Yup [1]. It was an early proposal before CCS was ratified and has been there since the start.
> My understanding was that the F150 used a custom extension in order to do its thing where it will power your house. And even they don't feed back into the grid, which would require synchronizing the A/C.
Both the F150 and CT have onboard DC->AC inverters. This, IMO, is a bad move. It makes way more sense for the inverter to be a part of the house. However, the onboard inverter does make it easier to integrate with generator switches in panels.
If I were to guess, the reason we've not seen a charger/generator combo has more to do with the complexity of battery voltage platforms. Unfortunately, CCS does not specify pack voltage which means any inverter would need to handle anywhere from 600->900V from the car.
[1] https://www.greencarcongress.com/2009/09/emobility-harmonize...
Having the inverter in the truck makes it useful for construction sites where you need electrical equipment and utility power isn't connected for whatever reason (a good one is construction hasn't gotten there yet; but also sometimes 240v tools are needed and there's no convenient access to 240v), and makes the truck a drop in replacement for a portable generator that people may already have.
The problem with both of these is their capacity will be determined by the manufacturer. CT has a max output of like 3kW, which is unfortunately quiet low.
These batteries on pretty much any EV sold (including phevs) should be capable of spitting out 15->50kW.
If there's already a protocol built into CCS for vehicle-to-grid then that's great news, but manufacturers would still need to enable it.
There have been some test deployments of vehicle-to-grid in the US from Leafs since they use CHAdeMO.