Ah! That makes sense, i will wait a few more weeks in that case.
Adventure update: I started by cleaning out all Cloud services (a couple of different telemetry services talking to AWS IoT, the MyWallbox service with both REST and WS comms).
I then couldnāt stop myself from digging deeper and now have a pretty full picture of the hardware. The brains of the operation is the TMS320 Real-time MCU on the ābacksideā of the PCB to which the Raspberry CM talks to over Modbus-RTU.
I proceeded to map out (most of) the Modbus registers and have now replaced all Wallbox software with a Modbus-TCP bridge and can lock/unlock using it. The next ālogicalā step would be to make a completely custom firmware but Iām not sure itās worth the effort.
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Would that allow you to switch from 3 phase charging to 1 phase charging? Something we discussed at some stage on this thread is in order to optimize solar usage it might be beneficial to turn of 2 phases in order to reduce charging speed below 4.5kw. some people created this at a hardware level by adding relay switches but in theory it should be possible to implement this in the software.
Biggest downside i see of bypassing the wallbox software layer altogether is that it would also bypass the load balancing functionality which is quite useful to have.
I didnāt see anything related to controlling individual phases but it might be doable by tricking the dynamic power sharing.
Isnāt load balancing just changing the max current from a HA automation?
Load balancing is a hardware solution and is done over a modbus power meter which measures realtime .
HA is able to do the same on a software basis but I donāt know for sure if itās fast enough. Any knock out of the main fuse in my house would require the grid company to replace the main fuse - so decided not take the risk
Iām not sure thatās true but do correct me if Iām wrong.
See e.g. the Carlo Gavazzi EM340 datasheet: https://gavazzi.se/app/uploads/2020/11/em340_ds_eng.pdf
It mentions data refresh time on modbus at 1 second. The data is read by software and balancing is applied accordingly. My assumption is that all load balancing systems rely on semi-real time (1~10s) and slow blow main fuses.
Edit: The EM340 is what Wallbox brands as its power boost.
Looked at other energy meters that specify 10s data refresh as well, as does my electricity companyās meterās P1 port.
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Looks like the todayās firmware release 5.16.26 contains some firewall features and automatic software updates 
Just had my Wallbox Pulsar Plus installed today and connected it to Home Assistant.
Correct me if Iām wrong here but is there no way with the Wallbox to see the state of the car battery?
I was hoping to automate the charging of my EV but not past 80%ā¦ Iād seen screenshots of the Wallbox app showing State Of Charge but this doesnāt appear in my app.
Looks like Iāve made an expensive mistake 
The Wallbox (or any other EVSE) cannot know the SoC of your vehicle, simply because that information is not part of the communication protocol used between the car and the EVSE.
HA can communicate with some cars (like our Fiat 500e) and get the SoC that way. Other cars (like our Polestar 2) are more primitive and cannot communicate with HA. Then you can still calculate the added percentage SoC based on the added energy.
Interesting screenshots you have there. Never seen those. Are they very old or very recent?
OK, thanks. The screenshots came from here and here.
Is anyone aware of getting the SoC via OBD2 Bluetooth or similar into HA? I have an IONIQ 5 but in NZ we donāt get access to the Bluelink app.
Itās crap you donāt have access to the Bluelink app.
We have a Kia EV6 (uses the same HASS integration) and it works really well to get all the info in HASS.
Where can I find this list and where to set? Or autodetected?
As I was thinking more about it I assume it is only for Wallbox DC chargers and they must be using one single number for their AC chargers. Not sure what it is.
Adventure report: Iāve emulated a connected power meter in software and could now āconnectā my P1 reader thus not requiring additional hardware nor wiring. The power meter is usually read and processed by the Raspberry CM which in turn controls the TMS.
The point of this exercise was to further map out the power boost/power sharing control interface of the TMS to e.g. see if the phases can be individually controlled. Unfortunately, it seems like without a car connected no current control is applied.
Strictly spoken the Wallbox EVSE cannot control the current other than switching it on and off, maybe per phase, depending on the hardware used to control the relays. The current is controlled by the charger in the car. What the EVSE does is communicate its maximum current capability with the car. The car has to make sure to stay below. The EVSE can change what it sends as the maximum capability (to protect a fuse (power boost function), because of the setting in the app, or ā¦).
Fair enough. The experiment was to simulate a scenario where max current=6 (i.e. the control pilot signaling 6 amps to the car) and the power meter reporting L1 fine and L2, L3 as overloaded. But since no car is connected no action is taken by the EVSE, meaning I still donāt know how/if the TMS has support for individual phase relay shut down. Electrically there are three distinct relays.
Hello folk. Iām using wallbox pulsar plus 22kw with 3x25 amp for my Ioniq 5. When I charge my vehicle, wallbox always start charging with over 11kw and slowly going down till 9.5 kw.
(HA graphics, wallbox app and kwh meter graphic show same results). Is there anybody have same problem that wallbox doesnāt charge always around 10.5-11kw? Is it a software problem?
Note: Charging setup on car is up to %80.
Note: wallbox installed as 32A. I tried many variation with adjusting value of numbers, ampers by wallbox app but I have always similar charging graphic!
What does the voltage curve look like? If the voltage drops the power will drop.
I have a single phase 32A Wallbox Pulsar Plus. When the sun goes down, the electric vehicle commuters come home and start the stoves for dinner the grid voltage drops from 250V to under 200V.
If itās an Ioniq 5, youād expect the car to ramp down the charging current as the battery approaches full charge.
That is true up to 80% of battery. Car supposed to charge 11kw speed constantly up to 80%. That charging graphic that I shared above is lower than %80.
Itās always start charging around 11kwh. Then charging power is getting lower in an hour up to 9.5 kwh. I donāt know why.