Efacec’s First 350 kW CCS Combo DC Fast Chargers Already Up & Running

5 months ago by Mark Kane 29

CCS (Combined Charging System) – single inlet for AC charging and fast DC charging (European version)

According to the CharIN e.v. (who is conducting an extensive work in the evolution of the CCS standard to higher power levels), Efacec has already installed the first few 350 kW DC fast chargers in Europe.

To date, these stations were all private projects set out late last year but we are now just a couple of month from the debut of its first public charging station, expected in July.

Efacec DC fast charger & BMW i3

“To serve this new market segment, Efacec is developing a range of high power charging solutions and is already working on several projects, namely with world-renowned brands such as carmakers and charge point network operators.

The very first units with 350 kW were installed in November 2016, and several others are already scheduled for 2017. These first installations are located in private sites, but by July some publicly accessible installations will start, and they will be announced in proper time.

These technological developments of the company on the EV charging infrastructure have reinforced Efacec’s worldwide leadership in the sector.”

For upcoming, long-range EVs, Efacec intends to offer chargers capable of charging from 350 A and 1000 V (920 V nominal).

About HV175 / HV350  

At a time when the Electric Mobility in the world is exponentially growing and electric vehicles with batteries with increasing autonomy call for constant innovation and improvement of the EV charging options, Efacec Electric Mobility officially presented its range of High Power chargers for electric vehicles last October in Munich at eCarTec 2016.

The HV175 is a high power charging solution, able to supply up to 920 V nominal and 1000 V maximum at a maximum current of 350 A by combining two HV175 units to an user interface unit with adequate cable and connector to form the HV350.

Connecting more HV175 units to a mechanical connection allows higher currents as can be used by some heavy vehicles.

This HV range complements the range of EV chargers Efacec already presents, covering solutions for private, public, fast and wireless charging.”

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29 responses to "Efacec’s First 350 kW CCS Combo DC Fast Chargers Already Up & Running"

  1. spin says:

    Does this mean if the vehicle can take it they can charge at 350kWh as for a Bolt at 60kWh that would be less than 10 mins to 80% ?

    1. ffbj says:

      Well, you have to have the DCFC option on the Bolt. Then maybe 15 minutes.

      1. No, that’s not true.

    2. (⌐■_■) Trollnonymous says:

      The Bolt is supposed to cap out at 80KW DCFC.
      I heard there’s a big taper at the top end charge too, maybe before the 80%.

      But so far, these chargers are in private sites…

      “These first installations are located in private sites, “

      1. Paul Smith says:

        “debut of its first public charging station, expected in July.” Not far off.

    3. Mike I. says:

      The car tells the DCFC how much current it can take. I would be very surprised if a Bolt can take more than 200 Amps. That is 80kW max.

      IMHO, the Efacec 175kW units that are 920V nominal are not useful because they appear to only deliver 190 amps. You need two cabinets paired to a single vehicle connector to get more current. The ChargePoint Express Plus appears to be a better design because they can share charging modules between stations and they are not current limited for 400VDC nominal battery packs. A pair of 62.5kW stations can share charging modules so they can push 312 amps (125kW) into one vehicle.

    4. vernonsong says:

      We can offer that ev cable (combo-2 plug and socket)like phoenixcontact with lower price

  2. Brian says:

    I’m torn. On the one hand, faster charging is better. On the other hand, common/available charging is better than rare but faster charging.

    For me, the “magic number” is about 100kW. But for those less enthusiastic about EVs, 250+kW feels like the right number.

    Now all we need are EVs with 1000V batteries to actually use them! (most BEVs today are nominally 400V batteries, and therefore charge at less than 140kW – 350A * 400V).

    1. (⌐■_■) Trollnonymous says:

      I think a good way to mitigate the need for so many DCFC’s is to just bump up the AC L2 charge rates. The trickle charges at 3.3KW just don’t really cut it for BEV’s. Even the 6.6KW chargers should be bumped to 10K at the least.
      15-20KW should be the standard AC L2.

      Many places install trickle chargers due to cost.
      The cost of a DCFC at 100KW could probably install 6-8 (maybe more?) AC L2 10-15KW chargers or 20KW.

      I know there are many that hitup the DCFC’s to “top off”, there should be logic in there somewhere that prevents charging if you have 80-85% SOC.

      But then again, there’s the problem, there is no logic in public chargers (excpt Tesla)……lol, it’s just plug and go!

      1. Brian says:

        Yeah, faster L2 is an interesting idea. The J1772 standard goes up to 80A @ 240V. 19.2kW nominal. Only Teslas can use the extra juice, though. Everyone else is limited to 32A or less.

        There are a few 70-80A L2s near me. Far more than there are DCQC (closest is about 65 miles away, in a city I don’t often pass through). Installing an 80A L2 is much cheaper than a similarly-powered DCQC. The former is simply a large AC circuit (charger is built into the car). The latter also includes an AC-DC converter and an actual charger.

        1. Bill Howland says:

          And that 65 mile away fast charger is notoriously unreliable, and per Plushare, is currently inoperational.

          The ‘European’ objections always seem to be, “we are 220 so we can handle 43 kw for our home chargers” neglect to mention that is is 400 volts @ 63 amperes.

          I don’t see if that is such a great advantage over the States, since we pay no penalty for large facilities in most locales. Whereas many Europeans here state they have to pay larger “Demand Contracted For” charges for the larger electric facilities.

          As far as 250 kw chargers go, I think you’ll be more likely to find 80 kw chargers since the recent 800 mile BOLT ev roadtrip showed the car charged usually at 22.5 kw, and was as expensive as the pricey boutique California Gasoline.

          Yeah I know Porsche Mission E customers will want 350 kw chargers installed all over the place, but you can forget that in “Lunch Pail” Buffalo – I’m sure of that.

          At the end of the day, it has to be something that:

          1). Many drivers or taxpayers want, and are willing to pay for it.

          2). Fees should honestly be set: I myself like the fact that I can trickle charge at 3 or 6 kw due to the fact that they use a trivial amount of my state income tax money to do so, and some money basically comes in the form of free advertising for the business or getting them into their stores, but in my locale, off peak commercial electricity is cheaper than peanuts.

          Things differ when getting up to 100, 250, 350 or larger kw facilities however… This is GOBS more than the business would ever use itself so that demand charges can never be ‘hidden’.

          The most practical way for the occassional trip makers (few of us drive 150,000 miles/year) is to purchase a VOLT, enjoy the large range freedom the car provides for the occassional trip or vacation, and runs almost purely electrically the rest of the time and ‘strains’ the grid at a miniscule rate at best.

          It is much more green to have many volts or the like and tolerate a tiny amount of gasoline usage than it is to devote huge amount of resources for a comparatively few pure battery electrics and have the rest of the vehicles be 100% gasoline powered.

          In my case, yes I do have a pure battery electric, but will not make any LONG trips with it, something I do seldomly anyway. I’ll tolerate the trickle-only charging.

          1. And while the Volt Drivetrain may be great, and the range fine, the car is small!

            Fix the seats in the Bolt EV and put that Volt Drivetrain in that, with a 40 kWh Battery and 10 gallon gas tank! Boom! You have a very usable RREV!

            1. Bill Howland says:

              Well Robert some people will say the BOLT ev is too small also. Or they need the functionality of a truck or van. Or a large family may need a large Tahoe SUV sized vehicle.

              Then I’d say put a 30 – 60 kwh battery along with the very compact 200 hp drive train on one axle and a conventional 4 cyl gasoline engine on the other. In eco mode, the car could get 50-100 mile all electric range, and yet have plenty of power to satisfy the more ‘lead foot’ Tahoe driver when both motor and engine are available should the driver want it.

              For those who can tolerate somewhat less power most of the time, the 200 hp electric drive train would do almost all of the work normally – the engine only running to provide a bit of electricity to make some juice available to the ‘other axle’ on a long trip. The standard 6 kw L2 hitching posts at the shopping centers would be enough for these PHEV’s and would cut gasoline usage by an order of magnitude, and a 3 or 6 kw wall box at home wouldn’t affect either home wiring or the unchanged ‘grid’ in the slightest.

              Perhaps its just that I’m used to very meager public facilities, since as I’ve mentioned often, my area doesn’t have much of them, as well as effectively no non-tesla fast chargers of any kind.

      2. zzzzzzzzzz says:

        What is the point of all these L2 chargers? They are useless for road trips. How many sensible people are going to waste many hours charging in the middle of the trip?

        Maybe they would be useful for people who can’t charge at home, but these people should not own a battery car in the first place. It just doesn’t work if they don’t have guaranteed overnight charging. Public L2 for every single apartment dweller sounds expensive.

        1. wavelet says:

          You’re thinking only about the US, which is by far <50% of the EV market. Most of the world is 220V, and in much of that (most of Europe) you can get pretty cheap 43kWh AC charging, as on the Zoe. Nothing like Tesla, to be sure, but highly cost-effective.

          1. SparkEV says:

            It’s unfortunate Renault didn’t open up for other carmakers to use as that was brilliant solution for ~50 kW. But as we head to greater than 50 kW, Chameleon will be obsolete. Even now, I think Renault scaled back to 22 kW for their newer Zoe.

          2. zzzzzzzzzz says:

            43 kW is only in some Zoe versions.
            And it is far from cheap overall. 43 kW Zoe uses some tricky engineering to use in-car inverter and motor to handle these 43 kW, and it comes with drawbacks.
            Basically you need to put whole 43 kW charger/rectifier hardware into each car. It is not cheap or easy on car side and most cars don’t do it, even if out of the car charger part can be made cheaper.

            1. zzzzzzzzzz says:

              p.s. the US also has 220-240 V. It is just not wired to regular wall outlets, only to dedicated dryer or range outlets.

              You may mean 3-phase ~400 V AC, that is more often available even at household residences in Europe. But it typically available in commercial buildings in the US too, and that is what matters for public L2 chargers.

        2. (⌐■_■) Trollnonymous says:

          “What is the point of all these L2 chargers? They are useless for road trips”

          Ho-tel, Mo-tel, Holiday Innnn……..

          Say Best Western has a J1772 charger at 3.3KW. It would take you ~18hrs to charge your 60KWh EV. Most people don’t stay longer than 8hrs on their “road trip” and if that’s the case, they would still have to DCFC.
          Doesn’t it make more sense to have faster AC L2 for overnight charging?

          Also might reduce the Knuckleheads who go to top off at a DCFC.

          Fixes 2 problems right there!
          But it’s useless right?…….lol

          1. Brandon says:

            I do believe that public Level 2 is most important and useful at places of overnight lodging, and at a minimum should be 32 amps, so that in 8-10 hours overnight 200 miles or so can be replenished.

            1. Brandon says:

              This is something I’ve written about public Level 2 and DCFC. I will probably put this and more in an article at some point:

              Here’s how I see the relationship between Level 2 and DCFC. Level 2 destination chargers serve the purpose of reducing or even sometimes eliminating the time spent charging at fast chargers. The fast charge network (something proper like the Tesla Supercharger network) is the reliable safety net that’s always there to use when destination charging does not exist, is not available because of being in use, is blocked by ICE vehicles, or is otherwise out of service. Access to public Level 2 infrastructure is inherently unreliable, and will always be so. But DCFC infrastructure, and especially future HPFC infrastructure (150-350 kW) is the reliable safety network that’s always there to provide the charge that’s needed. And it really is the only public charging that’s truly needed, and therefore the most important.

              I actually see the future of most public Level 2 to function largely for PHEVs. DC fast charging will fulfill most public long range BEV charging, and I believe it will ultimately be the reliable available charge method, whereas now it’s not so much that way.

              In other words, long range BEVs actually don’t need public Level 2 much. Because of their long range it’s DC fast charging that is by far the most utilized public infrastructure. Tesla demonstrates this already.

              At the right places, public Level 2 destination chargers do provide real benefit to long range EVs by reducing or even eliminating the time spent fast charging en route. A couple good examples of this would be overnight charging at a hotel while on a trip, and event/tourist destinations.

              Ultimately most public Level 2 will largely be a convenience for PHEV drivers to use, and not something they RELY upon since they don’t need to and it’s often not reliably available.

              For mainstream consumer EV drivers, a comprehensive reliable HPFC network is a necessity. It’s undisputedly one of the biggest keys for EVs, another main key being the actual availability of a variety of long range affordable EV models.

  3. RaVOLT says:

    Fast charging for travellers or trucks. Research shows most people charge at home. Thus it is the transient or commercial user who would find this liberating.

    1. The problem with this thinking is that you’re extending your own personal use and applying it to everybody else; that’s just not the case.

      The Internet is full of these types of comments, “I use my EV in this manner, therefore everybody else should too.”

      We are a long, long way from having everybody who has or wants to drive a car that also has access to even 30 amp 240 volt electrical power at their parking spot.

      For the roughly half of the United States population that lives in some kind of rental property or condominium, owning an EV today means using public charging. The best way to do that is at the fastest rate with a car that is capable of fast DC charging, as well as a public infrastructure capable of that. Nobody wants to sit around and watch a car refuel.

      The next argument always goes like this, “I work somewhere, therefore everybody else must also work someplace that they can plug-in charge”, and that’s just not the case for a lot of people.

      The final initernet argument is always, “I only drive 20 to 40 miles a day, so everybody else only needs a car that goes 20 to 40 miles a day”. Hopefully I don’t need to explain the fallacies in this statement.

  4. jdbob says:

    Most EV’s have a full battery voltage of around 400V. So real-world power at the moment is 350A @ 400V or 140KW.

    1. That would be some kind of battery!

      It’s doubtful that any modern 400 volt battery is going to handle 350 amps at 400 volts.

      Maybe, like my Tesla that can handle 365 amps today, it will handle 350 amps at 325-350 volts.

      That might be:

      325v * 350a = 114kW
      350v * 350a = 123kW

      This is with this “350kW” charger.

  5. Brandon says:

    For the record, the first two HPFC networks were recently announced.

    The first one here was just today:

    Denmark-based network operator CLEVER and electric utility E.ON have partnered with gas station chain YX to install ultra-fast charging stations at 20 service stations across Norway.

    The chargers’ 150 kW power level enables recharging of a 400 km-range battery in 20-30 minutes. They feature a modular design, and can be upgraded to 350 kW in the future.

    Full story here:

    https://chargedevs.com/newswire/clever-and-e-on-partner-to-deploy-150-kw-chargers-in-norway/

    From a couple weeks ago:

    Fortum Charge & Drive will build the first High-Power Charging (HPC) corridor between Oslo, Stockholm and Helsinki. The corridor provides charging possibilities for the upcoming models of long range, over 300 km, electric vehicles with higher charging speeds.

    Full story:

    https://www.chargedrive.com/fortum-charge-drive-builds-the-first-high-power-charging-corridor-between-oslo-stockholm-and-helsinki/

  6. a-kindred-soul says:

    I’m always amazed how much confusion still exists about chargers, even among EV drivers. Yet it is very simple.

    In principle most people drive few miles, around home/work, so most charging can be done at home. You don’t loose any time with that.

    Public slow chargers are needed as well, for the many apartment dwellers. In Europe that is most people. And in Holland they organized a fast track way for apartment dwellers to get a slow charger close to their home.

    Slow chargers are for places where one stays 8 hours or more: so where you sleep or work.

    Mid range chargers are for spots where you stay 2 or 3 hours: big supermarkets, museums, cinemas, shopping areas, town centers, etc. And fast chargers are only for those on longer distance travel.

    So you need three speeds of public charging, but most charging will be done at home.

  7. How fast will a Bolt EV charge on this new 350 kW charger?

    Power is simply amps multiplied by volts:

    A * V = W

    The so-called “350kW” is 350 amps at 100 volts. But, no modern 1000 volt EV battery (of which there are zero) will likely charge at its maximum voltage AND at the maximum amps AT THE SAME TIME.

    So, “350kW” is the data tag limitation of the charger. Sadly, it is frequently confused with physically charging an EV at 350kW, and that is not likely.

    So, today, the highest observed amps that the Bolt can handle is 125 amps. This could be because of the 125 amp limit of the chargers, or it could be because GM engineers limited the Bolt EV to 125 amps, or both.

    The voltage component of the power equation in the Bolt EV is 300 (depleted) to 400 volts (fully charged).

    So, rolling into a 125 amp charger with an empty battery, you can expect:

    125a * 300v = 37.5kW

    Could the Bolt EV take 200 amps? I’m very confident that it can. Is it programmed to allow anything above 125 amps? We don’t know… yet.

    So, should the Bolt EV be able to handle 126-200 amps now or in the future, the charge rate will likely look like this:

    0% SOC : 200a * 300v = 60.0kW
    25% SOC: 175a * 330v = 57.7kW
    50% SOC : 125a * 355v = 44.5kW
    75% SOC : 60a * 380v = 19.0kW
    100%SOC: 0a * 400v = 0kW

    Using the above assumptions, and using the EPA data of 4 miles range per kWh (4 * 60kWh = 240 miles), then the average charge rate using a 200 amp capable charger might be:

    52.5kW average charge rate between 0% and 50% ((60kW + 44.5kW) / 2) which will add 0.875kWh per minute (52.5kW / 60minutes), or 3.5 EPA miles added per minute average (4 EPA miles per kWh * 0.875kWh per minute)

    That’s 105 EPA miles added in 30 minutes at 52.5kW average. Obviously, the higher 126-200 amp charge rate offers no benefit whatsoever above 50% SOC.

    One final note on the 80kW charger issue that GM introduced in the owner’s manual:

    1) there is exactly zero 80kW chargers in the world for EVs

    2) there are exactly zero 80kW chargers that are planned to be built

    3) there will be (and already are in Europe and S. Korea) 200a * 500v = 100kW chargers, and 250-350 amp chargers are coming.

  8. Lou says:

    Am I correct in assuming, then,that the Ioniq EV is able to add 100 miles in an hour, with a smaller battery? Different technical specs on the charger(on the You Tube video) but it seems able to duplicate the best that the Bolt EV can do.

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