[Fire caused by overcharging of electric vehicles]

We always take short-term prescriptions in such a way that we turn off the lights at the top of our feet when problems arise.
I don’t see if it’s a legitimate method or if it’s been proven technically through a sufficient experimental process, but I think it’s going to be beaten up by the media, so I just gloss over it as if the problem can be solved.

It’s pathetic to announce and talk like a savior. Technology has many approaches, not just one, and you have to experiment with them for a long time, as in the United States, to establish the best method.

It is difficult to find if such an accident occurred in the United States or Europe. It may have occurred in the early days, but let’s summarize some of the actions taken by Tessler and others.

1. It is the BMS (Battery Management System) that continuously monitors the charging state of the electric vehicle battery, and the device must first detect the charging state by itself and automatically stop charging when it reaches a certain level, not by an external command.
2. The software built into the electric vehicle must be set up to prevent overcharging during battery charging. For example, before the battery reaches 100%, it should use a method of reducing the charging speed or stopping charging at 80 to 90% to avoid a full state.
3. High-quality chargers should be used. Probably, Korea understands that almost all important functions are left behind by charger pricing. (It’s as if Korea’s smart meters are not smart meters but just electronic meters, so chargers are not smart chargers.)
4. It is important to regularly check the battery and charging system to see if there is an abnormality. Since damage to the battery cell or defects in the charging system may lead to overcharging, it is necessary to detect and correct these problems in advance.
5. It is important to strengthen the safety of charging infrastructure such as public charging stations. It is necessary to check that the charging infrastructure is equipped with safety devices such as overheating prevention and overcharging prevention.

Above all, it is necessary to determine whether this issue is the area of Behind-the-meter or the area of Front-the-meter to ensure authority and responsibility. As shown in the annex, managed charging such as V1G should be provided for interrelationships with the power grid, interfaces, and monitoring.

Simply installing and monitoring modems is only a temporary measure, and the cost burden will increase in charging facilities. The government’s job is just urgent, so I’ll spend taxes on subsidies, but….

To summarize Tessler’s solution, it basically uses a good quality battery, solves it inside the vehicle and charging system (or optimization will be possible because the vehicle and charging system are built together), and realizes monitoring control through the overall system through VGI with the grid (power grid).

Since the vehicle already has Telematics, isn’t there a solution to the action needed between the charging system and the monitoring system?
Also, if you install a few devices in a temporary way and even that one catches fire (defined from the authority of charging control), what would you do then?

I’m sharing some of the fees that we announced years ago that we should prepare for something like this. There’s no solution to sharing because the people involved are doing it in their favor and convenience…

Electric Vehicle Rechargeable Fire #V1G #ManagementCharging