Power Strip Charging For Multiple Electric Cars? – Video


Power Strip Charging

Power Strip Charging

“TEQ Charging is creating the world’s first power strip for electric vehicles (EVs). By allowing every EV a spot to plug in, we immediately eliminate the pain of waiting for a spot or switching out with another driver. Add to that the reduction in power infrastructure needed by delivering the charge from one car to the next, and you now have “The Electric Queue.”

This seems like a rather smart way to handle the charging needs of various cars at sites that are often packed.

Certainly some measure would need to be put in place to ensure at least a minimum amount of charging for each of the plugged in cars though.

Category: ChargingVideos


32 responses to "Power Strip Charging For Multiple Electric Cars? – Video"
  1. Sublime says:

    I’ve been driving EVs for 3 years now… I didn’t realize that everyday I panic about running out of charge. This is news to me.

  2. Anthony says:

    This seems like a poor idea for consumers, and a better one for fleets of EVs. If a company has 10 EVs to plug in every night and charge them up for tomorrow, do they need 10 full size 7kW charging stations, and a 100kW transformer and associated wiring? Not really. They could probably get away with a “power strip” that provided a third as much power (35kW) and then charged the cars throughout the night – assuming 4 hours to fully charge and a 12 hour window to charge (6pm to 6am) lets them fully charge 3 vehicles in serial. Vehicles 1, 2, 3, and 4 start charging immediately, and as each one completes, 5, 6, 7, and 8 start, and on until they’re all charged.

    1. sven says:

      Yep, that pretty much sums it up perfectly.

    2. Bill Howland says:

      Neither idea will go anywhere.

      Since the company has to have the 10 j1772 cord ends anyway, they’ll just buy very inexpensive 12-15 amp EVSE’s, and only use 30 kw maximum anyway.

      1. TheCritic says:

        Agreed, the only ways this could be useful is as something simple that consumers might carry with them on their own…

        A single to dual j1772 with cables long enough to reach a space (hopefully open) further away and a switching mechanism.

        Or even a simple 110v 15 amp switch would be useful for a couple former co-workers of mine who trickle charge from the same outlet at work. Of course a regular cube tap and scheduling when each car charges could do the same thing…

        Yeah, sounds like a solution in search of a problem except possibly for certain uses in fleet or long-term parking lots.

  3. David Murray says:

    I’m not seeing the benefit over having the same number of independently wired EVSEs. Unless it is meant to reduce costs of wiring to the charging site, but they don’t seem to be advertising that. Also those whole ad is very amateur, especially the audio channel (with horrible echo) which should be the easiest and cheapest part to do. Sorry, I have no confidence in this company if they can’t even explain the benefit of their product.

    1. Anthony says:

      Wiring and transformers are a fairly substantial portion of many small EV charging installations. My company installed two dual-head charging stations, and the chargers themselves were only 10-15% of the project cost. The balance was labor and supporting electrical equipment.

      1. Bill Howland says:

        Yup some companies are dumb.

        They way overbuild their ‘infrastructure’ , then have higher demand charges than necessary instead of sizing the equipment to charge the ENTIRE time the car is there.

        Ever hear of ‘demand management’?

        Proper sizing of evse’s is intrinsic demand management.

        1. Bill Howland says:

          So who is dumber?

          1). One Nissan dealership I’m aware of took out its few year old 300 amp electric service to be replaced by a brand new 400 amp one (at considerable expense, since it was a 200 foot run across a repaved asphault lot), to operate 4 – 30 amp (added load worst case 90 amps – thats NOT a misprint) docking stations, when the owner changed the policy so that only people who bought leafs at the dealership could plug in, so they remain unused 99% of the time, or,

          2). Basil chain of dealerships, who never plan on EVER installing ANY evses and didn’t spend any money at all.

          I’d claim #1. Now of course, if a business wants to have a ‘green feeling’ toward it they could put a $400 15 amp evse for the public and let anyone use it. And run it off the existing infrastructure.

    2. Someone out there says:

      The advantage is that you don’t have to calculate with the worst case scenario, i.e. all EVSE’s running at full whack when attaching the site to the grid. This can be quite expensive

      1. sven says:

        Yes. Demand charges can be quite expensive, and you have to exceed the threshold only once in an entire month to trigger them.

  4. shane says:

    It might be something for workplaces – but, really, it just seems like a row of 110 V outlets (or equivalent chargers) works better. (Like the Portland & Atlanta airports have done). Then all cars charge, albeit slowly, but for the workplace or airports or anywhere you are likely to be for at least 8 hrs, that actually seems like a better answer for everyone.

  5. Brian says:

    I’m just glad that people are figuring out that sometimes EVs just need a place to plug in, and that it doesn’t always have to be fast. Between this and the L1s put in at Portland Airport, it looks like we are starting to see growth in the low-speed charging networks.

    Frankly, I could use something like this at home. With two cars to plug in, I am currently swapping an L1 cord around during the weekend. The Leaf gets the cord overnight, and the CMax gets it during the day, as needed. Of course, with its small battery (and our typically short trips), it takes but a few hours to refill. I would think something like the powerstrip idea, combined with selectable priority would be great for me (not that I would pay for this, mind you, just an example application).

    Another application would be at the workplace. We currently have more plug-ins than EVSEs. But my Leaf (with its 3.3kW charger) is the only one that needs more than 4 hours to charge from 0-100%. And I never do anyway, since I’m never anywhere near 0% when I get to work. It’s too much of a hassle to run out and move cars around.

    The next improvement I would make on this concept would be to change it from an all-or-nothing to an actual current-sharing device. If it can provide 32A, let it do so if one car is connected. If two are connected, provide 16A to each. Etc. Say you have two EVs which require 8 hours at 32A to charge. And you plug in your car, and then go to leave at noon for some lunch. If you were first, you’d have a full charge. If you were second, you’d have nothing. If instead the power were shared, you would have a half-charge either way.

    1. David Murray says:

      I agree that would be better. That way if you park your car for an hour or two you are guaranteed at least SOME charge. Where if you are in a queue waiting for your turn, you may come out to your car and found it has charged zero even though you hvae been plugged in for a while.

    2. Bill Howland says:

      That’s the feature of the latest dual chargepoint public charger , the one with the silly tv set in the pedestal. But they want a lotta coin for it. Its 30 amps total unless 2 cars plug in then it throtles to make the total still <30 amps.

      I don't see anyone doing this, and the only reason I see Ubiquitous 30 amp docking stations is apparently that was what everyone thought the industry was going to "standardize" on, until GM 'standardized' on 15 amps.

      So Brian what does you cmax use? You can figure it out by hooking it up to the DuraStation and seeing how fast the kwh changes. Or else you can go to a chargepoint.

      1. Brian says:

        Well, again the new DuraStation reports Amperes, so I could just read that. And then I could try it at Chili’s, and see how many kW it pulls there. I haven’t had a chance to try either yet.

        1. Bill Howland says:

          Ok, back to this
          ‘power strip’. So where is the ‘power strip’ and how does itUnles relate to the evse’s?

          So A company is going to buy TEN evse’s and wire them all up, and then not use the facilities?

          Not happening. Unless its a gov’t project, then they don’t care how much it costs

          From the vague description in the video, it doesn’t look like there is any ‘strip’ at all, and they were just thinking of a cutsey name to call it.

          I can’t imagine anyone serious actually buying it, unless part of a demand-limiting system, which they wouldn’t need if they properly sized their evse’s in the first place.

          So what brand of evse allows you to throtle the output, which must be renegotiated with the car anyway?

  6. shane says:

    One challenge I see for this concept is how to decide how to prioritize the charging? Each car charges for 15 minutes, and then the next? 1 hr, and then the next? How am I paying? By the hour?, by the Kwh?, by priority?

    1. sven says:

      Hopefully, it would be user programmable.

    2. Pushmi-Pullyu says:

      shane, I think you’re asking the right questions. And I think this is why Anthony said that this isn’t a good solution for consumers, altho with some improvements it might work well for fleets.

  7. dan says:

    ChargePoint’s CT4000 offers similar functionality, and has a patent pending, so that could be a showstopper for other companies.


    The ‘Hydra’ version of the popular OpenEVSE project also offers similar functionality, but it’s obviously out of reach for most EV owners:


    I hope an affordable version of this tech comes to the consumer market, as there definitely is a use for this.

    1. Someone out there says:

      Tesla is already doing that, i.e. sharing current between two chargers so if the patent system were actually working they would be denied that patent (unless it contains some special quirk I suppose).

  8. scott franco, the evil, greedy republican says:

    done right, this should be as smooth as any regular charging station. With QC chargers, like blink, this is already the case. Blink shares among two plugs. Slow chargers like chargepoint are questionable for sharing. I doubt the cost of producing a “sharing head” would be much less than just adding more chargers. Most of the cost is in running the electrical lines under the pavement.

  9. Someone out there says:

    Reading their description of the system on their web pages it looks to me like a very naive solution. Apparently you need an EVSE for every plug anyway, the only thing this system does is to tell the individual EVSE’s when to start and stop charging. What a disappointment!

  10. Anon says:

    I think this might be more useful for autonomous cars, than humans.

  11. S says:

    If it can be done less expensively, seems like it might be a fit for apartment charging.

    1. Pushmi-Pullyu says:

      I foresee a potential problem with letting each individual driver tell the system how much charge he needs and how soon he needs it, is that it might well lead to a situation where some or most drivers try to game the system by always telling it that they need a lot of power ASAP, even when they don’t.

      So yeah, this seems a lot more workable for fleets, or for parking lots where power allocation is controlled by the lot owner. Allowing individual EV owners to compete for priority in charging, if the power available is limited, just isn’t a good solution. If the lot owner wants to offer optional faster charging, then perhaps those who plug in can be offered more amps at a higher fee.

      1. Brian says:

        One way to mitigate such a competition is through payment tiers. You really want as much energy ASAP? Well, you’re going to pay more for it. Willing to wait longer and charge when some extra capacity is available? Then you pay less.

        Of course, now I just added the complication of a payment system which, as we all know, can quickly become the driving force in the price paid for an EVSE.

        1. Pushmi-Pullyu says:

          But any charging scheme which doesn’t include a payment system isn’t realistic. If charging is free, then there’s no incentive to do any maintenance. We’ve already started seeing complaints that a lot of free chargers installed by municipalities are out of order, and some have been out for months, never repaired.

          That’s why I suggest the future standard for public charging is the EV-Line solution*, with a subscription service. Since you’re paying a subscription, there is a motive for the service provider to do maintenance on the outlets.

          As far as this power-sharing thing… well, my question is why should EV chargers have to compete for a limited amount of power? That’s just not an optimal solution. Provide every slow charger with sufficient power for an L2 charge. Faster charging, DC fast chargers, need more power, but the service provider can charge more per minute of charging. As far as demand charges go… well, I guess I don’t see why that should be such a big deal. Skyscrapers an other very large commercial buildings must consume a great deal of power. So either they have some way to avoid demand charges, or else it’s just part of the cost of doing business. It seems to me the same would be true of EV parking lots. If PEVs are charging using a subscription service, then any demand charges are spread out among all the service provider’s customers, so it’s not like there should be that much variation in price from month to month.

          And as for those who say it’s inconceivable that every charger could be provided with that much current simultaneously… I’ll just point out that back in the horse-and-buggy era, it was inconceivable that our cities would be transformed to allow driving cars everywhere. The EV revolution will require much, much less cost and effort than paving all the roads and putting in parking lots everywhere.

          As has been said: Technological revolutions take longer than we expect, but transform our culture in ways we never anticipate.

          *South Korea’s EV-Line service uses “smart” portable EVSEs, and simple 220v outdoor outlets which are equipped with a wireless off-on switch. The EV-Line EVSE communicates with the outlet to turn it on, and automatically bills the individual user for the power consumed.


          1. Bill Howland says:

            Man, you take an inordinate amount of time to get to the point.

            1). Car charging during the day time is usually not grid friendly, unless arranged to run substantially off solar power and wind power, and on cloudy, calm days reduce the charge to the cars.

            2). AS long as people are going to charge at work, it makes much more sense to charge 100 cars at 250 kw for 8 hours then to charge 100 cars at 1000 kw for 2 hours. The first month’s electric bill, at $10-$20 per kw, will prove the point. Besides saving $7500 – $15000 in monthly fines, the infrastructure cost will be about 1/3 the cost or less.

            THESE HUGE SAVINGS are realized by just having half a brain about the installation. No need to have any dopey switching arrangements.

            The very slight downside is that, there may be one or two of these 100 evs that need to charge QUICKLY, and the FIRM decides it wants to accomodate them by having one or two large level 2 or level 3 facilities. But in the general case, most cars charge slowly throughout the work day.

            Now if a large load is turned on late in the work day, it may behoove the business to turn off the car charging when the large load commences so as to get additional demand fine relief to lower the effective cost of the car charging even more. But that would only be necessary for some factories and would apply to only a small percentage of businesses.

            Battery systems are also coming down in price, so these also may be used to smooth out demands, as well as micro-combined heat/power systems for those who can use the waste heat profitably.
            These have to be analyzed case by case, since they’d offer the greatest benefit in an area with confiscatory electric rates and cheap natural gas rates.

          2. Brian says:

            Yup, the EV-Line looks like a great idea. I hope this gets standardized and brought to the US. I’d hate to see a repeat of the CHAdeMO/CCS fiasco though, where someone brings in a technology developed in a foreign country, without the “blessing” of the SAE. So the SAE asserts itself by creating its own standard, creating an unnecessary battle, delaying the whole ordeal.

  12. Steven says:

    And when everyone plugs in saying they need a 100% charge, and they’re leaving in three hours?