Does this EV Charging Solution Exist? - Page 1
Forum section: electronics / general

author: EEVblog
author_rank: Unknown
timestamp: October 31, 2021, 02:52:49 am
content: Does this product exist?An AC EV charger (usual 7kW max job) that integrates with your solar monitoring system and knows how much spare solar capacity you have at any given moment and then regulates the car EV charge rate to only use that exess power?I'm not even sure you can get a charger that even lets you limit the charge rate to lower than the max?

author: NiHaoMike
author_rank: Super Contributor
timestamp: October 31, 2021, 03:00:50 am
content: Solaredge makes a combined solar inverter and EV charger.Other than that, I suppose you can take a look at an open hardware charger and customize it to accept charge current commands from the network.

author: solexious
author_rank: Newbie
timestamp: October 31, 2021, 03:06:25 am
content: I believe thehttps://openevse.com/index.htmlalready has a "PV Divert" mode for doing this, or if not has an API to roll your own.

author: bdunham7
author_rank: Super Contributor
timestamp: October 31, 2021, 04:10:56 am
content: Quote from: EEVblog on October 31, 2021, 02:52:49 amOpenEVSE and Juicebox have the ability to be externally controlled for other purposes, but I don't know if they have a PV-specific mode. I'm sure it is doable and probably easily hackable on many EVSEs because it is just a matter of modulating the duty cycle on the 1 kHz squarewave. I got (as a promo) Juicebox-made J1772 wi-fi adapter that went between my EVSE connector and the car that allowed for this sort of control without cracking the EVSE at all, but since I had/have no use for it it went on to someone who wanted it.

author: Monkeh
author_rank: Super Contributor
timestamp: October 31, 2021, 04:55:24 am
content: It does, in fact, exist:https://myenergi.com/product/zappi/Limitation: Minimum charging power is ~1.4kW.

author: EEVblog
author_rank: Unknown
timestamp: October 31, 2021, 07:49:58 am
content: Quote from: Monkeh on October 31, 2021, 04:55:24 amTweeps pointed that one out too. Yep, looks to do that exact job.I'm not the only one who thought that would be an obvious idea.Mrs EEVblog wants one here, but only wants to charge the car with excess solar where possible.

author: trobbins
author_rank: Frequent Contributor
timestamp: October 31, 2021, 08:02:59 am
content: Similar idea as cooling/heating the house using a controllable setpoint temperature that uses the house as a thermal store. Some control code with say an SP PRO based system (if you also had battery or a hybrid off-grid setup) would be worthwhile but the hassle is integrating to the heater/cooler or EV charger (as they have to be able to be controllable).

author: Phoenix
author_rank: Frequent Contributor
timestamp: November 01, 2021, 11:50:48 am
content: Unit that EVSE sellshttps://evse.com.au/product/eo-mini-pro-solar/I'm sure JETCharge also do one, you'll have to enquire with them.

author: EEVblog
author_rank: Unknown
timestamp: November 01, 2021, 01:40:42 pm
content: Quote from: Phoenix on November 01, 2021, 11:50:48 amDidn't know they did a solar version. I hate those EO units though, no display and no stop button. Complained about and showed this at the end of my recent IONIQ review video.

author: geo999
author_rank: Contributor
timestamp: November 01, 2021, 05:36:56 pm
content: it's just a matter of adjusting the PWM signal to the car that tells it how much current it can draw.An arduino that get's the information from the solar inverter can do the job.if you already have a charger it can be easily modified, just hijack the CP signal and drive it from arduino according to your needs.

author: langwadt
author_rank: Super Contributor
timestamp: November 01, 2021, 05:42:27 pm
content: Quote from: EEVblog on October 31, 2021, 02:52:49 amhttps://en.wikipedia.org/wiki/SAE_J1772#Control_Pilot?

author: f4eru
author_rank: Super Contributor
timestamp: November 01, 2021, 06:30:19 pm
content: https://www.sma.de/en/products/e-mobility-charging-solutions/sma-ev-charger-74-22.html

author: EEVblog
author_rank: Unknown
timestamp: November 01, 2021, 10:45:24 pm
content: Quote from: langwadt on November 01, 2021, 05:42:27 pmYes. Was aware of that. I don't know if the PWM charge rate is linearly grandular though?i.e. Do all cars take the PWM signal and linearly adjust the max current draw, or is it just stepped?Wouldn't surprise me if it's stepped, and/or varies between cars.

author: langwadt
author_rank: Super Contributor
timestamp: November 01, 2021, 10:52:46 pm
content: Quote from: EEVblog on November 01, 2021, 10:45:24 pm"The SAE defines the ampacity value to be derived by a formula based on the 1 ms full cycle (of the 1 kHz signal) with the maximum continuous ampere rating being 0.6 A per 10 µs up to 850µs (with the lowest 100 µs x .6 A = 6 A). Above 850µs, the formula requires subtraction of 640µs and multiplying the difference by 2.5. For example (960 µs - 640 µs) x 2.5A = 80 A."

author: EEVblog
author_rank: Unknown
timestamp: November 01, 2021, 11:18:29 pm
content: Quote from: langwadt on November 01, 2021, 10:52:46 pmGiven that cars do actually have internal limited step charge profiles, it wouldn't surprise me if they don't implement that. As long as you don't exceed the maximum implied by the PWM, I assume that's ok.https://en.wikipedia.org/wiki/SAE_J1772#Control_Pilot?

author: langwadt
author_rank: Super Contributor
timestamp: November 01, 2021, 11:40:13 pm
content: Quote from: EEVblog on November 01, 2021, 11:18:29 pmget out the signal generator and an ammeter and find out

author: EEVblog
author_rank: Unknown
timestamp: November 01, 2021, 11:43:49 pm
content: Quote from: langwadt on November 01, 2021, 11:40:13 pmI would but I don't have a fast AC charger at home.Will be getting one next month though, currently getting the garage upgraded and Mrs EEVblog wants one, hence this thread.

author: aargee
author_rank: Frequent Contributor
timestamp: November 02, 2021, 04:49:11 am
content: The latest Renew Magazine (Issue 156) has an article on EVSE (Electric Vehicle Supply Equipment), it is an interesting read.https://renew.org.au/renew-magazine/

author: DenzilPenberthy
author_rank: Frequent Contributor
timestamp: November 02, 2021, 12:21:45 pm
content: It's not an EV charger but this exists for hot water.As I under stand it: it measures the current going into or out of your house. Presumably with a clamp meter on your incoming supply. Then it PWMs your water tank immersion heater to try and adjust your power export to zero.https://www.immersun.co.uk/It's a very simple system to implement, I'm amazed if it doesn't exist yet for an EV charger.

author: EEVblog
author_rank: Unknown
timestamp: November 03, 2021, 01:20:56 am
content: Quote from: DenzilPenberthy on November 02, 2021, 12:21:45 pmIt does, there are several products that do it, and it's the main marketing spin for them.

author: EEVblog
author_rank: Unknown
timestamp: November 03, 2021, 09:43:59 am
content: Is there any (legal) issue in Oz with installing a 32A single phase outlet to power a single phase level 2 charger?They seem to be designed for fixed installations?

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 03, 2021, 10:24:45 am
content: Quote from: EEVblog on November 01, 2021, 10:45:24 pmDoes it actually matter? As long as the car doesn't draw more than the amount indicated by the PWM signal it will work.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 03, 2021, 10:31:20 am
content: Quote from: EEVblog on November 03, 2021, 09:43:59 amI'm sure Oz electrical codes are different, but as an example in the UK, regs require that any outlet "intended to charge an EV" needs to have DC-tolerant RCD protection and PEN fault protection. (I believe the latter is a fairly UK-specific requirement) Unlike a fixed installation, you can't rely on any internal protection in the EVSE as there is no guarantee of what may be plugged into the socket.

author: EEVblog
author_rank: Unknown
timestamp: November 03, 2021, 11:38:29 am
content: Quote from: mikeselectricstuff on November 03, 2021, 10:24:45 amThe point was that fully adjustable charge rate is required in order to ensure that the charge rate matches your solar output minus your house consumption.If the car is fixed level charge levels only then there is no point having the intelligent solar connection to only consume your excess solar.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 03, 2021, 12:20:23 pm
content: Quote from: EEVblog on November 03, 2021, 11:38:29 amWhy not? Surely the only issue is that sometimes the car may pull a bit less.This will happen anyway as it nears a high state of charge. I can't think why a car would have significant stepping at home charge levels - it's common for rapid charging, but I suspect this is mostly about being able to easily simulate the thermal performance, which isn't an issue at 7kW

author: sandalcandal
author_rank: Unknown
timestamp: November 03, 2021, 01:17:50 pm
content: Quote from: EEVblog on November 03, 2021, 09:43:59 am"AC Level 2 Charging" is by strict technical definition as per SAE J1772 (not the flaky marketing definition you see online and from EVSE retailers) done using "dedicated AC EV/PHEV supply equipment" unlike AC level 1 which is specifically intended to use a receptacle (aka socket-outlet in AS parlance). AC Level 2 is required for >120 VAC charging and/or >16A. AC Level 1 is limited to 120 VAC single phase and 16A. AC Level 3 only exists as a provisional specification in J1772 that would in theory allow AC charging up to 96kW. AC Level 2 is still single phase only. [I have seen some stuff doing AC Level 2 charging but using a receptacle-plug however]In J1772 DC Level 1 is up to 80A and DC Level 2 is up to 400A. CCS Type 1 falls under DC Level 2.There are also charging "modes" defined in IEC 61851-1 but they don't get talked about as much. Mode 2 is inline control boxes as well as wall mounted EVSE which you plug into socket-outlets. Mode 3 is EVSE permanently wired to mains. Mode 2 charging is limited in current to as low as 6A in some countries (but not Australia AFAIK) so higher power power stuff tends to be more common in Mode 3 but that's just a locality thing. Mode 2 spec technically has the same power capability as Mode 3.The "Levels" you see being marketed by EVSE retailers don't actually have any legal or technical grounds and are just made up marketing terminology AFAIK though somewhat analogous to IEC 61851-1 Modes."Legally" in my unprofessional, non-lawyer opinion there aren't any standards adopted by Standards Australia which are equivalent to SAE J1772 or IEC 61851-1 (to which AC EVSE are built by industry). There is an adopted standard pertaining to the sockets and plugs for AC charging (AS IEC 62196.2:2014), as well as standards adopted for DC charging, but to my knowledge, none of these are legally mandated by any legislation in Australia (unlike AS 3000 for example which is legally mandated). So these standards all exist in that quasi legal grey area where the main barrier is companies being concerned about law suits and insurance claims.Australia is pretty behind the curve on regulations and standards unfortunately. Waiting till someone gets hurt I guessIt's a real pain the arse trying to design for.I'd also suggest you try asking on the AEVA forumshttps://forums.aeva.asn.au/index.phpMuch more (mostly consumer based) knowledge for EV use in Australia, you'll likely get experience from someone in Australia that has tried before.[There could be some electrical code stuff that happens outside the EVSE like Mike mentioned for the UK, which I have missed]

author: sandalcandal
author_rank: Unknown
timestamp: November 03, 2021, 01:37:04 pm
content: Quote from: mikeselectricstuff on November 03, 2021, 12:20:23 pmThe EV's on-board charger might not be designed/validated to properly handle supply-side linear power control, that's different to output side tapering off near full SOC. I haven't seen anything in standards requiring OBCs to properly handle dynamic supply-side control. We've seen what happens with some OBCs blowing up when ordered to switch between single phase and 3 phase charging. Although in this [7kW limited (single phase?)] case there's not as much apparent risk of something that severe happening, you can't fully discount some stupid design issues.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 03, 2021, 02:17:10 pm
content: Quote from: sandalcandal on November 03, 2021, 01:37:04 pmIEC62763 (the European version of J1772) states that the EV must adjust its current to be equal or below the PWM indicated value within 5 seconds.

author: sandalcandal
author_rank: Unknown
timestamp: November 03, 2021, 02:56:50 pm
content: Quote from: mikeselectricstuff on November 03, 2021, 02:17:10 pmI think IEC/TS 62763 is withdrawn?https://webstore.iec.ch/publication/7420However, I doubled checked Appendix E in J1772 and it does state a similar 5 sec max change in in current draw "in response to pilot signal duty cycle modification."Edit: There's nothing in J1772 on 3 phase charging. I wonder how/where dealing with the single phase to 3 phase change is meant to be standardised.

author: tszaboo
author_rank: Super Contributor
timestamp: November 03, 2021, 04:11:24 pm
content: You have an SMA system as I recall?https://www.sma.de/en/products/e-mobility-charging-solutions/sma-ev-charger-74-22.htmlMaybe you can somehow hack in the Enphase system in it.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 03, 2021, 05:56:33 pm
content: Quote from: sandalcandal on November 03, 2021, 02:56:50 pmIt doesn't really need to be - it's just another couple of pins. As it controls current and not power, it doesn't really matter if it's 1 or 3-phase.It would be nice if there was a way for the car to tell 1/3 phase before the EVSE turns the power on, but not a big deal, just a pity that a couple of OBC/EVSE combinations have cocked this up with interesting results when thet decide to connect two phases together.Similarly it would be nice if the car could tell the EVSE the state of charge, but it's too late to cnage now.

author: sandalcandal
author_rank: Unknown
timestamp: November 03, 2021, 09:51:10 pm
content: Quote from: mikeselectricstuff on November 03, 2021, 05:56:33 pmI don't think there's anything preventing the use of the DC charging  communication protocols over a standard AC Type 1 or Type 2 plug to pass that info along...I had a look and ISO 15118-1:2019 actually has the spec to do SOC messaging, mostly as part of V2G functionality. There is also a message "V2G1-ED2-55" which contains AC or DC, 1/3 phase info but that message is for end of energy transfer recording. There might be something for 1/3 phase info before initiating transfer but I didn't see it. CCS 2.0 and V2G support still hasn't been officially release yet though...Edit: I think the programmer working on our EVSE comms mentioned something about messaging for AC_DC_Charging. Looks like there might be something in ISO 15118-2:2014 for messaging AC charging type.[This is also all just messaging and doesn't spec how the change over should be handled with one or both sides ensuring that phases aren't getting shorted together.]

author: EEVblog
author_rank: Unknown
timestamp: November 03, 2021, 10:22:17 pm
content: Quote from: tszaboo on November 03, 2021, 04:11:24 pmBriefly looked at that but there is no advantage there. Any solar aware solution with a clamp on the main circuit will be able to take into account both system.32A single phase socket is being installed right now. Just need to decide on the charger now. The Zappi looks pretty good. Don't know if the clamp is wireless or wired though. PITA if wired, I hate dragging stuff through the roof.

author: EEVblog
author_rank: Unknown
timestamp: November 03, 2021, 10:25:48 pm
content: Looks like the Zappi sensor has a wrieless option called Harvi, $175 extra. It harvests the power from the CT, pretty cool. Not sure about range though, my run is about 20m with brick walls.

author: Monkeh
author_rank: Super Contributor
timestamp: November 03, 2021, 10:36:32 pm
content: Few walls shouldn't be a problem, it's designed for the UK market after all. Running the CTs that far shouldn't be a big issue either.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 03, 2021, 11:12:33 pm
content: Quote from: sandalcandal on November 03, 2021, 09:51:10 pmIt could be done in principle, but I'd be surprised if many, if any, current cars support it, AFAIK no AC EVSE currently supports it - hard to see that the cost of the PLC interface and implementing the stupidly complex protocol would be justified.

author: sandalcandal
author_rank: Unknown
timestamp: November 03, 2021, 11:18:23 pm
content: Quote from: mikeselectricstuff on November 03, 2021, 11:12:33 pmNot being personally experienced with other protocol/standard developments nor having read much on others experiences about similar developments, I wonder how EVSE protocol development and standardisation compares to others, e.g. USB mostly in terms of (lack of) organisation and (questionable) design choices.

author: EEVblog
author_rank: Unknown
timestamp: November 03, 2021, 11:20:52 pm
content: Quote from: Monkeh on November 03, 2021, 10:36:32 pmYeah, it more of the PITA of dragging it through the roof 20m and dropping the cables etc.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 03, 2021, 11:35:02 pm
content: Quote from: sandalcandal on November 03, 2021, 11:18:23 pmFor AC, it's reasonable, as the protocol is fairly simple, however there are one or two examples of EVSEs and cars not complying with standards, or interpreting un-specced situations differently. One example is behaviour when the EVSE wants to change between single and 3-phase mode, which can happen in large solar installations. Kia/Hyundai didn't consider that this could happen without being unplugged inbetween, and, combined with not using a changeover relay to switch between using 2 chargers in parallel for 32A single phase and 3x16A in 3-phase mode, bad things happened.DC on the other hand is another matter - the CCS standard is vastly more complex than it needs to be, poorly specced and subject to interpretation, so there are numerous compatibility issues. The organisation in charge, CharIN does hold "plugfests" to test compatability, but if the standard had been done right this shouldn't be necessary.Talk to anyone who's had anything to do with implementing CCS, and swearwords will inevitably ensue.

author: uer166
author_rank: Super Contributor
timestamp: November 03, 2021, 11:47:44 pm
content: Quote from: mikeselectricstuff on November 03, 2021, 11:12:33 pmThere's EVSEs that support it, but it's optional and not actually being used by any cars AFAIK. It's the same system as CCS in terms of communication hardware (PLC over control pilot).

author: EEVblog
author_rank: Unknown
timestamp: November 03, 2021, 11:47:47 pm
content: Just realised the Zappi does not have a Stop Charging button or menu option. How stupid!

author: uer166
author_rank: Super Contributor
timestamp: November 03, 2021, 11:51:34 pm
content: Quote from: EEVblog on November 03, 2021, 11:47:47 pmWhat EVSE does? I've seen a lot and never noticed such feature on the unit itself. I think most have it thru the phone app, or just, unplug

author: sandalcandal
author_rank: Unknown
timestamp: November 04, 2021, 12:28:50 am
content: Quote from: mikeselectricstuff on November 03, 2021, 11:35:02 pmAnd yet CCS seems vastly preferred to the CHAdeMO alternative.

author: sandalcandal
author_rank: Unknown
timestamp: November 04, 2021, 12:30:10 am
content: Quote from: uer166 on November 03, 2021, 11:51:34 pmType 2 plugs (common in EU and Australia) are locking so you can't "just unplug". [The EVSE/EV needs to release the connector.]

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 04, 2021, 12:39:48 am
content: Quote from: sandalcandal on November 04, 2021, 12:30:10 amThe car will have a way to stop charge - on Hyundai, you just unlock on the keyfob - it sets charge rate to minimum and unlocks the plug for about 10 seconds before resuming. Doesn't stop as you may want to unlock and not stop a charge - min charge rate keeps session going but makes it safe to unplug

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 04, 2021, 12:43:47 am
content: Quote from: sandalcandal on November 04, 2021, 12:28:50 amIt's the standard pretty much everywhere outside Japan.Chademo comms are much simpler, but many more pins on the connector, and seperate connectors for AC & DC.Tesla got it right - single connector with shared pins for AC & DC. Not really that hard as DC needs a contactor anyway, just needs the AC OBC to either tolerate the DC or have its own relay. Only downside is it doesn't support 3-phase

author: EEVblog
author_rank: Unknown
timestamp: November 04, 2021, 01:27:25 am
content: Quote from: mikeselectricstuff on November 04, 2021, 12:39:48 amThat's the point, it's annoying. There is no way to simply stop the charge on the unit, or even on the dash. I have to reach into my bag and get the keys out, which I never ordinarily have to do for the IONIQ. And then you only get 10 seconds before to locks and restarts.It's a usability thing - you pack the kids and bags into the car, and then you want to go disconnect the charger before you head out, but there is no way to do that when the keys are in the bag inside the car. It's dumb.

author: EEVblog
author_rank: Unknown
timestamp: November 04, 2021, 08:13:10 am
content: Ready to go!

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 04, 2021, 10:16:05 am
content: Quote from: EEVblog on November 04, 2021, 01:27:25 amMaybe add a switch on the plug to break the CP line -that should stop the charge and unlock

author: sandalcandal
author_rank: Unknown
timestamp: November 04, 2021, 11:21:56 am
content: Quote from: mikeselectricstuff on November 04, 2021, 12:43:47 am100% agreed. Then there's also the Chinese Guobiao (GB) standard but I don't really have any experience or knowledge there.

author: EEVblog
author_rank: Unknown
timestamp: November 04, 2021, 12:10:14 pm
content: Quote from: mikeselectricstuff on November 04, 2021, 10:16:05 amYeah, might play around with that.I just cannot understand why you wouldn't add a stop button, seems obvious?EO do it too, and it's really annoying, the local pub has one as seen at the end of my recent video.

author: mikeselectricstuff
author_rank: Super Contributor
timestamp: November 04, 2021, 01:58:52 pm
content: It makes sense to not have a stop button on public chargers, and home chargers tend to not have much of a local UI so maybe most manufacturers don't consider it worth the cost of an outdoor-proof button.

author: langwadt
author_rank: Super Contributor
timestamp: November 04, 2021, 01:59:07 pm
content: Quote from: EEVblog on November 04, 2021, 12:10:14 pmso random people that want to be annoying or don't want to wait their turn to charge can't just stop and disconnect your car?

author: EEVblog
author_rank: Unknown
timestamp: November 05, 2021, 12:21:53 am
content: Quote from: langwadt on November 04, 2021, 01:59:07 pmYeah, fair enough. Silly for home chargers though.Public DC fast chargers have a stop button though.

author: EEVblog
author_rank: Unknown
timestamp: November 05, 2021, 12:25:20 am
content: Quote from: mikeselectricstuff on November 04, 2021, 01:58:52 pmOur DC chargers do have stop button.https://youtu.be/9XkGxc94IUw?t=440

author: fcb
author_rank: Super Contributor
timestamp: November 05, 2021, 10:31:03 am
content: Most of the EVSE's my company designed (including all the EO products to 2018) don't have a physical stop button. It just wasn't necessary as the charger relays are controlled effectively by the CP line/car.Also, with electrically latched sockets it was desirable that the EVSE only releases the latch when it detects the car is unplugged - this was to stop people unplugging your car in public charging locations.I believe the EO Mini now has some of the "Genius" functionality (networking, CT's etc..) from the bigger EO EVSE's. No comment about the App or WiFi

author: richard.cs
author_rank: Super Contributor
timestamp: November 05, 2021, 10:55:55 am
content: The Zoe definitely does fine steps on input current, I think I have observed steps of around 2 A, but I've made not effort to see if that was quantised by the car or the charger.Lack of number of phases in the signalling is a minor problem, early Zoes had some buggy logic that would close a contactor between L3 and N (this is how it does single phase charging) which an algorithm that made the wrong decision in some circumstances (L2 missing? Can't remember). Clearly the car manufacturers that support single and three phase need to work out all the permutations and test them. e.g. I'm not totally sure what would happen if a (wrongly installed) charger did something like supply the three phase pins from the same phase - would some cars burn out the neutral with 3x current?High-power AC modes seem to be dying anyway, manufacturers seem to be settling on 22 kW 3-phase as the highest supported, and DC above. The Zoe was pretty much the only one that did 43 kW 3-phase and Renault have now dropped it in favour of DC. I don't think anyone ever implemented the 80 A single phase option on a type 2 connector? Tesla uses DC on type 2 in Europe (which is in the standard), but I'm guessing not in a standards-compliant way.

author: f4eru
author_rank: Super Contributor
timestamp: November 06, 2021, 08:57:51 pm
content: Quote from: langwadt on November 04, 2021, 01:59:07 pmit's just historically bad design by people not using EVs daily.You cannot do the right design if you don't think and act like your users, or at least understand them.Tesla does it right (because they thought it out from the start, and designed around the user experience):1) Every charger has a button (public or not)2) The button informs the car to stop charging when pressed (probably via CP signal ?)3) the car tries to unlock if locked, and only stops charging and releases the plug if the vehicle is successfully unlocked (removing the "unauthorized" problem)4) the button also sends an RF command, this opens the motorized charge port door when pressing the button before plugging.5) charge port door closes automatically.it makes the user experience so much better ( I can compare directly, as I have a tesla, and my wife an Enyaq)With the Tesla, I can plug with one hand:1) take the plug2) push the button - charge port opens3) plug in-> two movementWith the Enyaq it's more convoluted:1) Take the plug2) unlock the charge port door by pressing it - second hand needed3) Open the charge port door by pulling it- second hand needed4) Plug in-> 4 movementsWorse is the unplugging:Tesla :1) push the button - car unlocks, charging stops, plug releases2) pull the plug-> one movementEnyaq :1) find the key fob somewhere2) press unlock on the fob3) pull plug (max 1 minute after unlock)4) manually close charge port door-> 4 movements