That is something Tibber has to add. The Online API does provide the current SoC. Also they should provide documentation on how charging for their supported EVs should be setup to use their smart charging feature. Porsche can't help you with that.
Porsche is refusing to sell HEMS in the USA, or even support one you could get from Canada, so they obviously do not want people using HEMS in the USA. Since they do sell EV's in the USA, obviously that is the best user experience Porsche was capable of delivering - sad. The thing is, they could have just copied from other EV manufacturers which make it simple to use.
Hmm... I've been driving Teslas for almost a decade. They had scheduled charging ever since I remember, not sure when the scheduled departure became available as I never used it. I know Porsche tested the model S during Taycan development, so they obviously saw it can be made easy for the end user.
Taycan does not support bi-directional charging AFAIK, so it offers no incentive whatsoever to get a ISO15118 EVSE, especially if you already have an EVSE. Furthermore, most public chargers will never be bidirectional, as people plugging in usually do so to charge, rather than to sell electricity back to the grid. It will be a very long time, if ever, before ISO 15118 becomes omnipresent. Until such times, EV's should account for that and offer simple to use UI. Selling a car today optimized for usage 10, 20, or more years into the future is just silly. I'm going to go out on a limb here and say Porsche will not guarantee the Taycans made today will work with whatever ISO15118-x version of the standard becomes prevalent 10+ years down the road. Heck, the PMC+ which comes standard with the Taycan is not ISO15118 capable, so the UI is not even designed to work well with the standard hardware.
Just for the record, here is a partial list of EV makers that offer a DC fast charging limit. This includes other VW-family makes besides Porsche, and it includes vehicles that have free EA charging in the US, like the Porsche, such as Lucid. I have driven all of these makes except for Hyundai. My wife wouldn't let me get a Hyundai.
It is truly a first world problem for sure.
Because Porsche screwed up and instead of actually designing an intended user experience, they handed the ISO 15118 spec to engineers and told them to implement it, so they did, lifting engineering interface from a spec and exposing as-is it to the driver. This results in a much less than optimal user experience, but more importantly this already bad experience only applies to a very small number of EVSE's to which Taycans connect to. For most Taycans, the experience is even worse as their EVSE's don't support ISA15118, not even the standard EVSE which comes with the Taycan (PMC+). For example, if you have a standard J1772 charger which supports dynamic load balancing between more than one EV, you cannot even use timers, or you risk the car not charging overnight - that is because the car checks for available charge rate, then calculates the time to start charging based on the timer's departure time and desired SoC, but if at that time the EVSE reports lower charge rate (perhaps because another EV was charging at the same time), Taycan just errors out and doesn't charge at all.
The simplest solution would be to charge per minute per max charge rate of the car, then add a towaway for overstays more than some threshold (no different than if you left your gas car at the pump in a gas station). The economics would drive people to charge only up to some percentage, since the charge rate slows down at the higher SoC which would result in a much higher effective price per KWh. So let's take an example of a charger which charges $0.50 per KWh today. if you had a Taycan, you could plug into a 350KW station, get charged $2/minute, which works out to $0.50 per KWh at peak rate of 250KW, but that last 1 KWh, should you choose to charge to 100%, would cost you you $40. Most people will make sure they unplug when their rate tapers off. My example was using round numbers for simplicity, in real life you could tweak it a bit, but you get the idea.
This is a non-problem, and a “solution” just encourages assholish behavior. The essence of the “feature” really is “my long-term SoH is more important than your time”.
Idle time should cost you as much as charging, per minute. I don't think what I just suggested encourages SoH behavior, $120 per hour for idling (you get charges as long as you are taking up the station) and a tow after say 45 minutes of idle, should quickly discourage assolish behavior, IMO.
I can beat that, I showed up at an EA station once and the only two 350KW stations were blocked by one Mustang mach-E which parked wonky. The rest were 150KW stations (some limited to 100KW). Life is too short for me to get excited about this, I just plugged in to 150KW and went into Walmart to use the facilities and get some coffee. When the owner came back, I spoke with him, he was convinced his car can charge at 350KW. I suggested he google it, but wasn't going to argue. When he left, I re-plugged in for a few minutes before moving on, though mostly because the 150 was not actually delivering 150KW, the 350 did. He probably costed me 5, maybe 10 minutes of time. I used it to walk around the parking lot to stretch my legs a little. To be honest, I needed 80% or more on a few of legs of my trip, and while the Taycan will start at 250KW, it won't use more than 150KW after about 50% SoC. If I arrive at 10%-20%, 250KW was only used for about half the charge session (assuming charger could deliver it, not all 350's actually delivered).
I have now had a chance to test this in the Taycan RWD loaner.
I’ve now tested this pretty thoroughly by setting just one ‘General’ profile set to 85% Min and the car hit the required charge and stopped and did not start again even after being plugged in for several hours after reaching 85%. Maybe this is just a particularity with your cars?
