We plan to double our solar setup in the future and will mirror our functioning solar array and components for the second set. We currently have SIX 12V 235W PV Solar Panels installed on the roof of our bus. We were able to return the 400A fuse blocks we had originally purchased and added MEGA/AMG Fuses to the Lynx Distributor which in the end made cost us less than the individual components it replaces. Although the Lynx Distributor was significantly more expensive than the bus bars we had originally ordered, it made up for that fact by providing 4 individually fused connections. The Lynx Distributor contains a positive and negative bus-bar and is rated for 1000A with support for 12, 24 or 48V systems. Looking into other options we opted to go with the Victron Energy Lynx Distributor 1000DC. We connected it to the BMV-712 Battery Monitor and then on to our bus bar.Īfter weeks of research, we opted to NOT use the 250A bus bars we had seen used in so many other installs as some owners had seen them melt over time. The shunt is a low resistance resistor that measures the battery state of charge. We will be updating this page as we make adjustments as we perfect our system to meet our electric demands.Ĭoming directly off of our battery bank negative, we connected to a BMV shunt 500A which was supplied with the BMV-712 Battery Monitor. This page is to share our experience, but we do recommend using a qualified electrician for your project.īelow we are sharing lists of all the components in our system Battery, DC, Solar and Alternating Current set up as well as some details of things we learned along the way. With the help of Dad, a retired electronic technician, we followed all standard safety protocols and we followed the manufacturer’s recommendations as closely as possible. We are utilizing solar power, the bus alternator, and a backup plug for shore power to keep our batteries charged and keep the lights and all of our appliances working. Our dream is to have the electrical system for our tiny home on wheels be as self-sufficient as possible. We are so grateful to Battle Born Batteries for helping us to size out a system that would be right for our needs. If the alternator voltage is too low, then it cannot adequately charge the coach battery, so there is no reason to connect.Building out the battery bank and house electrical system for our bus conversion was a major hurdle for us. The BIM will disconnect if the alternator voltage drops below 13.3 V. If the voltage difference is too low, then there is a negligible charging current, and no need to connect to the coach battery. The LiFePO4 Battery Isolation Manager will disconnect if the voltage difference between the alternator and the coach battery is less than 0.1 V. This protects the coach battery from overcharging. The BIM will disconnect if the alternator voltage exceeds 14.4 V. Note that “resting voltage” means that no current is flowing to the coach battery. A resting voltage greater than 13.4 V indicates a fully charged battery. If the coach battery resting voltage exceeds 13.4 V then the BIM will disconnect. That means that the BIM will connect for 15 minutes, disconnect for 20 minutes, and repeat this cycle until the coach battery is charged. Under normal charging conditions, the BIM will connect for 15 minutes every 35 minutes. The LiFePO4 Battery Isolation Manager (BIM) monitors voltage and connects batteries when needed.
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