Autonics Aptivolt Mounting instructions

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Aptivolt Installation Manual

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Denitions    3
1 InstallationPlanning   4
1.1 Understanding the AptiRail™ MicroGrid
1.2 Strategic Considerations
1.3 Tactical Considerations
1.3.1 Decisions about source and battery priorities
1.3.2 Siting the DIN rails
1.3.3 Thermal considerations
1.3.4 Visibility of the displays
1.4 Ordering considerations
3.2.1 Visibility of the displays
3.3 Wiring type and thickness
3.4 Wiring path
3.4.2 Temperature sensor wiring
3.4.2 AptiLoop wiring
2 BasicInstallation   10
2.1 Wiring type and thickness
2.2 Fixing the DIN rail and adding modules
2.3 Adding AptiRail
2.4 Wiring
2.5 AptiLoop wiring
2.6 General Warning about Module and Alternator
Protection
3 ConnectingVAR20andVAS11modules 14
3.1 Batteries
3.2 Testing
3.3 Solar
3.4 External Logic Input and Output
4 ConnectingaVAS45module  17
4.1 Existing Conditions
4.2 Adding the VAS45
4.2.1 Power Wiring
4.2.2 Auxiliary Wiring
4.2.3 Additional Details
4.2.4 Other Power Sources – Mains derived
5 ModuleSettings    21
5.1 Basic Settings
5.2 VAS11
5.3 VAS45
5.4 VAR20
6 AptiLoop    28
6.1 What it is
6.2 How it works
6.3 The commands
6.4 Module Responses
6.5 Using the VXC14
7 ProductSafetyandLiabilityWarnings 31
Contents

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In this manual we use some names in a specic way to describe
various components of an AptiVolt A series installation. These
are:
Alternator
This is any rotary generator which is intended for charging
batteries at a nominal 13.5V and which is capable of delivering
at least 20A.
Battery
Any electro-chemical device which stores power and which has
2 terminals at a nominal voltage in the region of 13V. It may be
made of several individual cells or groups of cells in series or in
parallel which some may refer to as a bank. In this manual the
term battery is used regardless of how it is constructed.
Chemistry
A battery may use any one of a variety of chemistries to
perform the electro-chemical energy storage including lithium,
nickel-iron and lead-acid of various kinds.
Mains Charger
In this manual we use the term to describe any device which
produces power in the region of 12.5 to 15V and is capable
of delivering 20A or more. In general, these devices will
be powered by the mains or shore power. It is particularly
important that the source is electrically isolated from the
output.
A Series
The series is denoted by the 2nd letter in the part number so
VAR20, VAS45 and VAS11 are all part of the A series. An X
denotes that it will operate with any series modules.
Module Numbering
The rst letter denotes an AptiVolt product.
The second letter is the Series
The third letter is the type: S source manager, R battery
regulator, C communications device.
Denitions

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1.1 Understanding the AptiRail™ MicroGrid
Autonnic manufactures a range of Low Voltage DC
Battery Charge Management Modules under the
AptiVolt® trademark. These can be connected together
in a simple way to create complete, comprehensive,
complex and self-managing battery charging systems
supporting multiple sources and multiple batteries.
The key component in AptiVolt’s charging method
is the use of a microgrid and AptiVolt’s particular
implementation is called the AptiRail®. For all modules
designed for charging, the AptiRail provides a common
power access bus and the essential feature is that:
• each power source has its own Source Manager and
• each battery has its own Battery Regulator.
For extra value and convenience, Source Managers can
be shared between two sources. It is the whole assembly
of Managers and Regulators and the AptiRail which
makes up the complete battery charging installation.
A unique property of AptiVolt’s solution is that AptiRail
not only provides a connection for the transfer of power
but that it communicates by means of its precise voltage
how much power is available. The benet is that Sources
and Regulators can be assigned a Priority Level so that
some sources will be used in preference to others and
some batteries will be charged before others.
Fig 1 Overview of and AptiVolt installation
1 InstallationPlanning

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1.2 Strategic Considerations
The essential planning strategy is to identify all useable
sources of charging power and then to identify all
batteries together with an overview of where each is
placed in the overall physical space.
Start with a plan of where all the parts are because only
then will you be able to have a strategy for where to
place each Module. For example, we show a typical
mono-hull sailing boat in Fig 2.
In this boat the owner has 4 sources of power: a couple
of solar panels, an engine alternator and a mains battery
charger. There are also 3 batteries: Engine, boat and
bow-thruster.
Looking at the data-sheet for the AptiVolt modules
suggests that to meet all the needs a collection of 5
modules can be used:
1 x VAS11 for the two solar panels – it will handle up to
340W in total and conveniently it has two inputs each of
170W maximum.
1 x VAS45 which also has two inputs. One can be used
for the alternator and the other for the mains charger
output which is already on the boat. These modules can
deliver about 270W
3 x VAR20 modules – one for each battery. These cannot
be shared and each can deliver about 270W.
Fig 2 Typical arrangement of sources and batteries

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The next step is to plan where to place them all. The
obvious thing to do would be to put all the modules
together and wire the terminals to the sources and
batteries – but that might not always be the most
suitable. This approach is shown in Fig 3
Fig 3 AptiVolt modules in one block
Fig 4 AptiVolt modules re-arranged
In the example shown in Fig 4, the AptiRail itself is the
joining wire between the groups of modules and is
shown in purple. The arrangement has resulted in a
simpler installation with the temperature sensors for each
of the Regulators having only a short wire directly to their
battery.
The intention of the above example was to show the
exibility and adaptability of the AptiVolt system and its
potential to save wire and the time to install.
But to make a nal placement decision, you need to look
at tactics.
But it could be wired like this:

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1.3 Tactical Considerations
1.3.1 Priorities
The AptiVolt system includes the ability to set priorities.
There are charging priorities and there are source
priorities. By these means the installation can be set
to meet the particular needs of the user of the whole
system.
Basically a battery priority setting is to choose the order
in which each battery will be charged if the amount
of power available is limited. For example, the power
available is up to 340W for the solar module and 270W
from the alternator.
The priority setting on a VAR20 has 3 values high
medium or low. It is important to note that if two
VAR20s on the same AptiRail share a priority setting it
is uncertain which one’s battery will be charged rst. A
typical marine setting would be to have the VAR20 which
manages the charging of the engine battery to be set to
high priority, the boat battery charger set to medium and
the bow-thruster or fridge battery charger set to low.
A VAS45 can also be set to any one of three levels but
in this case it is about the charging priority of the VAS45
where there are two or more sharing the same AptiRail.
It is important to note that this setting is for the module
and is the same for both inputs – you cannot have
different priorities for each of the two inputs. If you insist
that the mains charger, for example, which is managed
by a VAS45 is to have a lower priority to the alternator
then you would need to install a separate VAS45 module.
In practice the two inputs to a VAS45 are likely to be
non-conicting in that it is most probable that the engine
will run when the boat is not on a marina and that the
boat will be plugged into shore power only when the
engine is not running.
In addition, the internal operation of the VAS45 is such
that, if there are two inputs with different voltages,
the higher voltage source will be used. The practical
implication is that the mains charger will be likely to have
a higher voltage as the alternator regulator will limit its
output. In any case there is no danger.
The VAS11 allows no adjustment of its charging priority
and is always at the highest setting. Even if there are
several VAS11 modules they will all be at the highest
level so that sunlight power will always charge the
batteries whenever it is available in preference to power
from the VAS45s.

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1.3.2 Placing the DIN rails
Every AptiVolt module needs to be mounted on a length
of DIN rail. On boats this should be of stainless steel
or aluminium. The VAS11 modules require a length of
70mm and the VAR20 and VAS45 need 140mm. Always
allow for another 70mm for an AptiLoop communications
module to be added in later; it will make a valued
contribution to the information about what is going on
with your DC systems.
1.3.3 Thermal considerations
AptiVolt managers are not 100% efcient. Losses in the
VAR20 and VAS45 modules amount to about 2% which
at 250W can therefore be 5W each. While there is no
need for a fan, provision must be made for a good ow
of air. We caution that:
• Each module must be mounted vertically
• Each must have a clear air inlet path below it
• Each must have a clear air outlet path above it
• Any collection of modules should have good
ventilation and not be enclosed in a box.
1.3.4 Visibility of the displays
Every module has LEDs to show it is performing as well
as for setting it up at installation time. Also, the button
on the front panel provides a reset feature which you
might need access at any time.
Priority setting is more easily done by powering each
module and setting it before installation on the AptiRail.
We advise that each module is powered up, from a 12v
source, and set-up using the front panel button and
menu.
Note that:
A VAS11 and a VAS45 are powered from the front
terminals.
A VAR20 is powered from the AptiRail input and the top
terminal is +.

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1.4 Ordering
Once you have done the placing plan you can order all
the parts.
• In some markets kits are available which offer excellent
value
• Each VAR20 comes with a VAS00 temperature sensor
• Each VAR20, VAS11 and VAS45 comes with 2 AptiRail
links but you may need to order more either long ones or
short ones.
• Remember to order DIN rail
• Remember to order wire to connect to the sources and
the batteries.
• Do you need to order a VXC14?

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2.1 Wiring type and thickness
The power connections for AptiVolt A series modules are
capable of securing wires up to 6mm2.
In general, 4mm2 is a good compromise and it is this
wire which is used in our illustrations.
It is important to use 6mm2 wiring where the AptiRail
is extended between modules – except where this
extension is solely for solar modules (eg VAS11).
We advise that each VAR20 is wired to its battery with
6mm and that this wire is no longer than 3m. 4mm wire is
acceptable but it will take longer to charge.
Aptivolt provides a table of wire thickness against
distance for wiring the AptiRail. If the modules are
together we provide busbars.
It is important to remember that AptiRail is rated at 60A
so that if there are 3 sources and 3 battery regulators all
operating at peak output any wiring needs to be rated to
reduce the voltage drops – see the tables.
Also the placement can help such as mixing the sources
and the battery managers so that all the current does not
go in one direction but can spread both ways.
But that is unlikely in a charging arrangement – for
example the AptiRail extension to a bow-thruster
battery’s VAR20 will never be required to deliver more
than 15A when charging the battery at 20A. But it
should be in thick wire so as not to drop volts and alter
the system’s priority voltage measurements.
2 BasicInstallation

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2.2 Fixing the DIN rail and adding modules
Cut the DIN rail so it is as long as the width of the
modules. The wider modules are 74mm and the VAS11
is 37mm wide so the total length for this installation is in
the region of 260mm.
But if you are thinking of adding more later, such as
another VAR20, then its best to add that length now or
consider having two shorter lengths; it all depends on
the space you can allocate in your boat.
Add the modules before joining up the AptiRail. Each
module has one or two DIN rail clips on the back. Hook
the lower clip in rst and then lift the upper clip over
top of the rail. You will have to compress the springs in
the lower hook to do this but once both are hooked the
module becomes secure.
The installation begins with the DIN rail. Then the rst
module which can slide along the rail.
On the right is a typical block of 4 AptiVolt modules: 2
VAR20s, a VAS45 and a VAS11.
Fig 5
Fig 6

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2.3 Adding AptiRail Now you can connect the AptiRail by tting the busbars.
4 modules will need 3 sets of busbars. Put the outer
pairs in rst and then the inner pair so that the bars lie
at when two are on the same screw. The lock washers
and nuts are then placed back and tightened hard. It is
important that the M5 nuts are well tightened to reduce
resistance.
2.4 Wiring
For the electrical installation you must ensure that all
systems are off.
It is best to place all the wiring in place and then only
after that is done should it be connected.
Wire up the inputs the VAS45s rst and then the
batteries to the VAR20s.
The inputs from the solar panel(s) to the VAS11s are best
done last.
Fig 7

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2.5 AptiLoop wiring
In any installation we advise that a wire is threaded
through the AptiLoop features of each module ready for
the time that a Loop Monitor might be installed. It is
much easier to do this when putting in the other wiring
rather than doing it later especially in a distributed
placement. The ends may be joined with a separate
connector or screw-terminal or the rst pin of the
external connector may be used as shown in Fig 8.
2.6 General Warning about Module and Alternator
Protection
Alternators can be damaged by excess voltage. This
can happen when an alternator is delivering current and
then the load is suddenly disconnected. The AptiVolt
system may do that and includes some overvoltage
protection within each VAS45. The alternator inductance
can create a voltage large enough to damage its own
internal diodes. To prevent this we advocate strongly
the tting of a diode between an alternator and one of
the batteries. This would often be the engine battery
as it is likely to be near the engine. The use of blocking
diodes also allows the system to charge at greater rates
of charge if the alternator is able to deliver it.
Module protection should always be provided by
inserting switches or MCBs of 30A rating in the wires to
the batteries.
Fig 8 AptiLoop wire between modules

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3.1 Batteries
Now that the sources are wired to the VAS45 and all the
modules are connected by the AptiRail a battery can be
connected.
We recommend that the wires are rst connected to the
VAR20 and then connected to the battery. This way you
do not have live wires unconnected near the modules.
First connect the -ve and then the +ve.
The +ve line should always be connected with a fuse or
circuit-breaker (30A). Often there will be a spare circuit-
breaker on the boats panel but it must be on the battery
side. We do not recommend a circuit breaker in the
alternator wire.
In any case DO NOT turn off the isolator when the
alternator is running.
This way, an accidental turning off does not suddenly
unload an alternator which might cause the alternator
and the AptiVolt modules some problems – although we
have installed a measure of protection it is best not rely
on this.
Now connect the 2nd battery – again connect the VAR20
rst and then go to complete the circuit at the battery –
with a fuse or circuit-breaker.
If you are using the temperature sensors then connect
them rst, too.
3 ConnectingVAR20andVAS11modules
Fig 9

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Each VAR20 is capable of using a battery temperature
probe to modulate its output voltage according to the
needs of the selected battery chemistry. Each VAR20 is
supplied with the VAS00 sensor. If you do not t it the
module will use a value of battery temperature of 25°C
for its charging algorithms but there is a disadvantage:
the battery is likely to be under-charged in cold weather.
The wire may be extended and for this you do not need
thick wire – any wire will do but take care not to connect
any part of the wire to anything else. The two wires are
not polarised as it uses resistive sensing.
3.2 Testing
Now that a battery is connected you can test the system
by applying power. The best source to use is the mains
battery charger which can be easily turned on and off.
So if your boat has mains available turn on the charger,
which you will have connected to one of the inputs of the
VAS45, and see that the VAS45 lights operate and that
the VAR20s are also operating.
3.3 Solar
Finally connect the solar panels. It is preferable to wire
panel power equally between the two inputs. In any case
the maximum current is 10A on each input so beyond
165W you have no choice as that is the maximum power
each input will handle (the panels are operated at close
to their Maximum Power Point of around 16.5V).
The wiring of the VAS11 is more tolerant of lead length
and wire thickness. It will depend on the size of the
panels. If you are installing 100W or more then use
4mm2 wire. It also may be more convenient to mount
the VAS11 in a place you can see it so as to observe
more readily how the panels are charging. In this
case the AptiRail is a wire connection between the M5
terminals on the VAS11 and its equivalent ones on the
other modules. We recommend using 4mm2 wire and
fork M5 crimp terminals on the ends of the wire.

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3.4 External Logic Input and Output
AptiVolt modules have a connector at the top shown in
Fig 10.
The function of these 3 connections is as follows:
1 - Ground. This is the same as battery 0V and the -ve
AptiRail bus.
2 - This is a logic input. It is held at about 1V and its
function is to shut down the module if joined to Ground;
this should always be done by connecting it to pin 1 and
not any other Ground. This can be by a computer output
or by a switch.
Close the switch to turn the module off.
3 - Logic Output. This connection is connected to
Ground when the module is working. If the module is
in standby or fault-mode this output is open. It can be
connected to a computer input or an LED indicator. It
must not be connected to voltage greater than 24V
and must not be allowed to sink a current of more than
50mA. The LED is on when the module is on.
Fig 10

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4.1 Existing Conditions Fig 11 shows a common installation before an AptiVolt
system is added.
It will include all the wiring to connect an alternator to
the engine battery and the diagram shows the placement
of a Blocking Diode if one is tted. The gure also
shows the auxiliary wiring to power the alternator Field.
It is commond not to include any disconnection switch
which, if operated under load, would cause a voltage
spike capable of damaging the alternator. The presence
of a Blocking Diode is an excellent way to avoid this
potential source of damage.
4 ConnectingtheVAS45module
Fig 11 Common Engine Alternator Wiring to a single battery

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4.2 Adding the VAS45
Fig 12 shows the recommended wiring to add the VAS45
and the details of each component are in the following
sections.
Fig 12 VAS45 wiring with IGN and BAT options

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4.2.1 Power Wiring
A new charging wire to the VAS45 is taken best taken
from either the output terminal of the alternator or else
from its connection to the blocking diode. It will depend
on which wiring is shortest. It is best to use the shortest
wire path.
The negative side should run directly to the ground
terminal of the alternator.
4.2.2 Auxiliary wiring
In some cases, the alternator will require additional
wiring so that it operates correctly. It will already have
the eld wiring installed but some alternators will not
produce power unless they can detect the presence
of a battery. Such alternators require the addition
of the purple wire shown in Fig 11. Others may also
need the wiring shown in Orange. If those connections
exist before AptiVolt is tted then Fig 12 shows how to
maintain the signals when AptiVolt is added.
Fig 12 VAS45 wiring with IGN and BAT options

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4.2.3 Additional details
There will be a + output from the alternator which will
go the lead which will be terminated in the + input of
a VAS45. The -ve output is often the chassis of the
alternator and you will need to identify it and secure
the lead for -ve to it. Then connect these leads to the
corresponding VAS45 inputs.
For example, if the alternator is to be input A then both
leads need to go the A terminals with particular care to
get the + to + and – to -.Most boats will already have a
mains battery charger. The output of this can be wired to
the other input of the VAS45. Again, it is important that it
is off and that the polarity is strictly maintained.
As before we strongly advise that the wire is put into the
boat before being connected.
4.2.4 Mains sources
Each VAS45 has two inputs which could each be used
for an alternator but it is likely that one will be for an
alternator and the other for a mains-derived source
of power. This would typically be the battery charger
which is already on board. It may work without other
wiring. It may need a link to a battery if it is a charger
which requires a battery to be connected. The other
terminals (BAT and IGN) are there to help this just as for
alternators.
Any source connected to the VAS45 should be capable
of delivering at least 20A.
Fig 13