Questions for Delta

[PV2EV]

I would like to compile a list of questions about the Ford HIS that I will then attempt to clarify with Delta (a Taiwan company that makes the Bi-Directional Inverter sold by AAE, and in some markets, installed by SunRun). Please add your questions to these:

In addition to the BDI, do they make the battery and transfer switch?

Can the EVSE DC wires be run in same conduit as AC, and/or do they enter the BDI in the same port/knockout?

Can the BDI charge the truck when there is more solar then load?

Can the BDI use Solar DC for charging directly?

Is the BDI a 10kW inverter, or are their options for the Ford HIS?

How many PV strings are supported?

Does it support shading optimizers?

Is there a list of panels that do not work?

If the AC load is remote from the DC panels, would it be better to have the BDI at the load/transfer switch or at the solar panels?

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[jerock]

Is the HIS weather rated for exterior installation or interior only

 

[Whammy Bar]

I would like to compile a list of questions about the Ford HIS that I will then attempt to clarify with Delta (a Taiwan company that makes the Bi-Directional Inverter sold by AAE, and in some markets, installed by SunRun). Please add your questions to these:

In addition to the BDI, do they make the battery and transfer switch? Yes

Can the EVSE DC wires be run in same conduit as AC, and/or do they enter the BDI in the same port/knockout? No, separate.

Can the BDI charge the truck when there is more solar then load? No, the BDI is not a charger.

Can the BDI use Solar DC for charging directly? See above.

Is the BDI a 10kW inverter, or are their options for the Ford HIS? Yes

How many PV strings are supported? 3 I think

Does it support shading optimizers? Unofficially I think

Is there a list of panels that do not work? No

If the AC load is remote from the DC panels, would it be better to have the BDI at the load/transfer switch or at the solar panels? Will be case dependent depending on distance limitations of various components.

 

[Whammy Bar]

Is the HIS weather rated for exterior installation or interior only

Inverter is Nema 4. Backup interface is 3R.

 

[jerock]

Thanks!

Inverter is Nema 4. Backup interface is 3R.

 

[PV2EV]

Thanks for the detailed responses.

On the charging question, on grid down the BDI should create a microgrid keeping the panels alive and sending the AC to load. Rewording my question; Does the BDI see the EVSE/HVB as an AC load in addition to critical loads? Most, if not all backup solutions do, as it is a great dump load for the PV output. Without this capability the solution is 10A more, and no better functionality than the Pro Power 30A port.

On the EVSE wiring; even though both the AC & DC go to the BDI from the EVSE, they don't enter the at the same port, or are you looking at NEC? Running two conduits, both with rear entry is going to be a bitch though ICF.

 

[tls]

Have we confirmed that the standard 80A Ford charger and charging cable are in fact used with the HIS / BDI installation? That's a lot of extra pins and wires for DC and probably adds $300-$500 to the build cost of every charger if so.

 

[PV2EV]

Have we confirmed that the standard 80A Ford charger and charging cable are in fact used with the HIS / BDI installation? That's a lot of extra pins and wires for DC and probably adds $300-$500 to the build cost of every charger if so.

The BDI datasheet diagram shows it in use. Good point though, extra cost for a rarely used feature

 

[tls]

The BDI datasheet diagram shows it in use. Good point though, extra cost for a rarely used feature

It also means the chargers would have to use a CCS rather than J1772 connector and thus be incompatible with some other brands of EVs. I don't think, for example, the Tesla J1772 adapter will fit on a CCS charge plug though I have never tried.

This means I'd have to retain a separate J1772 or Tesla charger to charge my wife's car. Ugh.

I wonder if they replace the charging cable and plug when installing the HIS. That would probably be what I would do if I were trying to design this in a modular way. But it will still pose the same problem for those owning another EV without a CCS receptacle.

 

[PV2EV]

Another good point (and issue I have as well). I have only seen the FCSP with the CCS plug, even though the DC lines are only used by the BDI to pull DC from the truck. Wasted internal circuitry, 25" of wire, and the plug cost for a limited use case.

They should ship with a J1772 plug and a cable, and included the the CCS plug and cable in the BDI kit. There are clearly two different installs. Most install will have the FCSP run to a subpanel, the other to the BDI. Someone must have looked at this wasted cost?

 

[tls]

Is this the right datasheet? It shows a CCS cable and plug connected directly to the BDI inverter housing.

 

[tls]

The Charge Station Pro datasheet is very clear that it uses a standard J1772 connector and touts Tesla compatibility. Something doesn't add up if you have seen a Delta datasheet that shows the BDI connected to the vehicle through the Charge Station Pro.

It would make more sense if the BDI actually had its own CCS charge cord and plug as shown in the Delta datasheet I linked to earlier - then, actually, if you didn't care about J1772 compatibility or AC charging, there would be no need for the Ford 80A charger at all.

 

[PV2EV]

I missed that on the FCSP datasheet, which is clear. I don't recall seeing a single picture of the FCSP without the CCS plug, likely as they are pushing the HIS in marketing material. The upgarde is not listed with the HIS package, weird. The BDI datasheet has a single connection to a car through an EVSE, but seeing as it is not a Ford specific document, likely treats it separate, with a second DC connection to an HVB.

The Lightning connection will be a single cable from the FCSP via CCS plug. Not sure how or where you get that...

 

[Amps]

I think the confusion is that CCS is part of SAE J1772. There's a double e in here who may be able to clear this up.

Combined Charging System combines pins in the 'round part' for communications and grounding, etc. with the high power DC pins at the bottom to accomplish AC/DCFC with one connector. It won't help many older PHEV owners use the Charge Station Pro, though.

 

[adoublee]

The J1772 reference is clear, and clearly wrong from the actual design of the Ford Charge Satation Pro. It's CCS (combo J1772 and DC) from vehicle to CSP. It is DC from CSP to HIS Inverter EVSE input. It is AC from CSP to regular AC charging power source. There is also a connection of HIS Inverter to AC power source. It does not appear It is designed for simple connections of a single AC power source serving both.

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