Battery: MG4
** UNDER CONSTRUCTION **
| Year | Model | Battery capacity | Supported? | Rated Voltage | Voltage Range |
|---|---|---|---|---|---|
| 2022- | MG4 EH32 | 51kWh LFP | ✅ |
327V | 260-379.6V |
| 2022- | MG4 EH32 | 64kWh NMC | ✅ |
380V | 291.2-452.4V |
| 2022- | MG4 EH32 | 77kWh NMC | ✅ |
380V | 302.4-469.8V |
| 2026- | MG4 EH?? | 64kWh LFP | TBC | ??? | ??? |
There are two current challenges:
-
Some packs will close contactors when requested, and report the state-of-charge over CAN, but others do not. It is not clear why not, perhaps they are crash-locked and need resetting.
-
Currently it is necessary to use the PT EXT (non-FD) bus for closing the contactors, but the PT (FD) bus for reading extended information (including temperatures). It is not clear how best to do this with BE, which normally only uses one bus per battery.
Both locked and non-locked packs are currently being tested.
For this battery type, use the option called "MG4 battery" under the "Battery config" setting
The MG4 battery has an HV connector (Orange), and a 12 pin Low Voltage signal connector (Black/Red). There are also two coolant ports that can be used for thermal management, left is inlet, right is outlet (optional)
This is the Low voltage connector plug: https://www.aliexpress.com/item/1005004677986133.html
The one you need is the female.
There's are non-wired versions avaialable too for doing your own crimping but this looks easier to implement.
Lots of useful information here: MG4 ESS SM.pdf
The battery needs a 12V-14V supply, and draws 600mA continuous with the contactors closed, and ~3A briefly when closing the contactors.
To reduce potential issues with the isolation measurement, it is preferable to have a 12V supply that is isolated from the grid (eg, powered from a 2-pin double-insulated adapter).
The battery has three CAN buses:
CAN PT is the powertrain bus, which connects the main powertrain components. The battery outputs its vital statistics (voltages, SoC and temperatures) on this bus. OBD requests (0x7e5 & 0x7DF) work over this bus. It is an FD interface which requires a 50000kbit CAN 2Mb CANFD connection.
CAN PT EXT is the powertrain extension bus and it listens for the messages which control the contactors. It's a regular CAN interface at 50000kbit.
CAN BMS seems to be the raw data from the BMS, we're not currently sure what information it contains. It's a regular CAN interface at 25000kbit.
The PT and PT EXT buses may be able to be bridged together (connecting the high/low pins in parallel) which provides the necessary information as well as allowing OBD/UDS communication (necessary to reset the battery if isolation failure detection occurs).
The HVIL connections don't seem to be an issue.
The 51kWh packs are 1880mm x 1440mm x 110mm and 400kg, the 64/77kWh are 1880mm x 1440mm x 125mm and 410/450kg (including the mounting rails). At the top of the pack is an Energy Distribution Module (EDM) which mounts the contactors, High and Low Voltage connections and the Battery Management Unit (BMU). If getting from a wrecker/breaker try to get the Power Distribution Box (PDU) as it has a number of useful connectors that can be reused.
You will also need to use an isolated 12V power supply (a 2-pin power supply with no earth pin) to power the BMS as well as the Battery Emulator hardware (unless you are using isolated CAN), to ensure that there is no current path between the BMS case and the inverter's ground.