FastCharge Pumps Over 400 kW Of Juice Into Prototype Porsche

DEC 13 2018 BY MARK KANE 43

For when 350 kW charging is not enough…

The industry consortium (Allego GmbH, BMW Group, Phoenix Contact E-Mobility, Porsche AG, Siemens AG) involved in the research project “FastCharge”, started a year ago, launched an ultra-fast charging station rated for 450 kW and at up to 920 V.

This special prototype charger puts the Combined Charging System (CCS) (Type 2 version) to the limit to achieve 10-80% recharge in about 15 minutes.

The charger was supplied by Siemens and is equipped with two outputs:

  • 450 kW with the latest liquid cooled Phoenix Contact cables
  • standard 175 kW cable and plug

Research Project “FastCharge” and Porsche EV charging at over 400 kW

Tests and demonstration were performed using research vehicles from BMW and Porsche:

  • modified BMW i3 with 57 kWh pack (net) was able to take 10-80% charge (40 kWh) in 15 minutes (average 160 kW)
  • Porsche prototype with 90 kWh pack (net) was able to charge for another 100 km (62 miles) in less than 3 minutes (at over 400 kW)

The good news is that the new charging station can be used free of charge right away.

Prospects at the first public High-Power-Charging station. Charging of electric vehicles with up to 450kW. “FastCharge” is a project of the German Ministry for Traffic and digital Infrastructure, together with Allego, BMW, Phoenix-Contact, Porsche and Siemens in Jettingen-Scheppach (Bavaria)

More from the press release:

Jettingen-Scheppach. The industrial companies involved in the research project “FastCharge” yesterday presented the latest advancements in the field of fast and convenient energy supply for electrically powered vehicles. The prototype of a charging station with a capacity of up to 450 kW was inaugurated in Jettingen-Scheppach, Bavaria. At this ultra-fast charging station, electrically powered research vehicles created as part of the project are able to demonstrate charging times of less than three minutes for the first 100 kilometres of range or 15 minutes for a full charge (10-80 % State of Charge (SOC)).

The new charging station can be used free of charge right away and is suitable for electric models of all brands with the Type 2 version of the internationally widespread Combined Charging System (CCS), as is commonly used in Europe.

The research project “FastCharge” is being run by an industry consortium under the leadership of the BMW Group; its other members are Allego GmbH, Phoenix Contact E-Mobility GmbH, Dr. Ing. h. c. F. Porsche AG and Siemens AG. “FastCharge” is receiving total funding of EUR 7.8 million from the Federal Ministry of Transport and Digital Infrastructure. The implementation of the funding directives is being coordinated by NOW GmbH (National Organisation Hydrogen and Fuel Cell Technology).


Research Project “FastCharge” – Phoenix Contact’s plug for 450 kW charging

Fast and convenient charging will enhance the appeal of electromobility. The increase in charging capacity up to 450 kW – between three and nine times the capacity available at DC fast-charging stations to date – enables a substantial reduction in charging times.
“FastCharge” is investigating the technical requirements that need to be met in terms of both vehicles and infrastructure in order to be able to tap into these extremely high charging capacities.

The basis is provided by a high-performance charging infrastructure. The Siemens energy supply system being used in the project enables researchers to test the limits of the fast-charging capacity demonstrated by vehicle batteries. It can already handle higher voltages of up to 920 volts – the level anticipated in future electrically powered vehicles. The system integrates both the high-power electronics for the charging connections as well as the communication interface to the electric vehicles. This charge controller ensures the output is automatically adapted so that different electric cars can be charged using a single infrastructure. The system’s flexible, modular architecture permits several vehicles to be charged at the same time. Thanks to high-current, high-voltage charging the system is suitable for a number of different applications, including fleet charging solutions and, as in this case, charging along highways. In order to link the system to the public power grid in Jettingen-Scheppach as part of the project, a charging container was set up with two charging connections: one provides an unprecedented charging capacity of max. 450 kW while the second can deliver up to 175 kW. Both charging stations are now available for use free of charge for all vehicles which are CCS-compatible.

The Allego charging station prototypes now presented use the European Type 2 version of the well-established Combined Charging System (CCS) charging connectors. This standard has already proved successful in numerous electrically powered vehicles and is widely used internationally.

In order to meet the demands of fast charging at high capacity, cooled HPC (High Power Charging) cables made by Phoenix Contact are used, which are fully CCS-compatible. The cooling fluid is an environment-friendly mixture of water and glycol, allowing the cooling circuit to be half-open. This makes maintenance comparatively straightforward as compared to hermetically sealed systems that use oil, e.g. in terms of refilling the cooling fluid.

One challenge was ensuring that the cooling hoses in the charging line were not squeezed when connected to the charging station, as would happen with a conventional cable gland. In the present instance this would impair the cooling flow and therefore cooling efficiency. This problem was solved by Phoenix Contact by means of a specially developed wall duct with defined interfaces for power transmission, communication and cooling as well as integrated tension relief.

Depending on the model, the new ultra-fast charging station can be used for vehicles fitted with both 400 V and 800 V battery systems. Its charging capacity automatically adapts to the maximum permitted charging capacity on the vehicle side. The time saved as a result of the increased charging capacities is demonstrated in the example of the BMW i3 research vehicle. A single 10-80 % SOC charging operation now only takes 15 minutes for the high-voltage battery, which has a net capacity of 57 kWh. This can be achieved on the vehicle side by means of a specially developed high-voltage battery combined with an intelligent charging strategy. The latter includes precise preconditioning of the storage temperature at the start of charging, temperature management during the charging operation itself and a perfectly coordinated charging capacity profile over time. The charging operation is carried out via a novel multi-voltage network on the vehicle side using a high-voltage DC/DC (HV-DC/DC) converter, transforming the required 800 V input voltage of the charging station to the lower 400 V system voltage of the BMW i3 research vehicle. The HV-DC/DC system also gives the vehicle reverse compatibility, allowing it to be charged at both old and future charging stations. A key factor in ensuring reliable operation is secure communication between the vehicle and the charging station. For this reason, standardisation issues relating to interoperability are also being investigated and submitted to standardisation bodies.

The Porsche research vehicle with a net battery capacity of approx. 90 kWh achieves a charging capacity of more than 400 kW, thereby allowing charging times of less than three minutes for the first 100 km of range.

Categories: BMW, Charging, Porsche

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43 Comments on "FastCharge Pumps Over 400 kW Of Juice Into Prototype Porsche"

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over 400KW charging? Leave it to Germany to make cars that will have unnecessary issues.

400 kW charging seems like the sweet spot. Tesla charging at about 150 kW is about the minimum a long range car needs.

Tesla charging is no way 150 kW. 144 kW charger is shared by 2 stalls. Or 72 kW if not shared “urban” charger.
Theoretical short term peak is 120 kW at one stall if paired stall is unoccupied, if battery is not too cold, not too hot, if you have more expensive 100D model, if state of charge is not too high, if contacts are not dirty, if charger is functioning properly, not tapered because of grid overload, and so on.
Realistically you may see some 60 kW average.

which is usually enough

I am not interested in average charge rate over an entire charge, rather the 20-70% charge rate or so I would actually use, which I think is closer to 100 kW as long as you are on your own stall for a Model 3 LR? Point is, advertised rate for Tesla Model 3 LR (miles charge in 30 minutes) is the minimum I would want for an EV to be usable (otherwise I buy a PHEV).

Somewhat closer. Assuming all the above, you may reach 84 kW from 22% to 81%.

Your battery won’t last 4 years. Will Porsche replace it for free?

Probably yes, because I believe warranty must be at least 8 years.

Not sure why fast charging would be bad, I assume you just don’t like the brad logos.

I remember when Tesla came out with their 120 kW chargers, where the rest had 50 at best and people claimed that the batteries would die really soon, because of that high charging level. There will always be doubters, but EVs will march on and bust every imagined boundary people think EVs are limited to.

If you don’t like the logos, fine, but don’t doubt EVs because of it. Go to some petrol car sub forum and hate on those brands petrol cars there while they still sell them. Once those are gone, you can still hate on their EVs. Doesn’t really matter anymore, then.

I dont doubt EVs, I doubt 450KW charging. Please dont put words in my mouth. Ive been driving EVs exclusively since 2012 and only used a supercharger 4 times in that period. I realize thats not everyones case but 400 or 450KW seems like WAY overkill, at least for the near term. The issue is battery damage and worst case would be unnecessary fires.

I agree that it is overkill now, but in 3 or 4 years there are going to be a lot of cars that will charge at 350+ kW charge rates. I think it is a laudable goal to push the envelope on this. As you noted “near term”, I think you are probably on the same page. Once 100 kWh packs are fairly common, charging faster than 150 kW charge rates will be very useful for fast charger station through put, not to mention driver convenience.
But I think the one aspect of this article I did not like was the free aspect of it. Anything that is free WILL be abused. As Bolt EV noted, there will always be that guy that slows everyone else down to get that last kWh of charging. Worse yet, there will be people that walk away from the charger and let it sit idle after their car is fully charged.

I use a supercharger twice as often each year, than you did in 6. So even if you don’t need it, others might.

I guess there might be some that don’t use sub 5s 0-60 acceleration and even thought that’s not many people, I‘d appreciate them thinking EVs being able to accelerate that fast is cool. I know bad comparison, since fast acceleration is vital for a car and being able to have short stops when driving long distances isn’t. So drawing 500 kW is way more important than accepting the same power…

obviously you dont comprehend what you read very well

Battery cells are damaged by excessive charging current. Charging at 800 V vs. 400 V cuts the current in half for the same charging power. So charging at 450 kW @ 800 V uses the same charging current as charging at 225 kW @ 400 V. 225 kW is high power for current battery packs, but not a huge jump over Supercharger power.

Except that’s not how it works. The charging rate for the cells will be exactly the same. Individual cell voltage remains the same, ergo current will be higher.
800V is just a different configuration of the pack to reduce transmission losses between the fast charger and the car, but it doesn’t change anything at the cell level. Higher power = higher current.

That’s not a universal law! They are all the time developing better and better chemistries.

Fires, battery damage? That sounds scary! And who knows what might happen? Maybe it really isn’t safe? Fear, uncertainty and doubt.

Do you have any proof that upcoming production cars will have those issues, when charging that fast?
Do you think the engineers didn’t test those vehicles, for those charging rates, before they bring it to market?

If you really own an EV since 2012, you might remember the battery fire and degradation thing. We heard it already. Over and over again. You might call yourself big solar, but you argue like big oil!

“The good news is that the new charging station can be used free of charge right away”

What they produced is not 400kW charger, but 4 kW charger since people will sit there to the bitter end even if the car’s tapered to nothing.

That is what I like about EA pricing by the minute, it will keep people from charging slower charging vehicles on the system and prevent them from camping out. It is strong incentive to get a 150-350 kW charging car instead of a slow charging 50 kW model. They are positioned more for long distance travel so you don’t want drivers camping on them blocking travel. For long distance travel you really just want to charge in the 20 to 70% range or so anyway, having 350 kW you could do this in just a few minutes, but at 50 kW it is going to take 30 minutes to an hour for any reasonable driving range.

I’m surprised EVgo doesn’t have any “idle” fees. Encourage people to GTFO after finishing charging.

I like EA except for the connection fee. Given the number of charging issues I had in the past, there will be times when the chargers decide to quit early (ie, only couple of minutes) and must reconnect. Then one has to call in and argue the case.

If charging could become this fast, this would eliminate a huge barrier to EV adoption. How much does accepting this level of charge affect the price of a new EV? Also, the same question for the charging station, how much more expensive is this than the current standard of level 3 charging station?

My guess is they are notably more expensive. More likely to need site power improvements (for 450 kW you are looking at probably 1000 A at 480 V service). My hunch is some of the power will be stored locally and replenished when cars are not charging (but will limit car throughput).

Commercial power in the US is generally charged based on a daily rate on your max power, plus your peak draw over a 15 minute period * a rate calculated each day, plus the actual kWh you draw. So having a 500 kW charger vs a 50 kW charger might make your bill $2000 per month higher without even considering the power used to charge.

another good point.

Viking79 your concept is correct but your numbers are way off. FIrst off, the integrated demand timing in the states is either 15 or 30 minutes – the utility’s choice – it is not determined (in NY State at least) by the Public Service Commission since we have utilities that have both timings – of course they have individual rate filings and are considered by the Commission independently. Secondly, My utility’s demand charge is basically $14/kw/month – so 500 kw draw by the 450 kw charger causes a ‘Delivery Demand ‘Fine’ ‘ of $7000. And that’s cheap compared to some places where the demand fees per month are in the mid $20’s. Of course in most locales this demand fine can be lowered by providing sub-transmission voltage to the charger facility, but these will only be provided with suitable construction and switchgear costs – in other words to get the benefit of these reduced rates the parking lot either has to be lucky enough to be near something big enough to already have these lines, or has to be a WHOPPER of an installation itself (e.g 25 charging facilities for 50 cars). The other thing I notice here is the… Read more »

You should also take into account that one super fast station can handle more cars. Just like a gas station.

Undertaker, do you mean the 450kW is shared across the stalls? If that’s the case, then realistically how much power will reach stall get? Tesla has this well communicated with their owners, each stall is paired and clearly identified, so you know to pick a pair where you are the only vehicle, if you can, to get the maximum power. Are EA doing this? I hope so.

Yes, this is what I’m trying to find out as well. I like Tesla model of placing lots of 150kW stalls in the location rather than 2 x 350kW stalls. I think people who don’t have an EV stress about this charging speed issue, but people who do have an EV quickly realise it’s not that much of an issue. So 10x the number of lower power, cheaper stalls will be much more beneficial than just a few really high powered stalls. Consider that the Taycan is the only EV (scheduled to come onto the market in 2020) that can use 350kW. Everything else is 100kW or less. That 350kW potential is really only using 100kW or less 90% of the time. No doubt in the future things will ramp up to 350kW, but that’s at least 5yrs away. Installing 350kW chargers now means you lost 5yrs of life from that charger straight away. Better to install the cheaper 150kW charger and get the ROI on that, then install 350kW in 5-10yrs when it really going to give you a return. Someone has a lot of money to burn and good negotiating skills to convince powers that be to install… Read more »

You realize that EA is installing 350 kW and multiple 150+ kW stalls per station? So the are doing much like Tesla, but a couple stalls will be higher power. So they are doing what you are saying, but will have a network ready for launch of Taycan it can take advantage of immediately.

Wow. Starts at 20+ miles of additional AER every minute.
I would probably never be plugged in for more than 10 or 12 minutes. Why wait a whopping 15 minutes when you can get around 200 miles of range in just 10 minutes! LOL!
Maybe if I have plenty of time I will stay for a full 12 minutes and get 230+ miles of additional range. I guess every car will have different taper points and amounts, but this is a look at the future of fast charging.

Exactly, stop, go in to the bathroom or a snack or just a quick walk, come back and your car is ready. No different than gas (maybe faster as I don’t like to leave my car at gas pump blocking spots where I gas up nor do I leave it while it is filling. I gas up and then move the car, then go use the bathroom).

The consumer perception of “too long” to recharge is an interesting topic. As you point out, for someone on a long(ish) trip, a stop of 15 minutes, which affords them a chance for a biology break, a leg stretching walk, a snack (as in my wife’s penchant for getting an order of fries and a small Coke at McDonald’s) is a welcome break. But stretch that to just 30 or 45 minutes and many people are unhappy, as they’re already getting anxious to hit the road.

Again: NEVER underestimate the importance of consumer psychology in the rEVolution.

Exactly, I decided (with help of EV calculators) that the Model 3 LR is about the slowest charging car for long distance travel. It wouldn’t add that much time to my regular 800 miles in a day trips vs a regular gas car if I time my stops smartly. Any slower than that and my trips turn into two day trips instead of 1 long day. I would rather keep them 1 day.

Something charging at 350 kW would be an easy choice, but I don’t trust the EA network yet. I would want to give it a year or two to get kinks worked out, which is why I think it is great they are building it out before the cars arrive in the next year or two.

However, I have a requirement that the next car I have supports OTA updates as to avoid the mess with my Honda where you have to take it into a dealer to reprogram, and they don’t fix things in a timely fashion. Plus, my warranty is up in maybe 6 months on my 12 month old Clarity (since I will exceed 36,000 miles) meaning I will have to pay hundreds for updates.

You cannot always take your break exactly at a quick charger.

10 minutes people will not stand waiting with their car, is too long. So now you have a handful of 350kW+ chargers being used for 10min, but the owner goes to the bath room, stops to grab a bite to eat, sits and eats it. Note your 10min just became 20min that the charger is occupied.
Better to put in 3x as many 175kW chargers and let the person charge for 20min. And don’t forget, ONLY Taycan is going to be able to use this charge rate. All the other EV’s on the market, or coming in 2020, will be 100kW or less, so realistically these chargers are going to be in use for 20 minutes or more anyway.
If the cost is the same, then put in 350kW chargers, but if the cost is 2x or more than for a 150kW charger, then better at this point in time to install 2x or 3x as many stalls I think.

True that only Taycan and maybe some other high end cars will be able to use this to full potential. But that’s okay. If I could charge a Zoe from 15-80% in 10 minutes that would be great. And it will get adopted by smaller cars so it will be useful for everyone on term. In Europe 600-700 Miles is already a pretty fair distance. I live around Gent in Belgian and to Marseille is around 670 mijl. With a Model S it is no problem it took me 30minutes more then with a Audi A6. Planning is key. Just plan when you are going to grab a lunch and a break. With a wife and kids you have to stop more on a 3-4 hour drive. This charger rate is showing every sceptic that there is no problem at all. Well I guess they will always find something to whine about.

I’ve been filling up my ICE at 1/2 a gallon per minute since the 1920s. I’ve always enjoyed having lunch at gas stations, then taking a walk and having a smoke. Nobody needs those nonsensical modern pumps that fill up your car in 2 minutes. People who use those are just plain stupid.

Filling YOUR ICE in the 1920s? So you were born in 1913 or earlier?
Congrats on still being alive, let alone being able to see and type 😉

F150 Brian: I believe Bimberle is being cynical, as many people here seem to oppose the increase in charging speed.
For me, every progress in charging speed is great.

But is it really worth the cost? It feels like all of these discussions about charging speed happen in a vacuum in terms of how much it costs. Faster charging is great if it can occur at the same price, or lower, than the current offerings. But it’s in fact never the case. There are at least two factors that impact the cost of faster charging. First is the fact that the battery needs to be larger to support it. The test was 400 kW charging of a 90 kWh battery. That’s charging at a 4C rate, which is insane. More reasonable would be a 150-200 kWh to reduce the stress on the cell. That capacity is not a free lunch. Next are the demand charges the electric company will extract for pulling so much power in short time frames. Consumers will have to pay the cost for that. Third is the fact that all of the infrastructure necessary to ultra fast charge the car will be carried around 100% of the time when in fact that infrastructure is going to be used less than 5% of the time. A bigger battery in a bigger platform means that the vehicle… Read more »
Over 80% of charging is done at home and will likely continue to be. Most fast charging in my opinion even in the future will be replacement for gas stations or occur at existing gas stations. Everything else (parking lots/garages, grocery stores, hotels, malls, etc) will just be level 2 opportunity or destination charging. Or will be on dedicated private networks (taxis, car sharing, etc). And those fast chargers will mostly be along interstates and major highways. The free fast charging ole Sparky rails against will mercifully go away. The ‘not free’ fast charging will be expensive and may be more expensive than gasoline….and so alone with those other factors, consumers will minimize fast charging. How fast? Well I think Elon Musk is correct when he says 100kwh batteries are all that’s really necessary in private autos. 300kw should be great plenty. Again those screaming about the hippy single people with no money having an apartment and not charging access….the world doesn’t care about you. Back to the 80%. You charge at home, within 5 years level 2 will probably be ubiquitous at work, at malls, at grocery stores, etc, where else you gonna go? The data shows no you… Read more »

You are right. And I had fun cruising through Europe in a Model S/X on the fast chargers. 670miles drive. Leaving around 9 in the morning. Charging at lunch time which always take more than 30min. After that going again, had another coffee break. For a few min and then another one after that. It took me 30 min extra in total. Have done that drive in a A6. So had comparison.

The three levels of EV charging are really independent of one another. All three need to coexist in an integrated environment to support the EV refueling experience. The percentages and types are somewhat important though. I agree on home charging and high speed travel charging. However, the rest of the public charging infrastructure needs to be more flexible than L2. L2 is specifically designed for long term charging opportunities such as overnight at home, or a work shift at work where the vehicle will be parked for multiple hours. Other situations, such as the grocery store, malls, restaurants, and the like need more flexible options with a recharging speed faster than the 25 MPH that L2 offers. The most cost effective way of accomplishing that goal is medium speed DCFC in the 20-40 kW range. At the top end it offers up to 160 MPH of recharge range. From the infrastructure standpoint it requires no more infrastructure than the L2 stations it replaces, making them cost effective. The most important part at all three levels is optimize the costs. At each level charge at the maximum speed that limits the costs. If it costs more to charge faster, then pass… Read more »