PointGuard bi-directional system

[tearitupsports]

Go to their website as I did and look up an installer in this country. Non existent.

I can try and help find you an installer if you want me to. I have direct contacts with Sigenergy. I can also ask Sunrgy who is the distributor I purchase from.

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[RLXXI]

I can try and help find you an installer if you want me to. I have direct contacts with Sigenergy. I can also ask Sunrgy who is the distributor I purchase from.

Thanks but no, I just got my FCSP installed today. If I want power when the grid drops, my whole home generator will auto start. If that craps out, I have a smaller back up genset I can use and if that fails, I have 42kw of storage I can tap into from my solar system.

 

[v2h8484]

The Sigenergy (Pointguard) V2X system is now a real product on the market. Great video talking about it as well as showing a demo.

The video portion on Tesla appears to show PointGuard taking advantage of the CCS "bug" in Tesla EV's for V2X discharge. Does Signenergy have any agreement with Tesla to ensure continued functionality? If not, what's Signenergy's support policy if Tesla decides to fix the CCS "bug"? This is a common concern for several V2X products on the market that work with Tesla EV's. It's perhaps a more serious concern for Signenergy because PointGuard is not just a V2X converter but also a home battery that competes directly with Tesla Powerwall. I am certainly not ready to spend $$$ on something that could be easily bricked by Tesla.

 

[Runaway Tractor]

the CCS "bug" in Tesla EV's for V2X discharge

Explain for those of us unfamiliar?

 

[v2h8484]

Explain for those of us unfamiliar?

Basically, the standard CCS protocol for DC fast charging is being used for discharging because Tesla has a "bug" and not shutting down the charging session when power is actually being discharged (i.e. reverse/negative power flow). It's something that Tesla could easily fix with OTA updates. For reference, other EV's without such "bug" the charging session would get stopped after a short time of discharging or no charging.

 

[Runaway Tractor]

So you have to start a L3 charging session, then just start discharging rather than charging?

 

[v2h8484]

So you have to start a L3 charging session, then just start discharging rather than charging?

Basically that is what the V2X converters do on EV's that only support the standard CCS protocol.

 

[tearitupsports]

The video portion on Tesla appears to show PointGuard taking advantage of the CCS "bug" in Tesla EV's for V2X discharge. Does Signenergy have any agreement with Tesla to ensure continued functionality? If not, what's Signenergy's support policy if Tesla decides to fix the CCS "bug"? This is a common concern for several V2X products on the market that work with Tesla EV's. It's perhaps a more serious concern for Signenergy because PointGuard is not just a V2X converter but also a home battery that competes directly with Tesla Powerwall. I am certainly not ready to spend $$$ on something that could be easily bricked by Tesla.

So I would say that it is not a bug. Pointguard is following the ISO standard, and luckily so is Ford.

You are correct that the difference in Tesla is that they have not come out to publicly support this, and certainly are not working with PointGuard in any fashion. Yes there is absolutely a risk that Tesla will do a software update to prevent discharge and ruin this system. I also don't think Tesla will care about any negative feedback of doing that either.

The video makes it quite clear that GM is blocking the export from the car side.

I have even been a little concerned with Ford, even though the video indicates they have publicly supported it (I haven't seen any reference to that though). Right now I still am using the gen input rather than buying the V2X module.

 

[tearitupsports]

So you have to start a L3 charging session, then just start discharging rather than charging?

Yes Enphase and Sigenergy are doing the ISO CC1 handshake to start the session over DC only for both charge and discharge.
Ford and GM use the Delta inverter which obviously does not follow any standards based design.
Tesla cybertruck is only one using AC AFAIK.

 

[v2h8484]

So I would say that it is not a bug. Pointguard is following the ISO standard, and luckily so is Ford.

Call it an "unintended feature" then. Apparently GM has updated Silverado EV firmware to fix the bug/untended feature so PG V2X no longer works.

 

[kaisersose]

As an owner, I received an email stating that the functionality is now turned on globally. It is in the version 3.1 app, which goes active for North America on Sunday the 10th. The hardware shows in stock now at distributors.

This is great! Have you tried to discharge the F-150 battery to either charge the PG battery or sell energy to the grid? I read that Ford is limiting the discharge power rate to 9.6kWh, but this guy said that was able to discharge more from his Rivian battery that what the manufacturing limits were saying:

Thanks for sharing your experience with this. I am very seriously considering to purchase this system, but is a big investment, so hearing real life stories like yours is very helpful.

 

[tearitupsports]

This is great! Have you tried to discharge the F-150 battery to either charge the PG battery or sell energy to the grid? I read that Ford is limiting the discharge power rate to 9.6kWh, but this guy said that was able to discharge more from his Rivian battery that what the manufacturing limits were saying:

Thanks for sharing your experience with this. I am very seriously considering to purchase this system, but is a big investment, so hearing real life stories like yours is very helpful.

I don’t have the V2X yet but I have used the generator input at 7kW to charge the point guard batteries.
I am hoping to get the V2X in the next couple of weeks. I should be able to do at least 19kW from the truck but I will probably set the limit to 9.6 to match the HIS system and not bring on unwanted issues.

 

[kaisersose]

I don’t have the V2X yet but I have used the generator input at 7kW to charge the point guard batteries.
I am hoping to get the V2X in the next couple of weeks. I should be able to do at least 19kW from the truck but I will probably set the limit to 9.6 to match the HIS system and not bring on unwanted issues.

Interesting.. Thanks! Do you think it will work with your battery Firmware without having to call Ford support or hack the system?

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