Thanks Robert! I've been extremely busy recently which has limited the time I have to do new episodes, but there are a couple of very exciting new episodes in the pipeline that should well and truly bust some common myths.
I somehow doubt that Gridserve will use Kempower chargers, and for the reason why, you have to follow the money. Gridserve are backed by Hitachi Capital, which recently acquired part of ABB, who have provided all of the new Gridserve and Electric Highway chargers so far. That said, will rapidly growing customer demand for Kempower chargers cause Gridserve to make the switch?
This seems good for all concerned. For the operator it means maximum kW delivered which means more revenue, for us users it means cars can charge faster so more chance of a vacancy.
Impressive presentation 👍 Spot on with redundancy and power module sharing. Been trying these a couple of time in Norway where that are popping up at the moment. Fabulous app so you can check the charging session at any time, even on cars with no app-support. Less queing and more available chargers. Fantastic presentation 👍
Excellent content - the bar for charging hubs has just lifted several notches. We need to innovate. See you at Outside FC fixtures (Sat and Sunday. (Eamon - Range Therapy)
Going to Farnborough. I hope to see you there. Keep smiling. We need a fully charged Live a bit more centrally positioned around Manchester? Or Birmingham National Exhibition Center and one in SEC Glasgow?
Nice to see you again Euan, I hope to be at Fully Charged on Friday so will look out for you a d give you a nod. This is good timing as I am currently looking into different chargers for a Gridserve type site on the East Coast in Lincolnshire,. Shame it isn't British, but could be a very good system to go for.
Oh wow, sounds exciting! Definitely tell me more at FCL. I've just been told of a third party installer for Kempower units in the UK for networks other than Osprey, if that helps.
@@PlugLifeTelevision Right oh, if I do see you I will attempt to grab a word, I was assuming you would be busy What is even more exciting is, I might also end up with a grid scale battery there to cope with the peak. The other exiting thing is, I am looking into for those coast car parks is putting a 7kW charge plug for every space...........of which there are 10,000! The local DNO has asked me for a meeting to discuss bringing in a 132kV power line. It is all getting a little out of control!
Great to see you back. Thought about you when visiting the Dundee Transport Museum during my holiday to Scotland in June: you will know why. I always really appreciate the clarity and simplicity of your presentation. May see you at FCL Friday. The other thing that I would like to see for chargers is that they 'know' the car (I think Fastned are offering this).
This could be a “game changer” :) Hopefully they are designed in a way that’s also fully accessible for disabled users; and installed in a fully accessible way too :)
The supermarket implementation would be brilliant. You could deploy the charge points to loads of parking bays and in the event an individual bay was ICE'd you would still be able to use the expensive DC modules on another bay. Also you could implement a queuing system if you have 40 bays but only enough DC modules for 30 bays car 31 parks up plugs in and when the power becomes available it would be next in the list. Surely this has to be the solution for large scale rollout of public charging in car parks for 2030?
Excellent video as usual Euan! That's a very clever system indeed, I'm guessing that it could also do lots of other smart things in terms of load management by varying the overall power without compromising minimum acceptable ROC per customer?
Good question. I'd like to find out the answer to that as well. That said, if they're that good that they draw customers in from other networks, they'll quickly pay for themselves.
Fantastic technology thanks for the explanation! A few questions - presumably using DC power modules requires each charger to be connected via DC rather than the traditional AC. Intuition says more losses and thus higher cabling costs with DC, but am i right that in many cases the DC V may be higher than the typical 415VAC (eg 800V) and thus, losses are lower or at worst no worse? At the same voltage, the losses would be higher in DC due to the lower number of phases compared to 415V AC, right? The DC modules must (presumably) be able to provide a variable DC a output to suit different cars? There is a risk of some big DC arcs if one of those cable is shorted though…
Considering how badly designed and implemented the CCS standard can be, I wonder how many cars correctly handle a charger increasing its advertised available power in the middle of a session.
I believe that the control pilot signal is still used whilst DC charging. As with level 2 (AC) charging, the EVSE advertises the available power to the car, so I don't think this should be a big deal. I've got a almost fully loaded panel at the house, and when the total load approaches 80% of the panel rating, my EVSE tapers the charge to the car, and restores it once the high load condition has passed.
@@daemoncan2364 CCS is much more complex than that, it uses a full-on network stack over PLC on control pilot. I don't know all the details but there is an initial handshake to set certain parameters like voltage limits, after which the car is in control of asking what it wants.
@@mikeselectricstuff I guess since they already have many stations in Scandinavia and the cars are hapilly charging, then we can assume they managed to get it to work as expected?
Fascinating. Seems like a no-brainer to adopt this system. Are the power modules cheaper because of volume or more expensive because you need more of them? Do they play nicely with onsite battery storage?
My understanding is that this is exactly how Superchargers work, with the only difference being that they are always pairs not one cabinet per site. Also apparently the "charger modules" in these (the AC -> DC bits) are just the same as the in-car modules... one in a car and lots in a supercharger. I am assuming that the cabling between the units is the hard part... you need to be able to route each module to each charger. One logical way to do this is to have one 25kW cable from each charging module to each charging-point. This would mean 16 cables each rated for 800V and about 75A, or one large 32-conductor cable bundle of the same rating. This may be impractical, so the other option is to do all of the switching in a 'matrix' unit attached to the main charger cabinet. Then you just run a single 800V, 300A cable to each unit (not a small cable, but at least it is not 32-cores!) The downside on the first method is that you need to run a lot of cables to every outlet. The downside of the second method is that the matrix will grow in a way proportional to the number of heads. I would be interested to know which way they connect it!
I was going to put this on my Twitter but all the FULLY CHARGED plugging at the end was a turn off for me. Shame it is a superb effort, would prefer an upload without the FULLY CHARGED stuff. Maybe a good idea to make such an upload as this was specific to an event that has now been over for months.
Not exactly sure what this will all mean once the TESLA charging network goes public for all existing cars that are not from the TESLA fleet. I believe that the Supercharger Network will suffice to charge the extra cars just fine.
Having seen the regular queues for supercharger sites like Gretna Green (and the adjacent Ionity and Electric Highway sites), I'd beg to differ! We need more rapid chargers along our motorway network.
Curious, is your goal to remain a UK-focused channel? Or to grow internationally? If the latter, suggest dropping some non-generic terms (such as “type 2 chargers“) and embrace generic terms that mean the same thing (such as “public AC chargers”).
I think the 7kwh chargers at supermarkets aren't really meant to do anything other than give a customer an excuse to shop there, after all they are 'free'. Anything more powerful would mean they'd have to charge for the charge and that would tarnish the "I got something for nothing", happy voice in the ev owner's head. They could bolt some on to a couple of free ones though and maybe charge a reduced fee to justify the installation fee. As someone else mentioned, we need to have more content from a person who knows what he's talking about not just a presenter reading off a script or manufacturer's website.
Great episode. Charging anxiety is becoming more important than range anxiety so the increased resilience that this approach gives is very important.
And you havent even mentioned the kempower app that shows all the nerdy data you'd want when charging. 😉
Great video and explanation.
Where have you been, the quality of your presentation has been missed! Really enjoyed this episode , really appreciate your work thank you.
Thanks Robert! I've been extremely busy recently which has limited the time I have to do new episodes, but there are a couple of very exciting new episodes in the pipeline that should well and truly bust some common myths.
@@PlugLifeTelevision Glad to hear things are going well Euan.
Excellent illustrations! Just FYI Kempower is currently distributing 375A update for the current 300A limited charger installations in Finland.
Amazing! Hopefully Osprey will roll that out here too. That will be a game changer for many fast-charging 400 V EVs.
Brilliant Euan as always. We need you to be there countering the FUD put out by big oil and gas.
Excellent power solution. Their cable design is also great. Hopefully Gridserve gets onboard with this.
I somehow doubt that Gridserve will use Kempower chargers, and for the reason why, you have to follow the money. Gridserve are backed by Hitachi Capital, which recently acquired part of ABB, who have provided all of the new Gridserve and Electric Highway chargers so far. That said, will rapidly growing customer demand for Kempower chargers cause Gridserve to make the switch?
@@PlugLifeTelevision I was thinking more of copying the ideas not necessarily buying Kempower chargers unless its under heavy copyright
Once again, a fantastic explanation of technology for us users. Hope to see you at Farnborough.
Hi Euan,
Well worth waiting for 6 months.
A lucidly supported vocal and graphic presentation.
That's why I keep you on my "To Watch List".
Keep going.
This seems good for all concerned. For the operator it means maximum kW delivered which means more revenue, for us users it means cars can charge faster so more chance of a vacancy.
Impressive presentation 👍 Spot on with redundancy and power module sharing. Been trying these a couple of time in Norway where that are popping up at the moment. Fabulous app so you can check the charging session at any time, even on cars with no app-support. Less queing and more available chargers. Fantastic presentation 👍
Brilliant vid, well explained and can’t wait to see these units at many destinations!
Excellent content - the bar for charging hubs has just lifted several notches. We need to innovate. See you at Outside FC fixtures (Sat and Sunday. (Eamon - Range Therapy)
What a super video 👍 Just came here from Bjørn Nylands channel... I subscribed immediately 😊
Great video Euan!
Going to Farnborough. I hope to see you there. Keep smiling. We need a fully charged Live a bit more centrally positioned around Manchester? Or Birmingham National Exhibition Center and one in SEC Glasgow?
Nice to see you again Euan, I hope to be at Fully Charged on Friday so will look out for you a d give you a nod.
This is good timing as I am currently looking into different chargers for a Gridserve type site on the East Coast in Lincolnshire,. Shame it isn't British, but could be a very good system to go for.
Oh wow, sounds exciting! Definitely tell me more at FCL. I've just been told of a third party installer for Kempower units in the UK for networks other than Osprey, if that helps.
@@PlugLifeTelevision Right oh, if I do see you I will attempt to grab a word, I was assuming you would be busy What is even more exciting is, I might also end up with a grid scale battery there to cope with the peak. The other exiting thing is, I am looking into for those coast car parks is putting a 7kW charge plug for every space...........of which there are 10,000! The local DNO has asked me for a meeting to discuss bringing in a 132kV power line. It is all getting a little out of control!
Ooh, these look fantastic. I really like how it copes with a DC power module failure given how often I've seen that happen at Raption units!
Thank you for your useful information😎I’ve missed you.
Great talk and simple breakdown of a complex arrangement.
Also great deep V t-shirt
Cheers! They're available to buy at the Plug Life Television shop, don't you know. Link in the description above.
That's a very clear explanation and it looks like a great innovation.
What an absolute brilliant video explaining this great technology.
Let's hope we see more and more of this technology rolled out!
Great explanation.
Look forward to more intelligent charging infrastructure!
Brilliant Euan , well explained 👏 and great to see rapid charging technologies moving on.
See you at FC too matey 👍😀
Great to see you back. Thought about you when visiting the Dundee Transport Museum during my holiday to Scotland in June: you will know why. I always really appreciate the clarity and simplicity of your presentation. May see you at FCL Friday. The other thing that I would like to see for chargers is that they 'know' the car (I think Fastned are offering this).
Helpful, effective graphics to understand the dynamic power allocation 👍
Great graphics and clear explanation. Thanks Euan.
This could be a “game changer” :)
Hopefully they are designed in a way that’s also fully accessible for disabled users; and installed in a fully accessible way too :)
Excellent explanation, thanks Euan!
Excellent episode, cheers. At last things are improving for EV charging.
Neat system. Great review Euan. Shiny graphics too!
That was so well done! Hope to bump into you at FCL and hope the journey from Edinburgh is without incident
Excellent; Thank you.
Concise and comprehensible as always, thanks!
The supermarket implementation would be brilliant. You could deploy the charge points to loads of parking bays and in the event an individual bay was ICE'd you would still be able to use the expensive DC modules on another bay. Also you could implement a queuing system if you have 40 bays but only enough DC modules for 30 bays car 31 parks up plugs in and when the power becomes available it would be next in the list.
Surely this has to be the solution for large scale rollout of public charging in car parks for 2030?
Welcome back!
Wow 😮 sounds great! Thanks for another great video!
The best part of this is the massive redundancy so far less chance of turning up to a failed charger
Excellent video as usual Euan! That's a very clever system indeed, I'm guessing that it could also do lots of other smart things in terms of load management by varying the overall power without compromising minimum acceptable ROC per customer?
As in limiting to
Interesting innovation that could please more people more of the time and a greater through-put, which will be good for the charge network.
Thanks Euan, seems like a great step forward, although I suspect they're a tad expensive?
Good question. I'd like to find out the answer to that as well. That said, if they're that good that they draw customers in from other networks, they'll quickly pay for themselves.
Fantastic technology thanks for the explanation! A few questions - presumably using DC power modules requires each charger to be connected via DC rather than the traditional AC. Intuition says more losses and thus higher cabling costs with DC, but am i right that in many cases the DC V may be higher than the typical 415VAC (eg 800V) and thus, losses are lower or at worst no worse? At the same voltage, the losses would be higher in DC due to the lower number of phases compared to 415V AC, right? The DC modules must (presumably) be able to provide a variable DC a output to suit different cars? There is a risk of some big DC arcs if one of those cable is shorted though…
Considering how badly designed and implemented the CCS standard can be, I wonder how many cars correctly handle a charger increasing its advertised available power in the middle of a session.
I believe that the control pilot signal is still used whilst DC charging. As with level 2 (AC) charging, the EVSE advertises the available power to the car, so I don't think this should be a big deal. I've got a almost fully loaded panel at the house, and when the total load approaches 80% of the panel rating, my EVSE tapers the charge to the car, and restores it once the high load condition has passed.
@@daemoncan2364 CCS is much more complex than that, it uses a full-on network stack over PLC on control pilot. I don't know all the details but there is an initial handshake to set certain parameters like voltage limits, after which the car is in control of asking what it wants.
@@mikeselectricstuff Do you have any sources (specs)? Would be an interesting read.
@@mikeselectricstuff I guess since they already have many stations in Scandinavia and the cars are hapilly charging, then we can assume they managed to get it to work as expected?
Amazing explanation!
Very informative. Is there any news pertaining to using both cables on one charger at once, or are they one post, one user still?
Fascinating. Seems like a no-brainer to adopt this system. Are the power modules cheaper because of volume or more expensive because you need more of them? Do they play nicely with onsite battery storage?
Let us know if you need a Kona for your testing, we'll happily help out!
SUPERB VIDEO !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
First location most likely Banbury
Do you have any guesses on how the current chip shortage may be impacting the fielding of these chargers?
Excellent, many thanks. Is the Kempower system Replicating what the V3 Tesla superchargers do?
I think it's totally different. It seems that SC have common DC bus and DC-DC converters then provide power to stalls
My understanding is that this is exactly how Superchargers work, with the only difference being that they are always pairs not one cabinet per site. Also apparently the "charger modules" in these (the AC -> DC bits) are just the same as the in-car modules... one in a car and lots in a supercharger.
I am assuming that the cabling between the units is the hard part... you need to be able to route each module to each charger.
One logical way to do this is to have one 25kW cable from each charging module to each charging-point. This would mean 16 cables each rated for 800V and about 75A, or one large 32-conductor cable bundle of the same rating.
This may be impractical, so the other option is to do all of the switching in a 'matrix' unit attached to the main charger cabinet. Then you just run a single 800V, 300A cable to each unit (not a small cable, but at least it is not 32-cores!)
The downside on the first method is that you need to run a lot of cables to every outlet. The downside of the second method is that the matrix will grow in a way proportional to the number of heads.
I would be interested to know which way they connect it!
it should be array of contactors connecting power modules to some busbar which connects to cable
I was going to put this on my Twitter but all the FULLY CHARGED plugging at the end was a turn off for me. Shame it is a superb effort, would prefer an upload without the FULLY CHARGED stuff. Maybe a good idea to make such an upload as this was specific to an event that has now been over for months.
Not exactly sure what this will all mean once the TESLA charging network goes public for all existing cars that are not from the TESLA fleet. I believe that the Supercharger Network will suffice to charge the extra cars just fine.
Having seen the regular queues for supercharger sites like Gretna Green (and the adjacent Ionity and Electric Highway sites), I'd beg to differ! We need more rapid chargers along our motorway network.
Curious, is your goal to remain a UK-focused channel? Or to grow internationally? If the latter, suggest dropping some non-generic terms (such as “type 2 chargers“) and embrace generic terms that mean the same thing (such as “public AC chargers”).
I think the 7kwh chargers at supermarkets aren't really meant to do anything other than give a customer an excuse to shop there, after all they are 'free'. Anything more powerful would mean they'd have to charge for the charge and that would tarnish the "I got something for nothing", happy voice in the ev owner's head. They could bolt some on to a couple of free ones though and maybe charge a reduced fee to justify the installation fee. As someone else mentioned, we need to have more content from a person who knows what he's talking about not just a presenter reading off a script or manufacturer's website.
Bjorn Nyland is not a legend - he is a bellend. Small but significant difference.