A 9-minute charge time to reach 80% capacity on a 600 mile range battery?
I’ll believe it when I see it.
“A 9-minute charge time to reach 80% capacity on a 600 mile range battery?
I’ll believe it when I see it.”
That caught my eye also.
It appears that our daily dose of climate fear porn is now twinned by a daily dose of super battery hope porn. ‘Twould be great. However, if we ever get some inexpensive, reliable high capacity batteries, but we still have an inadequate grid and increasingly unreliable generating capacity.
That would be awesome, though, provided that the electricity is provided by nuclear power!
Perhaps as along as you have an 800 kV supply, you could hit 10 minutes or less.
Presuming equivalent motor efficiencies but slightly lower vehicle weight, one might require 200 kWh of electricity to go 600 miles. It’s just physics.
This technology DOES make the ‘fuel’ tank bigger, but ya gotta be able to fill it.
200 kWh is equivalent to about 4-5 DAYS of electrical consumption for a 3000 sq foot home.
My wife and I (retired) are now likely candidates for a 600 mile EV based on life style. 600 miles is 2-3 weeks of driving for the two of us, combined. I recognize that NOT EVERYONE is a good candidate for an EV and DO NOT support the idea of EV mandates. ALso this time of year our residential solar system is producing about 40 kWh per day and exporting 20-25 kWh daily. Relevance is that we could charge an EV for ‘free’ daily presuming we only drove about 50-60 miles per day (more than our joint average by far). Thus we are NOT a typical household. WE have a good solar system. We generate ‘excess’ power.’ We have 300 AMP service, with an existing 50 amp circuit to the garage. WE drive the target number of miles. We have spare ICE vehicles available.
Someone better than me at figuring amp hours could tell us how long it would take to add say 480 kWh of charge, at 80% efficiency, at 60 amps (doable at our house).
“A 9-minute charge time to reach 80% capacity on a 600 mile range battery?”
The amps to do that must be huge - tens of thousands. Wish they gave enough data so we could figure it out.
600 miles in a model S sized EV would need ,150kWh. 80% of that is 120kWh, a 9 min charge is 6.6C so 120x6.6 is 799kw for 9 min. The version 4 of the NACS standard plug can do 1000V at 1000amps max or 1000kw so yeah the plug and the standard support a 6.6X rate charge on a battery that size. You would need a V4 supercharger with a Tesla megapack behind it so the grid doesn’t see 800kw rates. You charge the megapack using 480V triple phase commercial building power at say 162kw 24/7 that fills said megapack to it’s rated capacity of 3900kWh. You could have four superchargers running off one megapack that’s only 0.75C for the megapack and the grid still only sees 162kw which is 194amps on each phase of that 480V3P. Each megapack holds 32 charges for a 600 mile Tesla S and would replenish 1.35 charges an hour so with a full megapack you get 65 charges per day since you can replenish what you lost as you discharge the megapack. That’s a dumb way to use a megapack since it can take much more than 3/4 of a C rate.
Typical pad transformers are 750kva 480/3p
Here’s a typical one it’s like 9 grand referb.
750kva from a 12,000V triple phase power line is 22.2 amps on each phase from the pole hardly a huge load post substation grid distribution lines are rated in the thousands of amps each with three on each pole.
With a single 750kva supply to a megapack you get 32 charges from the pack plus 150 more from the supply per 24 hour period. Split between 4 stalls is 45 charges per stall per day. If you had 9 min charges that’s 6 hours of back to back charges at each of the four stalls. So say 3 hour rush in the morning and 3 hour rush in the evening with back to back continuous use. If each stall had a megapack it quadrupole the number and you don’t have enough hours in the day to charge with 9min charges even at back to back 24/7 charges the packs are too big at that point. A megapack is stored in a 20 foot shipping container sized box which is smaller than the underground tank size of a typical gasoline pump station which would have four or more of those. One for 87,90,93 and diesel at least.
So yeah you could have 9 min charges with standards and equipment available today that would fit under the space of the four spots above then charging. You can bury the 3 megapacks and the three 750kva transformers for 22 hours of back to back 9 min charges on four stalls.
Scale up or down from there. Two packs and four stalls is 11 hours of back to back charges. Then realise that virtually no one drives 600 miles regularly. Twice per year for over 400 miles in a day is the American norm. With daily distance under 37 miles as the norm.
A model 3 sized 5 passenger car needs 64 kWh to go 360 miles so double the above numbers of charges per day available you run out of hours not capacity of electrons with one megapack and normal sized EVs not 600 mile edge case fringe use.
The economics make a sokid case too. A megapack is 1.2 million, the 750kva is 8 grand so a rounding error. Supercharger stalls are 150,000 each and each has two plugs so 300,000.capex is then 1.5 million.
Going rate for nontesla cars at superchargers is 43cents per kWh retail. Charging over a 6 hour rush back to back. Three morning three night and no other charges would give a gross rev of $7430 per day or 2.7 million per year. Wholesale power is 3 cents per kWh so your power costs are $189,000 per year out of your gross rev. Still the payback period is under 1 year. The megapack is only doing less than a 1C rate hard even stressing it at less than once discharge cycle per day you are putting in while taking out with dips to only half empty at peak hours. LFP cells doing less than 1C to 50% depth of discharge can do 20000-30000 cyckes. Note the scales logarithmic on the left. A full year is only 365 half DOD cycles those megapacks will calender age out first at 15 years. You can see from the economics why EVs are a huge money maker and Elon vis Tesla is the richest man on earth those superchargers are literally money machines.
Still 43 cents per kWh is cheaper than 93 per mile in a model 3 Vs S60 sized ice turbo.
Model 3 uses 180wh per mile that’s 5.5 miles per kWh or 7.3 cents per mile if charged at 43 cents per kWh.
S60 Volvo has to burn 93 which is $3.28 right now via gasbuddy at 28 mpg that’s 11.8 cents per mile so superchargers is still cheaper by 33% and that’s using expensive retail superchargers. At home we get power for 8 cents per kWh so home charging the model 3 is 1.45 cents per mile a factor of 10 cheaper then 93 octane.
Add in the fact that the Model 3 costs less per month in lease vs what the S60 cost per month means from mile one the Tesla was less in capital AND operating costs it’s a win win. Plus FSD forehand free driving and auto follow in traffoc. I will never but an ICE car again. Truck yes for truck thinks and truck things only but for commuting and city to city travel nope Tesla every day all day. It’s money in my bank account ten times less per mile vs the S60 that just sits there for the wife to take to the store if I’m out of town or she is impatient to let me get home and us go in the Tesla.
https://www.powertechsystems.eu/home/tech-corner/lithium-iron-phosphate-lifepo4/