Online Forum for the 2012 Rav4 EV

While I agree that the faster the chargers the better, I think that 100A DC is a reasonable minimum. That would allow the BTC dual standard chargers like the ones NRG installed in Gilroy and Sunnyvale which are powered from 120Y208V 3-phase power commonly used at commercial sites like grocery stores and hotels that have large existing utility transformers. All the 110A+ units I've seen would require a dedicated 277Y480V 3-phase utility transformer or a substantial boost transformer.

Good point.

Sure, 100 A is tolerable at the present time for some DCFCs, but a network of these will be inadequate for long-distance travel. Fortunately the CEC seems to have similar thoughts, and they have the following requirements in the 2015 (N-S) and 2016 corridor DCFC proposal calls:

(GFO-15-601..., p. 16):
The site must include at least one expansion stub out1. Each stub out must: (1) include a 2-inch minimum spare conduit run with pull-rope sized, installed, and located per the National Electrical Code for future installation of wiring supporting up to a 480VAC, 4-wire, 125 kW load; and (2) be capped off.

Host sites should have 480V 3-phase power available and adequate transformer capacity to serve the DC Fast Charger(s).
...

Tesla already has 100+ kW charging in its network, and <40 kW (100A @ <400V) will seem quite dog slow by the time any sort of real inter-city network is functional in CA (2018 and beyond?). This roll out is taking a long time, and we do not want it to be obsolete before it is even completed.

Are we asking for too much? Many sites will be literally in the middle of nowhere and the chance of 480V 3-phase power being available is little to none.

I remember a post from Tony some time ago when he said that we could obtain 480V from a combination of 240V, a bunch of used Tesla batteries and BMS, and a solar array. That would allow L3 chargers to be placed in locations without 480V 3-phase.

By requiring grid power, the CEC is shooting us in the foot.

Still great to see the installation even if a bit low on power.
Usage will dictate if upgrades are actually needed.

I don't think getting 480V is really a problem if you're willing to pay the utility for a dedicated grid connection. The Grant Solicitation tgreene quoted is the new grant that is allocating a lot more money per site, likely because they want the utility service sized for a pad mounted transformer that can support 250kVA or more of chargers. I think the 2014 grant that paid for this Santa Nella charger did not make such requirements. I think they only got $500k for the whole I-5 corridor. I think the ChargePoint overlay of the same corridor in the 2016 grant is like $3M.

You have to have 480 volt to have the power levels required.

As long as there's a high-voltage line anywhere nearby, you're one transformer away from having 480v.

I bet that you are right, and that is why the big outfits like ChargePoint skipped the 2013 solicitation (2014 awards) and went for the 2015 / 2016 one instead.

Wasn't the CEC also targeting non-profits for the corridor chargers anyway? I got the feeling that the commercial networks were not eligible for that solicitation.

For those interested in the continuing rollout of electric vehicle charging infrastructure in California, there is a workshop at the California Energy Commission in Sacramento this Monday, June 6, 2016, starting at 9am. There is also an option to attend by phone or internet: see https://efiling.energy.ca.gov/getdocume ... ?tn=211611
WebEx and Conference Call-in-toll-free number: 1-866-469-3239
Please go to https://energy.webex.com
Access code: 924 248 580
Meeting Password: meeting@9


Here is a link to the agenda and an excerpt:

http://docketpublic.energy.ca.gov/Publi ... Agenda.pdf

California Energy Commission
Staff Workshop on Funding Strategies for Electric Vehicle Infrastructure
June 6, 2016
9:00 a.m.
Art Rosenfeld Room (formerly Hearing Room A)

AGENDA

9:00 a.m. Introduction – Jennifer Allen

9:10 a.m. Electric Vehicle Infrastructure Planning and Funding Strategies
o Strategic Planning – Leslie Baroody
• Background
• Deploying chargers to meet goals
• Seeking effective mechanisms to disburse funds
• Leveraging partnerships
o Data Collection – Adeel Ahmad
• Gathering data to inform deployment
o Infrastructure Deployment Assessment Modeling – Kadir Bedir, Ph.D.
• Using travel patterns, demographics, and models to determine EV charger demand by region and
location type.

Break

o Regional Readiness Plans
• Capitalizing on existing analysis – Thanh Lopez
• Upcoming solicitation – Sharon Purewal
o Moving Towards a Sustainable Market
• California Capital Access Program Loan Loss Reserve – Brian Fauble

11:45 p.m. Lunch

1:00 p.m. Focused Projects
o Innovative Mobility Services by Using EVs – Kadir Bedir, Ph.D.
o Apartments: Fresno Case Study – Shaun Ransom
o CalGreen: City of Oakland Case Study – Lindsee Tanimoto
o South Bay Cities Council of Governments – Sharon Purewal

1:45 Public Discussion of Presentations

Adjourn