Counting over, the Beiqi taxi replacement program and the Weilai plan, this is the third attempt to change the electricity in the pure electric car. What is the winning geometry? I personally feel that this thing is a selling point mainly, the charging and charging, the built network to build a charging network. The main differences between things are as follows:
1) Tesla has not been changed, isn't it better than Musk?
2) If you don't change the power, the car will charge quickly, and the peak value will be 110KW.
3) imitating Renault ZOE, battery rental itself lowers the threshold
4) The power exchange itself is a low frequency application, the highlight is the bright spot, if it is used less, it is not too much maintenance problem.
We also see that at high energy density and lower cost, it is temporarily impossible to increase the particularly high charging power. With the charging and changing of electricity as the surface, the main theme of electric vehicles that want to achieve rapid energy supply and eliminate mileage anxiety has always existed.
Fast charge We can see if Porsche's Mission E Black Technology can bring us a completely different experience without cost.
We are still back to this battery system, which is divided into three parts to compare the core design content:
1· Mechanical structure
2· Electrical interface
3· Cooling interface
Let's take a closer look at the evolution of electrical interfaces:
In the follow-up revision of the IEC standard led by the State Grid, some lessons are actually summarized in the electrical connection:
· The battery box connector should have an alignment guide mechanism that automatically corrects the positional offset when the connector is inserted, so that the battery box connector should have a floating follower mechanism, which can automatically follow the frequent vibration and creep caused by the vehicle running. Head displacement changes to ensure reliable connection; (Remarks: This point does not see the real thing can not see, especially the electrical connection of the positive and negative poles of this main connector, how to press the line, look at the size of this power distribution unit, the following selection Flexible soft bronze is a reasonable approach)
· The components of the battery box connector (such as terminals, pins, housings, etc.) should be securely fixed to ensure that they will not loosen under the influence of vibration and creep;
· The quick change battery box should be fixed by mechanical locking operation mechanism and has anti-locking failure function;
· The locking mechanism should be able to fasten the battery box to the bracket on three mutually perpendicular axes. Under the frequent vibration caused by the vehicle running, there will be no obvious relative displacement or obvious mechanical noise;
· The locking mechanism should be able to withstand the effects of vibration and shock of pure electric passenger vehicles
These structures still have a lot of inheritance, but I heard Chen Ling brothers say that this connector was calculated according to K, and now it is estimated to be several hundred.
This is the earliest design of Better Place, divided into 2X2 design ideas, the liquid-cooled circuit at both ends, the intermediate signal pin is strenuous.
There is also the interface of this liquid-cooled circuit, which is based on the diameter of Better Place. (Note: Before the State Grid's direct use of natural cooling is simple)
These two interfaces, if you want to abuse the design, need to abuse the plug-in experiment under different deviations in the X and Y directions. Inserted in the Z direction, will it cause the wear and crack of the pipe wall is worthy of our subsequent observation. If this is not handled well, it will form a more obvious leak point.
There is another problem worth exploring. I don't know if I think it is right. This coolant has a certain flammability. When the opening is down, you must prepare another Tank to extract all the coolant related to the battery, and then summarize it. The whole pipeline, especially the valve fails or an accident occurs. This change of power can't be done.
As shown in the figure below, we compare the entire thermal management cooling loop of Model X. If you want to achieve this, you still need to do some software and strategy work.
· The thermal management circuit of the battery is independent, and two independent Tanks are prepared.
· Need to prepare two loops
· Pump all battery coolant out to another circuit before changing power
· During the power exchange process, the cooling interface is opened and part of the air enters the cooling circuit.
· Then change the power and then merge into the main circuit through another loop
These modules are really similar to CATL's standard modules. They are different in configuration, so the internal harness design is not the same, but apart from these two designs, the battery system is no different.
From the point of view of BMS, since the battery system requires independent vehicle management, it is not only necessary to get the signal and the driving part of the contactor control, but also the actual control authority through communication and hard-wire control. Therefore, the whole system is built around the entire battery management system, and a large number of fault handling parts (working on the vehicle and the original onboard system, charging in the undercarriage) also handle some of the contents of the fast charge. It is a very large and complete battery management system. In order to cooperate with this design, the bus layout here is also worthy of our subsequent observation.
Finally, the tolerance of this structure, we do not have to question too much, wait for the real car to come out, and draw the structure of interest, and analyze it in a repeated 100 times.
Finally, let's take a look at this 10 minute 100 km tram, according to the power consumption of this car: 100 km power consumption = 67Kwh / 355KM = 18.8 Kwh / 100 km, 112Kw charging power is already in a good position, I I feel that changing the electricity is still an unconventional option, and it is really for the subsequent lease of the battery.
If you learn Renault yourself, you can't be so troublesome.
With the Renault ZOE model, Renault has changed the traditional electric car sales concept: customers do not have to buy electric car batteries, just rent a battery pack every month to drive electric cars. This move reduces the entry price of electric vehicles. But without a battery pack, these electric vehicles cannot be used, and the rental cost of the battery pack may not be cheap. Renault recently announced that it has just signed a 100,000-battery lease contract, which has been welcomed and accepted by consumers.
Summary: The world of bosses and local tyrants, our engineers don't understand, but I don't think if this car doesn't change electricity, it doesn't matter. The fast charge will go to the fast charge, that is, the point of these power exchanges can be changed into a charging station at any time, and it is also possible to circle the ground first.
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