Providing you with electric vehicle charging effect
For electric vehicles at this stage, increasing the range and making long-distance electric vehicles is the main development path. When the battery cost is reduced and the cumulative range reaches 500-600 km, the main conflict of electric vehicles will change from mileage anxiety to charging anxiety. Improving the charging power of electric vehicles mainly includes several core elements. We can only go two ways:
In our practical design considerations, the temperature of the entire connection point needs to be kept below 100 degrees. The main reason for this is that exceeding a temperature will make the corrosion resistant coating of the conductor unstable. Temperature rise problems similar to those caused by the contact and crimp resistance of the charging cable and connector below can occur inside the battery as we described above. If they occur at the battery connections, they can have a significant impact on the battery.
First path variation: Because under this path we can also split the battery into two configurable 400V*2 systems.
Short term: Configuration includes 400V high voltage bus, 400V/12V DC/DC, 400V inverter, 400V A/C compressor, 400V on-board charger.
The long term approach is to connect these two modules in series to form an 800V system. According to my personal judgment, since VDA-based modules can also be converted from 4P3S to 2P6S, if the whole battery system is built based on VDA 355/390 modules, the main method is to change the module configuration and electrical connection in the battery system... Currently, the parallel connection of two modules comes at the cost of higher cost and higher energy consumption. This problem requires compromise and balance in our design.
One approach is to combine two batteries to form a voltage configuration based on external fast charging into two battery modules, A and B, both at 400V, both connected in parallel under discharging and AC charging conditions. , the high-voltage DC bus is 400VDC; for high-power charging, the two battery modules, A and B, are connected in series, with a system voltage of 800VDC, connected to the charging section only. Under fast charging conditions, the high-voltage electrical system is 800VDC, and the electric power system under other conditions is 400VDC, basically keeping the original structure. There is also a way to keep the batteries connected in parallel, similar to the Mercedes EQC, waiting for the opportunity to move.
The second way: 800V battery high-voltage system:
Battery system using 800V high-voltage, electric drive, power electronics, charging system and other electric powertrain systems also use 800V system. Currently this architecture is actually only available on a limited number of models, and all major car companies are currently evaluating the current progress. Personally, I think the main reason is that the current cost of SiC devices is too high, resulting in increased costs for all.
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