http://insideevs.com/witricity-now-test ... ng-anyone/WiTricity Now Testing Wireless Charging With GM, 11 kW Chevy Volt Charging Anyone?
. . . Two power levels of the WiTricity’s Drive 11 park and charge system are under investigation – a 7.7 kW unit, and also a 11 kW system (both designed with an intention to comply with future standards proposed by SAE International’s J2954 Committee as we understand them today).
Both power levels could be utilized in plug-in hybrids in the future (like the Chevrolet Volt and Cadillac CT6 plug-in) and all-electric cars (Chevrolet Bolt EV). Given the maximum input charge level for the Chevy Volt is currently 3.6 kW (level 2, no DCFC abilities), the ability to accept either a 7.7 or 11 kW wireless charge would be a huge improvement.
It’s too early to said that GM will use WiTricity wireless charging for sure, but if Chevrolet intends to offer autonomous driving technology, the adoption of wireless charging is a major option, that many consider to be required in the package. . . .
http://www.greencarcongress.com/2017/01 ... j2954.htmlSAE International taskforce agrees on SAE J2954 Wireless Charging Test Station; major step forward in global standardization for wireless power transfer for EVs
. . . The Taskforce members have agreed on specifications for the SAE J2954 Test Stations, which automakers will use as a basis to develop their wireless charging systems, and to verify that they will interoperate with charging systems and vehicles sold by other makers.
The Taskforce agreed that the WPT1 (3.7 kW) circular coil system and the WPT2 (7.7 kW) circular coil system will be in the Test Stations used to test products developed by car makers, Tier 1 suppliers, and charging infrastructure suppliers to confirm SAE J2954 compatibility. These wireless charging systems charge at the same rate that existing Level 1 and Level 2 wired chargers operate. . . .
In 2017, the Taskforce will decide on other aspects of the standard, including standardization for wireless charging systems capable of WPT3 (11 kW) charge rates. The specifications of the SAE Test Station and procedures for validation for both the vehicle and infrastructure chargers will be defined in the SAE J2954 Recommended Practice to be published later this year. The final SAE J2954 Standard is to be published in 2018 based on actual vehicle test data.
On 6 February at the Center for Sustainable Energy in San Diego (the day before the SAE Hybrid Forum), the SAE J2954 Taskforce is having a technology forum to discuss standardization, status and plans for vehicle testing, and implementation of wireless charging systems with CARB, CEC, and the public. (Earlier post.)
http://www.greencarcongress.com/2017/02 ... j2954.htmlWireless charging J2954 testing to 11 kW in 2017 for LD, HD starting up to 250 kW; autonomous charging and infrastructure proposal for California
. . . SAE International is engaged with the Idaho National Lab and US Department of Energy (DOE) in bench-testing of WPT 3 (11 kW) levels in 2017, said Jesse Schneider, chair of the SAE J2954 task force, in his presentation at the SAE 2017 Hybrid and Electric Vehicle Technologies Symposium last week in San Diego. In addition, eight OEMs have light-duty vehicle testing planned to begin in third quarter for WPT 1-3 which is scheduled to be completed in 2018. . . .
Further, SAE International has made a proposal to Electrify America to start a build-out of multiple hundreds of Light Duty Wireless Chargers starting in 2019 in public locations in California and ZEV states in three stages. The first stage, for light duty vehicles, creates an infrastructure based on J2954 (for example in malls, large workplaces, condominium complexes, etc). SAE also proposes 100 Heavy Duty Chargers in 2020 based on SAE J2954/2 (for example public transit agency, truck stops for anti-idling, etc.) in 2021 to create a wireless charging infrastructure with alignment communications for autonomous vehicles (for example, taxi fleets).
This will also help independent organizations or government organizations to quantify how much wireless charging may increase the eVMT (electric Vehicle Miles Traveled) for wireless charging (inductive charging) vs. plug-in (conductive charging) electric vehicles. This could also be quantified in the form of a CO2 reduction potential by implementing wireless charging both in the home and in public locations.
In addition, this could also provide some data to help to understand the potential of wireless charging to reduce the pulse in criteria pollutants emitted with the engine cold start of a range extender engine. (The last, noted Ryan Hart from the California Air Resources Board (ARB) in his talk at the SAE symposium, is not a negligible problem. . . .)