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.
I know there's two each way in Lusk, quite likely that Castlebellingham is setup the same way but the other units might not be working
Thats what shows up in the app ( 1 unit per side), but didn't someone mention that there's actually 2 AG units per side?
Northbound has 1 unit with a CCS and CHAdeMO plug. Southbound has 1 unit with 2 CCS plugs. I'd still class the Applegreen chargers as single points of failure, the situation is marginally better now the risk is spread between 1 AG and 1 eCar unit.
There's also the Maxol hub in Kinnegar near Belfast airport. Could be handy to top up enough to get home, that's what I did last December
Yes, I believe so despite reports of some sites delivering low power. PlugShare reports are positive though…
so if the esb working use them? are the applegreen ones faster?
it’s still there it’s still there, but there are new AppleGreen units beside them, which are about €0.10/kWh more expensive, but should be more reliable, and not a single point of failure
Check on PlugShare
hi folks, heading to belfast tomorrow- is the esb ecars gone from castlebellingham? whats there in its place? might pop in for a coffee and top up on the way from north dublin
cheers,
mick
SuC does it and rumor has it it also has battery buffer.
Tritum PK350 claims dynamic load but I think from memory it is in steps of 25kW but I might be confusing models.
Alpitronics 105/300 models
EV box say they have it.
Delta claims dynamic load balancing on their more modern chargers
Pretty much everybody it seems.
It's a bit bad that the plan called for 6 of these style hubs to be installed by the end of it, this will be install 2 of 6, certainly somewhat disappointing.
Not too bad so
The article is based on an interview with John Byrne who is the head of eCars. He wouldn't be the one to talk about other charging operators networks.
The real question is, will it be ecars or will it be one of their "competitors"
Am delighted to see that development for Obama plaza. If "the sod has been turned" hopefully it's actually on the way. I wonder how long to get that up and running. A big plus for anyone heading south west anyway.
Other than kempower is there other chargers offering dynamic balancing?
500A is the CCS v2 limit.
What limits the Tesla on a normal non Tesla CCS is the amps the charger can put out
A V3 supercharger at full belt can do over 600 amps - hence 250 kW at 400 volts.
When the original Model 3 long range and performance went on Ionity chargers they were doing 190 kW back in the day.
Bjorn found in his Model S testing recently that at Swedish Ionity the new Model S can pull 205 kW peak or thereabouts.
The best CCS chargers seem to max out at 500 amps when the likes of Bjorn go testing.
Bjorn showed this exact idea in a rural spot in Norway. 300kWh battery with a 43kW grid connection and a 2*150kW charger. So you can charge at 150kW for 2 hours before the battery is empty and you're running on the 43kW connection.
The big challenge is the following.....
Maximising the potential of EVs in terms of en route charging.
We don't want a 250 kW Tesla having to wait an hour at a 50 kW charger....
We also want to maximise throughput to minimise queues and delays....
Battery storage seems vital in the Irish setting in my opinion.
Whether it's buffer storage to allow faster charging at busy periods.
Or a freewire boost type charger in a rural area where traffic is low but still need a rapid charger speed
Dynamic balancing doesn't hamper managing grid limitations.
Especially if you also put battery storage on site to be a buffer.....
An illustration of how dynamic balancing should work vs the conventional way.....
Site has 400 kW of power available.
In the conventional way we can have 4 x 100 kW site.
Taycan arrives and charges at 100 kW max......
Leaf charges at 50 kW.....
Dynamic balancing......
4 chargers - all individually capable of pulling max site power if only one car there.....
However the power is split between chargers as required.
2 examples.....
Example 1
Taycan and Leaf on site
Taycan pulls 270 kW and the Leaf - 50 kW - a power demand of 320 kW out of 400 kW available.
Example 2
Taycan and 2 x e208s (100 kW capable) are on site.
If the 208s are pulling 100 kW simultaneously then the Taycan can be allocated 200 kW.
The beauty of Dynamic management however is that we know the charging tapers off on both e208s and Taycan.
So we can reallocate power as more power frees up.
For example when the e208s drop to 50 or when Taycan tapers back to 120....
We split a 150 kW charger to 2 x 75 kW for 2 cars not because of tech or grid limitations.
But because of the limitations of ESB eCars and their vision.
Tesla are getting 190kW on Ionity. The new S/X will be above 200kW on Ionity , at 400V, as the voltage is higher, 450V vs 400V nominal.
Even my puny 3 RWD is charging at 170kW on Ionity. The limit is 500A, so 500A*Vcar is the max available. Even at 90% SOC I'm still at 40kW in my LFP 3.
Or you know, have a piddly leaf charging at a peak of 44kW. I've been there. It's not fun!
Agree. Load balancing is needed. The V3 tesla superchargers and Kempower both do this very well.
Yeah but that still doesn't mean a 100kW charger is going to be adequate for the job
Load balancing couid largely be attributable to supply limitations from the grid
This is an argument for dynamic balancing but not for low power overall. My car still chargers with 100kW @ 50% SoC. I had one occasion when I stoped charging @150kW. I don't remember now the SoC but the charging session was few minutes and it was sufficient for me. New cars coming are charging faster and faster.
They’re peak charge rates. Look at the charge curve. And see how much they really charge above 150
I'd say that's quite likely the case, I'm just quoting the SEAI on this one 😉
The stats still lean very heavily in favour of cars with over 100kW of charging power
There are no 77k BEVs . Probably they count PHEVs in . Our past tracking puts BEVs at less than 45k
Just read there's around 77,000 EVs on the road according to the SEAI
So Leafs would be around 10% of that number and probably another 10% are CCS cars limited to around 50kW
I guess there'd be a good number around the 70-100kW region but considering the top selling EVs are all well over 100kW then there's a definite requirement for 150kW chargers
The thing is the cars that charge at speeds over 50kW are the majority and not the minority. Overall there are around 7.5k leafs and it is safe to assume that only from the ~15k EVs registered last year a good chunk have 100kW+ charging capability. The 1250 Ioniq5/EV6 registered this year definitely do.
Ioniq5 starts at 41k and Leaf62 at 38.5k so not a huge difference in price.
I absolutely agree, we're starting to see more and more cars going well over the 150kW mark
VW are going to 175kW which is the max they can get at 400V
Kia/Hyundai are well over 200kW with an 800V charger
Tesla are up at 250kW, although I assume they're limited to 175kW on a regular CCS charger
So showing off a 150kW charger which loads splits for two cars as top of the line is just not good enough anymore
Honestly a couple of years ago I thought 150kW was as good as it was going to get but it seems we've still got some mileage to go on charging speeds. Seems 350kW is the new top end of the spectrum
