Electric Vehicle Charging - Connectors, AC / DC, Home or Away
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- Опубликовано: 15 май 2024
- Charging electric vehicles using AC or DC, and the Type 2 connector which is found on most recent electric vehicles in the UK and most of the world.
Also covers older vehicles with Type 1 and CHAdeMO connectors, and the situation with Tesla vehicles and charging.
Most of this does not apply to the USA, where Type 1 and Type 1 CCS is common for existing non-Tesla vehicles and Tesla has it's own proprietary incompatible connector which is now being used by several other manufacturers.
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Some top quality parking by the Audi owner at the end, almost perfectly centred on _two_ spaces. Arsehole!
I LOVE AC/DC ! 🤘🏼
The current band is awesome 😁
John, you may like this:
The early zoes have a very unusual charging architecture. When it was designed it wasn't clear what the predominant architecture around would be. So instead of the now typical standalone onboard AC charge (1ph 7kw, 3ph 11kw turned into DC) you get on other EVs. These early zoes can charge at 43KW AC within the car so we made a nice design to avoid a big heavy converter; would have been over 35KG for inductor alone in typical design... So instead we think and use a large inductor already in the car... Motor windings! These are inductor actual for the boost converter (also the drive inverter shared) to provide charging function!
Downsides is no true isolation between supply phase and the motor/car shell so a very robust earth is needed. (Zoe does a true earth loop test before it starts charging) - this causes the reported charging fussiness, also I guess responsible for very many charge station RCB trips and firmware team must have had good time with that. Its also loud whine because large windings of the motor and other difficult harmonics.
Alas 43KW AC charging didn't catch on and mostly gone now. The system still in place in all zoes, just optimised for 22kw limited configuration in R motors
That howling is actually a sound generator. Renault calls it „pedestrian horn“. It works when driving at a speed between 10 and 30 kph. To prevent accidents by pedestrians that cross the street not looking, only listening if a car comes. And you can actually disable it. But only until the next start of the car.
@@Marcel_Germann Charge a gen 1 Zoe at night on a quiet street and you can hear the coil whine. It's not the speaker for slow speeds.
@@Swwils That must really be the old one, because ours does not do this. Built in 2017. It's 1st generation R240, presented in 2015 (second generation was presented in 2019). I charge with 11kW, the DNO does not permit more, but that version can only charge with 22 kW max.
The second generation also has CCS, the old generation has type 2. New generation also has LED rear lights.
The version you mean was the pre-series Q210, that one had a different motor. That one was made by Continental, the later versions are made by Renault themself.
@@Marcel_Germann 2018 QE versions still can do it, newer models had both systems.
Again all Zoes use the motor coil as inductor for the charging circuit, hence the ability to charge at 22KW AC. But it was only the specific model that upped this to 46kW.
So true at the start of your video 😂 No one cares they just want to charge rather than understand the technicalities. Nice video John and great to see you back
Dozens of us care. DOZENS!!!
@@Swwils I should clarify 99% don't care a few dozen might. Same as a few care about how petrol gets in an ice car.
@@electrician247 Yea most don't but its nice to understand the charging curve and why you draw more power at say 20% vs 60% and why it charges faster in the summer vs winter, etc
Watched your vids to get through my electrical exams. Enjoyed this vid. Thanks.
Excellent straightforward video, just what I wanted to confirm it's not as complex as some make out!
one other thing that is worth pointing out is the overstay fee for many DC chargers.
Typically 45 min or 1hr, decided by the charge point operator
That Audi at the end, taking up two bays. SMH.
What a polite Audi driver. Most would have taken up 3 or 4. :P
Great video, best explanation of it I've seen. Thanks for the clear pictures and video too. Great to see you back JW
Great as always John
Another very interesting and informative video. Many thanks John.
JW. 18:39, to note that AC connector is capable of supplying 43kW and is classed as rapid charging. It's there because off the first generation Renault Zoe, that was designed to make use of this.
Hi John. Good to see you’re back and I hope you are well? Excellent video!
Thanks John. Great explanation thank you
JW you’re back! Missed you man
Excellent advice ❤
Hi John, i remember watching your EV charging earthing solutions video so many times. Your RCBO video too. I did a TT DIY solar project on my garage which powers my pond. Been off grid 4 weeks now. I also used a wylex 1PSN for a commando outlet to be able to charge wife's car for free, too. I work in MRI physics. I find your videos very informative like listening to a university lecturer.
Thank you for sharing your experience and knowledge. Electromagnetism is truly an enigma.
Thanks John - yes - nobody cares what petrol you use - good one !!!! Hope you read all those books behind you on the shelf....😄
Great stuff chaps.
From a friend and admirer 👍💪👏
In the last bit, it's worth pointing out that the A/C plug on the rapid charger is very useful for the older Renault Zoe, which can take 22kW/h instead of the usual 7kW/h on the Type 2 socket, if available.
All Zoes, new or old can take 22kW. Many of the older ones will go to 43kW
Great video! Thanks!
Excellent, thanks.
Regarding the Pod Point chargers and similar ones, it's worth noting that they can only charge one car at a time, despite having the three different cables and having two parking bays. I fell foul of this at my local Lidl when I needed a quick recharge for my Leaf, plugged in to the Chademo and started the charge, only to find that the car wasn't charging. After pressing every available button in the car and trying to cancel the charge on the Pod Point, I ended up calling the helpline for assistance. That's when they asked if there was another car already using the charger. Indeed there was, a Tesla had been charging from the CCS cable the whole time. Oh well, they said, that's why then, you'll have to wait for the Tesla to leave. There was nothing on the Pod Point's display to warn of this when I connected, but they made it quite clear that this was my fault; apparently it's quite widely known how Pod Points work. Giving up, I then found I couldn't unlock the Chademo connector from my car's charge port, and had to call back; the operator had to remotely shut down and reboot the whole Pod Point before it would release the cable. I was not impressed.
Class is in session 🔥
The speed must vary on the fast chargers or the batteries vary. I charged to 90% the other day and it maintained a very fast rate. Overall we have a very long way to go with EVs though, especially for field work use. On 80% I might get a mileage of say 160 miles on the van, so that means I'm charging multiple times during the week and it does waste valuable time.
It does, depends on many things. However none of them are under control of the user, so it's just plug in and charge. You get whatever the circumstances allow.
Just for added context the Rapid chargers provide 3 phase AC power that us older Zoe drives need as our rapid charging is via AC we dont have CCS (DC Charging) not even sure it's a standad item even now on the new one what we do have is 44KW AC charging instead (it's the Batamax to the CCS 's VHS) also my Renault Twizy only has a 3 pin plug for charging 😂 be good to see a video just on the Granny (Residential Socket) charger Argument as lots of people tell me using one will lead to certain death and exploring cars, as the socket "can not cope" ( Funny mine has for over 7 years now) with a 10a draw for 10+ hours, but there are certainly some good safty tips you could offer on useing one
There is a reason why granny charging is not recommended. 10A is a lot of sustained power over HOURS. Yes the connectors can handle it, but many older UK homes have aging wiring, and even though it WILL work, you can’t see potential issues happening in the walls. Insulation (plastic/rubber) perishing due to age/overheating from overloading circuits.
Audi driver in the last charging station is continuing to be a utter w⚓as per their petrol and diesel equivalent (parked in 2 bays)
Still quite a lot of AC long charging going on where the shopping centre parking charge is < local unit charge x 7. Had someone in an id4 literally race ahead yesterday to grab last spot in carpark. Zappi and Solar mean I rarely need ac destination charging.
Three-phase is less common in the US, so they can get away with a smaller plug. Many of the manufactures over there are now switching to the Tesla standard.
All chargers in the US are single-phase AC, I'm not sure about non-US countries but I believe most homes world-wide are single phase. However, in the US, the direct-connect charging cable plugs into a standard 120V AC outlet, for extremely-slow charging. The proper wall-mounted AC charger requires a 240V x 30A or 40A dual breaker to feed it.
Tesla chargers use the same pins for AC and fast DC charging; a control signal tells the Tesla which charge method is being used so the rectifier can be switched in or to bypass to batteries.
@TechnologyConnections -
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Single phase is common for domestic properties in the UK. But we still went to Type 2
@@cjmillsnun Its weird because quite a lot of public AC chargers do support 22kW 3-phase but most cars sold in the UK don't so are limited to 7kW.
Am I correct in thinking that in some countries it is more common to have three phase at home, Germany for example.
@@srfurley Yes, most European countries have 3 phase electricity at home.
This guy is a genius. Some of his uploads are excellent..he's one smart guy.
I was interested to hear proposals to revive Motorail based on the idea that your car could charge while aboard the train, allowing you to go off to Penzance / Kyle of Lochalsh / Pwllheli with your EV charged when you get there. There seem to be a lot of technical issues in making that work though.
Far better and simpler to just go to a distant place on the train, and then rent a vehicle when you get there.
@@jwflame True, and probably cheaper.
@@jwflame
Or walk or use local buses or trains when you get there. I haven’t had a car since 1982 and certainly don’t regret not having one. During the few years that I did have one I seldom used it.
Pwllheli.? That's near me. Lol. Not sure the cambrian line would be suited to it!!
I've been using a pair of "Granny Chargers" as the sole home charge method for my two EVs for the last two + years. As I'm retired my mileage is fairly low and predictable so I can easily charge my vehicles in advance of journeys. I've only been caught out once or twice in 20,000 miles and had to charge at a DC charger although on a couple of holidays to Yorkshire and London I did use public DC chargers.
Are the granny chargers limited to 10A? I know pulling 13A continuously is not good. I installed a 32A commando socket, and use a home built charger.
@@StuartJ all Car OEM granny chargers are limited to 10a and Renault probably others also have a thermal cut off built into the plug had it go off 2x in verry hot weather when charging at nans but cheep ebay ones can be set to 13A
@@StuartJ Hi Stuart - both mine are limited to 2.2kW so 10 amp is right. The Hyundai one is also adjustable downwards so you can specify a lower output too. The Hyundai would take 40 hours to go from 0 to 100% and the Fiat 500 would take 20 hours for the same but normally I'm only going from say 40% to 60 % as a bit of a top-up. Prior to long journeys I would top up to 90% timed just before departure.
To be fair to the USA, it's not them being different for the sake of being different in this case. Heavy duty mains supply in the USA tends to be two phase whilst the rest of the world uses three phase. Their type 1 connector is designed on the assumption that your supply will be two phase, whilst the type 2 connector assumes you might have three phase.
That's not strictly true. Right up to the street supply utilities use 3-phase. For a domestic customer they tap one phase and feed it through a split phase transformer - either one of those tubs on the pole or a pad mounted box - and only from there is it the 120V/240V split phase thought of as the "norm". Providing a domestic customer with 3-phase is indeed very unusual, but it is far from impossible.
In commercial supplies - and DC fast chargers are definitely commercial propositions - 3-phase is every bit as standard as for the rest of the world.
@@calmeilles Yes it is strictly true. In your desperation to contradict you've extrapolated to something I didn't say and then contradicted that - and you've also missed the point of what I did say.
As I said (and you confirmed) the norm in the USA is a 2 phase supply. I didn't say anything about 3 phase being impossible, but as you say it's unusual.
My main point though is that the type 1 connector is designed on the assumption that you'll have at most two phases. It is thus no use in countries where you are expected to have and use a three phase supply as soon as you want to power a significant load.
It's not that you can't have a three phase supply in the USA, it's that you can't (usually) have a two phase supply elsewhere.
Great video as always. One question...when a charging point has an attached cable wound around it, should it be fully unwound before connecting it to the vehicle? Using a 16amp hook up cable with our caravan, we are told to fully unreel it before use to stop it heating up and causing a fire. With the higher current passing through these cables, it this an issue here? I see many with just one or two coils removed and plugged into a car.
Thanks!
Not necessary for most, it's usually a 6mm² cable which is rated to about 46 amps, but the charging is only 32 amps.
Many of the 16 amp caravan cables are only 1.5mm² cable, which is only rated for a maximum of 16A, so overheating would be more of a problem with those. Caravan leads also tend to be a lot longer.
16A caravan leads should really be 2.5mm², but they cost significantly more.
Very interesting breakdown. Do you have any interest in doing a similar video about US chargers/connectors?
Nice parking at 17:34 🤦
Some people think they're supposed to line up _on_ the lines. Not between them. And I've seen one better. One car occupying two HC spots plus three regular spots with _one_ car. And I'm still mad at myself for not taking a picture.
Typical Audi driver 😅. BMW would be parked sideways on covering three places like in the previous comment!
@@Richardincancale That was 5 places. Not three. :P
I would like another video about AC charging. A clear explaination of what wiring (2.5mm2 vs 4mm2) in a 3 phase AC charging cable. 7kW charging is 1 phase/32 amp and 11 kw is 3 phase/16 amp. A 'cheap' 7kW AC charging EV will need a heavier 3 phase cable, each wire needs to support 32a. Specific advice for choosing a 16 vs 32 amp 3 phase to EVSE mobile charger, 32a for 7kW EV, 16a for 11kW EV.
FWIW we have an ePartner at work with a 50KWh (45KWh net) battery and a 16 Amp Schuko EVSE using a dedicated socket on a 16Amp branch The vehicle rarely does over 100km per day, and with a range of around 250km it only requires charging once every two working days. An advantage of the movable schuko EVSE for us is that it doesn't attract attention. The vehicle charges on an unfenced loading bay right by the street, and since the location is semi-industrial without any foot traffic during the night, the presence of an EVSE would attract the attention of thieves. We've already had the copper tubing and cables stolen from the split A/C units once. The schuko EVSE is unobtrusive, the control box of the EVSE sits inside the building and the charging cable passes under the rubber seal of the roll-up door, hidden behind the vehicle.
Energy costs are 4 times lower compared to a 48V hybrid diesel Ford, plus you don't have to deal with a gearbox or the eventual problems modern diesels will face as they age when all those Rube-Goldberg emissions controls start breaking down. EV vans and delivery vehicles make a lot of sense for such use cases.
John's back. Thanks for the information presented as I was maybe considering an EV in the next year (age of current vehicle and the residuals of EVs at the moment making it tempting).
Do you happen to know if there are any special considerations if you're only driving perhaps once or twice a week. I was thinking maybe staying between 40-50% and charging past that if I know I'm taking a longer trip. For the cars I've been looking at, 40% would be more than enough for zero notice/potential emergencies (parents house, nearest hospitals, etc) and for commutes and shopping.
Or maybe I'm overthinking this?
Not really. Some vehicle manufacturers suggest not leaving it below 20% or above 80% for long periods, but that depends on the exact type of batteries used and how they are configured.
In general, even when charged to 100%, the individual cells are not really at 100% as there is a buffer to allow for age related degradation. Same applies at 0%, it won't really be at 0% even though it may say so.
@@jwflame yes on my 2016 zoe 0% oh dear car won't move = 3v on the lowist cell 100% charge = 4.1v per cell that's on my 7yo 62k mile car, the battary is a 22kwh but the car can only use 20kwh that's probably why my battery helth is 93% still and I keep it at 100% most of the time as its our main car and unplanned trip to the local hospital is over 50mile round trip and with kids it's always a possibility
Hi nice straight forward vid....even for someone like me who has an mg5 and has been following electric car revolution since the leaf appeared.....
But I stil have a question and as your more into electrics then I am I'm wondering if you might have the answer....
It came up with the who new American standard thing.....
I know we in Europe beat that bullet and we elected our standard
But my question came up as why to Tesla never did what we did ea equip each car with a lead , even for home and super charging making those kiosk even more cheaper to build if Tesla made a duible ended cable with the same plug on each end ala usbc ....
So the question is why did we end up with a AC male - female connector instead of a double male or double female???
In my dark logic the only pro to the male- female plug is you can daysy chain them ??
Please enlighten me because it's always a thing I wondered and never found the answer 2.....
And if Tesla wants there plug to be the nacs or better yet TCC ( Tesla charge connector) ( nacks sounds so negative ) they would need a cable we have to plug it into local AC boxes we have here everywhere in Holland....
Personally it's the biggest mistake Tesla made not doing this and opting for the plug on a box strategy.....
Keep up the good work
I am assuming that the DC rapid chargers have to have cables attached rather than using a customer cable is because of the high current? Probably why they're short as well.
Yes. A 'bring your own' cable would be far too heavy anyway.
When looking at the Zappi at the start you said "unroll as much as needed" in regards the cable. So you don't see any issue with leaving cable wrapped around the charger whilst it's charging?
No, cable is rated for far more than the 32A it will have through it. Leaving a few turns around the plastic housing won't make any difference to anything.
@@jwflame thank you, my hypervolt charger says to unravel it all but I don't so glad to see you don't either.
@@chems4369 Its usually 6mm cable which is rated for 46amps so plenty of headroom from a 30A load
It's not any different here in the US other than we never supplied our own cables here. Though that would be a good idea since they are often stolen or damaged on charging stations. We just don't have access to three phase at home like parts of Europe.
We use the CCS here in the US but now that Tesla wanted some of that govt $ for charging stations they have opened up the use of their connectors to everyone so all the companies are now in the process of switching over to it. It is a more elegant design but I'm not a fan of using the same terminals for AC and DC.
The connector isn't bad, really. It doesn't have the same flexibility as CCS though - the cost of making it more compact. No three-phase support. Currently no support for getting power out of the car, but that could be added. And I don't trust Tesla's claim that it'll take 900KW - they company does have a history of exaggerating their capabilities, and 900A is a lot to sustain through pins and cables that size. I think connector dominance is going to be settled by business matters though, not technological superiority.
The 'NACS' connector exists because Tesla invested a mountain of money in building charging infrastructure and wanted to make it deliberately incompatible so only their customers would benefit. A good, if somewhat assholey, business decision: You don't want to make your rivals' products easier to use. Now that it's clear Tesla's dominance will come to an end in a few years that situation might well reverse, and it's suddenly in their best interest to play nice and cooperative, so they opened up the connector.
Scummy business history aside though, there's nothing wrong with the connector from a technical point of view. It's compact. It's easy to handle. Single-phase AC or DC fast charging. A slightly cumbersome but functional and expandable communications protocol.
Regarding the chargers shown at 18.37, is it possible for someone to use the AC charging cable while someone else uses one of the two DC cables? I am assuming only one of the DC cables can be used at the one time.
Depends on the charger. For those with AC and DC, generally the AC can be used at the same time as one of the DC, as the power required for the AC is tiny compared to the DC.
For 2x DC, it may be only one at a time, or some are both at the same time, but it may be the total power is shared between the two cables.
Generally yes AC and DC can be used at the same time but only one DC connector, there are exceptions though on newer high-powered DC chargers that have two CCS2 connectors on them rather than CCS2 and Chademo and on these both CCS2 connectors can generally be used but the total power is shared.
Totally depends on the charger and how it's been installed and set up.
@@RandomNoob Gridserve CCS2/CHAdeMO chargers can also dual charge, but again the load is split
This Guy is comic genius 😂😂😂
As EV can charge with dc, solar gives off dc can it be that the panels will charge the battery or charge the house batteries and then take it from them ? To minimise the charge cost £££
Not possible directly, some amount of voltage conversion will still be required as the panel output voltage won't match the voltage required by the vehicle.
The very last thing you say in the video seems to imply that 2 cars could be charged at the same time from the same charger, one using AC and the other using DC. Is that the case ?
It often is, depends on the charger.
Some can do 2 vehicles on DC at the same time.
last night on the news it showed how a vietnamese billionaire started up an EV company pretty amazing really his company educates the vietnamese people puts them through university and employs them. Vinfast is the company their VF8 seems pretty good 300miles to a charge and they even export to the USA.
Any update on earthing safety caused by open PEN with TN-C-S at home. I ask as there are many more EVs now with outside charge points. Have the safety issues been resolved without resorting to a huge earth mat?
Nothing has been resolved. Not possible to fix broken TN-C-S networks without replacing them.
Joke of the day
Police have arrested a man for eating an electric car battery.... That man has now been charged
Tesla being different well there is a surprise
Concern over exploding under pavement cables and overloaded sub stations...?
No.
No all DC chargers know the max load the local distribution point can supply and what spare capacity it has then talks to the other chargers to balance the load, for example 8x 150kw chargers share a 300kw supply if 2 cars are charging at 150kw and another car plugs in the 2 charging cars will drop to 100kw and allow the 3rd car to charge at 100kw (don't know what a normal site supply is so picked the supply capacity out of thin air)
@@jwflame i mean home chargers.
My early 20th century street has no EV's in about 50 mixed house types, mainly terrace. A year ago the under pavement cable feed to ONLY my house failed whilst at work with less than 200W load. Pavement dug up. Saw the thin cables. Had a chat with the engineers and they said sometimes cables go bang under pavements.
So add 30ish amps x how many houses in streets like mine and you have cable loss, branch connector integrity and substation loading to consider. The engineer I talked to said it's something that no-one really talks about.
Charge sharing means you are not free to charge your car when you want/need. In the morning you could find no charging has occured, so you may be forced to drive to public charging, pay up to 10x more (Grrr!) and sit around.
@@jeremylister89 Such infrastructure issues are why it is a requirement to notify the Distribution Network Operator when an EV charger is to be installed. It won't always catch problems but it will minimise them.
Since April 1ˢᵗ this year TNO/DNOs no longer charge for remedial work necessary for fitting EV chargers or heat pumps. I'm not going to link because TY eats them but of you were to search for connecting-electric-vehicle-chargepoints-to-the-electricity-network the Department for Business, Energy & Industrial Strategy information on this should be the first result, or close.
While nobody might be talking you the engineer with whom you spoke it is very definitely be widely talked about, and acted on, by others. 😄
@@jeremylister89Installations of home charging must be notified to the DNO, who will either approve it or make further assessments of capacity before it can be approved. Some might be approved but only for a lower current.
It's certainly not a case of everyone just shoving them in and hoping things don't melt.
Notice the non-Tesla vehicle taking up two spaces because the cable wouldn't reach.
Tesla chargers are made with a cable exactly long enough to reach the charging socket on a Tesla, and no longer. No need for it to be - that would just be adding more cost. Copper isn't cheap these days.
@@vylbird8014 Exactly that because they were designed for Tesla cars and others will take up two spaces for that reason which was my point really, not that the cable was not long enough.
The office has 41 car parking spaces - there is no way the company are going to install 41 car charges, even if they can make some money by selling us the electricity which I don’t think they’re allowed to do are they? You can’t profit from resell?
You can't resell electricity to domestic customers and make a profit (as in a landlord selling it to a tenant).
However that is not applicable here, the company could sell it to EV drivers at whatever price they wanted.
That's how all public EV charging works, and why it's more expensive than charging at home.
They don't have to put in 41 at once either, just add a few to start with and add others as demand increases.
Batteries....my smart phone recommends charging to no more than 84% for longest battery life. I suspect that this holds true for EV's. Also, low charged/discharged batteries are known to rupture from gas generation if left that way. I will not let modern energy cells (my phone!) drop below 40%. And there is no reason to.
That's a weird phone. There used to be a lot of technicalities with the old NiCd and NiMH cells, but modern li-ions come with a BMS chip that takes care of all that - if properly designed you really can't over- or under-charge them at all, so you don't need to worry about taking care of them.
Some phone manufacturers do go a little outside of the manufacturer's guidelines though, to squeeze a bit more capacity at the expense of cell life - the phone isn't expected to last more than three years before it becomes obsolete anyway.
@@vylbird8014 It will happily charge more, it just shortens battery life. Not an issue for those who regularly trade in, but I don't. Samsungs are known to have failures if left dischrged, other manufacturers are unlikely to escape the same physics.
Batteries in phones are mostly unrelated to those in vehicles.
A phone battery is designed to be as small as possible, has no thermal management and is run at it's limits most of the time. Manufacturers expect people to just replace the phone in a year or two, so couldn't care less about how long the battery lasts.
Most electric vehicles have an 8 year warranty on the battery, and no manufacturer would offer that if the batteries didn't last for at least 10+ years. In reality, most EV batteries will outlast the vehicle.
Here goes... Electric tariff 9.5p between 12:30 - 04:30 daily, charge car at 7kw. Also timed ac charging of 6.8kw battery embedded into home with 3.2k inverter cost circa £3k plus installation. Runs total home air fryer, washing machines etc total daily cost around £1.50 less if batteries don't need full charge. Also slowly embed solar panels at later date
I must dissent, someone MIGHT park at the supermarket then drive 200 miles, supermarkets are often used as informal service areas.
Some supermarkets have DC charging for that reason.
@@jwflame I've definitely filled up at a supermarket before setting off in earnest in a normal petrol car!
I'm anticipating some issues as these become more common in America. We're already seeing hostility and vandalism directed at electric vehicles and charging stations, mostly thanks to a certain political faction who are anti-environment (anti-everything really). I fear we are in for a lot more vandalism and violence before long. It's going to make drivers hesitate going electric.
Why would it take ages to charge when a 150kw goes down to 50kw when over 80%.
From 80 to 100 won't take long at 50kw unless you have an absolutely massive battery.
My enyaq is 77kw and 80% is 61.6kw and is only 15.4kw left to charge so not exactly very long to fill up. And modern batteries are designed to be filled to almost 100% (95%) is absolutely fine 80% is a myth and its been proven,when you damage them is by force charging them at 100% and they get very hot and the heat causes damage ( but you can't do that because it cuts off) as safety systems kick in so you can't really damage them topping up.
Where you do damage batteries is when you almost empty them every time you use it then fill up constantly.
They work like my home batteries and they are constantly filled to 100% every night but never fully discharged but guess what the state of the batteries is still 100% after 1 year and the life of these is ten to fifteen years depending on how its used, mine are done at one charge a day and thats it.
If you keep constantly charging your car you will eventually do more damage then a person say charging it twice a week.
Same as a petrol engine use it more it tends to break quicker.
It's annoying you can't listen to the car radio while charging. Would cure the boredom!!!
You can. You can run the AC or heating as well.
@jwflame I tried the radio the other day. Refused to switch on. Maybe I dod something wrong.
@@tonyjones9442Some vehicles may be different, but usually if it's charging and you turn the vehicle on (as if you were going to drive it) all of the equipment in the car should be available to use apart from actually driving.
In my tesla i can watch youtube videos and catch up with John Ward's videos.
Waste of space the lot of them. I'm not going to touch an EV until they develop one that (a) doesn't cost three arms and four legs, and most importantly (b) one that charges *_to 100%_* in the same time that it takes me to fill my petrol car. I have no intention of hanging around for half an hour or longer when I'm on a 600-mile journey, I want to get to my destination the same day that I set out. It's a pity in my opinion that hydrogen fuel cell cars never really took off; I've driven them and they're brilliant, 5 minutes max. to fill up, same as any other car. The problem is, lack of refuelling infrastructure.
Oh yes - what about those of us who live in places where there is only on-street parking available..? Where are we supposed to plug in..? Where I live (less than half a mile from a major city centre) there are only half a dozen or so public charge points anywhere near. I have no intention of leaving my car there overnight, and there would doubtless be plenty of other people turning up fuming that some eejit has left their car there and buggered off, rendering the charge point unusable for them.
Totally useless system.
The only thing missing here is the caravan.
First (I know nobody cares)
Only the others that wanted to be first!
Loser
It'll never be practical until you can exchange your batteries at the service stations.
Why? I don't want someone else's battery, in the time you go get a coffie and use the bathroom you will be at 80% charge so just drive off, if my MG5 can with it's slow 50kwph max charge rate anyone else can mates car charges from 10 to 80% in under 20 minutes sometimes under 15 if the conditions are right
Only for people that drive 350 miles continuously without stopping, and then can only wait 5 minutes for a battery swap so they can immediately drive another 350 miles without stopping. Probably while towing a caravan.
@@jwflame I bet caravans and trailers will start having battery storage packs fitted when the price of batterys get lower, a 50kw pack in a caravan would probably offset the range lost and probably add a bit of range could also provide power to the van so if you park up to charge your car so you can make a cuppa and watch some TV as well as keeping the fridge running for the trip and the lights at the back without draining the smaller 12v that EVs tend to have
@@jwflamequite right, also if I remember right the highway code says you should take a 30 minute stop every 4 hours of driving. So 300 miles on a charge should be enough for anyone if you have access to a 250kw charger you are back to 80% in 20-25 minutes. I think it is highway code rule 19
Tesla tried the battery swap thing. But as the charge rates on DC fast chargers went up and up 75/150/250/350KW SO no one used the battery swap stations and Tesla closed them.
NIO swap stations are less practical than plugging in, as you have to stay in the car while it is swapping...so you have to spend more time going to the toilet or getting coffee/food, and there is no guarantee of getting a fully charged battery.
Then you would need to have a network of swap stations for every manufacturer...madness.
under normal circumstances, cars are parked 90% of the time, that is when they should be plugged in, charging slowly...slow chargers need to become ubiquitous, so that all larger carparks have rows of chargers.
The only time you would need a rapid charger is if you are traveling long distance in one go
What a faff. Petrol, find any garage, anytime, any journey, fill up in 3 minutes, drive off. No planning ahead, bank holiday mega queues, cables, phone apps, (crap) range stress, temperature concerns, the list is endless. The UK EV infrastructure is woefully hopeless, yet every car advert challenges you to " be bold" or "make the move...". Is it any wonder why brainwashed EV owners are going back to petrol? We're decades away from a comfortable and comparable transport solution.
Oh, and pay thousands of pounds premium on the retail price to start with, and squirm when the batteries start to die...
Cool story bro, if you’re gonna be an arse why are you even here?
Only a faff if you deliberately set out to make it so.
While some petrol emporiums are open 24/7, plenty are not including most of those in rural areas.
Queues at petrol stations occur regularly, and are inevitable on days such as a bank holiday or Friday afternoon at the supermarket.
So does them not having any of a particular fuel as the tanker wagon was delayed. Or when there is some alleged shortage of fuel and everyone rushes to buy whatever is left. Or when the price goes up by 2p and people queue outside idling their engines for half an hour in a futile attempt to save £1.
Totally agree I'm back with petrol. No fuss or time wasting whatsoever. This country is way behind for EVs.
Incidently the LEVC London black cab has 100% electric traction..generated by a 1.5l petrol engine chugging away constantly!
The type 2 plug also supports DC charging, in addition to single- and three-phase AC. But no one used this feature and went for CCS instead. The type 2 plug is designed for 3x63A. A rate that almost no country here supports for domestic charging. In the UK three-phase is in most domestic dwellings not available, and here in Germany the 3x63A is the fuse rating of a one-family dwelling.
de.wikipedia.org/wiki/IEC_62196_Typ_2#/media/Datei:Type2_Socket_de.svg
PP and CP are for the communication between charger and vehicle. Such information like maximum charging current are exchanged.
The type 2 plug, also called "Mennekes plug", was actually invented by a team of German companies. The electricity supplier and DNO RWE, Mercedes-Benz, and the Mennekes company were involved. Last one is a manufacturer of electrical equipment, especially industrial plugs and socket outlets.