wattmatters
Solar Wizard
Or just the peak tariff period:
Using your Electric Vehicle to power your home
- Thread starter BigDoug
- Start date
Nobodybusiness
Collecting the leftovers of the Great Sky Reactor.
Wow that’s not bad.
peter.nooy
Bit Idea (Thailand) Co., Ltd.
Yes, the device will start the session automatically when you power it on with CCS cable connected and the "Start switch" engaged.
if it is not, just use the car remote control to unlock and lock the car again, and it will go by itself.
Your use case, is exactly what I have in mind, when I start building this device. People will find it usefull to avoid high tariff, when you can charge your car for free or at lower cost.
wattmatters
Solar Wizard
Ultimately I still need to have enough solar PV to recharge the EV. Not sure I have enough spare capacity in Summer.
Excess capacity export by day over the same period:
IOW I have a supply deficit in Summer as I'm already self consuming most of what I generate.
Charging from grid is not financially viable, except for 2 hours 12-2PM on weekends when my grid tariff is zero c/kWh.
B-Mod
Solar Enthusiast
You know what the means???? MORE SOLAR!!!! It fixes everything!.....
wattmatters
Solar Wizard
I have 6.6 kW of PV panels in the shed waiting to go up at some stage.
It's not a simple job for me though, so timing and getting some help matters. That would take me to a total of 60 x 275 W panels (17.6 kW) on the house + 6 x 370 W (2.22 kW) panels on the garage for 19.82 kW. 11 kW grid-tied, 8.82 kW off-grid.
B-Mod
Solar Enthusiast
I know how the timing and help issues go. I have to find the time when it is not snowing or raining or too hot. Then i have to fly my daughter home from Texas to provide the help. I am planning about another 13kw addition this late spring.
wattmatters
Solar Wizard
Yesterday I conducted another experiment with the V2L.
It was a dismal day, not much solar to recharge the home battery but the previous days the car had been charged up with solar and also some free energy (we get 4 hours/week of free energy from the utility).
So I thought it was a good opportunity to test using the V2L to provide a steady charge to the home battery.
Parked the car near where the battery is located:
Having the rear tucked under the eave meant the charge port was afforded some protection from the elements, not that it matters a lot. V2L adapter plugged in:
Had it connected a spare cheap AIO inverter/charger and using it as an AC charger only.
After a bit of playing with the settings I settled on using a 30A (DC) charge rate, which is something over 1500 W.
I started the session some time after lunch (~1:30-2PM) at let it run until a bit after 6PM. The battery at the start of the session reported a SOC of 80% / 51.2 kWh. It finished at 6:10 PM with 65.4% / 41.8 kWh.
So I pulled 9.4 kWh from the car's battery over the course of the afternoon, which is about 55 km of highway range.
Using the new Home Assistant integration for the MG4 I was able to monitor the progress. It took me a little while to get that automated but the system will now collect the data during discharge sessions:
The circled section is showing the SOC decline during the test. I didn't manage to get the data collection working until a while into the test but it had started at 80% SOC.
Unfortunately I had wired up the AIO charger's negative terminal to the wrong side of my home battery's main shunt, so while it was charging the battery just fine, the supplemental charging data wasn't being captured by the shunt. Oops. That threw out my home battery's SOC measurements so I had to do some manual adjustments through the course of the day. I will fix that before next time and have the charger connected to the correct side of the shunt.
I took some spot readings, and while the the car reported delivering 1.767 kW, the DC charge going into our home battery (measured with a clamp meter) was 29.5A x 53.3 V = 1.572 kW, so 90% efficiency through my AIO/charger. That's actually not too bad considering it's EV DC -> EV's onboard inverter AC output -> AIO charger controller -> DC into battery.
We have a day-long grid outage coming up in a couple of weeks as the utility is repairing some power poles on/near my block, so I wanted to have a reasonable length test of the system. Without grid power, our PV supply is cut back from 13.2 kW to 2.2 kW. So using the EV to provide a steady base level of charge into the battery will help make up for the loss of supply. I can pre-charge the EV with dirt cheap energy in the days beforehand. If they want to give me free energy, I may as well make good use of it!
It was a dismal day, not much solar to recharge the home battery but the previous days the car had been charged up with solar and also some free energy (we get 4 hours/week of free energy from the utility).
So I thought it was a good opportunity to test using the V2L to provide a steady charge to the home battery.
Parked the car near where the battery is located:
Having the rear tucked under the eave meant the charge port was afforded some protection from the elements, not that it matters a lot. V2L adapter plugged in:
Had it connected a spare cheap AIO inverter/charger and using it as an AC charger only.
After a bit of playing with the settings I settled on using a 30A (DC) charge rate, which is something over 1500 W.
I started the session some time after lunch (~1:30-2PM) at let it run until a bit after 6PM. The battery at the start of the session reported a SOC of 80% / 51.2 kWh. It finished at 6:10 PM with 65.4% / 41.8 kWh.
So I pulled 9.4 kWh from the car's battery over the course of the afternoon, which is about 55 km of highway range.
Using the new Home Assistant integration for the MG4 I was able to monitor the progress. It took me a little while to get that automated but the system will now collect the data during discharge sessions:
The circled section is showing the SOC decline during the test. I didn't manage to get the data collection working until a while into the test but it had started at 80% SOC.
Unfortunately I had wired up the AIO charger's negative terminal to the wrong side of my home battery's main shunt, so while it was charging the battery just fine, the supplemental charging data wasn't being captured by the shunt. Oops. That threw out my home battery's SOC measurements so I had to do some manual adjustments through the course of the day. I will fix that before next time and have the charger connected to the correct side of the shunt.
I took some spot readings, and while the the car reported delivering 1.767 kW, the DC charge going into our home battery (measured with a clamp meter) was 29.5A x 53.3 V = 1.572 kW, so 90% efficiency through my AIO/charger. That's actually not too bad considering it's EV DC -> EV's onboard inverter AC output -> AIO charger controller -> DC into battery.
We have a day-long grid outage coming up in a couple of weeks as the utility is repairing some power poles on/near my block, so I wanted to have a reasonable length test of the system. Without grid power, our PV supply is cut back from 13.2 kW to 2.2 kW. So using the EV to provide a steady base level of charge into the battery will help make up for the loss of supply. I can pre-charge the EV with dirt cheap energy in the days beforehand. If they want to give me free energy, I may as well make good use of it!
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