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Reusing a Tesla Model 3 or Model Y high-voltage battery pack (350–410 V nominal) with a Solis three-phase hybrid inverter. The BMS-EV controller emulates the battery protocol Solis expects on its BMS CAN bus.
Short answer. A Tesla Model 3/Y HV pack (nominal 350–410 V, operating 260–410 V) is inside the DC input window of the Solis RHI-3P(5–10)K-HVES-5G (195–800 V) and Solis S6-EH3P (90–500 V). The BMS-EV controller emulates a selectable Pylontech, BYD or Force H2 battery protocol on the Solis BMS CAN port. The 500 V ceiling on the S6-EH3P is compatible with Tesla operating voltages, which never exceed ~410 V at 100% SoC.
| Inverter | DC input range | Power | Phase | Notes |
|---|---|---|---|---|
| Solis RHI-3P5K-HVES-5G | 195–800 V | 5 kW | Three-phase | Full Tesla range fits |
| Solis RHI-3P6K-HVES-5G | 195–800 V | 6 kW | Three-phase | Full Tesla range fits |
| Solis RHI-3P8K-HVES-5G | 195–800 V | 8 kW | Three-phase | Full Tesla range fits |
| Solis RHI-3P10K-HVES-5G | 195–800 V | 10 kW | Three-phase | Full Tesla range fits |
| Solis S6-EH3P5K | 90–500 V | 5 kW | Three-phase | Tesla 260–410 V fits |
| Solis S6-EH3P8K | 90–500 V | 8 kW | Three-phase | Tesla 260–410 V fits |
| Solis S6-EH3P10K | 90–500 V | 10 kW | Three-phase | Tesla 260–410 V fits |
Tesla Model 3/Y HV pack voltages by state of charge:
| State | Voltage (approx.) |
|---|---|
| 0% SoC (empty cutoff) | ~260 V |
| 10% SoC | ~330 V |
| 50% SoC (nominal) | ~360 V |
| 100% SoC (full) | ~403–410 V |
The Solis RHI-3P HVES accepts 195–800 V — full Tesla range is inside. The Solis S6-EH3P accepts 90–500 V — Tesla peak (~410 V) is inside the 500 V ceiling. No pack sub-splitting is required.
Solis hybrid inverters listen on the BMS CAN port for one of several selectable battery protocols. The BMS-EV controller emulates the protocol you set in the Solis local display menu:
The BMS-EV controller reads Tesla's proprietary vehicle CAN messages (SoC, cell voltages min/max, pack current, module temperatures, contactor state, charge/discharge limits) and re-encodes them into the Solis-selected protocol at 500 kbps.
Engineering values below 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).
Yes. Tesla's 100% SoC corresponds to ~403–410 V, well below the Solis RHI-3P 800 V ceiling and below the S6-EH3P 500 V ceiling.
Pylontech is the recommended default — it is the most stable across Solis firmware revisions. BYD Premium HV is an alternative if you need higher discharge current limits. The BMS-EV controller is pre-configured to match whatever you select.
No. The pack is used as a complete unit. HV+ and HV- are taken from the factory HV service disconnect location. The pack's BMS remains inside and continues to handle balancing and cell protection.
Solis firmware raises a battery communication fault after ~30 seconds of missing frames and stops charging/discharging. The Tesla BMS then opens its contactors on the standard idle timeout (typically 5 minutes). Restarting the BMS-EV controller re-establishes both.
Not directly — parallel packs must be voltage-matched to within ~2 V before contactor close, which is difficult with two independent Tesla BMSes. For >75 kWh systems, a second Solis and a second controller is the supported approach.
Yes. The BMS-EV controller maps Tesla's internal SoC (which spans a conservative 0–100% usable window) directly to the Pylontech SoC field the Solis app reads.
The Solis RHI-3P HVES has a backup port with UPS-grade transfer time. The BMS-EV controller reports discharge current limits Solis uses to size the backup load in real time.
No. The BMS-EV controller wakes and drives the Tesla BMS using the same CAN messages the vehicle's VCU would send. Tesla Toolbox is not required for stationary use.