DC Charging: EV driver preferences when choosing a power level
After a series of papers on fast charging, it is clear that this segment of EV charging is booming and we decided to look into our data to see the impact on usage. When choosing fast charging, does an EV driver take into account the maximum power available, even when this power is not the one actually delivered due to vehicle and grid constraints?
At Gireve, we are at the heart of the EV charging industry, empowering CPOs and eMSPs with our seamless roaming platform. Combining marketplace technologies, transaction processing, and data management, our mission is to support stakeholders and accelerate their transition to electric mobility on a global scale. But we don’t stop there: we process and enrich data on charging stations and driver behaviors. We offer insightful analysis and strategic consulting. We believe that this wealth of information will shape the future of mobility, making it sustainable, innovative, and accessible to all.
So, we’re sharing a series of insights learned from our data, to foster discussions and learn together.
We are happy to present our monthly publication related to our Data and Consulting department: Beyond EV Charging
Executive Summary
This article examines EV driver preferences when multiple DC charging power levels are available at the same location. We analyzed charging data to see if EV drivers prefer higher-power chargers, even when grid or vehicle constraints limit actual charging speed.
Our data shows that in locations offering two DC power levels, the faster option accounts for around 60% of charging sessions. We also look at the power delivered and show that despite advertised power differences, the average delivered power remains much lower than the chargers’ maximum capacity.
Introduction
Each Charge Point Operator (CPO) deploys charging stations based on location type (e.g., highway, retail), business model, and infrastructure design (such as satellite or standalone chargers).
Our goal was to analyze how different power levels perform at the same location. We also examined whether drivers prioritize advertised power, even though most charging sessions are limited to around 100 kW due to grid or vehicle capacity.
For this analysis, we selected locations featuring two different DC power levels, exclusively with CCS connectors. These locations may or may not include AC chargers, but we did not take this into account in our study.
Overall trend: EV driver preference when choosing DC power level
When two DC power levels are available, the faster charger is chosen in 60% of sessions.
This can be attributed to several factors. A higher power level allows for more sessions per day since charging times are typically shorter. Additionally, when both power levels are available at a given location, EV drivers tend to opt for the faster option (if pricing remains the same).
These factors will be explored further in the location case studies we have analyzed further below.
Charging behavior varies slightly by location type. Highway stations show a stronger preference for high-power charging. Indeed, there is a slight variation between highway and retail locations, with a 37/63 split for highways and 44/56 for retail. This is likely due to greater power level disparities and drivers prioritizing speed during long trips.
Case Studies: How different power levels impact charging choices
To explore this topic in more depth, we have identified five charging location architectures:
- Group 1: 150–180 kW with 180–240 kW
- Group 2: 75–100 kW with 120–200 kW
- Group 3: 50/60 kW with 100/120 kW
- Group 4: 150/160 kW with 300/320 kW
- Group 5: 50/60 kW with 150–460 kW
These groups have been selected based on the current market landscape. For instance, Group 5 represents a common architecture used by many operators along motorways, combining a 50 kW charger with multiple ultra-fast chargers.
The results are as follows:
As we can see from this visual, the first three groups show little difference in usage between the two power levels. The power levels are close, even though in groups 2 and 3, the higher power level is twice that of the lower one.
In Groups 4 and 5, the preference for faster chargers increases, with usage ratios of 60/40 and 75/25, respectively. As mentioned earlier, group 5 typically represents a highway station where the 50 kW charger is mainly installed to complement the station.
Difference in usage
This graph illustrates the average power delivered during a session, calculated as the ratio between energy and duration.
Overall, the average power is significantly lower than the maximum power of the chargers.
Regarding session usage, the differences in average power across power levels for Groups 1 to 3 are not particularly significant. Despite Group 4 having twice the power, the second DC level only delivers 11% more average power.
Despite the advertised power differences, actual delivered power remains much lower. For example, Group 2 chargers display higher power than Group 3. However, the average delivered power is 35 kW for Group 2 and 46 kW for Group 3, a 30% difference.
Group 5 shows considerable variation, primarily due to the large gap between the two DC power levels.
Conclusion
To conclude, in locations with two DC power levels, the faster option accounts for around 60% of charging sessions. When the power gap between chargers is small, usage is more evenly distributed. However, when the gap is significant (e.g., 50 kW vs. 150–460 kW), the higher-power chargers dominate. Despite advertised power differences, the average delivered power remains much lower than the chargers’ maximum capacity.
These findings show that EV drivers prioritize speed in high-demand areas, influencing CPOs’ infrastructure strategies.
L’article Beyond EV Charging #15 – EV driver DC preference est apparu en premier sur GIREVE.