zivva

You can totally login to the dongle interface for the initial setup or to modify the existing setup. It's easier thru the app though ... You will need to find the dongle IP address attributed by your home router. To log in to the dongle just type its IP then : User : admin Password : admin

Numbers on the first screen don't make much sense : - @ 3.3V per cell you are certainly not at 12.1% SOC but closer to 80 ~ 90%. - 0.0A rated capacity - 0 cycle - 0% SOH Don't mess around with BMS settings & calibration if you don't know what you are doing ...

Did this happened overnight or you modify some settings on the BMS settings ? Looking at the bottom of the screen the BMS part models are different ...

One option among others : Use a busbar with 1 DC switch / MCB / MCCB to disconnect all batteries. Before connecting the batteries, charge them 1 by 1 to a close voltage to avoid large amount of energy transfer when you finally connect them ...

You can but .... - no problem when you switch OFF one set of batteries - high current flow between sets of batteries if ever you switch one set previously OFF to ON and both set are not exactly at the same voltage when you switch one back ON. Most BMS will consider the high current flow as a short circuit then may turn OFF Any reason you would want to have a disconnect for each set ?

1. Grid supply getting out of range. Either voltage or frequency. Internal relay switches to off grid,.waits for 1 minute then reconnects if grid in range. If not, waits 1 more minute until grid in range. Typically when this occurs, the grid details screen should display grid voltage and 0.00 Hz until relay switches back to grid. 2. That would be the tiny & slow running internal fan.

Go to basic settings Untick "lock out all changes" Validate and type the password 7777 on the next screen ...

Which is very far from being discharged but nominal voltage when no current is flowing ... Screenshot of what says BatteryView ? For both with terminals connected to load / inverter and terminals disconnected from anything.

You may be able to disable protection of the BMS or decrease the minimum voltage for a cell to not accept current but stay idle on BatteryView to be able to charge the battery. What kind of voltage displays BatteryView for the lowest cell(s) ? As long as > 2.0V, you should be fine and get full or close to full capacity after full charge. If < 2.0V ... It depends how much time the said battery has been in storage ... Anyway, you will need to initially charge the battery at a quite low C-rate (0.1 to 0.3C) and monitor individual cell voltages to see how they behave ...

You have the grid peak shaving setting to do that ... Set its value to 3000W on each inverter

Until proven otherwise by reading those magical & unique cells datasheet,you might need to try harder to convince anyone that those cells are rated for 1.5C discharge. Meanwhile, one can only assume that those cells are rated as all other LFP cells available on the market : 0.5C @ 25°C. Assuming those cells are Grade A automotive cells. Tested & matched. Greenrich markets their products as able to achieve 1.5C ... But only recommend 0.5C. That 1.5C is nothing more than some marketing gimmick ... You are right though, a Mercedes can achieve 280 km/h (well, some AMG can, not sure about the Mercedes :p), but it's not meant to be driven at 280 km/h at all time. If ever that was possible At some point it even needs to stop. .

Not really, just interested & looking for more informations then facts. Facts at this point are : - Greenrich does not produce any battery but use the services of a Chinese OEM : Greenway. Nothing wrong with that, it is how technology works these days. Greenrich does not try to hide it : it is written on a sticker of your products & the PDF you attached. - Greenway (because at this point, Greenrich is nothing else but a marketing brand put on a sticker ...) does not produces battery cells but assemble battery packs using third party cells. Both for NMC & LFP markets : https://www.greenway-battery.com/about.html Awaiting a datasheet to back up Greenrich marketing statement but looking at the photos you presented in your PDF, here are the specs of the cells you presented : https://www.haicenpower.com/products_dt/31.html 3000 cycles @ 100% DOD, 6000 cycles @ 80% DOD. Both ar 0.5C / 25°C per industry standards. So ...

If you want to reduce deviation between batteries in //, the only way is using bus bars and batteries wires of *** exactly *** the same size and length, terminated with the exactly same lug with the exact same contact area, torqued at the same strength. Otherwise ... Electricity will *** always *** follow the path of least resistance : more energy flowing thru the shorter (then less resistance) cable, or with the less contact area etc ... When I say exactly the same length of cables : millimeters matter Is it worth the effort ? Probably not for "only" 3 batteries ...

Got the data sheet from the manufacturer of those cylindrical 1.5C / 6000 cycles cells or is it just a marketing claim ? The problem with high C-rate (anything above 0.5C being the standard in energy storage industry) in general not being only degradation due to temperature but also mechanical stress on electrode particules. Any case, Greenrich brochures mention "for better battery life, we suggest charge & discharge @ 0.5C @ 25°C" 🥳

Those 85% SOC when bulk finished is just the default value on Victron. It is supposed to help the Multi to more accurately calculate the SOC at the end of charging cycle. Assuming one set the proper voltage to that bulk charge. Which is obviously not 3.55V ... https://community.victronenergy.com/questions/823/why-is-my-maximum-soc-stuck-at-85.html You could set bulk @ 3.8V, your Victron would still display 85% SOC when bulk finished with that setting ... Default value meaning ... you can change it & probably should, cause @ 3.55V you're well above 85% SOC ... but 99+ %. Kind of defit the purpose of that 3 stages charging algorithm then. Oups. Or reduce that bulk to 3.35V which is closer to 85% even if Lifepo4 charging curve being flat like pancake, it's hard to get a precise SOC between 3.2V and 3.4V. Why does Victron uses a 3 stages charging algorithm when 1 stage CV does the job ? Probably cause they sell BMS-less Lifepo4 as AGM drop-in replacement ? Or other reasons, don't know, don't care, not concerned. Ask them ... I'm not the one asking questions here. You're welcome !

If you had a shunt, you would notice that 1 cell reaching 3.5V is charged to +99% of its capacity. BMS typically starts balancing cells @ 3.4V. that was your initial interrogation. There is a reason why most hybrid inverters do not bother with bulk, absorption & float but just charge up to a determined voltage then let the BMS limits current when cells reach OV. This makes barely noticeable difference in achieved capacity. It is demonstrated here : https://lygte-info.dk/info/BatteryLiFePO4Charging UK.html So, I confirm my initial statement 🥳

What model of JK have you installed btw ? Did you end up using the one with 0.6A or 2A balancer ? Noticed any significant difference?

How would you know your battery is reaching 85% ? It's just a matter of voltage. To reach 100% capacity, you just need to reach +/- 3.5V per cell. Anything between 3.45 & 3.6V will do.

There is no reason to only charge your batteries to 90% instead of 100% ... The less you charge them to the point they get balanced at the end of the charging curve (> 3.5V), the more unbalance you create and the less accurate the SOC gets estimated by the BMS. If you want to improve battery life, you can choose to only use x% of their capacity but cycling from 100% to 40% is better for the reasons given above than from 90% to 30% ... Any cases what matters is cells being in balance at 3.5V (> 99% SOC). Only garbage cells are out of balance @ 3.3V (SOC = 30% to 90%, middle of the flat curve, impossible to be precise)

There is no such thing as LI B protocol. Most of the inverters on the market understand Pylontech CAN protocol.

You would need to access the BMS software to check its settings : at what cell voltage it is supposed to reach low voltage disconnect. And try again to discharge your battery to 20% and check what is the voltage of the lowest cell. Then you will know how far you can go before BMS shuts down ... As for BMS_err_stop setting, you can leave it unchecked. It would stop using the battery and display an alarm if communication stops between the BMS and inverter. Not related to your problem ...

With that kind of temperatures, inverter & batteries would highly benefit from an AC ... Marginal cost vs shorten equipment life.

From personal experience with a Pace BMS : - the Battery Charge Voltage displayed & used by Deye is Pack OV alarm set on the BMS : should be 56V in your case then. No idea where comes from your 57.6V that doesn't match any of your BMS setting ... - the Charge & Discharge current limits are equal to 95% of the CHG / DSG OC alarms As most BMS these days, SOC is reset to 100% when either 1 cell reaches OV alarm OR pack reaches OV alarm. That explains why your SOC jumps from 90% to 100% If your cells are unbalanced ... with a cell OV alarm set too low (3.50V) Maybe try those settings : Cell OV alarm : 3.65V Pack OV alarm : 56V Unless your cells are totally out of balance, that should leave enough time for the pack to reach 56V without a cell reaching 3.65V first then producing a SOC jump ... and increase cells unbalance in the long run ...

You'll find a link to some firmware on that German forum : https://www.akkudoktor.net/forum/bms-batterie-management-monitoring-system/pace-bms-informationssammlung/ Haven't tested any ... At your own risk

Cause some brands of inverters have chosen to only use CAN. For no particular reason as in that case RS485 does the job. So to be compatible with those brands (SMA, Schneider, ...), BMS manufacturers use both protocols : RS485 & CAN ... And a dozen of variations for each of them cause it would be too easy if BMS communication was standardized ...