Fast Charging (350 kW) for Electric Vehicles - Possibilities and Issues

Prof. Dr. ir. Dr. h.c. Rik W. De Doncker

Integration of e-Mobility into a SE Supply
Introduction
•  RWTH CAMPUS Cluster Sustainable Energy
•  Sector coupling
•  FEN, ISEA
Modern Electric Vehicle Propulsion Drives
Integration of Emobility in the Urban Environment
Conclusions - Fast Charging Ready !
RWTH CAMPUS Cluster Sustainable Energy
FEN Research CAMPUS to drive innovation with industry
partners

CWD

ELab FEN CARL ISEA

E3D

CMP E.ON ERC

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Concepts for a CO2-neutral Energy Supply System

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Concepts for a CO2-neutral Energy Supply System

Kopernikus
Grids
ENSURE

CWD
KESS
FEN

ISEA
E.ON ERC ELAB
CMP
e3D

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BMBF Forschungscampus „Flexible Electrical Networks”
Partners of FEN Research Campus*

BMBF FEN Research Campus

* Member of CIGRE C6.31 MVDC Feasibility Study and DKE LVDC Std. Committee

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BMBF Forschungscampus „Flexible Electrical Networks“
Research on DC Grids

Topics

Non-Technical
Aspects

Control and Standards

Automation + Normen

FEN
Grids
Components

Cloud Plattform

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 FEN Leuchtturmprojekt
P4 Medium-voltage (5 kV) CAMPUS grid

Rated current of
power cables Icabel ≥ 680 A

1.07 kV

≈ 300 m
ca. 1.6 MVA
≈ 900 m
Icabel Icabel

+2.5 kV Icabel
5 kV 5 kV
-2.5 kV IN

Icabel
ca. 3.5 MVA ≈1.3 km ca. 2.5 MVA

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Two chairs – two institutes ISEA and PGS

   
 
   
 
Chair  for  Power  Electronics  
and  Electrical  Drives    
–  LEA/PED     Power  electronics  and  
Power  electronics  and  drives  
  drives   systems  with  a  voltage  
systems  with  a  voltage  >  1000  V  
<  1000  V  
Prof.  De  Doncker  

Chair  for  Electrochemical  

Energy  Conversion  and    
Mobile  energy  storage   StaGonary  energy  storage  
Storage  Systems    
systems   systems  
–  ESS    
   
Prof.  Sauer  

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Research areas and staff at ISEA and PGS
Univ.-Prof. Dr. ir. Dr. h. c. Rik De Doncker
Power Electronics
Electrical Drives
Electronic Devices, Switched Mode Power Supplies

Univ.-Prof. Dr. rer. nat. Dirk Uwe Sauer

Electrochemical Energy Conversion and
Storage Systems
Student projects

Univ.-Prof. Dr. rer. nat. Egbert Figgemeier

Ageing Processes and Lifetime Prediction of
Batteries (Helmholtz - FZJ)

14 Chief Engineers
1 Adjunct Professor, 2 Lecturers
Scientific staff
102 Research Associates
ca. 90 Student Co-Workers
ca. 150 Graduate Students per Year
30 Permanent Staff
9 Apprentices

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Modern Electric Vehicle Propulsion Drives
Modular propulsion drives
•  Cost of power electronics
•  WBG power semiconductors enable high power density
•  DC/DC converter technology development for chargers
Fast Charging – view of OEMs
Modern Drive Concepts – Fast Charging Ready?
Electric Vehicle Drive Train Prototype
State of the Silicon-Art

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Electric Vehicle Drive Train Prototype
State of the Silicon-Art
e performance developed at RWTH - predecessor of the Audi Q6
Production at AUDI, Brussels

•  Demonstrator •  Audi Q6 e-tron quattro

-  280 kW -  370 kW (three motors)
-  2x 115 kW ASM -  Max. speed 210 km/h
-  1x 50 kW PMSM -  95 kWh LiIon
-  2 LiIon batteries -  DC charging with 150 kW
-  144 V and 216 V -  500 km driving range
-  38,4 kWh

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Technology Drivers
Price Development of Power Electronics
•  Specific cost for EV inverters
-  1995: $50/kVA1
-  2015: $5/kVA2
-  2020 R&D target: $3.3/kVA

8  
7  
cost  in  $/kW  

6  
5  
4  
3  
2010   2012   2014   2016   2018   2020  
year  

1 Source: Data provided by R. De Doncker

2 Source: U.S. Department of Energy, Vehicle Technologies Office

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Technology Drivers
Price Development of Power Electronics
•  Specific cost for EV inverters
-  1995: $50/kVA1
-  2015: $5/kVA2
-  2020 R&D target: $3.3/kVA

•  DC-DC converter cost

-  Comprises two inverters and HF transformer
-  2020 R&D target: $7.7/kW
-  Cost reduction using soft-switching and Wide
Bandgap Devices

1 Source: Data provided by R. De Doncker

2 Source: U.S. Department of Energy, Vehicle Technologies Office

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HI-LEVEL
Demonstrator next generation, low-cost EV inverters
•  Project goal
-  Novel compact concept for reliable
electronics for drives of electric vehicles
•  Technology
-  Drive converter based on
high-current PCBs
-  Embedding of power electronic
devices into the PSB
•  Demonstrator
-  3-phase inverter
-  50 kW, battery voltage 170-320 V,
phase current up to 320 A (short time)
Turn-off transient

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Semiconductor Devices
Comparison of Silicon Versus Wide Bandgap Devices
•  Diamond best choice by far
•  GaN offers the best high-voltage and high-frequency performance
-  Limited by the lack of good quality substrates
•  SiC offer excellent thermal performance
•  GaO next big thing?
•  Expected compared to SiC/GaN: 10 times lower losses, 100 times cheaper

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Wide Bandgap and Si-Superjunction Converters

•  SiC HV Battery DC-DC •  GaN Bidirectional Charger

converter -  fsw = 300 - 500 kHz
-  fsw = 150 kHz -  Pmax = 3.7 kW
-  Pmax = 126 kW (3*42 kW) -  Vgrid = 230 V
-  Vbatt = 300…500 V -  Vbattery = 250…400 V
-  Vdc-link = Vbatt…800 V

•  SiC Traction Inverter

•  Superjunction LV Battery -  fsw,max = 100 kHz
DC-DC Converter -  Pmax = 160 kW
-  fsw = 100 kHz -  Vin = 800 V
-  Pmax = 3 kW
-  Vbatt= 10…16 V
-  Vdc-link= 170…380 V
•  GaN MHz DC-DC Converter
-  fsw = 30,3 MHz
-  Pmax = 150 W
-  Vin= 200 V
-  Vout= 40 V

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Power Density Development of DC-DC Converters

25  

20  
2018
•  fsw = 400 kHz
kW  /  kg  

15   •  discrete SiC devices

•  3D-printed cooler
10   and inductor bobbin
5  

0  
2010   2012   2014   2016   2018   2020  

35  
30  
2016 25  
•  fsw = 150 kHz

kW  /  l  
20  
•  SiC-Module
15  
•  classic cooler
2012 10  
and inductances
•  fsw = 16 kHz 5  
•  Si-Module 0  
•  classic cooler and inductances 2010   2012   2014   2016   2018   2020  

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Charging infrastructure capacity

■ Depends on battery system

■ Depends on ampacity of cables and plugs
≡  Most charging stations offer fixed voltage
≡  AC: 1-phase, 230 V, 16 A
≡  AC: 3-phase 400 Vac up to 44 kW
≡  DC: 400 V, 800 V

■ Depends on point of common coupling (sub-station)

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 Stecker für Fahrzeugladung (BYD)
BYD E6 charger

Ÿ  69 kW DC charging (400 V, 3-phase

grid connection)
Ÿ  Heavy DC plug

Quelle: auto.pege.org

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According to German OEMs Fast-Charging is Needed
Example of Roadmap for EV Chargers Continental

A challenge for
grids. However,
we can !

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View of (French) OEMs and first Tier Suppliers
When is Ultra Fast Charging Infrastructure Required?
Required
charging power *
* Required power to charge up to 80% SOC within 15
minutes. Constant power during charging process is
assumed

385 kW Majority of consumers accept 15 minutes of maximum 120 kWh

charging time (study by ING Bank, July 2017)

320 kW 100 kWh

80 kWh
195 kW 60 kWh 60 kWh
40 kWh
20 kWh Premium class vehicles need Standard class vehicle may
ultra fast charging (>300 kW) not need charging power
soon! higher than 200 kW

2015 2017 2020 2022 2030

Year
Source: J.B. Moreau. „The EV charging market: present & future outlook“. APE Conference 2017. Paris

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 Locations for Fast Charging Stations (according to OEMs, NPE)

Along motorways Charging power = 150 …350 kW [2]

•  Locations: Motorways and major intersections

•  Reason: Detour is unacceptable because the

overall travel time increases Source: www.imgur.com

In the city
Charging power = 50 …150 kW [2]
•  Locations: supermarkets and shops for daily
needs

•  Reason: Parallel activities (charging and

shopping) enabled. Shopping duration matches
charging time [1] Source: www.chargedevs.com

[2] Nationale Plattform Elektromobilität. Ladeinfrastruktur

für Elektrofahrzeuge in Deutschland, Statusbericht und
[1] R. Philipsen, T. Schmidt, J. van Heek, and M. Ziefle, “Fast-charging station here,
Handllungsempfehlungen 2015.
please! User criteria for electric vehicle fast-charging locations,” Transportation
Research Part F: Traffic Psychology and Behaviour, vol. 40, pp. 119–129, Jul. 2016.

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Long-Distance by Fast-Charging – how much is
needed?

§  Assumptions
-  Minimum SOC 10%
-  After fast charge SOC 80% 200 1× 10
3

Fahrleistung
Engine [kW]
power [kW]
-  Charging power 100 kW

[kWh]
Ladeleistung [kW]

[kW, kWh]
Charging power [kW]
Restenergie
energy[kWh]
-  Consumption 150
Residual [kWh]
750

Ladezustand [kW],
Nennenergie
Nominal [kWh]
energy [kWh]
16 kWh/ 100 km (ZOE)

Trip distance [km]

•  Fahrstrecke
Trip [km]
distance [km]

State-of-charge
•  At average speed of 100 km/
100 500
h

Leistung,
50 250
§  Result Power,
-  Achieved distance after 8
0 0
hrs 0 2 4 6 8

•  700 km Zeit
Time [h][hrs]

-  3 Recharge stops

-  Battery swapping in 5 min

•  775 km
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Charging infrastructure capacity

•  Depends on battery system

-  Voltage level (smart, 200 V, 400 V, 800 V)
Battery
-  High-power charging capability

Battery
•  Depends on ampacity of cables and plugs
-  Most charging stations offer fixed voltage
-  AC: 1-phase, 230 V, 16 A
-  AC: 3-phase 400 Vac up to 44 kW
-  DC: 400 V, 800 V, typ. Above 20 kW

•  Depends on point of common coupling (sub-station)

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Future battery systems
Low-voltage smart batteries for next generation EVs

•  Increased safety and reliability

-  Battery with SELV nominal voltage Battery
-  System voltage < 60 V after shutdown
-  Lowered risk during production process
Battery
-  Lowered risk after accidents
-  Easier maintenance

•  Integrated buck-boost dc-to-dc converter

-  Controlled pre-charging of propulsion DC link Battery
-  DC-link is independent of the inner
battery structure and technology
-  hybrid batteries compatible
-  Intelligent power and battery energy management
integrated in DC converter control unit
-  Independent of voltage of DC charging station
-  Lower kVA rating of inverter (down to 50%), lower
losses in inverter (can be integrated in machine)

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Motivation Hybridspeicher
---- Beispiel ----
El. Batterieanforderungen
(Beispiel):
27,5 kWh, 180 kW

28 | Jan Becker
22.09.2017
Lehrstuhl für Elektrochemische Energiewandlung und Speichersystemtechnik
Implementiertes Zellportfolio

29 | Jan Becker
22.09.2017
Lehrstuhl für Elektrochemische Energiewandlung und Speichersystemtechnik
Integration of e-Mobility in the Urban
Environment
Opportunity for fast charging service in cities with DC
distribution

Opportunities for infrastructure cost and energy savings,

efficiency improvements in building and industry sector
Fast-Charging Infrastructure
Double Use of Railway and Light Rail Infrastructure

•  Low utilization of large capacity railway infrastructure (12%)

•  Existing capacities can be used for fast charging
•  Railway and light-rail grids are available in cities
-  Light rail typically 750 Vdc
-  Belgium, Spain, Italy, Russia use 3000 Vdc
-  France, NL use 1500 Vdc

Source: Müller-Hellmann

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Fast-Charging Infrastructure linked to light-rail

•  Research project „BOB“ (Solingen)

-  Double use of Trolley bus infrastructure
-  Catenary power used for charging of
on-board batteries during operation
-  Possible electrification of lines without
catenary
-  Integration of renewable energies
-  Services for feeding ac grid

Source: Uni Wuppertal

•  4 GW (750 Vdc) installed capacity in German cities alone (VDV)

-  Average use is 12%
-  Each day about 85 GWh is available to charge EV
-  1.4 million EVs with 60 kWh battery
-  420 million km range (@20 kWh/100 km)

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Classical Distribution Grids are radial
Integration of decentralized supplies. renewables, storage and e-
Mobility is difficult

HV
50% 50%

MV MV

25% 25% 25% 25%

LV LV LV LV

3~  
~   =  

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oversized
Integration of decentralized supplies. renewables, storage and e-
Mobility is difficult

HV
100 %

MV MV

25% 25% 25% 25%

LV LV LV LV

3~  
~   =  

34
Distribution Grids
Integration of e-Mobility, PV, Wind, Storage … with MVDC-
Backbone

HV
100% 100%

MV MV

25% 3~   MVDC 3~   25%

=   =   =   =  
25% 25%
50 % 50 %
LV LV LV LV

MVDC MVDC

=   =   =   =   =   =   =   =  
=   =   =   =   =   =   =   =  
3xFCS 3xFCS

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Concept of urban distribution grids for fast-charging
•  Converters boost utilization of substation transformers (voltage regulation)
•  Interconnecting medium- and low-voltage substations to bundle high-peak power

36
DC-grid and energy management in a DC quarter
Lower infrastructure cost, higher efficiency and bi-directional

AC +/- 380 V
LVDC DC converter
+/- 5 kV

MVDC

37
Commercial DC Building and Factories

•  Building infrastructure with DC

- HVAC with heatpumps
- Heat/cold storage
- Lighting M=  

- ICT
- Elevators/escalators
- E-mobility parking lots (dual use of
batteries)
- Local generation and storage

•  AC-branch for legacy devices

•  Local hybrid AC/DC substation

AC
DC
AC
DC LVAC  
BAT
DC
DC
DC
DC LVDC  
MVDC  
Clipart: Openclipart.org
Source: Forschungscampus FEN

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Fast Charging (350 kW) for Electric Vehicles - Possibilities and Issues

Prof. Dr. ir. Dr. h.c. Rik W. De Doncker