[EVDL] EVLN: L3 DC charging leaves L2 AC face-down in the dust

[brucedp5 via EV]

(-Tritium pr-)

https://www.elp.com/articles/2018/12/3-reasons-why-dc-charging-will-leave-ac-in-the-dust.html
3 reasons why DC charging will leave AC in the dust
12/20/2018  David Finn, CEO, co-founder, Tritium

[image  / Tritium
https://aemstatic-ww1.azureedge.net/content/elp/en/articles/2018/12/3-reasons-why-dc-charging-will-leave-ac-in-the-dust/_jcr_content/leftcolumn/article/headerimage.transform/width750/image.jpg
Tritium EVSE
]

AC chargers were crucial to jumpstarting the electric vehicle (EV) market,
but their days are numbered: electric cars that can take high-power charges
are hitting the market within the next two years. Major changes to the EV
landscape will occur when these models reach critical mass, and that’s a
signal that utilities should stop investing in AC charging infrastructure
now.

Abundant DC fast chargers in public spaces—including new high-power models
that can charge a car in close to the time it takes to fill a gas tank—are
necessary to accelerate the transition to low-emission transportation.
Public agencies and utilities should prioritize investments in DC
infrastructure that serves current and future EV models, so they don’t get
stuck with unusable AC assets.

Now that policy makers across the country are moving to drive EV uptake by
deploying public funds for chargers, they and the utilities should consider
the following three technology and market factors when planning for EV
needs.

1. Rapid energy transfer

The majority of utility investments in the US are for Level 2 public
chargers, which provide about 12 to 25 miles of range per hour (RPH) and
take from three to 12 hours to fully charge a vehicle. That’s fine for
overnight or all-day workplace charging, but it limits vehicles’ usability.
DC fast chargers transfer energy rapidly and thus allow wide flexibility in
using EVs.

As EV owners drive longer distances and need to recharge quickly on the
road, they’ll require faster charging. The electrical and cooling equipment
needed to move energy from the grid to the battery at these levels is
available only in off-board DC fast chargers, which can add between 100 and
200 miles of RPH.

Norway, the most advanced EV market in the world, provides a glimpse of the
future: as of October 2018, nearly 45 percent of vehicles on Norwegian roads
were all-electric, and they’re powered by more than 1,000 DC fast-charging
locations.

Elsewhere in Europe, IONITY, a joint venture by four major automakers, is
building a network of 400 high-power (175kW to 350kW) DC chargers that can
power up an EV battery in about 10 minutes—comparable to filling a car at a
gas station. Plans call for IONITY stations to operate in 24 European
countries by 2020. In October, Gilbarco Veeder-Root, the world’s leading
fueling retailer, announced that it will sell Tritium’s DC fast and
high-power chargers to gas stations around the world, which will further
open the door for the uptake and development of fast-charging vehicles.  

2. Future-proofing

Until now, there haven’t been enough EVs on the road to justify an
investment in widespread public DC charging. By 2025, though, EVs are
expected to account for nearly 22 percent of new cars sold in the US, and
they will need fast-charging infrastructure.

EV uptake is increasing exponentially. The US recently surpassed 1 million
EVs sold, as did Europe, and the US had its best month for EV sales in
November. Global EV sales have already passed 4 million vehicles.  

As EVs become more popular and powerful, their batteries will need the
faster charging provided by DC products. Investments in AC infrastructure
will become stranded assets once we see large shifts to cars capable of
faster charging—automakers have announced that higher-power EVs across the
cost spectrum will hit the market in the next two years. 

The next generation of high-power chargers, like those in use in the IONITY
network, are “future-proofed”: they can handle current vehicles as well as
those to come.

3. New revenue and practicality

One DC fast charger can charge multiple electric vehicles daily, making it
perfect for corridor charging parks, fleet depots, public parking lots, and
shopping areas where people spend a moderate amount of time. While
lower-level AC charging is cheaper now, the price of DC technology is
dropping, and its benefits will quickly outweigh those of AC technology.
High-power chargers will be able to service multiple vehicles at the same
time. That means far fewer units will be needed, so DC chargers will be a
more cost-effective choice even at a higher per-unit price.

Price advantages are shifting at the vehicle level as well. All battery
electric vehicles sold now have DC fast-charging capabilities and most have
more than a 150-mile range. Retaining AC charging adds cost to the car;
removing it will generate savings that can be passed down to EV buyers or
added to the automaker’s profit margin. This gives automakers a strong
motivation to give up on AC charging, 

Re: [EVDL] EVLN: L3 DC charging leaves L2 AC face-down in the dust

[David Nelson via EV]

> Meanwhile, home DC charging is on the way. Utilities that incentivize AC
> home charging may soon find that customers are already moving on to more
> efficient DC home charging that can connect to the grid, store energy, and
> send and receive utility pricing signals.

How is off board home DC charging more efficient than what already
happens now with home charging? There is still an AC-DC conversion
happening so why complicate home charging installation, especially if
I would then have to carry around an AC-DC charger rather than a less
bulky EVSE to charge most anywhere?

-- 
David D. Nelson
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Re: [EVDL] EVLN: L3 DC charging leaves L2 AC face-down in the dust

[Cor van de Water via EV]

David,
I expect that vehicles will allow both AC and DC charging. So, L2 public 
charging will still work, as does your convenience charger that you already 
carry.
So this allows charging from the existing L2 network and built-in 6kW charger 
in the vehicle.
But owners (and industry) want faster charging.
In Europe it is possible to charge at 11, 22 and even 43kW using 3-phase 400VAC 
(230V per phase) at up to 63 Amps.
But almost no vehicle implements this high power AC charging, because it means 
that the EV needs to lug that big charger around in the car.
DC charging only consists of an inlet, a pair of contactors plus a small 
computer board in the car. All the conversion is in the charger itself.
When already having Solar, it is possible to stay DC all the way from the 
panel, to the solar storage battery (when present) and to the DC EV charger.

The DC chargers, because they connect directly to the vehicle battery, have the 
ability to draw current *from* the battery to send power to the home or grid, 
to help with stabilizing the utility grid. It does not take much energy from 
the battery, so there is little degradation of the vehicle battery, but you can 
get paid good money to help stabilize the grid and increase the amount of 
Renewable Energy that can be placed on the grid, by helping to shape the load 
to the availability of RE.

Last but not least, DC charging is faster. Suitcase size DC chargers of 25kW 
(half power) are becoming more common, 50kW is the standard but often a bulky 
charger while even higher power is being rolled out.

Regards,
Cor.

Sent from Mail for Windows 10

From: David Nelson via EV
Sent: Monday, December 24, 2018 6:25 PM
To: Electric Vehicle Discussion List
Cc: David Nelson
Subject: Re: [EVDL] EVLN: L3 DC charging leaves L2 AC face-down in the dust

> Meanwhile, home DC charging is on the way. Utilities that incentivize AC
> home charging may soon find that customers are already moving on to more
> efficient DC home charging that can connect to the grid, store energy, and
> send and receive utility pricing signals.

How is off board home DC charging more efficient than what already
happens now with home charging? There is still an AC-DC conversion
happening so why complicate home charging installation, especially if
I would then have to carry around an AC-DC charger rather than a less
bulky EVSE to charge most anywhere?

-- 
David D. Nelson
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Re: [EVDL] EVLN: L3 DC charging leaves L2 AC face-down in the dust

[Jan Steinman via EV]

> On Dec 25, 2018, at 13:08, Cor van de Water  > wrote:
> 
> DC charging only consists of an inlet, a pair of contactors plus a small 
> computer board

Does this mean standardized traction pack voltage and chemistry, or does it 
imply some sort of protocol so the car can inform the outboard charger of its 
needs? Is there a standard for that protocol?

Jan

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Re: [EVDL] EVLN: L3 DC charging leaves L2 AC face-down in the dust

[Bill Dube via EV]

DC chargers are essentially a current source. That is, they are set up 
to regulate and deliver a specified current, and they let the voltage be 
whatever it happens to be.


The max voltage is 700 volts or more, sometimes as high a 1000 volts.

Bill D.

On 12/26/2018 11:39 AM, Jan Steinman via EV wrote:



On Dec 25, 2018, at 13:08, Cor van de Water mailto:cor.vandewa...@gmail.com>> wrote:

DC charging only consists of an inlet, a pair of contactors plus a small 
computer board

Does this mean standardized traction pack voltage and chemistry, or does it 
imply some sort of protocol so the car can inform the outboard charger of its 
needs? Is there a standard for that protocol?

Jan

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Re: [EVDL] EVLN: L3 DC charging leaves L2 AC face-down in the dust

[paul dove via EV]

https://en.m.wikipedia.org/wiki/Combined_Charging_System
Sent from my iPhone

> On Dec 25, 2018, at 4:39 PM, Jan Steinman via EV  wrote:
> 
> 
> 
>> On Dec 25, 2018, at 13:08, Cor van de Water > > wrote:
>> 
>> DC charging only consists of an inlet, a pair of contactors plus a small 
>> computer board
> 
> Does this mean standardized traction pack voltage and chemistry, or does it 
> imply some sort of protocol so the car can inform the outboard charger of its 
> needs? Is there a standard for that protocol?
> 
> Jan
> 
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