I tested some of this back in 2011, but my memory is fuzzy. Most global market EVs will be setup to accommodate the Japanese market which has line voltage at 100VAC, so most OBCs (On-Board Chargers) will work down to about 90VAC or so. The amperage is fixed by the EVSE pilot, though most OBCs usually can't exceed around 15A below 200VAC limited by PSU architecture.
So a L1 EVSE limited to 12A at 90VAC will only have about a kW to play with, by the time you account for overhead and efficiency losses, you'll be lucky to get 750w into the battery. As a counterpoint I discovered in 2014 that Tesla superchargers use the same OBC module as found in the Model S at that time, and since superchargers were running off of 480VAC, the Tesla OBC was rated to 300VAC input. (one wye leg of 480VAC is 277VAC) I put a small boost transformer to take my 240V voltage up by 40V to 280VAC and found my Model S could charge at over 11kW vs 9.6kW on a standard 240V input. To my knowledge all Teslas retain this 300VAC input capability as some of the Tesla L2 destination chargers are also wired on 277VAC. (This is also why you should be very cautious if using an adapter to charge another brand at a Tesla L2!) On Tue, Nov 21, 2023 at 9:57 AM redscooter via EV <ev@lists.evdl.org> wrote: > I want to know how it deals with weak circuts, like long cords, etc ? > does it drop amerage load to keep the voltge up ? what low voltage does > it cut off at? or how does it respond? > _______________________________________________ > Address messages to ev@lists.evdl.org > No other addresses in TO and CC fields > HELP: http://www.evdl.org/help/ > > -------------- next part -------------- An HTML attachment was scrubbed... URL: <http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20231121/2488ec89/attachment.htm> _______________________________________________ Address messages to ev@lists.evdl.org No other addresses in TO and CC fields HELP: http://www.evdl.org/help/
