More than a year after legacy automakers announced a transition from the CCS charging port to Tesla’s North American Charging Standard (NACS), GM EV customers are finally able to purchase an approved adapter and gain access to hundreds of thousands of Tesla chargers.
Today’s news has been a long time coming for GM-branded EV drivers. It is another massive step in the American auto industry’s adoption of a truly universal charging plug.
In June 2023, GM was one of the first OEMs to announce a transition from the CCS plug to Tesla’s NACS. It shared that future BEV models will feature the port natively, and existing BEVs could access the charging network via an adapter.
Since then, we’ve seen virtually all automakers adopt NACS and begin sourcing approved Tesla adapters, including Ford, Hyundai, BMW, and Lucid Motors, to name a few.
US charging networks like ChargePoint have also begun rolling out solutions to support EVs of all makes and models, helping increase the versatility of local networks and alleviate some of the stressors EV drivers currently face when they need a charge and don’t have the correct plug or aren’t certified to access a specific charging network.
While we await future GM models with Tesla NACS plugs built in, the American automaker has begun selling an approved adapter that gives its EV drivers immediate access to many Level 2 and DC fast chargers on Tesla’s current network.
GM’s approved Tesla NACS adapter on sale now for $225
According to a release from GM today, its approved NACS adapter is on sale now through GM vehicle brand apps, offering those drivers access to Tesla’s Supercharger network – one of the largest and most dependable in the US right now.
The NACS adapter allows GM customers to access nearly 232,000 public chargers, including 17,800 Tesla Superchargers. GM Energy vice president, Wade Sheffer, spoke:
GM’s ongoing efforts to help accelerate the expansion of public charging infrastructure is an integral part of our commitment to an all-electric future. Enabling access to even more publicly available fast chargers represents yet another way GM is focused on further improving the customer experience and making the transition to electric more seamless.
Per GM, EV drivers of its portfolio of marques will be able to purchase the Tesla adapter through their respective apps for $225. They can then use that same app to locate the nearest available Tesla Superchargers, check station status, initiate a charge and pay for their session.
GM states that each Tesla adapter has been developed to ensure customers can charge their EV at any charger that offers the North American Charging Standard. The American automaker is leveraging several suppliers to produce them to ensure everyone who wants one can get one.
The automaker states that the adapters will begin rolling out in the US immediately, followed by Canada later this year. You can learn more here.
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Source link by Electrek
Author Scooter Doll
#releases #approved #NACS #adapter #giving #drivers #access #Teslas #charging #network
Let’s read more about escooter.blog that is in the World of E-Scooter Tunings. Besonders EdisonEvo hat sein Assortment of leistungsstarken Tuning-Kits und -Sets für Xiaomi and Ninebot continuously there. In this article we will show you how Edison Evo shows products in the context of the different tuning chips that revolutionize the models that were developed and were made with them Sets (suitable for Controller and Display) in detail what it has.
What is EdisonEvo?
EdisonEvo is the new führende Anbieter im Bereich E-Scooter Tuning. With the Speedmaster365 Series bitetet EdisonEvo Lösungen, um das maximal Potenzial aus deinem Xiaomi Oder Ninebot E-Scooter herauszuholen. I would like to know that the tuning chips are of the same quality as possible, but the Edison Evo products are optimized for optimal performance and that the performance of the scooters is improved.
Tuning Chips vs. Sets: Der Unterschied
Tuning Chips
Tuning chips are the more convenient, single option. They have the best physical limitations of these E-Scooters, so you can up to 30 km/h or more driving opportunities.
Advantages: They are fast and easy to install and more convenient as tuning sets.
Night owls: If you optimize the motor support of the energy consumption, there is less efficiency and better battery performance.
EdisonEvo Tuning Sets (Controller + Display)
Diese Tuning-Sets ersetzen sowohl den Controller if that too Display deines E-Scooters. Dad will not be happy with the experience, without the combined support and support of the scooters.
Advantages: Die Sets bieten nicht nur mehr Geschwindigkeit, without any changes Driving modesoptimize the Energy consumption and extend the Lifespan of the Scooter. You have the power, the battery life and the individual motors.
Night owls: Since the teurer and the Einbau is as simple as with a single chip.
EdisonEvo Speedmaster365: From V1, V2 und in Kürze V3
See them later Blogbeitrag hat EdisonEvo sein Angebot um die Speedmaster365 V2 and V3 erweitert, die speziell für new Modelle entwickelt. Here is an overview of the different versions:
Speedmaster365 V1
Compatible with changes to Xiaomi models Xiaomi 1S, Xiaomi M365 and Xiaomi Pro2.
Performance data: Speed of up to 30 km/hGrundoptimierung der Steuerung und Akkunutzung.
Recommend for: Useful scooter models that provide a cost-effective tuning solution.
Product link: Speedmaster365 V1 at ebiketuningshop.com
Speedmaster365 V2
Compatible with Xiaomi 4 and Xiaomi 4 Lite (1st Generation) either alone Ninebot Models of the first generation.
Performance data: Supported both 10s as well 12s Batteries were a natural improvement in battery life. Geschwindigkeit von up to 35 km/h.
Advantages: Optimierte Akkunutzung und Motorsteuerung, was especially in the high-quality areas of Vorteil ist.
Product link: Speedmaster365 V2 at ebiketuningshop.com
Speedmaster365 V3
Compatible with the newest models who Xiaomi 4 Ultra, Xiaomi 4 Pro, Xiaomi 4 (2nd Generation) sowie Ninebot G30D II and G2D.
Performance data: Provide a better quality of life and stability. Geschwindigkeit von up to 35 km/h.
Advantages: Maximale Power-Steigerung, greater Flexibilität bei der Geschwindigkeitsregulation (6 km/h, 15 km/h, 20/25 km/h). Abwärts compatible with alternative models.
Product link: Speedmaster365 V3 at ebiketuningshop.com
Overview of the Xiaomi and Ninebot Models
Xiaomi Models
Xiaomi 1S
Xiaomi M365
Xiaomi Pro 2
Xiaomi 3
Xiaomi 4 Lite (1st and 2nd Generation)
Xiaomi 4 (1st and 2nd Generation)
Xiaomi 4 Pro (2nd Generation)
Xiaomi 4 Ultra(2. Generation)
Ninebot Models
Ninebot G30D (1st Generation)
Ninebot G30D II (2. Generation)
Ninebot G2D
Are Sets more effective than Chips?
Tuning Chips beets are black, a quick solution for the health benefits, while the focus is on the surface of the health limits. This means that there are no additional options for optimizing both Control and them Energy consumption deines Scooters beets. Der Einsatz von Tuning Setsespecially the combination Controller and Displayit is possible for you, the Battery consumptionwho Engine control and that Driving modes deines E-Scooters to optimize. It is possible to have a faster journey, without having to worry about the high altitude and the lifestyle of the scooters.
Read more about this blog post
Since then we will have new functions in the future EdisonEvo App sehen. The App does not have any additional features Fine absorption immunity deines Scooters. You chance that Engine powerthe Battery status and that quickness supervise and adjust. Particularly practical: In the App there are different modes, you can change your speed quickly, you will be able to use it later, or you can test more information.
Zukunftsaussichten: Was kommt als Nächstes?
Obwohl EdisonEvo is prepared for a new standard in the range of E-Scooter tuning set up, which means you can always improve your products and develop new products. If you have any questions, please check the available versions of the tuning sets or more options. Personalization beets, especially in Bezug auf Engine control and Driving dynamics.
Fazit: EdisonEvo bleibt der Vorreiter im Tuning
EdisonEvo hat sich als führender Anbieter von Tuning Sets etabliert, die nicht nur die Geschwindigkeit, without die gesamte Performance and Efficiency optimizing deines Scooters. Während eeninfache Chips immer noch eine beliebte Wahl sind, beets die Speedmaster365-Sets deutlich more Optionen und Vorteile. Wenn du wirklich das Maximum aus deinem Scooter herausholen möchtest, sind die Tuning-Sets von EdisonEvo die richtige Wahl.
Discover the new ones Speedmaster365 Versions and enjoy yourselves, who you can enjoy with EdisonEvo the best with your Xiaomi or Ninebot E-Scooter.
Here you can find EdisonEvo products: EdisonEvo at ebiketuningshop.com.
Electric Vehicle Supply Equipment (EVSE) refers to the infrastructure and components essential for charging electric vehicles (EVs). Often known as charging stations, charging docks, or simply chargers, EVSE provides power supplies to recharge electric vehicle batteries. This comprehensive system includes charging stations, connectors, cables, and control systems, all meticulously designed to deliver electricity safely and efficiently to EVs.
What are the Components of EV Supply Equipment?
From housings to connectors, let’s look at the essential elements that power EVSE.
Housing/Enclosure EVSE housings are designed in various configurations to meet diverse charging needs. Standalone boxes are commonly employed for home charging setups, offering a compact and user-friendly solution. Wall or pedestal-mounted enclosures provide flexibility for multi-family residential, workplace, and other public charging environments, ensuring accessibility and convenience. Towers, prevalent at public charging stations or commercial fleet depot locations, consolidate multiple charging points into a single structure, optimizing space and resources. These enclosures are typically constructed using durable materials such as weather-resistant plastics or metals, safeguarding essential EVSE components from environmental elements.
Firmware The firmware embedded within EVSE components serves as the brains behind the charging operation, enabling advanced functionalities and ensuring compatibility with a wide range of electric vehicles. This microcode governs various aspects of charging management, including initiating and terminating charging sessions, implementing cybersecurity measures to protect against unauthorized access or tampering, and facilitating communication between the EVSE and the vehicle’s onboard systems.
Connector/Plug EVSE connectors play a crucial role in facilitating the transfer of electrical power between the charging station and the electric vehicle. Different connector types are used for various charging levels and charging standards, ensuring compatibility and interoperability across different EV models and charging infrastructure.
Common connector standards include J1772 for Level 1 and Level 2 charging, offering widespread compatibility across EV models. The CCS connector supports AC Level 1 and Level 2, as well as Level 3 DC fast charging, with additional pins for enhanced functionality. CHAdeMO is predominantly used by Japanese manufacturers for DC fast charging applications. The NACS (J3400) connector enables Level 2 and Level 3 charging, allowing non-Tesla EV charging at Tesla stations equipped with this standardized connector type.
These connectors feature robust construction and standardized pin configurations to ensure secure and efficient power transmission during charging sessions. By supporting multiple connector types, EVSE maximizes accessibility and convenience for EV owners, regardless of their vehicle’s make or model.
The variety of connector types in EVSE stems from vehicle manufacturers’ diverse port connections on EVs. Stations with multiple cable options are often available to accommodate various connectors. Naturally, many EV owners carry adapters on their own for charging at different stations just in case.
Electronics The electronic components of EVSE play a critical role in managing charging sessions and ensuring efficient power delivery to electric vehicles. The main relay acts as a gateway, controlling the flow of electricity to the vehicle and safeguarding against overcharging or electrical faults. The control module orchestrates the charging process, communicating with the vehicle and monitoring battery health to optimize charging efficiency. A robust power supply ensures stable power output, while dedicated electrical circuits for each charging socket minimize the risk of circuit overload and ensure reliable performance.
Cables Cables in EVSE serve as conduits, transmitting power from the charging station to the vehicle. They come in flexible or permanently attached options, offering maneuverability or enhanced durability. Ideally, longer cables provide greater convenience, but NEC regulations limit cable length to 25 feet. However, if equipped with a cable management system integrated into the EVSE, the cord length can exceed this limit. These regulations ensure safety and compliance with industry standards for EV charging installations.
Network Connectivity By integrating WiFi or cellular connectivity, EVSE can communicate with mobile apps or cloud-based charging management platforms, allowing users to remotely monitor and control charging sessions from anywhere. This connectivity enables features such as scheduling charging times to take advantage of off-peak electricity rates, receiving real-time charging status updates and notifications, and accessing historical charging data for analysis and optimization. Network-connected EVSE also enables fleet operators and charging station owners to remotely manage and monitor multiple charging stations, ensuring efficient operation and maintenance.
Common Features of EVSE
EVSE comes with a range of features designed to ensure efficient and safe charging for EVs.
Firstly, EVSE often incorporates smart charging capabilities, allowing users to monitor and control the charging process remotely. Smart EVSE systems enable features such as scheduling charging times, setting charging limits, and receiving notifications on charging status via mobile apps or online platforms. This not only enhances user convenience but also enables more efficient use of electricity, particularly during off-peak hours when energy costs may be lower.
Furthermore, safety features are paramount in EVSE design. EVSE systems include built-in features, such as breakaway cables, safety outlets, thermal sensors, and ground fault circuit interrupters, to protect against overcharging, overheating, short circuits, leakage current, and other potential electrical hazards. These safety mechanisms ensure that both the EV and the charging infrastructure remain secure during the charging process.
Finally, interoperability is a key consideration in EVSE design. Compatibility with different EV models and charging standards ensures that EV owners have access to charging infrastructure regardless of their vehicle type or manufacturer. Common charging connectors, such as the SAE J1772 or CCS (Combined Charging System), allow for seamless connection between EVs and the charging stations.
Overall, the features of EVSE contribute to a user-friendly, efficient, and safe charging experience for electric vehicle owners, supporting the transition to a more sustainable transportation ecosystem.
Level 1 Charger Level 1 chargers operate on standard 120-volt AC household outlets, making them the most accessible, budget-friendly, and convenient charging option for EV owners as they use typical household outlets. These chargers typically provide a slower charging rate compared to higher-level chargers. Charging a regular electric vehicle (EV) for 8 hours at 120 volts can add about 40 miles of electric range.
These chargers are suitable for residential charging, allowing EV owners to plug their vehicles into standard electrical outlets in garages, driveways, or parking spaces overnight. They are ideal for individuals with limited daily driving needs or those who have ample time for charging.
Level 2 Charger Level 2 chargers operate on 240 volts AC power, offering faster-charging rates than Level 1 chargers even though they adopt the same J17772 connector. These chargers require the installation of dedicated stand-alone charging equipment. Charging an electric vehicle (EV) for 8 hours with a Level 2 charger can add more or less 200 miles of electric range for a mid-size EV.
These types of chargers are commonly installed in residential settings for faster home charging (multi-family units) or in public charging stations, workplaces, hotels, commercial buildings, and parking facilities. They are suitable for EV owners with moderate to high daily driving distances or those who require quicker charging due to their significantly reduced charging times.
Level 3 Charger Level 3 chargers, also known as DC Fast Chargers or DCFCs, operate on high-voltage direct current (DC) power (480 volts), providing rapid charging capabilities for EVs. These chargers can deliver significantly higher charging rates compared to Level 1 and Level 2 chargers, enabling quick replenishment of EV batteries. With 30 minutes of charging using DC Fast chargers, it can add around 100 to 200 miles of electric range.
These chargers are primarily installed in public charging networks, highway rest areas, service stations, and commercial areas where fast charging is essential for long-distance travel or quick turnaround times.
DC fast charging options are substantially pricier, often requiring 10 to 20 times more investment than other chargers due to their complex components and higher power input requirements. That’s why they are recommended for EV owners undertaking frequent long-distance trips or commercial fleet operators requiring rapid charging for multiple vehicles.
How Does EVSE Work?
When you connect your electric vehicle to an EVSE, several steps occur to initiate charging.
Upon connection, the EVSE communicates with the EV to confirm its readiness for charging. This involves assessing the battery status, charging capability, and compatibility with communication protocols.
For AC charging, the EVSE transforms the alternating current (AC) from the power source into a direct current (DC) suitable for the EV’s battery. This conversion happens within the EVSE’s control circuitry, which typically includes components like rectifiers, transformers, and voltage regulators. Subsequently, the EVSE delivers the converted DC power to the EV’s onboard charger.
On the other hand, DC fast charging skips the EV’s onboard charger entirely. Instead, the EVSE provides high-voltage DC power directly to the EV’s battery, leading to significantly shorter charging times. This requires specialized DC fast charging stations with robust power output capabilities.
Advantech Unveils Cutting-Edge Integrated EVSE: Scale Your Deployment Effortlessly
Electric Vehicle Supply Equipment stands at the forefront of the electric mobility revolution, facilitating the widespread adoption of electric vehicles. As we embrace the transition to electric mobility, investing in robust EVSE infrastructure is paramount to realizing a cleaner, greener, and more sustainable future.
Experience the future of EVSE integration with Advantech’s comprehensive solution. Our integrated EVSE Controller & SECC Design streamlines manufacturing and maintenance, while enhanced manageability ensures optimal performance even at scale. With scalability in computing and AI capacity, our solution is future-proof, ready to meet evolving demands. Plus, our design-in-service approach prioritizes security, safeguarding your network against cyber threats. Elevate your EVSE charging infrastructure with Advantech today!
Source link by Charged EVs
Author Charged EVs
#Electric #Vehicle #Supply #Equipment #EVSE #Types #amp #Features
A study of almost 5,000 EVs revealed modern high-voltage batteries can go for years and years with minimal degradation.
The degradation rate has decreased by almost a quarter compared to 2019.
“Batteries in the latest EV models will comfortably outlast the usable life of the vehicle and will likely not need to be replaced.” That’s what David Savage, Vice President for the UK and Ireland at Geotab said in the company’s latest study that looked at how EV batteries degrade over time.
Geotab is a Canada-based fleet management company that, among other things, analyzes telematics data from electric vehicles. In 2019, the firm reported that EV batteries degrade by 2.3% on average every year. Now, though, there’s a new study that shows things are even better.
After looking at the battery health of almost 5,000 fleet and private EVs representing nearly 1.5 million days of telematics data, Geotab found that the average annual degradation rate of modern electric vehicle batteries is just 1.8%. That’s 22% better than five years ago and, more comforting, the top-performing vehicles have a battery degradation rate of just 1% per year.
“We still see battery reliability being used as a stick to beat EVs with. Hopefully, data like ours can finally put these myths to bed,” Savage said. “The fact is that a 1.8% decline in battery health is unlikely to have a significant impact on most driver’s daily vehicle needs, and this number will only come down further with new EV models and improved battery technology. People should feel confident that many current EVs are suitable and cost-effective to replace a range of light, medium and heavy-duty ICE vehicles.”
A 1.8% annual degradation rate means that in 20 years, the battery of an EV would theoretically still have 64% life in it. In other words, it could still theoretically achieve 64% of its original range figures. So in the case of a Tesla Model Y Long Range All-Wheel Drive, one of the best-selling EVs in the world, its original 320-mile range would go down to 204.8 miles, which would still be plenty for town driving or even short road trips.
What’s more, Geotab said that highly used EVs don’t show increased battery degradation rates, meaning more value can be achieved the more they are driven. And what’s equally interesting is that the rate at which modern EV batteries degrade is lower than that of internal combustion vehicle drivetrain components.
The Ultium battery pack of the GMC Hummer EV
All that being said, bear in mind that a battery’s state of health isn’t directly proportionate to the remaining range, but they are linked. That’s because most, if not all modern cars have protection buffers at both state of charge ends–that’s why you often see two battery capacity metrics, gross and net.
As time goes on, those protection buffers will become smaller and smaller, effectively eating into the unused parts of the battery and alleviating the range loss that might otherwise be experienced by the driver. Those buffers will eventually run out, and it’s then that the range figure will finally drop on the car’s so-called guess-o-meter.
The protection buffers on a typical lithium-based EV battery.
You can think of it like this: if the car’s battery originally had a gross capacity of 60 kilowatt-hours, after 10 years with 1% degradation per year, it would effectively act as a 54 kWh battery.
One of the biggest factors that can affect the state of health is temperature. According to the vehicle telematics firm, there’s a big difference between cars that have actively cooled battery packs compared to those with passive air systems. The 2015 Tesla Model S, which is by no means the most modern EV but has an active liquid cooling system, has an average battery degradation rate of 2.3%, while the air-cooled 2015 Nissan Leaf is at 4.2%.
The effects of temperature on EV batteries.
Another factor that can accelerate battery degradation is high ambient temperatures–to get around this, owners should try and park in the shade if possible. Furthermore, keeping the state of charge between 20% and 80% is ideal and will prolong the life of the pack compared to very high or very low states of charge.
Battery degradation is inescapable, but studies like this show that some simple habits are enough to prolong the life of what is essentially the most expensive part of an EV. Other studies have shown that DC fast charging doesn’t have as big of an impact on battery life compared to AC charging as previously thought and that continuously charging an LFP-based battery to 100% could in fact damage the cells.
Source link by Battery Tech – News and Trends | InsideEVs
Author
#Batteries #Outlast #Vehicles #Lifetime #Minimal #Degradation #Study #Finds
Lotus has unveiled a new EV concept which it calls “Theory 1,” a lightweight(-ish) electric sportscar concept inspired by the Lotus Esprit with nearly 1,000hp and capable of speeds up to 200mph.
Here at Electrek, we see and report on a lot of wild EV concepts. These concepts are often accompanied by long treatises on how the design incorporates various “core principles,” unnecessary branding of things that will never make it to production, and buzzwords aplenty.
In a way, the Theory 1 is no different. My eyes glazed over at the 2,000+ words in Lotus’ press release before reaching the table of technical specs.
And yet, there is still something here, because this is Lotus – a company with an incredibly significant motorsport heritage… and a significant electric car heritage too.
Lotus is the company that provided the lightweight “gliders” on which the original Tesla Roadster, the car that started the modern electric vehicle era, was built.
And lately, Lotus has gotten into electric cars on its own, with the $2million Evija hypercar and the consumer-focused Eletre SUV and Emeya Hyper-GT.
But you’ll notice – one of those things is not like the others. Despite being a company famous for its focus on small cars, owing to founder Colin Chapman’s theory to “simplify, then add lightness,” the Eletre and Emeya are both over 5,500lbs, more than twice the weight of the original Tesla Roadster.
And so, Lotus’ new Theory 1 – packed full of probably-unrealistic concept features, but also clearly going downmarket from the Evija’s eyewatering $2million pricetag – could signal somewhat of a return to form for the wayward small-car maker.
That’s because its curb weight is listed at a much more reasonable 1600kg, or 3,527lbs. This is still hefty compared to the absolute lightest vehicles on the road right now, but it’s on the lower end of most powerful sportscars available today (including lighter than the Evija), quite low compared to other EVs, and significantly less than some ridiculous gas-powered chonkers.
It’s also a lot more than the original Lotus Esprit which the Theory 1 takes inspiration from, which began at around 2,000lbs. But later versions of the same vehicle weighed as much as around 3,000lbs, not too far off from the Theory 1.
The Theory 1 next to the Lotus Esprit
In that relatively small package, Lotus claims it has fit some great performance specs.
Its 986hp powertrain is capable of sprinting 0-100km/h (62mph) in less than 2.5 seconds, with a top speed of 320km/h (198mph).
Energy comes from a 70kWh battery with a 250 mile range. This is a little smaller than some of the larger batteries we’ve seen around (the Eletre has a 112kWh battery, for example), but that’s the benefit of having a light, low-slung vehicle.
But specs don’t tell everything about how a vehicle feels to drive. And Lotus is promising to bring exceptional driving dynamics to this vehicle, through methods like including the motor and battery as stressed members and mounting the rear wing directly to the suspension assembly.
It also wants to use steer-by-wire, a technology which has been thought about for a long time but only recently has made its way into production vehicles, like the Lexus RZ and Cybertruck.
But perhaps the most striking part of the driver experience on the Theory 1 is its 3-seat design, seating the driver in the center of the vehicle, similar to the famed McLaren F1.
The car’s light weight comes from extensive use of advanced materials like carbon fiber and titanium, which are sure to boost the price of this vehicle if they make it to production. In that previously-mentioned 2,000 words, there’s plenty of talk about 3D printing and recycled materials as well.
But Lotus says that it wants to reduce the amount of “A-surface materials” – those you can touch – down to 10 or fewer, compared to the 100-or-so in most cars.
“There’s been this period of maximalism, and people having to do one-upmanship and go above, above, above. And I think we’ve reached that point where it plateaus in stylistic terms, and also in the demonstration of tech. We’re not in a crazy numbers race with this car.”
So the original Lotus philosophy of “simplify, then add lightness” is certainly present in this concept, signaling a return to form for the brand after a few years of wandering in the desert.
Finally, while we are just talking about a concept here, we’ve certainly seen plenty of EV concepts make their way into production in some way or another. Even particularly wild ones like the BMW Vision EfficientDynamics concept ended up being made into the BMW i8 sportscar.
So we might even see this Theory 1 show up on the road at some point. But, even if we don’t, at least it shows that Lotus is back to thinking about smaller cars (as they should have been all along…), and we’ll hopefully get a real EV sportscar out of them in a few years.
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Source link by Electrek
Author Jameson Dow
#Lotus #wild #200mph #Theory #signals #return #form #brand
Japanese firm Yokogawa Test & Measurement has released its DLM3000HD series of compact, high-definition oscilloscopes for the development of next-generation automotive power electronics.
Positioned as a high-performance version of the DLM3000 series, the DLM3000HD series expands Yokogawa’s oscilloscope lineup with two models: the 500 MHz DLM3054HD and 350 MHz DLM3034HD. These deliver higher resolution for more accurate waveform analysis, and incorporate features designed to improve usability and simplify setup.
SEE ALSO: (Webinar) Accelerating Motor And Drive Development Through Advanced Analysis
The oscilloscopes support multi-channel measurement, and improved resolution on the vertical axis offers greater measurement precision for next-generation power devices using silicon-carbide (SiC) technology, according to the company. The 12-bit vertical resolution is 16 times higher than that of the existing DLM3000 series, enabling the observation of minute changes in high-speed signals, such as during switching.
The serial bus analysis auto-setup function, which automatically sets the optimal bit rate and threshold level, can now also be used with previously captured waveforms. Auto-setup can be used for low-frequency signals, improving the efficiency of in-vehicle bus development and evaluation.
The DLM3000HD series has double the data storage capacity of the DLM3000 series, holding up to 1 billion points of acquired data. In addition to doubling the number of waveforms that can be searched and compared, a single device can measure the behavior of braking systems and other apparatuses at a sampling rate of up to 2.5 GS/s for several milliseconds, improving efficiency.
Large-scale energy storage today is dominated by lithium-ion batteries, which use an electrochemical reaction to pack away and discharge power. Exowatt, instead, stores solar energy in a thermal battery (a fancy term for a hot brick) that can hold its energy for up to 24 hours.
Humans have been storing heat energy in hot materials for millennia; manufacturers have used hot bricks to save energy in the blast furnaces used for steel production for centuries.
Exowatt also employs a Fresnel lens, another technological antique, to focus and concentrate the energy of the sun onto its hot bricks. The Fresnel lens, with its distinctive concentric circles, was invented in the early 1800s for use in lighthouse beams and has been called “the invention that saved a million ships.”
At night or on cloudy days, Exowatt’s machine can heat the bricks to a temperature of 1,000 degrees Celsius with electric resistive coils like those used in a toaster — powered by green energy sources such as wind, solar, or a clean grid. Resistive heating is about 200 years old.
Extracting the thermal energy from the hot bricks is accomplished with a Stirling engine, another piece of vintage-1800s energy gear.
Invented by Scottish clergyman and engineer Robert Stirling, the Stirling engine converts heat to power by harnessing a temperature difference in a gas to drive pistons. The steam engine, invented about a century earlier, outperformed the Stirling engine in most uses, relegating the technology to niche applications like Swedish submarines and toys.
Startups such as Antora Energy, Brenmiller Energy, Calectra, and Rondo are developing their own variations of thermal brick energy storage. A number of defunctsolar companies have also attempted to modernize the Stirling engine and the Fresnel lens for utility-scale solar applications.
But Exowatt’s CEO told Canary Media in an interview that his company has optimized these vintage technologies for cost and performance, allowing it to store energy at a fraction of the price and for much longer than is possible with lithium-ion batteries, which rely on imported minerals and metals.
Exowatt aims to “eventually” offer firm, clean electricity for 1 cent per kilowatt-hour without subsidies, according to CEO and co-founder Hannan Parvizian, which is a fraction of today’s power prices — renewable or not — and a cost that would enable emissions-free data centers and a lot more if realized.
The startup plans to sell its module directly to data center and crypto clients, claiming that it has “a backlog of demand of over 1.2 gigawatts for data centers across the U.S.” It expects to begin deployments of its 40-foot container systems later this year. The 25-kilowatt electrical machines can be reserved for a $7,500 deposit.
If the AI juggernauts can’t get their power from solar, wind, geothermal, or nuclear, they’ll get it from planet-warming fossil fuels. Google’s emissions have risen by 48 percent since 2019 due to the power demands of AI. Across the Southeast U.S., utilities are proposing to build massive amounts of new fossil-gas power plants, in large part to meet demand from new data centers.
That reality highlights the urgency of the task at hand for Exowatt — and the many other firms trying to crack the code on providing affordable clean power around the clock.
Hyzon has begun production on its Class 8 200kW fuel cell electric truck (FCET) which will be powered by hydrogen.
In collaboration with North Carolina-based Fontaine Modification, the two companies will now transition the product from prototype to series production at Hyzon’s Bolingbrook facility in the US.
Under the agreement with Fontaine Modification, Hyzon will provide kits for the fuel cell system, battery packs and hydrogen storage systems. Fontaine will then assemble these into a vehicle chassis and in return has confirmed the necessary equipment, documentation and processes are in place for series production.
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Owners of recalled Fisker Ocean electric vehicles will have to pay for repairs, according to a notice on the bankrupt automaker’s website.
First spotted by Autoevolution, Fisker’s website states that, for any recalls that require physical inspections and potential repairs, the automaker will provide parts free of charge but will not cover any of the labor costs associated with inspection or repair work due to its ongoing Chapter 11 bankruptcy proceedings.
2023 Fisker Ocean One
It’s also unclear when parts will become available. Fisker said it was looking to get them to “authorized service providers” by the end of September, which likely isn’t the news owners looking to have multiple recalls addressed want to hear.
Fisker had three open recalls for the Ocean in June of this year alone, including one doors that might not open. An additional recall for potential water pump failure, affecting 7,545 vehicles, was opened in July.
2023 Fisker Ocean One
The company has promised to continue pushing free over-the-air software updates, which can address some problems without the need to source parts or pay for labor, such as the regenerative-braking issue that led to yet another recall in August. However, updates may not go beyond fixes like this, likely leaving the Ocean frozen in beta due to missing software features.
When automakers fold, dealer funds are often set up to cover recall work. But Fisker has no dealers to work with, seemingly leaving customers on their own. Many of the leftover cars are likely to end up with American Leasing, which worked out a deal with Fisker to buy them for $14,000 each, with that company perhaps working out some arrangement of its own to keep the fleet on the road.
Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)
#Fisker #Ocean #customers #pay #recall #repairs
Tesla just produced its 100 millionth 4680 battery cell
This is double the number of total cells that it had produced in June
The rapid jump may indicate that Tesla has solved its scaling problem with the form factor
It’s been almost exactly four years since Tesla unveiled its new 4680 form factor at its Battery Day event in September 2020. Its goal was to create a new cell that would allow for greater energy density and affordable manufacturing—a step towards creating its (eventual) $25,000 EV.
In June, Tesla told the world that it produced its 50 millionth cell. And now, 101 days later, Tesla has doubled that production, reaching a production milestone of 100 million cells produced. Here’s why that matters.
Tesla’s journey to the 4680 hasn’t been without issues. After acquiring Maxwell Technologies in 2019 for its unique “dry coating” process, the automaker has been working tirelessly to perfect the unique tabless design of the battery—one of the keys to chasing the lowest dollar per kilowatt-hour. But it’s also proven to be a manufacturing nightmare for the automaker.
Five years into the process, CEO Elon Musk reportedly gave the team in charge an ultimatum: fix it by the end of the year or we could ditch it altogether. That was back in May, and now four months later, it seems like the company might have a breakthrough.
The assumption is warranted after Tesla’s production of the cells exploded in recent weeks. Tesla first celebrated one million 4680s in January 2022, followed by 10 million in June 2023—around 562,000 cells per month. Tesla then announced it reached its 50 millionth cell a year later in June 2024, which means that it increased its output to an average of more than 833,000 cells per month.
Over the weekend, Tesla celebrated the production of its 100 millionth cell, which means that Tesla is now producing an average of 495,000 cells every single day. To put it into perspective: 29 months for the first 50 million, and 3 months for the second.
That’s pretty darn impressive.
With its second-quarter earnings report, Tesla announced that it entered validation testing of its very first dry cathode 4680 cells in July. Its test subject was a prototype Cybertruck, which makes sense given that the 4680 is Tesla’s cell of choice for the vehicle.
It seems that the ramp-up means that Tesla is satisfied with the production of these cells thus far. It’s unclear if the increase is attributed to the dry cathodes, or if Tesla is just ramping up production of existing cells, however, the automaker has now produced enough cells to build nearly 60,000 Cybertrucks.
Tesla says that ramping up production of the 4680 will be the key to cost reduction across its lineup—one of the company’s top priorities right now. And if Tesla has perfected the process, it seems like that goal is becoming more achievable by the minute.
Source link by Battery Tech – News and Trends | InsideEVs
