Because NEC 210.12 requires all devices to be protected. Which means if you have a switch or splice before a plug the only way to protect those is with an AFCI breaker. The only exception is a continuous run from the breaker to an outlet in metal conduit or MC cable. Given how much is romex this effectively forces AFCI branch breakers.
There are inverters with local only monitoring and control. I have one integrated locally with home assistant. You can also add an external current transformer and monitor the production with that independent of the inverter.
The problem isn't X domain of business is more scummy than Y. They all are. That's kind of the problem. Tech is just egregious though in it's non-reliance on physical matter, meaning anything that can be digitally rendered is instantly a world scale fucking problem.
If it were one building in one state doing this shit, no one would care, and we'd just block or tell people don't go in the building. That doesn't work with digital products that started benign, then had the addictive qualities turned up to 11. That's malice, at scale. If every ice cream parlor, or link in the ice cream supply chain started adulterating ice cream with drugs, regulators would have dropped the hammer at the site of adulteration. Meta et Al have had no such presence forced upon them due to lack of regulation in some jurisdictions, or being left to self implement the regulation, thereby largely neutering the effort.
I moved off the mini to get satelite messaging which I use while hiking. But now that T-Mobile/starlink support satelite on the 13 mini, maybe I’ll go back.
I really want to like the lower cost e phones, but the lack of ultrawide band support is a deal breaker. Does adding this feature really increase the cost, or is this a calculated move by Apple to ensure those who use this for air tags or keyless entry continue to buy higher end phones.
Braking from regen or braking from a brake pad has the same net impact on tire wear. EVs can coast too and don’t apply full regen the moment you apply brakes. Some even have brake coach alerts to get you to gradually apply the brakes to maximize energy return.
EVs could coast if a manufacturer chose to make one that allowed that without shifting into neutral. In practice, when letting off the accelerator, existing EVs will instead regen brake.
The default setting just moves the coast point to a slightly depressed accelerator. This is because EVs typically have lower drag, so this behavior mimics a higher drag vehicle. If you use the accelerator to achieve the desired speed, you will coast when possible. You can also monitor the display to see the coast point. My 2013 plug in hybrid only supports this style of operation.
Modern EVs have easy adjustment for this. The Hyundai/Kia EVs for example have shift style paddles for adjusting this on the fly which includes a mode for regen only when depressing the break pedal.
The Hyundai/Kia EVs do not have a mode that only regens when pressing the brake. The best you can do is limit the car to 2kW of regen braking when not touching the accelerator. You can't disable it entirely.
It's true though that using this mode will extend the life of your tires.
It hovers depending on how my foot modulates the speed. I don't want or need "exactly zero power readout", I only need to reach my target speed at my target spot on the highway, without having to action the physical brakes at any time.
Whether that is more or less efficient than a zero-power coast followed by some kind of braking exactly at the end... I assume the difference is so tiny that it makes no difference.
The difference is tiny from an energy efficiency perspective. But we're discussing tire wear, and the periodic regen followed by power that a human foot gives because it can't perfectly match the car's PID loop, wears the tires a bit each time. Which adds up over ten thousand miles.
Indeed it adds up, over ten thousand kilometers, to a lot less wear than the equivalent coast-then-hit-the-brakes in an ICE. If I follow your reasoning correctly.
What? No. We definitely didn't follow one another. I'm confused where we misunderstood one another now.
For the purposes of tire wear, applying regen braking in a car is the same as applying brake pads. Generating 5kW of electricity of 10 seconds vs generating 5kW of heat for 10 seconds, same same.
Let's say you're on the highway driving in an EV. You have cruise control on. You go down a hill. The EV's cruise control applies regen braking down the hill, using the tires to slow you to your desired speed.
Let's say you do the same in an ICE vehicle. You will coast down the hill, gathering speed. Cruise control in an ICE vehicle generally will not brake for you. So more of your energy from the hill gets removed as air resistance. When you slow due to air resistance it does not wear the tires.
The same logic applies each time you push the gas pedal slightly harder than you needed to and then back off.
"applying regen braking in a car is the same as applying brake pads"
That's an assumption I disagree with. Brake pads will always be less smooth than engine braking. For the same braking action, I assume more brake dust and slightly higher tire wear due to brakes not able to provide fine speed adjustment.
The down-the-hill scenario is interesting, it brings new comparisons: is there more tire wear from maintaining a chosen speed, vs letting the car overspeed and then braking? How does air resistance contribute in each case?
I maintain my earlier opinion that the differences between all these scenarios are minimal and can be ignored. But if you have some physical model that helps calculate these scenarios, it could be fun to play around with.
Just get a used one that’s a decade old. The cell providers will all move on past 3g/4g etc and the cars won’t be able to connect. Plus I’m sure no one is paying to keep a cell connection going for a decade old EV.
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