CHAdeMO now works on Model 3's

I think that companies like ChargePoint make their money mostly from selling the charging stations.
The owner of the unit takes most of per charge fees, right?

Mike

 

Initial data using the free, CHAdeMO / CCS-1, fast DC charger in Huntsville. I stopped at 112 minutes because the cell phone battery was below 10%:

.

• Use SPACE to toggle run/stop
• Use "." to forward one frame
• Use "," to backup one frame
• Standard Range Plus Model 3: 2019.24.4
• EVpump: Version 8.9B, firmware 4.7.6, (max 100 A), 30 min segments

Charge curve:


I've attached a spreadsheet coded from the video and used to make the charge graph.

Bob Wilson

 

The first problem was to offload the mechanical stress on the Tesla connector. With the trunk open, there is a frame part that an adjustable strap:

It does not go over the trunk weather seal so it may be possible to close the trunk in wet weather without risk of damaging the trunk-to-quarter panel gap. I was happy the lower part did not rub against the paint.

The charging curves are different as the SuperCharger record comes from a video in the cabin and the CHAdeMO from the charger:



We can compare "kW" that is common to both curves to reveal:

• 40 kW @28-29 min - SuperCharger
• 40 kW @65 min - CHAdeMO

The SuperCharger is front loaded and puts a faster charge while the CHAdeMO is taking twice as long. But slow has a cooling advantage so the car doesn't have to crank up the A/C to cool the battery. This is not a big problem but just an aside.

It may be possible to use the "kW" to reverse engineer the SuperCharger "Volt" and "Current." Of course this is only interesting to a geek.

Bob Wilson

 

Picking a common point, the 40 kW charge rate, it an adequate 'equal' point because both SuperCharger and CHAdeMO taper down their charging rate afterwards commanded by the car. Regardless of what went on before, now the car won't let more than 40 kW come in as the battery has achieved the same SOC.

Since the battery in both cases at 40 kW has achieved the same storage, the cost to get there is the time to reach it times the published rates. But I did not calculate the SuperCharger rate which I'll add:

• 40 kW @28-29 min - SuperCharger
  • ~17 min Tier 1, $0.26/min (experimentally verified)
  • ~12 min Tier 2, $0.13/min
• 40 kW @65 min - CHAdeMO (both EVgo and Electrify America have 50 kW CHAdeMO)
  • $0.25/min - Electrify America (some questions about this vs $1 session and $0.21/min)
  • $0.35/min - EVgo

So this is what I would expect to pay to reach 40 kW charge rate and similar battery SOC:

• $5.98 = $4.42 + $1.56 :: SuperCharger
• $16.25 :: Electrify America
• $22.75 :: EVgo

Bob Wilson

 

Thanks Bob. Tesla's CHAdeMO adapter seems to offer a good backup method for long trips. I've noticed the Electrify America buildout in Northern California is proceeding very rapidly, hitting all the spots where EVgo and Tesla have no presence. (Walmart, Safeway, etc.)

While traveling (2 - 800 mile trips so far) the Superchargers have more than covered my needs, and I've yet to wait for an open spot. Not sure how this will evolve over the next couple years.

 

EXECUTIVE SUMMARY

Driving ~100 mi at night with the charge limited to 150 mi (62%), charging costs:

• ~$5 - Tesla SuperCharger
• ~$10 - CHAdeMO at Electrify America
• ~$15 - CHAdeMO at EVgo

CHAdeMO at Electrify America

With 150 mi (62%) on the battery, I drove to the Nashville TN, Electrify America station:


The first step is to hold the adapter up and connect the CHAdeMO plug. Last summer the card reader at Manchester was dodgy. Before leaving, I downloaded the Electrify America APP and it connected and started the charging session. So here is the receipt:

Thank you for charging with Electrify America.

Assistance: 1-833-632-2778

08/04/2019 11:07:54PM
Willowbrook Commons
61 East Thompson Lane
Nashville, Tennessee 37211
Charger #100208-01
Connector #2


Total paid: $9.96

Session ID: 37236
Transaction ID:

Charging: $9.12
($1.00/Session + $0.21/Minute)
Discount: $0.00
Idling: $0.00 ($0.40/min)
Sales tax (9.250%): $0.84

End state of charge: 61%
Energy delivered: 29.4 kWh
Max charging rate: 48.75 kW
Charging time: 00:38:39
Grace period: 00:45 min
Paid idle time: 00:00​

It appears the Electrify America station has a higher peak charge rate than the EVgo, EVpump, 40 kW.


CHAdeMO at EVgo

This trip was via Beechgrove, TN to get the miles:

The starting and ending altitudes were about the same. Also, we had to deal with construction and entering an urban area street speeds.

After wiring the adapter to the CHAdeMO, I used their App to start the session:

Session Id 5392571
Account Number ******
Member Wilson, Robert
Start Date 08/05/2019 01:04:38
Stop Date 08/05/2019 01:50:08
Start Card 41294372
Stop Card 41294372
Total Cost $15.75
Total Energy 27.010
Total Duration 00:45:30
Charger JOSH, CHAdeMO​

The "pay as you go" plan has a time limit of 45 minutes. Just as the charging was ending, the timer expired but I had enough charge to reach the SuperCharger at Athens AL.


SuperCharger at Athens

The trip home was shorter but the ending elevation was higher than the Nashville start:


Here is the SuperCharger receipt:



CONCLUSIONS

• SuperCharger is the fastest and most affordable. Use it to save time and money.
• CHAdeMO Electrify America is twice the SuperCharer cost and longer, 28 min vs 18. Use it if no SuperCharger around or you need a biology break found near the Electrify America station.
• CHAdeMO EVgo is three times the SuperCharger cost and can stop prematurely due to the 45 min limit. Still, it can give a 150 mi battery charge versus any L2 charger.

Bob Wilson

 

What we really need is a CCS adapter. (and then please don't make it as clunky as the CHAdeMO one)

 

I didn't think anyone would know to ask:

The strap holds the weight to avoid having a charging abort. My first attempt with a dangling adapter ran about a minute and aborted.

Bob Wilson

 

Lifting the assembly told me 'this ain't good'. The weight puts a substantial torque on the Tesla socket and plug.

Weight on a connector can lead to poor connector contact. On the power side, heating and on the control side, loss of signal. Sad to say, aborts do not come with code from either the charger or the car to tell us what happened. The strap was a quick workaround but totally impractical in wet/bad weather or near a thin paint job.

If I owned an adapter, I would rig up a support strut using a large diameter, PVC pipe with a cable slot on one side. The charger plug would sit in it and my very expensive adapter held above with the Tesla plug just slightly above the socket.

Bob Wilson