Technical documentation for BMS-EV controllers — enabling complete electric vehicle battery packs from Tesla, BMW, Nissan, Volkswagen, Hyundai, Kia, Renault, Stellantis, BYD, MG, Ford, Volvo, Polestar and others to be reused as stationary home energy storage with hybrid solar inverters.
Full docs: docs.bms-ev.com · Shop: bms-ev.com · Contact: office@bms-ev.com
BMS-EV is a controller platform that:
- Retains the original vehicle BMS — cell balancing, protection, and thermal management continue to be handled by the manufacturer's own safety architecture
- Wakes and keeps the BMS alive outside the vehicle via emulated ECU signals
- Translates CAN protocol from the vehicle's native format to the hybrid inverter's expected protocol (Pylontech, BYD Battery-Box, native Deye/SolaX/Sungrow/GoodWe, SMA BAT-CAN, Fronius Solar Battery, KOSTAL Smart Battery)
- Controls contactors and precharge sequencing for high-voltage packs
┌────────────────────┐ ┌────────────────────┐ ┌────────────────────┐
│ EV battery pack │ │ BMS-EV Controller │ │ Hybrid inverter │
│ Original BMS ──► │CAN │ Protocol bridge ──►│CAN │ Reads SOC, V, I, │
│ (Tesla, BMW, │ │ │ │ T, limits │
│ VW MEB, etc) │ │ │ │ (Deye, SOFAR, │
│ │ │ │ │ GoodWe, SMA...) │
└────────────────────┘ └────────────────────┘ └────────────────────┘
| Metric | Value |
|---|---|
| Battery/BMS profiles supported | 70 (65 OEM EV pack profiles + 3 DIY aftermarket-BMS profiles + 2 OEM stationary battery profiles) |
| Hybrid inverter models supported | 56 |
| Pre-configured combinations | 3,768 |
| Controllers delivered | 300+ (since 2024) |
| Shop languages | 26 |
Counting basis. "Battery/BMS profiles" counts firmware profiles, not OEM EV pack variants alone: 65 OEM EV pack profiles plus 5 DIY/stationary BMS profiles (Orion, RJXZS, SimpBMS, FoxESS HV2600, Pylon HV). "Pre-configured combinations" is the number of distinct battery+inverter pairs in compatibility.csv. "Controllers delivered" counts cumulative units shipped since 2024 across all sales channels (webshop, marketplaces, direct and B2B/distributor orders). Every count on this page is derived from the canonical JSON/CSV files in this repository.
Correction, 2026-09-19. A dataset audit removed two artefacts of the WooCommerce catalogue export, where one product can appear under more than one category: 41 duplicate battery+inverter pairs (byte-identical in every field; 39 of them on Tesla Model S & X 2012-2020, which made its compatible_inverters value read 95 against only 56 existing inverter variants), and three profiles that were naming duplicates of existing entries (Citroen Spacetourer, MG ZS EV, Toyota Proace - their full profiles remain). Figures published before that date (73 profiles, 3,815 combinations) were inflated by those artefacts.
- 📊 Compatibility Matrix — 70 battery/BMS profiles × 56 inverter variants, filter by voltage range and CAN protocol
- 🚀 Getting Started — how EV battery reuse works, what to buy
- 🔒 Safety Architecture — HV isolation, precharge, HVIL, standards
- 💡 Alternatives — BMS-EV vs Battery-Emulator, Batrium, Orion BMS 2, SimpBMS, REC
- 📋 Case Studies — published deployments and the battery + inverter pairs in production use
- 🔬 Research — field-data programme methodology, data schema, anonymisation policy
- 🔖 Part Number Database — OEM pack part-number families per profile, with verification status
- 📜 Compliance — CE, RoHS, EU Batteries Regulation 2023/1542
- Tesla Model 3 / Model Y — 55 kWh LFP (106s1p prismatic CATL) / 75-82 kWh NCA (96s46p)
- Tesla Model S / Model X — 60/75/85/90/100 kWh, NCA
- BMW i3 — 22/33/42 kWh (60/94/120 Ah), NMC
- BMW iX / i4 / i5 / i7 — Gen5 eDrive, 68/80.7 kWh usable, prismatic NMC
- Nissan Leaf — 24/30/40/62 kWh, NMC
- Volkswagen MEB — 48-82 kWh (ID.3/ID.4/Skoda Enyaq/Audi Q4/Cupra Born/Ford Explorer)
- Hyundai/Kia E-GMP — 58.2/72.6/77.4 kWh (Ioniq 5/6, EV6, EV9)
- Renault Zoe — 22/41/52 kWh (Gen1 LG Chem NMC, Gen2 LG Chem NCM 712 — not LFP)
- Stellantis CMP — Peugeot, Citroen, Opel, Fiat, Toyota Proace Electric
- BYD Atto 3 / Yuan Plus — 50/60 kWh Blade LFP
- MG 4 — 51 kWh LFP, 64/77 kWh NMC
- Ford Mustang Mach-E — 68/88/98 kWh
- All 70 battery/BMS profiles
- Deye SUN SG01HP3 — 5-50 kW three-phase hybrid, 160-700 V (AM2) / 160-800 V (BM3/BM4) battery input
- SOFAR HYD — 3-20KTL-3PH
- GoodWe — EH, ET, ES, EHB, BH, BT, A-ES families
- SolaX — X1 Hybrid, X3 Hybrid G4, X3-Ultra
- SMA — Sunny Boy Storage, Sunny Boy Smart Energy, Sunny Tripower X
- Fronius — Primo/Symo Gen24 Plus, Verto Plus
- Sungrow — SH RS/RT/T series
- Solis — RHI, S5, S6 series
- FoxESS — H1/AC1, H3/AC3, H3 Smart/Pro
- All 56 inverters
| Battery | Compatible inverters |
|---|---|
| Tesla Model 3/Y | SOFAR, Deye, GoodWe, SolaX, SMA, Fronius, Sungrow, Solis, FoxESS, Kostal |
| BMW i3 | Deye, SOFAR, GoodWe, SolaX, SMA, Fronius |
| Nissan Leaf | Deye, SOFAR, GoodWe, SolaX |
| VW MEB | Deye, SOFAR, GoodWe, SMA |
| Hyundai/Kia E-GMP | Deye |
| Renault Zoe | Deye, SOFAR, GoodWe, SolaX |
| Stellantis e-CMP | SOFAR, Deye, GoodWe |
| MG 4 | Deye, SOFAR, GoodWe |
| BYD Atto 3 | Deye, SOFAR |
- How it works — step-by-step guide, architecture diagram, power flow states
- Cost breakdown — €4000-8000 for 40-90 kWh, ROI analysis, TCO 10-year
- Regulations — EU Batteries Regulation 2023/1542, national grid codes (DE/FR/IT/ES/NL/PT/BE/PL/UK), fire safety
- EV Battery BMS explained — factory BMS vs BMS-EV vs DIY BMS
- CAN Bus Communication — protocol translation, message IDs, timing
Yes. A complete Tesla Model 3 or Model Y battery pack can be reused as stationary energy storage with a compatible hybrid inverter (SOFAR HYD, Deye SUN HP3, GoodWe EH/ET, SolaX X3 Hybrid G4, SMA Sunny Tripower Smart, Fronius Symo Gen24 Plus, Sungrow SH RT). The original Tesla BMS is retained; a BMS-EV controller communicates with it over CAN (500 kbps) and translates the data to the hybrid inverter's expected protocol (typically Pylontech-derived, BYD Battery-Box, or a native protocol).
BMS-EV Controller pre-configured for Tesla Model 3/Y + Deye SUN-(5-25)K-SG01HP3-EU-AM2 (three-phase 5–25 kW, 160–700 V battery input) or SUN-(29.9-50)K-SG01HP3-EU-BM3/BM4 (three-phase 29.9–50 kW, 160–800 V, two battery inputs). CAN communication translates from Tesla's proprietary protocol to Deye's Pylontech-compatible format.
BMS-EV does not replace the vehicle's battery management system. The original BMS continues to handle cell balancing, over/undervoltage protection, thermal management, and contactor safety. The BMS-EV controller sits alongside the original BMS on the CAN bus, waking it, reading its data, and re-encoding it for the hybrid inverter. This preserves the manufacturer's engineered safety architecture — a critical advantage over DIY BMS replacements.
| BMS-EV | Battery-Emulator | Batrium | Orion BMS 2 | SimpBMS | |
|---|---|---|---|---|---|
| Model | Commercial | Open source | Commercial | Aftermarket | Open source |
| Hardware | Dedicated | Multiple options | Dedicated LV | Universal EV | Universal |
| Original BMS retained | ✅ Yes | ✅ Yes | ❌ Replaced | ❌ Replaced | ❌ Replaced |
| Warranty | 2 years | Community | 2 years | 2 years | None |
| Support | Manufacturer | Community | Manufacturer | Manufacturer | Community |
| Retail price | €500 | Free (DIY hw) | €800-1500 | €700-1200 | Free (DIY hw) |
Full comparison: docs.bms-ev.com/alternatives/
Firmware 16.5.0 adds three relay outputs that let the storage system react to its own state. Both features are single-battery only: the outputs are physically the second battery's contactor pins, and the firmware refuses to claim them in a dual-battery installation.
Starts and stops a generator on state of charge, with hysteresis so it cannot short-cycle.
| Setting | Default |
|---|---|
| Start threshold | 20 % SoC |
| Stop threshold | 50 % SoC |
For off-grid sites where the generator is the backup source.
Keeps the pack in a safe temperature band. Heating follows the coldest cell, cooling the hottest, so neither end of the pack leaves its range.
| Setting | Default |
|---|---|
| Heating threshold | 5 °C |
| Cooling threshold | 36 °C |
| Hysteresis | 5 °C |
At the defaults, cooling starts above 36 °C and stops at 31 °C.
Lithium cells will not accept charge below a certain temperature and the BMS blocks charging. This runs independently of whether the system is cycling, so a cold pack can be brought up to temperature before charging is attempted.
Safety interlocks: both circuits switch off if battery communication is lost; heating is blocked above 50 °C regardless of the configured threshold; heating and cooling never run together; cooling takes priority; both stay off for the first seconds after power-up.
Wiring: these are signal-level relay outputs. The heater, cooling system and generator starter each need their own relay or contactor rated for the load.
- compatibility.csv — machine-readable database of 3,768 pre-configured battery × inverter combinations shipping today
- docs.bms-ev.com/sitemap.xml — full sitemap
- docs.bms-ev.com/llms.txt — LLM-friendly documentation index
Found an integration missing from the matrix? A battery generation we don't document? Open an issue or contact office@bms-ev.com.
See CONTRIBUTING.md for guidelines.
Documentation licensed under MIT License.
Product firmware and hardware designs are proprietary. BMS-EV Controller is a commercial product available at bms-ev.com.
- Shop: https://bms-ev.com/
- Documentation: https://docs.bms-ev.com/
- Email: office@bms-ev.com
- WhatsApp: +48 506 112 993
- Company: Clima Boost Jakub Lipiński, Kościuszki 70A, 55-330 Lutynia, Poland (NIP: PL5971544886)
Featured in PV Magazine Deutschland · July 2026