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Ah I didn't quite understand how it worked. Thx for the explanation.Standard copper wires can develop hot spots at connectors and along the wiring. By being able to circulate this wiring through a heat exchanger, the entire circuit can remain at the same temperature. Should allow greater current flow through smaller diameters. Would also make the cable more flexible, and easier to handle.
Got pretty normal charging rates, so the bump in performance not happening yet.
One thing about this does worry me, though; liquid cooling a Supercharger cable is going to add to the already pretty steep inefficiencies involved in supercharging (all of that battery heat doesn't create and then subsequently remove itself ).
It's much easier to maneuver a thinner flexible snake than a big rigid one.
Kudos for making it, though. It is a nifty idea. It just seems like over engineering, IMO.
Such comparisons are moot.Superchargers are already pushing the Model S pack to accept charge a good deal faster than typical for NCA cells (~1.5C vs. 0.7C). I would not expect to see much more improvement in peak power until there are larger packs or a more capable battery chemistry.
Such comparisons are moot.
"Classic" way of charging a Lithium battery is ConstantCurrent / ConstantVoltage profile. In such profile a 0.7C is upper limit on current in constant current phase that extends from 0%-80% SOC.
Superchargers behave completle differently - they continuously vary current and voltage.
Hence one cannot directly compare SC peak of 1.5C with 0.7C rate with CCCV charging profiles.
But still, SC only better utilize chemistry capabilities than CCCV profile does. Higher charging power will still mandate more kWh in a battery pack with same chemistry and/or a pack with different chemistry.
I suggest you double check your sources.There are various BEVs around the 22kWh capacity level which can accept 40-50kW charging, so on an equivalent basis a Model S ought to be able to take 160-200kW. The Kia Soul EV can charge at 3.3C (100kW into a 30kWh pack)!!