Drawing power out of CCS port (V2x, inverse charging, bidirectional CCS)

[MustafaEmbedded]

Today I have a chance to revisit this again, this time with MG4 electric (2023). The set up same as before, CCS2 with only communication protocol runing. The car stay connected in the charging session, with no power transfer and without any complaint. II run the test for 15 miniutes, before stop it.
Set up:


Session screen, show with no power:


Next step is to draw some heavy current out of this car and see if it trigger any alrm or HV fault,
EDIT 1: Latest test, I run the session for 2 hours without any complaint, DC pin voltage 355 v (without load)

EDIT 2: Tested with 2 ligh bulb in series (60+60w), run the session run for 2 hours no complaint, the MG4 seem to be OK with the fact that SoC reduced rom 43% to 42% in 2 hours while fast charging.


EDIT 3: Confirmed with 5kW heater, test only for 5 minutes. SoC reduced about 4% during discharged. I can observe a lots of energy has been transfer out from MG4 battery during this 5 minute. No error reported, the car operate as normal.


Edit 4: Tesla & BYD Atto3 also OK now



Edit 5: 5kw V2L with MG4


Edit 6: 5kW V2L with Tesla-Y

I'm currently running evsemode. I come to the precharge section by car. What do I need to do to draw power from the CCS port (V2x, reverse charge, bi-directional CCS)

Can I charge another vehicle with the power drawn from the vehicle?

[bidi24]

Hello all,
I'm new to this topic, looking for help with getting started on a hands-on project to build a system that can draw power out of the CCS port. Can someone provide guidance on how I can go about building this? Thanks!

[uhi22]

Hello and welcome. As starting point just study the Evse mode manual and the wiki which are linked in the beginning of this thread. Then let's discuss your ideas and questions here, and finally please help to collect the knowledge in the wiki.

[Griffigroen]

Hi, I would like to test if a Polestar 2 can discharge via the CCS port with a possibility of V2X. I already had a Dlan 1200+ available. And I was able to convertert it to power it with 3.3v and a dcdc converter from 5v (see attachments). Also programming it was succesful but the last step to get it working is connecting the PLC to the car and therefore my question:
Where do I need to connect the CP?

[uhi22]

It is not clear, whether the DLAN 1200+ works for this purpose. In my tests here https://github.com/uhi22/pyPLC/blob/mas ... -dlan-1200 the conclusion was, that it does not send the SLAC in PEV mode, and I'm not sure whether it supports SLAC at all. You could try. The original AC power pins should be perfect for coupling to the PE and CP.

image.png (167.52 KiB) Viewed 11517 times

The coupling network which needs to be added there is described here: https://github.com/uhi22/pyPLC/blob/mas ... -is-the-cp

[uhi22]

Tested two Tesla Model Y - thanks to the great people in the Linux day in Augsburg! They stop at the PreCharge. Most likely it expects a physical voltage on the port during the PreCharge.
Log is here: https://github.com/uhi22/pyPLC/blob/mas ... ecoded.txt

[Knuckles]

i wonder if it is possible to connect the car in this state to an high voltage hybrid inverter and use it as battery pack for my home? as far as i know the BMS is a "problem". maybe it could be simulated by something like this https://github.com/dalathegreat/Battery-Emulator ? or is there any inverter without BMS?

[uhi22]

Exactly. If the hybrid solar inverter has a battery voltage range of lets say 200 to 450V, it perfectly matches to a car battery. Somebody uses this here: https://www.goingelectric.de/forum/view ... 1#p2193381
He uses an inverter which allows to set the battery type "lead acid", in this case the inverter does not expect a BMS communication. Just the battery min and max voltage need to be set that it has sufficient distance to the 0% and 100% voltage of the car.

[Knuckles]

would that mean discharging (power to the house) and also charging (power from house, eg. from unused pv power)? so if the car is in this state it does not matter if power goes out or in to the car?

[uhi22]

Physically this exacty is the case. You can charge and discharge. The only blocker may be the software of the car, which could have a supervision that stops the thing. Some results are mentioned above in the thread, the MG is showing how great it could work.

[uhi22]

Edit 4: Tesla ... also OK now

Do you say thay that you convinced the Model Y to close the contactors, without providing physical voltage during the PreCharge? We tried, but without success, using the latest pyPLC and two different Model Y, as I understood one quite old and a newer. They stop the session after around 10s in PreCharge.

[Knuckles]

is this possible with focci and clara?

[johu]

is this possible with focci and clara?

You can draw power from a vehicle that is equipped with Foccci (video coming)

[NiallDarwin]

Hi, Longtime observer, first time poster. I have been messing with EV batteries for a while & some of my Auckland friends have been using openinverter & Damian Mcguire (sorry for the spelling) boards for a while.

This is an exciting use case you are working on here for so many reasons! I have a couple of ideas related to two of the questions here:
*BMS comms to inverter: I believe that ideally this should be done. Yes, the linked Dala project is a great source of info and can likely be made to work with this application very well.
*For the Tesla 'handshake', there are some hybrid inverters such as the larger Deye HP3 series which have two battery connections. I believe* they can manage two batteries at different voltages. If you have one static battery connected to the inverter I think it should provide the voltage required for the handshake. (*note I do not know, it is just my expectation!).

Anyway, thanks for your work on this. Hopefully I can provide some small useful input occasionally
https://www.deyeinverter.com/product/hy ... phase.html

[johu]

I think that is going to happen.

Here is the video of our latest tests:

[uhi22]

One topic to improve in pyPLC, maybe this improves the Tesla behavior: We are sending in the PreChargeRes "EVSEStatusCode_text": "EVSE_NotReady". The alpitronic and the supercharger are sending "EVSEStatusCode_text": "EVSE_Ready"

[Edit] Pushed the fix: https://github.com/uhi22/OpenV2Gx/commi ... 35111011bd
Could anyone test this with the Tesla Model Y? Or with other vehicles which failed before?

[uhi22]

In a comment to the video ( we got a confirmation from mizettelzettel that pyPLC together with 350V physical voltage convinced a Tesla model 3 to close the contactors, and drawing 4kW over 30mins was working without error.

[szczur333]

I can get huawei R100020G1 rectifier for cheap, is there possibility to make controller for diy ccs2 charging?

[uhi22]

Definitely. The plan could look like this: Add a CAN shield to a Raspberry or similar, to have a CAN which controls the huawei power unit. Then some lines of python are necessary in pyPLC to send the voltage and current demands on CAN, and to read the present voltage and present current from CAN. Looks possible. In case you want to progress with this topic, please create an other thread because here we are in the "drawing power out".

[Griffigroen]

Hi all, Today i tested my setup on an Polestar 2, sadly I have to report that the system does not work. I've changed voltage parameters to satisfy the vehicle but that did not do the trick. The vehicle will immediately cancel the connection upon the precharging simulation. I've used the TL-pa411 with the AR7420.
https://youtu.be/gAdjxc1hbPk
Anything else I can try to get this working?

[johu]

Did you apply actual voltage to the charge port?

[uhi22]

The video does not open, it says "private".
Stored the decoded log here: https://github.com/uhi22/pyPLC/blob/mas ... ecoded.txt
It shows that we run into precharge, the car is demanding 426V. The pyPLC pretends a precharge and reaches EVSEPresentVoltage = 428V. Everything perfect until here. Then after ~4s of precharging, the car gives up and sends SessionStopReq. The only explanation which I have is that the car wants to see a physical voltage on the CCS inlet. Some cars are accepting just the pretended voltage, but Polestar 2 seems to be more strict.

An experimental approach to provide the physical precharge voltage is available here: https://github.com/uhi22/stepup-test

[Griffigroen]

Did you apply actual voltage to the charge port?

Not yet, I've just ordered this: https://www.amazon.com/WSDMAVIS-Convert ... B08JHPDBNM will try it next week.

The video does not open, it says "private".
Stored the decoded log here: https://github.com/uhi22/pyPLC/blob/mas ... ecoded.txt
It shows that we run into precharge, the car is demanding 426V. The pyPLC pretends a precharge and reaches EVSEPresentVoltage = 428V. Everything perfect until here. Then after ~4s of precharging, the car gives up and sends SessionStopReq. The only explanation which I have is that the car wants to see a physical voltage on the CCS inlet. Some cars are accepting just the pretended voltage, but Polestar 2 seems to be more strict.

An experimental approach to provide the physical precharge voltage is available here: https://github.com/uhi22/stepup-test

Fixed the private video. Won't the car stop the charging session once the 400v dcdc converter is disconnected? I want to use this as V2H system with the goodwe gw10k-bt

[johu]

Once the charge port relays are closed the battery voltage is applied to the pins and you don't need to apply it yourself anymore.
Nice converter! Make sure the battery voltage doesn't back feed, so either there is a diode on board or you have to add one externally

[uhi22]

Nice small converter. It seems to have a diode-capacitor-ladder to bring the AC to a multiplied DC voltage. So it is able to deal with back-feeded DC with no harm.