I want to know why Vancouver Island, Newfoundland and the Great Lakes haven't decided on a standard yet!They really shouldn't lump the two incompatible CCS standards together, it really misrepresents things.
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I want to know why Vancouver Island, Newfoundland and the Great Lakes haven't decided on a standard yet!They really shouldn't lump the two incompatible CCS standards together, it really misrepresents things.
This map is very misleading. CCS-1 and CCS-2 should be shown in two different colors.
It was created by the industry body promoting CCS. What did you expect? It also doesn't show the areas in Europe and North America that have widespread CHAdeMO deployments.This map is very misleading. CCS-1 and CCS-2 should be shown in two different colors.
All of the boxes show the required inlets for AC and DC. That is the least of the problems with that infographic.And showing the North American AC charging J1772 plug inside the CHAdeMO box is just wrong.
You're right, and yet wrong, mainly because you're missing a major use case that Tesla has not been able to address, and a use case that has the potential to result in a lot of sales, both of CHAdeMO adapters and cars: workplace level 3 charging.
At work, we've been discussing the problem of having way too many EVs for the number of charging spots. One big problem is that some percentage of users need to charge for a large portion of the day, and if you end up with somebody charging for six hours, another vehicle can't charge all day in the two or three hours that remain. An L3 charging setup can get much closer to full utilization all day because the charge cycle is so much shorter that charging for an hour is actually useful.
The only problem with that idea is that the majority of our EVs are Teslas, and a large percentage of those are Model 3s. So the only way level 3 workplace charging will ever be practical for us is if Tesla enables CHAdeMO support on the Model 3. Until Tesla rolls out that firmware update, it won't be possible to convince the powers that be to build the charging infrastructure, and we'll remain stuck at level 2 charging.
(Ostensibly, CCS would be a possibility, but not if the adapters are paired to the cars, because asking thousands of Tesla owners to spend hundreds of dollars for an adapter just so they can charge at work isn't likely to fly.)
And showing the North American AC charging J1772 plug inside the CHAdeMO box is just wrong.
It visually looks that way, but it's not.China has Type 2 and GB/T.
It will be interesting to see the results of the survey. It seems to me the charging capacity is limited by the kW made available to the chargers. If there is 66kW spread across 12 L2, or 2 L3, that is the same daily charging capacity. My guess is installing and maintaining 12 L2 is less expensive than 2 L3, but that is just a guess.
So I don't think L2 or L3 allows more cars to be charged - it is all about the kW made available. 8 hours should be plenty of time to charge on L2.
You should have stuck with not using the analogy, since multi-core is almost always more efficient and faster than single core processing. But you were right about the car chargers.Obviously an L3 charger takes the place of O(6) stalls, rather than just two, so I won't even try to shoehorn the example above into that arrangement, but mathematically speaking, L3 charging is superior to L2 charging for all the same reasons that having a fast single-core CPU is superior to having a two-core CPU where each core is half as fast.
If you switch to an L3 charger, the relative speed makes scheduling much easier. The shorter the charging period, the easier it is to schedule fairly, because a user is much more likely to be able to stay for an extra few minutes than an extra few hours, which means the latter part of the day becomes much more fully schedulable.
Obviously an L3 charger takes the place of O(6) stalls, rather than just two, so I won't even try to shoehorn the example above into that arrangement, but mathematically speaking, L3 charging is superior to L2 charging for all the same reasons that having a fast single-core CPU is superior to having a two-core CPU where each core is half as fast.
Only L3 requires scheduling and moving cars. For L2, there are enough connectors for all cars to park and plug in.It isn't that you can't do it with L2. The problem is that it requires a complex scheduling algorithm to achieve a comparable level of efficiency. Let's say you have two spaces and four cars that need to charge.
I hate to be a party pooper but if you can’t charge at home, not even at 110v and EV is not for you.Unless you don't have the ability to charge at home.
I hate to be a party pooper but if you can’t charge at home, not even at 110v and EV is not for you.
I had a Leaf for 4 yrs the best part of an EV is a full charge every morning. Running around supercharging all the time makes no sense for the car , the cost or the waste of time.
Yet there are people that buy Teslas without home or work charging. The people that I really don't understand are people who COULD install home charging but don't.Without a charging solution at home or at work, an EV just does not make sense.
Absolutely true, but my point was equally applicable to people who could install a 14-50 and actively choose not to. There are also people who could get by charging on the 120V outlet that's already right next to their car if they would just leave it plugged in all the time the car was home, yet they don't and they would rather waste their time at a Supercharger. Because Free. SMH...You don't need a home charger really. Just a nema 14-50 and use the charger that charger that comes with the car.
Only L3 requires scheduling and moving cars. For L2, there are enough connectors for all cars to park and plug in.
You are missing the whole point. If you have the funds to install a single L3 charger you could use those funds to instead install 25-50 L2 EVSEs.