According to the experience level of cable testing, since the current is fluctuating, although the peak power demand point of the entire drive is relatively high, the duration will only last for 10s and then drop. The total current can be completed by using the root mean square design. In the DC fast charging design, the process of power dissipation is the heating of wires, cables and contact resistance, and changes with the increase of temperature during operation.
In practical considerations, the entire temperature connection point needs to be controlled below 100 degrees. The main reason is that exceeding one temperature will make the anti-corrosion coating of the conductor unstable. Similar to the temperature rise problem caused by the contact resistance and crimping resistance of the charging cable and connector below, it will also appear inside the battery we mentioned above. If it appears at the battery connection, it will have a great impact on the battery.
Most companies are evaluating the conversion schedule on the main inverter, which is actually based on the expansion of the SiC material side and further slowly evolving on the road to reducing the cost of semiconductor technology.
At present, only the cost of 400V-based SiC devices used by Tesla is relatively affordable, and only high-priced pure electric sports cars such as Porsche can digest this cost. Summary: The development window of the fast charging system is only about 2 years. It is necessary to wait for the establishment of a domestic fast charging network. In the next stage, when the range is relatively stable at 500-600 kilometers, the technical comparison is the fast charging power. The above comparison is the user experience.
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