My question is whether the Volvo EVs can accommodate increased charge speed above 150kW with a software change or would it require hardware modifications as well. Thoughts?
This poses some interesting questions, as others have replied above.
Ultimately the answer can be laid out quite simply: if you are going cross country (long distance) and your goal is to get from charger A to B to C to D … then yes, the max kW is going to matter most. And in that case, whatever the max the car can pull is beneficial. Most vehicles seem to max out around 150kW based on 400V meaning they cannot take in more than approx 385A. Most of the 150kW towers that are operating at 400V can push out maybe 400A max, which is still only 160kW anyhow. So we’re not talking much.
(side note: those limitations might be the grid, but may also be the car; I’d expect that you’ll find 400V cars like ours wont be able to upgrade to handle more power, But its a bit of chicken and egg) (what i mean by that is there is already now an 800V standard that exists, adopted by most, as the way to achieve 350 kW max)
Note that Porsche’s claimed 270kW max right now, and Hyundai’s IONIQ5 232kW max right now, still fall short of the 350kW that the Electrify America towers (and IONITY) can spit out at them, so the cars are, for the moment, the limiting factor. It will be interesting to see what vehicle actually grabs the full 800V max of 350kW (estimated 438A).
But I digress….
What some others touched on here is really what needs perhaps a shift in how we approach charging “on the road” as it compares to fuel in a petrol car. I’ve had conversations with friends who cannot wrap their head around the idea of not going to 100% full “tank” like in a gas car. The concept of road trips where you only charge to 70% full to achieve 10% SOC next charger to get max kW is hard for many to get. But even more so— the idea that, as others noted, more 50kW chargers make sense, is actually smart. A great example is my Mini EV — it only does 50kW max, but it sustains that across the entire SOC. More so, I use that car for mostly around town driving, but on a half dozen occasions have needed A brief charge (15min at 50kW) to get home. In those instances, a 50kW charger located at a fast food joint, shopping mall, etc would benefit me (more than any L2 would help). I’d argue the same for the XC40 — where having a 50kW charger at a movie theater for example is more than enough. You’d only need 1.5 hours to fully charge there anyhow — and that is roughly how long you’d be at the movies.
My PERSONAL take it …
1- we need level 2 chargers only at places people spend 4+ hours typically. Your work place, your home, your apartment complex, or public parking garages near work/home/city centers that people tend to part 4+ hours at a time
2- we need DC fast charger (slow/50kW) at places people spend 1-2 hours typically (shopping malls, movie theaters, tourist districts, etc) that people might be able to garnish a meaningful charge (where L2 wont be useful, but DC slow might)
3- we need DC fast chargers (fast/150kW And beyond) only on the major freeway arteries where people travel long distances. Tesla’s original approach of major intersections (ex: where a major interstate N/S and E/W intersect) makes great sense. Just outside of major cities along major freeways, etc.
Then down the road, as battery density changes, at some point where perhaps you really can “refill” your battery in < 5 mins, only then would having “gas station” Type refuel matter. And, even then — where 99% of people can recharge at home 99% of the time, the concept of “needing” public refuel stations will Never be as necessary/dense as petrol stations are today.
I would be concerned about doubling the amount of power pumping through a system designed for 150kw and the resultant heat.
