CORRECTIONS: I made some mistakes in the video and thanks to the great feedback I have received, the following corrections need to be made. 1. When using an EVSE compliant AC charging station or cord set, this equipment (EVSE) is not technically considered a charger. Instead, it passes the AC power to the vehicle's on-board charger where it is converted to DC power to charge the vehicle's battery. 2. Control Pilot (CP) Contact #4. - For AC Level 1 and AC Level 2 charging, the vehicle does not signal the EVSE how much current it needs. Instead, the external equipment (EVSE) signals the vehicle how much current it is capable of providing. Next, the vehicle's on-board charging module takes whatever amount of current it needs up to that limit. - For DC Level 1 and DC Level 2 charging, the off-board charger signals the vehicle that Power Line Communication (PLC) is necessary. Using PLC over the Control Pilot (CP) circuit, the vehicle's on-board power line communication module tells the off-board DC charger how much current to supply to charge the vehicle's battery. 3. Proximity Detection (PD). Contact #5 of the J1772 charge coupler (CCS Receptacle) uses Proximity Detection (PD), not Proximity Pilot (PP). Proximity Detection detects the connection to the vehicle (as described in the video). Proximity Pilot (PP) is not used in the USA, it is used in some other countries where the charging coupler cable from the EVSE to the vehicle can be swapped to another cable which may or may not be able to carry the same current. The Proximity Pilot signal indicates how much current the cable can handle. 4. Tesla Models S, X, and 3 OBCM is rated at a maximum of 240V x 48A = 11,520 Watts or 11.52 kW 5. I have updated my graphic of the J1772 DC Level 2 Charge Coupler. You can download it here: weberstate.box.com/s/wcksjm6j80ubrqdqkqr8sy8o6vhlgr0t
@ClockworksOfGL
4 жыл бұрын
WeberAuto - The best way to get an answer on the internet is not to ask a question, but to say something incorrect.
@WeberAuto
4 жыл бұрын
@@ClockworksOfGL LOL, very true ;)
@InternetDude
4 жыл бұрын
if you pin your comment it will show up at the top of the comments and would be a good idea.
@WeberAuto
4 жыл бұрын
@@InternetDude Thanks, I just did that
@koeniglicher
4 жыл бұрын
@WinterHell Now it's pinned. But there are still errors in this correction: 1) Control pilot: there is an additional limit in the AC charging current, that is set by the used charging cable that connects the vehicle inlet and AC charging outlet. Imagine a case where the AC charger in the vehicle can accept 80A, the J1772 outlet provides up to 80A (and is configured that way) but the used AC charging cable is only suitable for 40A. In this case a resistance coding in the cable pulls down the voltage of the PWM signaling over CP for the max amperage to 40A. With the reason being that in AC charging, customers bring along their AC charging cable, this case of an under-rated AC cable can happen and is important to take into accont. It is also the reason, why newer AC chargers (and Tesla from day one of their Destination chargers) use AC cables fixed to the infrastructure side. It's more convenient (as long as people accpept cables flying around at charging lots all the time and not only when a car is charging) and it reduces the risk of people getting slow charging speed just due to a cable being used with too low amperage. But the primitive AC charging system is safe even for that case. 2) The CCS graphics is still incorrect. As in practice Tesla Model 3 vehicles with the Long Range battery charge at up to *500 Ampere* over the (liquid-cooled) DC contacts of a CCS plug/inlet. See this video example from Germany for reference: kzitem.info/news/bejne/wK5_y3l5pWqmq3o Tesla Model 3 Long Range with a CCS combo 2 inlet, ionity Charger with CCS combo 2 connector. DC charger made by Tritium or ABB Terra. So contacts 6 and 7 of the CCS plug can accept 500 A with the right connectors and inlets, not only 400A as stated in the graphics. If you are interested, check the CCS connectors of your ElectrifyAmerica CCS chargers over in the US. I know, that in the US, there is CCS Combo Type1 and not CCS Combo Type 2 as here in Europe. But the spec for the DC contacts (that are shared) should be the same. Please get the newest version of the CCS standard. 3) For clarity, all AC and DC charging power values should be stated as voltage x amperage = charging power. This way, people get the limitations in amperage and voltage much better. Like 1 phase, 120V AC * 16A = 1920 W= 1,92 kW AC. 1 phase, 240V AC * 80A = 19200 W= 19,2 kW AC. It makes clear, how these values are calculated. 600V DC * 80A = 48 kW DC. Almost nowhere used. For 96s Li-Ion batteries: 400V DC * 60A peak = 24 kW DC peak. home or residential DC chargers 400V DC * 125A peak = 50 kW DC peak. suburbian DC chargers 400V DC * 200A peak = 80 kW DC peak. city DC chargers 400V DC * 365A peak = 145 kW DC peak. Tesla Superchargers V2 400V DC * 400A peak = 160 kW DC peak. early long distance chargers 400V DC * 500A peak = 200 kW DC peak. more recent long distance chargers For 108s Li-Ion batteries: 450V DC * 60A peak = 27 kW DC peak. 450V DC * 125A peak = 56 kW DC peak. 450V DC * 200A peak = 90 kW DC peak. 450V DC * 400A peak = 180 kW DC peak. 450V DC * 500A peak = 225 kW DC peak. For future batteries: 1000VDC * 400A peak = 400 kW DC peak. 1000VDC * 500A peak = 500 kW DC peak. The DC chargers have an additional limitation in their uplink, that they will enforce. I recommend the additional lines with 400VDC as a typical voltage resulting from the charging voltage being slightly higher than about 96 cells of Li-Ion batteries in series at about 50% SoC, as used in so many battery-electric cars. And with amperage values from common DC connectors. In the end, this practical limit is much more relevant than the limits of the standard itself. Because apart from Porsche Taycan, there are no vehicles with 700-800V DC yet. Let's wait and see, what Tesla Cybertruck will offer in that regard. :-)
@oldroscoe2590
4 жыл бұрын
71 years old and I'm still learning, all the time. Thanks for making these videos.
@corrado95ful
Жыл бұрын
I am 80, and still learning. Have just bought my MG ZS EV.
@jamesdaniel947
10 ай бұрын
Just bought my Mustang Mach e GT Performance @ 72 and still learning, which is what we do with this new technology. There is a lot to learn!
@garyvanremortel5218
4 жыл бұрын
John, your videos are the Gold Standard for how all training videos should be. Well done on all fronts.
@WeberAuto
4 жыл бұрын
Thank you!
@koeniglicher
4 жыл бұрын
Given the number of conceptual errors in this particular video, for "Gold standard" these videos should have been peer-reviewed before being broadcast. And instead of a pinned comment, videos with such basic errors should be withdrawn, corrected inside the video itself with new wording and footage and then released again.
@WeberAuto
4 жыл бұрын
@@koeniglicher KZitem no longer allow changes to a video once it has been released. I am working on an updated version to replace this one for the 46 people out of 40,000 who noticed them as of today. Thanks for your feedback.
@misstakenot9582
4 жыл бұрын
@@WeberAuto Would you consider using a better mic for the next video? One more suited to pro audio than telephony?
@brianb-p6586
Жыл бұрын
@@WeberAuto the corrections are not really for the 46 people who noticed errors - they're for the 39,954 people who didn't know that those things were incorrect and would be misled (at least in some minor way) by the original video.
@yobyotYT
3 жыл бұрын
Possibly the very best intro to EV charging available. Everyone who buys an EV should watch this.
@scottxiong5844
4 жыл бұрын
Totally informative and totally worth 20 minutes of my life :D. I believe we can totally use this to educate prospective EV owners.
@WeberAuto
4 жыл бұрын
Thank you, I hope so
@davidbeaulieu4815
4 жыл бұрын
Eh most americans want it as simple as possible. Like a gas car they dont want to think of it they just want to plug it and charge it in a couple minutes. Most people find even ten minutes too long and though theres research that has achieved that by heating the battery to 60 Celsius charging hard for ten min then discharging the heat quickly to minimize plating its still ten minutes minimum with lithium ion. Oh and dont expect that ten min time for a few years unless solid state comes out before the slated 2024 release. Personally im in new Hampshire so if i could find a chatger that does it in less then 8 hrs id be happy😞
@tjam4229
4 жыл бұрын
There really IS a "Level 3 Charging"...It's just not recognized by the Society of Automotive Engineers ;-) It comes down to communicating a message. If the vast majority of people understand that "Level 3 charging" is done via DC current, then for all intents and purposes, there IS a level 3 charging. I guess it can be referred-to as 'slang', but the use of words are all about getting the proper message across. I totally see where you are coming-from though! Thanks for the awesome videos! (PS: I wrote this after watching 34 seconds of this video, I reserve the right to retract my comment :-) Professor Kelly, you are one smart guy. I wish I had you as a neighbor. I would be tapping into your knowledge constantly. I own a Chevy Bolt. Your expertise in this field far exceeds anyone I have ever come across, on KZitem or otherwise. I occasionally forward your best videos to the local Electric Car Association. This will be one of them. A definite thumbs-up.
@WeberAuto
4 жыл бұрын
Thank you for your feedback
@mychevysparkevdidntcatchfi1489
4 жыл бұрын
True that popular use of "level 3" is now level 2 DC (which I call DCFC). But What will happen when actual level 3 begin to be deployed? it will cause whole lot of confusion for L3AC and if the connectors / protocol are different from L2DC. Better to encourage the use of correct terminology now.
@markyormark7747
4 жыл бұрын
Yes, but there is also AC Level 3 charging. Therefore you are not correct.
@soyguikai
4 жыл бұрын
@@markyormark7747 Which one is that?
@markyormark7747
4 жыл бұрын
@@soyguikai, AC Level 3 is anything over 18kW . To go over level 3-phase power is used. And yes there currently are on board charger capable of using 3 phase power over 18kW
@scp3178
4 жыл бұрын
thank you for your detailled EV charging explanations. pretty cool.
@WeberAuto
4 жыл бұрын
Thank you!
@kendallringtail
4 жыл бұрын
@@WeberAuto Same. Bet many who own these vehicles do not know this much detail on the charging rates, plug pin layouts etc. Very thorough and informative!
@frederickwalker4450
4 жыл бұрын
Thank you. I am recommending this educational video to EVERY EV driver I know! As secretary of the West Virginia Electric Automobile Association, I shall distribute this recommendation to all our members.
@WeberAuto
4 жыл бұрын
Thank you very much!
@Cerberus984
4 ай бұрын
West Virginia has some lovely curvy roads to drive fast in an EV.. BUT, that charging availability is horrifying as I find it a travesty that my vehicles range estimator in my Chevrolet Bolt is determined by the last 50 miles. When you hit a 8% incline with a 5 miles length it will make your eyes bulge as you go "heck nah, impossible to make it." I know plug share will show you the inclines but how the heck do we not have access to precise power consumption over specific mountainous spans with every possible variables altering range documented.
@slam854
3 жыл бұрын
Thanks to You, Prof. Kelly, I have a 2021 Chevrolet Bolt parked in my garage. I purchased the car with a Level 2 charger by Webasto (TurboDX). My garage had 100 amp 240v service supplied from 200 amp distribution box via a buried cable to the garage breaker box. Car & charger are working perfectly. Had a nice road trip yesterday from Midvale to Antelope Island ranch & back. I averaged 4.7 mi/kw on the excursion. Love my new GM electric car with all its brilliant engineering. One pedal driving is my preferred operation mode.
@WeberAuto
3 жыл бұрын
Wow, 4.7mi/kw is very good. It is a great car! Thanks for watching
@jeremyventurino9481
4 жыл бұрын
Watching this from my Model 3 Performance while charging. I remember when going to school at WSU I made the prediction that within 10 years we'd start seeing mass production electric cars... generally, Klein and Stuart disagreed. Along with the rest of the class. But I truly believed it was the next evolution of transportation. Fast forward 10 years and I'm driving that car and loving it. Tesla has up to 250KW available now. It's amazing.
@WeberAuto
4 жыл бұрын
That's awesome Jeremy! Good to hear from you.
@RogerAiken
4 жыл бұрын
Thank you for another excellent video. The gold standard in professional presentation on KZitem.
@WeberAuto
4 жыл бұрын
Thank you
@mfherreradi
4 жыл бұрын
Thank you professor, amazing explanation as usual.
@WeberAuto
4 жыл бұрын
Thank you!
@EVpleb
4 жыл бұрын
I was never a car head and still do not consider myself one. But I have watched many of your Bolt videos from beginning to end. This is yet another great addition. Also, I can see that you are kindly responding to all of your comments, which is no small feat with the popularity of your channel. If I may, I would suggest pinning your corrections to the top of the comment feed. They're great to see and might also cut down on the number of repeat comments of people posting their own corrections. Thanks for the video and what you're doing to educate people.
@WeberAuto
4 жыл бұрын
Thank you very much! I pinned the corrections to the top of the comments.
@robingoergner725
4 жыл бұрын
Thank you, Professor Kelly, for sharing your knowledge about and enthusiasm for EVs. As the owner of a 2019 Chevrolet Bolt EV, I've gained a better understanding about the workings of EVs in general and my Bolt EV in particular through your videos. Best wishes and thanks to you and your fellow educators for everything you do for the community.
@WeberAuto
4 жыл бұрын
Thank you very much
@erikstephens34
4 жыл бұрын
A good video. I enjoy your video's and glad to see you back in action. I have a few comments. As an engineer that works with electrical device certification I just want to point out that there are many NRTL's (Nationally recognized testing laboratories) that are governed by ANSI to do certifications in the US. Not just UL or ETL. There are many others such as CSA and FM for example. A CSAus certification is an ANSI recognized certification mark for the US. Also for L1 and L2 AC charging the EVSE cannot limit current to the car. Current is limited by the OBCM. The 1khz PWM signal from the EVSE tells the car how much current is available by the EVSE and the OBCM will restrict current flow based on that signal (if needed). The EVSE is really just a switch with built in ground fault protection and ground continuity detection. Thank you for this video I did learn a couple of things especially about the history of the standard.
@WeberAuto
4 жыл бұрын
Thank you and thanks for your feedback. I was not aware that there are more than UL and ETL EVSE certifications.
@erikstephens34
4 жыл бұрын
@@WeberAuto Of note here is a list of NRTL's for the US. Thought of note the scope of that testing agency needs to cover the standards used for EVSE's. Also in addition the US and Canadian standards for EVSE's are harmonized (joint standards). www.osha.gov/dts/otpca/nrtl/nrtllist.html
@tomgreene7942
2 жыл бұрын
That's what I was going to write, you saved me the trouble. I learned about other certified labs when talking to a above ground tank manufacturer that self certifies. He doesn't want to pay the big UL fee, so he started his own lab and got it certified. The government is not allowed to tell a buyer which company they must buy from, this includes certification labs. Great video, thank you!
@DBYNOE
4 жыл бұрын
Interesting that folks noticed the small speed increase, I use 1.5x playback speed for all but music videos and hadn't even noticed. Welcome back, glad your on the mend, your lessons haven't lost a step, Thx.
@WeberAuto
4 жыл бұрын
Thank you!
@mikechiodetti6737
4 жыл бұрын
I have used the paddle type on the Nissan Leaf vehicles we had at the L.A. D.W.P yard. That was back around 2010/2014. That charger only charged the high voltage battery and not the 12 volt battery. Now that was the earlier Leaf's. I don't know about the later ones. Good thing the 12 battery was accessible from under the hood and not like the Prius in the back of the car. Course, opening the hood, then open the underhood fuse box and there was the bolt with a larger gauge wire that came from the 12 volt battery. Jump starting was accessible at that bolt and body ground. Thankyou for the info, good to see you back again!
@WeberAuto
4 жыл бұрын
Thank you for your feedback!
Жыл бұрын
The must complete explanation related to this connectors I've found, thanks for the detailed explanation
@WeberAuto
Жыл бұрын
Thank you
@alexnutcasio936
3 жыл бұрын
Thank you for this. Reminds me of people calling a Tesla wall connector ( EVSE) a charger. The charger ( on board module) is actually contained in the vehicle itself. The wall connector would be AC. Great stuff.
@WeberAuto
3 жыл бұрын
Thanks for watching
@tomplaner1488
8 ай бұрын
Thank you for the most comprehensive explanation of sourcing charging systems to an EV.
@anujoybardhan
4 жыл бұрын
Thank you sir, for your videos,I have seen them and feel they actually helped quite a lot in understanding exactly what it is inside a PHEV or EV. I am from India and work at a major OEM and there aren't a lot of EVs or even PHEVs around so as to see an opened up one. I have read, studied and even driven them but your videos with the vehicles opened up, explaining each subsystem really helps newbies grasp the tech better. Thank you for your videos👍👍👍
@metricstormtrooper
4 жыл бұрын
Welcome back, edit All homes in many countries including Australia have 220/240volts as standard all through the house, I believe Europe and china are the same I charge my Ev from my heavy duty 15 amp socket I had installed for my welder and compressor. Its really great to see an new video from Weber Auto.ps. At my off grid beach house, I use a variable 6/8/10 amp charge controller at 6 amps so I do not draw to much from the House Batteries.
@WeberAuto
4 жыл бұрын
Thank you!
@erik_dk842
4 жыл бұрын
Additionally, most houses have 3-phase 400 volt + neutral.
@georgemartin1436
4 жыл бұрын
Thanks, John. Due in part to your videos I bought a used Bolt Premier. AND since my job offers free Level 2 charging, it's basically a wash when comparing the gas I no longer need to buy and the car payment. If I were to also take the lack of needed maintenance, I'm ahead to some extent..
@WeberAuto
4 жыл бұрын
That is awesome!
@stevejordan7275
4 жыл бұрын
When petrol was $3.11/USgal, it cost me 15% as much money to charge my Leaf for my commute as it did to fuel my ICE car for the same commute. I suspect you are further ahead than you realise. Welcome to the EV world!
@georgemartin1436
4 жыл бұрын
@@stevejordan7275 Thanks. Actually I started with a no-payment Buick and then added a used Volt with a payment. I traded the Volt for the Bolt and since I charge for free at work, the math shows I'm basically driving a pretty new car for free. Additionally, my son needs a car so I can now give him the Buick. The only required service on these EV's is to change the tires and add washer fluid. Ok..I guess I proved you're right which was not what I had in mind originally...
@stevejordan7275
4 жыл бұрын
@@georgemartin1436 And wiper blades. After 100K km, I had to replace those. Also, because I have some degree of self-respect, I replaced the horn for $US16 (45 minutes and a screwdriver.) (Not the alcoholic kind.) The stock horn on the Leaf would be embarrassing on a clown car. kzitem.info/news/bejne/r4Z_u2eHsZ6WmKg
@tomplaner1488
8 ай бұрын
Thank you for the most comprehensive explanation of sourcing power to your electric vehicle. Tom
@MYJ61
Жыл бұрын
Dr. Kelly, thank you! I found your talk fascinating and extremely informative.
@WeberAuto
Жыл бұрын
Thank you
@TaipanTex
3 жыл бұрын
Have watched your videos regarding electric cars and think they are the absolute best out there. You cut through the extreme complexity of these vehicles and present them to the rest of us in a very understandable format. I've learned a lot by watching them and have had a large number of my questions answered. Thanks so much for these wonderful videos!
@WeberAuto
3 жыл бұрын
Thank you very much
@briankipkoech254
9 ай бұрын
@@WeberAuto can you share the SAE J1772 2017 document?
@vidznstuff1
4 жыл бұрын
Hey professor: might want to get ahead of the curve and have a brief video about the 2MW truck charging standard, given what's coming up from Tesla next week. Great video, this one - reminds us of the quality content we've been missing. Welcome back!
@WeberAuto
4 жыл бұрын
Thank you
@brianb-p6586
2 жыл бұрын
Two years later, the nonsense about "what's coming up from Tesla next week" is hilarious. No truck is coming from Tesla, but ever-increasing voltage and current limits will be the reality of EV charging - of vehicles of various brands - for some time. As Prof. Kelly explained, the standards evolve to accommodate those changes.
@brianb-p6586
2 жыл бұрын
I appreciate the corrections, and the professional responsibility to make those corrections. They're extensive enough that it might make sense to make a new version, incorporating those corrections and updating the information... then flag this one as obsolete. If you do another one, consider taking the approach of explaining that in any system there must be some conversion of the power supply (usually AC, various voltages) to the battery voltage (DC, usually higher than the supply voltage). Then you could explain that in "AC charging" (AC Levels 1 & 2) the supply is AC - passed on to the vehicle by the EVSE unchanged - and the conversion is done by the onboard charger; in common DC charging the conversion is done by the external charging station, with the connection to the vehicle just passing that through. In both cases, the charger (converter) determines the charging rate, under the control of the vehicle's computer and limited to what the EVSE can supply and to what the charger can handle.
@stevebollinger3463
4 жыл бұрын
Thank you so much. Now I have a new think to link to when trying to explain this to people. Great graphics too.
@WeberAuto
4 жыл бұрын
Thank you!
@carlosli7602
Жыл бұрын
Thanks 🎉 it is so clear that I do understood the charging situation of the EV. Thanks a lot😊 謝謝你🎉
@WeberAuto
Жыл бұрын
Glad it was helpful!
@sketchpro12
4 жыл бұрын
thanks for this! I've been driving 100% electric for 6 years now, and this helps explain a lot. Especially as EV's become more mainstream and people are asking me questions about all the new terms and acronyms that go with these. Some you need to know, and others are just good to know to understand what's happening. Although I think the "level 3" is a generic term used to explain to the EV virgins a speed rating, as you can get L1 and L2 at your house, but if you want faster you need a "L3" station (usually a DCFC or Supercharger) since that's what people really want to hear. Not "Level 2 slow" or "Level 2 fast" in Jo Public terms. :P
@WeberAuto
4 жыл бұрын
Thanks for your feedback. It is not that difficult, there are two levels of AC charge stations and two levels of DC charge stations.
@lawrencetaylor4101
4 жыл бұрын
To answer your last comment, yes this was worth my time. Thanks for this excellent presentation. I am just an interested owner but also a militant for electrifying our energy and transportation system there were some things that were beyond my pay grade. But you have such a matter of fact approach to explaining things that I feel that I can at least know what I'm talking about when I talk with different groups. I am promoting Windyday Concept which would work on the supply side of battery production. I want all cities in all countries to build worker coop factories for batteries, solar panels, wind & tide turbines, as well as training for EV mechanics as well as converting ICEV vehicles to electrical (trucks, buses, Wide Body 737-Max, etc.). BTW I just had a revelation last night since I talked with the two groups that are crusading for climate action. Both Fridays for Future and Extinction Rebellion have never supported Windyday and I wondered why. I also have noticed that there is disinformation on the internet provided by our "higher" educational institutes about all aspects of renewable energy. Did you know that batteries can't be recycled, they use child labor, they are full of toxic chemicals, and use too much fossil fuels to produce? You know that this is all false if you had followed this world before 2017. But now this is all the approved conversation that people have. The fossil fuel lobby has projected all of the faults of their products onto renewable energy so that your children crusaders hate the solution more than the problem. I hope that you stay true to your principles and don't become a whore for the oil lobby. I talked with one Swiss researcher that authored a paper negative on batteries, and he admitted that he felt ashamed for what he had done.
@WeberAuto
4 жыл бұрын
Thank you! Best wishes with your efforts.
@theonlymadmac4771
Жыл бұрын
Very interesting for a Tesla owner in Europe, thank you!
@WeberAuto
Жыл бұрын
Glad you liked it!
@gmcmurry
8 ай бұрын
THANK YOU -- I am so fortunate to be able to watch your EV videos. I have a 2014 Toyota Rav 4 EV (the one with the Tesla electrical system). I have learned so much from your videos. THANK YOU THANK YOU
@barney2001
4 жыл бұрын
Quick addition. As well as UL and Intertek, CSA also approves equipment for use in Canada and the United States. Like the UL symbol, there are small letters either before and/or after covering the country approval. It's all about different testing labs testing equipment to a particular country's standards. When UL tests equipment to Canadian standards, the label will also show ULc, and likewise when CSA tests equipment to US standards, they add a small us after the logo. Manufacturers then only have to go through one testing agency to obtain approval for both countries. Over a decade ago, both CSA and UL were quite slow, expensive and difficult to work with. Intertek came along and with their approved testing facilities they took a lot of the business away. I believe UL and CSA cleaned up their act when faced with the competition.
@st_us
4 жыл бұрын
I was at a Seminar here in Germany Held by Bosch and the Tutor said, there's enough money to milk from Diesel engine industry in consumer vehicles that they think it'll still be Produced till 2029. It's really depressing to know it's all about the money and they care less about developing solutions for the Environment.
@WeberAuto
4 жыл бұрын
Thanks for your feedback.
@daveturner6612
4 жыл бұрын
People will soon start to see the buying a Gasoline powered car is buying a Stranded Asset.
@MrCarguy2
4 жыл бұрын
Modern diesel vehicles have top notch emissions equipment. Matter of fact some actually polute less than comparable gasoline engines
@daveturner6612
4 жыл бұрын
It's Ders Mane That is, politely, a load of crap. That is a lie from the Scumbags who still flog this garbage, a desperate falsehood to stay alive. While they shovelled us BS about CO, hoping that horrible NO numbers wouldn't be noticed, all Diesel engines emit particulates in the 2.5 microns size range, smaller than a HEPA can remove. Diesel is, in no uncertain terms, a Turd that cannot be polished, in spite of the string of lies they continue to push. No matter, none of that ancient crappy technology will be permitted in cities soon.
@thankyouforyourcompliance7386
4 жыл бұрын
@@MrCarguy2 well, it always boils down to what you compare it to.
@andrewk778
4 жыл бұрын
I always look forward to your videos. I think you have the best presentation style of anyone on KZitem. The content is always interesting, informative and educational. Thank you for sharing, professor.
@WeberAuto
4 жыл бұрын
Thank you very much
@josephs8829
4 жыл бұрын
Wow , thanks so much for giving us an in depth clear understanding of the ev charging systems 👍
@WeberAuto
4 жыл бұрын
Thank you!
@RB-jv6un
4 жыл бұрын
Excellent presentation. Thank you for the well reasoned approach to educating us instead of the normal KZitem clutter.
@WeberAuto
4 жыл бұрын
Thank you
@ob_gyn_inc
4 жыл бұрын
Its great to have you back Prof. Kelly! Great video as always.
@WeberAuto
4 жыл бұрын
Thank you!
@electrolytics
4 жыл бұрын
How have I not seen this channel before? Wow! Thank you for these videos. Instant subscriber. Thank you.
@WeberAuto
4 жыл бұрын
Thank you!
@kulifrunsen
4 жыл бұрын
It is a pleasure to listen to this professor. Very knowledgeable. Great video !
@WeberAuto
4 жыл бұрын
Thank you!
@thomasrpokorny
2 жыл бұрын
Great walkthrough. Didn’t feel like it was over my head but still super informative!
@sailingsolar
4 жыл бұрын
Great to see you back in the saddle. Participating in life.
@WeberAuto
4 жыл бұрын
Thank you!
@mikea.2348
4 жыл бұрын
I'm studying for my ASE L3 and these videos are very helpful. THANK YOU!
@WeberAuto
4 жыл бұрын
Thank you, the new L3 exam has charging questions. Good luck on your exam.
@srenjensen3817
10 ай бұрын
PWM is controlled by the charging station/charge point when charging AC (alternating current). The pulse informs the on board charger what the maximum current draw is. The charge point can not regulate the current flow, but the inverter in the car can.
@artysanmobile
2 жыл бұрын
DC level 2 can supply as much power as 8 modern homes could draw fully maxed out. That is an astounding amount of power to be carried by a connector a consumer can wrangle by hand. New technology, such as liquid cooling, in connector as well as the cable itself was needed to accomplish this for consumer use.
@hasiburrahman7132
4 жыл бұрын
I have nothing to say . I will say thanks God for your come back
@WeberAuto
4 жыл бұрын
Thank you!
@gr8fulbishop
Жыл бұрын
Amazing detail and concise. From a former professor to you, stellar presentation! Thanks.
@iRMacMan
2 жыл бұрын
Interesting info on charging. Thank you. I think though, that in common usage, the terms Level 1, Level 2 and Level 3 are going to be around for awhile. I own a Hyundai Kona EV. It charges from three sources: 110 V wall plug (about 3 kWh), 220 V home charger (around 7.4 kWh) and commercial DC chargers which start at 43 Kwh and drop as charge progresses, down to around 20 kWh as the 80% charge level is approached. When discussing charging with other EV owners, I notice these three charging categories are commonly referred to in terms of Level 1, 2, and 3. Even Tesla owners seem to fall back on the 1 - 3 category reference, though I believe they have an even higher so-called "level 4" rate of charge. In common terminology, crawler tractors are referred to as "Cats". It's not accurate because several companies beside Caterpillar manufacture crawler tractors. But the term "Cat" is deeply ingrained in our colloquial speech. I suspect that is happening with EV charging levels too.
@politics102
2 жыл бұрын
I have checked out the standard ( SAE J1772). The charger generates a square wave to indicated the maximum current the car can take, the car alters the pilot voltage using a voltage divider.
@Maltanx
4 жыл бұрын
I've still haven't finished the video, but I already know that, as always, it will be full of great informations, so thank you in advice! However, I'm writing because there's something I noticed: is it just me or the video is sped up? Edit: Now I finished watching it, great video as usual!
@WeberAuto
4 жыл бұрын
Thanks, yes I sped it up 15% because I thought I was talking too slow. I won’t do that anymore.
@Maltanx
4 жыл бұрын
@@WeberAuto Thanks for the answer! And let me tell you that your normal voice is calm, relaxing and very easy to follow. It's one of the many reasons that people get so into your explanations that they watch 2 hours long videos without even noticing how much time has passed!
@polik971
4 жыл бұрын
I was just going to say the same , or nearly. Our professor is always on top on how to explain really messy things like that. Oh , BTW I'm in Italy where PHEV are really really rare apart from very polluted cities. I'm following the professor from early Prius transmission explanation and so I had the chance of educate some around here about the "ev car next day" that the media all are talking about
@Maltanx
4 жыл бұрын
@@polik971 Fa piacere sapere che c'è qualche altro italiano che segue il canale, nonostante la brutta situazione delle elettriche in Italia!
@paulaxford6754
4 жыл бұрын
@@WeberAuto actually I like the faster pace but in this case I also know most of the material.
@graememudie7921
4 жыл бұрын
Excellent explanation of the charging used in EVs always I’d find it most confusing until now 👍
@WeberAuto
4 жыл бұрын
Thank you!
@roger1818
4 жыл бұрын
Thanks for the clarification. I had read about Level 1 & 2 DC fast charging and wasn’t sure how they fit into the scheme of things. One comment though. You keep referring to plugging into an AC charger, but it is my understanding that when charging with AC, the charger is actually the on-board charging module. The box plugged into the wall (or wired to the electrical panel) is actually called an EVSA (which you mentioned later without much detail) since it doesn’t actually charge the battery but instead acts as an adapter and tells the on-board charging module how much current it is allotted to draw. In the case of DC fast charging, you are bypassing the on-board charging module, so in that case, you are plugging the car into a charger. I bring this up because if we are going to be clear about L3 charging, we should also be clear about what is and isn’t a charger.
@WeberAuto
4 жыл бұрын
Thank you, you are correct. An AC charge coupler is connected to the vehicle and then the on-board charger charges the battery
@ricardofelippe834
4 жыл бұрын
Thank you again Prof. After watching this video we need to change the content in our slides.
@WeberAuto
4 жыл бұрын
Thank you
@Miata822
4 жыл бұрын
Good stuff. I wasn't aware NEC had written a spec that included vehicle to line power transfer yet. This is being used today in Japan and is beginning to be seen in Europe. Some folks in California would have been quite happy recently if they had been able to use their car as backup power for their homes. A UL sticker alone is not a guarantee of standards compliance. Products or just the stickers indicating UL, CE, or any other testing or standards organization can be ordered online from China. Many discount electronic products shipped directly from China have horrendous safety issues, especially the cheapest USB chargers and power supplies. Compliant plug-in ESVEs have a temperature sensor in the plug itself to detect if the plug or wall outlet is overheating. There is no way to visually confirm whether it is actually there. High power electrical devices like ESVEs should only be purchased from known name-brand suppliers.
@WeberAuto
4 жыл бұрын
Thank you! Yes, counterfeit labels and markings are a problem. The price should be a clue though, if it is super inexpensive, it is most likely not truly certified.
@arienlicinius
Жыл бұрын
It's a colloquial term that is in common use for EV chargers. It refers to any DC charger of any charge rate. You can attempt to fight against it, but colloquial terms tend to stick and then become the norm.
@mrsureshkumarr-psgct7089
2 жыл бұрын
God bless you, sir, you were born on this earth as a great teacher.
@tarassu
4 жыл бұрын
In case of AC charging vehicle does not ask for voltage and current. EVSE does that. Vehicle onboard charger just takes what it is allowed. If vehicle supports 32A but supply equipment is reporting it can handle 16A then vehicle listens. Not visa versa.
@WeberAuto
4 жыл бұрын
Yes, I had that backwards. Thanks for your feedback.
@afype
3 жыл бұрын
Great video professor. Please continue with EV videos. They are so informative and enlightening.
@gabo42013
2 жыл бұрын
This was by far the most informative video I have ever had the pleasure of watching! Nice work and thank you!
@remilagace133
4 жыл бұрын
You have a small error. The control pilot signal is generated by the external charger, not by the vehicule. It’s used to tell the vehicule what is the maximum current that is supported by the external charger.
@WeberAuto
4 жыл бұрын
Thank you, I did get that backwards.
@000OO0OOO0
4 жыл бұрын
This is a bit more complicated and both of you are correct :) For AC charging, the EVSE signals to the vehicle the maximum current can supply, and the vehicle draws as much as it needs, but no more than the signaled maximum current. For DC charging, the vehicle signals the EVSE how much current it needs, and the EVSE adjusts its output to provide the requested current.
@johndkelly45
4 жыл бұрын
gt thank you! I need to read those two sections (AC and DC charging) of the document again.
@RubenKelevra
4 жыл бұрын
@@000OO0OOO0 that's correct. The car does not know how much power the DC charging station can provide, just tells the station what the battery can handle and checks that the charging station is within the limits. This leads to some issues, a Tesla Model 3 for example tries to heat up the battery even if it's able to receive the maximum charging power, the station can provide. This is currently wasting 7 kW of energy on low power stations and thus increase the charge time significantly.
@davidbeaulieu4815
4 жыл бұрын
@@RubenKelevra would heating the battery help with degredation or at that point not make a difference? Just curious Edit: like would that increase or decrease the plating effect over time not referring to dendrites growing through the battery.
@michaelrhodes7885
4 жыл бұрын
Thanks Professor Kelly! I ACTUALLY think I understood that. 2019 Bolt EV owner
@WeberAuto
4 жыл бұрын
Thank you!
@jlemieu1
4 жыл бұрын
Another correction. Current Tesla do have the 48amp OBC. This is a 2 board charger. I have a 2018 model S P100D that can handle 72 amps this a 3 board changer. Older Tesla’s that have dual chargers have 2 - 40 amp chargers which means they can handle 80 amps.
@WeberAuto
4 жыл бұрын
Thank you, I did get that wrong.
@hider1912
2 жыл бұрын
Very professional and easy to understand, thank you very much
@SvcGlobal
4 жыл бұрын
Thank you, excellent explanation about the levels and variety of charging devices.
@WeberAuto
4 жыл бұрын
Thank you!
@campbellnever2old179
11 ай бұрын
As always, thank you for the best explanation to this system. We are in a project to repower a catamaran from diesels to Tesla Model 3 RWD motors. We are using EV-Controls T-2C controller. We can’t identify the pin outs for the Charge Port ECU’s perpendicular 10 pin single row connector. We assume the two double row connectors are for door port and plug port. We can’t find a pin out for the single row connector. We though you may be able to identify the pins that go to Battery penthouse connector X098 Sumitomo 6189-707 and attach to: Pin 6 and Pin 7 (TP) CAN L and CAN H Pin 11 Latch Pin 10 Fault We also don’t know if other pins in the single row connector are needed for other purposes, such as 12v in or whatever? Thanks for your help.
@donzheng7068
Жыл бұрын
Thanks for the updated corrections. That makes this video perfect
@barney2001
4 жыл бұрын
Excellent video. Thank you. Just a small point with lots of minutia.UL provides safety standards for the U.S. and CSA provide them for Canada. Either standards organizations (along with Intertek) can test and approve items for either country. If the circular logo says ULc then the unit was tested by Underwriter’s Labs and is is approved for both U.S. and Canadian use. If the approval mark says cCSAus then the item is approved for sale in both Canada and the US. There has been a shift to using Intertek over the last few years because they are an accredited testing lab and are more responsive and economical than UL or CSA.
@WeberAuto
4 жыл бұрын
Thanks for your feedback. That is great information! Have a great day!
@tracymathews4122
Жыл бұрын
Excellent video! I learn so much every time I see one of your videos! I'm not certain I agree with your statement at 12:08 about the PWM being controlled by the vehicle, 12:11 about the PWM signal being "read by the off-board charger, and 12:18 about the current "being supplied to the vehicle". I agree with everything you said up to that point. I hope I'm not splitting hairs, but my understanding is that the PWM (in that context) is modulated by the EVSE (the off-board Electric Vehicle Service Equipment) to tell the On-board charger how much current is available to be drawn by the car's on-board charger. So the EVSE may be limited to some current other than the 32 Amps that a 2017 Chevrolet Bolt could hypothetically pull (draw) from the EVSE. Some EVSE's can be programmed via a push-button to deliver less current if desired. I believe they modulate the PWM to tell the on-board charger to limit the amount of current it is allowed to pull or draw from the EVSE. The car ultimately determines how much current is "being supplied to the vehicle", based upon the PWM modulation established by the EVSE. Please let me know if my understanding is incorrect or incomplete. I thoroughly enjoy your professional manner, Professor! Please "Kee 'em coming"!
@tracymathews4122
Жыл бұрын
Oops! I just saw that you addressed my concerns 3 years ago!! ROFL !!!
@GregoryVeizades
4 жыл бұрын
So what I want to know is why the CCS connector has so many contacts when Tesla Does the same functionality with only 5 contacts. Pros and cons of each. Because the size advantage of the Tesla Connector in terms of packaging on the vehicle is a big advantage.
@WeberAuto
4 жыл бұрын
The Tesla connector is discussed at 6.58. It uses the same 5 contacts as any J1772 receptacle, they just are a different size and layout, but they function the same for AC Level 1 and 2 charging. The additional two large contacts of the J1772 receptacle are for DC charging only.
@Unknown-ki8yk
2 жыл бұрын
Great explanation. Thank you, Professor.
@NicholasLittlejohn
3 жыл бұрын
What's cool is that Clipper Creek simply took off the inductive paddles and changed them to J1772, that's all that was needed across CA initially.
@WeberAuto
3 жыл бұрын
That is cool!
@DanBurgaud
5 ай бұрын
Very clear, clean, precise explanation. 👍👍👍
@harvis883
3 жыл бұрын
Thank you again. I learn so much from your sessions.
@WeberAuto
3 жыл бұрын
You are very welcome
@georgemancini1910
2 жыл бұрын
Excellent presentation, I learned a LOT from you, and I thank you for that!
@juanthedad
4 жыл бұрын
Thanks. I have a 2016 chevy volt. And this info is useful. Always great knowing how things work and current way to us them / take care of them as well. Thing to look out for.
@WeberAuto
4 жыл бұрын
Thank you!
@CeeOmega
4 жыл бұрын
KZitem: *new video by WeberAuto* Me: *drops everything, watch video*
@WeberAuto
4 жыл бұрын
LOL, Thank you!
@tracymathews4122
3 жыл бұрын
I hope some day we can get into the PLC communication conversation that takes place during DC Fast Charging. As you mentioned, the National Electrical Code recognizes that EVSE can export power from the vehicle, not just charge the vehicle. That is a project I am currently working on.
@WeberAuto
3 жыл бұрын
I hope we get there too. Best wishes
@kc7ekk
3 жыл бұрын
I watched this video when it first came out and vowed that I would stop calling fast DC charging Level 3. Today 17 months later, I still call it level 3. Wrong habits are hard to break.
@WeberAuto
3 жыл бұрын
Thanks, they are hard to break
@kc7ekk
3 жыл бұрын
@@WeberAuto I’m gonna have to put a sign on my mirror that I can look at every morning and night that reads “There’s no such thing as a level 3 charger - John Kelly”. Ha ha.
@chasa4347
4 жыл бұрын
Great video! I attended Weber State when it was still a college, might have to take some current classes and update my skills!
@WeberAuto
4 жыл бұрын
Thank you, we have update classes here www.weber.edu/evtraining
@InternetDude
4 жыл бұрын
I've been driving a Tesla for 4.5 years I didn't know that L3 is nonexistent. Thanks!
@WeberAuto
4 жыл бұрын
Thanks for your feedback, I think Tesla uses "Versions" instead of "Levels".
@InternetDude
4 жыл бұрын
@@WeberAuto The L1 AC "charger" is called a mobile connector, it comes with the car with a NEMA 5-15 plug (regular 110 outlet). You can buy other adapters for 120/240V that fit on the end of the cable (NEMA 14-50, etc.). The Tesla "wall connector" (charger) is L2 AC and is hardwired at home or business (we're talking 200-240V in North America and up to an 80A breaker). Then the Superchargers are all L2 DC but some are "v2" and newer ones are now "v3". If I'm not mistaken v2 can go up to 150 kW max whereas v3 goes up to 250 kW max (peak) charge rates. Only the Model 3 can charge that high though, the S/X charge at less than that (older S/X limited to 150 kW but newer S/X limited to 200 kW). The newer v3 Supercharger stations don't actually say v3 on them but they do have thinner liquid-cooled cables so a savvy Tesla owner can tell the difference by looking at that.
@BingoBongoMan
3 жыл бұрын
competent, professional and covers all areas in this subject. The information flow in this video would clearly be too fast for a live session but perfect for online teaching where you can use the curser buttons to rewind or fast forward as you process the information. I wish all youtube videos could be didactical just like this, means being structural and prepared to transfer real information. Thanks a lot.
@WeberAuto
3 жыл бұрын
Thank you
@000OO0OOO0
4 жыл бұрын
I've been one of those users of the "Level 3" term, and I promise to never say it again!
@WeberAuto
4 жыл бұрын
LOL, thank you!
@bobgall863
3 жыл бұрын
Thankyou very informative. I had many question about vehicle chargers and the types of connectors you answer all.
@WeberAuto
3 жыл бұрын
Thank you
@barryw9473
4 жыл бұрын
I would have preferred if you only referred to the EVSE as a charging station. A lot of people think the EVSE is the charger and assume an 80 amp “charger” will deliver 80 amps while that is not true if the on board charger is capped at 16 amps. Let’s call the box in the car the charger and the thing on the post or wall the charging station, for less confusion.
@WeberAuto
4 жыл бұрын
I agree, I did not clarify that properly. Thanks for your feedback.
@mrshoptime
Жыл бұрын
At this point the entire industry has adopted "Level 3" as DC chargers LOL.
@paulaxford6754
4 жыл бұрын
Perhaps it would be a great follow-up to cover the definitions and applicability of Mode 1 to 4? Levels 1-2 are not heard here in NZ for some reason. Another point, Type 2 connectors obviously don't have a pushbutton on the plug. What happens in the Kona is that when the car is unlocked (by any means, remote or door switch, even if already unlocked) the OBC drops the AC draw down to 0.5 kW for about 15 seconds. It also unlocks the solenoid-operated plug lock for that period. The idea is that you can do what is essentially a 'hot' unplug without breaking enough current to draw an arc. By J1772 (if I'm not mistaken) the contactor must drop out within 100ms of CP being opened, but you would easily beat that in a normal unplug operation. Third point, regarding the Kona OBC, the nameplate rating specifies DC output power (7.2 kW) rather than AC input power, presumably because that's the side of power conversion where the voltage and current limits are regulated. That rating might be true with other OBC units as well. FYI, Hyundai specifies the OBC efficiency at 91%, where typical ABB or other DC 50kW units are 94 or 95%. Thanks for your videos, I actually like the speeded up version. At first I thought you were just impatient about the subject (!) but now I know you had sped it up intentionally. The faster pace keeps me on my toes and I can always pause if needed.
@WeberAuto
4 жыл бұрын
Thanks for your feedback!
@RobertSzasz
4 жыл бұрын
It's annoying that more and more places are installing DC only fast charging stations. It wouldn't be so bad if you could plug them into a standard ac 1772 socket in the car, or use an stand off adapter (sort of like Tesla does for 1772 chargers) but many don't even have the AC pins.
@WeberAuto
4 жыл бұрын
It is a problem for those with the 5 pin AC charging receptacle only. Thanks for your feedback
@CharlesinGA
4 жыл бұрын
Indeed, the EVSE on the wall in your garage, or the parking lot at the grocery store, is basically an INTELLIGENT SWITCH that the car handshakes with, "give my power, max of XX, and I'll tell you when to quit". Oh yes, the EVSE also conducts a ground fault test prior to the relay closing and allowing current to flow to the vehicle.
@WeberAuto
4 жыл бұрын
Thanks for your feedback
@chrisgoebel8867
3 жыл бұрын
Thank you for your outstanding presentations. I cant wait for EV's to come to South Africa. I plan to convert my old Peugeot Boxer 2.2 Diesel 2004 RV to EV.
@loganknighten
4 жыл бұрын
If you have ever seen a CHADeMO charger, what Japanese makes use like the Nissan Leaf, most, at least in the US, are only capable of 62.5KW, from 500v at 125A. However there is a revised CHADeMo 2.0 spec that's capable of a maximum of 400KW, from 100v, at 400A direct.
@WeberAuto
4 жыл бұрын
Yes, I am familiar with CHAdeMO. Future specs for it go even higher. The biggest problem with CHAdeMO for me is the physical size and weight of the charge coupler. it is huge and heavy
@johnglennie4282
4 жыл бұрын
A good summary of this topic. I use L1, L2 and DC (50 kWh to 250 kWh) when answering how do you charge your EV. That current 2020 document, probably took five years from writing to print, and isn't as up-to-date as the date on it indicates. The industry, seems to use CCS. I can show a person where those extra two pins are, to make it "Combo", so that they can recognize the difference to CHAdeMO. The average person, can park and find the CCS plug to use to charge their vehicle. EVSE has been the term that people have forgotten about... they keep talking about "Which charger should I buy?" The CCS system will be in your next document for sure. It's currently being improved. tx At the Toronto Auto Show this year, at the Nissan display, they had a charging system showing people how to plug in their cars.... the connector going into their LEAF said CCS. I pointed it out to them; they didn't know the difference. en.wikipedia.org/wiki/Combined_Charging_System#:~:text=The%20Combined%20Charging%20System%20(CCS,at%20up%20to%20350%20kilowatts.&text=Electric%20vehicles%20or%20electric%20vehicle,standards%20listed%20by%20the%20CCS.
@boscodaude8595
4 жыл бұрын
Excellent video as always. My car has a Chademo port. A few words on that (max current possible...) would have made the video perfect.
@WeberAuto
4 жыл бұрын
Thank you, CHAdeMO is a totally different standard from the SAE J1772, but it does have a 50kW maximum DC charge. There is supposed to be 200 new 100kW CHAdeMO stations installed in North America, but that is pretty disappointing when compared to the 350kW stations at the Electrify America Stations with CCS charge couplers.
@brianb-p6586
2 жыл бұрын
While the CCS standards combine (thus the name) the J1772 connections for charging control with additional contacts for fast DC charging, the Japanese CHAdeMO (and Chinese GB/T) system for DC fast charging is entirely separate from the AC charging connection. It would make sense to note that this is comparable to DC charging by the SAE standard, but not part of the same "level" definitions.
@russhill7151
4 жыл бұрын
All of your videos that I have watched on the Bolt are excellent and I have learned much thank you. When quoting from the NEC regarding the definition you mentioned "the bi-directional flow " I would take that to mean that you could, with the appropriate interface use your electric vehicle to operate external loads such as to provide power to your home during a power outage, again provided you have a transfer switch to isolate your home from the grid.
@sp1nrx
3 жыл бұрын
Yes. The Honda Fuel Cell Clarity is claimed to be able to do this (source: Honda Motor Co.). There should be a 350V inverter somewhere that would be able to connect the battery to house mains. Doing this is above my pay-grade and is only an opinion.
@DonMillerNC
4 жыл бұрын
Professor Kelly welcome back and thanks for the informative video. A couple years ago I read a document (I don't remember which) that stated the CCS standard prohibits adaptors being used. In your reading of the J1772 DCFC standards did come across anything like that? Tesla for Europe has a CCS to Type 2 adapter, but in the USA they've not offered a CCS to proprietary North America Tesla plug.
@WeberAuto
4 жыл бұрын
Thank you, I have not seen one either.
@johnguarino6891
4 жыл бұрын
I love your videos but it angers me to see at my son's high School here in Connecticut is still teaching all about internal combustion engines and not EV 's
@WeberAuto
4 жыл бұрын
I know what you mean. It is a very slow progression. The high schools in our area are finally teaching some hybrid materials. It is a start. Thanks for your feedback.
@jaybee2344
4 жыл бұрын
Well talk your sons Principle or one the Board Members of the School District.
@georgemartin1436
4 жыл бұрын
Well...if they had to explain how to maintain a Bolt, all they'd have to say is "add wiper fluid and replace the tires when they wear out"...from my experience, anyway.. But seriously, they should evolve and start to include the basics of EV's, which are clearly growing and growing in popularity..
@vidznstuff1
4 жыл бұрын
Just be glad your high school's management doesn't see shop classes as a parking place for losers before they drop out. Shop is a pain in the butt to them because it's a money sink, so they all drool over useless theater and sports facilities. That was the attitude at a local school where I was thinking of teaching.
@ThisIsReMarkable
4 жыл бұрын
@@vidznstuff1 Hi, please don't disparage theater. Arts and outlets of expression are important parts of being human. Progress often feels slow but the desired change will eventually become the new paradime. Here's to this extremely informative video and for learning new things!
@ankowolf228
4 жыл бұрын
The signalling of "Is connected" / "Wants to charge" is done by adding some resistors to pin 4 and as such pulling down voltage of the PWM pulse. It does not use pin 5. As a matter of fact my Type 1 Outlander PHEV EVSE does not even have a wire running to pin 5. Doesn't need it. Pushing the button makes the car cut power flow, not the EVSE. The car also changes the resistor config of pin 4, telling the EVSE it is no longer connected. This triggers the EVSE indirectly to stop charging, not the pushing of the button itself. And as others said already, an AC charger (or better EVSE, as the AC charger is always in the car) cannot be told to provide a certain amount of power. The car draws a certain amount of power. And must stay within limits advertised by the EVSE. I think i have missed your pinned update. Sorry for that ;-)
@WeberAuto
4 жыл бұрын
Thanks for your feedback!
@stevejordan7275
4 жыл бұрын
2011 Leaf owner here, feeling a little primitive, even with CHAdeMO charging. Only 50kW, eh? Well, it still charges my car to about 80% in 30 minutes. Can't put one in my garage, though. On the other hand, CHAdeMO incurs a small lifespan penalty on the battery, so I'm not inclined to use it unless I absolutely have to. It's great to know how to properly apply the terminology, though I must confess I still think of it in terms of "How long will it take to charge my car?" (L1 = 10-12 hours, L2 = 3-4 hours, L3 = 30 minutes.) Sure would be nice to have >24kWh, though. After watching this, I suspect my car's AC connector goes to the OBCD, but the CHAdeMO connector goes straight to the battery. With as much HQ info as you shoehorned into this video, I'd sure be interested to hear you discuss best practices for battery charging. (Is there any benefit to charging slowly [AC-L1] rather than quickly [AC-L2]? Is there a "lifespan penalty" that results from quick acceleration as there is one from quick (CHAdeMO) charging? There is an optimum temperature range I should keep my battery within, but is there a particular temperature I should keep my garage to make the most of this? Besides being grossly inefficient, is wireless charging good or bad for batteries?) And how about a little love for the Nissan Leaf, of which there are more on the roads of the world than any other EV? (Or so I am given to understand.) Thanks again!
@WeberAuto
4 жыл бұрын
Thanks for your feedback. Yes, The CHAdeMO connector bypassed the OBCM. DC Fast charging creates a lot of heat in the battery which on a LEAF is very bad due to a total lack of a cooling system. The battery likes to be at close to 70 degrees for maximum efficiency. AC Level 1 charging will be the beat at keeping it cool. AC Level 2 charging makes the active cooling system on my Bolt EV activate to keep the battery cool on hot days. DC fast charging would roast the battery. The LEAF owner's manual has a section describing how and when to charge the battery. Best wishes!
@xawnia
4 жыл бұрын
This was very calming to watch. Thanks for the detailed information! =)
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