TimLee said:
TonyWilliams said:
The next generation LEAF will be 150-200 miles and use 200 amp / "100kW" CHAdeMO chargers...
The actual maximum charge rate will be 400 volts * 200 amps = 80kW.
Is your source for that information inside Nissan and credible :?:
Confirmed from two sources :?:
Both pieces of information are easy to find... Nissan, at the highest levels, has been bragging about their longer range LEAF, now apparently with LG cells.
The CHAdeMO spec has been 200 amps from its inception. You do the math.
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Is starting with one CHAdeMO / SAE unit with conduit for additional chargers acceptable at each location?
Yes, a single station with both CHAdeMO and SAE charging standards should be the minimum. We recommend alternating 50 kW and 100 kW units to provide a network that is adequate for both the current short-range EVs (charge at 50 kW every 40 miles) and
support the longer range EVs to be introduced in 2017 and later (charge at 100 kW every 80 miles).
As stated above, there needs to be at least two L2 charging stations at each location (with infrastructure to add more if needed) to serve as backup for failure as well as overflow capacity. More than two may be required for higher traffic areas and local needs.
Since no current 100 kW DCFC units are currently available, we recommend that these alternating sites have transformers and other infrastructure capable of 100 kW operation. All sites should have conduit installed to meet this future eventuality.
What are the minimum requirements for a site?
Sites should provide (in descending order):
1) 24 hour / 7 day availability (not locked in a parking garage or limited access private area)
2) Safety / security & comfort (lighting, adjacent to some services, etc)
3) Highway exit signage that conforms to existing WCEH standards set by Oregon, Washington and British Columbia
4) Parking lot signage with logical and easy to follow directions
5) Parking stalls marked with California Vehicle Code (CVC) 22511 language
Highly valued criteria (in descending order):
6) Restrooms
7) Food service
8) Shading from sun, possibly with solar PV panels
Additional Remarks
The DCFCs will have to be easy to use and be well maintained for long distance corridor charging networks to be successful. It would be ideal if all corridor DCFCs could accept at least one common form of payment, e.g., a credit card and optionally the addition of a common network card. Second, locating them close to the corridor highways (within 5 minute drive time). The stations need to be publically available at all times (24 x 7 x 365) to all compatible vehicles.
Reliability / Uptime
The CEC provided significant leadership in prior years to support the rollout of charging stations with significant value enabling EV sales growth. Unfortunately, we are seeing that several brands of DCFCs have shown high mortality rates and are undergoing expensive repairs and / or have long lead times to repair. Certainly, a downed charger increases costs, but beyond that, a downed station may create a break in the chain that prevents many EVs from transiting the corridor. Just as important, it takes away confidence in the use of public charging stations.
We recommend three actions:
1- With respect to failure rates, require 10 year warranties on all equipment. The warranty might have two components, a 5 year base warranty by the DCFC manufacturer and / or distributor of that equipment, and an extended warranty which might be funded by the station owner. The warranty should cover parts and labor.
2- A target of 99% uptime should be required. Each proposal for a station should have a manufacturer’s preventive maintenance plan supported and implemented. The uptime requirement would be exclusive of rare preventive maintenance with published down times at late night. Lack of preventive maintenance is a high source of failures, particularly with high amperage equipment in hot locations, as is with much of WCEH.
3- Reliability issues often arise from the payment and networking components. The individual DCFCs must be capable of operating when the network, card reader or fob reader doesn’t work. In other words, the default setting is that it ALWAYS works, and that the networking and payment methods are additions. This is a significant change from the status quo. Care should be given to avoid solutions that increase station failure rate. It’s not uncommon for us to see failures with credit card readers at gas stations. In that case, a gas car driver can switch to another reader or go inside a station to pay, ensuring they won’t be stranded. We need a level of dependability and driver confidence on the same level as gas stations.
Maintaining the DCFCs in operational status with infrequent faults is essential for providing a reliable network. Status information (vacant / non-operational / in-use) must also be available via the internet (for instance, on the CalTrans site) or a mobile app (ideally in real time).
%207-3-12.pdf), 20 kW DC FCs from ABB and 24 kW Combo1 DC FCs (e.g. http://bmwi3.blogspot.com/2014/07/bmw-i-announces-new-dc-quick-charger.html" onclick="window.open(this.href);return false
