Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Lee Hart via EV]

Lee Hart wrote:

There are lots of solutions. Which one is "best" depends on what
you've got, what you want to spend, and how good it needs to be...


One more thing occurred to me. Here's a way to "trick" a modified 
sinewave inverter into producing a better sine wave.


Connect an induction (or better yet, a synchronous) motor to the 
inverter. Run this motor with no load on its shaft. Since all motors are 
also generators, the motor will try to level off the peaks and fill in 
the missing parts of the sine wave. It acts as a motor during the parts 
of the cycle where the AC voltage is too high; and as a generator during 
the parts of the AC cycle where the voltage is too low. So, any load you 
connect at the same time will thus get a cleaner waveform.


This trick is especially useful to generate 3-phase power with a 
single-phase inverter. You power one phase of a 3-phase motor with the 
inverter, and it "fills in" the other two phases.


It is also a way to get an undersized inverter to start a big motor. 
Normally, as soon as you connect the big motor, its starting current 
makes the inverter shut down. But if you start a smaller motor first, 
its spinning inertia generates the extra power to start the big second 
motor.


--
Fools ignore complexity. Pragmatists suffer it. The wise avoid it.
Geniuses remove it. -- Alan Perlis, "Epigrams on Programming"
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Ron Solberg via EV]

 Quoting Lee Hart via EV :


Ron Solberg or maybe Willie via EV (I can't tell which) wrote:


Well back to your question.  Presumed to be "Can I clean up a square
wave inverter power to something acceptable to my onboard Tesla
charger?"  I'm out of my depth.  Surely Lee has ideas.
In the past, I believe I've seen him recommend a motor-generator...


There are lots of solutions. Which one is "best" depends on what  
you've got, what you want to spend, and how good it needs to be.


A motor-generator is perhaps the oldest way to go about it. The  
motor is chosen based on what input voltage you have (AC or DC). The  
generator ("alternator" if it outputs AC) is chosen for the voltage  
you want. This is still a good solution for very high power, very  
clean sinewaves, or 3-phase power. A motor-generator is also good at  
starting heavy loads, like big motors.


I have a 32VDC/120VAC motor-generator from pre REA days I understand  
was used on stage to run entertainment equipment. Also, I have seen  
one run a heavy-duty grinder, off a 32VDC Edison battery, so I  
understand that option.


The price isn't necessarily unreasonable if you buy surplus. I have  
a Westinghouse 240vdc in, 240vac 60Hz 15/30 KW  
continuous/intermittent 3-phase out unit that cost me $300. It  
weighs about 250 lbs.


Next newer approach: There are filters that can "clean up" the  
output of a square wave ("modified sine wave") inverter. One simple  
one is called an Ott filter. Basically, it's some big inductors and  
capacitors. They form resonant circuits to filter out the 3rd and  
5th harmonics, and so make a square wave look a lot closer to a sine  
wave. I have one that converts 120vac 600w into a reasonable  
sinewave. It's about the size of a shoebox and weighs 15 lbs.


I expected this could be done and appreciate the information to  
determine if it might work for my application.


Beyond this, if you really need a sinewave output, you probably have  
to use a commercial sinewave inverter. Since these are expensive,  
you will probably have to size it to power only the loads that are  
"particular" about the power they get.


From what I know about the history/reputation of the OutBack  
inverter along with their design to be serviced in the field or by  
the owner, this option looks good. 


If you're using PV power (DC input) to charge an EV (DC output),  
then what you really want is a big DC/DC converter. A conventional  
EV series motor controller can be used for this. It's basically a  
step-down DC/DC converter with the output filter missing (the motor  
substitutes for it). To use a motor controller as a general-purpose  
battery charger, you need a big series inductor (the field of a DC  
series motor, for example), and a big bank of filter capacitors (the  
batteries you are charging can be most of this).


​Thank you Lee ,Willie and all of the EVDL folks for the service you  
provide...Ron



--
Fools ignore complexity. Pragmatists suffer it. The wise avoid it.
Geniuses remove it. -- Alan Perlis, "Epigrams on Programming"
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com[1]
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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Willie via EV]

On 4/1/19 8:01 PM, Ron Solberg via EV wrote:

You might also add a better alternator that is powered from your 


I put "alternator" where I meant "inverter".


battery pack.  That is, in parallel with your existing inverter.

Thanks to your sharing your PowerWall success story. I am considering 
a different direction. I will try to keep it short. I rent houses and 
in 2010 using ClipperCreek CS80 EVSE, we added a charging service. We 
only charged 5 Teslas Model S cars before nearby Sioux Falls SD got 
their Superchargers. our max is only 20KW or about 50 Miles/hour of 
charge. I am still optimistic I could add a Power Wall to one of my 
units across the street(If I could get one), and forget using an 
OutBack inverter with an L16 battery pack.


As you probably know, the Tesla "Wall connector" is now down to about 
$500 and will do 20kw.  The cheapest EVSE around.  It was only the 
properly equipped early Ss that could use the full 20kw.  I believe 3s 
can only use 10kw or so.


By itself, a single battery PW will only do 5kw, both in and out.  With 
a capacity, of 13-14kwh, it is not practical to charge a big EV battery 
with only a PW.  That is, at night.  HOWEVER, the PW allows you to use 
your grid tie PV inverters.  So, at my house where I have the PW, I tend 
to charge cars between about noon and about 5pm and I try not to charge 
beyond my PV capacity.  Right now, that capacity is up to about 10kw. 
So, I tend to charge at about 3kw and sell the rest to the grid.  My 
goal is to use no grid energy and only sell to the grid.  Since the PW 
was installed about two months ago, I've been successful.  I get through 
nights (without  air conditioning) on around 7-8kwh from the PW battery. 
 I don't imagine I'll be able to maintain that success when air 
conditioning season arrives.  An option would be to add a second PW 
battery but I don't expect it to be worth the cost.  Compared to the 
initial install, adding second and subsequent PW batteries is very easy. 
 Each added battery gives you 5kw additional power and ~14kwh 
additional capacity.

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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Lee Hart via EV]

Ron Solberg or maybe Willie via EV (I can't tell which) wrote:

Well back to your question.  Presumed to be "Can I clean up a square
wave inverter power to something acceptable to my onboard Tesla
charger?"  I'm out of my depth.  Surely Lee has ideas.
In the past, I believe I've seen him recommend a motor-generator...


There are lots of solutions. Which one is "best" depends on what you've 
got, what you want to spend, and how good it needs to be.


A motor-generator is perhaps the oldest way to go about it. The motor is 
chosen based on what input voltage you have (AC or DC). The generator 
("alternator" if it outputs AC) is chosen for the voltage you want. This 
is still a good solution for very high power, very clean sinewaves, or 
3-phase power. A motor-generator is also good at starting heavy loads, 
like big motors.


The price isn't necessarily unreasonable if you buy surplus. I have a 
Westinghouse 240vdc in, 240vac 60Hz 15/30 KW continuous/intermittent 
3-phase out unit that cost me $300. It weighs about 250 lbs.


Next newer approach: There are filters that can "clean up" the output of 
a square wave ("modified sine wave") inverter. One simple one is called 
an Ott filter. Basically, it's some big inductors and capacitors. They 
form resonant circuits to filter out the 3rd and 5th harmonics, and so 
make a square wave look a lot closer to a sine wave. I have one that 
converts 120vac 600w into a reasonable sinewave. It's about the size of 
a shoebox and weighs 15 lbs.


Beyond this, if you really need a sinewave output, you probably have to 
use a commercial sinewave inverter. Since these are expensive, you will 
probably have to size it to power only the loads that are "particular" 
about the power they get.


If you're using PV power (DC input) to charge an EV (DC output), then 
what you really want is a big DC/DC converter. A conventional EV series 
motor controller can be used for this. It's basically a step-down DC/DC 
converter with the output filter missing (the motor substitutes for it). 
To use a motor controller as a general-purpose battery charger, you need 
a big series inductor (the field of a DC series motor, for example), and 
a big bank of filter capacitors (the batteries you are charging can be 
most of this).


--
Fools ignore complexity. Pragmatists suffer it. The wise avoid it.
Geniuses remove it. -- Alan Perlis, "Epigrams on Programming"
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Ron Solberg via EV]

 Quoting Willie via EV :


On 4/1/19 3:48 PM, Ron Solberg via EV wrote:


We  like it as it is.


Well back to your question.  Presumed to be "Can I clean up a  
square wave inverter power to something acceptable to my onboard  
Tesla charger?"  I'm out of my depth.  Surely Lee has ideas.


In the past, I believe I've seen him recommend a motor-generator to  
change the characteristics of alternating current.  Perhaps a motor  
that is happy with your existing inverter that drives a generator  
that gives power acceptable to the Tesla charger.  I have no  
experience but have the impression that that might be a big, heavy,  
and expensive solution.


You might also add a better alternator that is powered from your  
battery pack.  That is, in parallel with your existing inverter.


Thanks to your sharing your PowerWall success story. I am  
considering a different direction. I will try to keep it short. I  
rent houses and in 2010 using ClipperCreek CS80 EVSE, we added a  
charging service. We only charged 5 Teslas Model S cars before  
nearby Sioux Falls SD got their Superchargers. our max is only 20KW  
or about 50 Miles/hour of charge. I am still optimistic I could add  
a Power Wall to one of my units across the street(If I could get  
one), and forget using an OutBack inverter with an L16 battery pack.


Just to satisfy my interest:  Is this a off grid place?  Occupied  
year round?  Primarily AC demand?  Or DC?  48v battery bank?


Our home is Earth Sheltered, built in 1970, added a 10KW Jacobs Wind  
Plant in 1982 that would run the meter backwards. The power company  
up until now was not very helpful. A couple of years later we sold  
that plant and got our money back. While we have not given up  
entirely on wind power, we down-sized and went to a 1950 3K 110V DC  
Jacobs, using 20 6V golf cart batteries. That led to our present  
stand alone tracking PV system. We have always had the Grid and it  
serves about half of our use. As you know, the grid as a battery is  
a big positive.
We like wood heat and other simple things so we pay the price of  
being a bit independent of the Social Fabric Rules. If our proposed  
added system went with the Grid PowerWall system on our business  
 across the street where we can charge EVs, we would not need the  
48V L16 battery and still be able to charge our Tesla off the sun.


After working with Grid/Wind systems since the 1980s, we have  
determined that Grid intertie does not work for  us. Likewise, A  
Tesla Model 3 might not work for many other folks but does for us.


What grid tie problems have you encountered?

In the first contract the power company wanted to come into our  
house at anytime to inspect the system. We needed expensive  
insurance to protect them. They were slow to act and not friendly.  
 That has changed with our present company who just bought a 2019  
Nissan Leaf EV and had $3500 rebate added to the $7500 federal from  
a $29,900 Leaf price. A Time of Use charging plan is also available.


I can not imagine that a Tesla would not work for everyone.  Due to  
our housing and charging business a financial incentive help us.


Also, when I asked about the PowerWall at Eden Prairie,MN  I was  
told they did not work outside the Metro area.


If you talked to Tesla, you should consult an installer.  I ordered  
a PW from Tesla when they were first offered over two years ago.   
I'm still waiting for it.  Last year, I talked to an installer who  
is able to buy PWs from Tesla and had one installed within three  
months.  My second PW from an installer is scheduled for  
installation in May.

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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Willie via EV]

On 4/1/19 3:48 PM, Ron Solberg via EV wrote:


We  like it as it is.


Well back to your question.  Presumed to be "Can I clean up a square 
wave inverter power to something acceptable to my onboard Tesla 
charger?"  I'm out of my depth.  Surely Lee has ideas.


In the past, I believe I've seen him recommend a motor-generator to 
change the characteristics of alternating current.  Perhaps a motor that 
is happy with your existing inverter that drives a generator that gives 
power acceptable to the Tesla charger.  I have no experience but have 
the impression that that might be a big, heavy, and expensive solution.


You might also add a better alternator that is powered from your battery 
pack.  That is, in parallel with your existing inverter.


Just to satisfy my interest:  Is this a off grid place?  Occupied year 
round?  Primarily AC demand?  Or DC?  48v battery bank?





After working with Grid/Wind systems since the 1980s, we have 
determined that Grid intertie does not work for  us. Likewise, A Tesla 
Model 3 might not work for many other folks but does for us.


What grid tie problems have you encountered?

I can not imagine that a Tesla would not work for everyone.

Also, when I asked about the PowerWall at Eden Prairie,MN  I was told 
they did not work outside the Metro area.


If you talked to Tesla, you should consult an installer.  I ordered a PW 
from Tesla when they were first offered over two years ago.  I'm still 
waiting for it.  Last year, I talked to an installer who is able to buy 
PWs from Tesla and had one installed within three months.  My second PW 
from an installer is scheduled for installation in May.

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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Ron Solberg via EV]

 Quoting Willie via EV :


On 4/1/19 1:39 PM, Ron Solberg via EV wrote:

 Quoting Lee Hart via EV :

CHARGING OUR  EV OFF PV PANELS

Can you offer any help with two questions related to charging our  
Tesla Model 3 off our Tracking 3K PV system?


1. Since our PV system inverter does not produce a sine wave it  
 has been suggested that I might  go through a filter to make the  
car accept it. Do you have any idea this might work?


2.  This summer we are making plans to add a 4K stationary PV set  
using an OutBack sine wave inverter to our house.  The present  
system works well so are wondering about  using a transfer switch  
between the two independent PV sets.  As we now must  
manually manage the power for our house anyway, that should be  
helpful by giving us more degrees of freedom as our usage varies.


Thanks, I appreciate the help. I tried to keep this simple. I now  
will add more.


You don't say what, if any, battery backup you have.

The existing 3K tracking PV feeds a 20 6V Interstate golf cart  
battery. The inverter is custom built by Chad Lampkin of Michigan  
Energy Works. On my second set of batteries, the system works well.  
We overcharged our first set of batteries as we had not learned to  
manually manage the load. For example, if the panels had been  
stationary the taper as the sun moved across the sky should have  
been helpful. Extra, selected loads (heaters) were not used at first  
 as the panels moved with sun. Also, we learned to adjust or turn  
off the tracker.

We  like it as it is.

If it fits your budget, I can HIGHLY recommend a PowerWall.  Though  
I'm not sure how well it might work without a good sine wave  
inverter.  It does work well with all grid tie inverters.  Though a  
grid is not required.


I can tell you that, once your PW battery is fully charged,  
balancing load and supply is a very delicate matter.


I can see that the PowerWall is a great product. I Feel the same way  
about our Tesla Model 3. I agree that the PV/battery balance is  
delicate. We have learned that with our more forgiving cheap, golf  
cart battery.


After working with Grid/Wind systems since the 1980s, we have  
determined that Grid intertie does not work for  us. Likewise, A  
Tesla Model 3 might not work for many other folks but does for us.  


Also, when I asked about the PowerWall at Eden Prairie,MN  I was  
told they did not work outside the Metro area.


I'll extol PW virtues if asked.

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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Willie via EV]

On 4/1/19 1:39 PM, Ron Solberg via EV wrote:

  Quoting Lee Hart via EV :

CHARGING OUR  EV OFF PV PANELS

Can you offer any help with two questions related to charging our Tesla 
Model 3 off our Tracking 3K PV system?


1. Since our PV system inverter does not produce a sine wave it  has 
been suggested that I might  go through a filter to make the car accept 
it. Do you have any idea this might work?


2.  This summer we are making plans to add a 4K stationary PV set using 
an OutBack sine wave inverter to our house.  The present system works 
well so are wondering about  using a transfer switch between the two 
independent PV sets.  As we now must manually manage the power for our 
house anyway, that should be helpful by giving us more degrees of 
freedom as our usage varies.


You don't say what, if any, battery backup you have.

If it fits your budget, I can HIGHLY recommend a PowerWall.  Though I'm 
not sure how well it might work without a good sine wave inverter.  It 
does work well with all grid tie inverters.  Though a grid is not required.


I can tell you that, once your PW battery is fully charged, balancing 
load and supply is a very delicate matter.


I'll extol PW virtues if asked.

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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Ron Solberg via EV]

 Quoting Lee Hart via EV :

CHARGING OUR  EV OFF PV PANELS

Can you offer any help with two questions related to charging our  
Tesla Model 3 off our Tracking 3K PV system?


1. Since our PV system inverter does not produce a sine wave it  has  
been suggested that I might  go through a filter to make the car  
accept it. Do you have any idea this might work? 


2.  This summer we are making plans to add a 4K stationary PV set  
using an OutBack sine wave inverter to our house.  The present system  
works well so are wondering about  using a transfer switch between the  
two independent PV sets.  As we now must manually manage the power for  
our house anyway, that should be helpful by giving us more degrees of  
freedom as our usage varies.


Thanks

brucedp5 via EV wrote:

it boils down to how many range-miles you have left, how many
range-miles you need to put back-in to get to the next EVSE, and how much
time you have to charge?

Overnight sleep or @work, plan to charge for at least 7 hours. L1 might
regain you (3.5mph*7= ) ~25 miles of range.


It's not quite that bad. Our Nissan Leaf gets about 4 miles per KWH.  
L1 charges at about 1.44 KW. That's about 5.6 miles range per hour,  
or 40 miles for 7 hours of charging.


Charging efficiency will reduce this a bit. But then, most full-time  
jobs will have your EV charging for 8 or more hours a day.



*Only buy an EV with a L2-6kW (j1772) charging capability that also has a
L3(quick) charging port.


Maybe if you live in California. Where I live, there aren't any L3  
EVSE's within range of my EVs.



My home EVSE preference:: have a L2-6kW (j1172) or a L2-10kW (Tesla) hpwc (=
no surprises you can always get a good/solid charge).


I do 99% of my charging on L1, in my own garage. That's been fine for me!

--
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Geniuses remove it. -- Alan Perlis, "Epigrams on Programming"
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com[1]
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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Willie via EV]

On 4/1/19 12:01 PM, Lee Hart via EV wrote:

brucedp5 via EV wrote:

it boils down to how many range-miles you have left, how many
range-miles you need to put back-in to get to the next EVSE, and how much
time you have to charge?

Overnight sleep or @work, plan to charge for at least 7 hours. L1 might
regain you (3.5mph*7= ) ~25 miles of range.


It's not quite that bad. Our Nissan Leaf gets about 4 miles per KWH. L1 
charges at about 1.44 KW. That's about 5.6 miles range per hour, or 40 
miles for 7 hours of charging.


Charging efficiency will reduce this a bit. But then, most full-time 
jobs will have your EV charging for 8 or more hours a day.



*Only buy an EV with a L2-6kW (j1772) charging capability that also has a
L3(quick) charging port.


Maybe if you live in California. Where I live, there aren't any L3 
EVSE's within range of my EVs.


I failed to buy the extra cost chademo connection on my 2011 Leaf. 
Never regretted.  The Leaf battery died LONG before I ever saw a chademo 
charger.  My imievs have chademo but I have used them only to test. 
Were it not for the Tesla, I would likely use some chademo charging but 
the charge stations are miles from where I want to go and the costs are 
very high; higher than gasoline, I believe.




My home EVSE preference:: have a L2-6kW (j1172) or a L2-10kW (Tesla) 
hpwc (=

no surprises you can always get a good/solid charge).


I do 99% of my charging on L1, in my own garage. That's been fine for me!


You apparently fit my template for battery sizing.  I believe your 
battery size should cover ~95% of your daily trips.  Even modest power 
L2 charging will fully recharge most any EV overnight.


Bruce, I believe, comes from the experience of NEVER being able to 
charge as fast as desired.  I see that as mostly an insufficient battery 
size problem.  Of course, in "Bruce's day", 50 mile ranges were very rare.


My 95 percentile range was about 100 miles.  The Leaf served fairly well 
until the battery declined.  The imievs are used only for 50-60 mile 
days; about 80% of my days.  I've NEVER felt the need to charge a Tesla 
away from home for other than overnight trips.

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Re: [EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[Lee Hart via EV]

brucedp5 via EV wrote:

it boils down to how many range-miles you have left, how many
range-miles you need to put back-in to get to the next EVSE, and how much
time you have to charge?

Overnight sleep or @work, plan to charge for at least 7 hours. L1 might
regain you (3.5mph*7= ) ~25 miles of range.


It's not quite that bad. Our Nissan Leaf gets about 4 miles per KWH. L1 
charges at about 1.44 KW. That's about 5.6 miles range per hour, or 40 
miles for 7 hours of charging.


Charging efficiency will reduce this a bit. But then, most full-time 
jobs will have your EV charging for 8 or more hours a day.



*Only buy an EV with a L2-6kW (j1772) charging capability that also has a
L3(quick) charging port.


Maybe if you live in California. Where I live, there aren't any L3 
EVSE's within range of my EVs.



My home EVSE preference:: have a L2-6kW (j1172) or a L2-10kW (Tesla) hpwc (=
no surprises you can always get a good/solid charge).


I do 99% of my charging on L1, in my own garage. That's been fine for me!

--
Fools ignore complexity. Pragmatists suffer it. The wise avoid it.
Geniuses remove it. -- Alan Perlis, "Epigrams on Programming"
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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[EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[brucedp5 via EV]

% IMO, w/ 15+yrs EV charging experience, on a trip or a commute, I do not
plan on using Level-1/L1 unless I have no-choice, L2 is my preference. 
*4noobs: it boils down to how many range-miles you have left, how many
range-miles you need to put back-in to get to the next EVSE, and how much
time you have to charge?

Overnight sleep or @work, plan to charge for at least 7 hours. L1 might
regain you (3.5mph*7= ) ~25 miles of range. *Look at plugshare,com for a
more powerful EVSE station that you can reach in less than 25 miles-range.

Old-used EVs that have a (cheaper) 3kW-onboard L2 charger, can charge @7mph
or regain that 28 miles-range in 4 hours. *Note: not all public EVSE aloow 4
hour charging, use plugshare.com to know EVSE' limitations.

Newer EVs that have a L2-6kW onboard charger, can charge @14mph or regain
that 28 miles-range in 2 hours. 

*Note numbers are estimates, charging at home off 240VAC @32A gives best
charge times, charging at public EVSE or at work usually is 15%
slower/longer because those usually operate off lower 208VAC. Even a public
L3-45kW(quick) EVSE runing off 208VAC will actually be slower pumping 40kW
(= plan-ahead).

*Only buy an EV with a L2-6kW (j1772) charging capability that also has a
L3(quick) charging port. 
My home EVSE preference:: have a L2-6kW (j1172) or a L2-10kW (Tesla) hpwc (=
no surprises you can always get a good/solid charge).
%

https://www.web2carz.com/autos/car-tech/7696/can-someone-without-a-garage-own-an-electric-vehicle
Can Someone Without a Garage Own An Electric Vehicle?
2019-03-22  Jane Ulitskaya

[images  
https://www.web2carz.com/images/articles/201903/girl_charging_electric_car_outside_1553179957_800x600.jpg
EVs are becoming more mainstream but charging them can still pose a
challenge

https://www.web2carz.com/images/articles/201903/charging_station_with_multiple_cars_1553196519_615x402.jpg
charging station for multiple cars  More charging stations are popping up,
but the infrastructure hasn't expanded everywhere

https://www.web2carz.com/images/articles/201903/electric_car_plugged_into_charging_station_1553195653_615x410.jpg
car plugged into charging station

https://www.web2carz.com/images/articles/201903/plugshare_1553193029_615x431.jpg
Plugshare.com  capture

https://www.web2carz.com/images/articles/201903/hyundai_kona_electric_1553187549_615x410.jpg
Hyundai Kona Electric  The 2019 Hyundai Kona Electric will offer an
impressive 258-mile range from a single charge
]

Here's how apartment living and electric cars can coexist

EVs are becoming more mainstream but charging them can still pose a
challenge.

The popularity of electric vehicles is at a record high with nearly every
automaker already offering an all-electric model or designing one. If you're
ready to find out what the buzz is about and are looking into buying an
electric vehicle, there has never been a better time as far as the vehicle
quality and selection. Electric cars are not only exciting because of the
current technology, but they are also leading the charge (pardon the pun)
into autonomous driving. Despite the improved accessibility of EVs, for
those living in multi-family buildings with only street parking available,
buying one still comes with some uncertainties.

While range numbers have improved and more charging stations are being
installed in cities nationwide, there are still a few kinks in the
infrastructure that need to be ironed out. One of these is the difficulty
one would have charging their vehicle if they don't have a garage. Learn
about what options you have for charging without a garage and which vehicles
go the furthest after one charge.

Levels of Charging

There are two main methods of charging an electric vehicle that are in use
today - Level 1 and Level 2. Although there is a Level 3 in the works which
will be able to charge vehicles at lightning speeds, it is still extremely
expensive and may not yet be safe for all car batteries.

Level 1
While Level 1 [1.4kW is a slower method of charging, it is also the most
accessible since the equipment needed comes with the vehicle. The included
charger is simply plugged into any standard 120-volt outlet and it will
typically take between 8-12 hours to charge up a car battery. Level 1
charging is convenient since you can plug your car in overnight to get a
full charge, however, it's not practical for anyone who needs a quicker
charge or doesn't have a spot to plug in by their home.

Level 2
Level 2 charging uses 240-volts to power electric cars at faster speeds. A
Level 2 charger will take around 4 hours to fully charge a 30 kWh battery.
Most public EV charging stations offer Level 2 charging and for EV drivers
who have space in their garage or driveway, Level 2 is the preferred
charging method to install at home.

What Are the Options for Apartment Living?

Electric vehicle parking
Not having a garage can make owning an electric car more difficult and
costly since you don't have a built-in spot for plugging in, 

[EVDL] EVLN: (EV-charging-101)> Charging without owning a garage

[brucedp5 via EV]

% IMO, w/ 15+yrs EV charging experience, on a trip or a commute, I do not
plan on using Level-1/L1 unless I have no-choice, L2 is my preference. 
*4noobs: it boils down to how many range-miles you have left, how many
range-miles you need to put back-in to get to the next EVSE, and how much
time you have to charge?

Overnight sleep or @work, plan to charge for at least 7 hours. L1 might
regain you (3.5mph*7= ) ~25 miles of range. *Look at plugshare,com for a
more powerful EVSE station that you can reach in less than 25 miles-range.

Old-used EVs that have a (cheaper) 3kW-onboard L2 charger, can charge @7mph
or regain that 28 miles-range in 4 hours. *Note: not all public EVSE aloow 4
hour charging, use plugshare.com to know EVSE' limitations.

Newer EVs that have a L2-6kW onboard charger, can charge @14mph or regain
that 28 miles-range in 2 hours. 

*Note numbers are estimates, charging at home off 240VAC @32A gives best
charge times, charging at public EVSE or at work usually is 15%
slower/longer because those usually operate off lower 208VAC. Even a public
L3-45kW(quick) EVSE runing off 208VAC will actually be slower pumping 40kW
(= plan-ahead).

*Only buy an EV with a L2-6kW (j1772) charging capability that also has a
L3(quick) charging port. 
My home EVSE preference:: have a L2-6kW (j1172) or a L2-10kW (Tesla) hpwc (=
no surprises you can always get a good/solid charge).
%

https://www.web2carz.com/autos/car-tech/7696/can-someone-without-a-garage-own-an-electric-vehicle
Can Someone Without a Garage Own An Electric Vehicle?
2019-03-22  Jane Ulitskaya

[images  
https://www.web2carz.com/images/articles/201903/girl_charging_electric_car_outside_1553179957_800x600.jpg
EVs are becoming more mainstream but charging them can still pose a
challenge

https://www.web2carz.com/images/articles/201903/charging_station_with_multiple_cars_1553196519_615x402.jpg
charging station for multiple cars  More charging stations are popping up,
but the infrastructure hasn't expanded everywhere

https://www.web2carz.com/images/articles/201903/electric_car_plugged_into_charging_station_1553195653_615x410.jpg
car plugged into charging station

https://www.web2carz.com/images/articles/201903/plugshare_1553193029_615x431.jpg
Plugshare.com  capture

https://www.web2carz.com/images/articles/201903/hyundai_kona_electric_1553187549_615x410.jpg
Hyundai Kona Electric  The 2019 Hyundai Kona Electric will offer an
impressive 258-mile range from a single charge
]

Here's how apartment living and electric cars can coexist

EVs are becoming more mainstream but charging them can still pose a
challenge.

The popularity of electric vehicles is at a record high with nearly every
automaker already offering an all-electric model or designing one. If you're
ready to find out what the buzz is about and are looking into buying an
electric vehicle, there has never been a better time as far as the vehicle
quality and selection. Electric cars are not only exciting because of the
current technology, but they are also leading the charge (pardon the pun)
into autonomous driving. Despite the improved accessibility of EVs, for
those living in multi-family buildings with only street parking available,
buying one still comes with some uncertainties.

While range numbers have improved and more charging stations are being
installed in cities nationwide, there are still a few kinks in the
infrastructure that need to be ironed out. One of these is the difficulty
one would have charging their vehicle if they don't have a garage. Learn
about what options you have for charging without a garage and which vehicles
go the furthest after one charge.

Levels of Charging

There are two main methods of charging an electric vehicle that are in use
today - Level 1 and Level 2. Although there is a Level 3 in the works which
will be able to charge vehicles at lightning speeds, it is still extremely
expensive and may not yet be safe for all car batteries.

Level 1
While Level 1 [1.4kW is a slower method of charging, it is also the most
accessible since the equipment needed comes with the vehicle. The included
charger is simply plugged into any standard 120-volt outlet and it will
typically take between 8-12 hours to charge up a car battery. Level 1
charging is convenient since you can plug your car in overnight to get a
full charge, however, it's not practical for anyone who needs a quicker
charge or doesn't have a spot to plug in by their home.

Level 2
Level 2 charging uses 240-volts to power electric cars at faster speeds. A
Level 2 charger will take around 4 hours to fully charge a 30 kWh battery.
Most public EV charging stations offer Level 2 charging and for EV drivers
who have space in their garage or driveway, Level 2 is the preferred
charging method to install at home.

What Are the Options for Apartment Living?

Electric vehicle parking
Not having a garage can make owning an electric car more difficult and
costly since you don't have a built-in spot for plugging in,