What are the most efficient charging systems for electric vehicles?

AC charging means charging the vehicle from the grid which can be 220 V or 380 V. In order to do that, the vehicle must be equipped with an OBC (on board charging) system. Nearly all passenger cars have these electronics. In commercial vehicles, it is an option to have. Surely it will increase the cost of the vehicle to the end user and it will take time for commercial ones to finish the charging because of huge capacities kWh compared to passengers.

It's also the case that DCFC (DC fast charging) will likely be the only credible way for long distance HGVs to become a practical reality in the short to medium-term. The limiting factors at the moment are the energy requirements for an eHGV. Fixed-route last-mile and medium distance/medium weight goods vehicles can adapt to overnight charge cycles with conventional DCFC charging infrastructure. eHGVs needing a "top-up" however would require much higher output DCFC charge points to achieve an outcome similar to that of an electric car topping-up for 30 mins at a service station. The bad news is that this infrastructure is still experimental. But once that is established, there is no reason why long distance eHGVs will not become common.

étant branché en direct à la batterie, les rendements sont très bon en DC. Il faut cependant avoir une capacité batterie et une technologie de batterie permettant d’emmagasiner efficacement cette puissance (échauffement) et sa durée de vie. Une des difficultés est d’obtenir les mêmes protocoles de communication c?té véhicule / machine et c?té chargeurs pour tout le monde et dans le monde. Il est important également d’intégrer dans d’autre branches comme l’industrie des prises sécurisées tel que les prises REMA pour recharger les batteries Li en DC. Les chargeurs DC sont moins disponibles mais cela réduit le co?t des véhicules si on s’affranch?t de convertisseurs AC/DC a terme.

Most used protocols are CCS, CCS2, chademo, Tesla ecosystem, MCS (newly developing standard for high current). Customers use charging stations to charge their vehicles. For commercial vehicle owners, they should also invest in these charging stations. CCS and CCS2 are widely used in the EU. One topic to consider is that the vehicle and stations should comply with the CCS2 communication protocol which is a must. CCS2 is not a connector all alone but is a protocol. In your station, you can have a CCS2 connector, but it doesn't mean you can charge the vehicle as long as the protocol adaption is also fine. These topics can create conflicts very easily between OEM, station manufacturer and customer.

Les stations de recharge en courant continu délivrent une tension élevée (entre 200 et 800 volts) par rapport aux chargeurs en courant alternatif. La puissance est également considérablement plus élevée, atteignant 360 kilowatts, accélérant ainsi le processus de recharge. Concernant les Tesla Supercharger ils permettent une connexion rapide et efficace entre la station de recharge et le véhicule. En raison de la puissance élevée, la recharge en courant continu génère plus de chaleur. Les systèmes de gestion thermique sont utilisés pour refroidir la batterie. Les stations en courant continu utilisent des onduleurs de puissance élevée pour convertir l'électricité du réseau en courant continu compatible avec la batterie du véhicule.

Wireless charging will become a useful tool for EVs in the future - but not right now I believe. The concept is easy to understand and in principle very attractive, but practical challenges do stand in its way. This system will likely be adopted by EV fleets that have a pattern of movement (i.e. public buses/bus stops or taxis/taxi ranks). The reasons being the ability to standardise infrastructure installation and a relatively standardised vehicle fleet. This would provide an RoI for the cost and application However, the infrastructure and vehicle modification costs present a barrier currently; you only need look at 'Better Place' and its battery swapping model, to see a good concept can fail due to costs, timing and low adoption rates.

Can be a solution for passenger cars, but it may not be efficient for commercial vehicles as well as passenger cars. Because the consumption is very much higher in commercials than passengers. The degree of solar panels reaching in today's world may still need some improvements.

Freifl?chenmodule w?ren eine interessante L?sung, aber für Laden z?hlt Verl?sslichkeit. Auf gro?en Parkpl?tzen (z.B. Park & Ride) w?re es aber eine gute L?sung. Kostenlos und umweltfreundlich Laden tagsüber und mit den ?ffentlichen Verkehrsmitteln zur Arbeit. Win Win. Und dann es es auch unkritisch, ob mal mehr oder weniger geladen wird.

Il y a un autre moyen plus rapide et ne nécessite pas d'installation électrique tout en étant pour la voiture électrique. FORVIA Bavans pourrait être contributeur.

In addition to the aforementioned technologies, maybe it is worth considering the bidirectional charging. Basically the principle is that just as the battery of an EV can be charged, it can also return energy to another EV when it runs out, also to the grid or to other devices (e-Scooters, camping devices…), converting DC again to AC. It works specially well in combination with a solar installation. Another benefit is a potential money saving (depending on how do you schedule the BiDi charging). But one important drawback is that it contributes to a major battery erosion. I think it is another way to manage energy efficiently using your EV. In fact, more and more manufacturers are developing and introducing this feature.