peter.nooy
Bit Idea (Thailand) Co., Ltd.
OK, Thanks for the feedback will do.
Powering your house from a V2L-capable EV
- Thread starter fafrd
- Start date
Craig_128
New Member
I agree. I'm hoping one day a Tesla firmware note says they have slipped in support for -20. After all the standard was ratified in April last year. The only problem I see is as the schemas have changed, and you need to support both (to maintain support with older DCFC), that flash space may be a problem for some manufacturers. But hopefully they have left room for future expansion.
Will your product support ISO-15118-20 bi-directional DC in a later firmware update?
peter.nooy
Bit Idea (Thailand) Co., Ltd.
Yes, we can do that, with additional upgrade fee.
ISO-15118-20 will be big but not so soon and will be expensive. I hope to bring it down to acceptable level, If I play the card right
ISO-15118-20 will be big but not so soon and will be expensive. I hope to bring it down to acceptable level, If I play the card right
Craig_128
New Member
Yes, we can do that, with additional upgrade fee.
ISO-15118-20 will be big but not so soon and will be expensive. I hope to bring it down to acceptable level, If I play the card right
Is this simply to cover your NRE fee for the firmware development or are there other factors?
peter.nooy
Bit Idea (Thailand) Co., Ltd.
Yes, my ISO-15118-20 stack is still under development. When it is ready for upgrade, I will charge some fee for the firmware upgrade.
pollenface
Solar Addict
Do you mean using the V2L to charge off-grid batteries (using EV in place of a generator)?
yabert
Solar Enthusiast
Yes, you are right in the case of bi-directional charger (AC-DC).
My comment was about using DC pins of the fast charge port to supply device like what peter nooy share post #44 or like the Ford charge station pro... or when I power MPPT input of my AIO
Basically. The EV would be a relatively low power generator.
A dedicated charger takes car's V2L output and charges the battery bank. The V2L power doesn't have to be what the house could momentarily draw, only be as high as the average over a long time, hours, maybe a day. Thus the inverter battery load levels the demand.
When the EV gets low, drive it to a DCFC that is operational and recharge it, then drive it home and hook it up again. You should be able to get about 70% of the car's KWH into your inverter battery. My car won't let me touch the last 20% in V2L, and then there is about 85% efficient transfer from car battery to inverter battery. That means my 77 KWH car can provide 50 KWH inverter battery charge per trip to the DCFC. I am "refueling" the generator on each trip.
BTW, this is all theoretical, I don't have such a setup in actual fact, just contemplating how that would work.
Mike C.
OffGridForGood
Catch, make or grow everything you can.
And will supply power to the main ESS system silently, parked inside the garage, safe, unlike a fuel-powered generator.
yabert
Solar Enthusiast
That a point for using the DC pins to power the house.
The lost are lower (efficiency higher) when I connect my 64 kWH 360V EV battery to the MPPT input who simply charge house DC battery.
No DC/AC + AC/DC conversion, simply DC to DC at high efficiency.
GXMnow
Solar Wizard
- Joined
- Jul 17, 2020
- Messages
- 2,723
A Solar MPPT input should not be connected to a battery. While some MPPT inputs will just try to current limit at their power rating, many will still try tracking and the current can go way too high very fast and destroy the input. Solar panel are current limiting by design. Just look at the ISC current. What is the ISC of an EV battery? Hint, it's hundreds of amps.
yabert
Solar Enthusiast
It's exactly what happen to many peoples who tried this.
There is few threads on this forum of people connecting their EV to an AIO. Here is my build thread: https://diysolarforum.com/threads/360v-dc-input-split-phase-120v-240v-ac-inverter.15036/page-6
