Fig 1 - uploaded by Serkan Dusmez
Content may be subject to copyright.
Source publication
Level 1 and level 2 EV/PHEV charging methods tend to require excess time to reach a full charge, preventing a seemless transition from conventional gasoline vehicles to battery-powered vehicles. The level 3 off-board charging infrastructure will alleviate the down-time required for vehicle charging, and provide an option for quick refueling. It is...
Contexts in source publication
Context 1
... to the grid. In addition, it is necessary to have a regulated output DC voltage for EV batteries to both regulate charging power and maximize battery life. Furthermore, since high power is being transferred, the efficiency of the power electronic converter must be very high. The general schematic of an off-board Level-3 charger is illustrated in Fig. 1. This topology consists of input filters, AC-DC, and DC-DC power converter ...
Context 2
... up to 80% SOC, and the highest acceptable charging power of batteries takes place around this period, converter parameters can be designed for optimal predefined charge current, and low current profiles may be avoided to operate under ZVT. Simulation results of phase shifted full bridge converter switched at a frequency of 8.5 kHz are shown in Fig. ...
Context 3
... potential converter to be used in off- board chargers is the half-bridge LLC resonant converter illustrated in Fig. 11. It has some advantages over other resonant topologies such as high efficiency at high input voltage, the ability to operate with ZVS over a wider load ranges, no reverse recovery losses, low voltage stress on the output rectifying diodes, and having only a capacitor as the output filter in lieu of the conventional LC ...
Context 4
... understand the operation of the converter and to choose the right frequency, DC characteristics of the converter must be analyzed. A typical gain curve of an LLC converter is shown in Fig. 12. As seen from the figure, the operation is divided into three regions with respect to resonance frequencies and whether operating in inductive or capacitive region. Operating the converter in Region 1 achieves ZCS since current leads voltage, whereas Regions 2 and 3 offer operating under ZVS. These differ from each other based on the ...
Context 5
... should also be noted that Region 2 is load dependant. From Fig. 12, Q represents the quality factor, or load level. If load substantially increases, the converter can simply make a transition to Region 1, operating under ZCS. ...
Context 6
... second parameter in choosing the switching frequency range is the dc gain itself. A suitable range of maximum and minimum dc gain considering the characteristics of both converter and load, as shown in Fig.12, needs to be chosen. ...
Context 7
... of the LLC converter was realized by selecting a switching frequency of 8.5 kHz where the resonant frequency is chosen as 10 kHz. The gate pulses and the waveforms of the transformer primary winding voltage, resonant tank current, and output voltages are shown in Fig. 13, ...
Context 8
... typical schematic of a three-phase interleaved buck converter is illustrated in Fig. 14. Three phase converter consists of three identical single phases operating independent from each other. Circuit is controlled by phase shifted PWM in which each pulse is shifted with n/360 0 which in this case corresponds to 120 0 . With this control method, output current ripples are mostly compensated as they oppose each other. In ...
Context 9
... . With this control method, output current ripples are mostly compensated as they oppose each other. In addition, it is worth mentioning that if duty cycle is chosen such that n*d corresponds to an integer, output current will be ripple-free. The voltage and current waveforms, and corresponding gate pulses achieved in the simulation, are shown in Fig. ...
Similar publications
Power electronic converters are the subject of several studies and applications. Knowledge about those converters is essential for several technical and undergraduate courses in the field of Electrical Engineering and related areas. The presence of converter modules in laboratories can be beneficial for experimental validations in academic research...
Recently, power electronic converters have been used widely in different applications. This has led to concerns about the reliability of power converters. The optimal design of the converters has attracted a lot of attention. However, reliability-based optimal design of the Cuk DC/DC converter has not been studied. In this paper, a new methodology...
![Vehicle‐to‐grid framework [18]. V2G, vehicle‐to‐grid; G2V, grid‐to‐vehicle.](publication/375953618/figure/fig2/AS:11431281215280411@1704186210671/Vehicle-to-grid-framework-18-V2G-vehicle-to-grid-G2V-grid-to-vehicle_Q320.jpg)
With the evolution of the smart grid concept, the production of electric vehicles (EVs) is predicted to rise because of environmental concerns, technological advancements, and improvements in EV management. Vehicle‐to‐grid (V2G) is an enabling, realistic, and affordable technology to cope with a large number of EVs, increase energy sustainability,...
In this paper, the power electronics for a sulfur plasma lamp is presented. The plasma is obtained by heating the sulfur using microwaves generated by a magnetron. A custom high voltage (5 kV) power supply has been developed to supply the magnetron. To protect the bulb from melting, a suitable modulation technique has been implemented.
Citations
... Finally, it's essential for these converters to be designed with simplicity and efficiency in mind, keeping their complexity to a minimum to enhance their overall performance and reliability. The ideal scenario for the power converter is to be cost-effective, which implies having a minimal number of active switches and placing less stress on both passive and active components [143]. This entails designing the converter in a way that minimizes the need for costly components and ensures the efficient use of available resources. ...
... The choice of an appropriate DC-DC converter is contingent on various considerations. These considerations encompass the voltage difference between the DC-side of the grid-tied rectifier and the battery, the converter's capacity to handle current, the extent of current fluctuations experienced by the battery, cost, efficiency, harmonic performance, and the need for isolation [143], [162]. The categorization of back-end DC-DC converters depends on whether there is physical isolation (galvanic isolation) between the supply and the output circuit. ...
The escalating concerns about petroleum resources depletion and ecological issues have accelerated the technological evolution of electric mobility. Electric vehicles (EVs) promise to revolutionize future transportation by reducing fossil fuel dependence, improving air quality, integrating with renewable energies, and enhancing energy efficiency, especially when smart grids have become omnipresent. However, range anxiety and long charging times remain substantial barriers to widespread EV adoption. This review underscores the critical role of fast-charging technology in overcoming these barriers. Fast chargers (FCs) alleviate long charging times by delivering higher charging power in shorter durations, like refueling at gas stations, resulting in promoting consumer interest. Besides, the presence of a fast-charging infrastructure along travel routes is essential to provide quick access to charging points, minimizing range anxiety. The successful FC deployment necessitates careful consideration of appropriate power electronic interfaces to avoid grid issues, including voltage fluctuations, frequency deviations, and power quality disturbances through the implementation of advanced control mechanisms like voltage regulation and power factor correction. Hence, a substantial portion of research efforts has been directed towards the advancement of FCs utilizing silicon carbide (SiC) and gallium nitride (GaN) technologies. This focus highlights breakthroughs in power electronics, facilitating faster charging rates. Besides, adequate cooling is essential for FCs to prevent semiconductor component damage. The review contributes to the thorough examination of pertinent information regarding FCs, encompassing standards, architectures, power converter topologies, compatible battery chemistries, fast-charging techniques, and cooling systems. It also explores the multifaceted impacts of fast-charging on AC-grid and traction batteries, focusing on advanced solutions for grid stability, battery lifespan, and environmental sustainability, including smart grid technologies, battery management systems, and shifting towards renewable energy resources. Finally, the future research trends towards fast-charging are presented. This review provides a unique perspective on the current state of fast-charging infrastructure by synthesizing information from various sources, serving as a valuable one-stop source for researchers interested in this topic.
... The increasing number of electric vehicles (EVs) has led to the development of high-performance charging infrastructure and significant technological advancements in the field of emobility [1] [2]. The problem of the long charging time of the EVs has been solved by introducing the fast DC level-3 off-board chargers, as they reduce the charging period to 15-30 minutes [3], [4]. ...
... A filter connected at the input stage of the rectifier reduces the harmonic distortion of the current drawn by the rectifier itself. Mostly, LC or LCL filters are preferred due to their better performances, as compared to L filters [40][41][42]. ...
... Front-end AC/DC rectifiers provide a high power factor, higher power density [48], and low current harmonic distortion on both AC and DC sides [28,41,49]. This aim can be achieved by shaping the current [44] and regulating output voltage [15]. ...
... However, two-level PWM rectifiers do not supply as good a quality of output waveforms as does a three-level or multilevel rectifier [49]. To shape the current waveforms, which can be compatible with other threelevel or multilevel converters, and to compensate the harmonics, a bulky input filter inductor is required [15,28,41]. ...
The development and implementation of electric vehicles have significantly increased and are profoundly reshaping the automotive sector. However, long charging times, limited driving range, and difficulties as to suitable charger converter design are the main limitations of the adoption of EV technology. DC fast-chargers offer the best solution for mitigating the charging time problems of EVs. This paper provides an extensive review of the status of the technical development of fast-charging infrastructure architectures and standards, and a classification of fast-charging methods. Key power electronic converter topologies for fast-charging systems, with their advantages and comparisons, are also addressed.
... In addition to this, one may cover 200 km by utilizing the 150 kW DC charging system that may lower down the time by 15 min compared to the conventional one. Similarly, the charging system of 350 kW takes 7 min [103,104]. ...
... The devices such as capacitors, inductors, and transfo ers, which are passive in nature, were also changed to be lighter weight and small size [107,108] because of the advent of WBG technology. It is noted that GaN-based sistors are high electron mobility transistors (HEMT), thus we call them GaN-HEM short, and they have a voltage rating up to 660 V, whereas the current ranges from 2 A [104,107]. These components are mostly deployed in off-board chargers (OBCs) the output power ranging in between 3.0 kW and 20 kW. Figure 6 is illustrated in ord show two single-phase bidirectional off-board chargers with a special DC to DC s structure as well as the same identical AC to DC structure, which is a totem pole PFC. may also see the dual active bridge that is functional because of the galvanic-nature-b isolation and bidirectional power transformation, including zero-voltage detector switching at both primary as well as secondary sides. ...
... The devices such as capacitors, inductors, and transformers, which are passive in nature, were also changed to be lighter weight and smaller in size [107,108] because of the advent of WBG technology. It is noted that GaN-based transistors are high electron mobility transistors (HEMT), thus we call them GaN-HEMT in short, and they have a voltage rating up to 660 V, whereas the current ranges from 20-50 A [104,107]. These components are mostly deployed in off-board chargers (OBCs) with the output power ranging in between 3.0 kW and 20 kW. Figure 6 is illustrated in order to show two singlephase bidirectional off-board chargers with a special DC to DC stage structure as well as the same identical AC to DC structure, which is a totem pole PFC. One may also see the dual active bridge that is functional because of the galvanic-nature-based isolation and bidirectional power transformation, including zero-voltage detector and switching at both primary as well as secondary sides. ...
Numerous recent innovations have been made with the goal of enhancing electric vehicles and the parts that go into them, particularly in the areas of managing energy, battery design and optimization and autonomous driving. This promotes a more effective and sustainable eco-system and helps to build the next generation of electric car technology. This study offers insights into the most recent research and advancements in electric vehicles (EVs), as well as new, innovative, and promising technologies based on scientific data and facts associated with e-mobility, from a technological standpoint, may be achievable by 2030. Appropriate modelling and design strategies, including digital twins with connected Internet-of-Things (IoT), are discussed in this study. Vehicles with autonomous features have the potential to increase safety on roads, increase driving economy, and provide drivers more time to focus on other duties thanks to the Internet of Things idea. The enabling technology that entails a car moving out of a parking spot, travelling along a long highway, and then parking at the destination is also covered in this article. The development of autonomous vehicles depends on the data obtained for deployment in actual road conditions. There are also research gaps and proposals for autonomous, intelligent vehicles. One of the many social concerns that are described is the cause of an accident with an autonomous car. A smart device that can spot strange driving behaviour and prevent accidents is briefly discussed. Also, all EV-related fields are covered, including the likely technical challenges and knowledge gaps in each one, from in-depth battery material sciences through power electronics and powertrain engineering to market assessments and environmental assessments.
... On the other hand, wide band-gap (WBG) technology, using materials such as silicon carbide (SiC) and gallium nitride (GaN), is gaining a considerable share of the market to the detriment of Si devices. For LEVEL3 chargers [6], only SiC transistors can be exploited for the higher breakdown voltages and longer heritage; in the LEVEL2 range (1.8-19.2 kW), commercial 650 V GaN technology solutions are available for power electronic applications owing to normally OFF HEMT devices. ...
High-voltage GaN switches offer low conduction and commutation losses compared with their Si counterparts, enabling the development of high-efficiency switching-mode DC–DC converters with increased switching frequency, faster dynamics, and more compact dimensions. Nonetheless, the potential of GaN switches can be fully exploited only by means of accurate simulations, optimal switch driving, suitable converter topology, accurate component selection, PCB layout optimization, and fast digital converter control. This paper describes the detailed design, simulation, and implementation of an air-cooled, 7.5 kW, dual active bridge converter exploiting commercial 650 V GaN switches, a compact planar transformer, and low ESL/ESR metal film capacitors. The isolated bidirectional converter operates at a 200 kHz switching frequency, with an output voltage range of 200–500 V at nominal 400 V input voltage, and a maximum output current of 28 A, with a wide full-power ZVS region. The overall efficiency at full power is 98.2%. This converter was developed in particular for battery charging applications, when bidirectional power flow is required.
... Furthermore, providing a DC output directly connected to the vehicle's battery bank (via the CHAdeMO standard, for example). [43][44][45][46][47][48][49] However, to serve large vehicles such as trucks and buses, for example, or even considerably reduce the charging time, new limits are continually emerging, such as the CHAdeMO 2.0 protocol that comprises an ultra-fast DC charger with 400 A of up to 1 kV, allowing to extract powers of 400 kW in the recharge. 50,51 To attend to this demand, the fastest chargers that reach limits of 1000 kW or higher are being developed, based on the solid-state transformer (SST) and medium-and high-voltage interleaved modular structures. ...
As battery electric vehicles (BEVs), plug‐in hybrid electric vehicles (PHEVs), and hybrid electric vehicles (HEVs) gain popularity among the consumers, current research initiatives are targeted at developing battery charger structures that can exploit utility power to charge vehicle batteries and thus less dependent on fuel usage. This paper reviews the state of the art and implementation of battery charger structures, charger power levels, and the evolution of publications on electric vehicles in the digital libraries and Espacenet patent base. Charger systems addressed are categorized as a structure with a non‐isolated alternating current (AC)–direct current (DC) stage, structure with an isolated AC–DC stage, and structure with two non‐isolated stages. Advantages and disadvantages of each conductive battery charging structure have been discussed due to weight, volume, cost, necessary equipment, the complexity of topologies, and other factors. In addition, both off‐board and on‐board charger systems with unidirectional or bidirectional power flow are presented. Several electronic converters for power‐level chargers are being developed to allow plug‐in vehicles to be capable of vehicle to grid (V2G), where they can function as distributed resources and power can be returned to the grid. This paper reviews the state of the art and implementation of battery charger structures, charger power levels, and the evolution of publications on electric vehicles in the digital libraries and Espacenet patent base. Charger systems addressed are categorized as a structure with a non‐isolated AC–DC stage, structure with an isolated AC–DC stage, and structure with two non‐isolated stages. Advantages and disadvantages of each battery charging structure have been discussed due to weight, volume, cost, necessary equipment, the complexity of topologies, and other factors.
... The rectifier is used to supply power to the battery. And the converter is used for charging of electric vehicle [17]. The AC-DC rectifier and DC-DC converter for AC charging, is a component of the onboard charger and also useful for DC charging. ...
The need of future is to use fossil fuels conservatively and that is the reason of shift from use of petroleum products to hybrid or electric vehicles for transportation industry. Moreover the efficiency of electric vehicle is far better than an IC Engine vehicle. Complete conversion to electric vehicle at the moment is not practically feasible due to lack of charging infrastructure available as compared to IC Engine vehicle. Another difficulty is that charging time is much greater and which is reason for inadequate penetration of electric vehicles in the market. In this paper a review of charging system of battery of an electric vehicle is taken into thorough consideration from wired power transfer to wireless power transfer. In addition various charger topologies are discussed and for wireless power transfer, various methods are enlisted and future scope in development of charging technologies are provided.
... It is required that the design of the power electronic topologies for these off-board chargers be able to have low harmonic distortion, high power factor, and galvanic isolation with the grid. Furthermore, there is a need to control the DC output voltage of these chargers so that the charging power can be easily monitored and controlled, and as such, the battery life can be prolonged [19]. ...
... However, it has some demerits, such as a limited switching frequency, a large input inductor, high voltage stress of the semiconductor switches due to subjection to the full-scale DC-link voltage, and reduced reliability due to the possibility of a bridge leg shoot-through, which results in DC-bus shortcircuiting [36]. Many control strategies, such as sinusoidal PWM, Space Vector Modulation (SVM), Sliding Mode Control (SMC), hysteresis current control, and One Cycle Control (OCC), have been proposed in the literature, all with the goal of reducing the size of the input filter and the stress on the power switches [19]. As shown in the figure, the maximum current through each semiconductor is equal to the maximum current in each phase of the AC grid. ...
The penetration of electric vehicles is becoming more and more widespread and recently electric buses and trains are fetching the attention of researchers and developers. In this review, we examine the charging systems applied to the fast charging of electric vehicles and buses as well as the charging strategies, mainly applied to electric buses. We also briefly delve into power topologies for a more electrified railway system where we discuss their different supply systems as well as their motor drive systems. Problems and charge challenges for electric buses and trains are discussed too.
... Figure 6 shows a charging station with three ultra-fast chargers, each with a power of 350 kW, with galvanic isolation provided by a MV/LV transformer with a power of 1250 kVA. As the battery voltage is less than the output voltage of the rectifier in many applications, the Buck converter illustrated in Figure 7a can be used to decrease the input voltage, but this is not practical for high power applications because the current is transported by a unique switch [38]. In addition, the size of the filtering inductor will be high if low cur- As the battery voltage is less than the output voltage of the rectifier in many applications, the Buck converter illustrated in Figure 7a can be used to decrease the input voltage, but this is not practical for high power applications because the current is transported by a unique switch [38]. ...
... As the battery voltage is less than the output voltage of the rectifier in many applications, the Buck converter illustrated in Figure 7a can be used to decrease the input voltage, but this is not practical for high power applications because the current is transported by a unique switch [38]. In addition, the size of the filtering inductor will be high if low cur- As the battery voltage is less than the output voltage of the rectifier in many applications, the Buck converter illustrated in Figure 7a can be used to decrease the input voltage, but this is not practical for high power applications because the current is transported by a unique switch [38]. In addition, the size of the filtering inductor will be high if low current ripple is desired [39]. ...
... As the battery voltage is less than the output voltage of the rectifier in many app tions, the Buck converter illustrated in Figure 7a can be used to decrease the input vol but this is not practical for high power applications because the current is transporte a unique switch [38]. In addition, the size of the filtering inductor will be high if low rent ripple is desired [39]. ...
For longer journeys, when drivers of electric vehicles need a charge on the road, the best solution is off-board ultra-fast chargers, which offer a short charging time for electric vehicle batteries. Consequently, the ultra-fast charging of batteries is a major issue in electric mobility development globally. Current research in the area of power electronics for electric vehicle charging applications is focused on new high-power chargers. These chargers will significantly increase the charging power of electric vehicles, which will reduce the charging time. Furthermore, electric vehicles can be deployed to achieve improved efficiency and high-quality power if vehicle to microgrid (V2µG) is applied. In this paper, standards for ultra-fast charging stations and types of fast charging methods are reviewed. Various power electronic topologies, the modular design approach used in ultra-fast charging, and integration of the latter into standalone microgrids are also discussed in this paper. Finally, advanced control techniques for ultra-fast chargers are addressed.
... In terms of on-board chargers, level 1 [150] and level 2 [150] are primarily defined, whereas level 3 is an offboard charger. e public sector is the region where you will find the majority of level 3 [151] chargers implemented with microgrids. e availability of power in the grid is taken into [152]. ...
Nowadays the demand for electric vehicles has been increasing due to their dropping price range and zero emission of carbon. +is
article initially discusses the development of various electric vehicles from the past to the present. Since the electric motor plays a
significant role in EVs, various motors suitable for EVs have been identified and surveyed in this work. +e battery storage system
is a critical component of EVs; hence, the article goes over all the different types of batteries, from lead acid to lithium ion.
Additionally, the other vehicle components such as converters required for charging the batteries, intelligent controllers, electric
vehicle charging process, power management, and battery energy management concepts that are available are discussed in detail.
Moreover, we bring our work to a conclusion by outlining the research opportunities that remain for the academic and industrial
groups. +erefore, the proposed work intends to assist as a state-of-the-art reference for researchers in the field of various electric
vehicle configurations, storage systems, converter configurations, charging techniques, control methods, and modulation methods
