New Electric Battery Design Can Charge an Electric Vehicle In 10 Minutes (vice.com) 175
ted_pikul writes: Penn State University researchers report in the journal Joule that they've designed an electric battery that can charge an EV for 200 miles in about 10 minutes. The key to their approach is quickly heating the nickel foil-covered battery to a high temperature and more slowly cooling it to ambient temperatures. The researchers report that in addition to the fast charging time, this approach mitigated performance-draining "battery plaque" that can build up on batteries.
Luxury - Profits - Research - Mass Market (Score:4, Interesting)
Great capitalism cycle. Create an expensive luxury item, make a profit on it, allowing you to research improvements, which let you do a true mass market version.
Took some time, had to start with the hybrids to prove the market existed. But it finally seems to have worked.
Re:Luxury - Profits - Research - Mass Market (Score:5, Interesting)
Hybrids did nothing of the kind. Hybrids may prove to be a dead end. They added little to the technology in a full battery electric vehicle (for example, using NiMH batteries). Owning and living with a hybrid is nothing like owning a BEV. Plug-in hybrids came out after BEVs.
Tesla showed that the market for long-distance EVs existed. Before that, EV designs from auto manufacturers were focused on "compliance cars" [cars suitable only as a second vehicle, used for commuting and frequently sold in limited markets'. Tesla showed what can be done. Tesla showed that there is a market for the BEVs being sold today.
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You haven't seen hybrids reach their peak yet. That's about to come with mild hybrids. You know how every automaker is saying they're going to "electrify" their entire range within the next handful of years? Mild hybrids are how they're going to do it. The tier 1 suppliers have got them ready now. The starter and alternator get replaced with a single 48v motor-generator (in current systems and prototypes, usually belt-driven) and the vehicle gets a relatively small lithium battery. This provides seamless au
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Bullshit.
Hybrids hit their peak 5-10 years ago. BEVs destroy them in every way but price, and that's barely winning at this point. Less complicated, better performance, far less maintenance....Toyota bet big on hybrids, and they lost. Nobody is going to compete with those patents or license them. It's BEV all the way for anyone with two brain cells to rub together.
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Every way? You seem to have forgotten the part about easy, near unlimited range due to gasolone. Kind of a big one...
I have the best of both worlds - a plug-in hybrid, gets me a commute both ways if I plug in at work pure electric, but I can gas up and drive across the country. And no, "but you could theoretically plan your trip to plug in!" isn't a real argument anyone sane pays attention to.
That said, my next car will be pure electric for sure, then I have the hybrid plug-in for long trips, and the electr
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Re:Luxury - Profits - Research - Mass Market (Score:5, Interesting)
Re: Luxury - Profits - Research - Mass Market (Score:2)
Sorry, but the EV range isn't as much of a drawback as you seem to think.
Current cheaper models get you somewhere around 150-200 miles per charge. At 60 mph that is around 3 hours before you need to stop for a 45 minute recharge. So with 3 stops you will have driven for 12 hours plus two hours for lunch and dinner. What remain is a 30 minute coffee break. Not a big deal, just slightly more inconvenient than a regular model.
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Hybrids hit their peak 5-10 years ago. BEVs destroy them in every way but price, and that's barely winning at this point.
What does "barely winning" mean? Seems to me that a hybrid "destroys" battery electric vehicles in every way, including price. A hybrid can do the daily commute on battery alone for most people. It can charge up overnight, with a quick charge at most any place a BEV can, and can fill up at the ample number of filling stations.
In cold weather the range doesn't all of the sudden impose "range anxiety", or an issue of keeping warm, since the ICE will run to warm the cabin and extend range.
It's BEV all the way for anyone with two brain cells to rub together.
And for people tha
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BEVs are limited to passenger cars right now, and are likely to stay there.
https://www.tesla.com/semi [tesla.com]
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It's BEV all the way for anyone with two brain cells to rub together.
If you had two brain cells to rub together, you could have read my last paragraph.
Re:Luxury - Profits - Research - Mass Market (Score:5, Insightful)
I suspect it's more accurate to say that there's a limited market for *expensive* vehicles. And right now the battery technology pretty much forces BEVs into that category. Put a decent BEV out for $10-$15k, comparable to ICE vehicles in the same price range, and readily fixable by any appropriate shade-tree mechanic, and it'll sell like hotcakes.
Re:Luxury - Profits - Research - Mass Market (Score:4, Informative)
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My prior commet was wrong. You can configure the Chevy Spark for $15k.
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I got my used Leaf for $15k.
I've just ordered a new Tesla M3, but the waiting list is 6-10 weeks.
So they seem to be busy making enough cars to fulfill demands.
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in the bay area, there is no wait if you can find what you want 'already on the fremont lot', which is not hard to do.
bought my model 3 the same day I went into the dealership. took half a day (drive to fremont, wait a lot, etc) but no ordering process, just pick, sign, drive away.
I guess that's one benefit of being local to where they are made. and I swear, every 20th car around here is a tesla. they can't make them fast enough for the locals, that's for sure. we get free charging at work and the waitl
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You need to update your expectations.
The average price of a new car in the USA is over $35k. There are no new cars available under $15k.
And how many people are driving "new" cars. Most cars, at least down the bottom of the price range a 2nd, 3rd ... Nth hand and that pre owned market just isnt there for electrics. A battery pack only lasts so long and are fucking expensive to replace.
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Re:Luxury - Profits - Research - Mass Market (Score:5, Funny)
"And I would have gotten away with it, too, if it weren't for you meddling anonymous cowards!" - Elon Musk
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Unfortunately, a "decent BEV out for $10-$15k, comparable to ICE vehicles in the same price range" will never happen. The BEV uses a butt load of precious metals. You will never sell that for $10K and make a profit.
Well they'll never take over until governments literally ban ICE vehicles and force everyone into the more expensive option. This will probably be before the infrastucture to support it is fully in place.
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> force everyone into the more expensive option
Nothing says "I stand up for the poor" like forcing more expensive goods.
Re: Luxury - Profits - Research - Mass Market (Score:3)
Considering there's about $30,000 worth of batteries in a model s, if you removed its luxury features, it is reasonable to think under $20,000 pricing is possible if the batteries could come down in price to oh say $5,000. In fact, EVs are in general easier to assemble, need far fewer parts, and have far fewer moving parts. UAW knows this, and knows its coming at GM, along with a far reduced need for labor, which was a big part of the reason the recent strike lasted as long as it did. That, and UAW is getti
Re: Luxury - Profits - Research - Mass Market (Score:2)
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Emphasis on "US". Tesla sold more vehicles last quarter than in any prior quarter. Tesla is still supply limited and chose to prioritise foreign markets. Lead times for US deliveries have increased significantly.
But none of that affects my claim about the history of the EV market. Many companies that created markets no longer exist.
We know you hate Tesla and you look for every opportunity to diss Tesla.
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More to the point, a year ago, Tesla was working through a years-long backlog of vehicles in the US with a $7500 tax credit. The sales value was also reduced because in Q3 '18 they were only selling LR and LR Performance versions (higher ASP), with 0% of said sales being leased (all cash). It's a stupid, stupid argument. Right now there's a massive backlog in all markets. New Model 3 SR+ orders in the EU for example don't get delivered until February. That's an insane backlog. And this is with a price
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Tesla is selling them faster than they're producing them. They actually stopped taking orders for a bit because the backlog was getting too long, but keep on providing the boomer take on the subject, we need the laugh.
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FUD and lies. i hope you're not actually investing money based on this false info.
What about the other way? (Score:4, Funny)
What I'm more interested in is the equivalent of the 5ft long rubber tube, that I can use to suck electricity out of a fairly full tank and put it into an empty one pretty rapidly.
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>They'll probably have locking charging plug caps in the near future...
Like the Nissan Leaf has had for years?
Principally the lock is to keep the charging cable in, so someone doesn't take it out to charge their car next to yours. But it works both ways.
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Had locking charge doors and locking cables for years.
Having said that most cars don't support discharging the battery through the charge port anyway. Leafs do but most CCS cars don't.
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Hell, I'd willingly take an EV, 10 minute charge and all...if it had the range I needed. ~100 miles is a joke for me, and a bad one at that, but that's all you can find today.
I want to be on the EV train, I just can't until it has ice-equivalent range.
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~100 miles is a joke for me
You drive more than 100miles between charges?
I want to be on the EV train, I just can't until it has ice-equivalent range.
Spoken from ignorance. The overwhelming majority of EV users never go near a fast charger or charging station. 100miles between charge is a lot when I have that full 100 miles available *EVERY SINGLE MORNING*.
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Some people have very long commutes. In the decades I lived in California, it wasn't unusual at all to know people who lived 50-75 miles from work and did two-hour commutes (sometimes more). The error, of course, is in these people applying their experience to all drivers and deciding that electrics are doomed to failure because they don't meet their own personal use case.
However, over the last decade, and especially in the last five years, their arguments have fallen. I have family that are loathe to give
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Ah, right; I should have specified "without having to sell vital organs". Teslas are amazing and I envy any who can afford them, but I can't, and I'm not going to throw away every penny I have trying to own one.
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I've just ordered a Tesla M3. I'm lucky enough to have enough income to be able to afford it after 30 years of being an EE. What convinced me is the analysis that over the lifetime of the car, it's cheaper to own than an ICE car. The maintenance and petrol costs of an ICE car overtake the initial cost of the Tesla after a few years. So it will ultimately save me money, so it's worth spending the money on a luxury like a Tesla.
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The maintenance and petrol costs of an ICE car overtake the initial cost of the Tesla after a few years.
Tesla M3 costs ~$35k, or about 31k EUR. For that I could get about 27m^3 of gasoline, which, in my not very fuel efficient car (let's say 10L/100km) would be enough to drive about 270000km. Since my car also runs on LPG, that would be even longer distance, since LPG is cheaper. I am not going to get there in "a few years".
What about maintenance/repair? Well, the most expensive maintenance, patching of rust holes, costs me on average 600EUR/year, so 10kEUR (leaving 21kEUR for gas) would be enough for 16 year
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If I am considering this just for economic reasons, then keeping my car would be the most cost effective. However, I could buy a car like mine (used obviously) for about 2000EUR. That does not change the calculations much. Even if it needed another 2000EUR worth of work put into it right after I bought it. I still would need to drive a lot to make the Tesla cheaper.
There is another problem in the long term though - right now half the price of gasoline in my country is tax. If/when electric cars become popul
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Are you seriously comparing used car price to new car price and complaining new car costs more?
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Well, if you say that the price of a new electric car is lower than the cost of maintaining a gasoline car, then I could compare a used car (which requires more maintenance than a new car by the way). From this it is obvious that if I want to save money I should buy a used car.
So, why would I buy a new car? Well there are a lot of reasons, but saving money in total is not one of them. But those other reasons may mean I would buy an electric car or a gasoline car, depending on what I want. If I personally ha
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You do realize that Electric cars are a lot simpler than Gas cars and have far fewer moving parts. So if you are looking for simplicity then Electric cars are the way to go.
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Simpler mechanically, much more complicated electronics though. Well, all new cars have complicated electronics, so it is probably the same electric vs gas. However, compared to a car that has an engine with a carburetor, it's way more complicated.
Not only the wiring diagram is more complex, the various modules use programmable chips, I'm pretty sure they would be more difficult to repair than cleaning out a switch, connector or a relay. And more expensive to just replace.
I use cars that were build in the 8
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Chips are pretty cheap to throw out and replace. Heck we throw out phones every 3 years. A phone today is the equivalent of a supercomputer from the 80s but they have become so cheap thats its cheaper to just throw away than try and fix.
Electric cars come in prebuilt modules. When a module breaks swap that out, dont try to fix it. Same goes for the motors which are basically copper, Just melt and recycle, dont try to rewind them. You dont rewind ceiling fans when they break, you just recycle. Tesla wheel mo
Thunderf00t knows what's up (Score:4, Funny)
Problem Solved! (Re:Thunderf00t knows what's up) (Score:3)
All these new batteries and not a single fucking one of them on the market. Get the idea?
Let's also not forget the problem that's supposed to be solved here, that of using fossil fuels for energy, fossil fuels that introduce green house gasses into the air like methane and CO2. If this energy for charging the cars is coming from coal and natural gas then it's not helping a whole lot.
Another problem is the energy density of batteries. A battery will not get an airplane across an ocean. They certainly will not make them fly 20 hours like airlines are experimenting with now.
https://www.dailymai [dailymail.co.uk]
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"Let's also not forget the problem that's supposed to be solved here, that of using fossil fuels for energy, fossil fuels that introduce green house gasses into the air like methane and CO2. If this energy for charging the cars is coming from coal and natural gas then it's not helping a whole lot."
--The beauty of electric vehicles is that their effective emissions profiles change with the power source. Burning natural gas is better than gasoline or diesel and as a grid greens (more solar, wind, hydro, nucle
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The beauty of electric vehicles is that their effective emissions profiles change with the power source. Burning natural gas is better than gasoline or diesel and as a grid greens (more solar, wind, hydro, nuclear, etc.), the greener it is to drive that EV.
The other beauty of EVs is that due to the massive increase in efficiency, even charging them from coal plants produces a substantial reduction in CO2 emissions — and not even from next-generation coal plants, which are almost 25% more efficient than the majority of them are today.
Of course, that also results in thorium and uranium pollution, so coal is not really a great substitute, but EVs on coal are still a net win as far as global warming is concerned.
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All these new batteries and not a single fucking one of them on the market. Get the idea?
I suppose you think the Lithium battery in a Tesla is the same as the one which was on on the market in the 90s too right?
GTFOuttahere.
Scaling issue with electric trucks (Score:2)
Not interested (Score:5, Insightful)
Wake me up when they have an actually working prototype that can be manufactured for reasonable costs and has survived a few 100 charging cycles. There are far too many "breakthroughs" in battery tech that amount to absolutely noting later on.
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There are far too many "breakthroughs" in battery tech that amount to absolutely noting later on.
There are also plenty of them which have contributed directly to your devices having the great charge they do right now, but observer bias just means that nothing ever amounts to anything amirite?
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You might want to browse Amazon instead of Slashdot. The stories over there are all for products available to market. You do have to read the comments section to determine which ones are good though.
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It takes time, but these incremental enhancements to the lithium battery *have* been implemented over time. It's just been so slow and steady you hardly notice. See for instance:
https://www.economist.com/grap... [economist.com]
The new technologies will take even longer to get to market. The "glass battery" from Goodenough et al will probably take a few years to be characterized and produced in quantity.
Fake news (Score:2)
"Range anxiety" isn't the only problem (Score:2)
"Range anxiety" the article tells us is the primary reason why people are not buying electric vehicles. I would argue it is more lack of infrastructure. Unless you own a fast charge station at your home address, then you are already limited, and you have to constantly monitor your charge level. So, to me, the bigger problem is infrastructure anxiety, and whilst a 10 minute charge at a fast charge station appeals, you still need to get to the charge station.
"Range anxiety" (Score:2)
Its even more fun if you scrutinize it.
The Tesla will drive some 300-400km, hit a Tesla charger, and drive to the next one. Which works out to 4-5 hours of driving. Which means a entire days driving is only 3-4 pit stops to recharge.
The average electric car will drive 100-150(1,5 hour of driving), find a charger, charge, then drive another 1,5 hour to do the same. So the average car will have to charge 2-3 times as often as a Tesla, making the range anxiety even worse. Stopping 6-12 times just for a entire
This battery is so..... (Score:2)
Stop Using "Miles" (Score:3)
The first thing an EV owner should do is set their power gauge to Battery Percentage instead of miles. Lots of factors can affect how many "miles" you get. Speed, wind resistance, temperature, weather, load, all can reduce the range you get.
Think of your smartphone -- It displays its power as a percentage rather than "phone call minutes left" or "web browsing minutes left".
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Lots of factors can affect how many "miles" you get. Speed, wind resistance, temperature, weather, load, all can reduce the range you get.
Good software in the car can do the conversion from percentage to miles better than I can do it in my head, especially if it has access to internet servers to get the weather and traffic information along the planned route.
What Could Go Wrong? (Score:2)
This advance in battery science will set the world ablaze?
360 kW charging station required (Score:3)
Oh boy. Another miracle battery announcement. Wish I had a nickel for every time I read one of those over the last 20 years.
But let's look at this. Adding 200 miles of energy in 10 minutes. That is a pretty high energy transfer rate. 200 miles requires roughly 60 kWh. To dump that into a battery in 10 minutes (1/6 of an hour) implies 60 kWh / (1h / 6) = 360 kW. Give or take a bit.
At 240 V, 360kW is 1.5 kA.
This may be feasible in some heavily industrialized areas with excellent access to electricity. But not in homes, for example. Nobody has 1500 Amp electrical service in their house. And if they did, the grid wiring would need to be bigger and/or they would need bigger transformers, etc. So, not feasible for the home. And even in fueling stations along the sides of the interstate, this will not be feasible. Those areas are just not served by so much electrical capacity.
I would not just handwave this and act like it is a minor detail. It is a pretty major consideration. A lot of infrastructure build-out would be required to get this kind of charge rate outside of areas that are very well served with electricity. Especially if EV's start to increase dramatically in numbers as many observers expect.
But that probably doesn't matter because this battery technology will likely never see the light of day anyway.
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They won't be worse than gas cars, as you don't need to wait for hours to charge on longer trip - which is about the only remaining limiting factor.
And nothing forbids you to do slow-charge overnight at home.
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This kind of battery will not support slow charging. It needs a fast charge to kick the nickel into play. So one of the big advantages of electric cars- charging at home is lost
Re: Gigawatt electric lines? (Score:2)
Who needs grid lines if you've got a good site? (Score:2)
This kind of battery will not support slow charging. It needs a fast charge to kick the nickel into play. So one of the big advantages of electric cars- charging at home is lost.
Until you add a comparable battery to your home, to hold that energy and deliver it to the car battery at the rate it wants - and which the home battery can deliver.
I suspect that the "battery plaque" prevention advantages of the fast charge might also be available in a battery that charges more slowly, as opportunity (and grid or R
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>A car takes a LOT of power compared to an energy-efficient house.
I haven't noticed my electric bill going up since getting an EV and I live in a pretty energy efficient house.
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I haven't noticed my electric bill going up since getting an EV and I live in a pretty energy efficient house.
My EV uses about 0.3 kwh per mile and commutes 30 miles per day. That is nine kwh. It is programmed to charge between 2 and 4 AM when I pay 8 cents/kwh. So it costs me 72 cents/day or about $21 per month.
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My commute is a lot shorter. About 2 miles each way and I often walk it instead.
I noticed my bills go down when I replaced a couple of servers with newer, more energy efficient machines.
Re:Gigawatt electric lines? (Score:4, Interesting)
I am not sure where you get the idea the battery cannot be slow charged and that the effect of nickel is connected with fast charging. Everything I see, suggests that nickel is just a heat spreader and can be activated independently of the charging itself. They make a point in the paper that they use a fairly generic battery. Am I missing something?
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This kind of battery will not support slow charging. It needs a fast charge to kick the nickel into play. So one of the big advantages of electric cars- charging at home is lost
You don't have to charge all the cells simultaneously, you can do them in sequence when you're charging at home and have limited watts.
(or your home charger could charge up a capacitor then dump power into the batteries at a high rate)
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It won't even require those, just wider battery banks, to boost the C rate.
Re:Gigawatt electric lines? (Score:4, Informative)
Instead of having 20 250kW chargers, you can chage the same number of cars with 5 1MW chargers [numbers for illustration -- the point is that the total amount of energy that needs to be put into the car batteries does not change]. No need to change the supply. Load fluctuations can also be balanced out at the charger site with a fixed battery.
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Assuming this battery must be fast-charged, why not maintain a home battery that can be slow-charged from your lines and/or from your solar roof, and then fast-discharged into the EV?
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And then the power company uses an even bigger battery to charge yours.
Some Math and power estimates (Score:2)
Depending on the car's aero profile, a reasonable estimate is that it takes about 30KW to drive a car at top highway speeds. 200 miles is 2.7 hours at 75MPH. If you recharge the car in 10 minutes then that means if the power transfer has no loss either going into the battery or coming out, then that's 6*2.6*30K = 486KW from the "pump". Since this involves heating it would be surprising if the efficiency was 50% so double that.
SO a megwatt charger per car.
If a typical highway filling station has a cont
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Since this involves heating it would be surprising if the efficiency was 50% so double that.
Actually it would be surprising if the efficiency is below 95%.
Fast charging / discharging batteries are VERY low loss. (If they weren't they'd slag down.)
And if you read TFA you'll see that, "counterintuitively", using the heaters REDUCES the losses, because the battery's internal losses are reduced by more than the energy fed to the heaters.
Be surprised then! (Score:2)
Real world users report 70 to 82% charging efficiency from the wall. Tesla claims the best they can do is 92% under optimal conditions, but people don't observe that from the wall plug. The cars only report the internal storage after all the voltage conversion.
and that's the charging. The discharging will also have inefficiency. And then of course the motors don't convert the power to work with full efficiency.
So the 50% as a ball park guess is far better than 95%
https://forums.tesla.com/forum... [tesla.com]
Re:Be surprised tAs a real-world user, and an hen! (Score:4, Informative)
As a real-world user, and an engineer, and having reasonable equipment for measuring, I'll state that 240V charging is about 95% efficient wall-to-battery, and 120V charging is about 85% efficient wall-to-battery, in nominal conditions (80F) for my Model 3. It's expected that discharge (battery-inverter) is above 95% efficient, and inverter/motor are roughly 90% efficient. Combined, that's (0.95*0.95*0.90)=81% wall-to-charging-to-motion efficiency.
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Real world users report 70 to 82% charging efficiency from the wall. Tesla claims the best they can do is 92% under optimal conditions,
Tesla claims 92.5% ROUND TRIP efficiency for the powerwall device. Not at "ideal conditions", but at a typical and easy to reach operating point: 77degC environment, 2 kW charge/discharge rate, 400-450 volt system, brand new.
Round trip means both the charging and discharging losses are included, so you're down to 4 1/4% each way. Total system means you're including all lo
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A Tesla model S has something like 7000 batteries. Let's round it up to 10,000. So a megawatt charger really means 10,000 connectors carrying oh say 1 A at 100 V. This seems very doable. Practically this would mean probably a grid of connectors buried in the floor, car drives in, machine vision aligns car with connector, connectors dock, charging happens, undocking happens, car drives off. The human would just insert a credit card. The car could probably even drive into the charging area and get summoned ba
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My point is that many wires spread out over a large area with ample air or even liquid cooling seems quite viable and if the wires are numerous enough and laid out carefully, you could even prevent E&M fields from wrecking havoc in the car. For example, running a single coax with many inches in diameter seems like a good way to contain fields but terrible for cooling. Running 10,000 coax cables spaced out with trivial voltage and current on each seems very practical.
Point being, busses carrying large cu
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Actually, this concern is moot. The fastest chargers in the wild today can do 350 kW. They may need a trivial upgrade but this looks like a solved problem already, as of 2018.
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Your numbers are a little pessimistic for a Tesla Model 3. Even at 75mph, it will do 4 miles per kWh. So 200 miles would require 50kWh. To add that energy in 10 minutes is only 300kW. Note that the Model 3 can charge at 250kW (for a limited range of state of charge). To put it another way, the Model 3 can charge at 1000 miles per hour.
You numbers are probably accurate for some of the less efficient "Tesla Killers".
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Okay good to have some real numbers but users report that the chargers are only 70 to 82% wall plug efficient. (tesla only reports the power stored after the voltage conversions so they claim up to 92% but that's not real wall plug.)
https://forums.tesla.com/forum... [tesla.com]
Also, and I have no idea if this a factor or not but sometimes the internal resistance of batteries depends on the charge level, As you note the 250KW charge rate isn't over the whole range where as the stated headline talked about charge time w
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See my previous reply to you; I measure 95% wall-to-battery charging efficiency.
The internal resistance of LiIon batteries really doesn't change much over reasonable charge levels. I have about 17,000 miles on my Model 3, and my lifetime driving efficiency over those 170000 miles is 246 Wh/Mile. That includes a bunch of city driving, as well as a bunch of 80 MPH highway driving.
Note that, on charging, high charge rates can't be sustained for the whole charge cycle. Generally the highest rates are only ava
More like 2.5 miles/kWHr from the wall. (Score:2)
Real users report about 3.1 Miles/kWHr of stored energy. But that's stored energy not wall plug conversion. So taking that loss into account the GP isn't so pessimistic after all.
https://forums.tesla.com/forum... [tesla.com]
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Those are Model S numbers. I discussed Model 3.
Also, it's possible (but I don't have anything to back up this claim) that a DC charger is more efficient than a 220/240V EVSE.
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Where does DC come from?
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a reasonable estimate is that it takes about 30KW to drive a car at top highway speeds.
For a real-world example, Tesla model 3 consumes about 13kW at 100km/hr, and has a 190Mj battery.
190Mj in 10 minutes is 320kW, call it 400kW with losses in battery and charger. So 36A @ 11kV per "pump".
Looks like fuel stations will want connecting direct to the 66kV distribution lines.
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I'm not sure I would really want people handling megawatt lines
That's what grandma is doing right now at a normal gasoline pump. If you had grown up with electric charging, you would shudder at the thought of dumb people handling gasoline hoses with absolutely zero protection against spraying highly flammable liquid all over the place.
With electricity, it's quite possible to come up with a megawatt connector that doesn't expose any of the electrical contacts, until securely mated with the car's socket.
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One side of the eqn is accepting charge fast. The other side is generating it that fast. Electric charging infrastructure will need to be upgraded to support Gigawatt range power to charge the battery in 5 minutes and then sit idle most of the day. Since Utilities charge a base rate based upon maximum power you will draw it makes it uneconomical to have such chargers at home. So we are back to going to the station to fill up. One of the best parts of Electric Cars is no range anxiety as you can charge at home unlike a gas car where you have to remmber to fill up in the evening so you are not late in the morning filling up.
So... where's the problem? Is it that most people will charge slowly overnight at home? Is it that charging stations that are sitting idle can be accumulating electrons in big capacitor banks?
It seems to me like electric cars can actually smooth out the demand for power by charging when overall demand is low. Nissan is already working on “Vehicle-to-Home” power where your car can accumulate electricity at night then use it to power your home from the car's battery during the day.
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