Ryan, I saw these videos were released this week and was so busy I didn't have time to pay attention to them until today. I have done more 200A service upgrades, EVSE circuits and Charge Point EVC's than I can ever remember. The Garden State Parkway on my ride to work is filled with more and more Tesla's and as an electrical contractor it's a wonderful thing to have that kind of surge in available work. 90% of the time I am running a PVC raceway and #6 AWG THHN/ THWN conductors to a charger for direct wire. I keep hearing about all these NEMA 14-50's failures but that's never happened to me. Guess they're not torquing their lugs properly.
Good show mate I do understand that they are making car charges(I have yet to personally install them) so you could run a 50 amp circuit to a 2 bay garage. Install 2 50 amp car charges on it. Then they will talk to each other and not overload the circuit. A very simple form of energy management at play.
A lot of load management systems available now, whether they are smart panels or add-on boxes just for controlling the EV charging circuit just shut off the EV charging when there's not enough capacity available to charge at full current. Most of the time that they are shutting off, there's still a significant capacity available to charge at a modestly reduced rate, as you describe. There are, however, a few EVSEs that have the capability to automatically adjust the charging rate based on the feeder current, so they use exactly how much is safely available. Wallbox Pulsar Plus is a good example, and perhaps the only good example readily available in the US.
Would be nice if the EVSE could monitor the load on the main panel, and adjust accordingly. That way, in the middle of the night, say, that 80 amp charger could actually run on the 100 amp service at 80 amps. Likewise, let's say they add a solar electric plant. Now they have that plus the 100 amp service to work with, when the sun is shining nicely. If the EVSE was monitoring the feeders, this would automatically be taken into account.
Do you interpret this article to size DC conductors as part of an EMS based on the maximum load listed (product rating) OR the maximum load listed on the datasheet x1.25? Should be noted that level 3 charging is not continuous by definition, i.e. it won't take more than 3 hours to charge a vehicle using level 3 chargers (separate cabinet/post(s)). Does the DC feeder between the cabinet and the downstream post need to be sized to 125% of maximum load permitted by the automatic load management system, or just 100% of the maximum load? If the OCPDs within the charging cabinet is proprietary, it may not be possible to size based on internal OCPD, but rather the maximum load listed on the datasheet.
Ryan, I saw these videos were released this week and was so busy I didn't have time to pay attention to them until today. I have done more 200A service upgrades, EVSE circuits and Charge Point EVC's than I can ever remember. The Garden State Parkway on my ride to work is filled with more and more Tesla's and as an electrical contractor it's a wonderful thing to have that kind of surge in available work. 90% of the time I am running a PVC raceway and #6 AWG THHN/ THWN conductors to a charger for direct wire. I keep hearing about all these NEMA 14-50's failures but that's never happened to me. Guess they're not torquing their lugs properly.
Good show mate
I do understand that they are making car charges(I have yet to personally install them) so you could run a 50 amp circuit to a 2 bay garage. Install 2 50 amp car charges on it. Then they will talk to each other and not overload the circuit. A very simple form of energy management at play.
Yes, that's a great way to do it without an overpriced smart panel.
A lot of load management systems available now, whether they are smart panels or add-on boxes just for controlling the EV charging circuit just shut off the EV charging when there's not enough capacity available to charge at full current. Most of the time that they are shutting off, there's still a significant capacity available to charge at a modestly reduced rate, as you describe. There are, however, a few EVSEs that have the capability to automatically adjust the charging rate based on the feeder current, so they use exactly how much is safely available. Wallbox Pulsar Plus is a good example, and perhaps the only good example readily available in the US.
Would be nice if the EVSE could monitor the load on the main panel, and adjust accordingly. That way, in the middle of the night, say, that 80 amp charger could actually run on the 100 amp service at 80 amps. Likewise, let's say they add a solar electric plant. Now they have that plus the 100 amp service to work with, when the sun is shining nicely. If the EVSE was monitoring the feeders, this would automatically be taken into account.
Do you interpret this article to size DC conductors as part of an EMS based on the maximum load listed (product rating) OR the maximum load listed on the datasheet x1.25? Should be noted that level 3 charging is not continuous by definition, i.e. it won't take more than 3 hours to charge a vehicle using level 3 chargers (separate cabinet/post(s)). Does the DC feeder between the cabinet and the downstream post need to be sized to 125% of maximum load permitted by the automatic load management system, or just 100% of the maximum load? If the OCPDs within the charging cabinet is proprietary, it may not be possible to size based on internal OCPD, but rather the maximum load listed on the datasheet.