CarCharging Intent To Integrate Tesla Technology Into Blink Network

JUN 21 2014 BY MARK KANE 23

Blink DC Quick Charger

Blink DC Quick Charger

After Tesla’s announcement on releasing its patents, we are starting to see a queue of companies willing to take Tesla up on its open source patent offer. The latest one is Car Charging Group, a charging infrastructure provider and owner of the Blink Network.

CarCharging announced its intention to integrate the Tesla Motors’ EV charging technology into Blink EV charging stations.

“While Tesla Motors’ Model S currently includes an adaptor for the J1772™ connector, the standard for public EV charging stations and compatible with EVs sold in North America, CarCharging anticipates incorporating the technology of Tesla Motors’ charging port into Blink charging stations as well as the Society of Automobile Engineers’ (SAE) new J1772™ DC Fast Charging combo coupler. By integrating these charging ports and connectors with its current J1772 and CHAdeMO connectors, CarCharging will expand the charging options currently available for EV drivers, including CarCharging’s network of 119 DC Fast Chargers, the largest network of DC Fast Chargers in the United States.”

Tesla Supercharger

Tesla Supercharger

Well… just imagine a charger with CHAdeMO, Combo and Supercharger plugs, plus AC J1772 somewhere around (but of course alternatively there could be separate units for every connector). It will be interesting to see the response from Tesla. We believe that there is still a chance to convince other carmakers to use Tesla connectors, and this is the first priority for Tesla. CarCharging is trying to realize this strategy as operator of different devices with different standards.

For now, CarCharging is integrating Nissan’s DC fast chargers (CHAdeMO) with the Blink Network.

“CarCharging shares Tesla Motors’ commitment to the development of the EV market and is also actively working with other major EV charging networks on various interoperability initiatives. CarCharging recently launched the CarCharging mobile application (“app”), the first truly interoperable app that serves as the gateway to multiple networks that operate EV charging stations from various manufacturers. The CarCharging app provides drivers with the ability to locate public Blink, GE, SemaCharge, and ChargePoint EV charging stations, and initiate and pay for EV charging sessions at GE WattStations and SemaCharge stations, that are owned and operated by CarCharging, directly from their iPhone. The app is now available for is currently available for iPhone, iPad, and iPod touch, and is available for download from the App Store.

CarCharging also recently announced its participation in Nissan’s “No Charge to Charge” promotion, which provides two years of no-fee charging with the purchase of a new Nissan LEAF with the new EZ-Charge card, an all-access card that provides drivers with the ability to initiate charging sessions on CarCharging’s Blink Network as well as other major charging networks. CarCharging is also collaborating with GE’s Industrial Solutions business to establish interoperability between CarCharging’s Blink Network and GE’s WattStation EV chargers.  GE will soon allow CarCharging’s Blink Network to serve as an alternative payment method for drivers and owners of GE WattStations.”

CarCharging Founder and CEO, Michael D. Farkas stated:

“Like Tesla Motors, CarCharging believes that the market potential for electric vehicles is vast and we are dedicated to doing all that we can to assist in its acceleration. By sharing its technologies, Tesla Motors provides CarCharging with the ability to leverage all of the locations in its portfolio and offer a solution that is compatible for all EV drivers, which is a win-win for the drivers and the industry.”

Categories: Charging, Tesla

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23 Comments on "CarCharging Intent To Integrate Tesla Technology Into Blink Network"

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Sounds ambitious. I hope they have the money to complete these goals.

Dear CarCharging group

Sorry to burst your bubble, but you have been unable to even do maintenance on your Chademo units.

I think you should catch up with your existing workload before taking on more.

55,000 LEAFs and soon 25,000 Model S’s (with adaptor), and 5000 iMiEVs that will be able to charge using a CHAdeMO in the US.

In the past year Tesla has deployed over 300+ DCFC stalls of the 570 stalls at 98 locations. How many has CarCharging deployed? CC have repaired a bunch of ECOtality Blink DCFC’s … some of which have failed again, but not seeing an increase in overall numbers of DCFC. (reliability is important, doesn’t matter how cheap the assets were)

Reliable multi-stall DCFC stations are essential to ensuring a sustainable business model.

There is no viable business model in charging EVs. The prices they have to charge are so much more than home charging costs an owner. It’s basically a low bar intelligence test and people simply aren’t that stupid. Tesla can make it work because it’s an adjunct to their main business and about filling a need that home charging can’t (long distance travel).

Any business that directly relies on revenues from charging will fail.

Direct revenue alone? No, but that’s a silly argument. They’re signing deals with automakers, who need a charging network to increase EV sales.

It only takes 1-2% of EV sales revenue to fund construction/maintenance of a decent charging network, and once built it’s likely that they get lower rates from the utility than residential customers do.

I really wish they would build far more DC fast chargers out there in that. There are about five hundred places in this country were I could get a cheap EV. The only thing is that there is no DC Fast chargers along most of these routes to be able to drive a low range EV from one state to another.

I really think Blink should start cranking out building another 200 DC Fast chargers for the existing low range EV’s. If the new Fast Chargers have a Tesla plug built into the existing CCS and Chamo Chargers that would be all the better. But I really wish they would start building a few hunderd DC fast chargers to open up more of the roads to EV’s.

There are viable business models … BUT charging services need to be “viable on speed”. Any model that is offering public transportation at a rate of 5-10 MPH (home charging speeds) can not be competitively sold as a form of public transportation. Home charging works 90% of the time as we tend to stay within our home range. It’s beyond home-range there becomes a need for reliable and timely public infrastructure.

Once above 45 MPH (charging rate) for urban, or 60 MPH (charging rate) … then charging has value as a public service, but the infrastructure needs to be “reliable” and “accessable”. This is because driver time has value … both in achievng a predictable speed and degree of confidence to reaching a destination in a timely manor. Outside of multi-stall superchargers, few charging networks meet the criteria.

For context … CHAdeMO/CCS offer ~70 MPH and Tesla Superchargers offer ~170 MPH rates of DCFC. It is technical feasible to offer public charging infrastructure for $1200-$2000 per EV over its operational life cycle depending on number of EVs supported and size of operational area.

A $5 quick charge for a near-empty Model S 85 would be a hell of a deal. CarCharging would lose money, actually.

Looking forward to the Tesla CHAdeMO Adaptor being released … as it should reduce fixed priced (and per minute) sessions and cause a transition to a more fair “per kWh” billing structure.

No way they will allow that to happen.

I don’t see the incremental value here. Every Model S comes with a J-1772 adaptor, and it’s small and easy to use. So what’s the incremental improvement in this announcement? What could I do now, that I couldn’t do before?

This assumes that the charger can provide higher power than a typical L2. Or even a HAL2. I’d be happy with 50KW (vs 6KW or even 20KW in the HAL2 chargers) but then again, I’m unlikely to use one of those locally – only for long distance travel. Still, it would be good to see all the chademo stations converted to also support the Tesla interface.

I’m more worried about their being charging for low range EV’s trying to do a 200 to 400 mile one day road trip then Tesla. The first reason is that anyone with a Tesla would use the free Tesla owned Superchargers unless Tesla works out some type of free deal with Blink with free charging for Tesla.

The next thing is your more worried about charging if you are in a Mitsubishi i-miev then a Tesla. In that most likely if Mitsubishi raises the battery range on their car it will be between 80 and 120 miles. While Tesla has talks of raising their battery range to maybe 300 to 350 or even 400 miles on a charge.

Not sure I fully get your point. I think you’re saying focus on shorter range cars – those Tesla guys have a solution already. Note that SCs aren’t and never will be everywhere. Even with Tesla’s end-of-2015 plan, there will be lots of places without SCs.

But more importantly, the idea is support all EVs at every charger. I’m not sure how you can see that as a bad idea.

I’m saying that Blink should go after the market share around short range EV’s then Tesla. In here is a example of this if I had a Mitsubishi i-miev or a leaf. I would have to stop three times if I wanted to drive from Virginia to Pennsylvania. A Tesla would only need to stop once and theory it could charge up over night at a hotel or hit one supercharger on the way. The Tesla owner in this situation would not be that nervous in this salutation. The Mitsubishi i-miev owner meanwhile would be fearing for his life. In that a DC fast charger can make a big difference if they are going to spend 30 minutes at a place or eight hours.

The fear is that Blink might try going out to woo the Tesla owners while they don’t pay attention to the bulk of their customers with going after Tesla.

I would support the idea of a electric car charger having CCS, CHAdeMO and Tesla on the same fast charging post along with having a back up post with ten kilowatt a hour level two charging.

Does the vision of serving most car at most stations include adapting from Tesla Superchargers to CHAdeMo equipped cars?

How many EVs (eg: Model S’s) can be charged at a J1772 Blink charger per day? What is the maximum number of kWh per day a J1772 Blink charger can deliver per day.

Now compare to a Supercharger stall:
1. number of EVs served per day … number kWh delivered …
2. number of driver smiles?
3. Additionally, opperational uptime so a charging stall is always available at a charging station.

The incremental value … priceless!

So much energy lost with all those different plugs and different standards, i dont get it. I wish for universal wireless charging across the board. even with the loss of efficiency associated with those systems, they are bound to get better with research, i think it is a key to greater adoption of EV’s. I havent plugged my Volt for 5 weeks and it’s always fully charged. Hell, the charging starts the second i turn off the car, before i even have time to get out of the car how cool is that? It takes the same time to recharge as the plug for the price of an additionnal 10% more energy. I can deal with that, no problem. All my previous ICE cars were, at best 15% efficient and some much lower! Wifi internet is not as efficient as a plug, but we all use it and very few complaints there, except for gamers maybe. Universal wireless charging IS the future, even with the loss they have. Just ask your wife if she had the choice, plug or plugless? All those different standards are ridiculous but are part of the big change toward electrification of all vehicules, it’s just… Read more »

“driverguy1” you actually make a good point. The best way to achieve “Universal” charging protocol/plug design may be in the wide spread adoption of wireless charging. This is new to the market so few cars have it, every manufacturer can “get in on the ground level” and put in their 2 cents so to speak. They can all work together and make it happen if they do it NOW. This assumes of course that BEV can be DCFC wirelessly.

I’d love to argue with you about the wireless taking over based on efficiency, but… I actually think you’re right on target with your assessment. There are places I wouldn’t want to stop and get out of my car, and I know my wife would opt to use the hands-off charger over the hands-on charger any day.

Along those same lines: it wouldn’t surprise me that, with our aging population, more gasoline stations would have a loyal clientele if they had a full service island and charged a nickel more a gallon, like the old days. {I haven’t seen a full service island in over a decade in the Southeast.}

a nickel per gallon was 10% then – be 35¢ now.

A Tesla cable on a CHAdeMO QC would save a Tesla owner the expense of buying the $1,300 CHAdeMO adapter, but CarChargingGroup has a very full plate simply bringing their L2 network up to a competitive level.

I’d rather see them do a technology purchase from ClipperCreek or Aerovironment, who know something about quality, and making commercial chargers that simply work, every time.

The Blink chargers are famous for not working reliably, and being 20%-50% slower most other L2 chargers out there. Not the kind of reputation Tesla drivers are likely to flock to.

CarCharging has shown that they will replace DCFC units that are not reliable. They replaced the unit at Stanford Shopping Center with a Nissan unit shortly after purchasing 350Green. However, I’ve not heard of them swapping out Blink DCFC units yet.