# A Literature Review on the Charging Behaviour of Private Electric Vehicles
## 3 Results
### Use of Infrastructure
The connection profiles differ between weekdays and weekends, with about 25% of the total energy supplied during the weekend [113]. Another characteristic that emergesis that the dwell times at the CP are generally much longer than the actual recharge times, with inactivity percentages ranging from about 40 to 75% [78; 79; 113]. The idle time, i.e., the period in which an EV is parked without charging, lasts on average 4 h, although it depends on the CP's position and its charging power [73]. Slow charging points typically have much longer dwell times than fast ones [111; 112], leading to high operational inefficiency [73; 138; 137; 112]. In general, the shortest stays are recorded at road CPs, and the longest are recorded in office and public access car parks [78] and at residential CPs [103]. As a result, the average charging power rates are often significantly lower than the nominal power [109; 112]. The temporal distribution of recharges depends on various factors, including geographical and social variables (work start and end times, commuting rates, etc.). However, a peak can usually be observed in the morning when leaving for work and later when arriving at work, as well as in the evening when returning home, especially for slow charging [104; 128] and domestic charging [139]. On weekends, domestic charging is more evenly distributed throughout the day [108]. Fast charging is used more during the day [104], with very short idle times of 48 min on average [106; 137]. In [81], the authors found a pattern in the temporal charging distribution, with the mean and median being around 14:00 and some groups preferring to charge at night. It emerges from some studies that charging occurs less than once a day and with a periodicity of approximately 24 h [78; 79], although [PERSON] et al. [81] reported an average number of charges in days of use of 1.1. At home, about 70% of cars are charged only once a day, and three or more daily recharges are highly unlikely [119; 120]. Fast DC stations show a utilization rate nearly three times higher than AC CPs [103; 109]. Indeed, European EV owners consider charging speed one of the most important characteristics of a public CP. However, the frequency of use of fast chargers is 10% in the EU, which can be compared to 21% for public slow chargers [132]. This result may be attributed to a minor diffusion of fast chargers compared to slow ones. An adequate public charging network seems to favor the adoption of electric mobility [140; 141; 55; 75; 15], but there is no unanimity regarding which alternative, slow or fast, is more important for the diffusion of electric mobility [31; 55; 75]. The usage patterns of electric vehicle charging stations differ depending on whether they are residential or public. Residential charging occurs mainly at night and is spread out evenly across the week. Public charging, on the other hand, happens mostly during the day and is concentrated on weekdays [103]. Public charging usage is also affected by seasonal changes, with holidays having a particularly significant impact. AC charging stations are more frequently used for weekday and daytime charging, while DC fast charging stations are more popular on the weekends [103; 105; 106]. The temporal distribution of public station usage also depends on where these stations are located [110].