This week my wife took the Tesla again up to Oregon and I unexpectedly had a series of longer local trips which necessitated multiple DCQC charges. I had made the mistake of leaving my wife's i-MiEV at five bars with it's 12v on a float charger, making it essentially unusable. I now leave my wife's i-MiEV at 9 bars just in case I need to use it.
At home with our summer peak TOU rate structure, if I had to pay for it, charging during the day runs 45.7¢/kWh. In my case, this would mean less income to me because, as a result of generation supplier changes, I now actually get paid for the electricity I generate with my solar system. Thus, I try to refrain from charging during the day so when I get home with, say, four bars. I'm content to let the car sit there until nighttime. This week it bit me, as I had a few unexpected serious trips which had me, for example, rack up over 150 miles yesterday on my i-MiEV.
With EVgo's lowered rates and ChargePoint's normally very-reasonable rates, it was actually cheaper for me to use their DCQC instead of charging at home. In my case, I was running all over the place and NEEDED the DCQC with my tight time schedules. Luckily, every local DCQC station I went to was available and working and not ICEd!
This is a change from my past perspective whereby I had poo-poo'd the need for local DCQC. Now, I concede that it is battery-size-dependent, with the smaller the battery the greater the need.
So, I've updated the list of Public Charging Station Customers
with a charging speed (level) annotation.
1. Local EV/NEV driver with short range who NEEDS to charge to get home. (DCQC preferred)
2. Local EV commuter who takes family out for shopping/dinner in town after work and has a follow-on appointment and NEEDS to charge while in town. (L2 OK)
3. Long-distance driver on a nearby Interstate who NEEDS to stop and charge, and, e.g., has a meal while waiting. (DCQC preferred)
4. Long-distance driver for whom the town is a destination; e.g., a meeting. This person NEEDS to charge. (DCQC preferred, but L2 usually OK)
5. Employees of businesses within the town who are EV commuters and NEED to charge to get home.(L1 and L2 OK)
6. A local resident coming home from a long trip and running on 'empty' and NEEDS to charge in order to get home. (DCQC preferred)
7. A local (typically multi-unit-dwelling) resident NEEDING to charge as having no option of charging at home. (L1 and L2 OK)
Recently there have been a lot of clueless newbies at both J1772 EVSEs and Tesla Superchargers that I've helped out numerous times, and it was a surprise to every one of them when I said that these were NOT parking spots and they DID NOT need to fully charge the cars
and that the expectation was that they would move their cars as soon as they had enough charge to get home. In fact, all the local newbies I talked with were doing it because they COULD and not because they HAD TO. There's a cultural education that needs to be taking place...
Funniest one was the lady with her new Tesla Model 3 who had pulled into a ChargePoint CHAdeMO/Combo station and was trying to figure out how to plug it into her car. This was the last station available so I explained why it wouldn't work but directed her to the J1772 station nearby (I quickly pulled in and plugged in my i-MiEV into CHAdeMO after she pulled out) and then showed her how to use the J1772 adapter that came with the car and which would work IF she had a ChargePoint card (showed her). Maybe I should hire myself out to Tesla to teach people how to use their cars...
Anyway, fun and games in Silicon Valley where thankfully we now have loads of charging stations.