Module 4 Electric Vehicle Charging System

• Types of EV supply equipment (EVSE), components of EV battery chargers, charging infrastructure

challenges,
• classification based on charging levels (region-wise), modes, plug types,
• standards related to connectors, communication, supply equipment, EMI/EMC – Electric Vehicle
(EV) Standards, Overview of international standards (ISO, IEC) for EV technology, National
standards for EV technology in India, global standards (SAE, CHAdeMO, CCS) for EVs Charging
Modes: CV and CV –
• Onboard charging systems, types of AC-DC converters;
• working principles, modulation, design, and closed loop control of power factor correction
converters (PFC): Boost type PFC, Totem-pole PFC, active front-end converter.
• Types of Off Chargers: AC chargers, DC chargers, and fast chargers Wireless charging: Types,
Operation, Control, and standards - Communication architecture for EV charging - -V2G, V2V
connectivity, Criteria for connecting EV to the utility for AC level 1 and level 2 charging - Nature and
• scope of policies to stimulate widespread EV adoption - Policy formulation and implementation at
various levels of government.
Electric Vehicle Supply
Equipments
Vehicle

100% Battery
Petrol Hybrid Plugin Hybrid
(EV, GEV,
(ICE) (HEV) (PHEV)
BEV)
Range: 440 miles 440 miles 440 miles 100 miles
Refuel <1h 4– 8h
5min 5min
Time: Level 2 Charge Level 2 Charge
1st car 1st car 1st car 2nd car
Usage:
Familiy car Family car Family car City car
Energy
Efficiency Not Efficient Efficient More Efficient Most Efficient
:
Customer
Benchmark + Electric motor + Charging + 100% Battery
Mind:
PHEV: Plug-In Hybrid Electric Vehicle
REEV: Range Extended Electric Vehicle
BEV: Battery Electric Vehicle
EV: Electric Vehicle
Overview
EVSE electric vehicle supply equipment EV electric vehicle

Power
Pilot Inverter
AC charging plug
AC charging cable On board charger

Protections

AC Power Supply Motor

Battery
Charging Options – Why use Level 2?

Level 1 Charging Level 2 Charging

Power Source 110 VAC, 15 A (16A peak), 208 – 240 VAC, 30 A, Dual Pole
Household Wall Outlet Dedicated Circuit
Max Charging
Up to 1.65 KW Up to 7.2 KW (240V @ 30A)
Power Output
Speed 12 – 18 hours 4 – 8 hours

Installation Plug-in wall outlet connector Electrician Installation Needed

Safety Household Circuit Breaker, UL, Household Circuit Breaker, UL,

Ground Fault, Cable only Ground Fault, Cable only energized
energized when charging when charging
Accesibility Accessible everywhere Dedicated equipment and cable

Procurement Typically included w/car After-Market Purchase

Charging Station
• POS Interface (Credit Card Swipe)
• Smart Metering
• Flex Charging
• Wireless Communications

Watt Station Residential

• Home Use
• Low Cost
• Lightweight Plastic

Watt Station
• Touch Screen Monitor
• Ergonomic Design
• Curb Appeal
• Retractable Cord Management
EV Charging Station presents a highly modular design that can be
upgraded as new technology arrives and customer needs evolve

LED Bar Charger Status

VFD Screen

RFID (optional)

Plug Holder

Power Cord Holder

Access Panel (right side)

Various Form Factors -

Single/Double Pedestal, Wall, Pole
GE EV Charging Station
Specification
• Supply Needs: 208-240VAC @ 30A with 40A
overload (2 pole)
• GF Protection with Ground Monitor (UL 2231)
• Charger & Vehicle Communication (NEC 625)
- Connection Interlock
- Personnel Protection
- Automatic De-Energizing Device
- Ventilation Interlock
• Connection for SAE J1772 Plug & Cord
• LED Lights & Display
• RFID User Authorization Option
• Indoor & Outdoor Enclosure (NEMA 3R)
RFID Reader Option
Optional Radio Frequency Identification
(RFID) to control user access

Details:
•Wave card in front of reader to initiate charging
•Monitor/Control of Driver Access/Usage
•Ethernet network to support RFID
authorization service
•Straightforward In Field Installation

Administration – Programming Cards

•USB connected RFID programmer
•Lightweight and Portable
•Determines class authorization, user control
WattStation Home
Exterior
Weatherized Case
Molded Lightweight Plastic
Keylock security
Power Button Nema 3R / IP54
OFF/standby button
Plug-In Option
SKU with plug option for
easy install / removal
LED interface and Ring
Visualization of station status

Charging Cable
Socket with interlock
SAE J1772
WattStation Home
Features

• Level II – 208-240 VAC, 30 A

• Indoor / Outdoor (NEMA-3R)
• Flush Mounting System
• Safety Protections
• Ground Fault
• Overload
• Vehicle Communications
• SAE J1772 Connector
• UL Certified
• Power Off / Standby Switch
• LED Status Indicators
• Wrap Around Cord Management
WattStation
An easy-to-use charger designed by renowned industrial designer Yves
Behar

GE WattStation
 GE WattStation provides a modular design to integrate new technology

Interactive Display Panel

LED Ring Charger Status

Card Swipe (optional)

Protected Plug Holder

Access Panel (on rear)

Retractable Power Cord Base to accept power

and fasten to concrete
Supply Needs: 16A@230V to 32A@400V
Controller
• EV Communications
• Charger status/messages via LED Ring, Interactive Display Panel, or external
comms
• Manages Intelligent charging (Flex Charging)
• Allows user configurable overload protection
• Performs CCID20 ground fault protection per UL 2231
• Provides single phase metering
• Communications to Building Management Systems (BMS), EV, smart meters
Contactor
• Responsible for energizing and de-energizing of EVSE connector, Operates in
conjunction with controller to meet UL and NEC reqs
Connector
• Compliant with SAE J1772 standard
• UL listed for EVSE applications
Fuses
• Provides overload and short circuit protection

Options:
• Wireless Communications
• Point of Sale (Credit Card)
• RFID, Smart Metering
Charging Station Communications
Kiosk / LED
Wireless Commercial
• WiFi, GPRS, Zigbee
BackEnd
Ethernet (Database, Web Interests
• TCP/IP Services)

Owner EV

SAE J1772,
Wireless
(future)
Utility Driver
Services
$ • Email
Building (BMS) / • SMS
Home (HEM) • eWallet
• Web
 EVSE
Electric Vehicle Supply Equipment (EVSE):
Also known as Electric Vehicle chargers through which EVs/PHEVs receive either
AC/DC supply from the electric grid to charge the traction batteries.
Components:
 3-prong wall outlet EV connector
EV inlet
Battery charger
power supply cable
charge stand or wall mount
protection components--deliver energy efficiently and safely to the vehicle.
 Electric Vehicle Connector:
• Physical connection b/w EVSE an EV
• Three connectors used are
• J1772-US auto standard developments
• CHAdeMO connector- Japanese auto standard developments
• Tesla-Supercharger connector

Electric vehicle Inlet:

Device which provides physical connection b/w EVSE an EV
 Battery Charger:
 Level 1
 Level 2
 DC fast charging
Level 1
Charging from standard residential 120V AC outlet
Power consumption=Toaster
No additional charging equipment is needed
4miles/hr
Completely depleted battery will take 20hrs to recharge
Level 2
220V –commercial voltage rating
Power consumption = dryer
15miles/hr with 3.3kW on board charger
30miles/hr with 6.6kW on board charger
Used to provide accelerated charging
 Completely depleted battery will take 7hrs to recharge
DC Fast Charging
 Commercial grade 480V
 Power consumption = Air Conditioner
 80-100miles with 20-30 min of charging
 Conversion of AC-DC takes place within the EVSE itself --- No battery charger
is needed in the vehicle
 Two standards --- J1772, CHAdeMO
 Levels of EV charging Application
• Level 1 charging is typically done via a domestic AC power socket that offers between 2.4-3.7kW of
power, which equates to taking between five and 16 hours to fully charge a battery (per hour of
charging, you’ll be getting 10-20km of driving range).

• Level 2 charging is done via either a domestic or public AC wallbox charger that offers 7kW of power,
which equates to 2-5 hours to fully charge a battery (per hour of charging, you’ll be getting 30-45km
of driving range).

• Level 3 charging is done via a DC fast charger at a public EV battery charging station. This offers
around 11-22kW of power, which equates to taking 20-60 minutes to fully charge a battery (per hour
of charging, you’ll be getting 250-300km of driving range).

• Level 4 is super-fast charging done at a public DC charging station for electric cars. This offers around
120kW of power, which equates to taking 20-40 minutes to fully charge a battery (per hour of
charging, you’ll be getting 400-500km of driving range).

• There’s also ultra-fast charging (extreme fast charging) public charging available, where 350kW of
power can get a battery charged in 10-15 minutes, and deliver a staggering 1000km of driving range
per hour.
 Electric Vehicle Charging Infrastructure
• In the future, we are likely to see
increased charging infrastructure as well
as faster chargers that will make EVs
extremely competitive with gas vehicles.
The current charging infrastructure,
however, falls a bit short. The biggest
issue is long-distance travel (think cross-
country road trips), where charging
stations are not always available along
your route. Installing more (and fast)
charging stations to create a more robust
charging infrastructure takes massive
investment. However, daily re-charging
in home garages, workplaces, and/or
commercial parking areas (retail
locations, motorway rest areas, etc.)
would mean that EV drivers never have
to stop at filling stations in their
everyday lives.
Standards
Importance of EV Standards
• Global Interoperability: Standards ensure EVs and charging
infrastructure are compatible across different regions.
• Safety and Efficiency: Reduce risks of electrical hazards, overheating,
and equipment failure.
• Scalability: Allow for mass production and adoption of EV technology,
reducing costs and increasing user confidence.
• Innovation Catalyst: Provide a framework within which
manufacturers can innovate while adhering to safety and
performance benchmarks.
EV Charging Connectors
Charging connectors are a critical component for energy transfer
between the grid and EVs.
• Physical Design: Ensures a secure mechanical connection and user-
friendly operation.
• Voltage and Current Rating: Determines charging speed; connectors
must handle high voltage (up to 1000 V DC for fast charging).
• Safety Mechanisms: Includes insulation, ground fault protection, and
prevention of live contact
 Communication Protocols
Communication between EVs and Electric Vehicle Supply Equipment (EVSE) is essential for
intelligent and automated charging.
ISO 15118 - Plug & Charge:
• Authentication: Secure vehicle-user identity verification without additional devices.
• Payment Integration: Automates billing directly between EV and EVSE.
• Energy Management: Enables bidirectional energy transfer (Vehicle-to-Grid or V2G
technology).
OCPP (Open Charge Point Protocol):
• Widely used for managing EVSE networks.
• Offers real-time data sharing between EVSE and backend systems.
• Allows remote monitoring, diagnostics, and load balancing.
CAN Bus Communication:
• Purpose: Internal EV communication between battery, motor, and charger.
• Benefits: High speed, reliability, and simplicity for in-vehicle systems.
Electromagnetic Compatibility (EMC) in EVs
• EVs generate electromagnetic fields due to high-power components like batteries,
inverters, and electric motors. EMI can affect sensitive systems like:
• Navigation and infotainment systems.
• Nearby medical equipment and communication devices.
EMC Compliance Standards:
• CISPR 12: Sets limits for radio-frequency emissions from vehicles.
• ISO 7637: Addresses transient disturbances in electrical systems.
• IEC 61000: Covers immunity of devices to electromagnetic disturbances.
Mitigation Techniques:
• Use of shielded cables for high-frequency signals.
• Proper grounding and bonding of EV components.
• EMI filters to suppress noise in power lines.
Overview of Safety Standards
• IEC 61850: Defines substation communication, also adapted for EV
energy systems.
• UL 2594: Ensures safety of EVSE, covering protection against
mechanical and electrical hazards.
• SAE J2344: Guides manufacturers on high-voltage system safety in
EVs.
• ISO 26262: Functional safety standards for automotive electronic
systems.
BIS Standards for electric vehicle Charging
Indian Standards For AC Charging
• IS 17017 is the key electric vehicle charging standard in India comprising
three parts and six sections.
• IS-17017- Part-1 provides the basic features of all electric vehicle
charging systems. An AC EVSE must adhere to this standard
• AC connector standard in the IS-17017-Part-2. Both AC and DC EVSE
need to conform to the technical standards
• IS-17017-Parts 21 & 22. Additional Indian standards for AC EVSEs have
been approved for light electric vehicles and e-cars (in the form of low-
cost charging points), for use in parking areas.
Indian Standards For DC Charging
• IS-17017-Part-23 describes the requirements for DC charging stations,
with power output of 50kW to 200kW. Beyond this, high power charging
standards are required to cater to buses and other heavy vehicles.
• Recently, the BIS has finalized the IS-17017-Part-25, which is specifically
for providing low DC power of less than 7kW for light EVs.
• Due to the requirement of digital communications between the DC EVSE
and the EV, data communication standards are specified in IS-17017-Part
24.
• When the Combined Charging System (CCS) standard is deployed, which
can provide both AC and DC charging, communications will be as per the
IS-15118 series.
Indian Standards For battery
swapping
• Separate projects have been initiated for battery swapping
standards for LEVs and buses. They will be two series of standards
documents, covering the form factor of the battery pack, inter-
operable connection systems, communication between the battery
management system (BMS) and the EV and charging station, and
network management. Any electric vehicle may utilize a battery pack
conforming to these standards. The removable battery packs can be
charged using AC or DC charging systems. The BIS is yet to develop
Indian standards for EV roaming and grid-related management
functions.
Stage 1: Constant current (CC) charging or bulk
charge mode
• Assuming the battery is starting in a discharged
state, the charger is operating in constant current
mode, where the charger current is maintained at a
constant value and the battery voltage is allowed to
rise as it is being recharged. Approximately 80% of
battery capacity is returned in the constant current
region.
Stage 2: Constant Voltage (CV) Float mode
• The Float mode follows the constant current mode.
Float mode is where the battery voltage is
maintained at approximately 2.25 volts per cell, or
13.5 volts for a 12V battery. This charger will
maintain the battery indefinItely without boiling
out electrolyte or overcharging the battery.
Battery Voltage, Current and Resistance
Rectifiers/inverters for EV
The Function of an Inverter
• Broadly speaking, an inverter is an electrical device that converts
electricity derived from a DC (Direct Current) source to AC
(Alternating Current) of the type that can be used to drive a device or
appliance. In a solar power system, for example, the power stored by
batteries charged by solar panels is converted to standard AC power
by the inverter,1 which provides the power to plug-in outlets and
other standard 120-volt devices.
• An inverter serves the same kind of function in a hybrid or EV car, and the
theory of operation is relatively simple.

• DC power, from a hybrid battery, for example, is fed to the primary winding in
a transformer within the inverter housing. Through an electronic switch
(generally a set of semiconductor transistors), the direction of the flow of
current is continuously and regularly flip-flopped (the electrical charge travels
into the primary winding, then abruptly reverses and flows back out). The
in/outflow of electricity produces AC current in the transformer's secondary
winding circuit. Ultimately, this induced alternating current electricity provides
power for an AC load—for example, an electric vehicle's (EV) electric traction
motor.
 Rectifier (Converter)
• A rectifier is a similar device to an inverter except that it does the opposite,
converting AC power to DC power.
• More properly called a voltage converter, this electrical device actually
changes the voltage (either AC or DC) of an electrical power source. There are
two types of voltage converters: step up converters (which increases voltage)
and step down converters (which decreases voltage). The most common use
of a converter is to take a relatively low voltage source and step-it-up to high
voltage for heavy-duty work in a high power consumption load, but they can
also be used in reverse to reduce voltage for a light load source.
 Rectifier/Inverter
• An inverter/converter is, as the name implies, one single unit that houses
both an inverter and a converter. These are the devices that are used by both
EVs and hybrids to manage their electric drive systems. Along with a built-in
charge controller, the inverter/converter supplies current to the battery pack
for recharging during regenerative braking, and it also provides electricity to
the motor/generator for vehicle propulsion. Both hybrids and EVs use
relatively low-voltage DC batteries (about 210 volts) to keep the physical size
down, but they also generally use highly efficient high voltage (about 650
volts) AC motor/generators. The inverter/converter unit choreographs how
these divergent voltages and current types work together.2
Power electronics
converters/inverters/rectifiers used in a EV.
• In this configuration, the internal combustion engine (ICE) drives a
three‐phase permanent magnet synchronous generator, whose output is
a three‐phase voltage with variable frequency and variable voltage. This
output needs to be rectified to DC.
• The front wheels are driven by an induction motor which needs to be
controlled by a voltage source inverter (VSI) or a current source inverter
(CSI). An energy storage system is connected to the DC bus, between the
generator/rectifier output and the inverter. However, there is a
bidirectional DC–DC converter that manages the charge/discharge of the
battery, as well as controlling the DC bus voltage.
Battery chargers
AC charging
• AC charging and direct current (direct current) charging are simple
concepts that might become fuzzy because of the aforementioned
reasons. In essence, the difference lies in the mode of transfer of the
power into the charging port of the vehicle (not into the battery). In
AC charging mode, the AC power from the grid is delivered into the
car via an AC outlet or charging stall. The car will manage the AC/DC
power conversion via the On-Board Charger (OBC) – here properly
named charger as there is power conversion − and deliver DC voltage
and current to the batteries
DC charging
• in DC charging mode, the AC−DC conversion is carried out outside the
vehicle by an off−board charger–again we talk about the charger.
Figure 5 illustrates different charging alternatives for an EV. There is a
broad spectrum of DC charging power ratings, as space, weight and
thermal restrictions are much more relaxed outside the vehicle.
Therefore, DC charging might range from even below 11 kW and up to
400 kW. Of course, the use cases falling within these ranges might be
very different. Another point worth noting is that not all vehicles
accept charging in high DC power levels. The majority of releasing
vehicles nowadays can typically support at least 50 kW rates in DC
mode.
On-board or off-board charging
• There are two types of charging – on-board and off-board. The
definition relates to where the conversion to DC is performed. On-
board chargers take AC from the wall outlet or charging point into the
vehicle where an on-board charger converts this to DC for charging
the battery. Conversely, off-board chargers convert to DC internally
and then provide DC to the vehicle which charges the battery directly.
On-board or off-board charging
• In this system, a boost converter charges the battery in Electric
Vehicles (EV). A conventional OBC (onboard charging system) has a
bridge rectifier to convert the input AC voltage to DC but, during the
rectification process, there is high conduction, and switching losses
and heating issues are also attached to it.
V2G
Vehicle-to-grid technologies
Introduction
• Definition: Vehicle-to-Grid (V2G) technology enables bidirectional
energy exchange between electric vehicles (EVs) and the power grid.
• Purpose: To use EVs as mobile energy storage systems, enhancing grid
stability and renewable energy integration.
• Components:
• Electric vehicles with compatible batteries.
• Bidirectional charging stations.
• Smart grid communication systems.
Principles of Operation
1.Bidirectional Energy Flow:
1. Charging: EV batteries draw energy from the grid.
2. Discharging: EVs return stored energy to the grid during peak demand.
2.Smart Grid Communication:
1. Real-time data exchange ensures coordinated energy flow.
2. Dynamic pricing incentivizes energy discharge during high-demand periods.
Benefits of V2G Technology
1.Grid Stabilization:
1. Mitigates demand fluctuations by supplying power during peak times.
2.Economic Incentives:
1. EV owners can earn revenue by selling excess power to the grid.
3.Renewable Energy Integration:
1. Stores excess renewable energy for later use, addressing intermittency issues.
4.Emergency Backup Power:
1. EVs can supply power to homes or critical systems during outages.
Technical Components
1.Bidirectional Charger:
1. Enables two-way energy flow between the grid and the EV.
2.Battery Management System (BMS):
1. Monitors and optimizes battery health during charging/discharging.
3.Smart Meters and Communication Protocols:
1. Track energy usage and facilitate coordination between vehicles and the grid.
 What is V2X?

V2G V2L
Vehicle to Grid Vehicle to Load

Smart Charging?

V2V
V2H
Vehicle to Vehicle Vehicle to Home

59
 Main benefits of V2X

Wholesale power market participation Generate revenues

Decrease investment new power plants

Reduce peak Self Consumption

power demand Better integration
of renewable
Help other resources
EVs
Enhance grid
stability, reliability Renewable
and security energy
storage
Provide grid
services
Efficient EV parking
V2G management
V2L
Provide power in
V2H remote sites
V2V
Generator when
outages Emergency power
Higher independence

60
 Main V2X detected barriers

- Rules and business

Market and processes must be clear
- Subsidies needed Regulation - Limited coordination
between stakeholders

- Awareness of
V2X capabilities - Battery
is scarce degradation

User’s Technology
engagement developments

- No EV full charge - Non-uniform

availability guarantee communication protocols
- Lack of standardization
61
Vehicle-to-grid technologies:
Unidirectional and bidirectional
The components and power flow of a V2G system are represented in Fig. 1. 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; and
6) the PEV itself with its battery charger and management.
Unidirectional Power Flow

Power flow is bidirectional in general, as shown in Fig. 2. Unidirectional V2G, the basic battery charge process, can provide
services based on reactive power and dynamic adjustment of charge rates even without reversal. It requires no hardware
other than an outlet and avoids extra EV battery degradation from cycling. Implementation of this system can be done at
almost no additional cost. Basic control can be managed with time-sensitive energy pricing.

Bidirectional Power Flow

A typical bidirectional charger has two stages: an active grid connected bidirectional ac–dc converter that enforces active
power factor correction, and a bidirectional dc–dc converter
to regulate the battery charge or discharge current. When operating in charge mode, the charger should draw a sinusoidal
current with a defined phase angle to control power and reactive power. In discharge mode, the charger should return
current in a similar sinusoidal form. While most studies have focused on bidirectional power flow for V2G, there are serious
challenges for adoption. These include battery degradation caused by frequent charge and discharge cycling for regulation.
There are extra costs for bidirectional converters, metering issues, and interface concerns. Anti-islanding protection and
other interconnection issues must also be addressed. Bidirectional V2G is not currently available with existing PEVs , but
customers are likely to require an energy guarantee to ensure that vehicle SOC is predictable (and high) when they wish
to drive . A successful bidirectional charger will require extensive safety measures.
Wireless charging
 Wireless charging
The basic feature of the wireless charger is the same
as the transformer. While using wireless charging, one
must know that a transmitter and a receiver will be
there. This receiver generally converts 220v 52Hz AC
power into high-frequency AC, which boosts the
transmitter coil and thus generates a magnetic field.
The receiver coil then generates the current flowing in
it. For effective wireless charging, it is necessary to
maintain the resonance frequency for both the
transmitter and the receiver. Here, a type of
compensation network is added to it to maintain the
balanced frequency. Next, the AC power source is
converted into DC power and feeds the battery with
sufficient power. There are mainly two types of
wireless charging systems – static wireless charging
and dynamic wireless charging.
Types of wireless charging
The capacitive wireless charging system
• As per the name, the car will be recharged once it is parked. The energy
transmission between the transmitter and the receiver is achieved by
causing changes in the electric field. Coupling capacitors are used by
replacing the magnets or coils, as these capacitors are used to receive and
then transmit the power
The inductive wireless charging system
• The wireless transmission is possible by mutual induction and creating the
magnetic field between the receiver coil and the transmitter coil. During
the application of the AC power on the transmitter coil, the magnetic field
moves and creates the power.
 Static and Dynamic Wireless Charging
1. Static Wireless Charging
• As the name indicates, the vehicle gets charged when it remains static. So here
we could simply park the EV at the parking spot or in garage which is
incorporated with WCS. Transmitter is fitted underneath the ground and
receiver is arranged in vehicle’s underneath. To charge the vehicle align the
transmitter and receiver and leave it for charging. The charging time depends
on the AC supply power level, distance between the transmitter & receiver and
their pad sizes.
2. Dynamic Wireless Charging System (DWCS):
• As the name indicates here vehicle get charged while in motion. The power
transfers over the air from a stationary transmitter to the receiver coil in a
moving vehicle. By using DWCS EV's travelling range could be improved with
the continuous charging of its battery while driving on roadways and highways.
It reduces the need for large energy storage which further reduce the weight of
the vehicle.
Capacitive Wireless Charging
Capacitive Wireless Charging Circuit
Capacitive Wireless Charging : LCLC circuit topology
Inductive Wireless Charging
Inductive Wireless Charging
Inductive Wireless Charging Circuit
Boost type power factor correction converter
Totem pole power factor correction converter