The CRAZY Tesla Supercharger Upgrade That Will Change EVERYTHING!
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- Опубліковано 16 вер 2024
- Prepare for the next generation of revolutionary technology in charging electric vehicles! In this video, I look at how the futureproof design of Tesla Superchargers will allow for massive improvements in EV charging speed in coming years and explain what's holding it back today. I'll also look at what brands and vehicles stand to most benefit from it.
Is this a 400V charger? Is it 800V? What about 1000V? How fast can it charge your vehicle? Could it charge your vehicle TOO fast? And what does it all mean anyway?
So if you're into EV charging technology, or just want to keep informed about the latest tech developments, be sure to check out this video. As always, be sure to like, comment, and subscribe if you want to see more content like this.
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To non-electrical engineers a good summary. For those with electrical knowledge you make too many assumptions and mistakes/false statements. What would be good would be to have a Tesla engineer take us through how the incoming AC is converted to DC and how it is regulated. Explaining what each cabinet does.
Dave, thank you for the comprehensive explanation. I charged my EV6 at Flint Mountain, north Wales, earlier in the year and wondered why I didn't get a fast charging speed. I can't remember what it actually was, but I was more than happy to bide my time, particularly when the cost was significantly lower than all the other charging networks. I am not too concerned about charging speed anywhere, as long as the price is sensible. As a non Tesla owner, I think the Supercharger Network is brilliant. Keep up the good work.
And flint has a grand view take your golf clubs next time
The cabinet specs at 9:20 for those wondering the DC Input/output section only talks about input rates it can output that power but it is only transferring power between the cabinets on it's DC bus. They transfer power to each other when they need it.
And each cabinet (for these ones) can receives from the grid a maximum of 387kW output per cabinet (to power the 4 stalls attached to it) with each stall with a maximum of 250kW.
Cybertruck doesn’t use doubler and instead splits the battery into 2 and runs them in parallel for 400v or in series for 800v so it can still charge at max speed using 400v charger.
Hi Dave, "If you quadruple the voltage you quarter the power." I think you mean quarter the current mate.
He means that due to having to step up the voltage and limit the current (see Tycan 50kW charging example earlier in the discussion) you end up with sub power charging (if you'll excuse the pun)
Interesting video Dave,thank you 👍👍
Thanks for another good ‘lesson’ - clearly delivered with enough repeats to help someone like me absorb it at my pace. Thanks.
Interesting information in this video, but with some muddled physics.
power=current x voltage.
The power that the grid provides is fixed by the connection so doubling the voltage doesn’t means the power halves, it means the current halves.
In fact this is why 800V is better than 400V, for the same power output the input current is half. Which means the power lost in parasitic heating of the wires etc is 1/4 of the value (yes one quarter).
A 250kW charger will draw about 250kW from the grid regardless of whether it is 400V or 800V.
The real difference is that you need different circuitry to convert the incoming 415V 3-phase ac to 400V or 800 dc. Which makes the installation more complex and expensive to manufacture, so why bother until you have a financial reason to do so.
This is a great and detailed explanation. Thanks Dave
Two comments.
First, I often had to wait for a pump to become free. Usually two pumps in each line, so at least one or two to fill then pop to pay, then come back and eventually leave. That meant more than 10 minutes from arrival to leaving. Charging st non-peak times will be very comparable with the pumps at times.
Second, There may be an option to add a storage battery for the highest power requirement, at a row of charging stations, in the future. Same input from the grid, so just an alternative to a long-winded up-grading of the supply to the site?
Not sure I fully understand this or agree with your comments about the model 2.
As I understand it no Li cell charges at 800, 400, or even 40 volts. They all charge, depending on the chemistry, at about 4 volts, some a bit more, some a bit less, this is set by the electro-chemistry. The 400 or 800 volts comes from how they are connected together, i.e. how many in series in a "string" gives the battery voltage, and how many in strings in parallel sets the current. The ability to charge at a given power level either 400 volts at twice the current, or at 800v at half the current is a function of how the cells are connected at the time of charging. A battery pack/charging system could be designed to switch between different series/parallel configurations and this would charge equally well on both 400 and 800 volt chargers. The limiting factor is the high current (and associated resistive heating) in the charger's cable and in the car's charging system wiring before the power is split up into parallel current streams to feed different series "strings". Given that the current is higher for a given power level at 400v then at 800v, switching to 800v charging should be easier than the other way round, and the model 2 could be designed to use both.
I charged my Genesis GV60 at Gretna Green today. Pulled 97kWh to 82% but instead of falling to 6kWh like the one at Trentham yesterday, it went from 82 to 100% at 42kWh. I'm only using Tesla Superchargers on my road trip from Land's End to John o Groats. Why pay 79p or 85p kWh when you can pay 40p?
tesla cybertruck is a 800v battery that can physically split to 2 400v batteries and that is how they charge on a 400v system... that is one of the reasons that the cybertrucks have slower charge speed.
So if you plug in a cybertruck and it is a 400v charger you will her a "thunk" as the battery disconnect swaps to 400V dual batteries then once disconnected you will hear the thunk again when the batteries swap from parallel to series or swap back to 1 800v battery
Thanks for the explanation, it sounds like the Hummer. All we need now is a supercharger with 800v at 250kW (or more)
We need some tesla superchargers in poole/Bournemouth area not all up north.
I am geeky but you are winning 😝. Like the explanation
Simple geekery that’s me
Always great information thanks Dave
With a reusable coffee cup you save money as you get a discount
But I have to wash it
@@davetakesiton much better to sent it to landfill with a billion other paper cups
All manufacturer need to understand the global charging network as it is. It is their responsible to design and sell cars that work with the charging network. It is not Tesla’s responsibility to modify their network to accommodate other manufactures designs. Tesla has figured out how to build cars with higher voltage and still be charged with the Tesla network. Other manufactures can do the same if they want to live in Tesla’s world. By the way, please explain to me why any manufacturer that adopts the NACS plug can’t put their port on the drivers side rear or the passenger’s side front? Just saying.😊😊
Tesla will probably eventually go 800V, it will save on the wiring harness costs during manufacturing. It just depends when Elon decides to bother, which may depend on V4 supercharger roll out
Having an EV6, speed is nowhere near as important to me as cost. I regularly charge at 97kw and love the cheap rates. Charged in Spain the other day at IONITY and only received 61kw despite being at 60% SoC.
I have also experienced a UK slower IONITY charge a couple of years ago in a Kona BEV. Whilst the charge was slower, it was a free charge. IONITY policy was, not sure if this is still in place, if your car would not get its full power (the issue is with the charger) IONITY will give a free charge.
Great motivation together the charger fixed.
You need to luck at the charging curves of some non-Tesla cars. The facelift Taycan and e-torn GT will pull around 300kW to 50%, over 200 kW up to around 70% and stay above 100kW until around 90%. Many of the Chinese EVs (sold in China, but also some Euro spec cars such as the Lotus EVs) are even more aggressive in holding high power demand deep into charging. It’s perfectly possible you’d have several cars calling for 250kW or more for a long time on a bank of chargers
As far as I know the better workaround is to dynamically split the battery into two 400V batteries when plugged into a 400V charger.
i.e. Your 800V battery is actually two 400V batteries in series and this is reconfigured to be in parallel when charging at 400V.
This should allow full speed charging, at least full speed for 400V. No need for voltage doublers.
Unfortunately I can't find any manufacturer describing that they actually do this.
I agree, but only if the wiring size on the 800 volt vehicle charging circuit is sized large enough to handle the higher charging current that will flow when using the 400 volt charging arrangement. Some of the manufacturers of 800 volt EV’s like to boast about how, during the design of their 800 volt EV, they saved weight by installing half the size cables as had the EV been designed as a 400 volt. If this is the case with the wiring gauge size for the charging circuit, then the system would be current limited during charging.
one of the 800V manufacturers (Kia, maybe?) has split their battery pack in two on their newest model and given each half a 150kW 400-to-800 transformer. This gives a combined 300kW intake on 400V DC chargers. Tesla could possibly do the same
Hi dave do you know where i can get a adapter from a tesla to a ccs because of my ionic 5 i would rather pay tesla prices than the other lot seeing as there are more of them
All Tesla superchargers have CCS2 already you don't need an adapter but you do need to only use those that are open to all CCS2 EVs. Not all of them are and you will not be able to charge if they are not
Dave, I can't find any firm info on the Tesla Model 2 drivetrain and battery. There is lots of speculation out there with some saying it will use the Cybertruck 48v instead off the 12v the Model S, X, 3 & Y use, and then they have made the assumption it will also be 800v like the Cybertruck. Where did you get your info, can you post a link please?
Hi Dave, a very informative video, Thank you
Dave, does the cabinet not share it's 1000v supply to more than one charging port, therefore if there were 4 ports, these would be restricted to 250V each?
No, each cabinet would have the same voltage, but the potential current flow if all four chargers stations are in use would be reduced for each station. Therefore the kilowatts delivered to each station would be less too.
If it charges in that time there will be hardly time to pee!
Your Right. Although I have never used a Tesla Charger when I charge my EV6 on Ionity its ready to go before I have drank my coffee
Cheers Dave
NICE ELECTROMAGNETIC RADIATION DEVICE ALONG WITH HIS VEHICLE.
11:03 there are only 1.2 million full evs in the uk of all makes. So how can there be 1.5 million teslas?
Hello Dave
Yep everyone keep piling on Tesla Superchargers. Won't be long before they're all clogged up with wasted bays. 😅
Rambling and incoherent, nothing is CRAZY, everything won’t change.