2019 IEEE Transportation Electrification Conference (ITEC-India)

Electric Vehicle Charging Topologies, Control

Schemes for Smart City Application
2019 IEEE Transportation Electrification Conference (ITEC-India) 978-1-7281-3169-6/20/$31.00 ©2020 IEEE 10.1109/ITEC-India48457.2019.ITECINDIA2019-229

Sanjeev K Nayak, Member, IEEE

are progressively popular, as established by the many vehicles

Abstract— The electrics vehicle (EV) fast charger for smart city recently made available in the market by almost all
application is an evolution era in upcoming days. This paper automakers[4]. The energy storage systems of these vehicles
reviews the current status and implementation of different fast are the batteries, supercapacitors and fuel cells as mentioned in
charging topologies, charger power level and infrastructure for [3]. Different energy storage systems configurations are
EV in smart city application. The charging systems for EV are implemented [3][4][5], However, the electrochemical batteries
categorized into off-board and on-board types with unidirectional
or bidirectional power flow capability. The unidirectional charger
are still in most feasible used technology. The lithium ion
limits hardware requirements and simplifies interconnection batteries are promising source for powering the EV drive. The
issues and bidirectional charging supports battery energy charging the lithium ion battery has specific topology as shown
injection back to the grid. An on-board charger limit power level in Fig.1 There are three common methods of charging a battery;
because of weight, size and cost constraints. They can be integrated constant voltage, constant current and a combination of
with the electric drive to avoid these problems and the availability constant voltage/constant current with/without a smart
of charging infrastructure. An off-board charger are designed for charging.
fast charging and are less forced by size and weight. In this work,
various charging typologies and scheme for fast charger is
presented and discussed in brief. Also, few power electronics
circuit configurations for fast charger are discussed.
Index Terms—Eclectic vehicle, battery, EV off board charger,
EV on board chargers.

I. INTRODUCTION

C
Fig.1 Charging voltage and current for EV battery [49,52]
urrently, energy efficiency is the peak priority to increase
An overview of economic models considering unidirectional
by a major concern with climatic changes and rising in
and bidirectional power flows with EVs temporarily providing
fossil fuel price cost. A great part of the oil consumption
energy to the grid in[1]. In this, the described and compared the
is currently allocated to the transportation sector and a large
main approaches, summarize the requirements on the
portion of that is used by road vehicles. According to the
supporting communication systems, and propose a
international energy outlook report, the transportation sector is
classification to highlight the most important results and lacks.
going to increase its share in world's total oil consumption by
The proposed charger with bidirectional high-power flow with
up to 55% by 2030. EV charging management requires the
a unity power factor operation capability that has high
support of a corresponding communication structure. In some
efficiency is achieved in[2]. The nature of this voltage-rise
information is broadcasted from grid operators to EVs;
phenomenon. Analysis tools are developed to assist in
bidirectional unicast is sometimes needed to coordinate the
determining PEV loading conditions that demarcate acceptable
charging behaviors of specific EVs; finally, EVs multicasting
post disturbance voltage response from unacceptable outcomes
to charging stations and stations responding are necessary in
in[3]. In this work, two examples, based on standard
reservation-based systems[1]. Several manufacturers are
distribution test systems, are used to illustrate FPEV-induced
working worldwide on the development of various types of
overvoltage behavior, and demonstrate applications of the
battery modules for electric vehicles for EVs and hybrid
analysis tools. An integrated onboard charger, capable of fast
vehicles. However, the performance of battery modules
charging for PEVs, can combine the benefits of both
depends not only on the design of the modules but also on how
conventional onboard and off-board chargers in[4]. In this an
the modules are discharged and charged. In this sense, battery
innovative single-phase integrated onboard charger, using the
chargers play a critical role in the evolution of this
PEV propulsion machine and its traction converter, is proposed.
technology[2]. Different types of EVs are being developed
The charger topology in[4] enables power factor correction
nowadays as alternative to the Internal Combustion Engines
(PFC) and battery voltage/current regulation with only one add-
(ICE) vehicles [2][3], namely, Battery Electric Vehicles (BEV),
on diode rectifier. Stator windings of the propulsion machine
Plug-in Hybrid Electric Vehicles (PHEV), in its different
are utilized as mutually coupled inductors to develop a two-
configurations[3] and Fuel-Cell Electric Vehicles (FCEV). EVs

Sanjeev K Nayak, is associated with L&T Technologies Services, Bangalore.

The authors of this manuscript are working on EV, Ground Transportation
Solution at L&T Tech Services. Bangalore. Email: [email protected],

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

channel interleaved boost converter[4]. A new class of on-board charge control and harmonic regulation of input current under
chargers for electric vehicles (EVs). Instead of being placed on- universal line input is presented in[39,40]. The comparative
board as a separate unit, the three-phase chargers reutilize the study of AC and DC charger are presented in[37,34].
existing components in EVs, which are already used for the
propulsion in[5]. A new front end AC/DC bridgeless II. EV BATTERY CHARGERS AND CHARGING SYSTEMS
interleaved power factor correction topology is proposed for The operation of a battery charger is highly dependent on
level II plug-in hybrid electric vehicle (PHEV) battery charging
different switching techniques as well as different components
in[7]. The topology can achieve high efficiency, which is
and control connections. However, type of switching technique,
critical for minimizing the charger size, PHEV charging time
number of levels, and control algorithms are substantially
and the amount and cost of electricity drawn from the utility. In
addition, a detailed analytical model for this topology is dependent on hardware topologies of a battery charger. Several
presented, enabling the calculation of the converter power analog and microcontrollers, integrated circuits, signal
losses and efficiency. Experimental and simulation results are processors and many converters are used to implement different
included for a prototype boost converter converting universal charging control algorithms. Utility current drawn in EV
ac input voltage (85–265V) to 400V, DC output at up to 3.4 kW charger must have less distortion and high‐power factor to
load. The experimental results demonstrate a power factor lessen the impact of power quality issues and increase the real
greater than 0.99 from 750 W to 3.4 kW, THD less than 5% power. Different standards,27-30 including the U.S. National
from half load to full load and a peak efficiency of 98.9% at 70 Electric Code:690, SAE: J2894, and IEEE: 1000‐3‐2, support
kHz switching frequency, 265 V input and 1.2 kW load as to minimize the contents of harmonics and DC current
depicted in[7]. An overview of smart charging system for smart injection. Electric vehicle chargers must meet the standards'
city application is presented and discussed in[14] and is shown requirements[10]. There are numerous types of power
in Fig. 2. electronic converters exploited for EV charging such as
alternating current AC/DC converters, DC/AC inverters,
DC/DC converters, and AC/AC converters depending on the
need of certain applications. Several research studies about
converter topologies of EV chargers suggested that a typical
charger has a front‐end AC/DC converter with a back‐end
DC/DC converter. Modern EV chargers are designed in such a
way that they can have a buck/boost converter topology or
combination of a buck‐boost converter to achieve active power
factor correction[31]. To reduce the size, weight and cost of
onboard chargers, a high-power integrated charger is a
promising solution for not only provides onboard fast charging
without substantial added cost and weight, but also alleviates
the range anxiety concern among EV[4]. The fast charging
schemes for multiple vehicle[14] from a common hub
Fig.2 Overview of smart charging system [14] integrated with high voltage power supply is shown in Fig.3.
The framework corresponded to a revenue model for stations
with single customer class is presented in[6]. The novel virtual
synchronous motor-controlled scheme for fast charging of
the offboard charger is presented in[8]. Control strategies for
off-board charger control, synchronous grid model are designed
respectively and the strategies presented. The proposed novel
control strategy in[8] shall effectively enhance the quality of the
frequency and voltage in the distribution network, especially in
the nearby of the electric vehicles fast charging stations. The
power electronic architecture for DC level 3 fast charging
station that can charge three classes of EV batteries with
Fig.3 Configuration of fast charging system for multiple EVs[14].
different voltage and power levels is depicted in[47,48]. The
The optimal location on EV charging staiton in smart city
proposes a reconfigurable battery charger for EV that operates
approcihes is presented in[35]. In this[31] presented a business
in three different modes: G2V mode, in which the traction
batteries are charged from the power grid in[49] In this paper, intelligence system for city planners incorporating a novel
the EV charger topology and control schemes for smart city methodology to plan an optimal EV charging infrastructure in
application has been presented. The charging topology includes an urban. As a data basis, it is evaluated more than 32,000
slow charger and fast charger with and without isolation. The charging sessions, including daily usage frequency and actual
cascade structure of a high-frequency resonant converter with a demand from one of the best developed charging infrastructure
constant switching frequency for electrical isolation and of Amsterdam[35]. The power delivery architecture for an
discontinuous-conduction-mode buck–boost converter for extreme fast charging station to charge multiple EVs with a

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

300mile range battery pack in 15m is presented in[41]. The communication requirement of PEV and DC-Off board charger
proposed approach in[41,42] considerably improve overall is covered by standard SAEJ2847, while both On-Board and
system efficiency as it eliminates redundant power conversion Off-board charging practices are covered by SAEJ2894
by making use of partial rated DC/DC converters to charge an standard[10]. Level 1 and Level 2 convert the AC power into
individual EVs as opposed to a traditional fast charging station the DC power through vehicle on-board charging. Level 3 is
structure based on full rated dedicated charging converters. The referred as “fast charging” and provides DC power through Off-
configuration of individual charging station depending on the board charging. The charging time for PHEV/PEV varies
current rating is discussed in[42, 43] for smart city application between 3–20h. Level 1 consumes relatively large time. It is
as shown in Fig.4. suitable to use Level 1 for overnight charging, for residential
charging purpose[48]. Level 2 facilitates both private and
public charging of PHEV/PEV. Level 3 is a fast charging, thus
suitable for commercial and public charging. The power,
voltage, current ratings and phase requirements are
demonstrated in Fig. 6.

Fig.6 Standards defined by the SAE for EV

The standard IEC 61815 is derived from SAEJ177 adopted to
Asian and European line voltage levels. The IEC 61815
possesses three modes of operation corresponding to three level
Fig.4 Configuration of charging system for multiple EVs [14]. of SAEJ1772. The Mode 1 of IEC 61815 relates to residential
The block diagram of bidirectional power flow between V2G charging with unique grounding requirements, as the current is
and G2V is shown in Fig. 5. In this, work it is DC/DC slightly higher in this standard, compared to SAEJ1772. The
bidirectional converter as illustrated in [43,45]. Mode utilizes the same voltage levels as Mode 1 with 32A of
current, while Mode 3 allows current up to 250A [3, 48].

IV. EV BATTERY CHARGING SYSTEM

As mentioned, some EVs allows the charge of their batteries
with off-board batteries charging systems, like public charging
Fig.5 Block diagram of DC/DC converters [45].
stations, but almost every vehicle is equipped with its own on-
board batteries charging systems. The charging system is an
III. INFRASTRUCTURE AND EV CHARGING LEVELS AC-DC power circuit that must be controlled in order to prevent
The tedious task about the EV is charging infrastructure in the batteries nominal characteristics and increases the lifespan.
accordance with society of automotive engineering (SAE), the Additionally, it should monitor the batteries during their
biggest challenge is to develop a nationwide charging operation to prevent damages during the charging or
infrastructure for EV rather than producing batteries at discharging processes. The ACDC power circuit can be
affordable cost. The standard associated charges and cords are implemented with different topologies according to the
categorized in three levels for EV. The three levels for EV characteristics desired for the system. Fig.7 illustrates
charging are defined based on power and voltage values. The graphically the main categories in which can be divided the
defined charging level are not universal but varies according to different topologies of the batteries charging systems for EVs.
locations of different region. The standard defined for Europe
is by International Electrotechnical Commission IEC 61851,
while SAEJ1772 is the American standard for EV[10]. The
afore mentioned two standards cover the electrical, general
physical, communication protocol and performance
requirements for EV charging. The standard SAEJ1772 defines
that electrical vehicle supply equipment has three functions,
such as rectification, voltage regulation, and coupler (physical
coupling media for charging the vehicle). The standard Fig.7 Categories of power converters battery charging systems
SAEJ1772 also ensure several levels of shock protection even The typical structure of an EV batteries charging system results
in wet conditions. The standard SAEJ2293 entrenched the EV from the combination of the AC/DC and DC/DC converters
requirements and the off-board charging supply equipment with the respective digital control system is shown in Fig.8. For
utilized for transferring the electrical energy from electric grid an appropriate control it should be measured the voltage and
to EV. The standard SAEJ2836 covers the communication current in the power grid side, the DC link voltage, and the
requirements for integrating the PEV with the electric grid for voltage and the current in the batteries. The EV charging system
energy transfer, energy storage, and other applications. The for EV in smart city application is shown in Fig.9. In this, the

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

utilization of conventional and non-conventional energy source large amounts of voltage and currents, Reduced complexity in
has been used for EV charging. The power of conventional and firing of thyristors.
non-conventional energy source has integrated at common
point of coupling. i.e. at AC terminal and EV charger are B. Twelve pulse diode bridge rectifiers
integrated with DC bus as illustrated in [48].

Fig.8 Structure of an EV batteries charging system [46].

Fig.11 Twelve pulse diode bridge rectifier[50]

A three phase 12-pulse diode bridge rectifier is shown in Fig.11
in this, three phase isolation transformers with two secondary
windings are connected. The two diode bridges are connected
in series in order to reduce the current stress. The rectified DC
Fig. 9 Energy management system for EV in smart cities
voltage is processed by the inverter bridge, high frequency
transformer, high speed diode stack and filter to obtain the
charging voltage as required [4]. The SCRs are switched in
V. TOPOLOGIES FOR EV OFF BOARD CHARGER
pairs diagonally Q1 and Q4 forms one pair and Q2 and Q3 forms
The EV charger has various topologies based on the power the other pair. The power transformant will act as isolation
rating or current rating. The main classification are AC charger transformant to protect the battery charger from transients,
and DC chargers. Normally AC charger are the slow chargers switching surges and lightning in a power system.
due to their limited current rating and prolonged charging time,
they are called as on-board charger. DC charger are considered C. Bidirectional series rensonant matrix converter
as fast charger due to their high power and high current rating.
The time take for charging the same battery is very small. The
charger entire circuit is located outside the vehicle. Hence, they
are off-board charger. The following are few charging
topologies are discussed. The bidirectional power flow
capability is another facet of the burgeoning EV charging
infrastructure. The motivations for V2G and its benefits has
been comprehensively identified before, including improved
and reliable utility supply, revenue potential for the vehicle
owner and renewables capacity firming[43]. Fig. 12 Bidirectional series resonant converter [43,51]
The proposed topology for EV battery charging uses a high
A. SCR based full bridge charging topology frequency transformer for power processing as shown in Fig.12.
In this work, the topology can be divided into three stages:(A)
3x1 matrix converter, (B) LrCr resonant tank and HF
transformer, and (C) a single phase PWM rectifier [43].
D. Four wire bidirectional boost converter

Fig.10 SCR Based full bridge charger

A three phase, six pulse SCR based rectifier topology is used to
charge the battery. A three-phase transformer is used to isolate Fig. 13 Four wired bidirectional boost converter [38]
the three-phase source from the power converter. A PID loop For the bidirectional power flow from ac main AC supply to
has been utilized to strictly follow the current in CC and voltage DC output and vice versa, an ideal converter is normally used
in CV profiles which will directly affect the thyristor firing in hoists, cranes, lifts, BESSs, line interactive UPSs, etc. Fig.13
angle. This topology has advantages such as, Ease of shows the few circuit diagrams of these bidirectional
implementation, no need of a DC-DC converter stage, converters. The closed-loop control of DC-bus voltage decides
Robustness of the design, Thyristors are capable of handling the amplitude of supply currents, which are in phase with AC

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

mains voltages. PWM current control of the voltage-source- three-phase PWM voltage-source rectifier and bidirectional
inverter (VSI)-based converter maintains the AC supply current buck-boost power converter.
close to sinusoidal and in phase with ac mains voltages[38].
E. Integrated five phase machine EV off board charger

Fig.16 Topology of PWM rectifier charging mode [44]

The circuit of the three-phase PWM rectifier is generally a
Fig.14 Integrated five phase EV off board charger three-phase full-wave bridge consisting of 6 IGBT devices each
The proposed topology is depicted in Fig 14. for the five-phase with an antiparallel diode, and these IGBT devices turn on and
system. In the propulsion mode, switches S1 and S2 are both off under the control of a series of pulses with the same height
closed. The drive has a single neutral point, as the case is and various width in order to convert AC to DC. The output
typically with all multiphase machines with a prime phase voltage of such rectifier could be regulated among a certain
number. Switch S1 carries current of the machine’s phase a, extent higher than the peak value of the input AC voltage and
while S2 carries sum of the currents of machine’s phases c and hence it pertains to voltage-boost rectifier. Moreover, the
d. A five-phase system in the propulsion mode appears to bidirectional flow of electric power is available in such rectifier.
represent a good tradeoff between two mutually opposing With the shift of control signal the rectifier could be
requirements for vehicular applications, enhanced fault transformed into an inverter, which enables the bidirectional
tolerance, and the low complexity of the system. Fault-tolerant power exchange between EV and the grid.
operation with multiphase machines is since only two
independently controllable currents are required for H. State-of-the-art DC fast charger
independent flux and torque control so that when there are more
than three phases, there exist additional degrees of freedom
which can be used to achieve the postfault operation [26]. The
propulsion mode of operation of a five-phase machine during a
fault has been covered extensively in the past [28,29] and is
beyond the scope of this paper. The five-phase machine used
later to experimentally prove the viability of the concept of five-
phase synchronous machine.
F. Multi objective reconfigurable off-board charger Fig.17 State of art of the EV DC fast charger [17]
The state-of-the-art DC fast chargers have two power
conversion stages: a three-phase AC/DC rectification stage that
includes power factor correction (PFC) and a DC/DC stage that
provides galvanic isolation. The simplified block diagram of a
state-of-the-art dc fast charger power stage is illustrated in
Fig.17. The AC/DC rectification and PFC stage converts three-
Fig.15 Multi objective reconfigurable off board charger phase input ac voltage to an intermediate dc voltage and ensures
An EV charger shown in Fig.15 consists of a voltage source acceptable power quality on the grid side. The DC/DC stage
converter to operate the charger in standalone/grid connected converts the intermediate dc voltage into the regulated dc
modes. It is also used for synchronizing the PCC voltages to the voltage required by the vehicle and provides galvanic isolation.
grid voltages and for compensating the harmonics and reactive The galvanic isolation separates the vehicle from the grid and
currents requirement of the load. To utilize the solar PV array a allows for the charger output stages to be easily connected in
parallel[17]. The power quality and related to the EV off-board
boost converter is used. However, the charging/discharging of
charger are discussed in[38,46] and shown in Fig18, 19. In this,
EV is controlled using a bi-directional DC-DC converter. The
the comparison of power factor and harmonics analysis are
grid and the charger are connected through a coupling inductor,
presented. In this analysis, the power factor improved version
which enables the power exchange between the grid and the has no harmonics as depicted in the simulation waveform
charger. Moreover, the inductor filters out the ripple current. A [36,38].
bidirectional power electronic switch is connected between the
grid and PCC.
G. Three phase PWM rectifier charging schemes
A charger topology consists of PWM rectifier and DC/DC
power converter is shown in Fig 16. The main circuit includes
Fig. 18 power factor and harmonics analysis

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 2019 IEEE Transportation Electrification Conference (ITEC-India)

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