Since the release of the “LEAF to Home” V2H system in 2012, approximately 2,400 V2H systems have been installed in Japan (as of December 2014), and the user base has been growing at a monthly rate. Since Japan is the only market where V2H systems are widely distributed...
To clarify - the Bolt has adopted the CCS charging "standard" that uses power line communications (PLC) and has battery storage capacity that, for many (myself included) only a portion would be used on a daily (or maybe even weekly basis). Both Pika Energy and Solaredge use a "DC bus" technology between the PV "optimizers", inverter, and the Li Battery and that appear to use PLC based controls. I'm wondering if this common DC bus with PLC protocols will make it easier to integrate (as an example) the Bolt as battery backup to augment or replace the (relatively expensive) LG or Panasonic batteries?cwerdna wrote:Not sure what you mean by this.
While there are many examples of CHAdeMO ports being used to discharge energy from BEVs, FCVs and PHEVs, using CCS or TSLA ports to access a vehicles energy source (AFAIK) has never even been demonstrated.Marktm wrote:...V2H is actually available (Setec Power) to be used in the U.S. today with CHAdeMO protocols (and maybe CCS/PLC?)...cwerdna wrote:Not sure what you mean by this.
My understanding from researching this a bit is SAE CCS uses Homelink GreenPHY (specifically, the lower-speed control channel portion) sent over the J1772 connector's AC leads (which doesn't normally have any AC live on it, iirc, so I guess it's PLC on a wire pair that has no power?) with Ethernet, but I've not found details on what the protocol looks like. I do know Qualcomm seems to be the only ones building chips to support that. Couldn't find the individual chips for sale.edatoakrun wrote:While there are many examples of CHAdeMO ports being used to discharge energy from BEVs, FCVs and PHEVs, using CCS or TSLA ports to access a vehicles energy source (AFAIK) has never even been demonstrated.Marktm wrote:...V2H is actually available (Setec Power) to be used in the U.S. today with CHAdeMO protocols (and maybe CCS/PLC?)...cwerdna wrote:Not sure what you mean by this.
Not qualified to explain why, but have been told variously both that it is a design issue, and/or that the manufacturers using those ports simply do not want to pursue the application.
Stupid behavior, IMO, whichever explanation is correct.
SAE CCS uses Homelink GreenPHY on the pilot pin, not the AC pins. STMicro is another manufacturer that makes GreenPHY compatible chips.spirilis wrote:My understanding from researching this a bit is SAE CCS uses Homelink GreenPHY (specifically, the lower-speed control channel portion) sent over the J1772 connector's AC leads (which doesn't normally have any AC live on it, iirc, so I guess it's PLC on a wire pair that has no power?) with Ethernet, but I've not found details on what the protocol looks like. I do know Qualcomm seems to be the only ones building chips to support that. Couldn't find the individual chips for sale.
FWIW, at the SF celebrity chef EVent for the '18 Leaf last night, I did see an number posters/displays touting V2H and picturing a Leaf attached to a box similar to the one at http://www.nichicon.co.jp/english/produ ... ew124.html. I didn't bother taking pictures of it.smkettner wrote:I do not see V2G/V2H ever happening. To much of a warranty issue. Lots of usage and no miles on the odometer.
It appears that a couple of the solar inverter companies are using PLC over the nominal 400 VDC bus to communicate between the solar panel DC/DC converters (string converters), the lithium storage battery and the inverter itself to charge/discharge the 400 VDC battery according to several modes of operation (keep it full for reserve, maximize grid supply based on economics, etc.). Would it be possible to "communicate" between the SAE CCS protocols and (e.g.) Pika's REbus to use any CCS compliant EV as the storage battery? It appears the DC voltages ranges of the string converters/inverters are in the correct range for most EV batteries. I'd guess this could only happen if the EV firmware allows bi-directional energy flow?JeremyW wrote: SAE CCS uses Homelink GreenPHY on the pilot pin, not the AC pins. STMicro is another manufacturer that makes GreenPHY compatible chips.
You can buy the SAE standards, although they can be quite complicated to follow: J2931/4 goes over PLC (based off of DIN SPEC 70121), J2847/2 goes over requirements, and J2836/2 goes over use cases.