Majority Of Passenger EVs in Europe Have CHAdeMO Inlet
3 years ago by Mark Kane 21Comments
European EV market snapshot
Citroen Berlingo Electric Van with CHAdeMO
According to CHAdeMO Association, data from January 1, 2010 through February 28, 2014 in Europe shows that the CHAdeMO fast charging standard still is dominant among passenger EVs (pure electric ones). By the way, we now know how many EVs were sold in Europe through March 2014 – over 70,000.
Light delivery vehicles (like Renault Kangoo Z.E.) to date weren’t equipped with fast charging capability, but the new Nissan e-NV200 and the new version of the Peugeot Partner/Citroen Berlingo are, and of course have CHAdeMO inlets.
On the graph we see that 52% of all passenger EVs have the CHAdeMO standard implemented. 78% have fast-charge capability however, this is from four solutions (CHAdeMO, 3-phase AC up to 43 kW in Renault ZOE, Tesla Superchargers and Combo) that aren’t compatible with each other.
We notethat for now CHAdeMO has almost 10-times more cars on the roads than Combo in Europe.
Among fast-chargeable EVs, CHAdeMO has an even 68% market share.
Kia Soul EV charging inlets
In Japan, CHAdeMO’s domination is already set and nobody will challenge it as all manufacturers are willing to join this standard and get access to over 2,000 fast chargers:
“Such a push from all fronts accelerating charging infrastructure deployment nationwide has brought heightened attention to EVs and PHEVs. Not only that, overseas automakers such as Tesla Motors, BMW, Kia and Volkswagen have announced that they will launch CHAdeMO‐compatible EVs in the Japanese market.”
How does the situation look in the U.S.? Probably similar to Europe, but simpler – without the 3-phase AC charging variant. Tesla Superchargers have a higher share, displacing Combo’s much smaller share.
No s***, those vehicles have been on the market a lot longer.
What would be more interesting would be the percentage of pure EV’s sold year to date and last month with Chademo vs. other charging systems, mainly CCS.
Then the numbers are about 31% last month and 34% YTD for Chademo, 10% last month and 21% YTD for Tesla, 17% last month and 12% YTD for the ZOE and 41% last month and 32% YTD for CCS.
So the CCS has overtaken the Chademo in sales in Europe even though it will take quite some time before they have caught up in total numbers too.
It seems CCS hasn’t overtaken Chademo in sales in Europe…. ! http://ev-sales.blogspot.it/2014/05/europe-april-2014.html
No.
1. Every Outlander PHEV has Chademo port by default
2. Many e-UP! have no CSS, because it’s only optional
Yes! CCS is optional also for BMW i3. Leaf and Outlander that are fitted with Chademo as default, are best seller in Europe. Soon also e-NV200.
“This just in…
A new Kaiju, called “CHA de Monster”, taking over Europe. More news at 11.”
😉
Is this counting all cars with the *option* of having that fast charge port, or is it only counting the cars actually equipped with that equipment. Big difference between the two.
If it’s the latter I would be surprised at the 7% in the “other category” (which basically means CCS). That’s 3885 vehicles and the only CCS vehicles out during that time were the e-UP! and i3 (and I don’t believe all of them were optioned with CCS).
I still believe the European standards elites will force CHAdeMO out the door in the long term. NIH.
But the CHAdeMO group isn’t going to roll over without a fight, which means there will be dual hose charge stations for some time to come. The elites have reluctantly acknowledged the practical aspect of CHAdeMO’s head start, so CHAdeMO is now allowed as a temporary “transition” standard. But there will be some nasty CCS lobbying behind the scenes.
The CHAdeMO group and SAE should just build two adapters, one for CCS-equipped cars to charge on CHAdeMO and one for CHAdeMO cars to charge on CCS. Their trying to fight CCS hurts consumers. If both standards were interoperable everyone would win.
Probably more practical to implement dual hose EVSE stations.
For North America (since you mention SAE) the charging station networks can make that decision themselves, and probably will do so since the North American CCS “frankenplug” is so cumbersome compared to the European CCS it will keep CHAdeMO alive for a long time.
In Europe the regulators will allow CHAdeMO on a temporary transitional basis, which by default means dual hose chargers.
What makes SAE Combo so cumbersome?
I’ve only heard the term “frankenplug” used by conspiracy theorists who think the purpose of CCS is to slow down the speed of new DCQC installations.
Are there any actual technical deficiencies of Combo over CHAdeMO?
The problem with dual hose is that it won’t help with any existing single hose infrastructure and most networks don’t seem to eager to replace their existing hardware to add support for another standard.
In Europe, CHAdeMO can exist forever. The only limitation will be (assuming the regulation / law is enacted) that starting fall 2017 (36 months after the law is enacted), CHAdeMO must be installed with a Combo2 “Frankenplug”.
Private installations, like Tesla Supercharger, and CHAdeMO fleet sales can be installed without Combo2.
Gigantic win for electric cars and a serious blow to German car makers.
mutle, just take a close look the the CCS1 combo plug…. It it physically cumbersome with too many pins and the top to bottom dimension is huge such that it could not fit in most of the existing car round sheet metal openings.
Contrast that to the compact Tesla plug which supports AC/DC on assignable pins and passes more power.
It’s a perfect example of a bad committee design based on misplaced objectives. Consumers deserve better.
Take a look at a CHAdeMO. It has MORE pins and it also doesn’t support AC charging (so you need two sockets to accomplish all your charging, which takes even more space). The front surface area of both are about the same (CCS is taller in height but narrower in width). People who have held the CCS connector say it’s surprisingly light and easy to use (similar to level 2 connectors).
That’s why I don’t understand the whole “frankenplug” thing. CHAdeMO is just as “cumbersome” and the first gen version is MORE cumbersome (anyone who had to deal with the lever system without instructions can tell you this, it’s clearly not designed for intuitive use).
The CHAdeMO is no great connector design either. But the use of an optional 2nd connector for QCDC has been reasonably easy to accomodate from a styling perspective, especially in a horizontal format on the front of the car. Plus an optional 2nd connector does not burden cars not needing QCDC.
Goining forward, cars not needing QCDC, like PHEVs, will have to have a larger gash in the fender to accomodate a big CCS1 (with dummy DC pins) because that may be the only plug available. CCS1 is not backward compatible to an existing J1772 socket.
The CCS1 is a horrible design and needs to be replaced by a new compact assignable pin design similar to the Tesla connector. Until that happens, customers seem to be lining up en masse behind the 2 connector approach, which is becoming more and more entrenched as time goes by.
“But the use of an optional 2nd connector for QCDC has been reasonably easy to accomodate from a styling perspective, especially in a horizontal format on the front of the car”
Not really. Not every car has space in the front to accommodate a CHAdeMO socket. See the iMIEV (which uses sockets on both sides of the car), and the Outlander PHEV (which has a huge flap on the side of the car).
“Goining forward, cars not needing QCDC, like PHEVs, will have to have a larger gash in the fender to accomodate a big CCS1”
That’s not true at all. If the car doesn’t need DC charging, it can use the standard J1772 socket for AC charging. CCS1 IS backwards compatible with J1772 on the socket side (that’s the only reason to make it retain the same pins and be more bulky!).
I think you have misconceptions about this. You can use a standard AC J1772 connector with the CCS1 socket. The only thing that’s not supported is using a CCS1 connector with a AC J1772 socket. But you would never want to do that in the first place given AC J1772 doesn’t support DC in the first place.
http://www.teslamotorsclub.com/attachment.php?attachmentid=21418&d=1367642095
On the European side, it uses a CCS2 socket, which is also backwards compatible with a Type 2 AC connector.
The case I’m concerned about is one where a public station is only equipped the CCS1 plug, not a J1772, which is quite likely to occur since it is positioned as a “universal” plug.
Since a CCS1 plug is not compatible with a J1772 socket, you cannot use the station. And future PHEVs not needing QCDC will have to be equipped with a big CCS1 socket with dummy DC pins to be able to use that station. That’s where this path is leading.
The case you are referencing is using a J1772 plug in a CCS1 socketed car, most likely at home, which is fine. But down the road a J1772 socketed car won’t be able to use public stations equipped with a CCS1 plug, which creates orphans and forces bigger charge port doors on newer cars.
Better off to to start over with a modern clean sheet design now that incorporates Tesla-like attributes (compact, assignable pins, higher power) before CCS1 proliferates. Otherwise the 2 port solution (J1772 & CHAdeMO will end up being the de facto standard because CHAdeMO has such a huge head start in BEVs, and GM/Ford are focused more on PHEV/EREVs that don’t need QCDC. That’s where it’s going at the moment, and based on comments here it seems many people have already accepted that outcome.
“The case I’m concerned about is one where a public station is only equipped the CCS1 plug, not a J1772, which is quite likely to occur since it is positioned as a “universal” plug.”
Any public station only equipped with a CCS1 plug will be a DC-only station. The “future PHEVs not needing QCDC” won’t even be able to use that station in the first place no matter what connector it had.
Because the CCS1 socket is backwards compatible with J1772 AC, ALL AC public charging stations can and will use the old J1772 AC connector. CCS1 will only be used for DC stations.
In case it’s not clear, the CCS1 system is as follows:
1) J1772 AC socket for non-DC cars
2) CCS1 DC socket for cars with a DC option
3) J1772 AC connector for AC stations
4) CCS1 DC connector for DC stations
Chademo is VHS, SAE Combo is Betamax.
The parallels are that despite the perceived superiority of Betamax (CSS), market share was already appropriated by VHS (Chademo) whether the Betamax people liked it or not.
Based on that analogy, the Tesla connector is a DVD!
The SAE committee needs to acknowledge their mistake and start over with a clean sheet design.
the Type 2, 3 Phase AC is the VCD!
PhD