At work, we have the CT4000 dual EVSE. They will send you a text if there is any anomaly during charging. It will tell you if charging is complete, there was a ground-fault error detected, or your car is unplugged. They also have a website where you can see the charging power real-time. It can be interesting to see your car's taper profile when nearly full. Chargepoint might provide email also.
One EVSE is fed with two 40A circuits. The other two share one circuit. All work as expected. We have had a few triggers for ground fault errors. When we first had 110V outlets, we just shared them through an informal process. At first, we had few enough cars that we just stayed parked all day. When a couple more people arrived intermittently, we just shared when we could be unplugged. There were extra parking places around the outlets. When we got 5 regular users, we went with voluntary half-day sharing. We all knew everyone's email and sent out introduction information on any new cars. It might be worth looking up commercial and industrial power rates at your local utility. My company pays about one-sixth the amount per kWh that I pay. For my company, the cost really is less than the free coffee they provide. For a while, there was some discussion that EV drivers were getting a benefit that would have to be taxed. Through some cost data, we beat that proposal back. It would have cost more to track than it was worth. My company also publishes a carbon footprint report and has goals to reduce. Since employee commuting is one of the largest operational components, they have bee supportive of electric cars. One other comment: It is pretty easy to share an L2 charger. Either 3.3 or 6.6kW. That gives plenty of charge in 4 hours, and you swap at lunch. Sharing L1 can be harder. Some people might drive enough that the 12-16 miles they get in 4 hours isn't enough to get back home. Especially in the winter. Mike > >But I will assume that is not such a great thing when the weather is > > >>-recommendations for commercial-use EVSE?< > >For the business that wants their j1772 EVSE as cheap as possible and >do >not care about logging EVSE use or having the driver pay for using the >EVSE, >home EVSE that is designed for outdoor use is the least costly. > >A Kaiser Hospital parking garage near me uses an iMiev as their >security >patrol vehicle. They have allocated a parking space in the back with a >low >cost 3kW L2 EVSE and simple do not park here signage. They do not have >a way >to monitor the EVSE's use or the power it uses, and they figure they >save >effort and money by not doing that. > >But most businesses end up with a bean-counting manager that wants to >know >how much an EVSE is being used, how much power is consumed and what >time of >day (because of peak power costs), and a way to redirect any EVSE use >costs >back to the driver (think of it as a way for their job justification). > >To do that (above) requires a more expensive EVSE that has use logging >and >a network capability to do both remote data management, and use-fee >transactions. Typically this is the type of public EVSE driver find >that >require a rfid card to access them (Chargepoint, NRG eVgo, greenlots, >semaconnect, blink, etc.). Their rfid is connected to a payment method, >so >that when a driver uses it there is a flow of cash via the EVSE company >with >money flow to the EVSE company and the owner of the EVSE (a public >parking >garage, a parking lot, a businesses or shopping center's parking lot, >etc.). >See > _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org Read EVAngel's EV News at http://evdl.org/evln/ Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA)
