-tent mounted flexible / semi-flexible panels. Future considerations: Upgrade to Lithium: contingent upon aging capacity of existing 580Ah FireFly batteries, assumed timeframe remaining 3-5 years, at which time the presuemed costs of lithium with reduce in real-terms, as well as leveraging the benefits of flow-on technologies resulting from EV uptake, hybrid grid-storage solutions, systemic design considerations in marine applications, modularisation, interoperability, and institutional aspects (e.g., insurance), etc etc. As usual, comments, questions, and suggestions all welcome. Blue skies, David SM#396, Perigee Bay of Islands, NZ From: <main@AmelYachtOwners.groups.io> on behalf of Bill Kinney <cruisingconsulting@...> Reply to: <main@AmelYachtOwners.groups.io> Date: Tuesday, 12 April 2022 at 12:03 pm To: <main@AmelYachtOwners.groups.io> Subject: Re: [AmelYachtOwners] Standalone Inverter as an AC IN source to a Victron MultiPlus David, Thanks for the diagram... What you propose looks good! Bill Kinney SM160, Harmonie Ragged Island, Bahamas |
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