Why you might be charging your EV wrong – and what to do instead
Many EV drivers carry over habits from driving gasoline cars when they charge EVs, but that leads to wasted time, inconvenience, and range anxiety, according to a new study.
Professors Frances Sprei of Sweden’s Chalmers University and Willett Kempton of the University of Delaware are EV technology and usage experts. They interviewed EV users in both Sweden and the US and found unanticipated and previously unreported EV charging habits and ideas.
Their study, “Mental models guide electric vehicle charging,” in April’s edition of the peer-reviewed journal Energy, found that novice EV drivers, and even those who had months of EV driving experience, use a “monitor gauge” mental model: They monitor the battery charge gauge while driving, and when the gauge is low, head to an EV charging station to recharge, as a gas car driver would at a gas station.
In contrast, the study found that a few experienced EV drivers had developed a strategy of
using a trigger event to spur them to plug in their EV.
Kempton said:
Some of the more sophisticated EV users had picked a repeating event that happens at a place they can plug in and at a time or event lasting several hours. This is commonly when returning home at the end of the day or arriving at work.
A few people had selected unexpected triggers, such as shopping, and for one, when walking his dog in the evening.
Users with the “event-triggered” mental model respond to their selected event by plugging in without the need to make decisions on a daily basis. This model means that the driver will likely plug in even if it’s not needed, but interviewees’ feedback suggested that’s worth it not to have to make charging decisions:
“Which trips do I need to take tomorrow?”
“Are tomorrow’s trips less than the miles shown on the gauge now?”
“How likely is an unexpected trip tomorrow?”
The researchers also found a “planning” mental model for taking road trips in an EV. This third model is used only when a driver needs to take a trip longer than their battery range, so they have to plan for DC fast charging availability. Most drivers take longer road trips just a few days a year, but, the authors note, DC fast charging consumes most of the attention in planning EV charging station infrastructure.
The article points out that the problem with using the old “monitor gauge” model is that EV recharging and gasoline refueling require different strategies.
Refueling with gasoline takes only a few minutes, and one has to drive to or stop at a gas station.
By contrast, it can take hours to charge an EV with a Level 1 or 2 charger, and that can be done at home, work, or other places where one is parked anyway. If recharging is started at the right time and place, it takes only seconds to plug in.
Thus, each mental model is well adapted for one fuel but not the other.
Experienced EV drivers who had developed the “event-triggered” model didn’t complain
about range anxiety, inconvenience, or waiting to charge. Rather, the study quotes them saying the following about charging:
“[Recharging] is very practical … Even if you do it every day, it’s a routine thing.”
“The EV is much more convenient … You just put a cord in the wall instead of having to drive to a gas station and refuel and so on.”
“It was pretty nice not to have to refuel. Or rather, one refuels every evening. But one doesn’t have to think about it other times, somehow.”
Sprei said, “One of the implications of our results is that prospective EV buyers, as well as policymakers, should focus on securing access to charging close to home. If you are an EV buyer, you are not just buying a car.”
She added, “The old ‘monitor gauge’ mental model may also lead to a suboptimal oversizing of batteries that causes higher purchasing costs and excess vehicle weight.”
Read more: Volvo Cars says its new partner will reduce its EVs’ charging time by 30%
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Environment
NYC’s new 15 MPH speed limit for e-bikes goes into effect next month, but cars still get a pass
New York City’s new 15 mph speed limit for electric bikes is officially set to take effect next month, in what city officials claim is a move to improve street safety. But not everyone is convinced the crackdown is targeting the real threat on the roads.
The new limit, approved earlier this year, applies to e-bikes, mopeds, and other micromobility vehicles operating in city bike lanes. Riders caught exceeding 15 mph could face warnings or citations, though the exact enforcement strategy remains murky. The NYPD says it will focus on “education first,” but given the city’s track record, that could just be the calm before the ticket storm.
The rule comes amid growing concerns from some residents and officials about rising speeds among e-bike riders, especially delivery workers who often rely on throttle-equipped bikes to meet tight deadlines. But while the new speed cap is aimed at micromobility vehicles, there’s a noticeable omission: cars, trucks, and SUVs, which continue to be allowed to travel at 25 mph – and in practice, often much faster – even though they pose exponentially more risk to vulnerable road users and are responsible for orders of magnitude more deaths each year.
It’s a move that raises eyebrows and has resulted in thousands of publicly-submitted comments that the New York Department of Transportation has seemingly ignored.
After all, the majority of traffic fatalities in New York City don’t involve e-bikes. They involve cars. And while some e-bike riders certainly ride irresponsibly, the blanket limit nearly cuts in half the more widely accepted e-bike speed limits used around the US, and doesn’t even apply to pedal bikes, which can easily exceed such speeds despite nearly identical average weights when factoring in the vehicle and rider. Not to mention, it ignores the critical role that e-bikes play in reducing traffic congestion and emissions, especially in the delivery and commuting sectors.
So while New York is slowing down its most efficient and sustainable form of urban transport, it’s letting the real heavyweights keep their speed. If the goal is safety, then it’s fair to ask: why aren’t cars being asked to go 15 mph too?
Because once again, it seems the rules are written for the powerful – not the vulnerable.
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Environment
Tesla is now buying ads on Elon Musk’s X to get people to vote for his $1 trillion compensation
Tesla is now buying advertising on Elon Musk’s X (formerly Twitter) to get Tesla shareholders to vote for his CEO compensation package worth up to $1 trillion in stock options.
Tesla, under Elon Musk’s leadership, has famously been against advertising. The CEO is even on the record saying that he “hates advertising” and that “other companies spend money on advertising and manipulating public opinion, Tesla focuses on the product.”
However, that was before he acquired Twitter, now X, which relies heavily on advertising.
After that, he started to push Tesla to do some advertising, but the company quickly stopped or greatly reduced its advertising efforts.
We reported that Tesla’s advertising effort picked back up last week, starting with a few Google ads to encourage Tesla shareholders to vote for Musk’s new unprecedented CEO compensation package worth up to $1 trillion.
The automaker is in a full-on marketing blitz to convince shareholders to vote for the package and to allow Tesla to issue more shares in exchange.
Now, Tesla is even buying social media ads to push shareholders to vote for Musk’s compensation package and they are even buying ads on Musk’s privately owned platform, X:
They are also buying ads on Instagram, Facebook, and Reddit.
As we previously reported, Tesla’s board has claimed that voting for the compensation package will determine the future of Tesla.
Musk went even further and linked his compensation package to the future of the world.
Earlier today, the CEO claimed that his compensation plan is not about money, but about control over Tesla:
It’s not about “compensation”, but about me having enough influence over Tesla to ensure safety if we build millions of robots. If I can just get kicked out in the future by activist shareholder advisory firms who don’t even own Tesla shares themselves, I’m not comfortable with that future.
The CEO previously threatened Tesla shareholders not to build AI products at Tesla, despite claiming they were critical to the company’s future, if he doesn’t get 25% control over the company.
Electrek’s Take
The CEO of a publicly traded company threatens shareholders to gain control over the company and uses company funds to purchase ads that benefit his privately held company, with the goal of persuading the shareholders of the publicly traded company to give him more money.
If that’s not late-stage capitalism, I don’t know what is.
Also, I know I won’t shock anyone here, but Elon is lying about this not being about money.
If he wants to increase his percentage of Tesla shares, he could do exactly what his friend Larry Ellison did with Oracle and do long-term buybacks. It would benefit everyone, but it’s not what he wants. He wants the shiny new stock options.
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