Supercharging can't be good for the battery.
Well as has been said, "We did not move out of the stone ages because we ran out of stones".The Volt already has a wonderful supercharger network in the USA: 114,533 retail gas stations. Supercharging a Volt 200 miles takes less than 2 minutes, vs 30 minutes in an electric supercharger.
That is the entire point of the Voltec drive train: to get rid of the hassle and range anxiety disadvantages of EV driving.
This assumes building a fast charging network, not just along main freeway routes, but at every workplace, shopping mall, restaurant, movie theater, and any place else where there is public parking.I agree with most of the comments that DC fast charging/Tesla type super charging is not really needed for the Volt.
I DO think, though, that faster charging, even if only 6.6 kW charge rates, would be really useful for a substantial portion of the Volt buying public. I frequently drive 60 or 70 miles and being able to get 20 miles per hour of charging while taking a lunch break (instead of the current 10-11 with the 3.3 kW charge rate) would really make a difference. It would also make using public charging stations that charge by the minute make a lot more sense than they do now.
Is it a make or break item like more AER, lower MSRP or roomier back seats/seating for 5? Probably not. But it would help me decide on a Volt when my current lease runs out in 2016, instead of another plug in choice. Heck make it an option, I would pay $500 to get it, maybe more, and it would cost GM a lot less than that to do the upgrade.
This assumes building a fast charging network, not just along main freeway routes, but at every workplace, shopping mall, restaurant, movie theater, and any place else where there is public parking.
I still say this is trying to turn an EREV into an EV.
If it is a deal breaker, then so be it......
What we need is more vehicle choices instead of one vehicle with all options. What is this, the Bradley Fighting Vehicle? Someday when the Volt is not the only EREV on the road, people will stop trying to make it do "EVERYTHING".
the battery design needs to be optimized around that planned charging rate. Right now, doing so hurts some other key performance parameters (nail spike heat rate among them) but battery technology will continue to improve at least as fast if not a lot faster than either ICE efficiency or fuel cell production costs.Supercharging can't be good for the battery.
That was an idea but we haven't seen any evidence of this. Seems like the danger was overblown.Supercharging can't be good for the battery.
Careful. Tesla is using CCS signaling for A/C charging, and it switches to DCFC with the same 5% pilot signal. But once it switches it talks with CANBus signaling instead of the Homeplug greenphy that a CCS station would use.There are really only two standards: CCS and CHAdeMO. Tesla uses the same signaling protocol as CCS. Just a different plug. So it would be easy to have an adapter. CHAdeMO is a different story. It's a totally different beast. It's also proprietary.
That's not what I've understood. Here is a Q&A with Straubel:Careful. Tesla is using CCS signaling for A/C charging, and it switches to DCFC with the same 5% pilot signal. But once it switches it talks with CANBus signaling instead of the Homeplug greenphy that a CCS station would use.
And that's true. But J1772 is just the AC signaling - the only part of DCFC it covers is the signal a DCFC CCS box uses to tell the car that it does DCFC. If you read the thread I linked above, you'll see that curious Tesla owners discovered that when a Model S sees that 'I am a DCFC station' 5% pilot signal, it responds very differently from a CCS car.That's not what I've understood. Here is a Q&A with Straubel:
Q: What about the communication protocol of the Combo Connector? It’s considered essential for V2G.
A: That’s fine. We’re definitely commonizing with all of that. The only thing that’s up for debate in all of these standards is the physical geometries of the pins and sockets. Everything else is pretty easy to adapt to. The communication standards are pretty universal. We’re 100% compliant with all the J1772 communication levels, signaling, voltage, everything. (emphasis supplied).
I think both CCS and CHAdeMO will handle 100 kW.