CHAdeMO

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I know CHAdwNO is not the same. Where did I say it was? CHAdeMO is as I said the Bata Max of fast DC charging plugs, systems. I really don't need to get into pedantics.

Nissian Ayria uses CCS (yes -1) and LEAF CHdeMO still....

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"Yes, there are CCS1 to CHAdeMO converters available, including:
  • Dongguan Longood Technology Co., Ltd.
    A Chinese company that makes EV charging equipment offers a CHAdeMO charger adapter for the American CCS1 connector. The CCS1 version costs $1,050 for a minimum order quantity of 2 to 9, but the price goes down when ordered in bulk.

  • A2Z EV
    Offers a CCS1/2 to CHAdeMO DC Adapter that is 200A rated and has a rated voltage of 150~1000VDC. It has a 12-month warranty against manufacturing defects.

  • Setec Power
    A manufacturer that produces a range of CCS chargers that offer robust performance and compatibility with several charging stations.
The main difference between CCS and CHAdeMO is that CCS connectors allow car makers to fit only one EV charging port, while CHAdeMO requires a separate charging port for AC."
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I don't care about CHAdeMO.

My battery is equivalent of 20KWh. My SV's L2 is rated at 6.6KWh. Good enough 1 to 1.5 hrs short charge to 75%. Nissian Dealer near me has CHAdeMO but they now charge for fast DC (L2 still free). Electrify America has CHAdeMO but prices are stupid high. My house is L2 @ 4.6KWh and the publi park where I ride bicycle. It's free and maxes out ay 6.6KWh. 1 hour around Lake 2 or 3 times car is near 80%

As I said CHAdeMO is the BataMax of charging, obsolete. Not spending a nickle on $1050 adapter for a car worth? $3000?
Arguably I don’t either as I have very little use for fast charging. There are people that do though, and it appears to matter because CHAdeMO seems to be going away.
 
Type 2 has a charging power of 3x32A= 22kW
Correct me if I am wrong, but I think local laws also come into play. Some places 16 or even 10 amps per leg of the three phase may come into play.
With the leaf OBC being limited to 6 KW max and then only on single phase, that can limit the Leaf even when 3 phase is available,
Other EV;s with three phase OB'ers can benefit, but the Leaf can not.
 
Were both wrong. KWh.
No "/" Fwd slash or "-" hypen.
Yiu know what I mean.
kWh is an abbreviation for kilowatt-hours. See these, for example:
https://www.britannica.com/dictionary/kilowatt–hour
https://www.merriam-webster.com/dictionary/kilowatt-hour
https://www.cpuc.ca.gov/news-and-updates/newsroom/glossary/k
https://www.energy.gov/energysaver/electric-meters
https://www.kcc.ks.gov/images/PDFs/education/PEP_FactSheet_ConsumptionDemand__2022.pdf

My battery is equivalent of 20KWh. My SV's L2 is rated at 6.6KWh. Good enough 1 to 1.5 hrs short charge to 75%. Nissian Dealer near me has CHAdeMO but they now charge for fast DC (L2 still free). Electrify America has CHAdeMO but prices are stupid high. My house is L2 @ 4.6KWh and the publi park where I ride bicycle. It's free and maxes out ay 6.6KWh.
Battery capacity is measured in kWh (e.g. 20 kWh above). The rest of what you wrote there seems to be talking about charging rate which is measured in kW. kWh and kW are totally different metrics.
 
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good to know. I get the impression that css1 isn’t as good as css2. I read that css2 has 2 more pins than css1. Fairly thick ones. I also read that css2 provides vastly more power. Those two things lead me to suspect that even though they have similar names they aren’t really very similar at all. Your info contradicts that though. If css2 is Implementable in the North American power grid it probably should be. Whether that will happen though is another question. It would be nice if there was a single world standard.
It's not CSS (Cascading Style Sheets), it's CCS (Combined Charging System). The reason for the difference in CCS1 vs. CCS2 is because in North America, we use J1772 for L1 and L2 AC charging. In Europe, they use Mennekes Type 2 (https://en.wikipedia.org/wiki/Type_2_connector) for AC charging.

Near the bottom of https://thedriven.io/2018/12/10/what-is-ccs-charging/ is a visual aid of CCS1 (aka J1772 CCS aka SAE Combo) vs. CCS2.

CHAdeMO is a world standard. Doesn't matter where in the world you are.
 
kWh is an abbreviation for kilowatt-hours:
Yes. The capital K in the SI units system is for kelvin, named after a person, Lord Kelvin. When a unit is spelled out, as with kelvin just now, it's an ordinary word, so it's not capitalised unless at the start of a sentence.

Lower case k is used for kilo, meaning 1000. There is a long standing myth that kilo is represented by a capital K, but it's just a myth.

The W in kWh is capitalised because it IS named after a person, James Watt.

This is all very standard, and is used in all scientific publications. 95% of the time, car displays actually get it right too.
 
It's not CSS (Cascading Style Sheets), it's CCS (Combined Charging System). The reason for the difference in CCS1 vs. CCS2 is because in North America, we use J1772 for L1 and L2 AC charging. In Europe, they use Mennekes Type 2 (https://en.wikipedia.org/wiki/Type_2_connector) for AC charging.

Near the bottom of https://thedriven.io/2018/12/10/what-is-ccs-charging/ is a visual aid of CCS1 (aka J1772 CCS aka SAE Combo) vs. CCS2.

CHAdeMO is a world standard. Doesn't matter where in the world you are.
Conceptual dyslexia on my part. As for chademo, sure. But chademo is going away, replaced by ccs1&2. My thought was that if ccs1 is not mandated by physics and the type of electrical network in N. America, it makes sens for ther to only be ccs2. So that CCS2 is a world standard as well
 
Conceptual dyslexia on my part. As for chademo, sure. But chademo is going away, replaced by ccs1&2. My thought was that if ccs1 is not mandated by physics and the type of electrical network in N. America, it makes sens for ther to only be ccs2. So that CCS2 is a world standard as well
World standards come and go, Chademo is a world standard until it was push aside by another.
 
good to know. I get the impression that css1 isn’t as good as css2. I read that css2 has 2 more pins than css1. Fairly thick ones. I also read that css2 provides vastly more power. Those two things lead me to suspect that even though they have similar names they aren’t really very similar at all. Your info contradicts that though. If css2 is Implementable in the North American power grid it probably should be. Whether that will happen though is another question. It would be nice if there was a single world standard.
Why a world standard? 110v usa , 220v uk and europe to start with and who will take his car to another continent with him / her ? And then there is a tesla compatible adapter. Not gonna happen i think. Ineurope there is a first try to make all telephone power connectors identical i give it a chance lol.
 
Why a world standard? 110v usa , 220v uk and europe to start with and who will take his car to another continent with him / her ? And then there is a tesla compatible adapter. Not gonna happen i think. Ineurope there is a first try to make all telephone power connectors identical i give it a chance lol.
Level 2 charging here is 240 volt.
There are too many differences that were already "baked in" to the power system in each country or region to suddenly decide to standardize.
Be glad your not living in Japan, where 1/2 is 60 cycle and the other 50 cycle power.
In general, standardization is great, as long as you choose "my standard" :D and terrible if you choose yours.
Our 240/120 volt single phase "back wound, center tapped/grounded" system makes little sense to the rest of the world, but seams to work here.
three phase power makes a whole lot of sense for many reasons, but requires more cabling and a complete re-design at the end user in North American houses. (It is very common in commercial/industrial plants)
There are many "kinds" of three phase as well, most fall into either the "delta or wye" configuration, but from there you can have corner grounded, open delta, zig-zag etc. Most are different ways of distribution but there is no "standard". At my house, the transformer is connected across two phases of the delta distribution line, less than a mile away, fed from a different substation, the transformers are wired across one hot to neutral on a wye distribution cable.
Many EVSE's in the aftermarket can operate on 100-250 volts and most frequencies. The OBC can also function on this varied input. So in a sense there is a world standard, make it compatible with all the different supplies world-wide! Let the region decide what outlet and cabling best fits their region.
 
Why a world standard? 110v usa , 220v uk and europe to start with and who will take his car to another continent with him / her ? And then there is a tesla compatible adapter. Not gonna happen i think. Ineurope there is a first try to make all telephone power connectors identical i give it a chance lol.
It’s not helpful for actual charging but it is for manufacturing. Also it leads to larger consumer choice in N. America as there will be cars that are ccs2 only. You get “you’re just screwed” vs “you can grey market it”. Skylines would be one example. If they were electric they would be unheard of in the US.
 
Someone needs to make an active adapter to CHAdeMO. I recall the Scandinavian Gentleman who has the 24KW/hr to 40KW/hr Bat Pak conversation (hardware and software) is or was working on this. Nissan was the leader in EV's but made poor choices (air cooled drive bat pak cooling, CHAdeMO), to be forgiven. BUT TO STICK WITH IT?

Sorry Nissan you are the Sony Batanax of EV's. Great cars. Solid drive units. Basic transport. Great. Battery and repacement cost now 4 times value of car. Sad to retire and senscto crusher with 60k or 80k miles. HOW IS THAT GOID FOR PLANET.

Someone needs to make actively cooled aftermarket 40Kw/hr Pak for $6K. Ha ha. I know, never happen.

For now I'm milking my 2015 SV w/ 74% capacity for another 5-9 yrs. Last EV for me. Hybrids make more sense for practical transport.

I have to have 2 cars if one pure EV. I go on ling road trios time to time. My 2nd car is "clean diesel" VW JSW (+50 mpg hwy, 43 city). It's my main road trip car. EV for local errands, short commutes great. Sadly besides LEAF battery degradation, dwindling range, the cost of ownership, annual insurance, registration/taxes of a 2nd, not efficient. BTW Nissuan does not have monopoly on battery degradation. All EV's do includes Tesla. Cost of their replacement? Ha ha ha ha.

Someone needs to make an active adapter to CHAdeMO. I recall the Scandinavian Gentleman who has the 24KW/hr to 40KW/hr Bat Pak conversation (hardware and software) is or was working on this. Nissan was the leader in EV's but made poor choices (air cooled drive bat pak cooling, CHAdeMO), to be forgiven. BUT TO STICK WITH IT?

Sorry Nissan you are the Sony Batanax of EV's. Great cars. Solid drive units. Basic transport. Great. Battery and repacement cost now 4 times value of car. Sad to retire and senscto crusher with 60k or 80k miles. HOW IS THAT GOID FOR PLANET.

Someone needs to make actively cooled aftermarket 40Kw/hr Pak for $6K. Ha ha. I know, never happen.

For now I'm milking my 2015 SV w/ 74% capacity for another 5-9 yrs. Last EV for me. Hybrids make more sense for practical transport.

I have to have 2 cars if one pure EV. I go on ling road trios time to time. My 2nd car is "clean diesel" VW JSW (+50 mpg hwy, 43 city). It's my main road trip car. EV for local errands, short commutes great. Sadly besides LEAF battery degradation, dwindling range, the cost of ownership, annual insurance, registration/taxes of a 2nd, not efficient. BTW Nissuan does not have monopoly on battery degradation. All EV's do includes Tesla. Cost of their replacement? Ha ha ha ha.

BTW my city leaders are nuts, and taxes skyrocketing, property, vehicles, sales tax (one of highest in country). I'm going to live in a van down by the river or Walmart parking lot. What kind of van? A new $61k VW ID Buzz EV van of course. Ha ha.
Uh, I think you mean SONY "BETAMAX"...
 
kWh is an abbreviation for kilowatt-hours. See these, for example:
https://www.britannica.com/dictionary/kilowatt–hour
https://www.merriam-webster.com/dictionary/kilowatt-hour
https://www.cpuc.ca.gov/news-and-updates/newsroom/glossary/k
https://www.energy.gov/energysaver/electric-meters
https://www.kcc.ks.gov/images/PDFs/education/PEP_FactSheet_ConsumptionDemand__2022.pdf


Battery capacity is measured in kWh (e.g. 20 kWh above). The rest of what you wrote there seems to be talking about charging rate which is measured in kW. kWh and kW are totally different metrics.
I LOVE THE SI PREFIX & UNIT ABBRREVIATION POLICE. 😀❤️. You know what I meant. Thanks for the correction. I will admonish myself tonight. Then I will make the same mistake tomorrow. Save your time. Cheers
 
Pls. dont talk 4 europe, we have a different ballgame here with lots of growing multicharge networks including 2 chademo per station ;=)
We will talk about Europe and you will like it. USA! USA! We saved you from Germans in WW2 and still protect you for free. You are welcome 😊. tot ziens
(I'm kidding you relax)
 
Picking up on a few un-clarified coments in this thread...

There's no national law about the maximum current available for a home power circuit in different countries across Europe. There is a wide variation from home to home, though: some are limited for either network reasons (a remote mountain home might have a tiny 10 amp circuit supplying it) or financial (in France, a lower-power-limit home connection costs less). Each individual EVSE communicates its maximum permitted current to the charger in the car.

3-phase AC power can use 3 cable tails (L1, L2, L3) to transmit 3x the power of 1-phase power which needs 2 tails (L, N). This makes 3-phase a winner for higher-power connections to the grid, and it's what is used for all long-distance AC power links, the ones which feed entire cities.

It's because a lot of European homes have lower-current 3-phase power that the Mennekes/Type 2 connector is now standard across Europe: it can feed the car with whichever of 1-phase and 3-phase happens to be connected. As such, the plug needs 5x connection pins capable of carrying 32A -- the standard probably covers 63 or 80 amps. That's L1, L2, L3, N and PE.

CCS2 is "just" one of those plus two bigger, very high current, DC pins: and a rapid charger, like a CCS1, uses only three of the top section (PP, CP and PE) and the big DC+ and DC- connections.

Tesla's new connector cannot be used for 3-phase AC charging, and European regulations mandate Type-2 for new car models, so is unlikely to be popular here. It's a neat system for a continent where mains power is rarely 3-phase.
 
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