cross-posted from: https://lemm.ee/post/45300137

cross-posted from: https://slrpnk.net/post/14057643

> Maybe EVs are not a comprehensive climate solution??

cross-posted from: https://lazysoci.al/post/18120065

cross-posted from: https://sh.itjust.works/post/25653923

cross-posted from: https://discuss.tchncs.de/post/21966889

Asking on another's behalf. I don't want to give too many details including the car make and model.

This person's new car has the ability for you to 'start' it and also 'turn off' when you finish the journey. It's confusing what the turn off really means. It keeps lights on for some time after you disembark the vehicle whether you want it to or not, and if you open a door it turns on the instrument cluster screen to display a diagram of the car with a door being opened. You can also turn on the infotainment screen and access some but not all options. The manual has some warning about not plugging things in when the car is off as it could drain the battery.

Is there some physical state the high voltage battery is in when the car is 'started' that's different to the state it's in when it's 'off'? Does it have some effect on wear when the battery cycles between those states too often?

This issue came up when they were thinking of buying a dash cam. The dashcam was designed mainly for ICE vehicles and has a feature called 'park mode' where the camera can be in a kind of standby off state while a vehicle is parked and the car engine is off, but can switch itself on if it detects some kind of movement or impact like if someone drives into your parked car. The dashcam website has some warning saying that for EVs, you should buy a separate battery pack for it because this 'parked mode' doesn't work if the dashcam is installed hard wired in to an EV. This is confusing because the 12v battery should always be accessible regardless of the car's "on/off" state and I would have thought worked just like it does in an ICE car, whereby the camera continues to draw some small amount of power to power the standby mode and allows the maximum power draw the camera could need if the camera is triggered by an impact. In ICE cars, this usually only works when something is hardwired because somehow the cigarette lighter outlet doesn't work without the engine running, (I guess by design so you don't drain the battery with accessories and can't start?) but it sounds like from the manual in this EV it continues to work whether the battery is considered "on" or "off" but conversely somehow if you hardwire an accessory to it doesn't?? It's unclear as well whether that means the dashcam's park mode would work if you plug it in to the cigarette lighter outlet of the EV rather than hardwiring, or if it just doesn't work in EVs no matter what you do and requires its own battery, which seems unlikely but is not spelled out anywhere.

Trying to wrap my head around OCPP and what it would mean to me personally if I had an EV and bought a wall charger for it. My understanding is that it would be mostly irrelevant for my needs. It could theoretically be helpful if trying to integrate it in to a Solar Energy system but otherwise for a home consumer I don't totally understand what the benefit might be.

One mentioned benefit is that if you use software with your charger to control certain functions and that software provider goes bust, you won't be left high and dry. Initially I interpreted 'software' to mean the app for a smartphone for controlling the charger for things like scheduled charging, or setting a maximum charge or maybe setting different power levels of charge. If the company that sold me the inverter and by extension provided the app, went out of business, that would be bad in terms of the app eventually becoming obsolete and that seemingly would make the idea of OCPP compliant wallboxes attractive, however I've never heard of generic charging apps for consumers that will use OCPP to control a wallbox for basic functions like I describe. It sounds like the 'software' being referred to is for more advanced use cases like for example, integrating with a solar energy system or maybe a business running multiple charger points and wanting automated billing from various chargers of various brands.

Would the charger being OCPP compliant actually help an average person in the event that the charger company goes out of business and the app becomes obsolete or unobtainable from mainstream app stores?

Could you imagine the uproar if a major airport parking garage collapsed because of a fire started by an EV? Yet with a diesel . . . not a single call in the press to "Ban ICE cars from multistory car parks . . ."

cross-posted from: https://fosstodon.org/users/spiritedpause/statuses/111521759373781208 >Electric vehicles and hybrids grow to a record-high 18% of U.S. light-duty vehicle sales > > https://www.eia.gov/todayinenergy/detail.php?id=61004 > > @cars > @electricvehicles > \#cars #electricvehicles

Quite a report…

It's just a matter of time before the VW group announces a partnership with Tesla Energy as well.

Really looking forward to the EX30 and the effect it has on under manufacturers. Hopefully they can maintain the promised pricing structure.

Interesting that Texas of all places is the first to do this.

Sources tell Electrek that Rivian has been in talks to acquire the world’s most popular EV route planning service, Sweden-based A Better Route Planner (...)

We’re also told that Rivian has no plans to shut down either the front-end service for other EV owners who still want to use the service for their non-Rivian EVs nor the back end service for other carmakers and services. Polestar and some European brands currently use the backend service native in Android Automotive.

• high silicon anode
• ceramic electrolyte
• twice the volumetric energy density of unspecified current battery chemistry
• gravimetric energy density not specified, but likely at least 30% less than current NMC chemistries
• assessment samples go to automakers this year
• extremely high cost