Browse Topic: Fast charging
The added connectivity and transmission of personal and payment information in electric vehicle (EV) charging technology creates larger attack surfaces and incentives for malicious hackers to act. As EV charging stations are a major and direct user interface in the charging infrastructure, ensuring cybersecurity of the personal and private data transmitted to and from chargers is a key component to the overall security. Researchers at Southwest Research Institute® (SwRI®) evaluated the security of direct current fast charging (DCFC) EV supply equipment (EVSE). Identified vulnerabilities included values such as the MAC addresses of both the EV and EVSE, either sent in plaintext or encrypted with a known algorithm. These values allowed for reprogramming of non-volatile memory of power-line communication (PLC) devices as well as the EV’s parameter information block (PIB). Discovering these values allowed the researchers to access the IPv6 layer on the connection between the EV and EVSE
Charging a battery electric vehicle at extreme temperatures can lead to battery deterioration without proper thermal management. To avoid battery degradation, charging current is generally limited at extreme hot and cold battery temperatures. Splitting the wall power between charging and the thermal management system with the aim of minimizing charging time is a challenging problem especially with the strong thermal coupling with the charging current. Existing research focus on formulating the battery thermal management control problem as a minimum charging time optimal control problem. Such control strategy force the driver to charge with minimum time and higher charging cost irrespective of their driving schedule. This paper presents a driver-centric DCFC control framework by formulating the power split between thermal management and charging as an optimal control problem with the goal of improving the wall-to-vehicle energy efficiency. Proposed energy-efficient charging strategy
Chinese battery manufacturer CATL (Contemporary Amperex Technology Co. Ltd.) completed the launch of its TECTRANS battery system for the commercial transport sector at IAA Transportation, which took place in September in Hanover, Germany. CATL added its heavy-duty truck and bus/coach battery ranges to the light-truck range that the company launched in China in July 2024. For heavy-duty trucks, CATL offers two alternatives: the TECTRANS - T Superfast Charging Edition and the TECTRANS - T Long Life Edition. As the name suggests, the Superfast Charging Edition is designed to offer rapid charging capability for operators needing to recharge during a duty cycle. CATL quotes a 4C peak charging rate, which would permit a charge to 70% in 15 minutes.
Balancing low conductivity, corrosion resistance and optimum heat transfer in next-generation EV coolants while meeting new EV safety regulations. Managing the heating and cooling of electric vehicle propulsion systems may seem to be an easy task compared with combustion engines. After all, ICEs run much hotter-the thermal optimum for a gasoline engine is around 212 F (100 C). By comparison, EV batteries normally generate (as a function of current during charge/discharge cycles) a relatively cool 59-86 F (15-30 C). And while motors and power electronics operate hotter, typically 140-176 F (60-80 C), they still run cooler than ICEs. But among the myriad complexities of EV thermal management are batteries' dislike for temperature extremes, new cell chemistries, heat-generating high-voltage electrical architectures and 800V fast charging. All are putting greater focus on maintaining stable EV battery thermal performance and safety. Experts note that compatibility among the cell chemistry
As the world looks to net-zero emissions goals, hybrid electric vehicles may play an increasingly important role. For passenger electric vehicles (EVs) that predominantly make short journeys but occasionally need to make longer trips, electrofuel range extension may be more cost effective than either hydrogen or rapid charging. Micro gas turbines and catalytic combustion show significant potential to deliver low-cost, low-maintenance, lightweight engines with virtually no emissions, and hydrocarbon consuming solid oxide fuel cells show even greater potential in these areas. Aditioanlly, sodium-ion batteries for EVs, dispatachable vehicle-to-grid power and buffering, and variable intermittent renewable energy could also play key roles. The Role of Hybrid Vehicles in a Net-zero Transport System explores the costs, considerations, and challenges facing these technologies. Click here to access the full SAE EDGETM Research Report portfolio.
Sodium (Na), which is over 500 times more abundant than lithium (Li), has recently garnered significant attention for its potential in sodium-ion battery technologies. However, existing sodium-ion batteries face fundamental limitations, including lower power output, constrained storage properties, and longer charging times, necessitating the development of next-generation energy storage materials.
The pace of innovations in battery development is revolutionizing the landscape and opportunities for energy storage applications leading to a stronger market segmentation enabling a better suitability to fulfill specific application requirements. For automotive applications, several approaches to increase energy densities, to improve fast charging performance, and to reduce cost on a pack level are considered. Among them, a promising example is the direct integration of battery cells into the battery pack (Cell-to-pack; CTP) or vehicle (Cell-to-chassis, CTC) to increase energy densities and to reduce costs, as already commercialized by Tesla, CATL and others. On cell level, a segmentation between high-performance and low-cost applications is realized in the technology developments. Hereby, a diversification of the cell manufacturer’s product portfolio can be observed. As a strong demand for NMC and LFP-based battery cells is leading to fluctuating raw material prices (especially for
On the path to decarbonizing road transport, electric commercial vehicles will play a significant role. The first applications were directed to the smaller trucks for distribution traffic with relatively moderate driving and range requirements. Meanwhile, the first generation of a complete portfolio of truck sizes has been developed and is available on the market. In these early applications, many compromises were made to overcome component availability, but today, the supply chain has evolved to address the specific needs of electric trucks. With that, optimization toward higher performance and lower costs is moving to the next level. For long-haul trucks, efficiency is a driving factor for the total cost of ownership (TCO) due to the importance of the energy costs [1]. Besides the propulsion system, other related systems must be optimized for higher efficiency. This includes thermal management since the thermal management components consume energy and have a direct impact on the
Lithium-ion batteries are the ubiquitous energy storage device of choice in portable electronics and more recently, in electric vehicles. However, there are numerous lithium-ion battery chemistries and in particular, several cathode materials that have been commercialized over the last two decades. In recent time several automakers have followed trend by announcing their own plans to move their EV production to LFP, due to its high intrinsic safety, fast charging, and long cycle life and cobalt free batteries as well as avoiding other supply chain constrained metals like nickel. Accurate estimation of the state-of-charge (SOC) is crucial for efficient and safe battery applications. However, existing SOC estimation methods (coulomb count, SOC-OCV methods) fail to provide accurate SOC estimation for LFP batteries that have a flat voltage-SOC relationship, and these present model-based methods can be ascribed to their inability to simultaneously accommodate the differences in voltage
DC fast charging (DCFC) also referred to as L3 charging, is the fastest charging technology to replenish the drivable range of an electric vehicle. DCFC provides the convenience of faster charging time compared to L1 and L2 at the expense of potentially increased battery health degradation. It is known to accelerate battery capacity fade leading to reduced range and lifetime of the EV battery. While there are active efforts and several means to reduce the downsides of DCFC at cell chemistry level, this trade-off is still an important consideration for most battery cells in automotive propulsion applications. Since DCFC is a customer driven technology, informing drivers of the trade-off of each DCFC event can potentially result in better outcomes for the EV battery life. Traditionally, the driver is advised to limit DCFC events without providing quantifiable metrics to inform their decisions during EV charging. A recommendation system for DCFC based on battery health optimization is
Fast charging of traction batteries in passenger cars enables comfortable travel with electric vehicles, even over longer distances, without having to oversize the installed batteries for everyday use. As an enabling technology for fast charging, Kautex presents the implementation of 2-phase immersion cooling, where the traction battery serves as an evaporator in a refrigeration process. The 2-phase immersion cooling enables very high heat transfer rates of 3400 W/m^2*K and at the same time maximizes temperature homogeneity within the battery pack at optimal battery operating temperature. Thus, heat loads at charging rates of more than 6C can be safely and permanently managed by the battery thermal system. The cooling performance of 2-phase immersion cooling can also successfully suppress thermal propagation inside a thermoplastic battery housing. While the introduced 2-phase immersion cooling can dissipate the heat to the environment for temperatures up to 30 °C, the thermal cycle is
Engineers have made progress toward lithium-metal batteries that charge as fast as an hour. This fast charging is thanks to lithium metal crystals that can be seeded and grown — quickly and uniformly — on a surprising surface. This new approach, led by University of California San Diego engineers, enables charging of lithium-metal batteries in about an hour, a speed that is competitive against today’s lithium-ion batteries.
Range anxiety and lack of adequate access to fast charging are proving to be important impediments to electric vehicle (EV) adoption. While many techniques to fast charging EV batteries (model-based & model-free) have been developed, they have focused on a single Lithium-ion cell. Extensions to battery packs are scarce, often considering simplified architectures (e.g., series-connected) for ease of modeling. Computational considerations have also restricted fast-charging simulations to small battery packs, e.g., four cells (for both series and parallel connected cells). Hence, in this paper, we pursue a model-free approach based on reinforcement learning (RL) to fast charge a large battery pack (comprising 444 cells). Each cell is characterized by an equivalent circuit model coupled with a second-order lumped thermal model to simulate the battery behavior. After training the underlying RL, the developed model will be straightforward to implement with low computational complexity. In
A team Led by Worcester Polytechnic Institute (WPI) researcher Yan Wang has developed a solvent-free process to manufacture Li-ion battery electrodes that are greener, cheaper, and charge faster than electrodes currently on the market.
In an announcement that could change the balance of power in the still-formative EV charging-station race, seven global automakers said they will work together to create an expansive DC-fast-charging network that would mean high-powered charging at far more locations in North America. Stating a goal of installing at least 30,000 high-powered DC charging points in urban and highway locations were General Motors, Stellantis, Honda, BMW Group, Hyundai, Kia and Mercedes-Benz Group. The group did not say when the full number of chargers would be operational, but did say the first stations should open in the summer of 2024 in the United States.
Battery technology company Nyobolt and UK-based design and engineering consultancy Callum are collaborating on a demonstration of new lithium-ion battery tech that would permit the full charge of a vehicle in about six minutes. The project uses a 2-seat sportscar based on the Lotus Elise. The Elise was designed in the early 1990s by Julian Thomson, who also designed the project vehicle. The concept was developed and executed by Callum. Thompson now is the design director at General Motors Advanced Design Europe, based in the U.K.
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