Sakura has a number of systems aboard, with upgrades in 2015 and again in 2023/24.
See my experience with LiTime batteries here.
See AC infrastructure here.
In the photos below, taken inside the portside cockpit locker, you can see the Victron automatic isolation transformer (2023) on the far left, the 1600VA Multiplus inverter/charger (2023) beside it, the MPPT controller, shore power breaker, and a 220v receptacle. This was an extremely tight fit in this space.
Monitoring and Control
- 1 ea Victron BMV712 battery monitor.
- Victron CERBO GX installed to monitor all systems. This provides a single access point for monitoring and controlling power, via the onboard LAN and remotely via the VRM portal.
- Connectivity can be made via bluetooth, Wifi, Ethernet, and a cabling scheme called VEdirect which uses JST PH series, 2mm pin headers
- The interface is through direct connection to a touch screen or via an app on a PC or IOS/Andriod device.
12VDC generation/charging: 5 charge sources, shore power, two inverters.
- 2 ea Victron 100W rigid solar panels via a Victron 30/100 solar controller.
- 1ea Eclectic energy D400 wind generator - producing approx 200-400w at winds between 22-28kts.
- 1ea Eclectic energy Sailgen Eclectic energy Sailgen producing approxomately 200w.
- victron Multiplus inverter charger - 70 A.
- 70a alternator with external regulation via a Sterling Power products Advanced Alternator Regulator.. Considerations for Alternator use:
- Confirm existing cabling size from inverter, alternator, and house bank. Determine breaker size.
- Determine charge profile selected on sterling regulator (AGM setting most likely)
- Can the sterling regulator be connected directly to the liTime batteries or is a dc:dc charger absolutely required?
- Consider disconnecting house bank from sterling alternator for now.
- Document parameters for liTime battery for config.
- Not yet installed is a Victron ORION 30a DC:DC charger. Obviously this device limits alternator charging to 30a. (around 400w) I expect that Victron may bring out a 50A unit before long. It is unclear what how much energy the alternator will produce in real-world operating conditions for an extended period due to heat/thermal protection.
Circuit Protection at Battery box
Based on the info above, the following circuit protection should be incorporated, split into 2 sub groups due to space constraints.
- Battery 1 (200A)
- Battery 2 (200A)
- Inverter charger 1600w/70a (100A+)
- Alternator (50a OK for today, if recabling, 100 or 150a)
- House loads (125A per dwg, s/b fused already - where?)
- the above could be a sperate high current group, one bus bar to battery.
- Future water maker (100A circuit)
- PV (50a)
- Sailgen (50a)
- Wind (50a)
- items 5-9 could be second group of breakers, one bus bar linked to bus bar above
AC supply - shore power plus inverters: New in 2023/2024
- 1ea 16A 230VAC twist-lock type shore power inlet.
- 1ea 3600VA autotransformer (isolation transformer) This automatically detects primary voltage and will produce 220v on the secondary side.
- 1ea Victron multiplus 1600VA inverter/charger. This unit provides 70a of battery charging and 1600w @ 220v with numerous related features.
- Victron 800/12/120 inverter. 800W 120VAC - this is fed via the "house" wiring. For future this may require a dedicated supply and breaker.
Batteries - 460ah LiFePo house bank (2024)
- 2ea LiTime 230AH lithium batteries. Not yet installed due to product defec product defect.
- Group 31 AGM start battery.
Next steps.
- Install LiFePo batteries.
- Wiring/fusing/distribution to be brought up to standard.
- Master cabin and head euro receptacles to be installed.
- Optimize solar output.
- Ensure all regulation is standardized for LiFePo charge profile voltages.
- Replace Sailgen cable and repair damage to yoke and bracket.
- determine how start/house isolation is achieved (diodes in companionway)
- determine how windlass and winch are installed and fused
- determine how battery switching works and re-label
- Start battery to be relocated to PS cockpit locker for ease of removal and jump starting as required.
- Adaptors to be made for 120V use.
- install DC:DC charger.
Prior Posts and working notes.
- Most of the power related equipment aboard is from Victron, and most is GX-compatible. This means that it can be monitored as part of a system and controlled though a GX device. The CERBO GX is therefore a likely short term upgrade. It is compatible with the Zeus3 MFD as well as the on board ethernet network, and therefore should not require an additional display, though I believe it can display to a generic touch-screen. (USB/hdmi).
Connections can be made several ways, including a proprietary(ish) 4 wire system called VEdirect - using JST PH 2.0 4 wire connectors. (2mm). I had a crimper abaord for "dupont" connectors, and ordered some loose strip-fed terminals - didnt work, not sire how one can nand-terminate those, Ordered pre-terminated pigtails instead, not as elegant but easy to solder in-situ.
See link to DIY usb cables.
https://m.youtube.com/watch?v=XSMwFWjhYYU
Home made engine battery jump start port?
Connections required:
2ea ethernet from multiplus to gx and gx to LAN DONE
2ea VEdirect from mppt, bmv, to GX DONE
BT from the Orion dc:dc charger. (Why did they not include a wired VE connection???)
DC distribution upgrades
The +12VDC connections to the battery appear to have evolved over time and could use some planning, and correct circuit protection. It would be a lot better to be at the boat to plan this however it is clear that the charge sources and various electronic items could use their own respective fuse blocks. It would also be handy to provide for the disconnection of one of the two lithium batteries should the BMS require a reset.
The electronic items could be managed via this device:
Pics from Oct 2023
Before:
During:
After
Tight fit!
Lower section with UK receptacles to be revised.
A few more things to make right.
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