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BRUSA starts production of 22 kW NLG6 on-board fast charger for three-phase current

Brusa_NLG6
The NLG6 22 kW on-board charger. Click to enlarge.

Starting this month, BRUSA Elektronik AG will be the first company to produce an on-board battery charger for electric vehicles that is capable of operating on a three-phase current with a power of up to 22 kW. As a result, the fast charger will be able to fully charge the pack in a current typical battery-electric car in less than one hour without a special DC infrastructure.

Cars from a major European car manufacturer equipped with this charger will be available to customers for the first time by end of this year.

Two factors determine the charging time of an electric car: the size of the battery pack and the power of the charger. While the battery pack size varies depending on the type of electric car, the on-board chargers in Europe normally operate with a maximum power of 3.7 kW. Thus the charging times range typically between 6-8 hours.

Until now, fast charging with the power of 22 kW and above was only possible by using off-board DC charging infrastructure requiring more extensive space and expense. In its new fast charger NLG6, BRUSA Elektronik AG has successfully integrated the required power electronics in a single and compact device that moves the fast charging infrastructure on-board electric cars of any size.

The fast charger itself requires no cost-intensive off-board infrastructure but can generally be used at all three-phase power supplies. Modern house connections and most public charging points in Europe are already equipped with the required power supply of 400 volt and 32 amps. The fast charger can also be used with lower rated power sources (e.g. 3.7 kW).

It was a big challenge to increase the power of our chargers by six times and not overly exceed the dimensions of standard chargers. We believe that through the immense reduction of the charging time, the acceptance of emobility will noticeably change.

—Philipp Matt, Head of Engineering at BRUSA.

Features of the NLG6 include:

  • Active HV interlock monitoring in compliance with LV 123
  • Control Pilot and Proximity Detection in compliance with IEC 61851
  • 4 x output driver (12 V/5A) for mechanical interlock
  • Evaluation of external PT1000 resistance thermometers
  • 3 x PWM output signals (12 V/ 20 mA) for control of external LED
  • Compatible with the new “Combined Charging System” (IEC 61851)

The fast charger NLG6 also comes with safety measures including the principle of galvanic isolation to ensure maximum safety for the user in case of a hazard, such as damaged high-voltage connections. Because BRUSA chargers do not harness existing components such as the controller’s power electronics or parts of the motor itself to charge the battery as seen in other applications, a definite separation between the car and the grid is provided. As a result of this, all safety-related standards and EMC requirements from both worlds are met.

The NLG6 has successfully been tested by the VDE association on its CE conformity and behaves towards ground fault protection devices according to regulations.

The power density of 1.9 kW/kg makes the new fast charger one of the most efficient devices on the market. Using PLC (power line communication) technology, the fast charger is able to communicate through the charging cable and thus enabling various functionalities such as internet connectivity (e.g. when mobile network is not available) or intelligent charging (Smart Charge Communication according to ISO15118).

To be able to compensate for the increased availability of renewable energy sources and decentralized power production, grid stabilizing measures will gain importance in the future. The NLG6 is well prepared to bring stability into the grid with intelligent features such as idle and peak power regulation and bidirectional operation, the company notes.

BRUSA Elektronik AG is in its final preparations to start the large-scale production of the new fast charger. Cars equipped with the BRUSA fast charger will be available to the customers in October 2012.

Comments

clett

At 22 kW that's about 88 miles range per hour charging time.

I think we need 50 kW as an industry minimum standard (Chademo is 62 kW DC).

Engineer-Poet

22 kW is pretty impressive IMO; for on-board functionality, changing the requirement for a charger to just an outlet, it's outstanding.

North American voltage is typically in multiples of 120; the corresponding value here is 480V 3φ.  If this unit could be made "omnivorous" and able to take 120V 15A 1φ, 208/240V 30A 1φ, and 480V 30A 3φ it would be a "plug in anywhere" solution.

If it can also handle V2G, it would only take 50,000 connected vehicles to provide 1 GW of instantaneous power capacity.  This would allow a very small vehicle fleet to provide all the spinning reserve needed to back up even a large nuclear powerplant

Davemart

@Clett:
Yeah, I have no idea what vehicle they are going to fit this to, as the Renault Zoe will be capable of 43kw as well as 22kw:
http://green.autoblog.com/2012/03/10/renault-zoe/

A D

1 hour to recharge a battery is too long and this is not a fast charger. Nobody will travel far with a bev
if you cannot recharge in less then 15 to 20 minutes. Even theoricly you will never travel with a bev because a fast charger infrastructure is just fancy theory and in practice you will be lucky to just find a 110 volt plug where you need it, LOL.

Bob Wallace

This isn't the "got to cover in 500 miles today" charger. Those are being installed along the highway. We'll need them so infrequently that it makes no sense to install monster chargers inside our cars.

Grabbing an extra 25 miles during a 15 minute coffee stop from nothing but a 240vac outlet, now that would be useful....

Bob Wallace

" a fast charger infrastructure is just fancy theory and in practice you will be lucky to just find a 110 volt plug where you need it"


It's not that I hate to burst your bubble, AD. In fact, it's kind of enjoyable....

Right now you can access a map on your smart phone that shows you 11,000 places in the US where you can charge your EV wile away from your home plug.

Level 3, rapid chargers are being installed along our major travel routes. Within a year you should be able to drive from Canada to Mexico along Interstate 5 with a 50 mile range EV. Chargers will be positioned every 35 miles.

The same thing is happening around the country.

We're at EV Year 1.8. The Leaf hasn't been on the road for a full two years. Things are moving along quite nicely....

Bob Wallace

Thinking more about this charger.

It's valuable for grid managers. It makes EVs a bigger player in the dispatchable load category. With large chargers and smart switching grid managers could dump more peak power into EVs and take larger loads offline when there's an anti-peak.

It would greatly increase the usability of a 100 mile range EV for someone who often drives over 100 miles per day but under 200. A salesperson, for example. If they could plug in during their lunch break they could double their range.

Work/school parking lots could charge more EVs per day. Let people plug in for the morning or afternoon. That might help some of the 40% who don't currently have a place to charge. Even grabbing 50 miles while you eat your 30 minute lunch out would make EVs functional for many.

HarveyD

Future extender range BEVs with 100+ KWh battery pack will need chargers with 100 to 200 KW capacity.

Alternatively, the on board 120+ KWh battery pack could be split into two 62+ Kwh packs during charging using a twin 62+ Kw charger.

Darius

Bob Wallace,

I would prefer evaluation BEV vs EREV infrustructure cost. EREV 40 miles AER capable to satisfy 70% of our needs with slow ovrnight charging at home. Investment into slow charging infrustructure at work place would add additional 10% AER on average. It would be not huge investment since only some small percentage of automobiles comute more than 40 miles per day on regular basis. I predict that fast charging would add very little in EREV case. May be aditional 3% of AER on average. So in EREV case fast charging is barely needed and could be avoided since it will not profitable enough. In case BEV with 80 miles AER would add those same 3% additional AER. But it is necessary because of range anxiety and would promote BEV acceptance. The rest of longer distance would be covered by othe transport which would incure additional costs. Naturaly I am arriving to the conclusion that BEV in general could not compete with EREV until BEV AER would be 300 miles with same price as conventional EREV and still would be needed huge investment into day and night fast charging. More reasonable way of increasing average electric miles traveled and at the same time avoiding fast charging investment and backup car investment need would be increasing EREV AER and reducing range extender cost but still keeping range extender option based on gasolin, diesel or alcohol. For today is only one pracrical electric mainstreem option - Chevy Volt. Let's pray it will not fail and may be Ford C max would spur development.

Davemart

Darius:
That sounded like an interesting comment you had to share, but it is really difficult to read and make sense of due to the lack of paragraphs.
It would be a lot easier to understand if you would format more! :-)

Herm

Is the Chamaleon 43kW charger used in the Zoe in production yet?.. perhaps its missing some features of this Brusa charger such as galvanic isolation.

Lucas

I'm not going to get all that excited about Ev's until they can go 500 miles on a charge and recharge in 15 minutes.

(Unless gas gets to $10 a gallon, that is.)

EVryman

A.D. is against anything BEV related. It's in his fuel cell DNA. THat's fine but 22 Kw charger is a good start. A person can plug in for a coffee break to an hour at a meeting, and have enough charge to get pretty far. A lot of people will stop for shopping on the way home from work...an opportunity charge designated parking spot would be great for any store/restaurant/coffee shoppe.

I would like more clarification on the other bottlenecks in the charge process. eg. cooking your pack etc.

Darius

Davemart,

Thank you for attention. Actually I tried to make this statement like theorem and prove it. So it is one statement - fast charging is not needed for electrification which could be based on EREV which is only viable solution. May be I am not talented enough expressing my thoughts.

_____________________________

I would prefer evaluation BEV vs EREV infrastructure cost.

EREV 40 miles AER capable to satisfy 70% of our needs with slow overnight charging at home. Investment into slow charging infrastructure at work place would add additional 10% AER on average. It would be not huge investment since only some small percentage of automobiles commute more than 40 miles per day on regular basis. I predict that fast charging would add very little in EREV case. May be additional 3% of AER on average. So in EREV case fast charging is barely needed and could be avoided since it will not profitable enough both to the consumer and provider.
In case BEV with 80 miles AER would add those same 3% additional AER. But it is necessary because of range anxiety and would promote BEV acceptance. The rest of longer distance would be covered by other transport which would incur additional costs.
Naturally I am arriving to the conclusion that BEV in general could not compete with EREV until BEV AER would be 300 miles with same price as conventional EREV and still would be needed huge investment into day and night fast charging.
More reasonable way of increasing average electric miles traveled and at the same time avoiding fast charging investment and backup car investment need would be increasing EREV AER and reducing range extender cost but still keeping range extender option based on gasoline, diesel or alcohol.
For today is only one practical electric mainstream option - Chevy Volt. Let's pray it will not fail and may be Ford C max would spur development.


Engineer-Poet

There are options other than better batteries; electrified highways is one.  If you only need 10 miles of electric range to get to the main road, the battery gets pretty cheap.

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