SIMPLE EFFECTIVE LITHIUM ION (LiFePO4) BATTERY MANAGEMENT!
The EV Power Battery Balancing/Monitoring System is designed specifically for large format Lithium Iron Phosphate (LFP, LIFEPO4) batteries such as Thunder Sky (Winston), Sinopoly and Sky Energy (CALB) cells. It can also work with other LFP battery brands with minimal modification.
LiFePO4 batteries have two specific maintenance requirements:
- External cell level balancing is required to maintain a consistent state of charge in the long term. LiFePO4 batteries are not self balancing and the cells do not stay balanced over many charge/discharge cycles
- Individual cells must be monitored for over/under voltage conditions. This is essential to ensure safety and long life
THE EV POWER SYSTEM IS THE SIMPLEST BMS THAT ACCOMPLISHES BOTH OF THESE FUNCTIONS
This system was originally invented in Australia and has been in continuous development for several years. It has evolved to the point where we can claim it to be one of the most reliable and effective battery management systems available.
For pricing please check the webstore
Lithium Ion batteries require a Battery Management System (BMS). The EV Power LiFePO4 BMS consists of two parts:
1) Cell Modules - one per cell, act as standalone shunt regulator balancers and link together to provide cell level voltage monitoring.
2) Battery Control Unit (BCU) - one per battery pack, monitors the battery voltage and the cell modules and takes action to prevent charging or discharging if the heartbeat signal is broken.
A BMS MUST HAVE the following basic functions:
1) Balance the cells during charge to level the state of charge of all cells in the pack.
2) Protect each cell in the battery from going outside its safe voltage range.
The EV Power system is known as a distributed BMS. That is, the functionality is distributed across the battery, not centrally located.
EV Power BMS Features:
- Simple - A one wire interface is all that is required. No wiring birds nest.
- Modular - one small balancing module bolts directly to each cell.
- Fail Safe - the unique EV Power one wire current loop safety interlock system prevents any cell from going over/under voltage.
- Encapsulated - epoxy encased cell modules resist dust and moisture
- Scalable - LiFePO4 Battery balancing and monitoring from one cell up to any number.
- Flexible - the BCUs work with almost any charger.
- Analogue - Reliable analogue electronic cell modules, no microcontrollers in high a EMI environment.
- Standalone - The EV Power BMS cell modules and BCU can be powered from the battery it protects. Most other BMSs require external 12V input for their power, adding more complication and unreliability.
- Safe -Isolated signal wire connections.
- Easy Cell Status indication - LED indicators on each cell.
- High Quality - Gold plated, each cell module goes through rigorous testing.
- Cost Effective - low cost per cell for large format Lithium Ion batteries.
- Invented and manufactured in Australia since 2007.
Low profile means no space is required above the actual cell bolts for the cell balancing modules. Please compare with other systems using PCBs attached to the cells.
Epoxy encapulated circuitry protects cell balancing modules against dust and water.
Low quiescent current draw. Our new V8 cell module at 3.3V consumes just 2mA. At this rate it takes 10+ years to drain a 180Ah cell. Of course it will never overdischarge any cell because it switches off at 2.5V.
Try this with MiniBMS !!
BMS-BCU-PPAK-4C - 4 cell / 12VDC
BMS-BCU-PPAK-8C - 8 cell / 24VDC
A smart device in a small package this battery control unit (BCU) is designed to work with the EV Power BMS cell modules to deliver trouble free power for portable power applications such as in remote power systems and RV/caravans.
Simple and elegant, this system is easy to install and understand.
EV Power... We innovate!
- Low power consumption (<15mA on, <6mA off) even when discharge relay is enabled.
- Monitors total battery voltage 11.9V (23.8V) minimum, 15.1V (30.2V) maximum.
- Monitors the BMS modules on each cell. (Disable this function for total voltage monitoring only)
- 120A relay, 500A optional Gigavac DC contactor isolates the battery if there is a problem.
- 12V (4 cell) and 24V (8 cell) versions available.
- Can control individual battery packs connected in parallel also
- Can also be used to protect Lead Acid batteries!
- Actively isolates the battery from the load if either the total voltage is out of range or there is a problem with one or more cells.
BCU-NEV-04C - 4 Cell 12V
BCU-NEV-08C - 8 Cell 24V
BCU-NEV-12C - 12 Cell 36V
BCU-NEV-16C - 16 Cell 48V
This battery control unit interfaces with EV Power cell modules to provide complete protection for 4-16 cell (12-48V) LFP battery systems.
It is suitable for Neighborhood Electric Vehicles, golf carts, electric boats, solar and remote area power systems.
- Powered directly from the battery. No external DC-DC or auxillary battery required.
- Detects both battery low and high voltage limits
- Monitors the cell module string via the unique EV Power one wire NC interface.
- Direct charger control an Elcon TCCH charger. No external relays or CAN bus.
- Can directly power external 12V contactors and relays.
- Latching relay output for zero quiescent current draw.
- Remote enable switch included
- External dash mount battery fuel gauge and warning light included
- Fuel gauge is controlled by amphour counting software, it is not just a voltmeter.
- Suitable also for other 48V applications
- Box: 171(W) x 121(D) x 55(H)mm, Flanged Base: 201(W) x 121(D)mm
BCU-PEV-2.0 (4-96 cells, 12-312V)
This microprocessor Battery control unit is designed to operate specifically with our PFC range of chargers. This is a complete package and requires only the EV Power LFP batteries and/or cell modules to operate.
- OLED display unit and current sensor. Displays Volts, Amps, Amphours and % State of Charge all on one screen Automatic %SOC calibration
- Optional 10 segment LED bar graph fuel gauge Automatic calibration
- 0-5V fuel gauge powered output. Optional external Fuel Gauge
- BMS Powered directly from the traction battery (90-350VDC). No external 12V dc-dc converter or 12V battery required. Most other systems rely on external power.
- Enclosed flange mount ABS box, IP54 rated against dust and splashing water.
- Direct contactor control the inbuilt contactor driver can drive a standard discharge contactor with 12V coil up to 2A if required
- Direct charge control for two PFC chargers. Single or split phase charging. No heavy relays for switching high AC input voltages. No external charge relays required at all. No CAN bus required.
- Discharge (motor controller) enable switched output
- Warning light or optional generator enable switched output
- External dash mount warning light (12V) powered output
- Isolated- input/output wires are completely isolated from the 12V auxiliary system for safety.
- Internal alarm buzzer for audible warning.
- Simple to understand and install.
- Low power requirement
- Can be used in many LFP battery applications
- Reduced overall cost for instrumentation as no other meters are required.
- Box: 171(W) x 121(D) x 55(H)mm, Flanged Base: 201(W) x 121(D)mm
MONITOR - 16 char X 2 line OLED Display
- 110(L)mm x 66(W)mm x 36(D)mm
LiFePO4 (LFP) batteries are ideal for remote area power systems (RAPS). This battery control unit is designed specifically for larger capacity 4-20 cell (12-64V) systems.
It is an all in one solution to monitor and protect an LFP battery pack and requires only the cells and EV Power cell modules to balance and protect the battery.
- Easy to read 10 Segment External LED fuel gauge with warning light
- 4 to 20 LFP cells specified at order time. 100 - 2000 Ah capable
- 200A continuous, 400A peak
- Internal relay for battery control
- Internal shunt for current measurement
- Simple to install, simple to operate
- uses the unique EV Power developed one-wire current loop interface for cell module monitoring.
- works in combination with EV Power cell modules for complete battery protection.
- Low quiescent power, no active relay current when the system is on.
- direct control of the EV Power 240V PFC charger range
- compatible with a wide range of MPPTs and inverters.
- Isolates the LFP battery in event of accidental overcharge, over-discharge or cell failure.
- Used and tested daily in our own workshop.
LFP batteries are not inherently self balancing the way that Lead Acid batteries are. They can also be damaged by over-charge and over-discharge. Electronic control is essential.
The heart of the EV Power system is the analog cell balancer/monitor module. Simple and elegant.
A battery consists of two or more cells. There is one cell module for each cell in a battery. The cell modules perform the function of balancing and monitoring the cells.
EV Power developed its unique one wire system that connects each cell module to the next. This provides two ends that interface back to a master unit which controls charge and discharge if there is a problem with one cell.
- Epoxy Encapsulated to prevent moisture and dust interference. Also keeps out bugs, dropped spanners, loose cables, nuts and fingers!
- Gold plated cell terminal connectors for perfect connection and professional looks.
- One wire link between cell modules. We developed this system.
- Soldered signal connections for lifetime reliability.
- Low profile, does not even protrude above terminal bolts.
- Up to 2A shunt current capacity.
- No heat buildup when regulating, no bulky hot resistors.
- Small footprint the actual circuit is the size of a postage stamp! Does not interfere with mounting hardware.
- Low power consumption <3mA ==> 3+ years to drain a 100Ah idle cell.
- Reverse polarity protected.
- Internal fuse to prevent cell damage from incorrect installation.
- Simple to install and easy to understand.
- Suitable for LiFePO4 cell chemistry.
- LOW COST compared to more sophisticated systems.
- Sizes suitable for Winston Battery and CALB
A cell module can operate as a standalone shunt regulator or in combination with other modules to monitor and balance a LiFePO4 battery with any number of cells.
Connecting the signal output from a cell module in series with other cell modules and a master unit provides complete battery protection from overcharge and over-discharge.
EV Power cell modules go through a three stage burn-in testing procedure during manufacture and then a confirmation test just prior to dispatch. Four stages of testing, each and every cell module.
The above photograph shows the quiescent current draw of our V8 cell module at 3.3V. At this rate it takes 10+ years to drain a 180Ah cell. Of course it will never overdischarge the cell because it switches off at about 2.6V.
LiFePO4 Battery Management Cell module suitable for cells with 60-63mm terminal spacing and an M6 bolt. Suits LYP40AHA, SE40AHA, (some) LYP60AHA
800 mA shunt bypass capacity.
LiFePO4 battery management cell module for cells with 81-83mm terminal spacing. M8 terminal bolt. Suits SE60AHA (M6 bolt), LYP90AHA, SE100AHA
800mA shunt bypass capacity.
LiFePO4 battery management cell module for cells with 105.5-107.5mm terminal spacing. M8 terminal bolt. Suits LYP90AHA, SE180AHA
up to 1000mA shunt bypass capacity.
LiFePO4 Cell module for cells with terminal spacing 70-150mm and with an M6 or M8 terminal bolt. Suits LYP160AHA, SE180AHA
1 amp shunt bypass capacity.
Battery Management Cell module suitable for cells with 100- 300mm terminal spacing. Suitable for SE400AHA, LYP200AHA and larger.
- M12-M14 Bolt size hole.
- Shunt regulation capacity up to 2 Amps.
- Fly lead and ring terminal attached, 250mm bolt spacing.
- Can also be used on other brands of LiFePO4 cells.
- Signal line PCB holes are for soldered one wire connection but spade terminals can also be supplied.
There is a lot of hype about battery management systems for Lithium Ion batteries. Should a BMS have cell by cell voltage monitoring and reporting to a central display unit? Should cell temperatures be recorded and reported? Should the BMS be able to bypass large charge currents? What about active balancing and a CAN bus interface?
The answer is, NO. These functions are not essential.
Sophisticated BMS’s may provide an impressive list of functions but are prone by their very complexity to problems both in installation and usage.
SIMPLICITY = RELIABILITY.
SIMPLICITY = LOW COST
SIMPLICITY = EASY TO UNDERSTAND
The EV Power BMS is the simplest system in the world that will actually provide balancing and fail safe voltage protection of large format LiFePO4 batteries
Extra monitoring functions can be easily layered on top of a simple BMS. A simple BMS should form the core of any large format LFP battery.
Modern LiFePO4 cells are very safe and manufactured to close tolerances. With a BMS they will not explode or catch fire. They should be highly reliable and operate with the minimum of intervention from the BMS. It is there as the last line of defence.
The EV Power system designed for LiFePO4 cells of 40Ah and larger performs the basic functions simply and well. It does not rely on digital microcontrollers on each cell but to date has proven itself to be fail-safe and highly reliable. This has been proven in many road going electric vehicles which are demanding applications for a BMS.
Our cell modules are epoxy encapsulated against moisture and dust. This IS important because it is moisture and dust that will cause electrical problems in other systems down the track. Also important is that it does not rely on any connectors which can wriggle loose and fail. The EV Power BMS is a genuine one wire system where all the connections are soldered. It can monitor any number of cells in up to four banks and has provision for temperature monitoring also.
As well as high quality with gold plated terminal connectors it is reasonably priced. This is all you need in a BMS.
Q: ... what do think about Bottom Balancing LPF 100A/Hr Lithium Ion batteries? Your thoughts would be appreciated.
A: Bottom balancing would counteract what the BMS cell modules try to do as they will keep trying to balance at the top voltage. There is an idealogical point of view that if you bottom balance the battery pack it will never go out of balance and you won’t need a BMS.
This is not based on evidence or on science and simply does not work in my experience.
Judging by the number of people coming to us for a BMS for previously purchased cells it would appear that quite a number of customers agree.
Q: Why do I need a Battery Management system?
A: Lithium Ion batteries are made up of two or more cells connected in series. Each cell has a slightly different capacity due to manufacturing tolerances and environmental conditions. After several charge/discharge cycles the cells begin to go out of balance and so a balancing system is required to keep the cells all at the same state of charge. The BMS also prevents overcharge and overdischarge of any cell in the battery which is essential when using Lithium Ion batteries.
Q. Why does the EV2 master unit use the battery pack for its power. Why not 12V input so it can run off the vehicle auxiliary 12V supply.
A. It can be modified to run from any voltage 12V - 350VDC. However first and foremost it is most important that the cell module signal loop must be isolated from the master unit power input otherwise a signal wire accidentally contacting a battery terminal can make the 12V auxiliary system live at potentially fatal voltages. Some imitation BMS systems do not do this, dangerous!
Q: Why does the EV Power system use solder connections for the signal loop rather than removable terminals.
A: For complete reliability. The cell modules are there for the life of the battery so there is no reason to use removable lugs.
Q: What digital outputs does the BMS provide?
A: Most of our BCUs now support RS232 output of one record of status information per second.
Q. What charger should I use?
A: Almost any switchmode SLA charger with the correct peak voltage is suitable. However there may occasionally be problems with cell balancing due to the incorrect charge curve. Our dedicated LFP chargers are recommended.
Q: Will the BMS work if the batteries are in different locations around the car?
A: Yes... However, it is advisable to keep all the cells in one physical location if at all possible. Cable resistances, temperature and moisture differences in different locations of the car can result in unforseen problems and shortened battery life. This has nothing to do with the BMS, it is about design and common sense. Also placing batteries in car crumple zones SIGNIFICANTLY COMPROMISES SAFETY in the event of an accident. Remember that batteries are the fuel tanks of an EV and due consideration should be given to locating them, even at the expense of load space. It is also important to maintain weight distribution between the front and rear axles of a car.