2020 Peugeot e-208
What are the chances that both of you with Type 1 vehicles in the UK would post in the same thread! Small world.
This is a bit disingenuous. The reason the Type 2 connector is preferred over the Type 1 in the EU is because of the prevalence of 3 phase supplies there compared to other parts of the world. The Type 1 connector doesn't have the pins for that, so the Type 2 exists.Their only common goal was to be different to Type 1
It might be related to accessibility concerns. Not everything is as simple as "this is the only common sense solution because I'm only considering the longevity of the plug versus a socket".I agree, tethering fast charger cables is stupid. As well as creating a problem for Type 1 owners, who could happily use a Type 2 socket, tethered cables and plugs are far more easily damaged meaning a much more demanding maintenance regime for the owner and much more downtime for the operator.
Local authorities should be held to account for wasting public money buying things they don’t understand.
Because mixing phases is not trivial if the Type 2 is wired for three phase.What might add value is explaining why German engineers were unable to feed the Type 1 plug from their Type 2 sockets.
This is not necessarily true. There are plenty of three phase type 2 chargers in the UK that can deliver more than 7.4 kW 1ph if the car has a 3ph charger on board.@Mark I , your post is helpful for providing accurate information. I remain confused, however, as to why any of the information you provided necessitates a different plug.
When we plug into a Type 2 socket at a UK charger, we have 2 wires ignored (at the socket) because there is nothing feeding them and we have 1 remaining wire feeding the plug: This is the same for Type 1 and Type 2 plugs. The car charger operates off 1 live wire and the Type 1 plug has overcapacity (240v 80A).
When plugged into a Type 2 socket at a German charger, why can a cable not merge 3 lines (at the socket) into one line (at the plug) with the car charger operating off 1 live wire? Would that not be simpler? Is retaining 3 phases from socket to plug also demanding avoidable over-engineered complexity from the car's AC to DC converter?
This is not talking about shorting out the phases, it is talking about what happens if the three phases are unequally loaded.That's not what I read here: "In a three phase ... In case of an unbalanced load system (which leads to unstable voltage and unexpected current which may lead to system failure and even there is a risk of electric shock as well), the neutral is used to return the unbalanced current to the source of supply voltage.", which implies to me the three can be combined and the inconsistency sent back to the grid. Surely the returned load is small and the German grid not excessively inconsistent!? How to Wire Combo of 3 & 1-Φ, 400V/230V Distribution Board?
You need three separate AC inverters fed from each phase.If the 3 phases cannot be combined, then by logical inference the cars with Type 2 plugs are not combining three phases: To draw on three wires do the cars carry three distinct AC to DC converters, and three batteries?
Oh ok. So three DC feeds can be combined, and three AC feeds cannot be combined? Apologies, I am trying to follow with near zero knowledge of electrical engineering and rationalise what with WWW content:
This, again, is just not true. It seems you're just trolling at this point, but the multiple AC chargers in a Type-2 equipped car are run together when the car is fed a single phase load. If they are all fed L1 they can run together in parallel easily. If they are fed 3ph then they just run the outputs on DC together since the phases are not compatible. Cars that only have single phase sockets wired up just have a pair of these chargers that are always wired together. This lowers costs significantly since you only need one part (repeated) to make a number of different charging combinations. It also means you have more flexibility with the packaging of the electronics since the multiple single phase units can be split up and moved apart. For example, one under each seat, or side by side on top of the motor in the engine bay.As you highlighted, two of the three chargers in Type 2 cars are not activated when those cars are charging in UK, USA or Japan. Is it efficient to manufacture and carry things that are never used? How many millions of units are dead weight are we talking about?
DC charging is not the same as AC charging.Surely you purchase all the same gubbins with your EV, so moving them to an external charger would reduce the EV costs and not increase overall costs - it just moves the costs from a car purchase to a charger purchase. Savings include sharing the chargers (in the case of public charging) and not having AC chargers at all.
If it's the same engine bay layout as the e208, which seems likely, then there will be physical room under there but I wouldn't want to leave the cable there when driving. If you can get 11 kW then you definitely have the 3ph cable. I always thought it was a bit odd that Peugeot made the 3ph on board optional while it was standard on the Corsa. You think they'd have kept those the same.Thanks, I'll have a look under the Corsa bonnet tomorrow. The cable is surprisingly heavy - I haven't looked at it, just stuffed it in the bag, but it's probably a 32A 3 phase so I can get 7kw on single phase and 11kw on 3 phase. I'm not sure that could be clipped to the bonnet, but perhaps in the van? I'm off work next week, so I could investigate, but instead of resting, I've planned plenty of work - replacing 23x MR16 incandescent spotlights with GU10 LEDs in a friend's flat, which has a fair chance of needing a full rewire, and replacing external lights on another friend's house.
You have to keep your trolling consistent. If you want your position to be that we should all have DC chargers on our walls at home then you need to ignore discussions about complex DC chargers that don't work properly.I would think that having a myriad of different standards, demanding complex over-engineered multi-point installations at every charging location, should cause things to get even more expensive.
Just 2 minutes from me is one of the new expensive and complicated Shell chargers that on-paper supports just about every charging standard. It has been perpetually displaying "charging not available" in difficult to see green LED words on the side of it's contactless pay point. I often see drivers sat quietly in their cars, plugged-in, happily reading a paper. However, those plugs absolutely do not release any electricity (as confirmed to me by Shell). Presumably not many EVs come with an alarm to warn drivers that their power source is defunct?
You're being highly disingenuous, or at the very least, dismissing people who actually know what they're talking about when it comes to electrical equipment and electrical theory in favour of some conspiracy that the EU made decisions based on some nefarious need to be "other" rather than adapting to the reality of the European electrical grid.I am very consistently not trolling, thank you: I am exploring what an ideal solution would look like by consistently highlighted issues that have stemmed from a standards-setting body introducing standards that added little or no value, caused side-effects, and have a measurable net-negative consequence.
The EU standards-setting body meddled in both AC and DC charging, and I am detecting that you clearly dislike that the measurable negative side-effects of their interventions sum-up to be fairly significant.
Falsely accusing someone else of trolling is of course, trolling!