grup 6: sistemi gelitirilmesi araçlarda emc ile...

Moderatoumlrler Burak Kelleci (Okan Uumlniversitesi)

Murat Yılmaz (İTUuml)

Grup 6 Şarj Sistemi Geliştirilmesi Elektrikli Araccedillarda EMC

Optimizasyonu Enerji Dağıtım Şebekeleri ile Entegrasyon

6222015 1 Ultra Hızlı ve Akıllı Şarj İstasyonları




Proje 61 - Ultra Hızlı ve Akıllı Şarj İstasyonları

Plug-in Electric Vehicle Charging System and Power Levels

AC

DC

Traction Drive

DCDC

Battery Pack

Unidirectional

DC

DC

DC-DCConverter

CL

C

PFC

DC

AC

Wheel

Wheel

Power Flow (BirectionalUnidirectional)

Plug-in Electric Vehicle (PEV)

Wheel

Wheel

AC-DCConverter

Dif

fere

nti

al

Electronic Loads(Light Heater

Aux etc)

T wDC-Bus

OnOff ndash Board Battery Charger

Level 1 (1~ 120Vac)Home garage or office

Lev

el

3 (

3~

AC

- D

C)

Co

mm

erc

ial

li

ke

a g

as

sta

tio

nLe

ve

l 2

(1

-3~

24

0V

ac)

P

riv

ate

or

pu

bli

c

Ch

arg

eC

on

ne

cto

r

On

-Bo

ard

C

On

-Bo

ard

Ch

arg

ing

Off

-Bo

ard

Ch

arg

ing

GR

ID

ElectricMotor

Re

ge

ne

rati

ve

Bra

kin

g

Traction drive 30 kW and up

Electric Propulsion System is like the heart of the PEV plays vital role in vehicular electrification



Battery Chargers for Plug-in Electric and Hybrid Vehicles

bull Battery chargers play a critical role in the

development of PHEVs and EVs Charging time

and battery life are linked to the characteristics

of the battery charger

bull A battery charger must be efficient and reliable

with high power density low cost and low

volume and weight

Introduction


bull Four important barriers include

1 Lack of charging infrastructure

2 High cost and cycle life of batteries

3 Complications of battery chargers and electric machines

4 Resistance from automotive and oil sectors and social political cultural and technical obstacles

bull Economic costs emissions benefits and distribution

system impacts of PEVs depend on

bull Vehicle and battery characteristics and capacity

bull Chargingdischarging frequency and strategies

bull Power capacity of electrical connection and market value

bull PEV penetration

6

ZigBee Bluetooth Z-wave HomePlug

On-board and

off-board

intelligent

metering and

control Smart

metering can

make PEVs

controllable

loads

Power Level Types Charger

Location Typical Use

Expected

Power Level

Charging

Time

Vehicle

Technology

Level 1

(Opportunity slow)

120 Vac (US)

230 Vac (EU)

On-board

1-phase

Charging at

home

or office

14kW (12A)

19kW (20A)

4ndash11 h

11ndash36 h

Overnight

PHEVs (5-15kWh)

PEVs (16-50kWh)

Level 2

(Primary semi-fast)

240 Vac (US)

400 Vac (EU)

Dedicated

On-board

1 or 3 phase

Charging at

private

or public

4kW (17A)

8kW (32 A)

192kW (80A)

1ndash4 h

2ndash6 h

2ndash3 h

PHEVs (5-15 kWh)

PEVs (16ndash30kWh)

PEVs (30ndash50kWh)

Level 3

(Public DC Fast)

(up to 600Vac or dc)

Off-board

3-phase

high power

Charging at

station

50kW

100kW

04ndash1 h

02ndash05 h

PEVs (20ndash50kWh)

PEVs (50ndash100kWh)

Charging Power Levels and Infrastructure for PEVs

Wide availability of chargers can address range anxiety

A lower charge power is an advantage for utilities seeking to minimize on-peak impact High-power rapid charging can increase demand and has the potential to quickly overload local distribution equipment at the peak times





Şarj Noktaları ve Maliyetleri

Charger Cost Location

bull Level 1 charging cost reported as $500 - $900 but usually integrated into vehicle

bull Level 2 charging cost reported as $1000 - $3000 (Tesla Roadster)

bull Level 3 charging cost reported as $30000 - $160000

J1772 ldquocombo connectorrdquo for ac

or dc Level 1 and Level 2

charging SAE International ldquoSAErsquos J1772 rsquocombo connectorrsquo

for ac and dc charging advances with IEEErsquos helprdquo

retrieved Sept 8 2011 [Online] Available

httpevsaeorgarticle10128

Level 1 and 2 will be the primary options Charging stations are expected to use Level 2 or 3 installed in parking lots shopping centers hotels rest stops restaurants bull Fast charging can stress the grid distribution network because power

is high typical PEVs more than double an average household load

11 6222015 11 Ultra Hızlı ve Akıllı Şarj İstasyonları


Battery

Type

and

Energy

All-

Electric

Range

Connector

Type

Level 1 Charging Level 2 Charging DC Fast Charging

Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245

miles SAE J1772 18kW

30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics

In order to over come hurdles and to meet the EVHEV PHEVFCV electrical power requirement the current research and development is focused on some technical challenges bull Development of new PEC (inverter DCndashDC converter rectifier) topology

that reduces the part counts size and cost of the converters bull Reduction of passive element like capacitor and inductors that increases

reliability bull Reduction of EMI and current ripples

Suitable integration and packaging of these components will give the compactness in design which will lead significant reduction in over all weight and cost of PECs Therefore to meet future requirement for sustainable development of electrified vehicle new innovations and substantial modifications in power electronic converters are necessary from component level to system


Guumlccedil Elektroniği


bull The selection of power semiconductor devices converters inverters control and switching strategies packaging of the individual units and the system integration are very important for the development of efficient and high performance vehicles

bull The challenges are to have a high efficient rugged small size and low cost battery charger inverter and the associated electronics for controlling a three phase electric machine

bull The devices and the rest of the components need to withstand thermal cycling and extreme vibrations

Yeni Nesil Yarı-iletken Teknolojiler



bull With the advancement of semiconductor device technology several types of power devices with varying degrees of performance are available in the market

bull Presently IGBT devices are being used in almost all the commercially available EVs HEVs and PHEVs

bull The IGBTs will continue to be the technology in the near future until the Silicon Carbide (SiC) and Gallium Nitride (GaN) based devices are commercially available at a cost similar to that of silicon IGBTs





bull Achieving highest power density and a compact package considering the thermal aspects and reliability is one of the critical items for the successful deployment of power electronics systems in electric and hybrid vehicles

bull The original GM EV1 inverter had 48kWkg but with the advances in technology and packaging GM is able to achieve the power densities of about 26kWkg




Requirements

bull An PEV charger must minimize power quality impact

bull Draw current at high power factor to maximize power from an outlet (IEEE-1547 the SAE-J2894 IEC1000-3-2 and the US NEC 690)

bull Boost active PFC topology is a typical solution

bull Interleaving can reduce ripple and inductor size

bull Multilevel converters reduces size switching frequency and stress of the devices and suitable for Level 3 chargers

AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0

EMI Filter Rectifier Power Factor Correction

S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L

Unidirectional Series Resonant DCDC Converter

D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip

Level 1 unidirectional full-bridge resonant charger (33kW)


bull Şebekeye bağlı guumlccedil elektroniği devreleri şebekeye yuumlksek derecede harbonikler enjekte eder Bunun sonucunda EMI hat akımında bozulmalar ve hat akımında yuumlkselmeler meydana gelir Dolayısıyla şebekedeki guumlccedil kalitesinde ve guumlccedil katsayısında duumlşmeler oluşur Temel olarak duumlşuumlk guumlccedil katsayısı ek kayıplara ısınmalara erken bozulmalara hatalı ccedilalışmalara vb sebep olmaktadır

bull Bu durumu oumlnlemek istenilen standartlarda guumlccedil faktoumlruuml ve harmonik değerlerini sağlamak uumlzere ccedileşitli GFD devreleri geliştirilmiştir

bull Aktif filtreler şebeke akımının dalga şeklinin izlenmesine bağlı olarak oluşturulmakta bu yuumlzden oldukccedila pahalı ve karmaşık bir yapıdaır

bull Pasif filtreler ağır ve hantal olmaları geniş hat ve yuumlk aralığında kullanılamama gibi olumsuz oumlzelliklere sahiptir

bull Bu sebeplerden dolayı son yıllarda AC-DC doumlnuumlştuumlruumlcuuml tabanlı yuumlksek frekanslı GFD (boost PFC) devrelerine olan ilgi artmıştır

PFC (Power Factor Correction)


Boost ccedileviricinin girişinde bulunan enduumlktans giriş akımının yumuşak bir şekilde değişmesini sağlamakta giriş akımında ki yumuşak değişimler nedeniyle EMI azalmakta ve bunun sonucunda girişte kullanılan filtrenin boyutları kuumlccediluumllmektedir Ayrıca bu enduumlktans ile guumlccedil elemanı uumlzerindeki akım stresi de azalmaktadır Boumlylece de guumlccedil elemanındaki kayıplar azalmaktadır Ccedilıkış gerilimi giriş geriliminden daha yuumlksek olduğundan ccedilıkış kondansatoumlruuml daha fazla enerji depolayabilir ve ccedilıkış kondansatoumlruumlnuumln ccedilıkış gerilimini tutma suumlresi de uzamaktadır

Boost PFC (Power Factor Correction)


As the power level increases the diode bridge losses significantly degrade the efficiency so dealing with the heat dissipation in a limited area becomes problematic Due to the constraint this topology is good for a low to medium power range up to approximately 1 kW

For power levels greater than 1 kW typically designers parallel semiconductors in order to deliver greater output power The inductor volume also becomes a problematic design issue at high power

Boost PFC


Koumlpruumlsuumlz guumlccedil faktoumlruuml duumlzeltme devresi ile girişte bulunan koumlpruuml doğrultucu ortadan kaldırılmaktadır Boumlylece yarıiletkenlerin sayısı azalmakta kayıplar azalarak daha verimli bir sistem oluşturulmaktadır Fakat EMI artmakta

Bridgeless Boost PFC


For higher power levels an interleaved topology can be used The most common is a two channel interleaved operation This is nothing different than having two boost converters in parallel and making them share the load

Interleaved Boost PFC

Yuumlksek guumlccedil uygulamalarında klasik yuumlkseltici PFC yerine sarmaşık (anahtarlamalı doumlnuumlştuumlruumlcuumllerin faz farklı paralel bağlanması - interleaved) yapıda bağlanması akım dalgalılığının azalmasını sağlar


bull In comparison to the interleaved boost PFC it introduces two MOSFETs and also replaces four slow diodes with two fast diodes The gating signals are 180deg out of phase similar to the interleaved boost

bull Since the topology shows high input power factor high efficiency over the entire load range and low input current harmonics it is a potential option for single phase PFC in high power Level II-III battery charging applications

Bridgless Interleaved Boost PFC

A bridgeless interleaved topology is proposed for power levels above 35kW


Power Factor Correction





6222015 33

Multilevel Converter

Three-level diode-clamped bidirectional charger circuit bull Multilevel converters can reduce size and stress on devices and are suitable for high power

Level 3 chargers They allow for a smaller and less expensive filter bull These converters provide a high level of power quality at input mains with reduced THD

high power factor and reduced EMI noise bull They are characterized by low switch voltage stress and used in smaller energy-storage

devices such as inductors and capacitors bull The added complexity and additional components increase the cost and required control

circuitry

Ultra Hızlı ve Akıllı Şarj İstasyonları


Half-Bridge and Full-Bridge Topologies

PEV chargers can be half-bridge or full-bridge

Half-bridge topology which has fewer components and lower cost is the simplicity of the design However they exhibits high component stresses

Full-bridge systems have a higher cost since it has more components Component stresses are lower than half-bridge This topology requires more PWM inputs that add to the complexity and cost of control circuitry It has a high conversion ratio and power level

AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC

(a) Single-phase half-bridge bidirectional charger (b) Single-phase full-bridge bidirectional charger (c) There-phase full-bridge bidirectional charger

Battery Charger Topologies


On-board and Off-board Chargers

bull On-board chargers limit the power because of weight space and cost constraints

bull It uses a low charging rate for a long time and must be light and compact

bull This solution is most suitable to a PHEV in which energy is low

bull An off-board charger has high power level and is less constrained by size and weight

bull Charging time can be less than one hour with off-board Level 3

bull Disadvantages include the extra cost of redundant power electronics and risk of vandalism


Conductive Chargers

bull Use metal-to-metal contact as in most

appliances and electronic devices

bull Chevrolet Volt Tesla Roadster and Toyota

Prius Plug-in use Level 1 and 2 conductive

chargers with basic infrastructure

bull Conductive chargers on the Nissan Leaf and

Mitsubishi use either basic infrastructure or

dedicated off-board Level 3 chargers

bull The driver needs to plug in the cord but this is

conventional problem

apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers

bull Similar to transformers and induction motors

bull They have poor magnetic coupling and high leakage flux

bull This charger has been tested for Level 1 and 2

bull Cords are eliminated

Low-power and efficiency

High-cost and complexity

enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC

High Frequency Conversion

On-BoardOff-Board Infrastructure

Coupler

Charge Port(Secondary Transducer)

Paddle(Primary Transducer)

Rectifier Battery Pack

C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System


Kablosuz (Inductive) Şarj


Contactless Roadbed Charging

bull Transfers power from a stationary source embedded below the pavement to secondary loads installed in a moving vehicle

bull They can be used to reduce battery weight and size Inductive charging could strongly reduce the need for a fast-charging infrastructure

Co

nd

uct

ix-W

amp

fler

bull Low coupling and high leakage flux

bull High reactive current

bull Lateral misalignment

bull Large air-gap


Integrated Chargers


Integrated Chargers

bullThe vehicle is parked there is a possibility to use EM and inverter

bullAn integrated charger decreases the system components weight space and cost

bullEM windings as inductors or an isolated transformer The EM inverter operates as a bidirectional converter

bull In traction mode the EM and inverter are used to propel the vehicle

Dif

fere

nti

al

T w

L3-phase Inverter and

Winding Switching Device

Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter

bull Low-cost amp high-power

Bidirectional fast charging

Unity power factor and

Isolation

bull Control complexity


Classic Electrical

traction in a EV

Single-phase integrated charger

All three windings are used in the charging with using inexpensive switch



CompaniesModels Year Types of EMs CompaniesModels Year Types of EMs

All EV Models 1839-1989 DCM VW CityStormer 1989 PM motor Conceptor G-Van 1989 DCM BMW 325 1992 PM motor

Fiat Panda Elettra 1990 DCM Toyota Prius 1997-2004 2010-2011

PM motor

PeugeotBerlingo-Saxo 1995 DCM Honda EV Plus 1997 PM motor Peugot 106 - Partner 1999 DCM Honda Insight 2000 PM motor Reva EV 2001 DCM Honda Civic HEV 2003-13 (17kW) PM motor Nissan Micra HK10 1990 IM Ford Escape HEV 2005 PM motor BMW 518i 1994 IM Honda Accord 2006 PM motor GM EV1 1996-9 IM (Lead-Acid) Toyota Camry 2007 PM motor GM S-10 1997-8 IM Chevrolet Tahoe 2008 PM motor Ford Electric Ranger 1998-9 IM Mitsubishi i-MiEV 2009 PM motor

BMW X5 2003 IM Volvo V70 PHEV 2009 PM motor

Ford Thnk City 2008-10 IM Nissan Leaf 2010 (Li-based) PM motor Tesla Roadster 2008 IM (215kW) Chevrolet Volt 2011 (Li-based) PM motor Mini E 2009 IM Audi A8 2012 PM motor Ford Focus EV 2010 IM Honda Jazz 2012 PM motor REVA NXR 2011 IM Toyota Prius PHEV 2012 (Li-based) PM motor Chevrolet Malibu Eco 2013 IM Ford Focus 2012 PM motor Chloride Lucas NA SRM Volkswagen Jetta 2013 PM motor Holden ECOmmodore 2000 SRM Lincoln MKZ 2013 PM motor

Ticari Elektrik ve Hibrit Araccedillar

G2VV2G System Requirments

and Power Flow


Typical personal vehicles operate 4ndash5 of the time In many cases

parked vehicles can support V2G capabilities

The system consists of six major subsystems

1 Energy resources and an electric utility

2 An independent system operator and aggregator

3 Charging infrastructure and locations

4 Two-way electrical energy flow and communication between

each PEV and ISO or aggregator

5 On-board and off-board intelligent metering and control Smart

metering can make PEVs controllable loads

6 The PEV itself with its battery charger and management (BMS)

G2VV2G Components and Requirements



47

Power Flow Unidirectional Power Flow

- Simplifies interconnection issues - Simple control and easy management - Avoids extra battery degradation - Reactive power support (current phase angle control) - With high penetration of EVs meets most utility objectives

A bidirectional system supports charge from the grid battery energy injection back to the grid (V2G operation)

This allows - Power Stabilization - Reactive power support - Active power regulation (Frequency and voltage) - Tracking the output of renewable energy sources - Current harmonic filtering - Load balance


PEV Penetration and ChargingDischarging Strategies

System estimate based on uncoordinated charging simulation study 2200 EVs

[O Sundstroumlm and C Binding ldquoFlexible charging

optimization for electric vehicles considering

distribution grid constraintsrdquo IEEE Trans Smart

Grid vol 3 no 1 pp 26ndash37 March 2012]

Uncoordinated ChargingDischarging

bull PEV starts charging immediately when plugged in

bull Continues until full or disconnected

bull Timing can cause local distribution problems

bull Relatively high potential for overloads in distribution transformers and cables


Uncoordinated Charging Si

mu

lati

on

an

d C

ase

Stu

die

s

References Penetration

Level of PEVs

Peak Load Increase ()

United Kingdom K Qian C Zhou M Allan Y Yuan ldquoModeling of load demand due to EV battery charging in distribution systemsrdquo IEEE Trans Power Systems vol 26 no 2 pp 802ndash810 2011

10

20

179

358

Belgium K Clement-Nyns E Haesen and J Driesen ldquoThe impact of charging plug-in hybrid electric vehicles on a residential distribution gridrdquo IEEE Trans Power Syst vol 25 no 1 pp 371ndash380 Feb 2010

30 56

Los Angeles T Markel M Kuss and P Denholm ldquoCommunication and control of electric drive vehicles supporting renewablesrdquo in Proc IEEE Veh Power Propulsion Conf 2009 pp 27ndash34

5

20

303

1247

California C N Shiau C Samaras R Hauffe and J J Michalek ldquoImpact of battery weight and charging patterns on the economic and environmental benefits of plug-in hybrid vehiclesrdquo Energy Policy vol 37 pp 2653ndash2663 2009

10

20

17

43

Netherlands C Weiller ldquoPlug-in hybrid electric vehicle impacts on hourly electricity demand in the United Statesrdquo Energy Policy vol 39 pp 3766ndash3778 2011 30 7

Western Australia

M D Galus M Zima and G Andersson ldquoOn integration of Plug-in hybrid electric vehicle s into existing power system structuresrdquo Energy Policy vol 38 no 11 pp 6736ndash6745 Nov 2010

17

31

37

74

Danish Island of Bornholm

W Di D C Aliprantis and K Gkritza ldquoElectric energy and power consumption by light duty plug-in electric vehiclesrdquo IEEE Trans Power Syst vol 26 no 2 pp 738ndash746 May 2011

2200 vehicles 20

Belgium

A De Los Riacuteos J Goentzel K E Nordstrom and C W Siegert ldquoEconomic analysis of vehicle-to-grid (V2G)-enabled fleets participating in the regulation service marketrdquo in Rec IEEE Power and Energy Syst Innovative Smart Grid Tech Conf January 2012

10

30

22

64

New York J P Lopes F Soares and P R Almeida ldquoIdentifying management procedures to deal with connection of electric vehicles in the gridrdquo in Proc IEEE Power Tech 2009 pp 1ndash8

50 10

Portugal J A P Lopes F J Soares P M Almeida and M M Silva ldquoSmart charging strategies for electric vehicles Enhancing grid performance and maximizing the use of variable renewable energy resourcesrdquo in Proc EVS24 Int Battery Hybrid and Fuel Cell EV Symp May 2009 pp 1ndash11

11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing



Coordinated Smart ChargingDischarging

bull Smart chargingdischarging can optimize power demand and timing

bull Reduces daily electricity costs and system impacts

bull Can flatten load curves and voltage profiles

1 Decentralized Coordination

bull PEV charger optimizes its behavior based on price signals

dual tariff (cheap night rate)

bull Tracks data and costs based on a prearranged contract

2 Centralized Coordination

bull Performed by utility or by professional aggregator

bull Focus on a centralized unit that directly controls PEV charging

bull Useful to meet various operational objectives if customer energy requirements are met


Uncoordinated

ChargingDischarging

- Reduces the reliability

- Increase the load at peak hours

- Voltage deviations

- Extra power losses

- Low load factor

- Overload distribution transformers and cables

- Increase in the electric bill

Coordinated Smart

ChargingDischarging

- Optimizes power demand and time

- Increased operating efficiency

- Little effect on peak and maximizes the grid load factor

- Reduces voltage deviations electricity costs and line currents

- Balances the daily load pattern and voltage profile

- Avoids incremental grid investments and high energy losses

- No significant impact to transformers and cables

- Maximizes utilization of renewable sources

- Maximizes consumer convenience through use of available infrastructure



Power Losses and Power Quality for Belgium Test Grid

Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging

Peak Load (kVA) 23 36 25

Line Current (A) 105 163 112

Node Voltage (V) 220 217 220

Power Losses ()

(Totals in the grid) 14 24 21


[K Clement-Nyns E Haesen and J Driesen ldquoThe impact of charging plug-in hybrid electric vehicles on a residential

distribution gridrdquo IEEE Trans Power Syst vol 25 no 1 pp 371ndash380 Feb 2010]


bull Plug-in vehicles (PEVs) can behave either as loads (G2V) or as a distributed energy and power resource in a concept known as vehicle-to-grid (V2G) connection

bull V2G benefits for grid operators and vehicle owners are likely to accelerate PEV deployment

bull Several organizations such as IEEE the SAE EPRI the Infrastructure Working Council Europe and Japan Institutes and Automotive Companies are preparing standards and codes for system requirements at the utilitycustomers interface

Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV

httpwwwstefanopariscom Nissan Leaf EV

httpwwwnytimescom


Vehicle-to-Grid (V2G)

Connection to the grid allows

bull Improve the performance of the grid such as efficiency stability and reliability

bull Reactive power support tracking of variable renewable energy sources current hamonic filtering and load balancing

bull Reduce utility operating costs and potentially generate revenue

bull Researchers estimate that potential net returns from V2G methods range between $90 and $4000 per year per vehicle based on power capacity of electrical connections market value PEV penetration and PEV battery energy capacity


Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55

Challenges of Vehicle-to-Grid Systems

bull Although V2G systems have many benefits increasing the number of PEVs may impact power distribution system dynamics and performance through overloading of transformers cables and feeders This reduces efficiency and produces voltage deviations

bull The greatest challenges to a V2G transition are battery performance and the high initial costs

bull Some impediments and barriers to the V2G transition battery degradation investment cost energy losses resistance of automotive and oil sectors and customer acceptance

bull Need for assured and secure communications Security issues are important in the communication network at public charging facilities

bull An additional issue is that the distribution grid has not been designed for bidirectional energy flow this tends to limit the service capabilities of V2G devices


Fast Charging Systems



bull The electrical grid in all countries use AC voltages while recharging a battery pack requires DC current Therefore the AC must be rectified to DC

bull Cost and thermal issues limit the size and power capacity of a car-mounted rectifier For very high speed charging it may be better to locate the rectifier in an external unit rather than mounting it in the car

bull Hence the current fast charging systems use a high power DC connection between charging station and car The rectifier is in the charging station and most DC Fast Charge stations are the size of a large refigerator

DC Fast Charging

EV Charger Systems



bull CHAdeMO This standard was developed in Japan and first deployed in 2008 to support the Mitsubishi i-MiEV and other Japanese electric cars The primary poster child for CHAdeMO is the Nissan Leaf CHAdeMO wasnrsquot approved by a standards committee for a long time hurting the deployment of these charging stations

bull SAE Combo Charging System (CCS) The SAE developed this standard in lieu of adopting CHAdeMO It wasnrsquot approved until late 2012 and the first car with a CCS port went on sale in late 2013 (the Chevy Spark EV - a pure Compliance car of very limited production) The primary poster child for CCS is the BMW i3

bull Tesla Supercharger This is the proprietary DC fast charging system developed by Tesla Motors for the Model S and Model X Tesla is spending lots of money building a worldwide Supercharger network and between their vehiclersquos long range and ultra-fast charging at Supercharger stations the Model S is the first electric car that can do proper road trips





ABB Terra 53 System ndash Designed Primarily For Commercial and Fleet Application Allows For CHAdeMO CCS and Level 2Fast AC Charging


CHAdeMO An example of a Level 3 quick charging system is the CHAdeMO system developed by the Japanese auto industries and proposed as a global standard The name is an abbreviation of ldquoCHArge de MOve equivalent to ldquocharge for movingrdquo and is a pun for O cha demo ikaga desuka in Japanese meaning ldquoHow about some teardquo (while charging) in English

bull The CHAdeMO fast charger is basically a current source which can deliver up to 625 kW of DC at voltages between 50 Volts and 500 Volts via a proprietary electrical connector The vehicle charger tells the charging station through the CAN Bus the battery capacity and at what level to set the voltage Every 01 seconds the vehicle tells the charging station how much current to deliver following a very specific CCCV charging curve profile defined in the CHAdeMO specification and finally it tells it when to stop Safety interlocks are also managed through the CAN Bus which tests the charger circuit and the battery for any fault conditions (short circuits high leakage currents overheating) before the charging station can apply power to the connector preventing it from being energized before it is safe


CHAdeMO is a form of DC Fast Charge for high-voltage (up to 500 VDC) high-current (125 A) automotive fast charging via a JARI DC fast charge connector The connector is specified by the JEVS (Japan Electric Vehicle Standard) G105-1993 from the Japan Automobile Research Institute The connector includes two large pins for DC power plus other pins to carry CAN-BUS connections

CHAdeMO


Quick chargers are high-capacity power sources that convert alternating current (AC) into direct current (DC) as part of the charging infrastructure Because these chargers have a high-voltage output of 500 volts a special connector is required when charging cars A battery management system (BMS) constantly monitors the state of the in-vehicle lithium-ion battery to ensure safety and reliability and the quick charger communicates with the BMS during charging



The connector shown contains a normal J1772 connector to allow for AC Level 1 and 2 and at the bottom two pins for a DC connection allowing for DC Level 1 and 2

BMW i3 and Volkswagen e-Golf electric cars using Combined Charging System (CCS) DC fast charging

SAE


Chevrolet Spark EV at CCS fast charging station in San Diego


Tesla Motors Supercharger The charging port on the Tesla Roadster Model S and Model X does not follow any standard Tesla says ldquoThe Supercharger is an industrial grade high speed charger designed to replenish 160 miles of travel in about 30 minutes when applied to the 85 kWh vehiclerdquo The port supports J1772 via an adapter Superchargers consist of multiple Model S chargers working in parallel to deliver up to 120 kW of direct current (DC) power directly to the battery


Europe and Asian European electric cars use a J1772 connector with a different physical shape than the J1772 connectors in the US Further Asian cars have multiple charge ports for their J1772 and CHAdeMO variants


Renault has unveiled yet another fast charging system this time relying on three phase AC and a 43 kilowatt charge rate Renaultrsquos 43 kilowatt fast charge system for ZOE and other electric cars for more details


BRUSA has announced a 23 kilowatt three phase AC charging

unit that is small enough to go on-board a car



The DC Fast Charge communications protocol is Home Plug (or

ZigBee Z-wave Bluetooth The portion of this connector that

corresponds to the traditional level 2 connector uses signals over

the J1772 pins to communicate various conditions The DC Fast

Charge must communicate more things such as pack voltage

charge rate when to back off Additionally for the system to

support smart grid things such as borrowing electricity out of the

pack it needs to be able to read state of charge as well as request

extraction of electricity

Communication


bull Unfortunately while fast charging electric cars were available in 2011 (Nissan Leaf Mitsubishi i-MiEV) CHAdeMO charging infrastructure didnrsquot grow very fast

bull From observing the situation it seems the problem is that CHAdeMO wasnrsquot a ldquostandardrdquo accepted by the SAE and therefore some people in the industry were able to successfully lobby against CHAdeMO deployment

bull At the same time the SAE developed their own fast charging standard (J1772 Combo Charging System) and

bull Tesla Motors developed a proprietary fast charging system (Supercharger)

The point is that DC Fast Charging is important but the battle between CHAdeMO and SAE Combo and Tesla Supercharger is splitting the field


The figure shows that in the EV-trendsetting state there are 324 CHAdeMO connectors 104 CCS plugs and 224 Tesla Superchargers as of March 2015 These growth charts are particularly good at revealing historical trends in the market A quick look shows that while all the different charging standards are growing relatively quickly in California the SAE Combo standard is about two years behind CHAdeMO based on both current plug counts and trend lines


SOURCE HORIZON 2020 ndash WORK PROGRAMME 2016-2017 (Transport_WP_2016-17pdf)

CALL lsquoEUROPEAN GREEN VEHICLES INITIATIVErsquo H2020-GV-20162017 Smart green and integrated transport

Horizon 2020lsquode Benzer Projeler



GV-08-2017 Electrified heavy duty vehicles integration with fast charging infrastructure



Specific challenge Electrification of different types of transportation and delivery typically in urban and suburban areas (including buses vans medium-duty goods vehicles and specialist vehicles such as trucks for refuse collection) is a privileged path to reduce their energy consumption and emissions At the same time achieving the same range capabilities using large over-night charged batteries would undermine their payload capacity and vehicle performance (eg acceleration and hill climbing ability) It is therefore necessary to integrate either a range extender or solution for the fast transfer of significant energy volumes be it at terminals loadingde-loading stops or en-route However large magnitude power transfer directly from the grid can be costly and introduce disturbances into the grid Furthermore large power flows in relation to the total energy capacity of the involved energy storage systems may be harmful to the energy storage systems Therefore the different options of rapid charging at stops and terminus need to be assessed and compared with respect to cost and their impact on the power grid The overall challenge is to design integrated energy efficient low emission vehicles taking into account the powertrain energy storage and the charging infrastructure needed to cover the intended missions without compromising on vehicle performance or comfort and safety of the vehicle driver and occupants or increasing the final costs to the userscustomers











Scope Actions should address the development of vehicle drive train concepts and energy storage (battery and super-capacitor) which can deliver the required vehicle performance and are able to operate in a pure electric mode with high energy recovery capacity This will ensure zero emissions and low noise pollution either on the whole mission or in designated low-emission zones while permitting in the second case highly efficient low environmental impact internal combustion engine operation without range restrictions in other areas Such technologies can be applied to one or both of the following vehicle types

bull Electrified medium duty trucks for urban and periurban applications (freight delivery refuse collection etc) capable of time efficient operation

bull Electrified high capacity (at least 12 m) buses for urban use capable of following normal timetables and when needed effectively charge and drive at bus stops with multiple bus lines






For both above applications where appropriate development and integration in the vehicles of power transfer solutions for ultrafast (lt 30 seconds) superfast (lt 5 minutes) andor fast (lt 30-50 minutes) wireless and contact-based electric energy transfer technologies demonstrating how the system level efficiency and economic impacts can be achieved including amortization of infrastructure To ensure the acceptability of such systems into the market negative effects on battery life and the grid and measures to mitigate them should also be developed and integrated in the global system as well as standardization and health and safety implications Extension of these concepts to lighter vehicles should be taken into account wherever appropriate to enhance the exploitation opportunities An interaction with interested European cities to provide input on needs and implementation plans will be performed targeting market readiness by 2023






Proposals could foresee twinning with entities participating in projects funded by Japan and USA to exchange knowledge and experience and exploit synergies in the field of fast charging and its impact on infrastructure in view of establishing future international standards The Commission considers that proposals requesting a contribution from the EU of between EUR 5 and 15 million each depending on the number of developed vehicles and charging technologies would allow this specific challenge to be addressed appropriately Nonetheless this does not preclude submission and selection of proposals requesting other amounts






Expected Impact All actions will contribute to climate action and sustainable development objectives by achieving the following targets For electrified medium duty trucks for urban use

bull Energy efficiency improvements up to 70 in comparison with equivalent category conventional vehicles are targeted with full electric driving ranges of at least 50 km (including energy recuperation and superfast charging at delivery stops)

bull Low noise operation (lt72 dB) allowing eg off peak delivery bull Polluting emissions below Euro VI with a Conformity Factor of 12 in real driving when in

range extended mode For electrified high capacity buses for urban use bull Bus energy efficiency improvements similar to dual mode medium duty trucks with an

average speed compatible with normal bus operation depending on whether charging take place only at end terminals or at bus stops






Expected Impact bull Polluting emissions below Euro VI with a Conformity Factor of 12 in real driving when in

range extended mode bull Reduced operating costs competitive with conventional low emissions buses or trucks For fast charging infrastructure bull Power transfer capability above 100kW bull Transfer efficiencies above 90 for static contactless systems

Type of action Innovation Actions



TUumlBİTAK Projeleri 1501 - TUumlBİTAK Sanayi Ar-Ge Projeleri Destekleme Programı

1507 - TUumlBİTAK KOBİ Ar-Ge Başlangıccedil Destek Programı

- 1507 Destek Programından farkları nelerdir

- 1507 de 500 bin TL ile sınırlı olan proje buumltccedilesi 1501 de sınırsızdır

- 1507 KOBİrsquolere youmlnelik oluşturulmuş bir programken 1501 hem KOBİ hem buumlyuumlk oumllccedilekli kuruluşlar iccedilin uygundur

- 1507 de destek oranı 75 iken 1501 de destek oranı 40-60 arasında değişmektedir

- 1507 de proje suumlresi en uzun 18 ay olabilirken 1501 de bu suumlre 36 aydır

1511 - TUumlBİTAK Oumlncelikli Alanlar Araştırma Teknoloji Geliştirme ve Yenilik Projeleri Destekleme Programı (30 ay ve 1 milyon TL gt)

1505 - Uumlniversite-Sanayi İşbirliği Destek Programı (24 ay ve 1 milyon TL)

1003 - Oumlncelikli Alanlar Ar-Ge Projelerini Destekleme Programı (ARDEB)

OT0101 - ELEKTRİKLİ VE HİBRİT ELEKTRİKLİ ARACcedil TEKNOLOJİLERİ CcedilAĞRI PROGRAMI

Kuumlccediluumlk Oumllccedilekli projeler 500000 TLrsquoye kadar

Orta Oumllccedilekli projeler 500001 - 1000000 TL

Buumlyuumlk Oumllccedilekli projeler 1000001 - 2500000 TL

bull Electric Vehicle success depends on

standardization of requirements and

infrastructure decisions battery

technology efficient and smart scheduling

of limited fast-charge infrastructure


1914 General Electric Charger System





Proje 61 - Ultra Hızlı ve Akıllı Şarj İstasyonları


AC

DC

Traction Drive

DCDC

Battery Pack

Unidirectional

DC

DC

DC-DCConverter

CL

C

PFC

DC

AC

Wheel

Wheel



Wheel

Wheel

AC-DCConverter

Dif

fere

nti

al


Aux etc)

T wDC-Bus



Lev

el

3 (

3~

AC

- D

C)

Co

mm

erc

ial

li

ke

a g

as

sta

tio

nLe

ve

l 2

(1

-3~

24

0V

ac)

P

riv

ate

or

pu

bli

c

Ch

arg

eC

on

ne

cto

r

On

-Bo

ard

C

On

-Bo

ard

Ch

arg

ing

Off

-Bo

ard

Ch

arg

ing

GR

ID

ElectricMotor

Re

ge

ne

rati

ve

Bra

kin

g












volume and weight

Introduction













6


On-board and

off-board

intelligent

metering and

control Smart

metering can

make PEVs

controllable

loads



Expected

Power Level

Charging

Time

Vehicle

Technology

Level 1

(Opportunity slow)

120 Vac (US)

230 Vac (EU)

On-board

1-phase

Charging at

home

or office

14kW (12A)

19kW (20A)

4ndash11 h

11ndash36 h

Overnight

PHEVs (5-15kWh)

PEVs (16-50kWh)

Level 2

(Primary semi-fast)

240 Vac (US)

400 Vac (EU)

Dedicated

On-board

1 or 3 phase

Charging at

private

or public

4kW (17A)

8kW (32 A)

192kW (80A)

1ndash4 h

2ndash6 h

2ndash3 h

PHEVs (5-15 kWh)

PEVs (16ndash30kWh)

PEVs (30ndash50kWh)

Level 3

(Public DC Fast)


Off-board

3-phase

high power

Charging at

station

50kW

100kW

04ndash1 h

02ndash05 h

PEVs (20ndash50kWh)
























Battery

Type

and

Energy

All-

Electric

Range

Connector

Type


Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245


30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication























































































AC

DC

Traction Drive

DCDC

Battery Pack

Unidirectional

DC

DC

DC-DCConverter

CL

C

PFC

DC

AC

Wheel

Wheel



Wheel

Wheel

AC-DCConverter

Dif

fere

nti

al


Aux etc)

T wDC-Bus



Lev

el

3 (

3~

AC

- D

C)

Co

mm

erc

ial

li

ke

a g

as

sta

tio

nLe

ve

l 2

(1

-3~

24

0V

ac)

P

riv

ate

or

pu

bli

c

Ch

arg

eC

on

ne

cto

r

On

-Bo

ard

C

On

-Bo

ard

Ch

arg

ing

Off

-Bo

ard

Ch

arg

ing

GR

ID

ElectricMotor

Re

ge

ne

rati

ve

Bra

kin

g












volume and weight

Introduction













6


On-board and

off-board

intelligent

metering and

control Smart

metering can

make PEVs

controllable

loads



Expected

Power Level

Charging

Time

Vehicle

Technology

Level 1

(Opportunity slow)

120 Vac (US)

230 Vac (EU)

On-board

1-phase

Charging at

home

or office

14kW (12A)

19kW (20A)

4ndash11 h

11ndash36 h

Overnight

PHEVs (5-15kWh)

PEVs (16-50kWh)

Level 2

(Primary semi-fast)

240 Vac (US)

400 Vac (EU)

Dedicated

On-board

1 or 3 phase

Charging at

private

or public

4kW (17A)

8kW (32 A)

192kW (80A)

1ndash4 h

2ndash6 h

2ndash3 h

PHEVs (5-15 kWh)

PEVs (16ndash30kWh)

PEVs (30ndash50kWh)

Level 3

(Public DC Fast)


Off-board

3-phase

high power

Charging at

station

50kW

100kW

04ndash1 h

02ndash05 h

PEVs (20ndash50kWh)
























Battery

Type

and

Energy

All-

Electric

Range

Connector

Type


Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245


30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






























































































volume and weight

Introduction













6


On-board and

off-board

intelligent

metering and

control Smart

metering can

make PEVs

controllable

loads



Expected

Power Level

Charging

Time

Vehicle

Technology

Level 1

(Opportunity slow)

120 Vac (US)

230 Vac (EU)

On-board

1-phase

Charging at

home

or office

14kW (12A)

19kW (20A)

4ndash11 h

11ndash36 h

Overnight

PHEVs (5-15kWh)

PEVs (16-50kWh)

Level 2

(Primary semi-fast)

240 Vac (US)

400 Vac (EU)

Dedicated

On-board

1 or 3 phase

Charging at

private

or public

4kW (17A)

8kW (32 A)

192kW (80A)

1ndash4 h

2ndash6 h

2ndash3 h

PHEVs (5-15 kWh)

PEVs (16ndash30kWh)

PEVs (30ndash50kWh)

Level 3

(Public DC Fast)


Off-board

3-phase

high power

Charging at

station

50kW

100kW

04ndash1 h

02ndash05 h

PEVs (20ndash50kWh)
























Battery

Type

and

Energy

All-

Electric

Range

Connector

Type


Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245


30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






















































































Introduction













6


On-board and

off-board

intelligent

metering and

control Smart

metering can

make PEVs

controllable

loads



Expected

Power Level

Charging

Time

Vehicle

Technology

Level 1

(Opportunity slow)

120 Vac (US)

230 Vac (EU)

On-board

1-phase

Charging at

home

or office

14kW (12A)

19kW (20A)

4ndash11 h

11ndash36 h

Overnight

PHEVs (5-15kWh)

PEVs (16-50kWh)

Level 2

(Primary semi-fast)

240 Vac (US)

400 Vac (EU)

Dedicated

On-board

1 or 3 phase

Charging at

private

or public

4kW (17A)

8kW (32 A)

192kW (80A)

1ndash4 h

2ndash6 h

2ndash3 h

PHEVs (5-15 kWh)

PEVs (16ndash30kWh)

PEVs (30ndash50kWh)

Level 3

(Public DC Fast)


Off-board

3-phase

high power

Charging at

station

50kW

100kW

04ndash1 h

02ndash05 h

PEVs (20ndash50kWh)
























Battery

Type

and

Energy

All-

Electric

Range

Connector

Type


Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245


30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






















































































6


On-board and

off-board

intelligent

metering and

control Smart

metering can

make PEVs

controllable

loads



Expected

Power Level

Charging

Time

Vehicle

Technology

Level 1

(Opportunity slow)

120 Vac (US)

230 Vac (EU)

On-board

1-phase

Charging at

home

or office

14kW (12A)

19kW (20A)

4ndash11 h

11ndash36 h

Overnight

PHEVs (5-15kWh)

PEVs (16-50kWh)

Level 2

(Primary semi-fast)

240 Vac (US)

400 Vac (EU)

Dedicated

On-board

1 or 3 phase

Charging at

private

or public

4kW (17A)

8kW (32 A)

192kW (80A)

1ndash4 h

2ndash6 h

2ndash3 h

PHEVs (5-15 kWh)

PEVs (16ndash30kWh)

PEVs (30ndash50kWh)

Level 3

(Public DC Fast)


Off-board

3-phase

high power

Charging at

station

50kW

100kW

04ndash1 h

02ndash05 h

PEVs (20ndash50kWh)
























Battery

Type

and

Energy

All-

Electric

Range

Connector

Type


Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245


30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication
























































































Expected

Power Level

Charging

Time

Vehicle

Technology

Level 1

(Opportunity slow)

120 Vac (US)

230 Vac (EU)

On-board

1-phase

Charging at

home

or office

14kW (12A)

19kW (20A)

4ndash11 h

11ndash36 h

Overnight

PHEVs (5-15kWh)

PEVs (16-50kWh)

Level 2

(Primary semi-fast)

240 Vac (US)

400 Vac (EU)

Dedicated

On-board

1 or 3 phase

Charging at

private

or public

4kW (17A)

8kW (32 A)

192kW (80A)

1ndash4 h

2ndash6 h

2ndash3 h

PHEVs (5-15 kWh)

PEVs (16ndash30kWh)

PEVs (30ndash50kWh)

Level 3

(Public DC Fast)


Off-board

3-phase

high power

Charging at

station

50kW

100kW

04ndash1 h

02ndash05 h

PEVs (20ndash50kWh)
























Battery

Type

and

Energy

All-

Electric

Range

Connector

Type


Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245


30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication








































































































Battery

Type

and

Energy

All-

Electric

Range

Connector

Type


Demand Charge

Time Demand

Charge

Time Demand

Charge

Time

Toyota

Prius

PHEV2012

Li-Ion

44kWh

14

miles SAE J1772

14kW

(120V)

3

hours

38kW

(240V)

25

hours NA NA

Chevrolet

Volt PHEV

Li-Ion

16kWh

40

miles SAE J1772

096ndash14

kW

5ndash8

hours 38kW

2ndash3

hours NA NA

Mitsubishi

i-MiEV EV

Li-Ion

16kWh

96

miles

SAE J1772

JARITEPCO 15kW

7

hours 3kW

14

hours 50kW

30

minutes

Nissan

Leaf EV

Li-Ion

24kWh

100

miles

SAE J1772

JARITEPCO 18kW

12ndash16

hours 33kW

6ndash8

hours 50 + kW

15-30

minutes

Tesla

Roadster

EV

Li-Ion

53kWh

245


30 +

hours

96ndash168

kW

4ndash12

hours NA NA


Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication























































































Power Electronics


























Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication











































































































Requirements






AC

11

02

20

V A

C

Cin

LPFC

SC

DClink

VDCEMIFilter

EMIFilter

0


S1

S4

S3

S2

Lr

Cr

Lm

HFTR

np nsD1

D2

D3

D4

C0

L


D1

D2

D3

D4

0

V0

I0

Battery

D0

L lk2

Iin

Is

Vs

Ip















Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication



































































































Boost PFC



















6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication








































































































6222015 33






circuitry







AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication



























































































AC

S1

S2

Is

Vs

C1

C2

CDClink

VDC

IDC

AC

S3

S2

Is

Vs CDClink

VDC

IDC

S1

S4

S3

S6

CDClink

V

IDC

S1

S4

S5

S2

Bidirectional DCDC

Converter

Bidirectional DCDC

Converter

(a) (b) (c)

AC

AC

AC

Va

Vb

Vc

IaIbIc

DC












Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication
































































































Conductive Chargers











apteraforumcom

Chevrolet Volt PHEV

Nissan Leaf EV


Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






















































































Inductive Chargers







enga

dge

tco

m

11

02

20

V A

C

DCAC Conversion

DC

AC



Coupler




C

DC Bus

L2L1

I1

AC

AC

DC

AC

DC

GM EV1 System







Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication



























































































Co

nd

uct

ix-W

amp

fler




bull Large air-gap


Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






















































































Integrated Chargers


Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






















































































Integrated Chargers





Dif

fere

nti

al

T w



Battery Pack

Electric MotorWheel

Wheel

DC

DC

DCDC Converter




Isolation



Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






















































































Classic Electrical

traction in a EV








PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication


























































































PM motor






and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication























































































and Power Flow
















47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication




































































































47



















mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication








































































































mu

lati

on

an

d C

ase

Stu

die

s


Level of PEVs



10

20

179

358


30 56


5

20

303

1247


10

20

17

43


Western Australia


17

31

37

74



2200 vehicles 20

Belgium


10

30

22

64


50 10


11 14 Th

e R

esu

lts o

f S

imu

lati

on

an

d C

ase

Stu

die

s

for

Un

co

ord

ina

ted

Ch

arg

ing
















Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication




































































































Uncoordinated

ChargingDischarging





- Low load factor



Coordinated Smart

ChargingDischarging













Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication























































































Without PEVs

(Average

Household Load)

Uncoordinated

Charging

Coordinated

Charging




Power Losses ()









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication

























































































Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom









Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication




























































































Chevrolet Volt PHEV

httpgm-voltcom

Toyota Prius PHEV

httpenwikipediaorg

Tesla Roadster EV


httpwwwnytimescom

55














DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication



































































































DC Fast Charging

EV Charger Systems
















CHAdeMO







SAE























Communication






















































































EV Charger Systems
















CHAdeMO







SAE























Communication




































































































CHAdeMO







SAE























Communication




























































































SAE























Communication












































































































Communication






















































































grup 6: sistemi gelitirilmesi araçlarda emc ile...

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