The key elements include six high speed charging hubs on motorways capable of charging eight vehicles simultaneously; 16 high speed charging hubs capable of charging four vehicles simultaneously; additional high power chargers at 34 current 50 kW locations; upgrading over 50 22 kW chargers to 50 kW, and replacing up to 264 locations with 528 charge points at the pre-existing pilot grade of 22 kW to next generation high reliability models.
unkel wrote: » Exactly. What do they mean there are supply limitations? They're the bloody ESB / Eirgrid, get more power in! They have no problem providing like 1MW of power on site to other - paying - charge point providers like Ionity and Tesla.
liamog wrote: » We saw how long it took for Ionity to get turned on in Kill, and their were reported complaints from CircleK and Applegreen that ESB Networks were slowing down any planned connections. I wouldn't be surprised if it's the ESB Networks division that's encouraging so many dual AC installs. At least they seem to treat eCars just as badly.
unkel wrote: » Exactly. What do they mean there are supply limitations? They're the bloody ESB / Eirgrid, get more power in!
MJohnston wrote: » Surely there are physical distribution requirements that couldn't be just changed overnight?
cruisey1987 wrote: » Yes and no, it's basically creating additional connections to the medium or high voltage grids. The customer bears the cost of these changes which could involve laying extra cable or more overhead wires, along with more transformers and other equipment. So it can get pretty expensive So yes, it's not exactly easy, but they're not exactly proceeding with breakneck speed. It's been several year and there's no sign of additional infrastructure going in for more chargers. And remember, this is the same ESB that said the grid can easily handle 1 million EVs
ELM327 wrote: » Especially in Norway where it's not uncommon to see some 50kW-150kW from Fortum/gronn kontakt, colocated with 4-6 Ionity HPCs and a supercharger site to boot.
ELM327 wrote: » They are the same units as ecars have for HPC and can be configured with 4 plugs to be used simultaneously. Audi have them at their dealerships with 2 or 3 CCS plugs
graememk wrote: » so 4 plugs, How many can charge at once? All 4? Do you know if they are something like 2 ccs 2 chademo? Thats how you build chargers, access from all sides, then it doesnt matter if your car has a front, RH side, LH side, you can park to suit.
Automatic dynamic charging. The dynamic power-split function of the Ultra Fast Charger will provide all available power (up to 150 kW) to the first car that charges. As soon as additional electric vehicles are plugged in, the power of the charger is automatically and dynamically split among all the charging vehicles. Some versions of the Ultra Fast Charger can even serve up to six electric cars, while charging up to four in parallel.
ELM327 wrote: » This is why suppliers generally band together in other countries to save on initial power costs. You'll often see co-located chargers. Especially in Norway where it's not uncommon to see some 50kW-150kW from Fortum/gronn kontakt, colocated with 4-6 Ionity HPCs and a supercharger site to boot.
unkel wrote: » And probably heavily subsidised by the owners of the restaurants / shops on the charging plazas. Very high margin on all that stuff people buy when they are waiting for a charge!
ELM327 wrote: I'd prefer a rake of 3 & 7kW chargers and a couple of DC
zg3409 wrote: Its capitalism vs communism. I expect the tesco rollout is tesco green washing and ESB getting their foot in the door with an exclusive contract for later sale or conversion to 50kW DC units when the financial numbers make sense. If the future of local charging is 50kW DC at supermarkets, they are well placed to own a significant portion of sites.
ELM327 wrote: They are the same units as ecars have for HPC and can be configured with 4 plugs to be used simultaneously. Audi have them at their dealerships with 2 or 3 CCS plugs
graememk wrote: » so 4 plugs, How many can charge at once? All 4?Do you know if they are something like 2 ccs 2 chademo? Thats how you build chargers, access from all sides, then it doesnt matter if your car has a front, RH side, LH side, you can park to suit.
Busman Paddy Lasty wrote: » Parnell Square West was hogged a few days last week. Does being connected but not charging show up in the data?
Black_Knight wrote: » Yes.
Busman Paddy Lasty wrote: » Great. A hogging penalty could come in if people keep doing that for whatever reason.
Black_Knight wrote: » Ideally. Ecars should have data to say port X is occupied, though perhaps not data out of the box to say it's been occupied since a certain time. It's not hard though, I pull that data with rough accuracy (at a site level rather than port level). The 45 minute overstay fee is easy, since the initiation time is what they record, then 45 minutes later they charge the overstay. With AC it's more difficult unless you put in some massive overstay period like 12 hours
Busman Paddy Lasty wrote: » They can bill for it (port level) so they have data at that accuracy somewhere This was serious hogging though. All day Monday 4th then again Thursday to Sunday! Maybe be even longer. I wouldn't mind long use while charging. Maybe a grace period of 30 minutes without charging could have an impact.
Black_Knight wrote: » I'm sure they have the means to do it, but it's a difficult one. What about train stations? Overstay fees there would likely either make no difference, or bully people into not using them for their purpose. What about those without home charging? Overnight charging could be their best option, but an overstay fee after charging stops would be unfair. Solution? More units. It's still early days, but where units are always in use ecars need to be adding units. The longer they don't, the more the message of "there's not enough charging infrastructure" gets out there.
