SageBrush wrote:As an aside, the V2 curve is wrong. The charge rate does not have a sharp increase after 30% SoC
I wonder if that was sample v2 charging data points taken from a shares A/B pedestal charging session and it hit one of the switch overs (see below). Obviously, v3 SCs don't share A/B anymore.
Nice TMC user explanation:
The power cabinet has 12 charging units in four groups of three. The first car to plug in gets access to all four groups of chargers for a full speed charge of (soon to be) 144 kW. When a second car plugs in, the system takes one of those groups and gives it to the second car, for a charging speed of about 36 kW. The first car is now charging on three groups of chargers, for a max speed of about 108 kW. When the first car's charging rate drops below 72 kW, the system switches to two groups of chargers for each vehicle (about 72 kW each, the same as an Urban Supercharger). It isn't until the first car's charging rate drops below 36 kW that the system switches to one group for the first car and three groups for the second car.
I did a test between my X 100D and his LR 3 (75D) on an A/B pair. I collected date via TeslaFI.COM and merged (interwove) it. We were at 50 and 40 SOC at low 50F as you can see below.
We were getting a combined 135 kW
(145 in future?) with those SOC and temps at Hickory NC site (120 kW max per). Hickory, NC Supercharger | Tesla
I actually thought the chart I created was interesting and odd. I would have thought the LR Model 3 would have ramped up and the lines would have crisscrossed more dramatically HOWEVER I think the TM3 SOC was just too high at that point.