[EVDL] EVLN: Tesla-S' range hasn’t diminished after 28kmi/11mo (video)
http://insideevs.com/tesla-model-s-range-11-months-28000-miles/
Tesla Model S Range After 11 Months, 28,000 Miles
[Jun 2, 2014] by Eric Loveday
[video
http://www.youtube.com/watch?feature=player_embeddedv=rVEKTHwwnTs
Tesla Model S: Range after 28,000 Miles and 11 Months!
KmanAuto· May 9, 2014
Well, 28,000 miles, and 11 months. Thought I would have had more miles on by
now, but other things got in the way :( Anyways, Rated range is showing 206
miles on a full 100% charge on Firmware 5.9. Now, I've done range charges a
few times on 5.9, and Every time, the car has traveled 2-3 miles BORE I
loose a rated mile from my range. Showing that Even though 206 is displayed,
I am still getting approx 207-209 Rated Miles. My Delivery Day Range was 209
Miles.
images
http://insideevs.com/wp-content/uploads/2014/05/tesla-range-60-kwh.jpg
60 kWh Range
http://insideevs.com/wp-content/uploads/2014/05/60-kwh.jpg
60 kWh Tesla Model S Specs
]
Battery degradation impacts every electric vehicle out there, so how does
the Tesla Model S fare?
Well, 28,000 miles, and 11 months.
Rated range is showing 206 miles on a full 100% charge on Firmware 5.9.
Even though 206 is displayed, I am still getting approx 207-209 Rated
Miles.
My Delivery Day Range was 209 Miles.
Says Tesla Model S owner and YouTuber KmanAuto. Kman owns a 60 kWh Model S,
which is EPA rated at 208 miles of range.
It seems as though the range of this particular Model S hasn’t diminished as
of yet.
To the Model S owners out there, we ask: have you seen your rated
full-charge range drop over time? If so, by how much and what’s the age and
mileage of your Model S?
[© 2014 Inside EVs]
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http://barrie.ctvnews.ca/events-from-june-5-1.1361670
EV-drives @windfallcentre.ca Festival 6/7-8 Fairy Lake Park, Newmarket.ca
http://www.govtech.com/transportation/Meet-the-First-Public-Sector-Chief-Electric-Vehicle-Officer-in-the-Nation.html
She's the 1st Public-Sector Chief EV Officer in the Nation
http://www.complex.com/rides/2014/06/tesla-trying-to-pay-more-attention-to-women-with-model-x
Musk sez Tesla-X will cater more to females than the Model-S did
http://thenewswheel.com/uc-davis-study-women-evs/
Women May Be Overlooked in EV Adoption Process in UC Davis Study
...
http://ecomento.com/2014/05/28/study-men-and-women-have-different-plug-in-car-priorities/
Gender determines electric car driving habits, study says
http://www.scnow.com/news/article_e2e44676-e90c-11e3-8041-0017a43b2370.html
SAE concludes windows-down air-drag is less-lossy than using A/C
http://qz.com/214969/two-big-labs-most-promising-next-generation-battery-electric-car/
2 big labs step back from Li-air turn toward sodium
http://articles.chicagotribune.com/2014-05-26/news/ct-glasgow-arlington-heights-tl-nw-20140526_1_youth-commission-teen-son-arlington-heights-school-district
Trustee's teen son enviro-commissioner to install more public EVSE
+
EVLN: Tesla-S Aerodynamics Pretty Freakin’ Awesome
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Re: [EVDL] V2G at L1 is practical
Schneider Electric says some kinds of GFCI breakers are not backfeed friendly and can in fact damage them: http://static.schneider-electric.us/docs/Circuit%20Protection/0900DB1001.pdf ---start quote--- These circuit breakers are distinctive in that they have a white “pigtail” wire intended for connection to the neutral bar in the panelboard in which they are installed. This pigtail wire not only completes the branch circuit (the neutral wire must be connected to the circuit breaker rather than to the neutral bar), but also completes the power supply circuit for the electronic ground fault detection circuitry. Backfeeding (reverse connecting) these circuit breakers will result in damaging the trip solenoid, rendering the ground fault trip function inoperative. For this reason the terminals on these circuit breakers are marked “line” and “load”. ---end quote--- ---start quote--- In summary, circuit breakers with ground fault protection that is line powered, such as those with a pigtail connection, are not suitable for backfeeding. The terminals on these circuit breakers are clearly marked “line” and “load”. This includes Square D™ QO™ and Homeline™ circuit breakers with GFCI (5 mA) and QO and Homeline circuit breakers with low level GFPE (30 mA) protection. Circuit breakers with ground fault protection that is fault powered, such as larger molded case, insulated case and low voltage power circuit breakers, may be suitable for backfeeding. If they are, their terminals will not be marked “line” and “load”. All Square D PowerPact™ and Masterpact™ circuit breakers with Micrologic™ electronic trip units are suitable for backfeeding. Square D add-on ground-fault modules for PowerPact H- and J-frame molded case circuit breakers are also suitable for backfeeding. Square D add-on earth-leakage modules for PowerPact H- and J-frame molded case circuit breakers are not suitable for backfeeding as they are line-powered devices. The OFF end terminals on these modules are marked “load”. ---end quote--- On 06/06/2014 01:32 PM, Cor van de Water via EV wrote: GFCI has no influence on backfeeding, except when a ground fault triggers it and it disconnects. I agree that L1 power is sufficient for charging EVs most of the time (I am 99.9% L1 charge user) My only concern is if the grid support can be delivered through L1, in other words - can an EV give a meaningful support to the grid if it is limited to 1.5kW? The other concern is that most L1 outlets are shared (I mean: more outlets on the same circuit breaker) whereas a backfeeding generator preferably is on its own breaker to avoid that you can draw power power from the *other* outlets than that the breaker is protecting - there is a small risk of burning up the wires without the breaker triggering if the backfeeder if giving a steady stream of power (most notably this occurs with solar, that is why an inverter is typically always on a separate circuit with no other loads connected to the same circuit). Since I have no clue about the typical power levels involved with grid stabilization, I leave my first concern unanswered - hopefully someone else can contrtribute meaningfully to that one. Cor van de Water Chief Scientist Proxim Wireless Corporation http://www.proxim.com Email: cwa...@proxim.com Private: http://www.cvandewater.info Skype: cor_van_de_water Tel: +1 408 383 7626 -Original Message- From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of Haudy Kazemi via EV Sent: Friday, June 06, 2014 10:44 AM To: Robert E CIV USNA Annapolis Bruninga; Electric Vehicle Discussion List Subject: Re: [EVDL] V2G at L1 is practical On 06/06/2014 09:41 AM, Robert E CIV USNA Annapolis Bruninga via EV wrote: Subj was: RE: [EVDL] EVLN: E-school-buses$aveschooldistrictsmillions I just think the fluctuation in loads is substantially more predictable than the number of vehicles plugged in at any one time. Which trigger my 2 cents: V2G will never be practical unless vehicles are plugged in all day. And if they are pluggedin all day, then they only need 120v L1 15 amp service. Already, we know that 97% of charging-at-work is satisfied with L1 charging. So in order for V2G to be able to take advantage of all the demand-load of millions of EV's and/or to also take some charge, the focus has to be on low-cost L1 approach, not expecting EVERY EV (by the millions) to have a 50 amp L2 service and to sit there blocking it all day long. That is simply unsustainable at the quantities needed. Millions of L1 outlets is possible and practical. But providing at least demand-response at every L1 outlet in a parking lot is as easy as hooking up a water-heater or Airconditioner utility disconnect and giving the utility immediate control over that load during the day. This is not only dirt cheap, and practical, it eliminates the #1 issue with V2G (NFMB, Not From MY Battery!). Sure it gives up 50% of the promise of V2G (and all
Re: [EVDL] V2G at L1 is practical
If you are concerned about your EV somehow supplying unwanted current, burning up wires, juicing an electrician, etc. one could think of several ways to electronically sense if the grid had gone dark, or some circuit breaker in the chain had tripped. I agree that if the GFCI didn't trip when drawing current (like when normally charging,) then it certainly won't trip when supplying current. Not an issue. A lone 20 amp 120 volt circuit doesn't matter for frequency stabilization, but large numbers of 20 amp 120 volt circuits would. If V2G were a standard feature in EVs, and a large number of EVs were plugged in, then it would make a big difference. However, simply listening for a central instruction from the local utility to pause charging for a few minutes would be _much_ cheaper to implement and would be nearly as effective. The local utility issues such signals to saver switch type devices here in Colorado: http://www.xcelenergy.com/Save_Money__Energy/Rebates/Saver%27s_Switch_for_Residences_-_CO?stateSelected=true You can put your EV charger on a saver switch that is controlled by the utility. Simple. Bill Dube' At 12:32 PM 6/6/2014, you wrote: GFCI has no influence on backfeeding, except when a ground fault triggers it and it disconnects. I agree that L1 power is sufficient for charging EVs most of the time (I am 99.9% L1 charge user) My only concern is if the grid support can be delivered through L1, in other words - can an EV give a meaningful support to the grid if it is limited to 1.5kW? The other concern is that most L1 outlets are shared (I mean: more outlets on the same circuit breaker) whereas a backfeeding generator preferably is on its own breaker to avoid that you can draw power power from the *other* outlets than that the breaker is protecting - there is a small risk of burning up the wires without the breaker triggering if the backfeeder if giving a steady stream of power (most notably this occurs with solar, that is why an inverter is typically always on a separate circuit with no other loads connected to the same circuit). Since I have no clue about the typical power levels involved with grid stabilization, I leave my first concern unanswered - hopefully someone else can contrtribute meaningfully to that one. Cor van de Water Chief Scientist Proxim Wireless Corporation http://www.proxim.com Email: cwa...@proxim.com Private: http://www.cvandewater.info Skype: cor_van_de_water Tel: +1 408 383 7626 ___ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA)
Re: [EVDL] V2G at L1 is practical
You wouldn't even need a central instruction. It could be the same V2G electronics, but only one way. That is, when there's a dip in voltage charging decreases. The bigger the dip, the more the charge shuts down. I suppose it could also react to spikes and absorb extra current for a moment, too. But it wouldn't put anything back into the grid. Peri -Original Message- From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of Bill Dube via EV Sent: 06 June, 2014 12:27 PM To: Cor van de Water; Electric Vehicle Discussion List Subject: Re: [EVDL] V2G at L1 is practical If you are concerned about your EV somehow supplying unwanted current, burning up wires, juicing an electrician, etc. one could think of several ways to electronically sense if the grid had gone dark, or some circuit breaker in the chain had tripped. I agree that if the GFCI didn't trip when drawing current (like when normally charging,) then it certainly won't trip when supplying current. Not an issue. A lone 20 amp 120 volt circuit doesn't matter for frequency stabilization, but large numbers of 20 amp 120 volt circuits would. If V2G were a standard feature in EVs, and a large number of EVs were plugged in, then it would make a big difference. However, simply listening for a central instruction from the local utility to pause charging for a few minutes would be _much_ cheaper to implement and would be nearly as effective. The local utility issues such signals to saver switch type devices here in Colorado: http://www.xcelenergy.com/Save_Money__Energy/Rebates/Saver%27s_Switch_for_R esidences_-_CO?stateSelected=true You can put your EV charger on a saver switch that is controlled by the utility. Simple. Bill Dube' At 12:32 PM 6/6/2014, you wrote: GFCI has no influence on backfeeding, except when a ground fault triggers it and it disconnects. I agree that L1 power is sufficient for charging EVs most of the time (I am 99.9% L1 charge user) My only concern is if the grid support can be delivered through L1, in other words - can an EV give a meaningful support to the grid if it is limited to 1.5kW? The other concern is that most L1 outlets are shared (I mean: more outlets on the same circuit breaker) whereas a backfeeding generator preferably is on its own breaker to avoid that you can draw power power from the *other* outlets than that the breaker is protecting - there is a small risk of burning up the wires without the breaker triggering if the backfeeder if giving a steady stream of power (most notably this occurs with solar, that is why an inverter is typically always on a separate circuit with no other loads connected to the same circuit). Since I have no clue about the typical power levels involved with grid stabilization, I leave my first concern unanswered - hopefully someone else can contrtribute meaningfully to that one. Cor van de Water Chief Scientist Proxim Wireless Corporation http://www.proxim.com Email: cwa...@proxim.com Private: http://www.cvandewater.info Skype: cor_van_de_water Tel: +1 408 383 7626 ___ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA) ___ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA)
[EVDL] EVent: Humboldt EVs @Sustainable Living Expo Sat 6/7 10a-5p Arcata, CA
EV RideDrive Event @Redwood Acres Racetrack Mon 6/9 1-5p Eureka, CA
http://www.northcoastjournal.com/AEBlog/archives/2014/06/06/easy-being-green
Easy Being Green
By Dev Richards Jun 6, 2014
There's no shortage of green metaphors in Humboldt County. There's the easy
go-to of our green economy, our pride in the greenery of our gigantic
redwoods forests and then there's our commitment to promoting an
eco-friendly, green lifestyle. Get started on that last one this weekend.
The Sustainable Living Expo (free) is Plan it Green's contribution to
boosting Humboldt's eco-friendly reputation. From 10 a.m. until 5 p.m. on
Saturday, June 7, the Arcata Community Center will be bursting with all
things sustainable. This year's theme is Building Green Communities and
Wheels of Change, so many of the demonstrations and workshops will be
geared toward environmentally friendly construction and vehicles.
The expo highlights local, green businesses, showcases the newest in
electric vehicle technology, and shows you how to reduce your personal
environmental impact.
Don't miss the special reception with Humboldt Made at 4 p.m. (snacks,
people).
Whether you love the planet or you just love expos, it's not a bad way to
spend a Saturday. We live in a beautiful place, folks; let's learn how to
keep it that way.
[© 2014 The North Coast Journal Weekly]
...
https://www.facebook.com/events/1443710879205583/
8th Annual Sustainable Living Expo
...
http://yournec.org/content/sustainable-living-skills-fair-and-sustainable-living-expo
... included will be the Wheels of Change Autorama , showing off electric
and alternate fuel vehicles, hybrids and energy efficient vehicles. The
Humboldt Electric Vehicle Association will display their electric vehicles
and other “vehicles of the future” for event participants to check out.
...
http://www.heva.org
Humboldt Electric Vehicle Association
...
http://www.afdc.energy.gov/locator/stations/results?utf8=%E2%9C%93location=Arcata+%2C+CAfiltered=truefuel=ELECowner=allpayment=allev_level2=trueev_dc_fast=trueradius=trueradius_miles=50
Nearby public EVSE
http://www.redwoodenergy.org/events
Electric Vehicle Ride and Drive Event
Made in Humboldt Fair
Redwood Acres Racetrack
June 19th 1pm to 5pm
The Redwood Coast Energy Authority will be out on the race track during The
Best of Humboldt Fair at Redwood Acres with Electric Vehicles for you to
Ride and Drive. RCEA staff and Electric Vehicle dealers will be on hand to
answer all of your EV questions.
[© redwoodenergy.org]
...
https://www.facebook.com/pages/Redwood-Acres-Fairgrounds/214498858661303
Redwood Acres Fairgrounds
http://www.redwoodacres.com/content/best-humboldt-fair
...
http://www.plugshare.com/?location=16719
EVSE @Humboldt Fair Grounds
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Re: [EVDL] V2G at L1 is practical
Peri Hartman via EV wrote: You wouldn't even need a central instruction. It could be the same V2G electronics, but only one way. That is, when there's a dip in voltage charging decreases. The bigger the dip, the more the charge shuts down. I suppose it could also react to spikes and absorb extra current for a moment, too. But it wouldn't put anything back into the grid. Frankly, I think the quest for perfect power factor 1.0 chargers is a waste of time and money (in America, at least). *Nothing else* in our homes is power factor corrected. No one is trying to impose extra cost and mandate 1.0 PF for anything else. Everyone would holler! I think a better solution would be to make a charger that *compensates* for the power factor of the home as a whole. That is, since most home devices have a lagging power factor (motors, light dimmers), and draw excessive current at the peak (anything with a switchmode power supply), then make the charger has a leading power factor and draw its peak current *away* from the peak. This can be as simple as a bad boy charger with series capacitors instead of the usual resistive or inductive current limiter. Such a charger won't just have a do no harm effect; it will *improve* the power factor of the house! -- All children are born as engineers. Watch them at play. They're not just playing; they're building and learning. They are engineering. Then we get them in school and spend years squashing it out of them. -- Geoffrey Orsak, Southern Methodist University dean of engineering -- Lee Hart's EV projects are at http://www.sunrise-ev.com/LeesEVs.htm ___ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA)
Re: [EVDL] V2G at L1 is practical
I think a better solution would be to make a charger that *compensates* for the power factor of the home ...Such a charger won't just have a do no harm effect; it will *improve* the power factor of the house!-- Remind me We dont pay for bad power factor do we? Do our electric meters read Real Watts or Volt-Amps? I think bad power factor only impacts the utility (and of course all of us) by wasting energy in distribution, but not on our side of the meter? Bob -- next part -- An HTML attachment was scrubbed... URL: http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20140606/0786fe9e/attachment.htm ___ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA)
Re: [EVDL] V2G at L1 is practical
All metering by your utility is Watt Hours, Not Volt-Amperes. However, that is true only for residential service, and commercial metering measures and triggers a premium rate in the event of exceeding a certain Power Factor, and or Peak Demand consumption rate during the billing interval (the rate charged is billed at the premium rate for all the power consumed for the month. Even though the peak demand was only for a few minutes during the entire month.) *Dennis Lee Miles * *Director **E.V.T.I. Inc.* *E-Mail:* *evprofes...@evprofessor.com* evprofes...@evprofessor.com *Phone #* *(863) 944-9913* Dade City, Florida 33523 USA On Fri, Jun 6, 2014 at 10:46 PM, Robert Bruninga via EV ev@lists.evdl.org wrote: I think a better solution would be to make a charger that *compensates* for the power factor of the home ...Such a charger won't just have a do no harm effect; it will *improve* the power factor of the house!-- Remind me We dont pay for bad power factor do we? Do our electric meters read Real Watts or Volt-Amps? I think bad power factor only impacts the utility (and of course all of us) by wasting energy in distribution, but not on our side of the meter? Bob -- next part -- An HTML attachment was scrubbed... URL: http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20140606/0786fe9e/attachment.htm ___ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA ( http://groups.yahoo.com/group/NEDRA) -- next part -- An HTML attachment was scrubbed... URL: http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20140606/0b58ecef/attachment.htm ___ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org For EV drag racing discussion, please use NEDRA (http://groups.yahoo.com/group/NEDRA)
