Car charger is a win-win solution
Electric DC - DC fast charging converter to solve by car, the best not more charging stations
Vicor shows a "virtual battery" modular method, to solve the problem of the electric car DC fast charging (Nick Flaherty).
Many of the existing DC quick charger use 400 v battery, rather than a 800 v version. In 2020, the world there are about 400000 public using the DC fast charger, but only 2% support 800 v vehicles. In Europe, for example, only 400 of the 40000 stations support 800 v.
Vicor chief car senior application engineer Haris Muhedinovic said, through the use of a compact, efficient and two-way vehicle charging power supply module, can solve this kind of incompatibility.
Installed with 250 to 920 v voltage wide ability new DC fast charging station is a kind of solution, but it needs a lot of time and money investment. Another method is to upgrade to support 800 v 400 v charging stations, which also brought a series of challenges. Charging at a speed of more than 150 kw is not always available, and charging time will be slower than 800 v expectations.
Instead, modular DC - DC virtual cell increases on-board recharging provides flexibility and efficiency of 99%. Muhedinovic said, it is used can be faster, without charging infrastructure for prize money.
Between 800 v and 400 v battery charger is not compatible problem can be solved by battery virtualization. Using this technique, even if the 800 v battery is connected to the other side, the charger can also be seen in the side of the car charger 400 v battery. This method starting from the battery voltage, voltage range to adapt it to the charging station to accept.
NBM bidirectional module for DC fast charging to create a virtual battery
Vicor NBM bidirectional module support tens of kilowatts of power, the power density of 550 kw/L and 130 kw/kg. The product USES the resonant amplitude sine converter topologies, with zero voltage and current switch, can reduce power consumption by up to 50%. Fixed ratio conversion using separate module simplifies the power architecture, at the same time remains as high as 99% of the overall supply chain efficiency.
This comes from the use of higher frequency and silicon transistors to reduce the size of the magnetic material. Resonance structure considering the resistance and inductance in the module components, in order to optimize efficiency.
Connect the battery to NBM module on one side of the virtual one will immediately on the other side of the battery, the voltage or current divided by or multiplied by a constant coefficient in order to enlarge the voltage range of charging station, from 250 to 460 v, from 500 to 920 v. This can increase the number of suitable charging point, compatible with any dc electric vehicle charging station.
The module can also be used to maximize the efficiency of the power supply system, because it can be integrated traction battery, provide higher efficiency for low speed driving. Urban driving, for example, requires a lower speed, the efficiency of the traction inverter and 800 v fell more than 15%.
The module can be on the auxiliary inverter
Vicor shows a "virtual battery" modular method, to solve the problem of the electric car DC fast charging (Nick Flaherty).
Many of the existing DC quick charger use 400 v battery, rather than a 800 v version. In 2020, the world there are about 400000 public using the DC fast charger, but only 2% support 800 v vehicles. In Europe, for example, only 400 of the 40000 stations support 800 v.
Vicor chief car senior application engineer Haris Muhedinovic said, through the use of a compact, efficient and two-way vehicle charging power supply module, can solve this kind of incompatibility.
Installed with 250 to 920 v voltage wide ability new DC fast charging station is a kind of solution, but it needs a lot of time and money investment. Another method is to upgrade to support 800 v 400 v charging stations, which also brought a series of challenges. Charging at a speed of more than 150 kw is not always available, and charging time will be slower than 800 v expectations.
Instead, modular DC - DC virtual cell increases on-board recharging provides flexibility and efficiency of 99%. Muhedinovic said, it is used can be faster, without charging infrastructure for prize money.
Between 800 v and 400 v battery charger is not compatible problem can be solved by battery virtualization. Using this technique, even if the 800 v battery is connected to the other side, the charger can also be seen in the side of the car charger 400 v battery. This method starting from the battery voltage, voltage range to adapt it to the charging station to accept.
NBM bidirectional module for DC fast charging to create a virtual battery
Vicor NBM bidirectional module support tens of kilowatts of power, the power density of 550 kw/L and 130 kw/kg. The product USES the resonant amplitude sine converter topologies, with zero voltage and current switch, can reduce power consumption by up to 50%. Fixed ratio conversion using separate module simplifies the power architecture, at the same time remains as high as 99% of the overall supply chain efficiency.
This comes from the use of higher frequency and silicon transistors to reduce the size of the magnetic material. Resonance structure considering the resistance and inductance in the module components, in order to optimize efficiency.
Connect the battery to NBM module on one side of the virtual one will immediately on the other side of the battery, the voltage or current divided by or multiplied by a constant coefficient in order to enlarge the voltage range of charging station, from 250 to 460 v, from 500 to 920 v. This can increase the number of suitable charging point, compatible with any dc electric vehicle charging station.
The module can also be used to maximize the efficiency of the power supply system, because it can be integrated traction battery, provide higher efficiency for low speed driving. Urban driving, for example, requires a lower speed, the efficiency of the traction inverter and 800 v fell more than 15%.
The module can be on the auxiliary inverter