Non tesla owners using tesla chargers.

[redbaronace]

Hoping for the day that electrical charging stations are so plentiful that its easy to find a charge at just about any location or destination.

 

[daniel]

If the business owner would prefer that everybody can use the charging stations, he’s feee to install as many J1772s as he wants. On his own dime of course.

Or negotiate mutually-acceptable terms with Tesla.

 

[daniel]

If the business owner would prefer that everybody can use the charging stations, he’s feee to install as many J1772s as he wants. On his own dime of course.

But from the article linked in post 119 it turns out that Tesla is giving some non-Tesla chargers for free to property owners along with the Tesla chargers. Tesla wants all EV drivers to be able to charge. This is a very different company. Instead of cutthroat competition, Tesla competes by offering the very best product, and welcomes all comers to the electric revolution, which can be seen also by making their patents available, free of charge, to other manufacturers.

Elon Musk wants everybody driving electric, and he knows Tesla cannot do this alone. So, yes, other EVs can cozy up with ours at the destination chargers.

 

[TonyWilliams]

Is there a thread I can learn about what all those acronyms mean?

SWCAN - Single Wire, Controller Area Network. CAN or CANbus was developed by Germany company Bosch in the 1980s, however most car communication is done with two wires in a “twisted pair”, with each of the two conductor referred to as CAN Hi and CAN Lo, respectively.

CAN was originally 11 bit, and CAN 2 is 29 bit (allowing addressing of messages). Here’s one method to enable Single Wire CAN:

“The NXP® MC33897 series provides a physical layer for digital communication using a Carrier Sense Multiple Access/Collision Resolution (CSMA/CR) data link operating over a single wire medium. This is more commonly referred to as single-wire Controller Area Network (SWCAN).”

HPWC - High Power Wall Connector; the Tesla Roadster charge stations, built by Clipper Creek. They are 70 amp capable at 208-240 VAC with a unique Roadster coupler / plug. Out of production. These use Legacy J1772 signaling.

Wall Connector - designed and built exclusively for Tesla in Taiwan for the Tesla Model S, 3, X. These use Legacy J1772 signaling and can be identified by not having a place to “hang the plug” in the right side of the unit. Up to 80 amp capable at 208-240-277 VAC, with programmable amperage limit using DIP switches. Commonly referred to as HPWC, even though they are not. These use the Tesla S,3,X plug in North America and Japan, and Type 2 plug elsewhere.

Wall Connector GEN2 - designed and built exclusively for Tesla in Taiwan for the Tesla Model S, 3, X. These use Legacy J1772 signaling or SWCAN (with a simple DIP switch to select either) and can be identified by having a place to “hang the plug” in the right side of the unit. If SWCAN is selected, and the vehicle that is plugged in (recognized by the proximity) for 28 seconds without receiving SWCAN from the vehicle via the pilot wire, then the GEN2 unit will revert automatically to Legacy J1772 signaling (1kHz square wave using amplitude and duty cycle to communicate charge state and amperage limits, respectively). It may be possible that Tesla has disabled this feature in some public GEN2 stations. Up to 80 amp capable at 208-240-277 VAC, with programmable amperage limit using a rotary switch. Commonly referred to as HPWC, even though they are not. These use the Tesla S,3,X plug in North America and Japan, and Type 2 plug elsewhere.

Destination chargers - these are the public Tesla plug stations using Wall Connectors (original and GEN2) capable of up to 80 amps at 208-240-277 VAC (however, Tesla now discourages 277 volt operation). These are commonly referred to as HPWCs, even though they are not. These use the Tesla S,3,X plug in North America and Japan, and Type 2 plug elsewhere.

UMC - Universal Mobile Connector, sold with Tesla Roadster with a Roadster compatible plug, as a portable charge cable, 120-208-240 volt capable, at 40 amps. Came with a NEMA 14-50 plug. Uses J1772 signaling. Built in Mentor, Ohio, USA.

Mobile Connector - commonly referred to as a UMC, uses Tesla S,3,X plug in North America and Japan, and Type 2 plug elsewhere. Uses J1772 signaling. 120-208-240 volt capable, with automatic selection of 12, 16, 24, 32 or 40 amps with appropriate interchangeable plugs. These use Legacy J1772 signaling. Built in Chihuahua, Mexico by Jabil.

Mobile Connector (next gen? for Tesla Model 3) Likely uses J1772 signaling. commonly referred to as Model 3 charge cable or Model 3 UMC. Uses Tesla S,3,X plug in North America and Japan, and Type 2 plug elsewhere. Uses J1772 signaling. 120-208-240 volt capable, with automatic selection of 12, 16, 24, 32 amps with appropriate interchangeable plugs. Probably built in Chihuahua, Mexico by Jabil.

Supercharger - Tesla DC fast charge equipment, capable of charging vehicle at 120kW (max 365 amps at max 403 volts). These use the Tesla S,3,X plug in North America and Japan, and Type 2 plug elsewhere. Built by Tesla in USA.

Megacharger - Tesla truck “Semi” charge starions with unique plug, capable of up to about 1.5MW DC. Probably 1000 to 1500 volts at up to 1000 to 1500 amps.

 

[TonyWilliams]

I guess I should just put this debate over Tesla's intentions to rest by citing a portion of an internal Tesla document that I recently was given:

If the fact that the destination charger network was intended only for Tesla vehicles wasn't already obvious, it should be now and this debate is over.

I find in life that “the debate is over” nomenclature never ends the debate...