Electrifying transportation is a promising approach to alleviate the climate change issue. The adoption of electric vehicle into market has introduced significant impacts on various fields, especially the power grid. Various policies have been implemented to foster the electric vehicle deployment and the increasing trend of electric vehicle adoption in the recent years has been satisfying. The continual development of electric vehicle power train, battery and charger technologies have further improved the electric vehicle technologies for wider uptake. Despite the environmental and economical benefits, electric vehicles charging introduce negative impacts on the existing network operation. Appropriate charging management strategies can be implemented to cater for this issue. Furthermore, electric vehicle integration in the smart grid can bring many potential opportunities, especially from the perspective of vehicle-to-grid technology and as the solution for the renewable energy intermittency issue. This paper reviews the latest development in electric vehicle technologies, impacts of electric vehicle roll out and opportunities brought by electric vehicle deployment.

A review on the state-of-the-art technologies of electric vehicle, its impacts and prospects

In the first part of this paper, three-phase power factor correction (PFC) rectifier topologies with sinusoidal input currents and controlled output voltage are derived from known single-phase PFC rectifier systems and/or passive three-phase diode rectifiers. The systems are classified into hybrid and fully active pulsewidth modulation boost-type or buck-type rectifiers, and their functionality and basic control concepts are briefly described. This facilitates the understanding of the operating principle of three-phase PFC rectifiers starting from single-phase systems, and organizes and completes the knowledge base with a new hybrid three-phase buck-type PFC rectifier topology denominated as Swiss Rectifier. Finally, core topics of future research on three-phase PFC rectifier systems are discussed, such as the analysis of novel hybrid buck-type PFC rectifier topologies, the direct input current control of buck-type systems, and the multi-objective optimization of PFC rectifier systems. The second part of this paper is dedicated to a comparative evaluation of four rectifier systems offering a high potential for industrial applications based on simple and demonstrative performance metrics concerning the semiconductor stresses, the loading and volume of the main passive components, the differential mode and common mode electromagnetic interference noise level, and ultimately the achievable converter efficiency and power density. The results are substantiated with selected examples of hardware prototypes that are optimized for efficiency and/or power density.

The Essence of Three-Phase PFC Rectifier Systems—Part II

The number of offboard fast charging stations is increasing as plug-in electric vehicles (PEVs) are more widespread in the world. Additional features on the operation of chargers will result in more benefits for investors, utility companies, and PEV owners. This paper investigates reactive power support operation using offboard PEV charging stations while charging a PEV battery. The topology consists of a three-phase ac-dc boost rectifier that is capable of operating in all four quadrants. The operation modes that are of interest are power-factor-corrected charging operation, and charging and capacitive/inductive reactive power operation. This paper also presents a control system for the PQ command following of a bidirectional offboard charger. The controller only receives the charging power command from a user and the reactive power command (when needed) from a utility, and it adjusts the line current and the battery charging current correspondingly. The vehicle's battery is not affected during the reactive power operation. A simulation study is developed utilizing PSIM, and the control system is experimentally tested using a 12.5-kVA charging station design.

Vehicle-to-Grid Reactive Power Operation Using Plug-In Electric Vehicle Bidirectional Offboard Charger

Two of the main challenges for electric vehicle (EV) adoption include limited range and long recharge times. Ultrafast charging can help to mitigate both these concerns. However, for typical 400-V battery EVs (BEVs), the charging rate is limited by the practical cable size required to carry the charging current. To reach ultrahigh charge rates of 350 or 400 kW, 800-V BEVs are a promising alternative. However, the design of an 800-V EV requires careful new considerations for all electrical systems. This article reviews the current state of 800-V vehicle powertrain electrical design and performs an analysis of benefits, challenges, and future trends regarding multiple vehicle powertrain components. Specifically, detailed benefits and challenges related to the battery, propulsion motor, inverter, auxiliary power unit, and on- and off-board chargers are discussed.

800-V Electric Vehicle Powertrains: Review and Analysis of Benefits, Challenges, and Future Trends

This paper proposes a power converter architecture for the implementation of an ultrafast charging station for electric vehicles (EVs). The versatile converter topology is based on the concept of the power electronic transformer. For the direct transformerless coupling to the medium-voltage grid, a cascaded H-bridge (CHB) converter is utilized. On the level of each submodule, integrated split battery energy storage elements play the role of power buffers, reducing thus the influence of the charging station on the distribution grid. The power interface between the stationary split storage stage and the EV batteries is performed through the use of parallel-connected dual-half-bridge dc/dc converters, shifting the isolation requirements to the medium-frequency range. By choosing several different submodule configurations for the parallel connection, a multiport output concept is achieved, implying the ability to charge several EVs simultaneously without the use of additional high-power chargers. All possible charging station operating modes among with the designed necessary control functions are analyzed. The state-of-charge self-balancing mode of the delta-connected CHB converter is also introduced. Finally, the development of a downscaled laboratory prototype is described, and preliminary experimental results are provided.

A Modular Multiport Power Electronic Transformer With Integrated Split Battery Energy Storage for Versatile Ultrafast EV Charging Stations

This paper presents the functionality of a commercialized fast charger for a lithium-ion electric vehicle propulsion battery. The device is intended to operate in a battery switch station, allowing an up-to 1-h recharge of a 25-kWh depleted battery, removed from a vehicle. The charger is designed as a dual-stage-controlled ac/dc converter. The input stage consists of a three-phase full-bridge diode rectifier combined with a reduced rating shunt active power filter. The input stage creates an uncontrolled pulsating dc bus while complying with the grid codes by regulating the total harmonic distortion and power factor according to the predetermined permissible limits. The output stage is formed by six interleaved groups of two parallel dc-dc converters, fed by the uncontrolled dc bus and performing the battery charging process. The charger is capable of operating in any of the three typical charging modes: constant current, constant voltage, and constant power. Extended simulation and experimental results are shown to demonstrate the functionality of the device.

Battery Charger for Electric Vehicle Traction Battery Switch Station

The manuscript presents a 50KW vehicle battery fast charger prototype design. The charger is basically a two-stage controlled rectifier with power factor correction. The input stage consists of a three phase full bridge rectifier combined with a shunt active power filter. The input stage creates an uncontrolled pulsating DC bus while complying with the grid codes by regulating the THD and power factor according to the permissible limits. The output stage is formed by six interleaved parallel groups of two DC-DC converters, fed by the uncontrolled DC bus and performing the charging process. Two independent control boards are employed: active filter control circuitry and the DC-DC control circuitry. The former is operated according to the predetermined grid interfacing behavior, while the operation of the latter is dictated by the requests from the Battery Management System (BMS). The charger is capable of operating in any of the two typical charging modes: Constant Current and Constant Voltage. Control loops are briefly explained throughout the paper and extended simulation/experimental results are presented.

High power Li-Ion battery charger for electric vehicle

Modeling and control of a 50KW Electric Vehicle battery fast charger Power Factor Correction stage, developed at Gamatronic Electronic Industries LTD, is presented in the paper. The charger topology may be referred as a two-stage controlled rectifier. The input stage consists of a three phase full bridge rectifier combined with an active power filter (three single stage power filters are actually employed). The input stage creates an uncontrolled DC bus while complying with the grid codes by keeping the THD and power factor within the permissible limits. The output stage is formed by twelve DC-DC converters and is perceived as a constant power load by the input stage. The active power filter is operated using all-analog control circuitry according to the predetermined grid interfacing behavior. Input stage hardware and control loops are explained throughout the paper and extended simulation/experimental results are presented.

http://www.iaeng.org/publication/WCE2011/WCE2011_pp1348-1352.pdf

Modeling and Control of the PFC Stage for a 50KW EV Fast Battery Charger

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Battery Charger for Electric Vehicle Traction Battery Switch Station

High power Li-Ion battery charger for electric vehicle

Modeling and Control of the PFC Stage for a 50KW EV Fast Battery Charger