How do pure electric vehicles impress users? Recently, the editor learned from relevant channels that Audi e-tron will officially debut at the Audi Summit held on August 30. As the first mass-produced pure electric SUV in Audi's product lineup, the appearance of e-tron can be said to officially open Audi's pure electric product strategy. According to Audi's plan, as of 2022, Audi will launch 10 pure electric vehicles in the Chinese market. By 2025, one out of every four Audi vehicles worldwide will be a pure electric vehicle. In fact, as early as 2015, Audi released the e-tron quattro concept car, and the announced cruising range is similar to the e-tron prototype. In the past few years, Audi is solving the two core problems of pure electric vehicles: battery and charging for the mass production of e-tron. So, what is the battery structure and charging package of Audi e-tron? When designing a battery, there are three main considerations: cruising range, battery thermal management and safety design. It is somewhat unfair for pure electric vehicles to talk about the cruising range without using the scene. For the Audi e-tron prototype, as an SUV, it is obviously not positioned for daily commuting, so Audi engineers set its cruising range at 400 kilometers (WLTP working condition). This figure is basically at the same level as that of traditional diesel locomotives. There is no big problem for traveling between two places within a two-hour driving distance. The rest will be solved by the charging infrastructure. 95kWh battery pack Battery pack structure diagram As can be seen from the picture above, like most pure electric models, Audi chose to lay the battery flat under the vehicle. In order to meet the 400-kilometer cruising range, Audi used 36 battery modules (each module consists of 12 60Ah cells, with a battery pack power of 95kWh), of which five battery modules are placed on the second floor and placed in the Below the rear seat of the vehicle. However, we all know that the biggest enemy of batteries lies in climatic conditions. The use of air conditioners and the impact of cold environments on the battery will affect battery life. Therefore, Audi engineers have spent a lot of thought on thermal management. The first is the cooling system. In order to keep the battery in a suitable temperature range (Audi’s setting is 25-35 degrees Celsius), Audi has prepared two different cooling methods for the battery pack: air cooling and liquid cooling. Different, different cooling cycles will be used. During AC charging, the external power supply is connected to the battery through a high-voltage charger, where the high-voltage charger is the main source of heat, so Audi equipped the charger with a water cooling system. Unlike AC charging, the external power supply is directly connected to the battery during DC charging, so the battery is the main object that needs to be cooled. Audi laid the cooling pipes flat under the battery modules, and used caulk and thermal gel to help the battery dissipate heat. This is the cooling cycle mode when the vehicle is running. The battery management control unit will choose to use air cooling or cooling devices for cooling according to the current temperature of the battery. Because of the existence of air cooling, you can see that the air intake grille is still retained on the e-tron prototype, and the air intake grille can be closed when it is not needed. For the low temperature in winter, the battery will be heated by the residual heat generated by the motor operation to reduce the loss of power. Moreover, in order to reduce energy loss when using air conditioning in winter, Audi uses a heat pump system. In the heat pump system, the compressor compresses the cooling medium from a gaseous state to a liquid state, and uses the heat generated during the compression process as an energy source for air conditioning and heating. As mentioned above, Audi did not design the cooling system pipes between the battery modules, but also chose to place it under the battery modules, similar to a sandwich structure, which is different from the choices of most manufacturers. Audi engineers said that there are two considerations for this design: 1. It can make the battery module arrangement more compact 2. In the place where the cooling pipeline was originally needed, an aluminum alloy frame was replaced to guide the collision ability in the event of a collision and reduce the damage to the battery This can also be seen from the weight of the battery pack. According to reports, the weight of the entire battery pack is 700kg. Audi believes that in order to ensure the safety of the battery, it is willing to use heavier materials. However, in terms of structural design, Audi is also trying to reduce weight. The aluminum alloy casing of the battery is designed as a two-layer hollow style, which is to reduce weight and better absorb collision energy. Taking into account the need to replace the battery, the entire battery pack is connected to the body through 35 screws. When replacing the battery pack, you only need to remove these 35 screws. The engineer also revealed that in the design of the next generation of models, the modular design of the battery pack will be carried out to facilitate the layout of different models. The popularity of pure electric vehicles is inseparable from the construction of infrastructure. If the vehicles cannot be charged in time when they need to be charged, then pure electric vehicles will never be able to compete head-on with vehicles with other driving methods. In order to make charging convenient, Audi believes that it starts with the charging scene. Audi divides the charging scenarios of pure electric vehicles into three: 1. Home charging 2. Charging on the road 3. Destination charging In these three different scenarios, users have different charging needs. Home charging is the most common scenario. Audi believes that the proportion is about 85%. The use of fixed charging piles does not require time. The possible demand is to use cheaper electricity (valley); charging occurs on the way and at the destination. The frequency is low, but the convenience of charging is heavily weighted. Fast charging is a technology that must be considered. Another issue that needs to be considered is the payment method. The Audi e-tron comes standard with 11kW charging equipment for household use, and a 22kW version is available. In order to facilitate charging, the e-tron prototype also supports optional additional charging ports on the other side of the vehicle. The e-tron prototype adopts a hybrid charging port design (AC charging port and DC charging port). The charging cable that comes with the charging pile specially developed for highways and other places has both an AC charging port and a DC charging port. Let the car owner choose the charging method according to the vehicle's battery status. Of course, the charging interface is actually related to national standards. If it is to be made in China, the design of the charging interface may be changed according to domestic standards. In Europe, in order to solve the charging problem, Audi plans to launch a universal charging card. This charging card can be used at any charging station in Europe, avoiding the need for car owners to put a bunch of cards in their wallets in order to be able to charge. This is naturally different in China, after all, mobile payment is no longer a problem in China. The most important thing is the establishment of charging infrastructure. In November last year, Volkswagen, BMW, Daimler and Ford jointly established a joint venture company Ionity to establish a charging network in Europe to solve the charging problem of pure electric vehicles. According to the plan when the company was founded, this year will expand to more than 100 charging stations in Europe. In 2020, the network will include more than 400 charging stations, and the maximum power of charging stations will reach 350kW. However, there are still some problems in popularizing fast charging technology on a large scale. Audi staff told the editor that the current cost of fast charging charging piles is still high. Taking Europe as an example, the cost of 50kW charging piles is between 25,000 and 30,000 Euros, while the 150kW fast charging piles provided by Audi for e-tron prototype cost more than 100,000 Euros. The 350kW charging piles planned to be launched in the future cost more than Europe. The annual salary of a PhD. Although the cost of the latter two is the current sample production cost and will be reduced with large-scale mass production in the future, the deployment of charging facilities will still be restricted. The other is the problem of the charging network. In the simplest way, how many pure electric vehicles can be charged simultaneously by the charging network? The current sales of pure electric vehicles are not high, and as sales increase, the requirements for charging networks will become higher and higher. It is a consensus in the industry that the upper limit of pure electric vehicles is determined by battery performance, and battery performance depends on battery technology. However, from the current point of view, there is no need to demand too high a range of pure electric vehicles. After all, in the era of market economy, whether a model is accepted by users or not depends on the positioning and the degree to which the design and positioning of the model fit. From this point of view, as the product lines of major manufacturers spread, in addition to the increase in battery energy density, battery pack design, battery dynamic management, and vehicle integration are the match points.
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