Today 1 Charger Active balancing DC‐DC Drivetrain DC‐DC HV‐to‐LV DC‐DC 12V battery, Lights, Electronics, … AC motor drive Options (U.S.) AC Level 1: 120Vrms AC AC Level 2: 240Vrms AC DC Charging infrastructure and chargers • Charging standards: AC Levels 1, 2, DC • An example AC Level 1,2 charger: power electronics and control
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Today
1
Charger
Active balancing DC‐DC
DrivetrainDC‐DC
HV‐to‐LV DC‐DC
12V battery,Lights, Electronics, …
AC motor drive
Options (U.S.)AC Level 1: 120Vrms ACAC Level 2: 240Vrms AC
DC
Charging infrastructure and chargers
• Charging standards: AC Levels 1, 2, DC• An example AC Level 1,2 charger: power electronics and control
Charging standards: AC
2
Battery system
Charger+
Vbat_
ACpowergrid
Electric Vehicle Supply
Equipment (EVSE)
AC
signals signals
Ichg
Vehicle
SAE J1772 connector
AC Level 1 120 V
Voltage [RMS] Max current [RMS]
16 A
AC Level 2 240 V 32 A (2001)80 A (2009)
SAE J1772 connector: single‐phase AC charger standard
3
Society of Automotive Engineers (SAE) J1772
Conductive Charge Coupler
SAE J1772 signals:
• Proximity Detection: to prevent movement of the car while connected to the charger.
• Control Pilot: a 1 kHz square wave at +/‐ 12 volts is generated by the EVSE on the pilot pin to detect the presence of the vehicle, communicate the maximum allowable charging current, and control charging.
EVSE at South Boulder Rec Center
1. AC line 12. AC line 23. Ground4. Control Pilot5. Proximity Detection signals
J1772 signaling circuit
4
CP
PE
PP
Charging standards: DC [under development]
5
Battery system
+Vbat_
ACpowergrid
Electric Vehicle Supply
Equipment (EVSE)Charger
DC
signals
Ichg
Vehicle
connector
DC charging: standards under development
6
SAE J1772 "combo“ connector
CHAdeMO Associationup to 500V DC, up to 125 A
DC Level 1 200‐450 V
Voltage [DC] Max current [DC]
DC Level 2 200‐450 V
80 A
200 A
DC Level 3 200‐600 V 400 A
Nissan LEAF charging portsDC CHAdeMO (left) and AC J1772 (right)
7
Tesla (Proprietary)
8
• Mobile charger: 120 V – 240 V, up to 40 A• High power wall charger: 208 V ‐ 240 V, single phase, up to 70 A• Supercharger: 480 V DC, 250 A (up to 120 kW)• Battery swap: “full charge in 90 seconds”
Charger Implementation
9
Battery system
Charger+
Vbat_
ACpowergrid
Electric Vehicle Supply
Equipment (EVSE)
AC
signals signals
Ichg
Vehicle
vac(t)
iac(t)
+Vbat_
Ichg
AC‐DC rectifier
DC‐DC converter
Charger
AC systems: power factor
10
Power electronics textbook Chapter 16
11
12
13
Conventional “peak‐detection” rectifier
Power factor = P
Vrms Irms
is very low (0.55)
Maximum power obtainable from 120V, 15A outlet (AC Level 1)
Charger implementation
16
Power electronics textbook, Chapter 18, PWM rectifiers
Ideal lossless rectifier
17
Unity power factor rectifier operation
18
Unity power factor rectifier control loops
19
Power electronics textbook, Section 6.3
DC‐DC Converter: full‐bridge isolated buck
converter example
Batterysystem
20
Full‐bridge isolated buck converter operating
waveforms
21
Batterysystem
DC‐DC converter: control loops
22
Research and development directions
23
• Fast DC chargers
• Charge management• Minimize cost
• Utilize excess generation from renewables
• Minimize stress on electric power distribution
• Minimize impact on battery life
• Vehicle‐to‐grid V2G concepts
• Inductive (wireless) charging
Grid‐Interactive DC‐Link PV Charging StationCU‐Boulder project sponsored by DOE/Hawaii Renewable Energy Development Venture
• Ultra high-efficiency (>98%) DC charging of EV’s and PHEV’s directly from the PV array and/or from the grid
• Re-use of resources, reduced cost
• Improved grid integration of PV power system, controlled ramp rates
EVUtility Control
PHEV
Grid‐interactive inverter
Fast (Level‐3)
DC Chargers
10kWh packcharger
CU‐Boulder CoPEC lab test setup
DC bus (500 V)
Wireless (inductive) EV Charging
25
Stationary
In‐motion
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