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Murat Yılmaz (İTÜ) Grup 6: Şarj Sistemi Geliştirilmesi; Elektrikli Araçlarda EMC Optimizasyonu; Enerji Dağıtım Şebekeleri ile Entegrasyon Moderatörler: Burak Kelleci (Okan Üniversitesi) Murat Yılmaz (İTÜ) Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 1 Proje 6.1 - Ultra Hızlı ve Akıllı Şarj İstasyonları Moderatörler: Burak Kelleci (Okan Üniversitesi) Murat Yılmaz (İTÜ) Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 2 Plug-in Electric Vehicle Charging System and Power Levels ) g c a n c i i V l g 0 b r 4 u a Traction drive: 30 kW and up 2 Wheel Wheel p h ~ r C 3 o - d r e 1 ( t e a Battery Pack a v 2 o i v t l g i B r a e - n r i P v r n k e e On/Off – Board Battery Charger o a O n L e t Traction r e c g B r g e Drive l a e n a h R n i C t . o DC C C AC DC n Level 1 (1~ 120Vac) L Electric e d r r Home garage or office C D e a I C Motor AC f o DC f R DC i B DC-Bus - G T, w D n DC O AC-DC PFC DC-DC Unidirectional Converter Converter DC Electronic Loads g ) C n (Light, Heater, n i D o , g i l Power Flow (Birectional/Unidirectional) Aux, etc.) - r t a a i a C t c h A r s C e s ~ d a 3 m ( Wheel r g Wheel Plug-in Electric Vehicle (PEV) a m 3 a o o l e C e B k - v i f l e f L O Electric Propulsion System is like the heart of the PEV, plays vital role in vehicular electrification. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 3 Battery Chargers for Plug-in Electric and Hybrid Vehicles • Battery chargers play a critical role in the development of PHEVs and EVs. Charging time and battery life are linked to the characteristics of the battery charger. • A battery charger must be efficient and reliable, with high power density, low cost, and low volume and weight. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 4 Introduction • Four important barriers include: 1. Lack of charging infrastructure. 2. High cost and cycle life of batteries. 3. Complications of battery chargers and electric machines. 4. Resistance from automotive and oil sectors, and social, political, cultural and technical obstacles. • Economic costs, emissions benefits, and distribution system impacts of PEVs depend on: • Vehicle and battery characteristics and capacity. • Charging/discharging frequency and strategies. • Power capacity of electrical connection and market value. • PEV penetration. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 5 On-board and off-board intelligent ZigBee, Bluetooth metering and Z-wave, HomePlug control. Smart metering can make PEVs controllable loads. 6 Charging Power Levels and Infrastructure for PEVs Charger Expected Charging Vehicle Power Level Types Typical Use Location Power Level Time Technology Level 1 Charging at 4–11 h (Opportunity, slow) On-board 1.4kW (12A) PHEVs (5-15kWh) home 11–36 h 120 Vac (US) 1-phase 1.9kW (20A) PEVs (16-50kWh) or office Overnight 230 Vac (EU) Level 2 Dedicated Charging at 4kW (17A) 1–4 h PHEVs (5-15 kWh) (Primary, semi-fast) On-board private 8kW (32 A) 2–6 h PEVs (16–30kWh) 240 Vac (US) 1 or 3 phase or public 19.2kW (80A) 2–3 h PEVs (30–50kWh) 400 Vac (EU) Level 3 Off-board Charging at 50kW 0.4–1 h PEVs (20–50kWh) (Public, DC Fast) 3-phase, station 100kW 0.2–0.5 h PEVs (50–100kWh) (up to 600Vac or dc) high power Wide availability of chargers can address range anxiety. A lower charge power is an advantage for utilities seeking to minimize on-peak impact. High-power rapid charging can increase demand and has the potential to quickly overload local distribution equipment at the peak times. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 7 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 8 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 9 Şarj Noktaları ve Maliyetleri Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 10 Charger Cost, Location Level 1 and 2 will be the primary options. Charging stations are expected to use Level 2 or 3 installed in parking lots, shopping centers, hotels, rest stops, restaurants. • Fast charging can stress the grid distribution network because power is high: typical PEVs more than double an average household load. • Level 1 charging: cost reported as $500 - $900 but usually integrated into vehicle. • Level 2 charging: cost reported as $1000 - $3000 (Tesla Roadster). • Level 3 charging: cost reported as $30,000 - $160,000. J1772 “combo connector” for ac or dc Level 1 and Level 2 charging. SAE International, “SAE’s J1772 ’combo connector’ for ac and dc charging advances with IEEE’s help,” retrieved Sept 8, 2011 [Online]. Available: http://ev.sae.org/article/10128 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 11 Battery All- Level 1 Charging Level 2 Charging DC Fast Charging Type Connector Electric and Type Charge Charge Charge Range Demand Demand Demand Energy Time Time Time Toyota Li-Ion 14 1.4kW 3 3.8kW 2.5 Prius SAE J1772 N/A N/A 4.4kWh miles (120V) hours (240V) hours PHEV2012 Chevrolet Li-Ion 40 0.96–1.4 5–8 2–3 SAE J1772 3.8kW N/A N/A Volt PHEV 16kWh miles kW hours hours Mitsubishi Li-Ion 96 SAE J1772 7 14 30 1.5kW 3kW 50kW i-MiEV EV 16kWh miles JARI/TEPCO hours hours minutes Nissan Li-Ion 100 SAE J1772 12–16 6–8 15-30 1.8kW 3.3kW 50 + kW Leaf EV 24kWh miles JARI/TEPCO hours hours minutes Tesla Li-Ion 245 30 + 9.6–16.8 4–12 Roadster SAE J1772 1.8kW N/A N/A 53kWh miles hours kW hours EV Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 12 Power Electronics In order to over come hurdles and to meet the EV/HEV/ PHEV/FCV electrical power requirement, the current research and development is focused on some technical challenges; • Development of new PEC (inverter, DC–DC converter, rectifier) topology that reduces the part counts, size and cost of the converters, • Reduction of passive element like capacitor and inductors that increases reliability, • Reduction of EMI and current ripples. Suitable integration and packaging of these components will give the compactness in design which will lead significant reduction in over all weight and cost of PECs. Therefore, to meet future requirement for sustainable development of electrified vehicle new innovations and substantial modifications in power electronic converters are necessary from component level to system. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 13 Güç Elektroniği Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 14 Yeni Nesil Yarı-iletken Teknolojiler • The selection of power semiconductor devices, converters /inverters, control and switching strategies, packaging of the individual units, and the system integration are very important for the development of efficient and high performance vehicles. • The challenges are to have a high efficient, rugged, small size, and low cost battery charger, inverter and the associated electronics for controlling a three phase electric machine. • The devices and the rest of the components need to withstand thermal cycling and extreme vibrations. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 15 Yeni Nesil Yarı-iletken Teknolojiler • With the advancement of semiconductor device technology, several types of power devices with varying degrees of performance are available in the market. • Presently IGBT devices are being used in almost all the commercially available EVs, HEVs, and PHEVs. • The IGBTs will continue to be the technology in the near future until the Silicon Carbide (SiC) and Gallium Nitride (GaN) based devices are commercially available at a cost similar to that of silicon IGBTs. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 16 Yeni Nesil Yarı-iletken Teknolojiler Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 17 Yeni Nesil Yarı-iletken Teknolojiler • Achieving highest power density and a compact package considering the thermal aspects and reliability is one of the critical items for the successful deployment of power electronics systems in electric and hybrid vehicles. • The original GM EV1 inverter had 4.8kW/kg, but with the advances in technology and packaging, GM is able to achieve the power densities of about 26kW/kg. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 18 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 19 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 20 Requirements • An PEV charger must minimize power quality impact. • Draw current at high power factor to maximize power from an outlet. (IEEE-1547, the SAE-J2894, IEC1000-3-2 and the US NEC 690) • Boost active PFC topology is a typical solution. • Interleaving can reduce ripple and inductor size. • Multilevel converters reduces size, switching frequency, and stress of the devices and suitable for Level 3 chargers. EMI Filter Rectifier Power Factor Correction Unidirectional, Series Resonant DC/DC Converter Battery L LPFC D 0 0 S S I0 C Is D 1 3 D A D1 3 L n n L D1 3 V r p s lk2 V DC 0 EMII AC S0 2 Iin Ip Lm V0 2 C C C / Fiillter in DClink 0 Vs 0 1 S4 S2 Cr HFTR 1 D2 D4 D2 D4 Level 1 unidirectional full-bridge resonant charger (3.3kW).
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