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fundamentally the same good reasons which was utilized back again in the day to guidance likely with 48 more than 12. lighter wiring and interconnects pretty much tends to make up the primary difference in Charge.

I may also affirm that In the event your HV battery ( or bms ) can do this protocol selected as "Lithium battery HV" in the Solis application battery options you'll have whole CAN battery communications. You will discover of course plug and play choices, such as Pylontech H1 or BYD HVL that satisfy UL9540.

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Audi of America will take endeavours to ensure the precision of data on the general vehicle info web pages. Types are shown for illustration needs only and should involve options that aren't out there on the US product.

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Your .o2BMS file authorized the SA inverter to function with no Alarms on 1st test. My to start with difficulty to work through would be that the Sol-Ark is exhibiting an SOC benefit that is definitely 2X of the value the BMS is broadcasting.

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I used to be originally thinking about Victron and EG4, but they do not make solitary section inverters that take care of HV ESS batteries of 380W+ like from my Nissan Leaf 24kWh pack. They only manage the typical 48v battery storage solutions It appears.

Photo voltaic Guppy explained: I could also validate that if your HV battery ( or bms ) can try this protocol selected as "Lithium battery HV" from the Solis application battery settings you should have complete CAN battery communications.

denmek stated: Hi, very nice project, I'd love to be a tester also. DO you have a link to the job with the Neighborhood ?

Some packs have an internal 48V and use a lift converter to generate three-800Vdc from it, some put a lot of cells in collection.

I tried location my CANBUS around the BMS to match the paperwork furnished by Richard and messed all over a little bit with diverse comm parameters, but nevertheless no luck.