The assumption of what "nearly everyone needs in a day" is based on
averages, right?
Averages are built from data ranging from minimums to maximums. But real
range needs are based on maximums. So it would be erroneous to assume
that averages define the actual range needs of most people.
Further, it matters how often people need to hop in the car and run an
errand, handle an emergency or drive to the next town. Faster L2
charging frees up the car for more trips in a day, and L3 opens the
portal to nearby intercity trips. Supercharging opens the portal to
interstate trips. All of these charging options make an EV that much
more practical.
For the Volt there's a 300 mile generator included, so it's OK to design
for "most trips." But for a BEV, the driver must consider the maximum
trip required or have another vehicle to pick up that slack.
Cheers,
-Jamie
On 5/13/15 1:08 PM, Ben Goren wrote:
On May 13, 2015, at 11:51 AM, Jamie K via EV <[email protected]> wrote:
Ben, on the subject of L1 chargers being good enough for nearly everybody and L2 being
overkill, I would ask "based on what data"?
Sorry...I had in mind overnight home charging, with the assumption that the 20 kWh you
get from 12 hours @ 110V / 15A is going to be good enough for as many miles as nearly
everybody is going to need in a day, especially given the types of efficiency figures
we're headed towards and that Lawrence was advocating. At 250 Wh / mile, that's 80 miles.
Even at 500 Wh / mile, that's still 40 miles, the range that Chevy targeted for the Volt
as "almost good enough for 100% electric for almost everybody."
Yes, there will be exceptions...but how many people regularly drive more than
40 miles in a day, and, of those, how many are going to want to do so in an EV
that's only doing 500 Wh / mile?
Even more important...how many people are going to want to spend lots of extra
money on an at-home fast charger if overnight L1 charging always leaves them
with 80 miles more in the morning than they had at the end of the day before?
b&
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