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

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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 I0 S1 S3 C Is D D L D D A 1 3 L n n lk2 1 3 V r p s V EMII DC 0 AC S0 Ip L 2 Iin m V0 2 C C C / Fiillter in DClink 0 Vs 0 HFTR 1 S4 S2 Cr 1 D2 D4 D2 D4

Level 1 unidirectional full-bridge resonant charger (3.3kW). Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 21 PFC (Power Factor Correction) • Şebekeye bağlı güç elektroniği devreleri, şebekeye yüksek derecede harbonikler enjekte eder. Bunun sonucunda EMI, hat akımında bozulmalar ve hat akımında yükselmeler meydana gelir. Dolayısıyla şebekedeki güç kalitesinde ve güç katsayısında düşmeler oluşur. Temel olarak düşük güç katsayısı ek kayıplara, ısınmalara, erken bozulmalara, hatalı çalışmalara vb. sebep olmaktadır. • Bu durumu önlemek, istenilen standartlarda güç faktörü ve harmonik değerlerini sağlamak üzere çeşitli GFD devreleri geliştirilmiştir. • Aktif filtreler, şebeke akımının dalga şeklinin izlenmesine bağlı olarak oluşturulmakta, bu yüzden oldukça pahalı ve karmaşık bir yapıdaır. • Pasif filtreler, ağır ve hantal olmaları, geniş hat ve yük aralığında kullanılamama gibi olumsuz özelliklere sahiptir. • Bu sebeplerden dolayı son yıllarda AC-DC dönüştürücü tabanlı yüksek frekanslı GFD (boost PFC) devrelerine olan ilgi artmıştır.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 22 Boost PFC (Power Factor Correction) Boost çeviricinin girişinde bulunan endüktans giriş akımının yumuşak bir şekilde değişmesini sağlamakta, giriş akımında ki yumuşak değişimler nedeniyle EMI azalmakta ve bunun sonucunda girişte kullanılan filtrenin boyutları küçülmektedir. Ayrıca bu endüktans ile güç elemanı üzerindeki akım stresi de azalmaktadır. Böylece de güç elemanındaki kayıplar azalmaktadır. Çıkış gerilimi giriş geriliminden daha yüksek olduğundan çıkış kondansatörü daha fazla enerji depolayabilir ve çıkış kondansatörünün çıkış gerilimini tutma süresi de uzamaktadır.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 23 Boost PFC As the power level increases, the diode bridge losses significantly degrade the efficiency, so dealing with the heat dissipation in a limited area becomes problematic. Due to the constraint, this topology is good for a low to medium power range, up to approximately 1 kW.

For power levels greater than 1 kW, typically, designers parallel semiconductors in order to deliver greater output power. The inductor volume also becomes a problematic design issue at high power.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 24 Bridgeless Boost PFC

Köprüsüz güç faktörü düzeltme devresi ile girişte bulunan köprü doğrultucu ortadan kaldırılmaktadır. Böylece yarıiletkenlerin sayısı azalmakta, kayıplar azalarak daha verimli bir sistem oluşturulmaktadır. Fakat EMI artmakta.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 25 Interleaved Boost PFC For higher power levels, an interleaved topology can be used. Yüksek güç uygulamalarında klasik The most common is a two yükseltici PFC yerine sarmaşık channel interleaved operation. (anahtarlamalı dönüştürücülerin faz This is nothing different than farklı paralel bağlanması - having two boost converters in interleaved) yapıda bağlanması akım parallel and making them share dalgalılığının azalmasını sağlar. the load.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 26 Bridgless Interleaved Boost PFC

A bridgeless interleaved topology is proposed for power levels above 3.5kW.

• In comparison to the interleaved boost PFC, it introduces two MOSFETs and also replaces four slow diodes with two fast diodes. The gating signals are 180° out of phase, similar to the interleaved boost. • Since the topology shows high input power factor, high efficiency over the entire load range, and low input current harmonics, it is a potential option for single phase PFC in high power Level II-III battery charging applications.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 27 Power Factor Correction

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 28 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 29 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 30 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 31 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 32 Multilevel Converter

Three-level diode-clamped bidirectional charger circuit • Multilevel converters can reduce size and stress on devices and are suitable for high power Level 3 chargers. They allow for a smaller and less expensive filter. • These converters provide a high level of power quality at input mains with reduced THD, high power factor and reduced EMI noise. • They are characterized by low switch voltage stress and used in smaller energy-storage devices such as inductors and capacitors. • The added complexity and additional components increase the cost and required control circuitry.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 33 Half-Bridge and Full-Bridge Topologies

PEV chargers can be half-bridge or full-bridge. Half-bridge topology, which has fewer components and lower cost, is the simplicity of the design. However, they exhibits high component stresses. Full-bridge systems have a higher cost, since it has more components. Component stresses are lower than half-bridge. This topology requires more PWM inputs that add to the complexity and cost of control circuitry. It has a high conversion ratio and power level.

IDC IDC IDC S Is 1 I S1 S3 S1 S3 S5 s VAC C a 1 I Biidiirectiionall AC a AC AC Vb VDC VDC VDC DC/DC AC Ib Vs CDClink Vs CDClink Vc CDClink I Converter S2 S4 S2 c S4 S6 S2 C2

(a) (b) (c) (a) Single-phase half-bridge bidirectional charger (b) Single-phase full-bridge bidirectional charger (c) There-phase full-bridge bidirectional charger

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 34 Battery Charger Topologies

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 35 On-board and Off-board Chargers • On-board chargers limit the power because of weight, space, and cost constraints. • It uses a low charging rate for a long time and must be light and compact. • This solution is most suitable to a PHEV in which energy is low.

• An off-board charger has high power level and is less constrained by size and weight. • Charging time can be less than one hour with off-board Level 3. • Disadvantages include the extra cost of redundant power electronics, and risk of vandalism.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 36 Conductive Chargers

• Use metal-to-metal contact as in most appliances and electronic devices. Chevrolet Volt PHEV • Chevrolet Volt, Tesla Roadster, and Toyota Prius Plug-in use Level 1 and 2 conductive chargers with basic infrastructure.

• Conductive chargers on the Nissan Leaf and Mitsubishi use either basic infrastructure or Nissan Leaf EV dedicated off-board Level 3 chargers.

• The driver needs to plug in the cord, but this is conventional problem.

apteraforum.com

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 37 Inductive Chargers

• Similar to transformers and induction motors. • They have poor magnetic coupling and high leakage flux. • This charger has been tested for Level 1 and 2. • Cords are eliminated. Low-power and efficiency

High-cost and complexity. engadget.com Off-Board Infrastructure On-Board Paddle Coupler (Primary Transducer) DC Bus C A AC DC I1 AC V 1 2 0 AC L L 2 2 / DC AC DC C 0 1 1 DC/AC High Frequency Rectifier Battery Pack Conversion Conversion Charge Port (Secondary Transducer) GM EV1 System

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 38 Kablosuz (Inductive) Şarj

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 39 Contactless Roadbed Charging • Transfers power from a stationary source embedded below the pavement to secondary

loads installed in a moving vehicle. Wampfler

• They can be used to reduce battery weight - and size. Inductive charging could strongly reduce the need for a fast-charging infrastructure. • Low coupling and high leakage flux Conductix • High reactive current • Lateral misalignment • Large air-gap

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 40 Integrated Chargers

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 41 Integrated Chargers • The vehicle is parked, there is a possibility to use EM and inverter. • An integrated charger decreases the system components, weight, space and cost. • EM windings as inductors or an isolated transformer. The EM inverter operates as a bidirectional converter. • In traction mode, the EM and inverter are used to propel the vehicle.

Wheel Electric Motor • Low-cost & high-power, L Bidirectional fast charging, l

3-phase Inverter and a i

DC t n

Winding Switching e Unity power factor and r e

DC f f Device T, w i D Isolation. Battery Pack DC/DC Converter Wheel • Control complexity.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 42 Classic Electrical traction in a EV

All three windings are used in the charging with using inexpensive switch

Single-phase integrated charger

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 43 Ticari Elektrik ve Hibrit Araçlar

Companies/Models Year Types of EMs Companies/Models Year Types of EMs All EV Models 1839-1989 DCM VW CityStormer 1989 PM motor Conceptor G-Van 1989 DCM BMW 325 1992 PM motor 1997-2004 Fiat Panda Elettra 1990 DCM Toyota Prius PM motor 2010-2011 Peugeot/Berlingo-Saxo 1995 DCM Honda EV Plus 1997 PM motor Peugot 106 - Partner 1999 DCM Honda Insight 2000 PM motor Reva EV 2001 DCM Honda Civic HEV 2003-13 (17kW) PM motor Nissan Micra HK10 1990 IM Ford Escape HEV 2005 PM motor BMW 518i 1994 IM Honda Accord 2006 PM motor GM EV1 1996-9 IM (Lead-Acid) Toyota Camry 2007 PM motor GM S-10 1997-8 IM Chevrolet Tahoe 2008 PM motor Ford Electric Ranger 1998-9 IM Mitsubishi i-MiEV 2009 PM motor BMW X5 2003 IM Volvo V70 PHEV 2009 PM motor Ford Th!nk City 2008-10 IM Nissan Leaf 2010 (Li-based) PM motor Tesla Roadster 2008 IM (215kW) Chevrolet Volt 2011 (Li-based) PM motor Mini E 2009 IM Audi A8 2012 PM motor Ford Focus EV 2010 IM Honda Jazz 2012 PM motor REVA NXR 2011 IM Toyota Prius PHEV 2012 (Li-based) PM motor Chevrolet Malibu Eco 2013 IM Ford Focus 2012 PM motor Chloride Lucas N/A SRM Volkswagen Jetta 2013 PM motor Holden /ECOmmodore 2000 SRM Lincoln MKZ 2013 PM motor

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 44 G2V/V2G System Requirments and Power Flow

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 45 G2V/V2G Components and Requirements

Typical personal vehicles operate 4–5% of the time. In many cases, parked vehicles can support V2G capabilities. 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. Smart metering can make PEVs controllable loads. 6. The PEV itself with its battery charger and management (BMS).

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 46 ZigBee, Bluetooth Z-wave, HomePlug

47 Power Flow Unidirectional Power Flow - Simplifies interconnection issues - Simple control and easy management - Avoids extra battery degradation - Reactive power support (current phase angle control) - With high penetration of EVs: meets most utility objectives

A bidirectional system supports charge from the grid, battery energy injection back to the grid (V2G operation). This allows: - Power Stabilization - Reactive power support - Active power regulation (Frequency and voltage) - Tracking the output of renewable energy sources - Current harmonic filtering - Load balance

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 48 PEV Penetration and Charging/Discharging Strategies Uncoordinated Charging/Discharging • PEV starts charging immediately when plugged in. • Continues until full or disconnected. • Timing can cause local distribution problems. • Relatively high potential for overloads in distribution transformers and cables.

System estimate based on uncoordinated charging, simulation study 2,200 EVs.

[O. Sundström and C. Binding, “Flexible charging optimization for electric vehicles considering distribution grid constraints,” IEEE Trans. Smart Grid, vol. 3, no. 1, pp. 26–37, March 2012]

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 49 Uncoordinated Charging Penetration Peak Load References Level of PEVs Increase (%) K. Qian, C. Zhou, M. Allan, Y. Yuan, “Modeling of load demand due to EV 10 % 17.9 United Kingdom battery charging in distribution systems,” IEEE Trans. Power Systems, vol. 26,

no. 2, pp. 802–810, 2011 20 % 35.8

K. Clement-Nyns, E. Haesen, and J. Driesen, “The impact of charging plug-in Belgium hybrid electric vehicles on a residential distribution grid,” IEEE Trans. Power 30 % 56 Syst, vol. 25, no. 1, pp. 371–380, Feb. 2010. T. Markel, M. Kuss, and P. Denholm, “Communication and control of electric 5 % 3.03 Los Angeles drive vehicles supporting renewables,” in Proc. IEEE Veh. Power Propulsion Conf., 2009, pp. 27–34. 20 % 12.47 C. N. Shiau, C. Samaras, R. Hauffe, and J. J. Michalek, “Impact of battery 10 % 17 California weight and charging patterns on the economic and environmental benefits of plug-in hybrid vehicles,” Energy Policy, vol. 37, pp. 2653–2663, 2009. 20 % 43

C. Weiller, “Plug-in hybrid electric vehicle impacts on hourly electricity Netherlands demand in the United States,” Energy Policy, vol. 39, pp. 3766–3778, 2011. 30 % 7 Western M. D. Galus, M. Zima, and G. Andersson, “On integration of Plug-in hybrid 17 % 37 electric vehicle s into existing power system structures,” Energy Policy, vol. Australia 38, no. 11, pp. 6736–6745, Nov. 2010. 31 % 74 Danish Island of W. Di, D. C. Aliprantis, and K. Gkritza, “Electric energy and power consumption by light duty plug-in electric vehicles,” IEEE Trans. Power Syst.,

Uncoordinated Charging Uncoordinated 2,200 vehicles 20 Bornholm vol. 26, no. 2, pp. 738–746, May 2011. A. De Los Ríos, J. Goentzel, K. E. Nordstrom, and C. W. Siegert, “Economic

analysis of vehicle-to-grid (V2G)-enabled fleets participating in the regulation 10 % 22 for for Simulation and Case Case andStudies Simulation Belgium service market,” in Rec. IEEE Power and Energy Syst. Innovative Smart Grid Tech. Conf., January 2012. 30 % 64 J. P. Lopes, F. Soares, and P. R. Almeida, “Identifying management procedures New York to deal with connection of electric vehicles in the grid,” in Proc. IEEE Power 50 % 10 Tech, 2009, pp. 1–8. J. A. P. Lopes, F. J. Soares, P. M. Almeida, and M. M. Silva, “Smart charging strategies for electric vehicles: Enhancing grid performance and maximizing The Results of Simulation and Case Studies Studies Case and ofResults The Simulation Portugal the use of variable renewable energy resources,” in Proc. EVS24 Int. Battery, 11 % 14 Hybrid and Fuel Cell EV Symp., May 2009, pp. 1–11.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 50 PEV Penetration and Charging/Discharging Strategies Coordinated Smart Charging/Discharging • Smart charging/discharging can optimize power demand and timing. • Reduces daily electricity costs and system impacts. • Can flatten load curves and voltage profiles. 1. Decentralized Coordination • PEV charger optimizes its behavior based on price signals, dual tariff (cheap night rate). • Tracks data and costs based on a prearranged contract. 2. Centralized Coordination • Performed by utility or by professional aggregator. • Focus on a centralized unit that directly controls PEV charging. • Useful to meet various operational objectives if customer energy requirements are met.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 51 PEV Penetration and Charging/Discharging Strategies

- Reduces the reliability - Increase the load at peak hours - Voltage deviations Uncoordinated - Extra power losses Charging/Discharging - Low load factor - Overload distribution transformers and cables - Increase in the electric bill - Optimizes power demand and time - Increased operating efficiency - Little effect on peak and maximizes the grid load factor. - Reduces voltage deviations, electricity costs and line currents Coordinated Smart - Balances the daily load pattern and voltage profile Charging/Discharging - Avoids incremental grid investments and high energy losses - No significant impact to transformers and cables - Maximizes utilization of renewable sources - Maximizes consumer convenience through use of available infrastructure

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 52 PEV Penetration and Charging/Discharging Strategies

Power Losses and Power Quality for Belgium Test Grid

Without PEVs Uncoordinated Coordinated (Average Charging Charging Household Load) Peak Load (kVA) 23 36 25 Line Current (A) 105 163 112 Node Voltage (V) 220 217 220 Power Losses (%) 1.4 2.4 2.1 (Totals in the grid)

[K. Clement-Nyns, E. Haesen, and J. Driesen, “The impact of charging plug-in hybrid electric vehicles on a residential distribution grid,” IEEE Trans. Power Syst, vol. 25, no. 1, pp. 371–380, Feb. 2010]

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 53 Vehicle-to-Grid (V2G)

Chevrolet Volt PHEV Toyota Prius PHEV Tesla Roadster EV Nissan Leaf EV http://gm-volt.com http://en.wikipedia.org http://www.stefanoparis.com http://www.nytimes.com

• Plug-in vehicles (PEVs) can behave either as loads (G2V) or as a distributed energy and power resource in a concept known as vehicle- to-grid (V2G) connection. • V2G benefits for grid operators and vehicle owners are likely to accelerate PEV deployment. • Several organizations, such as IEEE, the SAE, EPRI, the Infrastructure Working Council, Europe and Japan Institutes and Automotive Companies are preparing standards and codes for system requirements at the utility/customers interface.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 54 Vehicle-to-Grid (V2G)

Chevrolet Volt PHEV Toyota Prius PHEV Tesla Roadster EV Nissan Leaf EV http://gm-volt.com http://en.wikipedia.org http://www.stefanoparis.com http://www.nytimes.com

Connection to the grid allows; • Improve the performance of the grid such as efficiency, stability, and reliability. • Reactive power support, tracking of variable renewable energy sources, current hamonic filtering, and load balancing. • Reduce utility operating costs and potentially generate revenue. • Researchers estimate that potential net returns from V2G methods range between $90 and $4,000 per year per vehicle based on power capacity of electrical connections, market value, PEV penetration, and PEV battery energy capacity. 55 Challenges of Vehicle-to-Grid Systems

• Although V2G systems have many benefits, increasing the number of PEVs may impact power distribution system dynamics and performance through overloading of transformers, cables, and feeders. This reduces efficiency and produces voltage deviations. • The greatest challenges to a V2G transition are battery performance and the high initial costs. • Some impediments and barriers to the V2G transition: battery degradation, investment cost, energy losses, resistance of automotive and oil sectors, and customer acceptance. • Need for assured and secure communications. Security issues are important in the communication network at public charging facilities. • An additional issue is that the distribution grid has not been designed for bidirectional energy flow; this tends to limit the service capabilities of V2G devices.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 56 Fast Charging Systems

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 57 DC Fast Charging

• The electrical grid in all countries use AC voltages, while recharging a battery pack requires DC current. Therefore the AC must be rectified to DC. • Cost and thermal issues limit the size and power capacity of a car-mounted rectifier. For very high speed charging, it may be better to locate the rectifier in an external unit, rather than mounting it in the car. • Hence, the current fast charging systems use a high power DC connection between charging station and car. The rectifier is in the charging station, and most DC Fast Charge stations are the size of a large refigerator.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 58 EV Charger Systems

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 59 • CHAdeMO: This standard was developed in Japan, and first deployed in 2008 to support the Mitsubishi i-MiEV and other Japanese electric cars. The primary poster child for CHAdeMO is the Nissan Leaf. CHAdeMO wasn’t approved by a standards committee for a long time, hurting the deployment of these charging stations. • SAE Combo Charging System (CCS): The SAE developed this standard in lieu of adopting CHAdeMO. It wasn’t approved until late 2012, and the first car with a CCS port went on sale in late 2013 (the Chevy Spark EV - a pure Compliance car of very limited production). The primary poster child for CCS is the BMW i3. • Tesla Supercharger: This is the proprietary DC fast charging system developed by Tesla Motors for the Model S and Model X. Tesla is spending lots of money building a worldwide Supercharger network, and between their vehicle’s long range and ultra-fast charging at Supercharger stations, the Model S is the first electric car that can do proper road trips.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 60 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 61 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 62 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 63 ABB Terra 53 System – Designed Primarily For Commercial and Fleet Application, Allows For CHAdeMO, CCS, and Level 2/Fast AC Charging

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 64 CHAdeMO An example of a Level 3 quick charging system is the CHAdeMO system developed by the Japanese auto industries and proposed as a global standard. The name is an abbreviation of “CHArge de MOve", equivalent to “charge for moving”, and is a pun for O cha demo ikaga desuka in Japanese, meaning “How about some tea” (while charging) in English. • The CHAdeMO "fast charger" is basically a current source which can deliver up to 62.5 kW of DC at voltages between 50 Volts and 500 Volts via a proprietary electrical connector. The vehicle charger tells the charging station through the CAN Bus, the battery capacity, and at what level to set the voltage. Every 0.1 seconds the vehicle tells the charging station how much current to deliver following a very specific CC/CV charging curve profile defined in the CHAdeMO specification and finally it tells it when to stop. Safety interlocks are also managed through the CAN Bus which tests the charger circuit and the battery for any fault conditions (short circuits, high leakage currents, overheating) before the charging station can apply power to the connector preventing it from being energized before it is safe.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 65 CHAdeMO CHAdeMO is a form of DC Fast Charge, for high-voltage (up to 500 VDC) high-current (125 A) automotive fast charging via a JARI DC fast charge connector. The connector is specified by the JEVS (Japan Electric Vehicle Standard) G105-1993 from the Japan Automobile Research Institute. The connector includes two large pins for DC power, plus other pins to carry CAN-BUS connections.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 66 Quick chargers are high-capacity power sources that convert alternating current (AC) into direct current (DC) as part of the charging infrastructure. Because these chargers have a high-voltage output of 500 volts, a special connector is required when charging cars. A battery management system (BMS) constantly monitors the state of the in- vehicle lithium-ion battery to ensure safety and reliability, and the quick charger communicates with the BMS during charging. Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 67 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 68 SAE

The connector shown contains a normal J1772 connector, to allow for AC Level 1 and 2, and at the bottom two pins for a DC connection allowing for DC Level 1 and 2.

BMW i3 and Volkswagen e- Golf electric cars using Combined Charging System (CCS) DC fast charging

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 69 Chevrolet Spark EV at CCS fast charging station in San Diego.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 70 Tesla Motors Supercharger The charging port on the Tesla Roadster, Model S and Model X does not follow any standard. Tesla says “The Supercharger is an industrial grade, high speed charger designed to replenish 160 miles of travel in about 30 minutes when applied to the 85 kWh vehicle.” The port supports J1772 via an adapter. Superchargers consist of multiple Model S chargers working in parallel to deliver up to 120 kW of direct current (DC) power directly to the battery.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 71 Europe and Asian European electric cars use a J1772 connector with a different physical shape than the J1772 connectors in the U.S. Further Asian cars have multiple charge ports for their J1772 and CHAdeMO variants.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 72 Renault has unveiled yet another fast charging system, this time relying on three phase AC and a 43 kilowatt charge rate. Renault’s 43 kilowatt fast charge system for ZOE and other electric cars for more details.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 73 BRUSA has announced a 23 kilowatt three phase AC charging unit that is small enough to go on-board a car.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 74 Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 75 Communication The DC Fast Charge communications protocol is Home Plug (or ZigBee, Z*-wave, Bluetooth. The portion of this connector that corresponds to the traditional level 2 connector uses signals over the J1772 pins to communicate various conditions. The DC Fast Charge must communicate more things, such as pack voltage, charge rate, when to back off. Additionally, for the system to support smart grid things such as borrowing electricity out of the pack, it needs to be able to read state of charge, as well as request extraction of electricity.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 76 The point is that DC Fast Charging is important, but the battle between CHAdeMO and SAE Combo and Tesla Supercharger is splitting the field. • Unfortunately, while fast charging electric cars were available in 2011 (Nissan Leaf, Mitsubishi i-MiEV), CHAdeMO charging infrastructure didn’t grow very fast. • From observing the situation it seems the problem is that CHAdeMO wasn’t a “standard” accepted by the SAE, and therefore some people in the industry were able to successfully lobby against CHAdeMO deployment. • At the same time, the SAE developed their own fast charging standard (J1772 Combo Charging System), and • Tesla Motors developed a proprietary fast charging system (Supercharger).

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 77 The figure shows that in the EV-trendsetting state there are 324 CHAdeMO connectors, 104 CCS plugs, and 224 Tesla Superchargers, as of March 2015. These growth charts are particularly good at revealing historical trends in the market. A quick look shows that, while all the different charging standards are growing relatively quickly in California, the SAE Combo standard is about two years behind CHAdeMO, based on both current plug counts and trend lines.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 78 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf) Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 79 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

GV-08-2017. Electrified heavy duty vehicles integration with fast charging infrastructure Specific challenge: Electrification of different types of transportation and delivery typically in urban and suburban areas (including buses, vans, medium-duty goods vehicles, and specialist vehicles such as trucks for refuse collection) is a privileged path to reduce their energy consumption and emissions. At the same time, achieving the same range capabilities using large over-night charged batteries would undermine their payload capacity and vehicle performance (e.g. acceleration and hill climbing ability). It is therefore necessary to integrate either a range extender or solution for the fast transfer of significant energy volumes, be it at terminals, loading/de-loading stops or en-route. However, large magnitude power transfer directly from the grid can be costly and introduce disturbances into the grid. Furthermore, large power flows in relation to the total energy capacity of the involved energy storage systems may be harmful to the energy storage systems. Therefore, the different options of rapid charging at stops and terminus need to be assessed and compared with respect to cost and their impact on the power grid. The overall challenge is to design integrated, energy efficient low emission vehicles taking into account the powertrain, energy storage and the charging infrastructure needed to cover the intended missions, without compromising on vehicle performance or comfort and safety of the vehicle driver and occupants or increasing the final costs to the users/customers.

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf)

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 80 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf)

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 81 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

GV-08-2017. Electrified heavy duty vehicles integration with fast charging infrastructure Scope: Actions should address the development of vehicle drive train concepts and energy storage (battery and super-capacitor) which can deliver the required vehicle performance and are able to operate in a pure electric mode with high energy recovery capacity. This will ensure zero emissions and low noise pollution either on the whole mission or in designated low-emission zones, while permitting in the second case highly efficient, low environmental impact internal combustion engine operation without range restrictions in other areas. Such technologies can be applied to one or both of the following vehicle types: • Electrified medium duty trucks for urban and periurban applications (freight delivery, refuse collection, etc.) capable of time efficient operation. • Electrified high capacity (at least 12 m) buses for urban use, capable of following normal timetables and when needed effectively charge and drive at bus stops with multiple bus lines.

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf)

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 82 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

GV-08-2017. Electrified heavy duty vehicles integration with fast charging infrastructure For both above applications, where appropriate, development and integration in the vehicles, of power transfer solutions for ultrafast (< 30 seconds), superfast (< 5 minutes) and/or fast (< 30-50 minutes) wireless and contact-based electric energy transfer technologies, demonstrating how the system level efficiency and economic impacts can be achieved, including amortization of infrastructure.

To ensure the acceptability of such systems into the market, negative effects on battery life and the grid, and measures to mitigate them should also be developed and integrated in the global system, as well as standardization and health and safety implications. Extension of these concepts to lighter vehicles should be taken into account wherever appropriate to enhance the exploitation opportunities.

An interaction with interested European cities to provide input on needs and implementation plans will be performed targeting market readiness by 2023.

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf)

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 83 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

GV-08-2017. Electrified heavy duty vehicles integration with fast charging infrastructure Proposals could foresee twinning with entities participating in projects funded by Japan and USA to exchange knowledge and experience and exploit synergies in the field of fast charging and its impact on infrastructure in view of establishing future international standards.

The Commission considers that proposals requesting a contribution from the EU of between EUR 5 and 15 million each depending on the number of developed vehicles and charging technologies would allow this specific challenge to be addressed appropriately. Nonetheless, this does not preclude submission and selection of proposals requesting other amounts.

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf)

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 84 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

GV-08-2017. Electrified heavy duty vehicles integration with fast charging infrastructure Expected Impact: All actions will contribute to climate action and sustainable development objectives by achieving the following targets. For electrified medium duty trucks for urban use: • Energy efficiency improvements up to 70% in comparison with equivalent category conventional vehicles are targeted, with full electric driving ranges of at least 50 km (including energy recuperation and superfast charging at delivery stops). • Low noise operation (<72 dB) allowing e.g. off peak delivery. • Polluting emissions below Euro VI with a Conformity Factor of 1.2 in real driving when in range extended mode. For electrified high capacity buses for urban use: • Bus energy efficiency improvements similar to dual mode medium duty trucks, with an average speed compatible with normal bus operation, depending on whether charging take place only at end terminals or at bus stops.

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf) Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 85 Horizon 2020‘de Benzer Projeler CALL ‘EUROPEAN GREEN VEHICLES INITIATIVE’ H2020-GV-2016/2017 Smart, green and integrated transport

GV-08-2017. Electrified heavy duty vehicles integration with fast charging infrastructure Expected Impact: • Polluting emissions below Euro VI with a Conformity Factor of 1.2 in real driving when in range extended mode. • Reduced operating costs competitive with conventional low emissions buses or trucks.

For fast charging infrastructure: • Power transfer capability above 100kW • Transfer efficiencies above 90% for static contactless systems

Type of action: Innovation Actions

SOURCE: HORIZON 2020 – WORK PROGRAMME 2016-2017 (Transport_WP_2016-17.pdf)

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 86 TÜBİTAK Projeleri 1501 - TÜBİTAK Sanayi Ar-Ge Projeleri Destekleme Programı 1507 - TÜBİTAK KOBİ Ar-Ge Başlangıç Destek Programı

- 1507 Destek Programından farkları nelerdir? - 1507 de 500 bin TL ile sınırlı olan proje bütçesi, 1501 de sınırsızdır. - 1507 KOBİ’lere yönelik oluşturulmuş bir programken, 1501 hem KOBİ hem büyük ölçekli kuruluşlar için uygundur. - 1507 de destek oranı %75 iken, 1501 de destek oranı %40-%60 arasında değişmektedir. - 1507 de proje süresi en uzun 18 ay olabilirken, 1501 de bu süre 36 aydır.

1511 - TÜBİTAK Öncelikli Alanlar Araştırma Teknoloji Geliştirme ve Yenilik Projeleri Destekleme Programı (30 ay ve 1 milyon TL >) 1505 - Üniversite-Sanayi İşbirliği Destek Programı (24 ay ve 1 milyon TL)

1003 - Öncelikli Alanlar Ar-Ge Projelerini Destekleme Programı (ARDEB) OT0101 - ELEKTRİKLİ VE HİBRİT ELEKTRİKLİ ARAÇ TEKNOLOJİLERİ ÇAĞRI PROGRAMI Küçük Ölçekli projeler : 500.000 TL’ye kadar Orta Ölçekli projeler : 500.001 - 1.000.000 TL Büyük Ölçekli projeler : 1.000.001 - 2.500.000 TL

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 87 • Electric Vehicle success depends on standardization of requirements and infrastructure decisions, battery technology, efficient and smart scheduling of limited fast-charge infrastructure.

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 88 1914 General Electric Charger System

Ultra Hızlı ve Akıllı Şarj İstasyonları 6/22/2015 89