800 V Technology: The Holy Grail of Electricity?

800 V Technology: The Holy Grail of Electricity?

An electric car is expensive, very heavy and takes years to recover … How to fix it? In theory, there is a simple and effective solution: the design of an 800 V electric battery. of electronics? Almost, but not quite.

Good rotation

In fact, the 800 V battery technology offers many advantages compared to the “classic” 400 V architecture especially used by manufacturers for their electronic models. With double power control, the 800 V battery allows for faster charging which would restore full charge in 10 to 15 minutes in optimal condition due to high performance stations with a power of more than 300 kW. By dividing it by 2 or 3 charging time compared to 400 V electric vehicles, the 800 V architecture will make the use of this type of model very low and would bring their ability to travel closer to those of heat structures.

In addition, since it would take less time to charge the battery, so manufacturers may consider low-capacity packages, so they are smaller and more lightweight. The potential goes in the direction of greater energy efficiency and therefore increased independence for the same amount of energy consumed. Additionally, smaller batteries would also be cheaper and would lower the price of electric vehicles – a very attractive option for standard-level designs – for the benefit of the customer. Or increase the amount of profit, for the benefit of the manufacturer… or both!

On the back side

However, if other manufacturers have already chosen the 800 V architecture – Porsche and Taycan and Audi and e-Tron GT or Hyundai / Kia and Ioniq 5 and EV6 – and will fix the latter: the Volkswagen group for the following models. electric cars from Porsche and Audi (top of the range) with the new PPE platform, this technical option also attracts other players in the automotive industry who see it as a future solution: General Motors, Stellantis, Volvo. / Polestar / Geely, etc.

But the 800 V technology is only useful if you can charge it again at very high power – 250 kW or more – and that is where the problem lies. Indeed, Ionity already offers stations with a capacity of up to 350 kW and the new generation of Tesla Superchargers is advertised at 324 kW. But in reality, these powers are not always available when charging your car… for lack of proper infrastructure. Because providing such charging power is one thing, but it requires the distribution network to be able to deliver, which is still very rare.

What are the solutions?

To fix this, of course it will be necessary to review the update, or even the rest of the public utility network – we are not out of the inn – or that distributors (Ionity, Tesla and others) develop their sources of “sustainable” equipment and set up stations. their and energy storage systems (buffer batteries, etc.) in order to recover large amounts of energy at high speeds without loading the public network.

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