Charger efficiency question

[MonorailGrey]

I’ve been charging solely level 1 at home since I bought my standard range premium AWD a few months ago. Given the small amount of driving I’m doing, I’ve never had an issue with not having enough range. I started using a kill-a-watt to track how much power is being consumed and found that the car is using more power than I expected.

For instance, in a recent week I drove 89 miles and the trip computer reported 2.7 miles per kWh implying the car used approximately 33 kWh. The kill-a-watt reported that I actually used 53 kWh.

Is this kind of power loss in the charger expected? If I was to install a level 2 EVSE, would this improve?

Thanks!

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[OWG]

I’ve been charging solely level 1 at home since I bought my standard range premium AWD a few months ago. Given the small amount of driving I’m doing, I’ve never had an issue with not having enough range. I started using a kill-a-watt to track how much power is being consumed and found that the car is using more power than I expected.

For instance, in a recent week I drove 89 miles and the trip computer reported 2.7 miles per kWh implying the car used approximately 33 kWh. The kill-a-watt reported that I actually used 53 kWh.

Is this kind of power loss in the charger expected? If I was to install a level 2 EVSE, would this improve?

Thanks!

Losses occur at every transition. I wish DoE were further along with the Energy Star standards ( ENERGY STAR Version 1.1 EVSE Certification Webinar Slides - April 8, 2021 ) and that manufacturers efficiency data were a little more transparent. But there is an Energy Star comparator ENERGY STAR Certified Electric Vehicle Chargers | EPA ENERGY STAR .

According to the US Department of Energy’s Office of Energy Efficiency and Renewable Energy, “EVs convert about 59%–62% of the electrical energy from the grid to power at the wheels.
Electric Car Myth Buster — Efficiency - CleanTechnica

On average, Level 2 charging was 5.6% more efficient than Level 1 (89.4% vs. 83.8%). In those charges in which the battery took up less than 4 kWh, this difference in efficiency was even greater: 87.2% for Level 2 vs. 74.2% for Level 1.
A comparison of electric vehicle Level 1 and Level 2 charging efficiency | IEEE Conference Publication | IEEE Xplore

 

[RickMachE]

Using the trip computer is inexact at best. 89 miles driven includes electricity regenerated by the car.

What you want to do is to plug the car in after resetting the Kill-O-Watt, and when it's done charging look at the FordPass app and it will tell you (I believe it says "Details") on the bottom of the screen how many kWh it used in that charging session. Compare that number to the number that the Kill-O-Watt says. You should lose about 15% at most.

 

[timbop]

You can expect about a 10% to 15% loss due to heat and inverter inefficiencies. You're seeing more than that, so the next question is if you also precondition (with departure times) or warm up the car at all on shore power?

 

[Polar]

Yes, a lvl 2 EVSE would be far more efficient.

 

[nvabill]

I’ve been charging solely level 1 at home since I bought my standard range premium AWD a few months ago. Given the small amount of driving I’m doing, I’ve never had an issue with not having enough range. I started using a kill-a-watt to track how much power is being consumed and found that the car is using more power than I expected.

For instance, in a recent week I drove 89 miles and the trip computer reported 2.7 miles per kWh implying the car used approximately 33 kWh. The kill-a-watt reported that I actually used 53 kWh.

Is this kind of power loss in the charger expected? If I was to install a level 2 EVSE, would this improve?

Thanks!

Following.

 

[Maquis]

Following.

Simply click the “Watch this thread” box below.

 

[nvabill]

Simply click the “Watch this thread” box below.

I'm aware of that function, was just showing Rob I am interested in his topic. And before you tell me to hit the like button, yes, I am aware of that also. ?

 

[OWG]

I wish DoE were further along with the Energy Star standards ( ENERGY STAR Version 1.1 EVSE Certification Webinar Slides - April 8, 2021 ) and that manufacturers efficiency data were a little more transparent. But there is an Energy Star comparator ENERGY STAR Certified Electric Vehicle Chargers | EPA ENERGY STAR .

Well, I am guilty of having made an uninformed comment.

DoE's site provides a wealth of information on EVSE's. The dataset has the following as headings:

ENERGY STAR Unique ID

ENERGY STAR Partner

Brand Name

Model Name

Model Number

Additional Model Information

UPC

Product Type

Max Nameplate Output Current (A)

Input Voltage (V)

Number of Outputs

Maximum Output Cord Length (ft.)

Output Cord Gauge (AWG)

Screen Area, if EVSE has high res display (in2)

Maximum (100%) Measured Luminance of the High Res Display

Automatic Brightness Control (ABC) Capable?

Connected Functionality Capable?

Connected Functionality Capabilities Summary

Communication Standard - Application Layer

Protocols Used to Support Smart Charging

Product Features

Network Protocol with Wake Capability

No Vehicle Mode Input Power (W)

No Vehicle Mode Total Allowance (W)

No Vehicle Mode Power Factor

Partial On Mode Input Power (W)

Partial On Mode Requirement (W)

Partial On Mode Power Factor

Idle Mode Input Power (W)

Idle Mode Requirement (W)

Idle Mode Power Factor

Full Current Operation Mode Test: Calculated Efficiency

Full Current Operation Mode Test: Total Loss (W)

30 A Operation Mode Test: Calculated Efficiency

30 A Operation Mode Test: Total Loss (W)

15 A Operation Mode Test: Calculated Efficiency

15 A Operation Mode Test: Total Loss (W)

4 A Operation Mode Test: Calculated Efficiency

4 A Operation Mode Test: Total Loss (W)

Dual Input Level 2: No Vehicle Mode Input Power (W)

Dual Input No Vehicle Mode Requirement (W)

Dual Input Level 2: No Vehicle Mode Power Factor

Dual Input Level 2: Partial On Mode Input Power (W)

Dual Input Partial On Mode Total Requirement (W)

Dual Input Level 2: Partial On Mode Power Factor

Dual Input Level 2: Idle Mode Input Power (W)

Dual Input Idle Mode Requirement (W)

Dual Input Level 2: Idle Mode Power Factor

Dual Input Level 2: Full Current Operation Mode Test: Calculated Efficiency

Dual Input Level 2: Full Current Operation Mode Test: Total Loss (W)

Dual Input Level 2: 30 A Operation Mode Test: Calculated Efficiency

Dual Input Level 2: 30 A Operation Mode Test: Total Loss (W)

Dual Input Level 2: 15 A Operation Mode Test: Calculated Efficiency

Dual Input Level 2: 15 A Operation Mode Test: Total Loss (W)

Dual Input Level 2: 4 A Operation Mode Test: Calculated Efficiency

Dual Input Level 2: 4 A Operation Mode Test: Total Loss (W)

Date Available on Market

Date Certified

Markets

CB Model Identifier

Lots of unpopulated columns - Data definitions here: Electric Vehicle Supply Equipment (EVSE) Key Product Criteria | Products | ENERGY STAR

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