Study of different EV Chargers
Presented by
Vinod Nenavath
OUTLINE
• EV Charging • Smart Charger (V2X)
• Classification & Comparison • Benefits
• On Board Charger (AC) • Application of V2X
• Architecture • Charging Standard
• Block Diagram
• SAE Standard
• Discussion on Topologies • Charging Characteristics
• OFF Board Charging (DC)
• Power of EV Chargers
• Architecture • Indian Perspective
• Block Diagram • Future E- Car
• Discussion on Topologies
CHARGING
SCHEMES 2
On Board Charger
DC
Charger
ON-BOARD
CHARGER
Battery Pack
Inductive pick-up
Wireless
Chargi g inductor
n Charging
CLASSIFICATIO
N
• Charging Scheme • Charger Presence
• Conductive (AC and • On-Board Charger (OBC)
DC)
• Charging station, Off-Board Charger (DC
• Inductive (Static & Charger)
Dynamic)
• Battery Swap • Wireless
(Mechanical)
Images for representation purpose
only
CONDUCTIVE AC
CHARGING
On-Board Charger
(OBC)
• The battery can be recharged anywhere
• Easy communication with Battery Management
System
• No additional power electronic converters
• Higher performance and lower cost
• Power level limitation
• Size and weight restrictions
• Relatively long charging time
Off-Board Charger 6
• Design specific for high or Images for representation purpose
only
low charging rate
• Not limited to weight and
size
• Made for fast charging
• High installation cost
• Adverse impact on power
system
• Reliable communication is
important (BMS to battery)
STATIC INDUCTIVE
CHARGING Wireless
Static
• Convenience
• No manual intervention
• High investment
• Limited space & weight of charge pads
• Misalignment between the vehicle and the charge pad
• Power losses and relatively lower efficiency than conductive charging
• Electromagnetic radiation exposure
DYNAMIC INDUCTIVE
CHARGING Wireless
• Low stand-in charging time Dynamic
• Low battery DoD
• Smaller battery size
• High investment
• Foreign objects change coil structure and coil misalignment on the road
• Applicability to different car types
• Experimental Stage
BATTERY
SWAP
• No range anxiety
• Quick and easy refilling like a combustion engine car tank
• Longer charging times available for the EV battery
compared to fast DC Charging
• Standardized battery interface
• Consumer acceptance
COMPARISON
CHART
Charging Conductive Inductive Battery
Methods Swap
AC DC Static Dynamic
Convenience
Cost
Service time Long Short Long Flexible Shortest
Power Level
Efficiency
Battery Lifetime
Standardization 11
Impact on Grid
OBC
ARCHITECTURE
Electric
Vehicle
Charge Onboar BM
S
AC controlle Com
m.
d Power
Chargin r
g
Charger Control
Unit
Station
Safety
Interlock
s Protectio
n
circuits CC/ Batter
D
AC
A Rectifier D DC-DC C CV
y
C C
Supply Converter
BLOCK
DIAGRAM
OBC
Main Power Stages Block
Diagram
High Key Features
Voltage DC OBC is an AC-DC converter composed by
bus
(200-450V) (PFC + isolated DC-DC) main stages
PFC DC-DC
Power level up to 22kW
Input voltage
EU : 230 Vac or 400 Vac
AC input Aux Power Supply US : 120Vacor 240 Vac
voltage
Voltage output range: 200VDC - 450VDC
(single or~3
phase) E
High effciency
V AEC-Q101 power discrete
devices required
AEC-Q100 integrated circuits required
Minimal size
AC CHARGING
CONNECTOR
• Type 2
• 3P
• Type 1 • Tesla US
240V/80A;
• 120V/240V 1P/80A Connector 400V/63A
• Used in USA & Japan • 17.2kW/ • Used in China Europe
240V
22
DC CHARGING
ARCHITECTURE
Charge
Communication
controlle
BM
r
S
Power
DC Charging Control
Station Unit
Electric
Safety Vehicl
Interlock
s e
Variable
DC Protectio
AC A Rectifier D DC-DC D
Supply
D
C n
CV? Battery
Supply C C C CC
Converter circuits
DC CHARGING
CONNECTORS
• CCS – COMBO1 (USA) • CCS – COMBO2
• 200-1000V/350A up to 350kW (EU) /350A up to
350kW
• 200-1000V
• China GB/T
• 50-500V/400A
• Chademo (Japan) • Future 1000V/400A
• 50-500V/400A
• Future 1000V/400A
CONTROL
PINS
Proximity Pilot
Monitor Connection Between
EV
& Charger
Two Signals
Maximum Actual
Control Charge Charge
Pilot Current
PWM Signal
Current
PFC
TOPOLOGIES
Power
Level
2-3.6 kW 6.6-7.2 kW 10-11 kW 20-22 kW
Interleaved Boost
(single phase
input)
Most Common PFC
Semi-bridgeless
(single phase
input)
Topologies Totem Pole
(single phase
input)
Vienna
modified (3
phase input)
Vienna
original (3
phase input)
I NTERLEAVED BOOST: PFC
Pros &
Cons
• 2 Parallel Connected Boost Topologies
180° Phase Shifted (or N Boost 360°/N
Shifted)
• Reduced Input Current Ripple
• Reduced Capacitive Ripple
• Reduced Inductor Size
• Better Heat Dissipation
• High Losses In Bridge Diode Rectifier
• Increased components
34
SEMI-BRIDGELESS BOOST PFC
Pros &
Cons
• 2 Boost Topologies
• Bridge Rectifier Removed
• Reduced Inductor Size
• Better Heat Dissipation
• Increased Components
• Less EMI Issue
35
TOTEM POLE BRIDGELESS BOOST
PFC
Pros &
Cons
• Bridge Rectifier Removed
• Reduced Part Count
• Very Small Conduction Losses
• Very High Efficiency
• Small EMI
• Body Diodes used as Fast Recovery
Diodes
• Complex Drive and Sampling Circuit
36
DC-DC TOPOLOGIES VS
POUT
Most Common OBC Power
Level
2-3.6 kW 6.6-7.2 kW 10-11 kW 20-22 kW
Most Common DC-DC
Full bridge-
LLC
Full bridge-
Topologies
PS
3 level
Half bridge-LLC
AUXILIARY SMPS : POWER
LEVEL
< 15W 15W - 70W
Flyback
based on
converter
Flyback
based on discrete
controller +
MOSFET
(3PH + NEUTRAL) INPUT:
MODULAR
L
1 PFC DC-DC 1 Vdc
N 1
• Easy system implementation
• More system reliability
• Higher system efficiency
L PFC DC-DC
2
N 2 2
L
PFC DC-DC
3
N 3 3
OUTLIN
E
• EV Charging • Smart Charger (V2X)
• Classification & • Benefits
Comparison • Application of V2X
• On Board Charger (AC) • Charging Standard
• Architecture • SAE Standard
• Block Diagram • Charging Characteristics
• Discussion on Topologies • Power of EV Chargers
• OFF Board Charging (DC) • Indian Perspective
• Architecture • Future E- Car
• Block Diagram
• Discussion on Topologies
24
BLOCK DIAGRAM
Three phase PFC Isolated DC/DC
L1
SiC SiC
HV MOSFETs diodes SiC MOSFET
L2 Diodes
/ IGBTs HV HV 200-500Vdc
L3 diodes diodes
SCRs
Signal MOS/IGBT MOS/IGBT Signal
Control unit conditionin
conditionin Gate driver Gate driver
g g
AC
Auxiliary Supply
Diode
Diode
Clam
`
AC
p CV
Controller HV MOSFET Controlle
r
Referenc
e
SMART CHARGING
V2X
Increase the flexibility of charging. Bulk Renewable
Generation
Higher utilization rates of fixed assets.
Increase the efficiency of power transfer.
Reduce the peak demand on the Generatio
n
distribution network.
EVs can be made more sustainable by
charging by renewable. Storag
e
Distributed
Smart charging can provide new revenue Renewable
Energy Generation
Prosumer
s
streams to EV owners. Electric 32
Vehicles
Images for representation purpose
only
APPLICATION OF
V2X
• Local load balancing
• Adjust charging time/power according to
load
•Balance multiple charge points with priority
• Renewable energy utilization
• Price based charging
• Peak saving
• Grid back up
33
LOAD
BALANCING
• Shift the charging time slot and to adjust the charging
power based on the grid capacity and local loading
condition
• The second approach is to balance multiple charge
points
with priority
34
UTILIZATION OF RENEWABLE
ENERGY
Smart charging can help in controlling
the charging power of the car based
on the renewable energy production,
say from solar and wind generators.
V2G, the electric cars can be used
as massive energy storage to
balance the variable generation from
renewable energy sources.
35
PRICE BASED
CHARGING
The charging power is increased when the
electricity price is low, and the charging
power is decreased or even stopped when
the electricity price is high.
Customers can get more profit when the
V2x is applied. For example, we can
charge the cars when the electricity is
cheap and discharge the car via V2x when
electricity is expensive and above a certain
pricing level.
PEAK
SAVING
The aggregated EVs can work as mass
storage in the grid. With controlled charging,
the EVs can be charged when there is extra
renewable energy generation, and they can
discharge via V2X to feed the grid when a
peak load is in the evening.
By doing so, the peak of both generation
and consumption can be shifted, and the
electric power demand-supply gap can be
perfectly matched.
GRID BACK-
UP
In the future, electric vehicles can
even operate as a backup for the
grid on a relatively large scale.
In case of a short duration failure, EVs can
be connected to the grid, to our homes or
to loads and can be controlled to provide
emergency power via V2X.
SAE
STANDARD
AC
Charging
Power
Voltage Levels Typical usage Interface
lev
(V)
el
(k
W)
Level 1: Convenient
230 (EU) Office or Home base 1.4 (12A)
Any convenient outlet
120 (US) charging 1.9 (20A)
Level 2: Main
4 (17A)
400 (EU) Public and private Electric vehicle supply
8 (32A)
240 (US) based equipment
19.2 (80A)
charging
Level 3: Fast
Like a filling Electric vehicle 50
208 - 600
station supply 100
commercia equipment
l point
SAE
STANDARD
DC
Charging
Voltage Levels (V) Typical usage Interface Power level (kW)
Dedicate Electric vehicle
Level 1: 200 - 450 40
d charging supply
stations equipment
Level 2: 200 - 450 Dedicated Electric vehicle 90
charging stations supply
equipment
Dedicate Electric vehicle
Level 3: 200 - 600 240
d charging supply
station equipment 41
IEC AND CHADEMO
STANDARDS
Voltage Levels Location of Charger Typical usage Interface Power level (kW)
(V)
IEC
AC Charging
Single Phase Office or Home
Level 1 Any convenient outlet 4 – 7.5 (16A)
On board base charging
Single Phase/ Publically
Three Phase Electric Vehicle Supply
Level 2 and 8 – 15 (32A)
On board Equipment
privately
based
charging
Three Phase Like a filling Electric Vehicle
Level 3 60 – 120 (250A)
On board station, Supply Equipment
Commercial
point
DC Charging
Dedicated Electric Vehicle
Rapid Charging Off board 1000 – 2000 (400A)
Charging stations Supply Equipment 42
CHAdeMO Standard
Dedicated Electric Vehicle
DC Rapid Off board 62.5 (125A)
Charging stations Supply Equipment
Charging
OT H E R SY ST E M L E VEL S TANDARDS
EV infrastructure safety, electrical This standard is related to
IEC TC 69/64 SAE J-2929
installation, electric shock protection. safety of propulsion
battery system.
Standards related to workplace This standard deals with electrical
safety, charging system safety, SAE J-2910
NFPA 70/70E safety of buses and test for hybrid
branch circuit protection. electric trucks.
SAE J-2344 Defines rules for EV safety.
Standard is related to
UL2202
protection of charging Standard defines the safety rules
system. SAE J-2464
for Recharge Energy Storage
Systems (RESS).
This standard deals with
UL2231
protection of supply circuits. Standard is related to electrically
ISO 6469-1: 2009 propelled road vehicles, on board RESS,
(IEC) inside and outside protection of a
It provides rules of protection
UL225a person.
regarding couplers, plugs and
receptacles. Safe operation of EVs, provide
ISO 6469-2: 2009
protection against inside failures.
Provides safety regulations for (IEC)
DIN V VDE V 0510-11
battery installation and
ISO 6469-2: 2001 Electrical hazard protection.
secondary batteries.
(IEC)
52
OUTLIN
E
• EV Charging • Smart Charger (V2X)
• Classification & • Benefits
Comparison • Application of V2X
• On Board Charger (AC) • Charging Standard
• Architecture • SAE Standard
• Block Diagram • Charging Characteristics
• Discussion on Topologies • Power of EV Chargers
• OFF Board Charging (DC) • Indian Perspective
• Architecture • Future E- Car
• Block Diagram
• Discussion on Topologies
44
CHARGING
CHARACTERISTICS
Level 1 Charging Level 2 Charging DC Fast Charging
Bat
Product tery All Connec
Elect tor Charge Charge Charge
Demand Demand Demand
typ ric type Time Time Time
e& range
Ene
rgy
Toyota
Li-Ion 1.4 3.8
Prius PHEV
4.4 kWh 14 miles SAEJ1772 kW 3 hours kW 2.5 hours N/A N/A
(2012)
(120 (240
V) V)
Chevrolet Li-Ion 0.96 – 1.4
40 miles SAEJ1772 5 – 8 hours 3.8 kW 2 – 3 hours N/A N/A
Volt PHEV 16 kWh kW
Mitsubishi Li- SAEJ1772
96 m il es 1.5 kW 7 hours 3 kW 14 hours 50 kW 30 minutes
i- MiEV Ion JARI/TEP
EV 16 CO
kWh
Nissan Li- SAEJ1772 12 – 16 15 – 30
100 miles 1.8 kW 3.3 kW 6 – 8 hours 50+ kW
Lea Ion JARI/TEP hours minutes
f 24 CO
EV kWh
Tesla Li-Ion 9.6 – 16.8 4 – 12
245 miles SAEJ1772 1.8 kW 30+ hours N/A N/A
Roadster EV 53 kWh kW hours
54
POWER OF EV
CHARGERS DC, FC and HPC are CharIn
Standards
Supercars, busses, trucks ???
Medium size
E- ca s
r
bike
E-motorbike
Light EVs
???
EV INDIAN
PERSPECTIVE
Government of India aspires to have 100% EVs by 2030
According to National Electric Mobility Mission Plan
Every car sold in India from 2030 will be electric, under new government plans.
India aims to become a 100% electric vehicle nation by 2030. The National Electric Mobility Mission Plan
(NEMMP) targets seven million electric and hybrid vehicles by 2020.
It is estimated that the replacing these 500,000 cars with EVs over the 3-4-year period will lead to fuel savings
of
about 8000 million liters, 10 million tons of CO2 reduction and 28,200 crore of annual fuel savings
Energy Efficiency Services Ltd (EESL), a joint venture of PSUs of power ministry, has placed an order for
10,000 electric vehicles
Tata Motors wins order for 10,000 electric vehicles from EESL
56
SMART CITIES AND E-
RICKSHAW
Smart E- Rickshaw with charging station/ e-rickshaws / Electric vehicles for last
mile connectivity is the requirement coming from approximately coming from 20
Smart Cities out of 100 Smart Cities
There is proposal for a Quick Pilot on EV Charging Infrastructure in the Gurgaon-
IGI- South Delhi-Noida corridor by NITI Aayog
57
OUTLIN
E
• EV Charging • Smart Charger (V2X)
• Classification & • Benefits
Comparison • Application of V2X
• On Board Charger (AC) • Charging Standard
• Architecture • SAE Standard
• Block Diagram • Charging Characteristics
• Discussion on Topologies • Power of EV Chargers
• OFF Board Charging (DC) • Indian Perspective
• Architecture • Future E- Car
• Block Diagram
• Discussion on Topologies
49
BODY AND
CONVENIENCE
59
ELECTRO-
MOBILITY
60
IN-VEHICLE
INFOTAINMENT
61
TELEMATICS AND
NETWORKING
62
ADA
S
63
THANK YOU
59
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