[reference
http://electric-vehicle-discussion-list.413529.n4.nabble.com/EVLN-EVSE-overcrowing-replaces-range-angst-td4661750.html
EVLN: EVSE-overcrowing replaces range-angst
]
The plugin community is alive and well when public EVSE are getting so
crowded with use, it becomes a story for the media write about. Sadly,
it is seems to be the West Coast that has the growing pains first. But
that may change once the U.S.A. made Leaf EVs are in production.
The are other EVSE growing pains that are not discussed: the unevenness
of installations. EVSE company sales teams are hot to make a sale and
get their commission, but prioritizing a contiguous string of public
EVSE between cities is not their focus.
As I look at all the level--3 (l3) quick charging on EV Charging finder
app/sites, I see WA and OR are light years ahead of CA. One can easily
drive Electric from Canada down Hwy 5 through WA and OR, but when it
gets to the northern CA border, there is a huge gap of l3 (and even l2)
EVSE points. Tesla EVs with their greater range, have not problem
traversing the EVSE-void, but the more affordable EVs targeting a 100
mile range will.
The NRG deal that CA Gov Brown signed has not kicked in yet. A reply to
my inquiry as to when NRG's eVgo is going to get their act together and
start installing public EVSE as promised was a 'wait and see'. I hope
eVgo knows to start at the northern CA border and install l3 along Hwy 5
going south to Sacramento. And then fill the huge l3 EVSE gap between
Silicon Valley and Los Angeles along Hwy 101 in the same manner that
AeroVironment made their installations (one L3, and one L2 with room for
growth at a future date). And lastly to do the l3 installations on Hwy 5
south of Sacramento down to LA. If the eVgo l3 installations happen in
that order, CA will have a contiguous l3 route, same as WA and OR have
(from north to south) before all of the aforementioned installations are
completed.
Here's another issue: While 100 miles is the target, many of today's
Production EVs are not rated that high, most closer to 75 miles. And of
the 75 miles, that is from 100%SOC down to nil (just before bricking),
which is not the way an EV driver typically drives or ought to driver
their EV. So the rating is a bit bogus as once you start driving an EV,
you usually do not drive it from 100%SOC down to just before bricking
(0%SOC).
Since most drivers are going to want to be protective of the life of
their pack, we all know charging to 80%SOC is a good stopping point. The
Blink l3 CHAdeMO EVSE allow the driver to enter in how much of a charge
they can get. Up to 80%SOC is the quickest / takes the least amount of
time. But a driver could select a charge that is higher that would
unnecessarily block that l3 spots while they do the much slower charge
rate.
I would hope as EVSE crowding occurs, Blink would allow the host to
limit l3 use to only 80%SOC, so that anyone wanting a 100%SOC charge
would move over to the slower l2 EVSE next to it. The AeroVironment l3
installations in WA and OR also have a l2 EVSE next to it. This frees
the l3 up for the next driver to charge up to 80%SOC quickly, and get
back on the highway.
This only charging to 80%SOC has reduced the range, and if you include
the normal 10 miles of safety (to fin the EVSE or turn around because
you missed the turn off), most 75 mile range EVs would really run
between coming in with 10 miles left, and charging to 80%SOC (60 miles).
That means, l3 installation planners need to install them less than 50
miles apart.
It also means it would be wise to have home or portable EVSE that the
driver could select to only give a 80%SOC charge, thus protecting the
life of the pack.
That's my thoughts. Watt are yours?
{brucedp.150m.com}
{brucedp.150m.com}
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