Orion Li-Ion Battery Management System http://www.orionbms.com Affordable & Reliable EV Li-Ion BMS Wed, 21 Oct 2015 13:57:53 +0000 en-US hourly 1 P0A0D – Cell Voltage Over 5 Volts (Orion Jr. Revision C only) http://www.orionbms.com/troubleshooting/p0a0d-cell-voltage-over-5-volts-orion-jr-revision-c-only/ http://www.orionbms.com/troubleshooting/p0a0d-cell-voltage-over-5-volts-orion-jr-revision-c-only/#comments Thu, 20 Aug 2015 16:31:25 +0000 http://www.orionbms.com/?p=2620 Continue reading ]]> The cell tap harness should be immediately disconnected from the BMS if this fault code is set. Leaving the harness connected to the BMS is likely to cause damage to the BMS and may indicate that a cell is severely overcharged.  Incorrect wiring may pose a fire and/or personal safety hazard or may lead to cell damage.  Never continue to use a damaged BMS unit!

This fault code is triggered if the voltage of an individual cell (as measured by the BMS) exceeds 5.0 volts.  This fault code will only trigger after a number of samplings over the period of 1 minute to prevent false positives.  If this fault triggers, it will cause the BMS to enter into a voltage failsafe condition disabling all charge and discharge.

This fault can be caused by incorrect cell tap wiring, a loose or disconnected cell tap, a blown fuse inside the BMS, a high resistance or loose busbar, a cell which is actually over 5 volts, or from internal damage to the BMS unit due to previous wiring faults.  This fault code should always be immediately investigated as the BMS can be damaged by cell voltage readings above 5.0v and as there may be other dangerous conditions such as over-charged cells.

The Status LED on the BMS will rapidly flash red when this fault code is present to alert the operator to disconnect the BMS immediately.

Note:  Cells which have been over-charged or over-discharged may not be safe to use even after bringing the voltage into a correct range.  A cell which has previously been over-charged or over-discharged at any time may develop internal damage, compromising the safety of the cell.  Always consult the cell manufacturer for advice on whether a cell can be safely used after an over-charge or over-discharge event.

]]>
http://www.orionbms.com/troubleshooting/p0a0d-cell-voltage-over-5-volts-orion-jr-revision-c-only/feed/ 0
Interfacing with Thunderstruck TSM2500 Chargers http://www.orionbms.com/charger-integration/interfacing-tsm2500-chargers/ http://www.orionbms.com/charger-integration/interfacing-tsm2500-chargers/#comments Thu, 09 Jul 2015 21:49:13 +0000 http://www.orionbms.com/?p=2578 Continue reading ]]> Disclaimer: The following information is provided as a guide for integrating the Orion BMS with the Thunderstruck TSM2500 chargers. While the information here is believed to be correct, it is the user’s responsibility to verify all aspects of the end application and the suitability of the following. Ewert Energy has no affiliation with Thunderstruck and provides this information for informational purposes only and is not responsible for changes in specifications made by the manufacturer. Consult the full user manuals for both products for more information.

The TSM2500 chargers must be controlled via the CANBUS interface to operate.

Ordering the charger

When ordering the TSM2500charger, ensure that the correct voltage range is ordered. The TSM2500 chargers only obey the current limits from the BMS if they are used in the correct voltage range! TSM2500 Chargers must be properly cooled.

Interfacing with the charger

Interfacing the TSM2500 charger to the Orion BMS is primarily done through the CANBUS. An optional analog safety shutoff can be added if desired. The following diagram shows the standard configuration.

CAN_Charger_w_fuses

In this diagram, the CAN connection on the TSM2500 charger is connected to either the CAN1 or CAN2 interface on the Orion BMS. A CANBUS requires exactly two 120 ohm termination resistors at the physical ends of the BUS. Unless the Orion BMS was special ordered with a different configuration, the Orion BMS has an internal termination resistor on the CAN1 interface and no termination resistor on the CAN2 interface. At the time of this writing, the TSM2500 charger does not have an internal termination resistor. Please see the wiring manual for more information about proper termination of the CAN bus and for wire length limits for CAN nodes. The TSM2500 charger may be connected to either of the CAN interfaces on the Orion BMS (CAN1 or CAN2.) The TSM2500 charger comes configured by default to operate at the 250Kbps baud rate. Either CAN interface on the Orion BMS can be changed to operate at different baud rates baud rate. All devices on a CAN bus must operate at the same frequency, so if the BMS is integrating with other devices requiring a different frequency it may be necessary to put the TSM2500 charger on one a different interface from the other devices on the other interface to accommodate both frequencies.

The pinout for the CAN interface connector is as follows:

  • Green/White – CAN High
  • Blue/White – CAN Low
  • Pink – Ignore
  • Green/Yellow – Ignore

Please see the TSM2500 installation manual for details on the specific connectors and pinouts provided by the charger.

It is recommended that an analog (secondary) shutoff for the charger be provided by adding an AC relay. While CAN is itself a robust protocol, it is still a digital protocol which can be susceptible to errors and bus lockups. An analog backup can turn off the charger even if communication errors are present on the CAN bus such that the batteries are kept in a safe state. The only method of analog backup for this version of the charger is interrupting the AC power to the charger.

The charger is primarily controlled using the CAN interface. An optional relay (RELAY2) on the AC power source to the charger serves as a backup to ensure the charger can be shutoff in all situations. Because the TSM2500 chargers can be used on split phase connections (standard residential 240V AC), both AC “hots” must be interrupted using a double pole relay. The relay coil must be less than 100mA for BMS revisions B & C or less than 175mA for revisions D & E. We recommend over-sizing the relay to ensure it can properly handle the AC current. It is up to the user to verify that the relay used is a suitable relay for the application and that the relay meets any necessary specifications.

The Orion BMS utility has built in support for the TSM2500 charger CAN protocol, though it needs to be enabled in the profile settings for it to be activated.

Steps for configuring the Orion BMS to communicate with the TSM2500 Charger:

1.) Open the Orion BMS software utility and load the appropriate profile into the editor by either downloading the existing settings from the Orion BMS (“Receive Current Profile From BMS”) or by opening a profile previously saved to disk.

2.) On the “Battery Profile” tab, select the “CANBUS Settings” tab and select the checkbox next to “Thunderstruck TSM2500 Charger” in the dialog at the bottom (NOTE: If TSM2500 Charger is not an option, update the BMS utility to the latest version by going to ‘Help -> Check For Utility Updates Now’). Enabling this checkbox will popup a dialog that explains changes made to the profile and ask for confirmation. Click OK after reading.

3.) Manually ensure the proper baud rate for the CAN interface connected to the TSM2500 charger. This can be verified on the “CANBUS Settings” tab and select the proper baud-rate for the CANBUS interface that the TSM2500 Charger is connected to (usually 250Kbps). Note: If changing the baud rate, ensure that all devices on the selected CANBUS interface operate at the same speed. CANBUS baud rate changes only take effect when the BMS is reset or power cycled. If the baud rate is changed for the interface connected to the CANdapter, the baud rate will need to be changed when attempting to connect to the Orion BMS after it is reset.

4.) After verifying all profile settings, upload the new changed settings to the BMS.

The TSM2500 charger setup should be thoroughly tested before being left alone to ensure that the CANBUS control is working properly.

TSM2500 Specific Troubleshooting:

If the charger does not charge when connected to the Orion BMS:

  1. Ensure that the BMS is calling for charge. Connect to the Orion BMS using the BMS utility and monitor the charge current limit (CCL) to ensure that the BMS is allowing charge. Certain error codes on the BMS will prohibit charging! If error codes are present, look up the codes in the troubleshooting guide to troubleshoot these first. The troubleshooting guide is available on the Downloads Page.
  2. Ensure that the BMS is able to communicate with the charger via CANBUS. With the CANdapter connected to the same CAN interface as the TSM2500 charger, open the Orion BMS utility, select the “3rd Party Data” tab at the top. Select the “Thunderstruck TSM2500 Charger” from the drop down menu and click “Connect to device”. If the CANBUS is operating correctly, data will show up from the charger such as AC voltage. If this data is not present, the charger is either off or there may be a CAN wiring issue preventing the charger from communicating.

Please see the troubleshooting guide for more information which is available on the Downloads Page.

Important: After making any changes to the charger configuration it is very important to test the setup while closely monitoring the battery pack to ensure that the charger turns off properly at the correct time.

]]>
http://www.orionbms.com/charger-integration/interfacing-tsm2500-chargers/feed/ 0
Retrieving Data With 3rd Party Devices http://www.orionbms.com/general/retrieving-data-obd2-canbus/ http://www.orionbms.com/general/retrieving-data-obd2-canbus/#comments Thu, 09 Jul 2015 17:03:13 +0000 http://www.orionbms.com/?p=2586 Continue reading ]]> There are two distinct methods for retrieving data digitally from the Orion BMS / Orion Jr.: Regularly transmitted CANBUS messages and active data polling (sometimes referred to as on demand polling).

 

Regularly Transmitted CANBUS Messages

Using regularly transmitted CANBUS messages is the broadest and most useful method for getting data out of the BMS in a reliable and consistent manner. Both the Orion BMS and Orion Jr. provide a number of programmable CANBUS messages that can be configured to transmit specific data values at set intervals. Because many CANBUS protocols are inherently complex, the Orion BMS and Orion Jr. utilities provide a significant level of customization to the user including the following items: Interface baud-rate (125Kbps, 250Kbps, 500Kbps, 1000Kbps), Message ID (both Extended and Standard ID), Message length, Message contents (including complete individual byte contents, byte order, bit order, custom arithmetic scaling, offset, max / min values), and Message frequency.

This method is also the simplest to implement because it doesn’t require messages to be sent to the BMS to initiate the data transmission (data transmission of messages occurs automatically after a programmable amount of time has transpired). These messages can be passively received by external nodes and devices and processed accordingly.

In addition to these customizable messages, both the Orion BMS and Orion Jr. provide a battery cell broadcast message (which can be enabled on the “CANBUS Settings” section of the BMS profile), which allows the BMS to automatically push the active cell related data to the CANBUS. This can be useful for diagnostics and debugging where automatic cell voltage publishing is desired.

For details on the regularly transmitted CANBUS message functionality, please see the “Edit CANBUS Messages” dialog under the “CANBUS Settings” section of the BMS Utility (both for the Orion BMS and the Orion Jr.).

Active Data Polling (OBD2)

Some applications only require on demand data access under certain conditions or in certain circumstances, or they require certain data to be transferred that would not be normally transmitted using regularly transmitted messages. To address this need, the Orion BMS implements the On Board Diagnostic Protocol (OBD2) found on modern vehicles. The OBD2 protocol provides a framework for actively requesting data from the BMS, viewing and clearing diagnostic trouble codes (DTCs) and other diagnostic functions.

For a complete description of how the OBD2 diagnostic protocol operates, please see the following regulatory documents:

SAE J1979 (this defines the core OBD2 protocol)

SAE J2190 (this defines several extended modes used by the OrionBMS, specifically mode $22)

ISO 15765 (this defines how large messages are handled by multiple CANBUS messages)

This application note is NOT intended to summarize the entire contents of the above documents. It is merely to provide a starting point for interface development or to provide examples of common tasks. More complex operations may require purchasing and reviewing the above documents.

 

OBD2 Basics

Physical Network Concept

An OBD2 network is comprised of multiple “nodes” which have a unique ID (referred to hereafter as the OBD2 ECU ID, or ECU ID for short).

Because each node has a unique ECU ID they can be individually addressed. This allows a diagnostic utility or device to be able to request specific information from one ECU at a time. Each node MUST have a unique ID, otherwise two nodes may fight each other to reply to requests. When selecting an OBD2 ECU ID for the Orion BMS, there must not be another node on the network with the same ECU ID.

 

Uses For The OBD2 Protocol

The Orion BMS uses the OBD2 protocol for the following functions:

  • Actively requesting live data from the BMS (real-time state of charge, pack voltage, cell voltages, etc).
  • Viewing and clearing diagnostic trouble codes (DTCs).
  • Retrieving stored diagnostic freeze frame data.

The OBD2 diagnostic protocol is great to use for on-the-fly data acquisition where the type of data needed may not be known ahead of time or may change significantly based on the application (e.g. displaying large amounts of data or different types of data depending on which display screen is being selected). It does have some drawbacks though:

  • Only 1 device may be polling data from any ECU node at once via the OBD2 protocol. If multiple devices are polling OBD2 data from a single node the traffic from the two may get mixed up and a data collision may occur. The Orion BMS utility uses the OBD2 protocol to view data from the BMS and configure it. Third party OBD2 devices may need to be disconnected or powered down for the BMS utility to connect properly.
  • There are no sanity checks or checksums on the OBD2 responses. This means that it’s not possible to guarantee that the received data is uncorrupted or valid. Noise and EMI can alter received data which can make this an unreliable link. For this reason, we do not recommend using the OBD2 polling protocol for application control or high reliability messages. For high reliability messaging or control messaging please see the “Custom CANBUS Message” section for how to configure the BMS to automatically transmit customized data at regular intervals.
  • Data requested via OBD2 is inherently slower than data collected by the regularly transmitted CANBUS messages from the BMS. Since the originating device must issue a “request”, wait for the BMS to acknowledge the request, and then wait for the response to be sent back, there is a fairly significant latency introduced. If high speed data transfer is required, the “Custom CANBUS Message” feature should be used to transfer data instead.

 

Anatomy of an OBD2 Message

A simple OBD2 message has the following format:

(Target ECU ID) (Message Length) (Message Mode) (Message PID) (Message Payload)

 

Target ECU ID: This is the OBD2 ECU ID of the target device. The default value for this on the Orion BMS is 0x7E3, but this can be changed in the profile settings.

Message Length: This is the total length (in bytes) of the message to be transmitted. This length includes the mode, the PID and the entire payload. It does NOT include the ECU ID.

Message Mode: This is the OBD2 mode that the message is being sent on. Different modes have different functions (e.g. Mode $22 is used to request live data from the BMS, mode $3 is used to request current fault codes from the BMS, mode $4 is used to clear fault codes, etc). These modes are defined in the SAE 1972 and SAE 2190 documents.

Message PID: This is specific data that the message is trying to retrieve. It is essentially a qualifier for the purpose of the message. For example, when requesting data via mode $22 the PID is used to specify which data parameter is being asked for (e.g. whether we are requesting battery state of charge or battery voltage). The PID may be 1 or 2 bytes depending on the mode (e.g. in mode $22 the PID is always 2 bytes, but in other modes it may be 1 byte).

Message Payload: This is the remainder of the data being sent. Typically this is blank when data is being requested (such as through mode $22), but if data is being sent to the BMS then this may contain data.

Here is an example of an OBD2 message that requests the battery state of charge from the BMS. All the numbers in this example are expressed in HEXADECIMAL format for simplicity.

7E3 04 22 F00F
ID LEN MODE PID FOR SOC

NOTE: All the spaces between the fields above should be removed. The spaces are inserted for illustrative purposes only.

OBD2 Message Reception

 

When a message is transmitted to an OBD2 node, that node needs a way to indicate to the requesting device that it successfully received the request and is sending the requested data back to it. For this reason a response is sent from the receiving ECU back to the originating device.

The target node makes the following changes to the message request before sending it back:

  • It will add 0x8 to the ECU ID to indicate it is responding BACK to the requesting device.
  • It will add 0x40 to the requested MODE to indicate which request it is responding to. This allows for the originating device to differentiate between multiple responses.

NOTE: The device initiating the OBD2 requests should wait for a response back before issuing another request. If multiple requests are received at once (or if the requesting device does not wait for a response before issuing another request) then one or more of the requests may be rejected.

 

Here is an example of an OBD2 transaction using the SOC example above. All numbers are expressed in HEXADECIMAL format.

Transmit Request To BMS:

7E3 04 22 F00F
ID LEN MODE PID FOR SOC

 

Response From BMS:

7EB 05 62 F00F 0064
ID+8 LEN MODE+0x40 SOC PID SOC VALUE

 

NOTE: In this particular instance, the SOC value received is actually SOC * 2 since it’s in 0.5% increments. Divide by 2 to get the actual value (this does not apply to all values, please see the OBD2 PID list for the default unit scalings).

NOTE: For a list of supported PIDs, please see the official OBD2 PID list:

http://www.orionbms.com/downloads/misc/orionbms_obd2_pids.pdf

 

Interfacing With The Standard Orion BMS (CANBUS)

Device Basics

The standard Orion BMS implements OBD2 via CANBUS. This means that the BMS uses the CANBUS protocol as the low level transport mechanism (meaning CANBUS messages are used to transfer the data to and from the BMS).

CANBUS has a couple extra steps that must be taken when using it with OBD2. First, every CANBUS message has an additional length field (this is different from the OBD2 length field and represents the length of the actual CANBUS message being sent). Fortunately this is very simple in OBD2 as the CANBUS length value will always be 8.

An example OBD2 exchange over CANBUS might look something like this:

CANBUS message request from an external device:

0x7E3 8 04 22 F00F 00 00 00 00
CAN ID CAN LEN OBD2 LEN MOD SOC PID UNUSED PADDING

 

CANBUS message response from the BMS:

0x7EB 8 05 62 F00F 00 62 00 00 00
CAN ID+4 CAN LEN OBD2 LEN MODE+0x40 SOC PID SOC VALUE UNUSED

 

Extended Frame Messaging Via CANBUS

The above example works for OBD2 CANBUS messaging that only need to transmit small amounts of data (eg: a single data value). Since a CANBUS message can have up to 8 bytes this can all be handled with a single message. In order to request larger data (such as cell voltages which respond back with considerably more than 8 bytes) the process is a bit more involved.

In order to support Extended Frame Messaging via CANBUS (messages with responses longer than fit in a single CAN message), the OrionBMS implements ISO 15765 (ISO-TP). Essentially this allows for longer messages to be broken up and divided into multiple CANBUS messages that are pieced together at the receiving node and the requesting node.

Covering the details of this protocol are beyond the scope of this document but here are some basics:

If the first byte in the response message is “0x10” then that means that there are additional frames waiting to be sent and only the first 3 bytes of the actual OBD2 payload was sent (bytes 5 6 and 7). The requesting device then needs to then send an “acknowledged, send the rest of the messages” response back. This response is called a flow control response.

 

This is best demonstrated with an example:

Transmit To BMS:

7E3 8 01 03 00 00 00 00 00 00

 

Receive First Message From BMS:

7EB 8 10 12 43 08 0A FA 0A C0

NOTE: The 0x10 as the first byte tells us that there is more data available. So the requesting device must request the additional data as follows.

 

Transmit “GO AHEAD” Flow Control Message To BMS:

7E3 8 30 00 00 00 00 00 00 00

 

Receive All Remaining Messages From BMS:

7EB 8 20 0A 01 0A 02 0A 03 0A

7EB 8 21 04 0A 05 0A 06 00 00

This tells us there are 8 fault codes set (P0AFA, P0AC0, P0A01, P0A02, P0A03, P0A04, P0A05, P0A06) and 3 messages are used to send this data.

 

NOTES:

  • The OBD2 length ONLY shows up in the first message (0x12 in the above example in hexadecimal, or 18 in decimal). Followup messages that are sent later ONLY include the message counter (the first byte, starting with 0x20 and incrementing by 1 until all messages are received) and the remainder of the payload. The message counter byte does NOT count towards the total message OBD2 length.
  • If the first byte of the first message is 0x10 then everything gets shifted down by 1 byte (e.g. the OBD2 length is now the second byte, the mode is now the third byte, etc).
  • The “GO AHEAD” flow control message MUST be sent within 500ms of receiving the “I have more data” message from the BMS. If the flow control message is not sent within 500ms the “GO AHEAD” request is discarded and no further messages are transmitted.
  • Once the “GO AHEAD” is successfully received, the BMS will transmit in rapid succession all the remaining data messages (it does not wait for individual acknowledgements between each message).
  • All OBD2 CAN related messages MUST be 8 bytes long (even if the actual OBD2 message length is less). Unused bytes at the end of a message should be filled with 0s.

The Extended Frame Messaging does NOT apply to the Orion Jr. if using the onboard serial RS232 interface (the RS232 interface does not have the same message length limitations that CAN does so this is not needed). The Jr. does also support OBD2 over CANBUS (if used with a CAN enabled Jr.) in which case the above Extended Frame Messaging would apply.

For a more detailed explanation of this protocol, please see the official ISO-15765 document.

 

Discovering Available BMS Units

Since the OBD2 ECU ID is programmable, it may not be possible to know ahead of time which BMS units are available on the network. For this purpose, OBD2 has what is called a general broadcast ID that all ECUs on the network will respond to.

The general broadcast ID is 0x7DF.

Any device that receives a request on the ID 0x7DF will automatically generate a response to it on its’ own ID. The requesting OBD2 device simply needs to scan for which IDs it gets responses on to determine what ECUs are available.

Example:

General Broadcast To Network:

0x7DF 8 01 3E 00 00 00 00 00 00
Bcast ID CAN LEN LEN MODE UNUSED BYTES (PADDING)

(Mode $3E is a “Keep Alive / Are You There” mode)

 

Possible Responses:

0x7EB  8 02 7E 00  00 00 00 00 00   – “I Am Here” from node 0x7E3

0x7EC  8 02 7E 00  00 00 00 00 00   – “I Am Here” from node 0x7E4

This example shows a response from 2 ECUs on the network. This doesn’t necessarily mean they are BMS units though (Mode $3E is supported by many ECUs).

In order to determine if the responding ECUs are BMS units, the user should send a Mode $9, PID 0x0B request. The BMS will respond back with a payload starting with the ASCII characters “ORIONBMS”. This will be a multi-frame response message and must be handled accordingly by the user software.

Interfacing With Orion Jr. (48v Version)

Device Basics

The Orion Jr. BMS primarily implements OBD2 via Serial RS232. This means the BMS uses the onboard serial RS232 interface as the low level transport mechanism (meaning serial messages are used to transfer the data to and from the BMS.

Some versions of the Orion Jr. also support CANBUS. CAN enabled versions do support OBD2 via CANBUS as well. For details on interfacing via CANBUS please see the “Interfacing With the Standard Orion BMS (CANBUS)” section above.

NOTE: When connecting via serial RS232 there is only one BMS available, which means it is not necessary to transmit the ECU ID (this is an important difference from the CAN connection method).

NOTE: The Jr. RS232 operates at 9600 Baud, Even Parity,  8 Data Bits, 1 Stop Bit

All RS232 OBD2 message requests and responses start with a colon (“:“)

A serial OBD2 request is nearly identical to the examples shown earlier. An example OBD2 exchange over Serial RS232 might look something like this:

RS232 message request from an external device:

:03 22 F00F
LEN MOD SOC PID

 

RS232 message response from the BMS:

:05 62 F00F 00 64
LEN MODE+0x40 SOC PID SOC VALUE

 

NOTE: All the spaces between the fields above should be removed. The spaces are inserted for illustrative purposes only.

Real World Examples

Requesting Active Fault Codes (Mode $3)

Example with mode $3 (requesting faults set on BMS)

CANBUS Transmit Request To BMS:

7E3 8 01 03
ID CAN LEN OBD2 LEN MODE

CANBUS Response From BMS:

7EB 8 06 43 02 0A01 0A02
ID+8 CAN LEN OBD2 LEN MODE=0x40 # of codes CODE 1 CODE2

In this case, 2 fault codes are set. P0A01 and P0A02.

NOTE: Since no PID was provided (no PID is needed for mode $3 transactions) no response PID is included in the reply.

 

Clearing Active Fault Codes (Mode $4)

Example with mode $4 (clearing faults set on BMS)

CANBUS Transmit Request To BMS:

7E3 8 01 04
ID CAN LEN OBD2 LEN MODE

 

CANBUS Response From BMS:

7EB 8 01 44
ID+8 CAN LEN OBD2 LEN MODE+0x40

 

The BMS responds with an acknowledgement that the fault codes have been cleared.

NOTE: Since no PID was provided (no PID is needed for mode $4 transactions) no response PID is included in the reply.

 

Requesting Data (Mode $22)

Example with mode $22 (requesting data from BMS)

CANBUS Transmit Request To BMS:

7E3 8 04 22 F00F
ID CAN LEN OBD2 LEN MODE PID FOR SOC

 

CANBUS Response From BMS:

7EB 8 05 62 F00F 0064
ID+8 CAN LEN OBD2 LEN MODE+0x40 SOC PID SOC VALUE

 

NOTE:  In this particular instance, the SOC value received is actually SOC * 2 since it’s in 0.5% increments. Divide by 2 to get the actual value (this does not apply to all values, please see the OBD2 PID list for the default unit scalings).

NOTE: For a list of supported PIDs, please see the official OBD2 PID list:

http://www.orionbms.com/downloads/misc/orionbms_obd2_pids.pdf

 

]]>
http://www.orionbms.com/general/retrieving-data-obd2-canbus/feed/ 0
Orion Jr. BMS does not power up (LED stays off) http://www.orionbms.com/troubleshooting/orion-jr-bms-power-led-stays-off/ http://www.orionbms.com/troubleshooting/orion-jr-bms-power-led-stays-off/#comments Tue, 10 Feb 2015 20:15:45 +0000 http://www.orionbms.com/?p=2553 Continue reading ]]> The Orion Jr. BMS has an optional low power shutdown that can limit the amount of power drawn from a dead battery. If the Orion Jr. BMS is not powering up, this low power shutdown is likely the cause, particularly if the battery pack was discharged just before the problem occurred. This power saving feature is provided on the Orion Jr. BMS to prevent over-discharge of a battery pack as the BMS is often powered directly by the battery pack it is protecting. The BMS can only be restored after a lower power shutdown by either removing all power to the BMS for a full 60 seconds or by applying power to the charge pin (Main I/O pin 4).

Step 1) Unplug the Orion Jr BMS Main I/O connector.

Step 2) Wait a full 60 seconds with the connector disconnected; then reconnect. This will cause the BMS to exit the low power shutdown mode. Waiting a minimum of 60 seconds is essential as the latch can take this long to release after power has been removed.

If the above fails to awake the unit, ensure that the BMS unit has power on either pin 2 or 4 (READY or CHARGE) and that the ground is good on pin 6. If power is good to these terminals, contact Ewert Energy to evaluate the unit.

Note: The maximum voltage for the power supply on the Main I/O connector is 60V DC. Voltages higher than this may damage the unit and cause the unit not to function. If this happens, the unit should be removed from service immediately and sent in for service.

]]>
http://www.orionbms.com/troubleshooting/orion-jr-bms-power-led-stays-off/feed/ 0
CANBUS Elcon Charger isn’t charging, but should be (for standard Orion BMS) http://www.orionbms.com/troubleshooting/canbus-elcon-charger-charging-for-standard-orion-bms/ http://www.orionbms.com/troubleshooting/canbus-elcon-charger-charging-for-standard-orion-bms/#comments Mon, 05 Jan 2015 20:20:11 +0000 http://www.orionbms.com/?p=2548 Continue reading ]]> Start with everything setup such that the charger should be charging the batteries.

Step 1. Open the BMS utility and select File -> Connect to the BMS. If you are unable to connect ot the BMS, see the Troubleshooting Guide on http://orionbms.com/troubleshooting/ for help connecting to the BMS. If unable to communicate with the BMS only when the charger is connected or only when the charger is powered, it is possible that the baud rates of the BMS and charger are different or that the CAN wiring to the charger is causing communication problems. If this happens, ensure that CAN High and CAN Low are not backwards and that the BMS and the charger are operating at the same baud rate (usually 250kBps for Elcon / TC chargers).

Step 2. Select the “Live Text Data” tab at the top of the screen.

Step 3. Near the bottom of the screen where it says “Selected Parameter Group”, select “Advanced Paramaters.”

Step 4. Look for the parameter called “Is-Charging” power status. This should read ON. If this reads OFF, then charge power is not applied to the BMS. Apply charge power to the BMS to correct this issue.

Step 5. Look for the parameter called “Charger-Safety Output Active”. This should read ON indicating that the BMS is calling for charge. If this reads OFF, then the BMS is not allowing charge for some reason. If that is the case, proceed to step 5a and continue diagnosing until “Charger-Safety Output Active” reads YES, otherwise proceed to step 6.

Step 5a. At the bottom of the screen where it says “Selected Parameter Group”, select “Current”.

Step 5b. Look for the parameter called “CCL Zero Because Charge Complete”. If this says “YES”, it means that the BMS tried to charge the pack and stopped because a battery exceeded the maximum voltage. You can select “Restart the BMS” from the File menu and the BMS will attempt to charge again to closely watch what is happening. If the charger turns off very rapidly, it may be necessary to use the graphing screen to graph the highest cell voltage look for rapid spikes in voltage. Rapid spikes in voltage may indicate a problem with a cell or loose busbar / connection and may require diagnostics on the cell causing the issue. This also may be perfectly normal if a cell is fully charged (the voltage of the Iron Phosphate cells in particular will shoot up in voltage near the termination of charge).

Step 5c. Look for the parameters called “Reduced Due to Voltage Failsafe”and “Multi-Unit Comm Failsafe.” If either of these parameters read YES, the BMS is prohibiting charge due to a critical failure. Look at the “Diagnostic Trouble Codes” page for fault codes and diagnose these codes. Note that only certain codes are critical and prevent charging or discharging. Charging will be prohibited if the charge current limit (CCL) is zero amps for any reason.

Step 5d. Ensure that the profile on the BMS has been setup and that the charger safety relay has been enabled. If the profile has never been setup, run through the profile setup wizard in the utility if using a battery type in the database, otherwise, ensure that the profile has been setup manually. The BMS will not allow charging or discharging if the profile has not been setup or if the charger safety relay is not enabled.

Step 6. Download the current profile from the BMS to ensure proper CANBUS configuration for the Elcon / TC charger. Switch to the “Battery Profile” tab at the top. Select “Receive Current Profile From BMS.”

Step 7. In versions of the utility newer than 1.8, select the “CANBUS settings” tab (under 3rd party devices in older versions.) Ensure that there is a checkbox next to the “Elcon / TC Charger” line. If this is not checked, place a check next to it, follow the instructions and upload the updated profile to the BMS. This box can be un-checked and re-checked in order to ensure that the proper Elcon charger has been selected (this is important as selecting the wrong charger will transmit the wrong information and will likely result in the charger not operating).

Step 8. Click on the CANBUS settings tab (if you are not already there) and check to ensure that the CANBUS which the Elcon charger is connected to is operating at 250kBps. Please note that the BMS must be fully power cycled with all power removed after a CANBUS baud rate change has occured.

Step 9. Ensure that the maximum amperage while charging is set to something within the charger’s capabilities. If the charger receives a request to charge faster than it is able to charge, it may enter into an undefined state. This parameter can be found on the “Charge Limits” tab on utility versions 1.8 and newer.

Step 10. Ensure that the charger is powered. If there are any relays or contactors that shutoff AC power to the charger, ensure that power is actually reaching the charger using a multimeter as a relay may have failed or may not be activating.

Step 11. Ensure proper CANBUS wiring. CAN wires MUST be twisted pair wire and MUST be properly terminated to operate correctly. Exactly two (2) 120 ohm termination resistors must be present on the CANBUS. Ensure that CAN High and CAN Low wires are not reversed (see the wiring manual and Elcon application note for more information).

Additional troubleshooting tips:

If the Elcon charger is configured with the standard CANBUS message ID, it is possible to use the “3rd Party Data” section of the utility to communicate with the Elcon charger itself to ensure that the BMS can communicate with the charger. Please note that this only works with chargers using the 0x1806E5F5 CANBUS ID. To do this, the CANdapter should be connected to the same CAN interface that the Elcon charger is on, though limited data may be available even if located on the other CAN interface (the BMS is configured by default to pass this information through, but only for the standard CANBUS ID). On the “3rd Party Data tab”, select the “Elcon Charger” under “Selected Third Party Device” and press connect. Under “Device Parameters”, there should be some information from the Elcon charger. If all of the lines starting with “Elcon” read “Not Available”, the BMS utility is unable to establish communication with the Eltek chrager. This may be a sign tha the charger is not powered, that there is a CANBUS wiring problem, or a defective charger. This can also happen if the CANdapter is not connected to the same CAN interface that the Elcon charger is on. Troubleshoot this by ensuring that the charger is powered and that the CANBUS connection to the BMS is good.

The Live CANBUS Traffic tab can also be used to diagnose if the BMS is correctly transmitting CANBUS messages. By default the BMS will transmit data to the Elcon charger on both the 0x1806E5F5 and 0x1806E9F4 messages. This is because most Elcon chargers come configured with one of these CANBUS IDs. The Elcon charger should be responding on another message such as 0x18FF50E5. If only the transmitted messages are showing up, it may indicate that the charger is not responding.

Note: Elcon chargers can be special ordered with different a CANBUS ID. If this happens, the CANBUS ID will need to be manually changed in the BMS utility to work correctly.

Note: Elcon chargers may enter an undefined state if they are told to charge at a higher amperage than their maximum possible amperage. This will prevent them from charging. When setup using the profile setup wizard, the BMS will not transmit a charge current limit higher than the maximum allowable for that charger. However, if setting up manually, ensure that the “Maximum Amperage While Charging” variable is set at or below the theoretical maximum possible DC amperage for the specific model of charger being used.

]]>
http://www.orionbms.com/troubleshooting/canbus-elcon-charger-charging-for-standard-orion-bms/feed/ 0
EVIC Display By Andromeda Interfaces http://www.orionbms.com/display-integration/evic-display-andromeda-interfaces/ http://www.orionbms.com/display-integration/evic-display-andromeda-interfaces/#comments Fri, 14 Nov 2014 19:23:48 +0000 http://www.orionbms.com/?p=2532 Continue reading ]]> EVIC OrionBMS

Ewert Energy Systems is pleased to announce the availability of the EVIC advanced display system by Andromeda Interfaces, Inc. Official manufacturer support for the EVIC display is available out of the box with the OrionBMS.

The EVIC display touts a number of significant features such as a ruggedized automotive grade construction, customizable user interface design and lightweight form factor. The display’s ability to interface with multiple input sources allows it to become a complete driver feedback solution.

For more details or pricing on the product, please visit the manufacturer’s website:  http://www.ai-displays.com

 

EVIC Spec Sheet

]]>
http://www.orionbms.com/display-integration/evic-display-andromeda-interfaces/feed/ 0
Cells are not balancing, but should be http://www.orionbms.com/troubleshooting/cells-balancing/ http://www.orionbms.com/troubleshooting/cells-balancing/#comments Tue, 28 Oct 2014 20:59:59 +0000 http://www.orionbms.com/?p=2522 Continue reading ]]> For a detailed description of how balancing on the Orion BMS works, please see “How Balancing Works” in the operational manual.

Balancing only occurs when power is applied to the CHARGE power pin, causing the BMS to enter into CHARGE mode. For balancing to occur, the following conditions must be met:

  • At least one cell must have reached the “The Start Balancing voltage”
  • There must be a difference in voltage between the highest and lowest cell of at least the value in the “Stop balancing when all cells are within” voltage (usually 10mV)
  • The voltage of any cell being balanced must be above the “Never balance individual cells below” setting
  • The heatsink temperature must be below 50 degrees C.

Certain critical faults that result in a voltage fail safe condition (such as an open wire fault) will prevent balancing from occurring.

Note: It is normal for the cells on the live data screen to turn white for a while before turning red again. The BMS is allowing cell voltages to settle to re-evaluate the difference in state of charge between cells while all cells are white. The length of time that all cells are white (not balancing) is dependent on the temperature of the heatsink on the BMS and the number of cells requiring balancing.

Resolving the issue:

Step 1. Open the BMS utility and select File -> Connect to the BMS. If you are unable to connect to the BMS, see the Troubleshooting Guide on http://orionbms.com/troubleshooting/ for help connecting to the BMS.

Step 2. Ensure that the BMS is powered in CHARGE mode. In the BMS utility, click on the “Live Text Data” tab at the top. Near the bottom of the screen where it says “Selected Parameter Group”, select “Advanced Parameters.” Look for the parameter called “Is-Charging” power status. This should read ON. If this reads OFF, then charge power is not applied to the BMS. Apply charge power to the BMS to correct this issue.

Step 3. Ensure that at least one cell reached the “Start Balancing Voltage. Download the settings profile from the BMS and ensure that at least one cell in the pack has exceeded this voltage (ensure that in all cases the voltage is below the maximum cell voltage specified by the cell manufacture.) This only needs to occur for a very brief amount of time and only one cell must cross this threshold to start balancing.

Step 4. Ensure that any cell that should be balancing has a voltage above the “Never Balance an individual cell below this voltage” setting. The BMS will never remove charge from a cell below this voltage.

Step 5. Check to ensure that balancing has not stopped due to all cells being balanced. The BMS will determine that all cells are balanced if the difference in voltage from the highest to lowest cell voltage is less than the “Stop balancing when all cells are within” voltage.

Step 6. Ensure that the heatsink temperature is below 50 degrees C. The BMS will temporarily pause balancing if the heatsink temperature rises too high to prevent overheating of the BMS. The temperature can be checked through the BMS utility on the Live Text Data tab by selecting “Thermal Management” at the bottom and looking for the “Internal Heatsink Temperature” parameter. If the heatsink is too hot, allow the unit to cool and balancing should resume.

Step 7. Ensure that no critical error codes are present on the BMS. On the live text data tab, select “Current” at the bottom. Then look for the parameter reading “Reduced due to voltage failsafe.” Balancing is disabled if this reads “YES.” If this reads “YES,” click on the diagnostic trouble codes screen and resolve the error codes using the documentation available in the troubleshooting guide. In particular an open wire fault (P0A04) or Pack Voltage Mismatch (P0A03) fault may lead to this condition. If an open wire fault is present (P0A04), be sure to address that problem first as it likely is the root cause of other faults.

]]>
http://www.orionbms.com/troubleshooting/cells-balancing/feed/ 0
Generic on/off charger isn’t charging, but should be (for standard Orion BMS) http://www.orionbms.com/troubleshooting/generic-onoff-charger-charging-for-standard-orion-bms/ http://www.orionbms.com/troubleshooting/generic-onoff-charger-charging-for-standard-orion-bms/#comments Tue, 28 Oct 2014 19:17:55 +0000 http://www.orionbms.com/?p=2517 Continue reading ]]> Start with everything set up such that the charger should be charging the batteries. The following assumes that the charger is connected to the BMS using the charger safety relay output.

Step 1. Open the BMS utility and select File -> Connect to the BMS. If you are unable to connect to the BMS, see the Troubleshooting Guide at http://orionbms.com/troubleshooting/ for help connecting to the BMS.

Step 2. Select the “Live Text Data” tab at the top of the screen.

Step 3. Near the bottom of the screen where it says “Selected Parameter Group”, select “Advanced Parameters.”

Step 4. Look for the parameter called “Is-Charging” power status. This should read ON. If this reads OFF, then charge power is not applied to the BMS. Apply charge power to the BMS to correct this issue. The charger safety output will not activate unless CHARGE power is applied to the BMS.

Step 5. Look for the parameter called “Charger-Safety Output Active.” This should read ON indicating that the BMS is in fact calling for the charger to be on. If this reads OFF, then the BMS is not allowing charge for some reason. If this reads OFF, proceed to step 5a and continue diagnosing until “Charger-Safety Output Active” reads YES; otherwise proceed to step 6. Note that charging will be prohibited if the charge current limit (CCL) is zero amps for any reason, which may include a full battery pack, high state of charge (if configured to limit based on state of charge), or a fault condition. The charger safety output must also be enabled in the settings profile in order to turn on.

Step 5a. At the bottom of the screen where it says “Selected Parameter Group”, select “Current”.

Step 5b. Look for the parameter called “CCL Zero Because Charge Complete”. If this says “YES”, it means that the BMS tried to charge the pack and stopped because a battery exceeded the maximum voltage. You can select “Restart the BMS” from the File menu and the BMS will attempt to charge again to closely watch what is happening. If the charger turns off very rapidly, it may be necessary to use the graphing screen to graph the highest cell voltage look for rapid spikes in voltage. Rapid spikes in voltage may indicate a problem with a cell or loose busbar / connection and require diagnostics on the cell causing the issue, but it may also be normal depending on the state of charge of the highest cell. Note that the BMS must turn off the charger to prevent damage as soon as the highest cell reaches the maximum cell voltage even if other cells are not yet at that voltage. A difference in cell voltages may indicate an imbalance between cells.

Step 5c. Look for the parameters called “Reduced Due to Voltage Failsafe”and “Multi-Unit Comm Failsafe.” If either of these parameters read YES, the BMS is prohibiting charge due to a critical failure. Look at the “Diagnostic Trouble Codes” tab in the utility for fault codes and diagnose these codes. Use the troubleshooting guide to diagnose and correct these problems. Note that only certain codes are critical enough to prevent charging or discharging, such as open wire faults, voltage redundancy faults, or inter-unit communication faults (when multiple BMS units are used in series).

Step 5d. Ensure that the profile on the BMS has been set up and that the charger safety relay has been enabled. If the profile has never been set up, run through the profile setup wizard in the utility if using a battery type in the database. Otherwise, ensure that the profile has been set up manually. The BMS will not allow charging or discharging if the profile has not been set up or if the charger safety relay is not enabled.

Step 6. If using a relay to control the charger, ensure that the relay is properly connected to the BMS. The relay coil must be less than 175mA for rev D & E units (100mA for rev C). One leg of the relay coil must be connected to a power supply between +5v and +12v while the other leg of the relay coil is connected to the charger safety output on the BMS. Instructions for testing the open drain output using an LED can be found in the wiring manual.

]]>
http://www.orionbms.com/troubleshooting/generic-onoff-charger-charging-for-standard-orion-bms/feed/ 0
Brusa charger isn’t charging but should be (for standard Orion BMS) http://www.orionbms.com/troubleshooting/brusa-charger-charging-for-standard-orion-bms/ http://www.orionbms.com/troubleshooting/brusa-charger-charging-for-standard-orion-bms/#comments Fri, 05 Sep 2014 20:09:18 +0000 http://www.orionbms.com/?p=2487 Continue reading ]]> Start with everything setup such that the charger should be charging the batteries.

Step 1. Open the BMS utility and select File -> Connect to the BMS. If you are unable to connect to the BMS, see the Troubleshooting Guide for help connecting to the BMS. If unable to communicate with the BMS only when the charger is connected or only when the charger is powered, it is possible that the baud rate of the BMS and charger are different or that the CAN wiring to the charger is causing communication problems. If this happens, ensure that CAN High and CAN Low are not backwards and that the BMS and the charger are operating at the same baud rate.

Step 2. Select the “Live Text Data” tab at the top of the screen.

Step 3. Near the bottom of the screen where it says “Selected Parameter Group”, select “Advanced Paramaters.”

Step 4. Look for the parameter called “Is-Charging” power status. This should read “1.0” or ON. If this reads “0.0”, then charge power is not applied to the BMS. Apply charge power to the BMS to correct this issue.

Step 5. Look for the parameter called “Charger-Safety Output Active”. This should read “1.0” or ON indicating that the BMS is in fact calling for charge. If this reads “0.0” or OFF, then the BMS is not allowing charge for some reason. If that is the case, proceed to step 5a and continue diagnosing until “Charger-Safety Output Active” reads “1.0” or YES; otherwise proceed to step 6.

Step 5a. At the bottom of the screen where it says “Selected Parameter   Group”, select “Current.”

Step 5b. Look for the parameter called “CCL Zero Because Charge Complete”. If this says YES, it means that the BMS tried to charge the pack and stopped because a battery exceeded the maximum voltage. You can select “Restart the BMS” from the File menu and the BMS will attempt to charge again to closely watch what is happening. If the charger turns off very rapidly, it may be necessary to use the graphing screen to graph the highest cell voltage look for rapid spikes in voltage. Rapid spikes in voltage may indicate a fully charged cell, a problem with a cell (high resistance), or loose busbar / connection and may require diagnostics on the cell causing the issue.

Step 5c. Look for the parameters called “Reduced Due to Voltage Failsafe”and “Multi-Unit Comm Failsafe.” If either of these parameters read YES, the BMS is prohibiting charge due to a critical failure. Look at the “Diagnostic Trouble Codes” page for fault codes and diagnose these codes. Note that only certain codes are critical and prevent charging or discharging. Charging will be prohibited if the charge current limit (CCL) is zero amps for any reason.

Step 5d. Ensure that the profile on the BMS has been setup and that the charger safety relay has been enabled. Under the “Relays” tab, ensure that the Charger Saftey (SFTY) relay is enabled. If the profile has never been setup, run through the profile setup wizard in the utility if using a battery type in the database, otherwise, ensure that the profile has been setup manually. The BMS will not allow charging or discharging if the profile has not been setup or if the charger safety relay is not enabled. If this setting is changed, the profile must be uploaded to the BMS and the Brusa charger must be restarted for the charger to start.

Step 6. Download the current profile from the BMS to ensure proper CANBUS configuration for the Eltek charger. Switch to the “Battery Profile” tab at the top. Select “Receive Current Profile From BMS.”

Step 7. Click on the “3rd Party Devices” tab (under the Battery Profile tab). In versions of the utility newer than 1.8, select the “CANBUS settings” tab. Ensure that there is a checkbox next to the “Current Ways / Brusa Charger” line. If this is not checked, place a check next to it, follow the instructions, and upload the updated profile to the BMS. This box can be un-checked and re-checked in order to ensure that the proper charger has been selected. This is important as selecting the wrong charger will transmit the wrong information and will likely result in the charger not operating.

Step 8. Click on the CANBUS settings tab (if you are not already there) and check to ensure that the CANBUS which the Brusa charger is connected to is operating at the correct baud rate. Please note that the BMS must be fully power cycled with all power removed after a CANBUS baud rate change has occured. It will also be necessary to power cycle the charger after a change has been made to the BMS in order to attempt to charge again.

Step 9. Ensure the maximum charging amperage is set correctly. In BMS utility versions prior to 1.8, click on the “Cell Settings” tab and look for the “Maximum Amperage While Charging” setting. Ensure that this setting is equal to or lower than the maximum possible DC amperage of the charger. In utility versions 1.8 and newer, this setting is located on the “Chare Limits” tab. The charger may enter an undefined state if this value is higher than the maximum possible amperage.

Step 10. Attempt to communicate with the charger. For this step, the CANdapter must be connected to the same CAN interface that the Brusa charger is located on. Go to the “3rd Party Data” tab at the top of the screen. Under “Selected Third Party Device”, select the “Current Ways / Brusa Charger”

Step 11. Under “Device Parameters”, there should be some information from the Brusa charger. If all of the lines starting with “Brusa” read “Not Available”, the BMS utility running on the PC is unable to communicate with the Brusa chrager. Troubleshoot this by ensuring that the charger is powered and that the CANBUS connection to the BMS is good. CAN wires MUST be twisted pair wire and MUST be properly terminated to operate correctly. Ensure that CAN High and CAN Low wires are not reversed and that the Brusa is operating at the same CAN baud rate as the BMS. If communication still cannot be established, ensure that the charger is operating correctly and correctly configured.

Note: Brusa chargers may enter an undefined state if they are told to charge at a higher amperage than their maximum possible amperage. This will prevent them from charging. Ensure that the “Maximum Amperage While Charging” variable is set at or below the theoretical maximum possible DC amperage for the specific model of charger being used.

]]> http://www.orionbms.com/troubleshooting/brusa-charger-charging-for-standard-orion-bms/feed/ 0 Eltek charger isn’t charging, but should be (for standard Orion BMS) http://www.orionbms.com/troubleshooting/eltek-charger-charging-for-standard-orion-bms/ http://www.orionbms.com/troubleshooting/eltek-charger-charging-for-standard-orion-bms/#comments Tue, 29 Jul 2014 19:25:17 +0000 http://www.orionbms.com/?p=2475 Continue reading ]]> Start with your system set up such that the charger should be charging the batteries.

Step 1. Open the BMS utility and select File -> Connect to the BMS.

If you are unable to connect to the BMS, see the Troubleshooting Guide at http://orionbms.com/troubleshooting/ for help connecting to the BMS. If unable to communicate with the BMS only when the charger is connected or only when the charger is powered, it is possible that the baud rate of the BMS and charger are different or that the CAN wiring to the charger is causing communication problems. If this happens, ensure that CAN High and CAN Low are not backwards and that the BMS and the charger are operating at the same baud rate (usually 500kBps for Eltek chargers.)

Step 2. Select the “Live Text Data” tab at the top of the screen.

Step 3. Near the bottom of the screen where it says “Selected Parameter Group”, select “Advanced Parameters”

Step 4. Look for the parameter called “Is-Charging” power status. This should read ON.

If this reads OFF, then charge power is not applied to the BMS. Apply charge power to the BMS to correct this issue.

Step 5. Look for the parameter called “Charger-Safety Output Active”. This should read ON, indicating that the BMS is in fact calling for charge.

If this reads OFF, then the BMS is not allowing charge for some reason. If that is the case, proceed to step 5a and continue diagnosing until “Charger-Safety Output Active” reads ON; otherwise proceed to step 6.

Step 5a. At the bottom of the screen where it says “Selected Parameter Group”, select “Current”.

Step 5b. Look for the parameter called “CCL Zero Because Charge Complete”.

If this says “YES”, it means that the BMS tried to charge the pack and stopped because a battery exceeded the maximum voltage. You can select “Restart the BMS” from the File menu and the BMS will attempt to charge again to closely watch what is happening. If the charger turns off very rapidly, it may be necessary to use the graphing screen to graph the highest cell voltage look for rapid spikes in voltage. Rapid spikes in voltage may indicate a problem with a cell or loose busbar / connection and may require diagnostics on the cell causing the issue.

Step 5c. Look for the parameters called “Reduced Due to Voltage Failsafe”and “Multi-Unit Comm Failsafe”.

If either of these parameters read YES, the BMS is prohibiting charge due to a critical failure. Look at the “Diagnostic Trouble Codes” page for fault codes and diagnose these codes. Note that only certain codes are critical and prevent charging or discharging. Charging will be prohibited if the charge current limit (CCL) is zero amps for any reason.

Step 5d. Ensure that the profile on the BMS has been setup and that the charger safety relay has been enabled.

If the profile has never been setup, run through the profile setup wizard in the utility if using a battery type in the database; otherwise, ensure that the profile has been setup manually. The BMS will not allow charging or discharging if the profile has not been setup or if the charger safety relay is not enabled.

Step 6. Download the current profile from the BMS to ensure proper CANBUS configuration for the Eltek charger.

Switch to the “Battery Profile” tab at the top. Select “Receive Current Profile From BMS”.

Step 7. Click on the “3rd Party Devices” tab (under the Battery Profile tab). Ensure that there is a checkbox next to the “Eltek Valere Charger” line.

In versions of the utility newer than 1.8, this can be found under the “CANBUS settings” tab.  If this is not checked, place a check next to it, follow the instructions and upload the updated profile to the BMS. This box can be un-checked and re-checked in order to ensure that the proper Eltek charger has been selected (this is important as selecting the wrong charger will transmit the wrong information and will likely result in the charger not operating.)

Step 8. Click on the CANBUS settings tab (if you are not already there) and check to ensure that the CANBUS which the Eltek charger is connected to is operating at 500kBps.

Please note that the BMS must be fully power cycled with all power removed after a CANBUS baud rate change has occured.

Step 9. Attempt to communicate with the charger.

For this step, it works best with the CANdapter connected to the same CAN interface that the Eltek charger is located on, though limited data should be available even if located on the other CAN interface. Go to the “3rd Party Data” tab at the top of the screen and select the “Eltek Charger” under “Selected Third Party Device.”

Step 10. Under “Device Parameters”, there should be some information from the Eltek charger. If all of the lines starting with “Eltek” read “Not Available”, the BMS utility is unable to establish communication with the Eltek chrager.

Troubleshoot this by ensuring that the charger is powered and that the CANBUS connection to the BMS is good. CAN wires MUST be twisted pair wire and MUST be properly terminated to operate correctly. Ensure that CAN High and CAN Low wires are not reversed.

Step 11. If “Eltek Errors Present” says “YES”, this indicates an issue with the Eltek charger.

If connected to the same CAN interface as the charger, the rest of the data can be used to diagnose the issue. Ensure that the Eltek charger is properly connected to the battery pack and that the polarity of the battery connection is correct. If the charger was connected in the reverse polarity, the charger may be damaged and require repairs.

Note: Eltek chargers have a primary charging voltage range and a maximum charging voltage range. The charger will not operate outside of the maximum defined range. Outside of the primary charging voltage range, but still inside the maximum defined voltage range, the charger will operate at a fixed current and may have erratic behavior, especially when used with long extension cords. For best results, always use the charger within the primary charging voltage range only.

Note: Eltek chargers will enter an undefined state if they are told to charge at a higher amperage than their maximum possible amperage. This will prevent them from charging. When setup using the profile setup wizard, the BMS will not transmit a charge current limit higher than the maximum allowable for that charger. If setting up manually, ensure that the “Maximum Amperage While Charging” variable is set at or below the theoretical maximum possible DC amperage for the specific model of charger being used.

]]> http://www.orionbms.com/troubleshooting/eltek-charger-charging-for-standard-orion-bms/feed/ 0