I imagine these are another  example of devices that combine the functions of a rechargeable battery and electrolytic capacitor on the same plates, we have seen them in much smaller form as pulse power sources at work. and in the non military world. there are folk making capacitors that can crank an engine for example. Mind you at the moment it is little more than  an expensive proof of concept, but the fact that the capacitance can be made big enough that it can be done at all is interesting, it is a long way from 'swiss rolls' of aluminium foil and waxed paper of not soo long ago - well I can remember it anyway.


Assuming for a moment that EVs become as popular are petrol engines, you have the megawatts problem anyway, as to charge a town full of cars overnight, or one at a time at a few minutes each still takes the same total energy, and most towns have only a limited number of transmsission and distribution transformers But for 'jump charging' it starts to look practical for the AA man to have a trailer full of transfer battery to rescue folk who have run out of fuel, and it changes the size any service station or garage forecourt needs to be.

Not far from me Fleet services has 12 pumps, and at peak each one fills a car in about 2-3  mins, and the limiting factor is the staff on the tills, not the size of the pipes to the tanks.

If a quick charge takes an hour, then you have to have bays for perhaps 30 times more cars, so 300-400 bays to meet the same demand, and society has to stump up for all those man hours of folk waiting for their car to be topped  up at however many pounds a minute.

The rate of petrol delivery compares to a small power station, so pylon fed supply and suitable transformers will be needed.


Also I imagine that the pressure will be to move the voltage you can charge a car at upwards, from the current 400V phase to phase, and maybe on board motive power batteries moving to 800V or so already in formula E (from the current 300-500 V depending on maker.).


As a starter for ten, currents at 690/1k2 3 phase are much more manageable than at 230/400 - if not we will be into water cooled connectors and cables, or multiple connectors to keep them below a weight that can comfortably be lifted. Induction charging will fall by the wayside as  unsafe at high power density.

(And in practice something not much more than a better shrouded  BS4343 plug with pilot lines can be made to handle a few KV phase to phase. Of course current regulation does not permit, but regulations are a purely human creation, unlike the hard physics of ohms law and joule heating, so I see regulations changing first.)


HGV  is something else that will need big currents....

Certainly as of now, EVs only work because most folk do not have one.

M.

I imagine these are another  example of devices that combine the functions of a rechargeable battery and electrolytic capacitor on the same plates, we have seen them in much smaller form as pulse power sources at work. and in the non military world. there are folk making capacitors that can crank an engine for example. Mind you at the moment it is little more than  an expensive proof of concept, but the fact that the capacitance can be made big enough that it can be done at all is interesting, it is a long way from 'swiss rolls' of aluminium foil and waxed paper of not soo long ago - well I can remember it anyway.


Assuming for a moment that EVs become as popular are petrol engines, you have the megawatts problem anyway, as to charge a town full of cars overnight, or one at a time at a few minutes each still takes the same total energy, and most towns have only a limited number of transmsission and distribution transformers But for 'jump charging' it starts to look practical for the AA man to have a trailer full of transfer battery to rescue folk who have run out of fuel, and it changes the size any service station or garage forecourt needs to be.

Not far from me Fleet services has 12 pumps, and at peak each one fills a car in about 2-3  mins, and the limiting factor is the staff on the tills, not the size of the pipes to the tanks.

If a quick charge takes an hour, then you have to have bays for perhaps 30 times more cars, so 300-400 bays to meet the same demand, and society has to stump up for all those man hours of folk waiting for their car to be topped  up at however many pounds a minute.

The rate of petrol delivery compares to a small power station, so pylon fed supply and suitable transformers will be needed.


Also I imagine that the pressure will be to move the voltage you can charge a car at upwards, from the current 400V phase to phase, and maybe on board motive power batteries moving to 800V or so already in formula E (from the current 300-500 V depending on maker.).


As a starter for ten, currents at 690/1k2 3 phase are much more manageable than at 230/400 - if not we will be into water cooled connectors and cables, or multiple connectors to keep them below a weight that can comfortably be lifted. Induction charging will fall by the wayside as  unsafe at high power density.

(And in practice something not much more than a better shrouded  BS4343 plug with pilot lines can be made to handle a few KV phase to phase. Of course current regulation does not permit, but regulations are a purely human creation, unlike the hard physics of ohms law and joule heating, so I see regulations changing first.)


HGV  is something else that will need big currents....

Certainly as of now, EVs only work because most folk do not have one.

M.