A while ago, the boss and the boss had an issue with the power of the PHEV charger. In fact, as plug-in electric vehicles began to evolve in 2010, the mainstream PHEV on-board charger has basically jumped from 3.3kW to 7.2kW. Charging piles started to be equipped as standard, and less and less attention was paid to the 10A charging cable for onboard charging. In the near future, this component may not be needed.
In the US market, the most typical Volt PHEV will also welcome a facelift
Updates to the 2019 Chevrolet Volt will help experienced electric-car drivers maximize their electric driving and minimize the times the gas engine needs to run. The biggest improvement is a new 7.2-kw on-board charger that can effectively cut charge times in half.
There are still some internal hidden mechanisms in this matter. I personally think that the direct driving factor is that in the commuter unit, the work place after coming out of home has become a part of our lives. As the bottleneck of the place of residence is clearly exposed, it is better to implement charging piles and provide turnover utilization rate for each household in the place where they live. It is also possible to provide employees with discounted charging fees. Ordinary commuter car buyers still have a great direct perception, and they don’t spend much money on going to work.
This is a case in the United States
Similar to this kind of charging pile, a large part of L1 and L2 are connected in series before providing 208V power supply. If a large part of PHEV is charged at 3.3kW, the current demand is 16A, and it takes about 5 hours to charge a 10-12kwh car.
For example, in the following typical case, based on the previous charging speed of 16A, the whole load stops when parking in the morning until about 14:00 in the afternoon, and the turnover rate of the basic parking space is only 1 time, that is, the radiation ratio of the pile to the parking space is 1 :1. According to the current situation, new energy parking spaces will be full soon.
After switching the on-board charger to 32A, this thing saves ordinary time, effectively speeding up to 1-2 hours, and effectively increasing the turnover times, making the external AC charging of PHEVs more meaningful.
I personally think that the development of charging is brought up with the rhythm of pure electric vehicles. In the past, consumers could tolerate the 3.3KW of PHEV and even charge with a flying cable. However, when PHEV is further optimized for pure electric power, what is chasing is the characteristics of pure electric power, and the core is the charging experience.
In this Tesla accident car, there is an obvious disassembled unit, specifically a charging control module. I personally think that the charging interface assembly
The charging control module in the figure below is to be disassembled
Charging control board
The separation of charge control and battery management has made two items well defined:
Charging interaction: Design a set of actuator control based on the body and charging interface, which is effectively compatible with external interface communication, and used to coordinate with the instrument display. Here is more user-oriented consideration
Battery management: Seeing the real thing, this board is really not small. The definition and design of the actual functional circuit above need further analysis, but it should be said that it is a complete function coordination in the battery system, including the related battery charger and battery. Charging demand management
The evolution of the charger is that the control part is getting weaker and weaker, part of the original part is pulled to the outside for independent human-computer interaction, and part is handed over to the battery management system
Summary: The pursuit of AC charging for PHEVs in the future is also the same as the fast charging of EVs. If the power density of the entire power electronics and the cost per kw drop significantly, when it can be installed, the pursuit of charging within 1 hour is what users need of. At that time, the entire charging network will coordinate and control the current, and the design intent of adjusting the current of the PWM according to the load can realize the value.
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