Higher charging rate (350+ kW) is required for all future extended range BEVs with 100 kWh to 150 kWh battery pack, such as the new TESLA Model S-100D by end of 2016 and the TESLA Model S-120D by end of 2018.

Improved and larger extended range BEVs with 150 to 300 kWh battery pack will require 700+ kW charging facilities by 2020/2025 or so.

Both will come together with a worldwide standard connection and automated billing to compete with extended range FCEVs and ICEVs.

They are referring to a bunch of ISO and DIN standards and are making no mention of SAE or CHAdeMO (or Tesla), which are the current established standards. Is this building on top of the existing standards, or are they proposing yet another incompatible one??

More incompatible charging stations are not what is needed.

I can tell you one thing; there is zero chance of having a 0.7 MW EV charging station any time soon! Go figure out the current or voltage requirements to do that. Figure out the cross-sectional area of copper needed if you do it at a normal voltage. Even at the common Canadian industrial 3-phase 600 volts we are talking 1,000 amps to do that. Or do you really want the normal average person who is not a qualified electrician handling 20,000 volts so as to get the thickness of the cable down to something reasonable? Not gonna happen!

unless batteries get a lot smaller and lighter, the idea of adding every larger batteries into cars seems crazy to me.
You hardly ever need that range and you are lugging around huge, heavy batteries all the time.

Better to have some class of a PHEV or some kind of range extender, with say a 24 KwH battery.

As for charging power, you need at least 50Kw IMO - think of the charge / drive ratio - say you can drive at 15Kw and want to charge in 1/5 of this time, then you need a 75 KW charger ...
Quite a lot of power, but doable.

To reiterate, it is crazy to add huge batteries to EVs, better a 1 or 2 day battery and some kind of range extender.

If you have a constant, high mileage, get a diesel (or a hybrid).

Brian, IEC 61851/62196 is essentially synonymous (or really a super set) of SAE J1772. European car companies refer to the IEC version, US car companies refer to the SAE version. Other than automated retires on a GFI trip, there is little difference except that Europe has three phase connectors.

I like the way buses(BEBs) handle high wattage charging with a robot overhead pressure contact device; perhaps this type of isolation charging can be engineered for large capacity quick charging in the future. Tesla has such a prototype robotic device under testing for BEVs that uses their current standard plug. They have also improved the current carrying capacity of the copper cable by an advanced cooling device.

My concern is there is no quick charge standard for BEVs and how this fractures cooperation and increases the costs of all products which stifles innovation. Quite frankly, I favor the well thought out Tesla standard and the fact they have offered to share the whole design...all phases of the technology. The other automakers could save a bundle and speed up the adoption of EVs Worldwide by giving up their human egos just long enough to see the benefits and make the decision.

Most extended range BEVs will have 100 kWh to 150 kWh battery pack sometime between 2020 and 2025. Those improved battery packs will not weight more than current 85 kWh packs and may even weight a lot less.

The TESLA Model S-100D will be announced soon.

Quick charging 150 kWh packs for a few million EVs will need improvement to current methods but it will be done. TESLA will not be the only one with the solution.

Of course, future electrified large buses and large trucks will have much larger packs starting at 240/300 kWh or 2 x 100 KW FCs or a combination of both?

Too many posters underestimate future batteries and FCs development. The same posters will not accept future 8K TVs, ultra light car bodies, post Lithium Solid State batteries, small e-planes, more efficient electrolizers and H2 storage, more efficient REs and associated storage.

Electrification of transportation means and REs with storage will be accelerated to reduce GHGs and pollution. Look at China, Japan and SO Korea to lead. USA and EU will not be far behind.

Electric trains/subways can handle high voltage and high current on an all weather 24/7 basis.

The current EV charging method, using charging cables and plug-in handle, inherited from our current liquid fuel vehicles, may have to be dropped in favour of a no-hand charging system. Trolley e-buses used such system for years and it could be improved.

I doubt that our future Miss/Mrs will have to use/touch charging cables at -20C or -30C. We will find better ways?

No so sure that -20C is that good for EV batteries. Keeping batteries 'cool' may be positive under certain operations but keeping them too 'cold' degrades their performances.

The e-range of most electrified vehicles (HEVs, PHEVs and BEVs) is substantially degraded at -20C and more so at -30C and -40C.

It would be very difficult to change the winter time temperature (downward) during charging time and raise it (upward) during operation hours.

When we have -20C or -30C it is normally there for charging and operation hours unless you want to leave your fully charged electrified vehicle in the garage for a few days.

Pre-heating the battery pack compartment + adequate or more insulation could help to reduce degradation on very cold days. Heating the steering wheel and occupied seats only may also help.

You haven't been asleep. Most residences have 100 or 200 amp 240 volt single phase service. A home charging system delivering 30 to 40 amps (about 7 kW charging power) can be accommodated but trying to deliver more than that gets expensive. But for how most people drive, this is sufficient for most people for an overnight charge to do their next day's rounds. The issue then becomes only the quick-charging stations on motorways. These obviously have access to higher current. No doubt the charging rate has room to go up from where it is today (100-ish kW for Tesla stations) but the size of the cable and/or the voltage that has to be handled goes up with this increase in power - and batteries themselves have limits to how quickly they can accept a charge. The earlier suggestion of "700 kW" is patently ridiculous - as is the suggestion that we fill the roads with overhead streetcar wires.

By the way, yes, the subway system in Toronto (and elsewhere) is fed with power from the third rail, generally this is DC at 750 volts or more, which is extremely dangerous if someone were to come in contact with it. It's kept away from public (and wildlife) access - and the entire rail system that uses this type of power supply has to be separated from public (and wildlife) access.

To bring these levels of fast charging to the house is just not going to happen.

To build that level to the node might be possible however the proper solution is to reduce the consumption side.This includes lightweight, high efficiency and energy conservation.

Overbuilding of infrastructure is quite insane.
Aside being technically impossible on any meaningful time frame.

It sits beside the 300KW - 1000KW vehicles that the 'I can have anything'- luxury vehicle owners mentality encourages.

I guess that dedicated fast charging stations are a different proposition and looking forwards several generations could compliment several technology generations hence, support advanced battery and charging abilities.

I assume that building ordinary consumer vehicles with that level of capability will be 10-20 years away optimisticly.

We probably could produce a 'rough as' or $6M version today.

My point being - it doesn't sound too fanciful to realise such a vehicle as the internal transmission distances are small. But the economic justification and indeed the enabling technology and infrastructure doesn't just 'appear from nowhere overnight.

It may work in limited bits of well developed electrified economies, but that is a very small part of today's transport markets.
It is of limited or no interest to today's ordinary consumer transport requirements.

Nobody's talking about bringing 100+ kW charging to the home.  It's utterly un-necessary.  You can completely charge a Tesla overnight at 240 VAC, 50 A.  A complete overnight charge from a typical day's driving requires just a fraction of that.

Fast charging is for vehicles on long trips, and perhaps for quick top-ups when running low on a long day's set of errands.  For almost everything else, your basic PHEV rig (240 VAC @ 16 A) suffices; that will fully charge a Tesla P85 in a day.