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Hi Brent,
It seems that Curtis requires a programming tool which is also available from Thunderstruck to interface with their CAN implementation. The OBD solutions cost much less and require less programming expertise
I am using an app called OBD Fusion for IOS on an Iphone with a bluetooth OBD dongle on the CAN translator. I got Curtis user defined PIDs from Thunderstruck and it works fairly well.
i am now going to install dedicated displays for Voltage and amps right off the battery bank. Then I will only need the OBD display for RPM and motor/controller temps.
If you find a better solution, please share.
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On Jan 28, 2023, at 10:04 AM, Brent <brent@3-geckos.com> wrote:
Hi all.
Last year I ripped out an old Perkins diesel and replaced it with the 18kw sailboat package from Thunderstruck. Most things have been running smooth except for the battery indicator always being red and the controller giving error messages when the charger is on but those are for another thread. I have searched for threads on this but I always come up empty with anything actually helpful.
What I'm trying to do is get RPM, temp, Amps, etc messages from the can bus to either the NMEA2000 bus or at least into SignalK so I can view it from multiple devices. I have a RaspberryPi setup with a CAN hat from Waveshare. I'm able to see the raw CAN messages through cansniffer and candump but I'm stuck at translating those messages into anything meaningful. I know there are dozens of videos about translating CAN messages but almost all of them are about cars. I do have the OBD translator from TSM but I have yet to find a OBD to USB connector that will work and honestly would prefer to pull directly from the CANOpen bus anyway.
Has anyone gotten anywhere with this or have any resources that might be helpful? I'd even be willing to pay a consultant to get me over the hump here as it's driving me crazy.
Thanks in advance!!
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On Saturday, January 14, 2023, 17:03, cpcanoesailor via groups.io <cpcanoesailor=yahoo.ca@groups.io> wrote:
Hi, I just wanted to mention that I found a source of light weight PVC fairing stock at Streamline Fairings (uflyit.com).
Dennis from uflyit.com sold me a 15" piece of their smallest section fairing for $10 plus shipping. It fit perfectly around the round shaft of my modified trolling motor, and was way less messy than making a fairing from epoxy, glass and foam.
Looking forward to less gurling and more efficiency when motoring this year.
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On Sun, Jan 1, 2023 at 8:45 AM, Kevin Pemberton<pembertonkevin@gmail.com> wrote:Yah! If you're loading your racing boat up with lithium and your wanting to plane, energy to weight ratio is big. However when displacement hulls are the major players weight becomes less of a factor.If I consider my sailboat, it had 5000 lbs. Of lead bolted on the underside. Had a 5411 universal diesel originally installed. Battery density becomes a non-issue.I of course must take into account recyclable resource when I consider the avenue I take. Why? Well because I got into sail-electric to help the environment. This required my research into the processes used to make my components.So what are my components?Used off grid solar panels, replacing aged sails. Reusing panels keeps those panels out of the landfills, and have a cost benefit. (Roughly 3000w used panels vary from rated values).Carbon lead Batteries not only have higher c ratings than lead acid, they have the same ability to be recycled. Recycling of lithium Batteries are a completely different subject. As well as the strain on the environment during the initial refinement required.With the removal of sailing gear, the lead ballast can be replaced by lead Carbon power storage. (3000# ÷ 156#=53 NSB batteries). Not to say that you would need to, but the lead in the keel replaced by blues would be 2000amp hours at the typical 48volt system without changing the water line.48 volt 200ah bank was at the time of purchase 1800 usd. In conjunction with 3000 watt solar bank, and 10kw drive. Keeps the battery bank usable at less than hull speed.In summary: if I were talking to a group of car enthusiasts, I would have to consider destroying the environment, but I am not! I am talking to a group of mostly displacement hull enthusiasts what I am encouraged about is my post was considered.Have a wonderful day!!On Sat, Dec 10, 2022, 8:45 AM twowheelinguy via groups.io <twowheelinguy=yahoo.com@groups.io> wrote:I've heard good things about NorthStar batteries, and I've used the Trojan "carbon infused" batteries but I wasn't that impressed. Sure, they worked a lot better, but they still don't hold a candle to Lithium chemistry. And carbon infused lead batteries are a lot more expensive so that cancels out any cost advantage they might offer.The problem with lead chemistry is not it's capacity to store energy, it actually provides a pretty good value for that. The problem is you lose your ass putting the energy in and taking it out, especially if you want to do it in a hurry. If you have a system where you can charge slowly and only do low current draws with low depth of discharge, you could have argued that lead was a better value than lithium until recently. But now that you can buy a ready to use kWhr of lithium storage capacity for $250, lead has just about lost any price advantage it had and once it hit's $150/kWhr it will pretty much be game over for the lead battery industry. I don't think lead will ever completely be dead but it will soon be relegated to only very specialized applications imo.I'm on a cruise right now running my new lithium batteries hard for the first time and I can state UNEQUIVELENTLY they are definitely in another league than ANY lead batteries I've ever used or heard of and I've cruised the Arc over 5000 miles using various lead batteries over the last 12 years. As a long time holdout for using lead acid chemistry, I have to agree with Elon Musk now when he said, "lead sucks".You can still debate the cost benefit ratio of lead for some specialty applications but comparing the performance of lead to lithium is like comparing little league baseball to the major league. Lithium is that much better, imo.Capt. CarterOn Saturday, December 10, 2022 at 06:57:55 AM EST, F. Neil <fneilss@gmail.com> wrote:At >60 pounds per kWh, and limited 50% depth of discharge (for maximum lifespan), these Northstar carbon lead batteries are not really in the same class as Lifepo4 batteries for applications where energy density is an issue...
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Excellent treatise, Kevin. And no criticism here of the logic justifying using lead-acid batteries for displacement water craft propulsion based on the factors noted. You could also add to the factors: Cycle Life. A 2000-3000 charge cycle life is meaningless for most recreational boaters, let alone displacement craft that might only get used 1-2x/month. In my case, this was a major factor in my early analysis for not considering lithium alternatives since most arguments for lithium vs lead are based on a 3-5x effective cycle improvement. I mean, if, like me, you average only about 20-30 outings a year and assuming you only have to charge the pack 4x, that's just 4 cycles per year (what I typically do now). It's hard to rationale paying more to improve cycle life when a perhaps 400 charge cycle life lead alternative would on paper last 100 years.
But that's not the whole picture with cycle life and lead. Lead acid batteries usually die prematurely well before reaching the rated cycle life. Often 10x sooner, especially and mostly in cases where cycle time is very extended---and that is particularly the case with marine pleasure displacement craft like mine. My boat went thru 3 sets of lead acid deep cycle golf cart batteries all of which sulfated prematurely because I could not keep them maintained as they needed to be to realize anything close to a long cycle life. Further, as this progression deepened, in each case, it was a guess and a worry how much capacity my pack actually had after being charged. At some point you get really tired of this lack of dependability. Not to mention the hassle to haul out a raft of lead each time and haul it off to the recycler. Have you seen how nasty the recycle process is with lead? I suppose in the States it might be environmentally sound but there are videos online of it being done in an open air shop in places in India and I wonder how eco-friendly the whole process really is.
Add to this the fact that there are a raft of ex-automotive EV battery packs out there with gobs of cycles and capacity left in them with cost/kwh that rivals or exceeds the cost for comparable lead-acid alternatives. Saving those packs from the recycler or junk heap has eco value. And so, some of us here (e.g. me) have gone to lithium thru this path, reusing ex-land EV batteries for our boat propulsion. Result: Affordable and high performance packs with high dependability in terms of absolutely knowing how much capacity your pack has left. Packs that otherwise might have been left to rot on the auto junk heap, packs that can sit in our displacement craft for months unattended with zero degradation, very much unlike lead. Packs that will literally outlast our boats. Replacing this pack in the future is no longer a necessity at all. Hard to see the end-of-life recyclability as a big argument against lithium for low-cycle, displacement E-boat propulsion.
Thanks for the points you made. You made them well. J
-Myles Twete, Portlandia
From: electricboats@groups.io [mailto:electricboats@groups.io] On Behalf Of Kevin Pemberton
Sent: Sunday, January 1, 2023 8:45 AM
To: electricboats@groups.io
Subject: Re: [electricboats] Li-ion battery designer commentary
Yah! If you're loading your racing boat up with lithium and your wanting to plane, energy to weight ratio is big. However when displacement hulls are the major players weight becomes less of a factor.
….
I've heard good things about NorthStar batteries, and I've used the Trojan "carbon infused" batteries but I wasn't that impressed. Sure, they worked a lot better, but they still don't hold a candle to Lithium chemistry. And carbon infused lead batteries are a lot more expensive so that cancels out any cost advantage they might offer.The problem with lead chemistry is not it's capacity to store energy, it actually provides a pretty good value for that. The problem is you lose your ass putting the energy in and taking it out, especially if you want to do it in a hurry. If you have a system where you can charge slowly and only do low current draws with low depth of discharge, you could have argued that lead was a better value than lithium until recently. But now that you can buy a ready to use kWhr of lithium storage capacity for $250, lead has just about lost any price advantage it had and once it hit's $150/kWhr it will pretty much be game over for the lead battery industry. I don't think lead will ever completely be dead but it will soon be relegated to only very specialized applications imo.I'm on a cruise right now running my new lithium batteries hard for the first time and I can state UNEQUIVELENTLY they are definitely in another league than ANY lead batteries I've ever used or heard of and I've cruised the Arc over 5000 miles using various lead batteries over the last 12 years. As a long time holdout for using lead acid chemistry, I have to agree with Elon Musk now when he said, "lead sucks".You can still debate the cost benefit ratio of lead for some specialty applications but comparing the performance of lead to lithium is like comparing little league baseball to the major league. Lithium is that much better, imo.Capt. CarterOn Saturday, December 10, 2022 at 06:57:55 AM EST, F. Neil <fneilss@gmail.com> wrote:At >60 pounds per kWh, and limited 50% depth of discharge (for maximum lifespan), these Northstar carbon lead batteries are not really in the same class as Lifepo4 batteries for applications where energy density is an issue...
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