While electric vehicles (EVs) are becoming more ubiquitous, there are several issues EV owners encounter when looking to recharge and get back on the road. A significant problem with public EV charging stations is the lack of etiquette among some EV drivers. Referred to as “charger hogs,” these individuals remain connected to a charging station for extended periods, even when their batteries are nearly full.
In this week’s New Tech Tuesday, we look into this and other challenges facing public EV charging infrastructure.
Charging practices for EVs can sometimes be misunderstood as poor etiquette rather than a matter of efficiency. For instance, while charging profiles for devices like smartphones and laptops (e.g., power delivery, quick charge) are designed to protect battery health by regulating power and extending battery life, EV charging protocols also focus on optimizing power transfer. EV chargers use standards such as the Open Charge Point Interface (OCPI) and other proprietary standards that are tailored to EV needs, which can vary somewhat widely.[1] The aggregated data in Table 1, gathered from a variety of sources, shows the main types of EV chargers, detailing both proprietary (Figure 1) and non-proprietary variants, along with relevant information on their usage and compatibility.
Table 1: Types of chargers typically found at EV charging stations. (Source: Author)
Official Name
Charging Level
Kilowatt Rating (kW)
Type of Connector
Region Most Likely Found
Automakers Using It
Proprietary Information
AC Level 1
Level 1
1.4kW to 1.9kW
Standard 120V (J1772)
North America, Europe
Most automakers (including Tesla with an adapter)
Non-proprietary; standard outlet, slowest charging
AC Level 2
Level 2
3.3kW to 19.2kW
J1772 (Type 1/Type 2)
North America (J1772), Europe (Type 2)
Non-proprietary; faster than Level 1, used in residential and public stations
DC Fast Charging
Level 3
50kW to 350kW
CCS (Combo)
Most automakers (Ford, GM, BMW, VW, etc.)
Non-proprietary; high-speed charging standard in many regions
Tesla Supercharger
72kW to 250kW
Tesla Connector (North America), CCS (Europe)
Tesla
Proprietary in North America; adapters needed for non-Tesla vehicles
CHAdeMO
50kW to 100kW
Japan, North America
Nissan, Mitsubishi
Proprietary; slowly being phased out in favor of CCS in some regions
GB/T
50kW to 300kW
China
Chinese automakers (BYD, NIO, etc.)
Proprietary; standard in China for domestic vehicles
The issue with public EV charging stations often arises from the deep-rooted habit of completely filling the gasoline tank on internal combustion engine (ICE) vehicles, a habit that does not translate to EVs. Many new EV owners might not realize that charging their battery beyond 80 percent significantly slows down the charging speed and will extend the time the charger is occupied. This can inconvenience others who need to use the charging station. Therefore, it is more about the efficiency of charging rather than intentional disregard for others.
Figure 1: This proprietary supercharger stall in Roseville, California, features a commemorative plaque to mark Tesla’s 50,000th supercharger installation worldwide. (Source: GameSyns - Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=137842733)
Another major challenge is the limited availability of public chargers, particularly fast chargers. This shortage can lead to anxiety among drivers about finding a charging station, causing them to stay plugged in longer than necessary. The situation is worsened by the increasing number of EVs on the road, despite a slowdown in EV sales growth.[2] The insufficient number of chargers can deter potential buyers from choosing EVs.
As of 2024, California has approximately 25 percent of all the charging stations in the US with over 14,000, while states like Alaska and much of the upper Midwest each have 100 or fewer stations.[3] For EV owners living in or traveling through these expansive areas, it’s often advisable to fully charge their vehicles whenever possible, even if it takes longer.
This week's New Tech Tuesday features electrification solutions from Infineon Technologies that aim to expedite the EV charging experience.
Infineon Technologies' EasyPACK™ 2B IGBT Power Modules are designed to deliver high efficiency and reliability in power conversion applications like fast EV charging stations. The modules utilize insulated-gate bipolar transistor (IGBT) technology, which ensures minimal conduction and switching losses during the power conversion process, which is critical for fast EV charging where efficient energy transfer is essential. Their modularity supports different power levels for adapting to different charging speeds and is equipped with advanced thermal management for safe operation under high power and continuous load conditions.
The challenges facing public EV charging infrastructure are multi-faceted, encompassing issues from charging etiquette to the scarcity and availability of fast chargers. These obstacles often stem from ingrained habits of drivers accustomed to traditional gasoline refueling and the rapid rise in EV adoption. Although companies are making strides in expanding infrastructure and introducing new technologies like advanced power modules and MOSFETs to improve charging efficiency, there remains a need for continued innovation and strategic solutions such as idle fees and dynamic pricing. Only by overcoming these challenges can the EV market realize its full potential, ensuring a seamless and efficient charging experience for all users.
Sources:
[1] https://afdc.energy.gov/fuels/electricity-stations [2] https://www.goodcarbadcar.net/ [3] https://www.cnet.com/home/electric-vehicles/how-many-ev-charging-stations-are-there-in-the-us/
Rudy Ramos brings 35+ years of expertise in advanced electromechanical systems, robotics, pneumatics, vacuum systems, high voltage, semiconductor manufacturing, military hardware, and project management. Rudy has authored technical articles appearing in engineering websites and holds a BS in Technical Management and an MBA with a concentration in Project Management. Prior to Mouser, Rudy worked for National Semiconductor and Texas Instruments..