Electric cars

DoaM

Is there the potential for sparking when connecting the charger to the vehicle? If yes, how will they mitigate the risk of ignition of the fossil fuels if they add EV charging stations to existing forecourts?

(Note: I think it's a good idea in principle, and a fairly easy way to expand the network of charging stations, but the above risk element is an obvious one to address).

almillar

Did that Leaf (if i remember correctly) issue regarding overheating on constant run/charge cycles get resolved?

NigeWick has it covered.
Not really. Batteries heat up when being charged, and when being used. Leafs up until now (including the new 40kWh gen 2, but not the yet to be released 60kWh version) do not have active battery cooling - a fan or whatever. 'Rapidgate' refers to the 40kWh version - the batteries are more tightly packed, and there's more heat build up possible. So the car slows down charging. This is the same as the older cars, but more severe because of the tighter packaging.

I *think* Nissan have updated the management software to allow it to charge a bit faster and be less conservative about battery temps, and I don't know if that counts as a solution, but the real solution is battery cooling, and no, they won't be resolving that.

Is there the potential for sparking when connecting the charger to the vehicle? If yes, how will they mitigate the risk of ignition of the fossil fuels if they add EV charging stations to existing forecourts?

As I understand it, no. There's no power when connecting and the earth pin is longest, preventing sparks if disconnected, and overcoming the locking mechanism. There are already plenty of chargers near petrol pumps in the country, you're way behind!

buglawton

NigeWick wrote: »

Yes and no. There's a software fix but even on the new 62(?)kWh battery version there's only a bit of air cooling. Problem is, if they've allowed the battery to charge faster, will it degrade quicker too?

Pleased I got rid and have a 64kWh Hyundai Kona that has a proper battery temperature management system.

Does it include a scheduler that arranges the wasted heat period while charging to dump warm air into the cabin for a winter morning warm-up before a commute?

almillar

Does it include a scheduler that arranges the wasted heat period while charging to dump warm air into the cabin for a winter morning warm-up before a commute?

Many cars do have 'pre-heat' timers, but how would you propose the heat is stored?!

Herzlos

buglawton wrote: »

Does it include a scheduler that arranges the wasted heat period while charging to dump warm air into the cabin for a winter morning warm-up before a commute?

That's need some kind of active air cooling, you'd then just vent some of the filtered hot air into the cabin. Would be a great use of the waste heat on colder days. When ironically it's not so much a problem from the batteries point of view

Martyn1981

NigeWick wrote: »

Yes and no. There's a software fix but even on the new 62(?)kWh battery version there's only a bit of air cooling. Problem is, if they've allowed the battery to charge faster, will it degrade quicker too?

Pleased I got rid and have a 64kWh Hyundai Kona that has a proper battery temperature management system.

I think you made a wise choice. The software fix simply allows charging speeds to stay high at higher battery temps. Basically they've decided that they were being too risk averse with the original temp point for slowing down the charge rate.

Or, they are throwing battery longevity under the bus in an attempt to get out from under 'rapid-gate'.

Martyn1981

NBLondon wrote: »

They might have space to add one or two charge points - but not the 20 plus the article refers to. Especially when the average time each customer spends taking up a charge point is considerably more than at pump - I can go from 5 miles range to 400 miles range in under 5 minutes with a petrol pump - the best chargers can't match that yet. So the coffee will have to be really expensive to cover the additional cost of expansion.

I think we need to separate chargers into local and in-journey.

If you look at the Tesla Supercharger network, they are between locations, though they also have destination chargers, a slightly different set up.

There's not going to be so much need for large charging locations in cities, since those cities will already have a vast number of chargers at homes, work locations, supermarkets etc etc.. Existing carpark facilities will be able to offer charging.

For instance, and this is a made up silly example, but if I was visiting Alton Towers, I'd charge at home, and in the future, expect a large number of slow(ish) chargers at the Park's already existing carpark. But I might need to fast charge on the way, and at those locations would require/appreciate a slightly longer stay for coffee, pee, and a leg stretch.

I know I'm using a crystal ball here, but I think it's reasonable to assume that the start and end points of most journeys will be adequately catered for, simply through a natural transition. Maybe, perhaps!

NigeWick

buglawton wrote: »

Does it include a scheduler that arranges the wasted heat period while charging to dump warm air into the cabin for a winter morning warm-up before a commute?

Short answer is "no."

Ectophile

DoaM wrote: »

Is there the potential for sparking when connecting the charger to the vehicle? If yes, how will they mitigate the risk of ignition of the fossil fuels if they add EV charging stations to existing forecourts?

(Note: I think it's a good idea in principle, and a fairly easy way to expand the network of charging stations, but the above risk element is an obvious one to address).

There's already a petrol station near me with a charging point. It's not right next to the petrol pumps, to the risks from sparks is minimal.

Martyn1981

Tesla supplied 31% of BEV sales in Norway in March.

Sorry, make that 31% of all PEV's.

Nope, 31% of EV's?

Ah, 31% of all cars ...... I suppose that's pretty good.

Breaking! Tesla Takes 31% Of Norway’s Total Passenger Auto Sales In March