Home › Integrations › Nissan Leaf + Deye
Two integration paths — whole-pack HV or 48 V modular LV — for pairing a Nissan Leaf pack (24, 30, 40, or 62 kWh) with a Deye SUN hybrid inverter. Only the whole-pack HV path uses the BMS-EV controller and retains the original Nissan LBC.
Direct answer. A Nissan Leaf pack pairs with a Deye SUN hybrid inverter in one of two ways. As a whole HV pack (270–403 V DC nominal 360 V) it connects to the Deye SUN HP3 family (160–500 V DC battery port) via the BMS-EV controller, which translates Nissan LBC CAN to Pylontech HV. As 48 V modules (disassembled pack, 14-series module strings) it connects to a Deye SUN LV single-phase inverter or, more commonly, to a SolaX X1 / Growatt SPH — the module path does not use the BMS-EV controller and requires an external LV BMS (JK-BMS, Batrium). Use the HV path for 40 kWh and 62 kWh packs.
| Aspect | Path A: whole HV pack | Path B: 48 V modules (LV) |
|---|---|---|
| DC voltage | 270–403 V (nominal 360 V) | 44–58 V per string |
| Deye model family | SUN HP3 (SG04LP1, SG04LP3, SG01HP3) | SUN LV (SG03LP1) or non-Deye 48 V hybrid |
| Pack disassembly | None — pack stays sealed | Full — 24 modules removed and rewired |
| Battery management | Original Nissan LBC retained | Owner-built with external LV BMS |
| BMS-EV controller | Required | Not applicable |
| Install time | ~1 weekend | ~1–2 weeks |
| Recommended for pack sizes | 40 kWh, 62 kWh | 24 kWh, 30 kWh (or salvage from larger) |
| Regulatory status | Retains factory pack certification | Owner-built battery; local code applies |
| Approximate parts cost extra (beyond pack + inverter) | €500 controller + €200 harness/fuse/disc | €200 LV BMS + busbars, cabling, enclosure |
The rest of this document focuses on Path A (whole HV pack with Deye HP3 + BMS-EV), because that is the path Deye + BMS-EV directly supports. Path B is briefly outlined at the end for orientation only — it is a DIY route documented in the community (Muxsan, Dala, EVs-Enhanced) and BMS-EV does not ship a controller for it.
| Model family | AC power | Phase | DC battery range | Recommended pack |
|---|---|---|---|---|
| SUN-5K-SG04LP1-EU | 5 kW | 1φ | 160–500 V | 30 / 40 kWh |
| SUN-6K / 8K-SG04LP1-EU-AM2 | 6–8 kW | 1φ | 160–500 V | 40 kWh |
| SUN-10K–20K-SG01HP3-EU-AM2 | 10–20 kW | 1φ HP3 | 160–500 V | 40 / 62 kWh |
| SUN-10K–20K-SG04LP3-EU | 10–20 kW | 3φ | 160–500 V | 40 / 62 kWh |
| SUN-29.9K–50K-SG01HP3-EU-BM3 | 29.9–50 kW | 3φ HP3 | 160–500 V | 62 kWh commercial |
All Deye HP3 family models use the same battery-port protocol and DC window (160–500 V), so BMS-EV firmware is identical across them.
The Leaf pack operates from ~270 V (0 % SoC hard cut) to ~403 V (100 % SoC), nominally 360 V. The Deye HP3 accepts 160–500 V DC. The overlap is 270–403 V, giving 110 V of low-end headroom and 97 V of high-end headroom — comfortable margins. The Deye's charge and discharge current limits are respected against LBC-reported CCL/DCL frames via the BMS-EV translation.
Menu overrides in the Deye configuration: raise "Battery low voltage warning" to 285 V and "Battery empty" to 275 V for a Leaf 40 kWh pack (the numbers scale slightly for 24/30/62 kWh — the BMS-EV setup guide includes per-pack tables).
The Nissan LBC broadcasts on 500 kbps CAN using its native message set (well documented in the LeafSpy and Muxsan projects). The Deye HP3 battery port expects Pylontech HV frames at 500 kbps. The BMS-EV controller translates bidirectionally.
| Data field | Source (Nissan LBC) | Destination (Pylontech HV → Deye) |
|---|---|---|
| SoC (%) | 0x55B bits 22–31 (SoC × 10) | 0x4210 bytes 0–1, integer 0–100 |
| Pack voltage | 0x1DB bytes 4–5 (0.5 V units) | 0x4210 bytes 2–3 (0.01 V units) |
| Pack current | 0x1DB bytes 0–1, signed, 0.5 A units | 0x4210 bytes 4–5, signed, 0.1 A units |
| Max cell temp | 0x5C0 byte 2, offset −40 °C | 0x4210 bytes 6–7 |
| CCL (charge limit) | 0x1DC bytes 0–1, 0.25 A units | 0x4220 bytes 2–3 (0.1 A units) |
| DCL (discharge limit) | 0x1DC bytes 2–3, 0.25 A units | 0x4220 bytes 4–5 (0.1 A units) |
| Max charge voltage | Computed from cell max (4.15 V) × 96 | 0x4220 bytes 0–1 |
| Fault flags | 0x50B / 0x54B / 0x54C | 0x4250 (mapped subset) |
In addition to translation, the BMS-EV controller issues the vehicle wake/heartbeat frames (0x50B, 0x50C at 100 ms) required to keep the LBC awake, and answers Deye's 1 Hz handshake polls. Loss of handshake for > 2 s causes the Deye to open its DC contactor.
Engineering values in this document are examples. Final conductor cross-section and protective-device sizing must be calculated for the actual pack, maximum current, cable length, installation method, ambient temperature and applicable local standards (IEC 60364-7-712, VDE-AR-N 4105, NEC 690).
For completeness: some installers disassemble a Leaf pack into its 24 modules and rebuild them as 48 V strings. Each Gen1/Gen2 module is internally 2s2p at ~7.4 V nominal; seven modules in series form a 14s bank at ~51.8 V nominal. Cells are managed by an external LV BMS (JK-BMS 14s, Daly, Batrium) that emulates Pylontech LV to the inverter. In this path the Deye SUN LV single-phase (SG03LP1) or, more commonly, a SolaX X1 / Growatt SPH / Victron MultiPlus-II handles inversion.
The BMS-EV controller is not used in Path B. It is documented on the Nissan Leaf battery page for reference and is a well-established community-driven approach — but it is an owner-built battery from a regulatory standpoint and outside our scope.
Rarely. Economics: a 24 kWh Leaf at 70 % SoH gives ~14 kWh usable; a Deye HP3 5 K + BMS-EV + install typically totals €4 000+. The €/kWh figure is worse than buying a new LFP wall battery. Consider a 24 kWh only if you already own the pack. 40 kWh is the practical minimum for HP3 economics.
Yes. Deye HP3 supports islanding on the "backup" AC output. During grid outage the inverter runs the household from the Leaf pack, respecting CCL/DCL from LBC. Transition time is ~10 ms.
The BMS-EV controller forwards the fault to the Deye via the Pylontech "alarm" frame, and the Deye stops charging or discharging accordingly. Recoverable faults (transient temperature, single over-voltage) clear on their own. Persistent faults (cell fault, isolation) require inspection.
No. Deye HP3 supports one battery bank per battery port. Different chemistries and SoC curves mean the two packs cannot share the same DC bus. Use two Deye inverters (or a two-port model) if you want both.
For an experienced installer: 1–2 days (pack lift, mechanical install, wiring, commissioning). For a first-time DIY with electrician sign-off: a weekend of prep plus a supervised commissioning day.
No, but ventilation matters. In a garage below 30 °C year-round, passive convection is sufficient for daily household cycling. In hot climates (Southern Europe summers) add extraction ventilation.
Yes — swap the pack and load new firmware on the BMS-EV controller (free update via the diagnostic web UI, or send it back to us). The Deye and wiring stay in place. Confirm the new pack's Ah rating and adjust the Deye capacity menu.
The Deye HP3 is CE-marked and EN 50549 grid-code-certified. The BMS-EV controller carries CE / RoHS. The complete installation is signed off by the electrician under national low-voltage code and the local grid-operator agreement.