Blink deploys charging stations using local load management

Blink Charging has announced the installation of four EV charging stations utilizing local load management, which the company says is the first deployment of its kind. The configuration allows up to 20 charging stations to be deployed on a single circuit. 

The design provides equal output to each charger based on the number of stations being used at one time. When one EV is charging, the EV will receive the maximum output of nearly 20 kW. When others connect, the load will be equally shared among them. The system automatically redistributes the output when one vehicle completes its charge, even if it’s still plugged into the station. Future upgrades will allow up to 20 EVs to be plugged in and queued to charge overnight in sequence.

“We are incredibly excited to be deploying anywhere from two to 20 chargers with local load management,” stated Blink founder and CEO Michael D. Farkas. “It will change the conversation from ‘Can our community afford to install them?’ to ‘How soon can we have them?’ The future-proof design of the IQ 200 contemplated this advanced capability, and it was intentionally built into the initial product design. The advanced charger intelligence supports multiple charging ports while delivering the fastest Level 2 charge possible. When installed on a single electric circuit, it can help minimize installation costs.”

Blink expects its local load management feature to be especially useful for multifamily and residential locations. Using the local load management installation configuration, the company says it can maximize the number of charging stations available at any given time on a single 100-amp circuit.

Source: Blink

  • Lance Pickup

    Really great to see this kind of thing rolling out. I have been advocating “large” scale (large being more than just dual- or quad-headed charging stations with load sharing capability) load sharing for quite some time.

    Ideally I would like to see this taken to the level where cars can input departure times, desired target charge levels, and “bid” on max cost and allow the system to optimize charging to each vehicle to give each car the best price while attempting to get each car to its requested state of charge. This would allow a user who needs a lot of charge in a hurry to be given priority (and pay for it!) over cars that are not in a rush. During relative down times, the site would charge a minimum fee, but if there was conflict for power, the system would allocate power proportionally according to how much each user was willing to pay. If a user arrived at a station (or was planning to arrive–ideally this solution would be networked into an app or even the vehicles themselves) and it was predicted that they would not be able to achieve their minimum charge level by their estimated departure time, they could be notified in advance.

    • CB

      Agreed! One of the things I didn’t understand when I first bought my EV is that each of those white ABB fast charge boxes can only charge one car at a time, even though there are two connectors.

      What ends up happening is that sometimes people need to stalk the fast charger, waiting for whomever is using it to return and disconnect.

      Allowing the machines to connect and disconnect automatically with multiple connectors means people can just plug in and go shopping instead of waiting by the car. It’s much smarter.

      • Lance Pickup

        Well fast chargers are a bit different. Tesla V1 and V2 Superchargers already are effectively “shared” (pairs of stalls each share a 150kW “charger”), and V3 Superchargers are as well (sets of 4 stalls each share a charger, capable of supplying about 380kW (I can’t recall the exact figure) from the grid, but the entire site can share power as well, providing up to 250kW to each stall if there is sufficient incoming capacity from the grid, batteries and solar panels on site.

        The ABB fast chargers that you are talking about, however, just have a single charger with two different connectors. This is more analogous to a single gas pump having 3 different nozzles for 3 different octane levels. You can’t pump to 3 different cars at the same time.

        Not that there isn’t a problem at those chargers, but sharing DC fast chargers is a very complex task. Hopefully they will take a page out of Tesla’s book on how to set up those kinds of sites.

        This article, however, is about L2 AC chargers, and it’s much easier to create a sharing system among multiple AC chargers. And more practical too, since in some cases you might have a ton of EVs at an apartment complex, for example, that might need to charge overnight and can tolerate waiting a few hours before it’s their turn.

        • CB

          It does say L2. I didn’t notice that part. I almost never use it. I find trickle charging at home works quite well for me! I only run into the bottleneck when I’m going long distances and trying to do a fast charge… of course, I’ve got a teeny tiny little battery.

          I seriously wish Tesla would just be the standard for everything. I hate CCS so much. The connector is the size of a football for no apparent reason. Everything about it is just dumb.

        • vdiv

          Supercharger V3 rev.C which is what is currently most commonly found in the field is rated at 575kW. https://uploads.disquscdn.com/images/0c8dad7a766a82398a4a827ee68836f085e07b01d0237fbf4c1216d357c75d6c.jpg