Two chargers at home, can I make different settings?

[bryce]

I have two EVCS at home, a FCSP and the 110V portable charger from our deceased Chevrolet Bolt. Is there a way to set up different charging profiles for each? I would love to be able to charge immediately when plugged in to the 110V line while keeping my FCSP high voltage use to overnight only. However both register as the same Home Garage charging based on location. Any ideas on how to differentiate the two and set up different charging profiles?

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[Maquis]

No.

But the L1 will ignore the charge schedule anyway and should start to charge when plugged in. Because it likely can’t reach the target in the charge window.

By the way, L1 charging is about 20% less efficient than L2 simply due to the fixed overhead of the modules that are powered during charging.

 

[bryce]

No.

But the L1 will ignore the charge schedule anyway and should start to charge when plugged in. Because it likely can’t reach the target in the charge window.

By the way, L1 charging is about 20% less efficient than L2 simply due to the fixed overhead of the modules that are powered during charging.

Interesting. That would explain why the L1 behavior has been erratic. It will some times start charging right away and others wait until 9pm to start charging. Depends on whether the system predicts it will reach the charge target in the time window.

I have been using the L1 for daily top-off charging and the L2 for when I need to add significant charge. Reasoning is that the L2 is in our garage (which my truck will not physically fit in) and when I use it I end up blocking my wife's car in. But maybe I should avoid the L1 charging altogether if it is that much less efficient. But, but, it is nice having the truck prepare the cabin and battery module temperature on the L1 charger now that it is colder in the mornings.

 

[Maquis]

But, but, it is nice having the truck prepare the cabin and battery module temperature on the L1 charger now that it is colder in the mornings.

The L1 can supply 1.4 KW max. The heater in the truck is 7 KW. Any heating / conditioning while plugged in to L1 is also using battery power.

 

[RickLightning]

The Ford Charge Station Pro, hardwired, loses 7% efficiency. The 110v loses 15%.

 

[tls]

The simple answer is "not reliably". The truck uses GPS for this and there just isn't enough precision. In some cases like with chargers around opposite corners of the building (I have this one place I frequently charge) it will *intermittently* decide they're different locations and so you'll have to enter them both with identical settings or chaos will ensue. But GPS is the only criterion it uses to distinguish AC chargers so nothing sophisticated is possible - unless you set on/off times on the chargers themselves and set the truck to always charge immediately at that location.

The 93% vs 85% efficiency at 240V vs 110V is a factor both of the modules within the truck that must be powered to receive charge (computers, their cooling fans, and pumps which are the big hit really AFAICT) and of the truck's onboard chargers (AC/DC converters). I am upgrading electrical service at one location where I frequently charge and 3 phase is an option, which opens up the possibility of a small DC charger (there are 25...50kW models that will accept either 208V or 480V input). The best of these units claim about 96% conversion efficiency; I suspect the real world results would actually be less efficient than with the onboard charger because the truck would likely cool more aggressively even while DC charging at about the same rate (25kW vs 19.2kW) as it was formerly AC charging. Also, the truck can't schedule DC charging at all...

 

[Maquis]

The Ford Charge Station Pro, hardwired, loses 7% efficiency. The 110v loses 15%.

I’ve typically seen 1.4 KW in, 1.1 net to the battery which is 21% loss.

 

[Firn]

Dont forget that there is a difference between efficiency and overhead.

Also, I didnt think the truck preconditioned the battery on L1.

 

[bryce]

Dont forget that there is a difference between efficiency and overhead.

Also, I didnt think the truck preconditioned the battery on L1.

I did not think that it preconditioned on L1, but it seems to be that it does. I will check again tomorrow morning, as overnight lows will be in the 30's. Hopefully my cabin and battery will be warm!

 

[mr.Magoo]

The heater in the truck is 7 KW.

Not trying to split hairs, but I think it might actually be 10kW, at least if you go by what the OBD reports.

 

[Heliian]

I’ve typically seen 1.4 KW in, 1.1 net to the battery which is 21% loss.

The l1 system maxes out at 1.2kw. As said above, l1 is less efficient so you actually burn that 10-15%extra or more with line losses.

In regards to the lightning, L1 charging is for when you have no other option. Plug in and charge as much as you can. It also does not maintain battery temp, l2 does.

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