While the battle for the EVs with the longest range may have decreased, a new arms race has begun instead, and it is loading speeds.
In China, some of the most recognizable automotive and technological brands are giving it in the duel to see who can force electrons to a battery at the most impressive rates.
After all, if these industry giants can put online the load times constantly with the feeding of an internal combustion motor vehicle, scope anxiety is essentially banished to history books and additional weight, resources and financial sanctions of larger batteries are no longer a problem.
But although the so -called ultra fast megawatt load (anything above 1,000kw) has languages that move with the pure nature that doubles the physics of everything, some believe that the path to two -minute surcharges will not be so soft.
During a Recent Electric Vehicle Battery Technology Workshop at Porsche’s R&D facilities in Weissach, the company spoke frankly and finally on its own path to electrification, marking the huge jumps it has made with the current generation Taycan and what the future possesses.
When asked about the current trend of the megawatt load, Porsche’s development leads in high -voltage lithium -lithium -ion batteries, Carlos Alberto Cordova Tineo, said that while it is impressive, he does not believe it is the future for all.
“It is relatively easy to demonstrate this type of ultra fast load level in a test bench, but making it work in the real world is a much more difficult task. There are so many factors to consider loading these rates,” he told me.
One of the key problems for Porsche is the longevity of the battery, since the company wants its cars to offer the same type of driving emotion in 20 to 30 years that do so when they leave the production line.
Leaving aside the current residual values of Porsche EVs, the company’s cars generally remain enormously sought, and many become collectible objects.
“All lithium-ion batteries suffer an initial capacity drop of 2-5% in the first years, but it is our work to manage battery health for the rest of the vehicle’s life,” adds Cordova Tineo.
One of the factors that can lead to “sudden death” in a battery, or the point at which its performance falls quickly below what is considered normal, is constantly loading at extreme speeds, which Cordova Tineo says can lead to lithium and a massive reduction in battery performance.
“That is why we use the staggered load, where the energy is gradually increased as the battery reaches the optimal load, decreases as the 70 or 80 percent mark reaches and then decreases towards the end,” he explains.
Real world results
While Porsche would not rule out any new innovation in the load of electric vehicles, it is not hurriedly jumping in Megawatt’s car for now.
Otmar Bitsche, Senior in Batteries Development and one of the company’s oldest EV engineers, says that the load figures left from China are “good for public relations but not always practical in the real world.”
“The physics of everything is complex and this is before we consider the infrastructure required for it to work,” he added.
During a real -world demonstration in China, Inside Evs reported that they have the byd, which is the first to use its overwhelming platform with the last flash battery, attracted 767KW of power until it reached a 40% load state (SOC), maintained stable in 633kw until it reached 50% and then reached 463 kW as it reached 60%.
In general, the car won 262 miles in about five minutes. Impressive things.
But despite Byd’s claims that the fast charge does not affect the guarantee, technology has not existed enough so that we know what state will be after five or ten years, long after the guarantee has been exhausted.
In addition, most of these ultra -rapid Chinese packages of the next generation use a chemical makeup of lithium ion phosphate (LFP), instead of the nickel manganese cobalt (NMC) that uses Porsche in its Taycan and Macan models.
At this time, Porsche is working to recover about 90% of the raw materials used in its NMC battery packs to drastically reduce mining dependence.
Recycle rapid charging LFP batteries, on the other hand, is widely considered a more complicated task and presents a weaker commercial case due to the lower economic value of its content.
Driving dynamics
The other key factor for Porsche is to conduct the dynamics, possibly one of the most important pillars of the brand.
Even its daily electric SUV, the formidable Macan, is an absolute tip to drive and will give many modern sports cars a race for their money in the racing circuit.
Otmar Bitsche, senior consultant in the development of the battery, says that there is a delicate act of balance with the total weight, energy density and loading speeds, whose perfect mix will go to the long electrical sports cars of the brand.
Both the next 718 Boxster and Cayman will have the next generation of Porsche EV traffic traffic, with Bitsche claiming that a range of around 370 miles with a single load would be “enough” for most sports cars.
The current 800V architecture of the company allows a maximum load speed of 270kw, which is enough to erase the largest Taycan battery from 5% to 80% in just 22.5 minutes.
Wait that Boxster and Cayman have smaller packages and a new loading technology on board, which in turn will probably see them collect faster.
It is this notion of “being sufficient” for most users that Bitsche reiterates when faced with the issue of megawatt loading speeds, since it feels additional technology and hardware necessary for it to work, not only of the manufacturer but of the load networks, it has possible negative effects in the way a vehicle drives and the bottom line of a company.
An ultra -grape future
Just this week, the Company of Automotive Engineers in the United States has just launched a new SAE J3400/2 standard that defines the way in which a standard 1,000kw American cargo connector will be seen with American capacity and a vehicle load port, demonstrating its confidence in technology.
However, as some critics have pointed out, even the Chinese manifestations of the real world only crawl up to 1,000kw for seconds during the load sessions, before reducing to 600 constant kilowatts and then retreat more.
As a result, some industry experts believe that it would be more beneficial (and cheaper) to build a reliable 500KW loaders that can deliver such speeds for a greater proportion of the load session.
This would be equivalent to stops of 8 to 10 minutes for many, which is the equivalent of the time dedicated to most service stations, according to a white paper.
Finally, and perhaps the most important thing for a brand like Porsche, the megawatt load remains a relative unknown, with little research available on the longevity of battery technology after many years or reliability in extreme climatic conditions.
“Increasing load efficiency and decreasing load times is one of our priorities,” explains Dr. Matthias Goldsche, physicist and battery expert in Porsche.
“But this is not the only thing, since we believe that the next generation of cars can reach an optimal point of acceptable daily range for most customers, fast loading speeds, driving dynamics and the ability to create long -term, reliable and recyclable batteries,” he adds.
