Electromobility becomes an increasingly important topic and one will no longer get along without an electric car. But how long does a complete charge take? How much KW should an electric car be loaded? Where are advantages in AC or DC Laden and how do my loading times behave?? Nina Koch of Heidelberg Wallbox has gathered some information for us.
How long does a complete charge of an e-car take? A question, which one represents itself. The differences in the loading times are in the built-in charger (on-board charger) in the electric car. So you can load up to 22 kW with a capacity of 3.7 kW. How quickly the vehicle invites you, but depends on two other components: the charging station and the charging cable like the on-board charger. The component with the weakest performance determines the total output.
For example, an electric car with 3.7 kW charging power can be loaded in principle at any charging station designed for faster charging outputs – but it charges with a maximum of 3.7 kW. However, if all required conditions are available, the fastest store can be loaded with 22 kW. The charging time can be calculated quite simple. By simply sharing the battery capacity through the charging power of your electric car:
Battery capacity / charging power = charging time – Example: 90 kWh / 11kW = 8.18 h
The question that you can put beyond the duration of a charging process is the how much kW your own car is to be loaded. The time of each individual is getting scarce. Especially with car rides you want to go as quickly as possible at his destination. However, it does not make sense to always load his car with the highest possible charging power. One distinguishes between
- Normallades (3.7kW to 22 kW)
- Fast shop (from 22kW to 150 kW)
- High Power Charging (from 150kW to 350kW)
However, it does not offer every automaker a connection to High Power Charging. So, before buying an electric car, you should pay attention to which trips are completed with the E-car or whether the stromer is equipped with a quick loading technology to then load the car accordingly. Basically, it can be said that a lower charging power is usually more gentler for the battery than a high charging power. However, the charging time is significantly longer at a lower charging power than with a high charging period. Internally, the electric vehicles control the charging power so that the battery is not overrusted. Frequently, the charging power is greatly reduced towards the end of the charging process.
Where are the advantages of AC or DC Laden and how do my charging times change? Also this question should not be unanswered. Different loading species are intended for different situations. DC or. DC shop (fast shop) is recommended for longer trips, since only with short waiting times is expected. When DC charge, a CCS connector is used, which is an extended type 2 plug. If the car is for more than 20 minutes, the AC alternating current shop (regular shop) is recommended. When loading AC, only a type2 connector can be used.
About the author: This article was written around the e-car invite by Nina Koch, which operates in the field of marketing emobility for Heidelberg Wallbox.
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10 thoughts on “Differences between loading times: 11kW, 22kW and AC-DC charging”
… not unmentioned should also remain the fact that AC are only just 100% ** reduces the loading speed, where, on the other hand, the DC speed should be considered as peak.
No manufacturer drives 150kW of 0-100%, here you should be, so you have much DC charges in mind, see the charging curve of the desired car.
**) In principle, except maybe in LFP batteries, 100% avoid as well as possible and see the manufacturer’s instructions for Daily Usage “.
It depends on the battery size:
With a 100 kWh big battery, an electric car can charge hours on a 50kW pillar.
In the future there will be many more vehicles with such large batteries.
Therefore, more normal CCS fast loader would be z.B. necessary for supermarkets.
So the loading speed at each charging, whether with direct current or alternating current, is throttled shortly before the end or. Partly, depending on the vehicle and situation, in a balancing over. In addition, load losses occurred, which show in the heating of the battery and the charging column. Therefore, the charging time can not be calculated as simple. The above invoice is a coarse stop where you can be sure that it takes longer.
For vehicles with current high voltage technology, however, there are two onboard loaders: the DC 400V must also be translated where the state of the art. This will be a topic when Tesla releases its loading net. Could be mentioned. Not everyone knows that. The text implies, there were three different connectors, one there is an extra plug from 150 kW, “Connection to High Power Charging”. This can be said, it does not make sense to divide the fast shop. It should have been clearer to make sure that you have to pay attention to a CCS connection when choosing the vehicle, if you have longer distances. Whereby the meanwhile is the standard for very many new cars.
Here, in my opinion, the on-board charger and the cable should be discussed.
Battery capacity / charging power = charging time – Example: 90 kWh / 11kW = 8.18 h
This statement only applies to DC loading, or?
At AC charging, the cable and the on-board charger play an important role.
My car can only load 1-phase, so the 3-fold time would need.
I believe if the cable supports the 11 kW cable only 16 A it will also be slower when the column 32 A outputs.
To enlightenment is requested
Some of the post must be correct:
One should also say the newcomer that the DC charge up to 100% not only stress the battery, but is also economically nonsense because of the more expensive DC tariff, especially as the last 20% from 80 to 100% with AC are only slightly slower loaded , but less than half costs in extreme cases.
If you do rest anyway and eat something or drink something, you can then download the rest with AC and then does not block a loading place with a now hpc-fully charged car until you have the snack behind. Standing the car for an hour at the HPC loader is rude to other electromobiles.
The topic load is much more complex, unfortunately, everything depends on the combination of all built-in components incl. Battery and the variable circumstances. The variable circumstances include, for example, the ambient temperature, the temperature of the battery, the temperature at the charging cable etc.. Decisive is the control of the loading cycle via the BMS, here everything is matched to the cell types and certainly there are still quality differences, even these determine the end of the charging.
Best Tip is always a look at the operating instructions of the vehicle, here will clearly describe the best handling of your battery.
Z.B. : I3 = no special indications, battery calmly always full load.
ID3 = clear note the battery in everyday life only with 80% to load.
This already shows how different any manufacturer conditioned its product and thus clearly influences the loading speed, because the best charger will help in the end because the BMS simply takes the charging current back.
Of course, all the wallbox manufacturers and still build simple solutions without giving the customer’s sensible options to the hand, let alone photovoltaic supported shop.
Nothing about 1-, 2-, 3-pole loading???
The employee of a market participant in the editorial area … can bring on strange thoughts. A clean separation seems to be offered.
Very interesting, especially the knowledgeable comments – but also quite complex (for me). I’m going enthusiastic my smart EQ convertible CA. 10 – 20 km / day – in the city and to the breadclothing – and put it on average once a week in the evening in my (after all blue) Carport 220V socket. In the morning it is then quite full ‘for € 0.26 / kWh and I do not need to burden me with electrotechnical technical terms and calculations. Do not know any idea where I find this data in the vehicle papers. Mercedes said something of 17.6 kWh battery capacity.
For longer routes and travel, we have my faithful Diesel C-Class, which I will eventually replace a corresponding FCEV with AHK (but definitely no SUV).