Dala said: The battery packs I have are Nissan LEAF types (400VDC with BMS), but When the voltage is not really matching exactly what the inverter wants it's very straightforward to re-prepare the structure. My only issue with using the LEAF pack BMS is that the shunts are so small that it will take without end to equilibrium a pack.
I assume the Deye has a similar configuration. Or the thread in my signature or this thread where it's mentioned:
A lot more demo and error and I got to adjust the scale of each and every benefit to indicate properly around the inverter monitor. Here's a photograph I took just a few moments back.
Precisely what is remaining: Perfectly, a great deal. I are testing the inverter and thus far It appears to work good, but I still have a lot of checks I wish to execute. I have not carried out a full discharge or cost cycle, that's coming up coming. As you can see within the photo above, I nevertheless have an alarm set, identified as 0x8000.
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There it's possible Many others, but I am able to inform you, BYD and CATL cells that you can buy are all quality B. These are just far too major to get fooling with the tiny time DIYERS
Too much V so you damage the battery. Also significantly less and would not charge. Also you must Restrict the charging A never to exceed like 0,5C (by location the charging V lower automatically).
I was at first enthusiastic about Victron and EG4, but they don't make one section inverters that cope with HV ESS batteries of 380W+ like from my Nissan Leaf 24kWh pack. They only handle The everyday 48v battery storage alternatives it seems.
I did my finest to build the alarm flags determined by the alarm desk furnished by the CAN specs doc and, from analysing the Reside CANBUS, all alarm flags the BMS is sending are off. There may still become a misalignment in a handful of CAN frames, or it may be an inner alarm flag lifted with the inverter internally. Either way, it will not appear to be messing with the operation in the inverter so far.
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