A Photo Tour of Vingilótë’s Integrels and Power Systems

A Photo Tour of Vingilótë’s Integrels and Power Systems

NOTE: Just to clarify, Vingilótë has two Integrel alternators installed, the first dual Integrel installation. I had blended the pictures originally, but I updated them to put the pictures of port and starboard installs separated out.

Pictures of the engine room, Integrel controller, Integrel control panel, main power cut off switch, engine starter battery and connectors and buses on the engine starter battery.

The Integrels mounted on the Yanmar 4JH57s:

The main compartment in the saloon behind the couch: 48V battery bank, the buses and shunts, the main Integrel controller, the DC-DC converter array between the 48V and 24V battery banks and between the 48V and engine batteries (well, one of them: the other is through a VSR) and between the 24V and engine batteries (as above). To the side the winches breakers. In various places you can see the meters on the power lines and the pink Ethernet cable between the various Integrel components.

The 24V buffer bank.

The DC and AC electrical panels, to left (aft on the boat) and above the DC panel, various Raymarine parts like the Empir bus and data master Axiom Pro 7, in the AC panel the selector between the 30A and 50A SmartPower connectors for shore power, above it the solar panel breakers, and Victron Octo controller. You can see the split bus of the two 120Vac and the combined 240Vac buses and breakers. To the right the Skylla shorepower charger that allows us to limit the draw of shorepower.

The top shelf of the cabinet below the electrical panels with the main Victron components: one of the two inverters, voltage changer, shore power charger, the second of the two inverters.

On the bottom shelf the seven solar charge controllers.

The Integrel control panel in the engine panel in the cockpit. Though each Integrel combines with one we only installed one as it connects to the Integrel controller and all Integrel alternators, and all batteries.

20 comments on “A Photo Tour of Vingilótë’s Integrels and Power Systems
  1. Magnus says:

    Very interesting. I assume the main battery bank is 48v but you run power hungry stuff like winches etc from the 24v bank to reduce the needed size of inverters or? I saw that Maxwell now offers a windlass on 48v and if more winches comes in 48v would that mean you could skip the 24v bank or would you still keep it?

    • Edwin Voskamp says:

      That is correct: peak draw vs. sustained draw gets ugly on things like winches and anchor winches especially. To size DC-DC converters for that would not be a good approach.

      If you have 48V winches, fridges/freezers, you can run those directly off of the 48V bank and reduce the size of the 24V buffer bank. Once you get rid of all the 24V draws that have a peak load (realistically most things with an electric motor) you could likely do without it entirely: we have a few 12V loads (VHF, Empir bus) and they’re not spiky draws so we don’t have a 12V buffer battery.

      • Gary Bird says:

        Maybe by the time my boat is delivered in Dec 2022, there will be more 48v devices. What loads do you still have on ac? I see you have 2 x 5KVA inverters. Are they both 110 vac or is one 230 vac? I remember you have your 230 vac cooktop and oven new.

        • Edwin Voskamp says:

          They’re both 110Vac (well, technically 120Vac) in a split bus design, so they both feed a bus, and combine into a 240Vac bus. That bus feeds to the kitchen for both the magnetic induction cooktop and the steam oven. We’re looking at possibly also using those for water heaters, in-line or boilers.

  2. Peter says:

    Wow – your’s might be the world’s most sophisticated and versatile boat electrical system!

  3. Peter Pawlak says:

    You just show the starboard Integrel generator — did you actually install a dual system and just leave out the pics because they’d all be duplicates? If you just did a single, what was your thinking?

    • Edwin Voskamp says:

      Vingilótë has dual Integrels, the first boat to do so. The photos are from both the port and starboard engine rooms, just not clearly marked as such.

    • Edwin Voskamp says:

      I updated the post and split out photos to clarify which ones are from what engine room.

  4. Jonathan says:

    What kind of of maintenance does the Integrel system need? Are there backup parts to carry? Does it require a 48v system or could it run on 24v? Would you have a link to their maintenance manual?

    Cool setup and thanks for posting!

    • Edwin Voskamp says:

      Nothing really: essentially they’re high power output alternators, so, checking belts, checking wiring. Nothing else should be required.

      It is 48V output (charge voltage obviously is more like mid 50s Volts), so you could step it down to 24V, but in that case you’re not realizing the high output to the battery bank: at 48V, the Integrels produce well over 150 Amps each. If you go to 24V, the amperage doubles, and it is too high to run over wires.

  5. Marc Hawk says:

    Looks like two single installations of the integral system. 6kw each? I believe you could use two on a single motor if you wanted to. At idle how much power do they produce? How about at cruising speed?

    • Edwin Voskamp says:

      Yup. Vingilótë is a sailing catamaran. We have the original 12V alternators on each engine feeding that engine’s start battery (12V), and we replaced the second alternator with the Integrel system.

      Each produces up to 9kW when it gets limited by the Integrel controller so it doesn’t drive more power through the wires than they are rated to handle. We’ve not quite seen 9kW, but there is tweaking yet left to be done.

      I don’t think you can put two Integrels: each one has a controller that manages how much power it takes off, and wouldn’t account for another Integrel on the same engine. Also, they do take power off, so putting two on you would need a fair bit of engine to handle that. We have Yanmar 4JH57 diesel engines, 57 hp each and they handle it easily.

      They produce 2kW each at idle, and at our normal cruising speed, 2,450rpm, they produce 8.5kW each.

  6. Ben E. says:

    Thanks for posting Edwin! I’ve ordered a 442 with dual Integrels, and it’s very helpful to see this.

  7. Randy Rable says:

    Thanks for the informative post. I have heard of power generation in the 6kw range at just off idle at 1100 rpm. Would you say this is accurate? What is the size of your 48v and 24v battery bank? What would you change if you were doing the system over from scratch? Thanks again.

    • Edwin Voskamp says:

      Randy, that’s not correct. At 1,800 rpm (engines), in bulk mode, I see about 12.5-13kW, so 6kW per Integrel may be a shade below 1,800rpm, but certainly not at 1,100 rpm (engine). At idle, which for my Yanmar 4JH57s is 800 rpm, the Integrels produce about 2 kW each. I don’t run in neutral above idle, and I generally don’t motor at 1,100 rpm, so I couldn’t answer. Why the specificity as to the rpms? I’m also curious where you heard that mentioned, as it’s a wee bit off. 🙂

      • Randy Rable says:

        I was off a bit but the claim is 3kw at 800rpm and 5kw at 1000rpm. Nigel Calder youtube video at about 18:37 in the video.
        https://www.youtube.com/watch?v=0uTNjfb3MNQ
        Understand there was a recent service call with system, possible power cord related? Were you happy with the service. Anything you would change in the system if starting over. Considering this system for our new cat currently under construction. Thanks.

        • Randy Rable says:

          A little more follow up on a NauticEd podcast Grant Headifan was speaking with Rean Snyman. At about 48:45 and he mentioned fast idle of 1100rpm to 1200rpm while at anchor produced about 6kw.

          https://soundcloud.com/nauticed/31-energy-with-rean-snyman?fbclid=IwAR3DJKafvtDuOivcnV85_F1w5NywdNaK4IIifgI0BPQt9afQgLSgbL60I5A

          Just trying to get some real word performance and customer satisfaction feedback. Cheers

        • Edwin Voskamp says:

          Ah, that one. I don’t know if Nigel was talking in theory or maximum. I just don’t know. I can tell you what I’ve seen: a ridiculous amount of power generated.

          There was no service call with the system. We lost a shore power charger, and, some time after replacing it, we thought we lost an auto transformer (Vingilótë takes 120Vac or 240Vac 30A or 50A shore power). My regular electrician came out and we traced it down to a loose connection on the shore power pedestal, but the main culprit was the brand new shore power cable. It only gave us 50V between the neutral and ground! We’re not certain yet – the shore power charger is with Victron for warranty repair – but we think that may be why the shore power charger failed. The nice thing is the shore power charger failed and none of the 120Vac equipment or plugged in appliances!

          Having said that, I was very very happy with the electrician’s service, but that’s not Integrel. 🙂 Though it is the electrician who installed them, and I highly, highly recommend him: Matt Mortenson, Revision Marine, Port Townsend, Washington.

          The system is very, very nice. And we paid for it as a retrofit, rather than newly constructed. I’d do it again. We’re very happy with it.

          One change I’d make is now that Victron released 5kVA Phoenix inverters, I’d use those over the Quattros (cheaper, bit smaller, bit lighter), as we don’t use the charger or passthrough functionality of the Quattros (Vingilótë is built on an isolation design, so all 120Vac/240Vac equipment only runs from the inverters, never from shore power).

          The only functional change I’d make is specific to us living aboard her soon in the winter against the Canadian border and that is to run two shore power chargers in parallel to have enough power for HVAC to heat, magnetic induction cooking, and a steam oven without running the engines and having very, very little solar (in January, you get maybe 8% due to the short days, the shallow angle of the sun, and clouds, rain, snow). It means we don’t run one charger very high near its maximum capacity and we have redundancy.

  8. Randy Rable says:

    Thanks so much for the feedback. I do have 2 more questions if you don’t mind. You describe a connection “between the 48V and engine batteries (well, one of them: the other is through a VSR) and between the 24V and engine batteries (as above).” Could you describe the connections to the engine start batteries? Aren’t most times the start batteries are just left connected to the factory alternators?
    What size is the main 48v bank? Also the 24v bank seems pretty large was this by design requirement or jus utilizing batteries from the original system?

    • Edwin Voskamp says:

      There’s a 48-12V DC-DC transformer to one of the engine batteries, and a 24-12V DC-DC transformer to the other engine batteries. This way one of the engine starter batteries are kept topped off of the 48V housebank and the 24V bufferbank (both to a different battery). After all, if we can start one engine, the cross connects will let us start the other, and then we have two Integrels refilling the 48V housebank and through the 48-24 DC-DC refill the bufferbank.

      The main 48V bank is four Victron 200Ah/24V LiFePO4 batteries, configured in a 2×2 for a 400Ah/48V battery bank.

      The 24V buffer bank is four Battleborn 50AH/12V, also configured in a 2×2 for a 200Ah/24V buffer bank. We went this way to have reduncancy (we can lose 2 batteries out of each bank, rejigger the connections and just lose capacity, not functionality). The buffer bank is that size to run off of the 2×2 configuration, and the anchor winch, sail winches, and freezers/refrigerator all run electrical motors so could put quite a peak (and sustained load: we have a 73lbs anchor with 374′ of 10mm G4 chain) on the battery bank.

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