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Public charging stations are typically found street-side or at retail shopping centers, government facilities and parking areas.
==Sites==
[[File:Seattle City Light Superintendent Gordon Vickery with prototype electric car, 1973 (34772918810).jpg|thumb|upright|Charging station with [[NEMA connector]] for electric [[AMC Gremlin]] used by [[Seattle City Light]] in 1973 <ref>{{cite book |last=Reardon |first=William A. |title=The energy and resource conservation aspects of electric vehicle utilization for the City of Seattle |date=1973 |publisher=Battelle Pacific Northwest Laboratories |location=Richland, WA |pages=28–29}}</ref>]]
[[File:Chademo-combo2-iec-type-2-connectors-side-by-side.jpg|thumb|Charging connectors: IEC {{nowrap|Type 4}}/{{wbr}}CHAdeMO (left); CCS {{nowrap|Combo 2}} (centre); IEC {{nowrap|Type 2}} outlet (right)]]
Charging stations are found in several locations:
* Residences: Charging can be via a standard receptacle (such as [[NEMA connector]] in the US) or a higher voltage outlet.<ref>{{cite web |title=Charging at Home |url= https://www.energy.gov/eere/electricvehicles/charging-home |website=Energy.gov |access-date=3 October 2019}}</ref> A home charging station typically lacks user authentication and separate metering, but may require a dedicated circuit.<ref>{{cite news |last=Stenquist |first=Paul |title=Electric Chargers for the Home Garage |url= https://www.nytimes.com/2019/07/11/business/electric-vehicle-home-chargers.html |newspaper=The New York Times |date=11 July 2019 |access-date=3 October 2019}}</ref> Some portable chargers can be wall mounted.
* Public: a private or commercial venture charges vehicles for a fee or free. Charge rates vary from residential speeds up to many times higher. Vehicles can be charged without the owner present, allowing the owner to partake of other activities.<ref>{{cite web |last1=Savard |first1=Jim |title=Is it Time to Add Electric Vehicle Charging Stations to Your Retail Shopping Center? |url= https://www.metrocommercial.com/news/electric-vehicle-charging-stations/ |website=Metro Commercial |date=16 August 2018 |access-date=3 October 2019}}</ref> Sites include malls, freeway rest stops, transit stations, government offices, etc.<ref>{{cite web |title=Alternative Fuels Data Center: Workplace Charging for Plug-In Electric Vehicles |url= https://afdc.energy.gov/fuels/electricity_charging_workplace.html |website=afdc.energy.gov |access-date=3 October 2019}}</ref><ref>{{cite news |last=Siddiqui |first=Faiz |title=There are now more places to charge your electric vehicle in Maryland — for free |url= https://www.washingtonpost.com/news/dr-gridlock/wp/2015/09/14/there-are-now-more-places-to-charge-your-electric-vehicle-in-maryland-for-free/ |newspaper=The Washington Post |date=14 September 2015 |access-date=3 October 2019}}</ref> Typically, AC [[SAE J1772|Type1]] / [[IEC 62196#Type 2|Type2]] plugs are used. Fast charging rates begin at >40 kW and range up to 250 kW.
*Mobile: another vehicle brings the charger to the vehicle.
*Wireless: [[Inductive charging]] mats allow charging without a wired connection and can be embedded in parking stalls or even on roadways.
Common connectors include [[SAE J1772|J1772]], [[Type 2 connector]] [[Type 3 connector]], [[Combined charging system]], [[CHAdeMO]], and [[Tesla Supercharger]]s.<ref>{{cite news |url=https://www.fleetcarma.com/dc-fast-charging-guide/ |title=A Simple Guide to DC Fast Charging |work=Fleetcarma.com |access-date=2017-10-05 |archive-url=https://web.archive.org/web/20171226043901/https://www.fleetcarma.com/dc-fast-charging-guide/ |archive-date=2017-12-26 |url-status=dead }}</ref>
A specified target for [[CARB|California Air Resource Board]] credits for a [[zero-emission vehicle]] is adding {{convert|200|mi|-2|adj=on}} to its range in under 15 minutes. The intent was to match the refueling expectations of [[internal combustion engine]] drivers.
== Charging time ==
{{Refimprove-section|date=March 2021}}
[[File:2014 BYD E6.jpg|thumb|[[BYD e6]]. Recharging in 15 Minutes to 80 Percent]]
Charging time basically depends on the battery's capacity, power density and charging power. The larger the capacity, the more charge the battery can hold (analogous to the size of the fuel tank). Higher power density allows the battery to accept more charge/unit time (the size of the tank opening).Greater charging power supplies more power/unit time (the pump's flow rate).
Charge time can be calculated as:
Sensor wires react more quickly, have fewer parts to fail, and are possibly less expensive to design and implement.{{citation needed|date=July 2013}} Current sensors however can use standard connectors and can allow suppliers to monitor or charge for the electricity actually consumed.
== SAE charging levels ==
=== North America ===
The Society of Automotive Engineers ([[SAE International]]) defines the general physical, electrical, communication and performance requirements for EV charging systems used in North America, as part of standard [[SAE J1772]].<ref name=":0">{{Cite web|date=2020-07-01|title=What's the Difference Between EV Charging Levels?|url=https://freewiretech.com/difference-between-ev-charging-levels/|access-date=2021-03-26|website=FreeWire Technologies|language=en-US}}</ref>
The [[International Electrotechnical Commission]] (IEC) has adopted a majority of the [[SAE J1772]] standard under [[IEC 62196]]-1 for international implementation.
Charging "Levels" are based upon the power distribution type, standards and maximum power.
==== Alternating Current (AC) ====
AC charging stations connect the vehicle's onboard charging circuitry directly to the AC Supply.<ref name=":0" />
*'''AC Level 1''': Connects directly to a standard 120 V North American residential outlet; capable of supplying 12-16 A (1.4-1.92 kW) depending on the capacity of a dedicated circuit.
*'''AC Level 2''': Utilizes 240 V residential or 208 V commercial power to supply between 6 and 80 A (1.4-19.2 kW). It provides a significant charging speed increase over Level 1 charging.
==== Direct Current (DC) ====
Commonly incorrectly called Level 3 Charging, DC fast charging is categorized separately. In DC fast charging, grid power is passed through an AC/DC Inverter before reaching the vehicle's battery, bypassing the onboard charging circuitry.<ref name=":0" />
* '''DC Level 1''': Supplies a maximum of 80 kW at 50-1000 V.
* '''DC Level 2''': Supplies a maximum of 400 kW at 50-1000 V.
For electric cars and light trucks, an extension to the CCS DCFC standard is under development for larger commercial vehicles. It was to be called High Power Charging for Commercial Vehicles (HPCCV). HPCCV is expected to operate in the range of 200-1500 V and 0-3000 A for a theoretical maximum power of 4.5 MW. The proposal calls for HPCCV charge ports to be compatible with existing CCS and HPC chargers.<ref>https://insideevs.com/news/372749/charin-hpccv-over-2-mw-power/</ref>
==Public charging stations==
Battery swapping solutions were criticized as proprietary. By creating a monopoly regarding the ownership of the batteries and the patent protected technologies the companies split up the market and decrease the chances of a wider usage of battery swapping.<ref name=Criticism>{{cite web|url= http://reviews.cnet.com/8301-13746_7-57590471-48/tesla-battery-swap-a-dead-end/ |title=Tesla battery swap a dead end|date=2013-06-21|access-date=2014-02-12}}</ref>
==Standards==<!-- this section is very poorly written; would be great if someone from the [[WP:WikiProject Guild of Copy Editors]] might come by and give it a rewrite -->
===Voltage and power===
The US-based [[SAE International]] defines various charging levels.
AC Level 1 charging uses a 120 volt [[alternating current|AC]] outlet.<ref name="Plug In America">{{cite news|url= https://pluginamerica.org/understanding-electric-vehicle-charging/ |title=Understanding Electric Vehicle Charging – Plug In America|date=2011-01-31|work=Plug In America|access-date=2017-11-29|language=en-US}}</ref> Level 1 is not used in countries where houses have 200-240 V.
AC Level 2 charging reaches 240 volt AC . In North and South America, 240 V is used only for power-hungry appliances such as [[clothes drier]]s. Charge times range from 4–10 hours.<ref>{{cite web|url= http://www.evtown.org/about-ev-town/ev-charging/charging-levels.html |title=Levels of Charging – EVTown|last=Administrator|website=www.evtown.org |language=en-gb|access-date=2017-11-29}}</ref> Level 2 chargers are often sited so that drivers can charge while at work or shopping. Level 2 charge points are standard in many countries outside of North and South America.
AC Level 3 charging was defined in early editions of [[SAE J1772]] at up to 400 amps, but was dropped. The term "Level 3" came to mean DC "fast" charging, although the term does not appear in J1772. Table 17 in Appendix M of J1772 (2017) lists AC Level 2 and AC Level 3 from 208 to 240 VAC, and DC Charging with 208-600 V input and 0–1000 V DC output.<ref>{{cite web |title=Regular Council Meeting Minutes, December 3, 2019 |url=https://www.jasper-alberta.com/ArchiveCenter/ViewFile/Item/821 |publisher=Municipality of Jasper |page=45 |date=17 December 2019 |quote=The estimated capital cost is approximately $60,000for charger and related equipment costs, and $60,000for engineering/design/installation costs, for a total estimated cost of $120,000}}</ref>
DC chargers support charging up to 500 volts for passenger cars. Some high-end EVs and heavy-duty EV trucks and buses use DC charging with a nominal voltage between 700 V and 1000 V. [[CHAdeMO]] was the first standardized fast charging protocol with mass-produced EVs.<ref>{{cite web|url= https://www.chademo.com/about-us/what-is-fast-charging/ |title=What is Fast Charging – Chademo Association |website=chademo.com |language=en-US|access-date=2017-11-29}}</ref> DC chargers in North America often use a 480 VAC input delivering 62.5 [[kW]] (peak power can be as much as 120 kW, varying across the charging cycle. 208 VAC inputs are also used, and 400 V AC is standard in Europe. For a [[Tesla Model S]], a supercharger can add around {{convert|170|miles|km|abbr=in|round=5|order=flip}} of range in about 30 minutes.<ref name="Plug In America" /> As of April 2018, Tesla reported 1,210 supercharging stations.<ref>{{cite web|url= https://www.tesla.com/supercharger |title=Supercharger |website=tesla.com|access-date=2017-11-29}}</ref>
The [[International Electrotechnical Commission]], defines charging in ''modes'' ([[IEC 62196]]):
* ''Mode 1'' – slow charging from a regular electrical socket (single- or [[three-phase]])
* ''Mode 2'' – slow charging from a regular socket but with some EV specific protection arrangement (e.g., the [[Park & Charge]] or the PARVE systems)
* ''Mode 3'' – slow or fast charging using a specific EV multi-pin socket with control and protection functions (e.g., [[SAE J1772]] and [[IEC 62196]])
* ''Mode 4'' – [[#Fast charging|fast charging]] using charger technology such as [[CHAdeMO]]
The three connection cases are:
* ''Case A:'' any charger connected to the mains (the mains supply cable is usually attached to the charger) usually associated with modes 1 or 2.
* ''Case B:'' an on-board vehicle charger with a mains supply cable that can be detached from both the supply and the vehicle – usually mode 3.
* ''Case C:'' DC dedicated charging station . The mains supply cable may be permanently attached to the charge station as in mode 4.
===Plugs===
[[File:Tesla-type-1-inlet-tesla02-outlet-iec-type-2-outlet-background-blur.jpg|thumb|Charging connectors: IEC {{nowrap|Type 1}}/{{wbr}}[[SAE J1772]] inlet (left); Tesla02 proprietary outlet (centre); IEC [[Type 2 connector]] outlet (right)]]
The four plug types are:
* Type 1 – single-phase vehicle coupler – SAE J1772/2009 automotive plug specifications
* Type 2 – single- and three-phase vehicle coupler – [[IEC 62196#Type 2: VDE-AR-E 2623-2-2|VDE-AR-E 2623-2-2]] plug specifications
* Type 3 – single- and three-phase vehicle coupler equipped with safety shutters – [[EV Plug Alliance]] proposal
* Type 4 – fast charge coupler – for special systems such as CHAdeMO
CCS DC charging requires Powerline Communications (PLC). Two connectors are added at the bottom of Type 1 or Type 2 vehicle inlets and charging plugs to supply DC current. These are commonly known as Combo 1 or Combo 2 connectors. The choice of style inlets is normally standardised on a per-country basis, so that public chargers do not need to fit cables with both variants. Generally, North America uses Combo 1 style vehicle inlets, while most of the rest of the world uses Combo 2.
The [[CHAdeMO]] standard is favored by [[Nissan]], [[Mitsubishi]], and [[Toyota]], while the [[SAE J1772]] Combo standard is backed by [[General Motors|GM]], [[Ford]], [[Volkswagen]], and [[BMW]]. Both systems charge to 80 percent in approximately 20 minutes, but the two systems are completely incompatible. Richard Martin, editorial director for clean technology marketing and consultant firm Navigant Research, stated:
<blockquote>
Fast charging, however and whenever it gets built out, is going to be key for the development of a mainstream market for plug-in electric vehicles. The broader conflict between the CHAdeMO and SAE Combo connectors, we see that as a hindrance to the market over the next several years that needs to be worked out.<ref name="Julia">{{cite web|last=Pyper|first=Juliet|date=2013-07-24|title=Charger standards fight confuses electric vehicle buyers, puts car company investments at risk|url=http://www.eenews.net/stories/1059984950|access-date=2013-07-29|work=ClimateWire|publisher=E&E Publishing, LL}}</ref></blockquote>{{multiple image
|direction = horizontal
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|width1 = 145
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|image1 = EV Charging Station sign NC zoom in.jpg
|image2 = Free EV charge station sign evinfra.svg
|caption1= US traffic sign used for EV charging station
|caption2= Public-domain international charge station sign
}}
==Related technologies==
===Smart grid ===
A [[smart grid]] is one that can adapt to changing conditions by limiting service or adjusting prices. Some charging stations can communicate with the grid and activate charging when conditions are optimal, such as when prices are relatively low. Some vehicles allow the operator to control recharging.<ref>{{cite web|url=http://www.plugincars.com/tesla-motors-introduces-free-app-model-s-sedan-126356.html |title=Tesla Motors Introduces Mobile App for Model S Sedan |date=2013-02-06}}</ref> [[Vehicle-to-grid]] scenarios allow the vehicle battery to supply the grid during periods of peak demand. This requires communication between the grid, charging station, and vehicle. SAE International is developing related standards. These include SAE J2847/1.<ref>{{cite web |url=http://www.sae.org/smartgrid/sae-standards-activities-phev.pdf |title=SAE Ground Vehicle Standards Status of work – PHEV + |date=January 2010 |publisher=SAE International |pages=1–7 |access-date=2010-09-03 |archive-url= https://web.archive.org/web/20120929194927/http://www.sae.org/smartgrid/sae-standards-activities-phev.pdf |archive-date=2012-09-29 |url-status=dead }}</ref><ref>https://www.sae.org/standards/content/j2931/1/</ref> ISO and IEC are developing similar standards known as ISO/IEC 15118.
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