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Wired Charging Technologies for Electric Vehicles

  • Contents

Catalog

AC Charging

1) 1ϕ On-Board Slow Charging

2) 3ϕ On-Board Fast Charging

DC Charging

1) Off-Board Fast Charging

2) Off-Board Rapid Charging

Summarizing with Key Points

 

Overview: The effectiveness and cost of battery electric vehicles are directly related to the batteries and charging technologies that are employed. Several categories of wired charging technologies for battery electric vehicles are discussed in depth in this article.

 

Based on the input voltage type delivered to the battery electric vehicle (BEV) inlets, the wire-based technologies are divided into two categories: AC-charging technologies and DC-charging technologies. 1ϕ on board (OB) slow charging technology and 3ϕ OB fast charging technology make up the first set. The latter category is divided into two groups: off-board fast charging technologies and off-board rapid charging technologies, as indicated in Fig. 1.

Fig. 1. Overall charging system for BEVs using wired/wireless. Source: IEEE Access

 

AC Charging

AC charging indirectly charges the battery via the onboard charger (OBC), which can be classified into two groups: 1ϕ OB slow charging and 3ϕ OB fast charging.

 

1) 1ϕ On-Board Slow Charging

1ϕ OB slow charging usually requires multiple conversions (AC-DC and DC-DC), which leads to low-voltage ripples and a relatively high power rating. So, it is often used as an OBC inside BEVs, such as for level 1 AC charging (input voltage: 1ϕ 120 or 220 V, charging power: below 2 kW, and battery voltage (VB): DC 240–325 V) in a number of BEV models on the market (e.g., Tesla Model 3, Toyota RAV4, etc.).

 

Fig. 2 shows a two-stage 1ϕ OBC that is easy to understand for BEVs. The battery is charged in the following ways: First, the grid voltage is changed so that an AC/DC converter can feed the power factor correction (PFC) circuit. Then, the PFC circuit's output voltage is sent to the intermediate DC-link bus, which is then turned into a controlled DC output voltage by an isolated DC/DC converter (such as a full-bridge (FB), flyback, etc.). This is how safe and effective battery charging is achieved. Note that a galvanic transformer is used at the DC-DC stage to get the galvanic isolation.

 

Fig. 2(a) and 2(b) show unidirectional and bidirectional chargers, which can be set up in two different ways based on how the power flows. The unidirectional charger makes it easier for a utility grid to send power to a heavy load, like multiple BEVs, at the same time. By controlling the phase angle of the supply current, a unidirectional active front-end rectifier can provide power without draining the battery. This is one of the main benefits of this type of rectifier. So, a unidirectional charger is a good way to get a lot of BEVs on the road and actively control the charging current.

 

The bidirectional charger can be used in both grid-to-vehicle (G2V) and vehicle-to-grid (V2G) technologies, unlike the unidirectional charger. A few disadvantages are that the battery lasts less when it is charged and discharged often, and the cost of the charging system goes up. A lot of safety and anti-islanding measures are also built into this type of charging technology. Fig. 2 shows one of the most common ways to charge a 1ϕ OB slowly. This is level 1, which has a power output of about 2 kW and a charging time of 6 hours or more.

 

Fig. 2. 1ϕ on-board slow charging topologies. (a) Unidirectional topology. (b) Bidirectional topology. Source: IEEE Access

 

2) 3ϕ On-Board Fast Charging

 

The 3ϕ OB fast charging technologies can charge batteries faster than the 1ϕ OB slow charging technologies because they have a medium power rating (about 20 kW). This means that they can charge the battery up to 80% in between 2 - 3.5 hours.

 

So, they can be used for an OBC in BEVs like level 3 (i.e., input voltage: 3ϕ 280–420 V, charging power: up to 50 kW, and battery voltage (VB): DC 320–400 V): (e.g., Smart FortWo ED, Tesla Model 3, Toyota RAV4, etc.). Most of these charging technologies use Dual-Active-Bridge (DAB) topologies. Fig. 3 shows how the current 3ϕ OB fast charging technologies work. Because it is easy to use, this method is better for almost all BEVs on the market.

Fig. 3. 3ϕ On-Board Fast Charging. (a) Unidirectional topology. (b) Bidirectional topology. Source: IEEE Access

 

DC Charging

DC charging technologies for BEVs can be put into two groups: off-board fast charging and off-board rapid charging.

 

1) Off-Board Fast Charging

The rectifying unit at the charging station makes it possible for these technologies to directly charge the battery of a BEV. Because of this, they can make the driving system smaller and lighter as a whole. Most of the time, these charging technologies use DAB topologies.

 

These kinds of charging technologies are known for how quickly they charge (specifically, for their charging times below one hour). Companies with good reputations, like Tesla, BMW, Nissan, and Hyundai, have recently started to offer fast DC charging stations that can charge batteries in an hour. Fig. 4 shows the off-board fast charging technologies, which mostly use a 3ϕ power source with a power level between 20 - 120 kW, a charging time of less than one hour, and a battery voltage between DC 320 - 450 V.

 

Fig. 4. 3ϕ off-board fast charging topologies. (a) Unidirectional topology (b) Bidirectional topology. Source: IEEE Access

 

2) Off-Board Rapid Charging

Rapid charging technologies, which use more power and charging current, are an extension of fast charging technologies. In these ways of charging, the time it takes to charge is shorter, and a battery of a BEV with a DC 320–500 V can be charged up to 80% in 15 minutes. One of the best-known fast chargers, made by Tesla, is powered by DC 480 V and 250 kW. As of March 2020, Tesla had successfully run 16,013 superchargers at 1,826 charging stations around the world for its Model S, Model 3, Model X, and Model Y BEVs.

 

For example, the Model S has a charging current of 80 A. For 85 kWh, it takes about 20, 40, and 75 minutes to charge the battery to 50%, 80%, and 100%, respectively. Fig. 5 shows the rapid charging topology, in which a high-power DC current that can reach 400 A charges the battery. The figure shows a 3ϕ unidirectional topology and a 3ϕ bidirectional topology, both of which are off-board configurations.

 

Fig. 5. 3ϕ off-board rapid charging topologies. (a) Unidirectional topology. (b) Bidirectional topology. Source: IEEE Access

 

Summarizing with Key Points:

Some of the takeaways from the article are as follows:

  • Based on how input voltage is given to the battery vehicle, battery electric vehicles are categorized into two categories: AC-charging technologies and DC-charging technologies.
  • During AC charging, the onboard charger, which can be divided into two groups: 1ϕ OB slow charging and 3ϕ OB fast charging, indirectly charges the battery. And DC charging is divided into two categories: 3ϕ OB fast charging and 3ϕ OB rapid charging.
  • Depending on how the power flows, 1ϕ on-board unidirectional and bidirectional chargers for slow charging can be set up in one of two ways. Level 1 charging, which takes 6 hours or longer to complete and has a power output of around 2 kW, is the most popular method. 
  • 3ϕ OB fast charging techniques can charge batteries by up to 80% in just 2 to 3.5 hours. These technologies are superior for practically all available electric since they use dual active bridge topologies and are simple to use.
  • Fast DC charging stations that can charge batteries in an hour are now being offered by reputable firms. DAB topologies are notable for how quickly they charge batteries.
  • Off-board fast charging methods employ a 3ϕ power source with a power output ranging from 20 to 120 kW, a charging time of under an hour, and a battery voltage range of DC 320 to 450 V.
  • Off-board quick charging methods employ greater power and charging current while also speeding up the charging process. 16,013 superchargers at 1,826 charging stations around the world have been successfully used by Tesla.

 

This blog post is part of a full research article from IEEE Access.

 

The featured image is used courtesy of OPEN AI.

Rakesh Kumar, Ph.D.

Rakesh Kumar holds a Ph.D. in electrical engineering, specializing in power electronics. He is a Senior Member of the IEEE Power Electronics Society, Class of 2021. He writes high-quality, long-form technical articles for global B2B semiconductor brands. Feel free to reach out to him at rakesh.a@ieee.org! Checkout his complete portfolio @muckrack.com/rakesh-kumar-phd | @linkedin.com/in/rakesh-kumar-phd

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