Fast E.V. Charging.

Indeed, the use of chargers this fast will require a dedicated supply and possibly at a voltage higher than 11Kv.

Possibly more applicable to a motorway services area.

Providing a 10Mw supply to such premises would be easy if already near a high voltage distribution circuit. That would allow for perhaps two dozen 250Kw chargers, several dozen 22Kw chargers, and lots of domestic 7Kw chargers. Charging points with a total demand of say 15Mw could reasonably be connected to a 10Mw supply since not every space will draw full load at the same time, several spaces could be taken by vehicles that have completed charging but not yet been driven away. Load management controls would either throttle back the charging rates, or delay the start of charging by a minute or two if needed so as not to overload the 10Mw supply. In most circumstances this would not be needed, but is clearly prudent for "just in case" Adding one megawatt of PV modules would allow extra charging in fine weather, and monitoring the actual transformer temperature might allow  a nominal 10Mw transformer to supply 11 or 12 Mw in cold weather.


250Kw charging might be a bit extreme for private cars, but could become the norm for electric trucks.

Indeed, the use of chargers this fast will require a dedicated supply and possibly at a voltage higher than 11Kv.

Possibly more applicable to a motorway services area.

Providing a 10Mw supply to such premises would be easy if already near a high voltage distribution circuit. That would allow for perhaps two dozen 250Kw chargers, several dozen 22Kw chargers, and lots of domestic 7Kw chargers. Charging points with a total demand of say 15Mw could reasonably be connected to a 10Mw supply since not every space will draw full load at the same time, several spaces could be taken by vehicles that have completed charging but not yet been driven away. Load management controls would either throttle back the charging rates, or delay the start of charging by a minute or two if needed so as not to overload the 10Mw supply. In most circumstances this would not be needed, but is clearly prudent for "just in case" Adding one megawatt of PV modules would allow extra charging in fine weather, and monitoring the actual transformer temperature might allow  a nominal 10Mw transformer to supply 11 or 12 Mw in cold weather.


250Kw charging might be a bit extreme for private cars, but could become the norm for electric trucks.