Charge Station Pro - 14.3kWdc Export Capacity (and other specs)

[adoublee]

The UL listing of the product is complete as of 2/1/22. The Charge Station Pro is "DC passthrough only, to supply a field installed listed inverter". Max voltage / voltage are indicated to be 420Vdc. DC max amperage is 34Adc for absolute max of 420 x 34 = 14.28kW or nominal 14.3kW. If actual operation was at a more common 380Vdc this would be 12.92kW.

Watch out if installed in a location that will exceed 45 deg ambient (113degF presumably).

Product model number is NL38-10C823-AA.

Enjoy!

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[GarageMahal]

The UL listing of the product is complete as of 2/1/22. The Charge Station Pro is "DC passthrough only, to supply a field installed listed inverter". Max voltage / voltage are indicated to be 420Vdc. DC max amperage is 34Adc for absolute max of 420 x 34 = 14.28kW or nominal 14.3kW. If actual operation was at a more common 380Vdc this would be 12.92kW.

Watch out if installed in a location that will exceed 45 deg ambient (113degF presumably).

Product model number is NL38-10C823-AA.

Enjoy!

Is there possibly a link to the source information available?

It would be awesome of the "DC passthrough" is bi-directional so we could charge direct from solar before going through an inverter.

 

[adoublee]

The following is available on the UL listing website, behind a login.

 

[jefro]

It's not a DC level 3 charger. It just uses the DC pins to get power out. I have been saying that for months.

 

[adoublee]

It's not a DC level 3 charger. It just uses the DC pins to get power out. I have been saying that for months.

DC needs to be available for grid-forming at the same time the AC is charging, so that solar can put net-excess into the battery during an outage. Might only allow one at a time though, and trying to charge via battery DC->inverter->onboard charger is not a good situation unless charge rate is continuously variable and controlled.

 

[Ken]

I think Ford mentioned that currently you could not charge the vehicle at the same time the battery is being used as intelligent backup power. It might be something they can add later, since those of us with solar would love that feature.

 

[bmwhitetx]

I think Ford mentioned that currently you could not charge the vehicle at the same time the battery is being used as intelligent backup power. It might be something they can add later, since those of us with solar would love that feature.

Not sure how that would work. From your electrical panel to the charger there are only two 'hot' wires plus a ground and neutral (which are bonded at the panel to earth). So not sure how you can simultaneous send 240VAC over those two wires to charge while at the same time sending 380VDC to provide backup power. I get that there are more wires going from the charger to the car (separating the DC and AC), but not from the charger to the panel.

Separate question (probably for @adoublee ) with the charger using the two 'hot' wires for two distinct purposes (AC to charge vehicle, DC to backup), is there a device that exists today that can switch between those two use cases at the panel (e.g., built into an inverter) or will Sunrun/Ford have to invent something for that? Or is this UL listing that device?

 

[adoublee]

with the charger using the two 'hot' wires for two distinct purposes (AC to charge vehicle, DC to backup), is there a device that exists today that can switch between those two use cases at the panel (e.g., built into an inverter) or will Sunrun/Ford have to invent something for that? Or is this UL listing that device?

It sounds like the only mixing of these two "systems" will take place in the Ford Charge Station Pro. As somewhat seen above, it is listed to a standard that recognizes both existing. The DC set of wires will exit the Charge Station Pro separately from the AC set of wires that come into it for charging. From there, the DC will need to be used/managed to form an AC voltage (through an external inverter) which can then get "mixed" back in with the charging or home AC system in some way that meets NEC codes (essentially in a way that protects any wire from having the potential of seeing overcurrent and starting a fire). A completely separate device will exist to separate everything from the utility grid in an outage. Not sure if that answers your question.

 

[bmwhitetx]

So in the case where the Charge Station Pro is on one side of the garage and the main electrical panel is on the other, one would need to run another set of wires in addition to the 100A circuit serving the Charge Station Pro. Is that how it would need to be wired? This assumes the inverter is near the main panel. At least it looks like you could get by with a 40A circuit for the DC part.

 

[adoublee]

So in the case where the Charge Station Pro is on one side of the garage and the main electrical panel is on the other, one would need to run another set of wires in addition to the 100A circuit serving the Charge Station Pro. Is that how it would need to be wired? This assumes the inverter is near the main panel. At least it looks like you could get by with a 40A circuit for the DC part.

Maybe it would/could be done this way, where "back-feed circuit" connects into the main panel separate from the "charging circuit". Another way that might work is that one or both of those circuits connect into the equipment that isolates the home from the grid, if they have integrated connections into that and if using it required for system use. Or one might be able to run a single 100A over to something splits the circuit and prevents more than 80A continuous from flowing on any 100A wire segment - implementation dependent on whether any overcurrent devices have been built into the hardware (don't want inverter output and main panel to both be supplying a circuit segment that couldn't handle what each could supply together). Keep in mind the current running in opposite directions is current that is "canceled out".

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