SELF STUDY PRESENTATION ON

Fast Charging vs. Slow Charging: Pros and cons for the
New age of Electric Vehicles.

Presented By:
 Various Charging Options

 Slow Charging

 Fast Charging

 Types of Connectors

 Grids & EVs : V2H & V2G

 Cycle life & Charge schemes of various EV Batteries

 Conclusion & Suggestions.

Plugging In at Home
Most of the time, we need to charge your
electric vehicle at home.
“Fueling up” at home can be as simple as
connecting a cord set to a standard outlet (Level
1 charging) or by installing our own home
charging station (Level 2 charging).

Plugging In On-the-Go

While we’re on the road, we can find places to

plug in along the way using charging station
maps or mobile apps. Many workplaces, malls,
and parking structures are equipped with public
Level 1 or Level 2 charging stations for our
convenience.
Level 1 (120 volts):
3 to 20 Hours Charge Time
1. With Level 1 charging, there is no need for equipment installation.
2. The charging cord set provided with electric vehicles uses a standard 120-volt
outlet.
3. A full charge at Level 1 can take as little as 3 hours, depending on your
vehicle type, battery size, and how much you drive between charges.
Level 2 (240 volts):
1 to 8 Hours Charge Time
1. Level 2 charging is faster and may take as little as 1 hour, depending on your
vehicle type, battery size, and how much you drive between charges.
2. It requires installing a charging station and a 240-volt circuit installed by a
licensed electrician.
  Level 3 is the DC Fast Charger delivering
400–600VDC, up to 300A.
 It bypasses the on-board charger and
feeds power directly to the battery.
 Level 3 chargers deliver up to 120kW to
fill a Li-ion battery to 80 percent state-
of-charge in about 30 minutes.
 Installation cost is US$35,000 and higher
per station.

Recent Advancement ( Reported on 5 Nov 2017)

 Enevate Corporation, a lithium-ion (Li-ion) battery technology company, has announced HD-Energy
Technology for electric vehicles, which features extreme fast charging in only five minutes with high
energy density and long driving range that adds up to 240 miles (390 km)—or up to 50 miles (80 km)
range with a 60-second charge.
 EVs have been challenged primarily due to their limited range and drivers’ “range anxiety,” long
charge times, and high cost.
 Now, Enevate’s groundbreaking silicon Li-ion battery technology in EV cells (NCM-based) can be
charged in 5 minutes at up to a tested 10C charging rate to 75% capacity with uncompromised range
and energy densities of over 750 Wh/L, where conventional graphite cells suffer significant
degradation with extreme fast charging.
 You may ask, “Why does an ultra-fast charger only charge a battery to 70
and 80 percent?”
• The simple answer is,
• charge acceptance is best in mid-range;
 battery stresses are also reduced in mid-range.

When putting the battery on charge, the voltage shoots up.

 This behavior is similar to lifting a weight with a rubber band in which
the weight, or charge, lags behind.
 Depending on charge times, Li-ion is about 70 percent charged when
reaching 4.20V/cell, a voltage threshold that is common with Li-ion.
 At this phase, the current begins to taper and charge acceptance slows.
Connector Type 1 (SAE J1772)
 This is the standard Japanese connector for electric vehicle charging in alternating current (also
adopted by the north American countries, and accepted by the EU). It is mounted on EV models
such as, Opel Ampera, Nissan Leaf, Nissan ENV200, Mitsubishi Outlander, Mitsubishi iMiev,
Peugeot iON, Citröen C-Zero, Renault Kangoo ZE (type 1), Ford Focus electric, Toyota Prius Plug
in and KIA SOUL EV.

 It is designed for single-phase current connection: phase, neutral and ground. It also has two
pins for communication with the vehicle and and extra protection to lock the connector in order
to avoid to be disconnected by a third party.
 The maximum current at which it can operate is 32A (single-phase). Which allows a maximum
operating power of 7.4kW.
Connector type 2 (IEC 62196-2)

 This type of connector is commonly known as the “Mennekes”, which is the name of
the first brand that commercialised them. This type of connector is approved as the
European standard.
 Its an alternating current connector that is mounted on electric vehicle models such
as BMW i3, i8, BYD E6, Renault Zoe, Tesla Model S, Volvo V60 plug-in hybrid, VW Golf
plug-in hybrid, VW E-up, Audi A3 E-tron, Mercedes S500 plug-in, Porsche Panamera
and Renault Kangoo ZE.
 Type 2 connectors allow single-phase charges up to 16 A and three-phase charges up
to 63 A, which result in a power of 3.5 kW and 44 kW respectively.
 Its pin distribution is similar to type 1, but in this case, two more pins are
incorporated that correspond to the two extra phases needed for three-phase
charging.
Connector type 3
 This type of connector was created in 2010 by the EV Plug Alliance association,
whose members include Scame, Schneider Electric and Legrand.
 However, this type of connector has lost the battle with respect to the previous
model (Type 2), and it is currently in disuse.
 Within this model, one can distinguish two variants:
· 3A prepared to withstand single-phase charges at 16 A (phase, neutral, ground
and control pin)
· 3C allows single- and three-phase charges at 32 A (3 phases, neutral, and
control pin and presence)
 The maximum power allowed for this connector is 22 kW.
CHAdeMO connector

 This type was developed by a Japanese association formed by Tokyo

Electric Power Company (TEPCO), Nissan, Mitsubishi, Fuji Heavy Industries
(Subaru) and Toyota.
 It is designed for fast charges in direct current that can supply up to 50 kW
of power with an current that can reach 125 A.
 It is equipped in electric vehicles such as Nissan Leaf, Nissan ENV200,
Mitsubishi Outlander, Mitsubishi iMiev, Peugeot iON, Citröen C-Zero and
KIA SOUL EV.
Combo 2 connector (IEC-62196-3)

 This model is the European adopted version for direct current charging. As its
name suggests, it is a combined connector formed by a type 2 AC connector
and a two pin DC connector.
 This offers the possibility to charge in modes 2, 3 and 4 through a single
output. The maximum power at which it can operate in AC is 43 kW and in
some cases up to 100 kW.
 Nowadays, in DC mode, it can operate at 50 kW.
 Manufacturers such as Audi, BMW, Porsche and Volkswagen incorporate this
type of connector.
Integrated systems functionality efforts in Grids focus on:
 Managed charging – evaluating the functionality and value of load management to
reduce charging costs and contribute to standards development
 Emergency backup power – exploring strategies to enable the export of vehicle power to
assist in grid outages and disaster-recovery efforts
 Local power quality – leveraging charge system power electronics to monitor and
enhance local power quality and improve grid stability in scenarios with a high
concentration of renewables
 Bi-directional power flow – developing and evaluating integrated vehicle-to-grid systems
for reducing peak-power demands.
 “Vehicle to Home” is a system that allows you to supply your home with
the energy stored in a EVs battery.
 By charging up an EV at night when there is more capacity for electrical
supply and then using that electricity as the daytime power source for a
household, the system helps alleviate consumption of power in peak
periods when demand is highest.
 Further, it can also be leveraged as backup power supply for
emergencies.
Technology Functionality

 Household power can be supplied from an EV lithium-ion battery by installing a PCS

(Power Control System).
 PCS is connected to the household’s distribution board.
 And the EV is plugged in DC quick charge port.
 Further, through the PCS, EV can also be charged from the household power supply.
 To use the electricity stored in the EV lithium-ion battery as household power it is
necessary to convert the DC high-voltage electricity to AC 200V.
 And when charging the EV it is then necessary to convert AC 200V electricity to DC
high-voltage power.
 The PCS handles the electrical conversion and control of the amount of power
supply.
 The EV’s lithium-ion battery has large capacity and high reliability, meaning it can
provide a stable power supply.
 Vehicle-to-grid (V2G) describes a system in which plug-in electric vehicles, such as electric
cars (BEV), plug-in hybrids (PHEV) or hydrogen Fuel Cell Electric Vehicles (FCEV), communicate
with the power grid to sell demand response services by either returning electricity to the grid or by
throttling their charging rate.
 Vehicle-to-grid can be used with gridable vehicles, that is, plug-in electric vehicles (BEV and
PHEV), with grid capacity.
 Since at any given time at least 80-90% percent of cars are parked, the batteries in electric vehicles
could be used to let electricity flow from the car to the electric distribution network and back.
 This represents an estimated value to the utilities of up to $4,000 per year per car.
 V2G is a version of battery-to-grid power applied to vehicles. There are three main different versions
of the vehicle-to-grid concept, all of which involve an onboard battery:
• A hybrid or Fuel cell vehicle , which generates power from storable fuel, uses its generator to
produce power for a utility at peak electricity usage times. Here the vehicles serve as a distributed
generation system, producing power from conventional fossil fuels, biofuels or hydrogen.
• A battery-powered or plug-in hybrid vehicle which uses its excess rechargeable battery capacity to
provide power to the electric grid in response to peak load demands. These vehicles can then be
recharged during off-peak hours at cheaper rates while helping to absorb excess night time
generation. Here the vehicles serve as a distributed battery storage system to buffer power.
• A solar vehicle which uses its excess charging capacity to provide power to the electric grid when
the battery is fully charged. Here the vehicle effectively becomes a small renewable energy power
station. Such systems have been in use since the 1990s and are routinely used in the case of large
vehicles, especially solar-powered boats.
 Batteries are the primary reason EVs are not the vehicles we drive today.
 Cost and range issues have hampered mass adoption.
 The latest advances in lithium chemistries promise answers to these issues.

 The search for batteries with higher energy density has been unending.
 Nickel metal hydride batteries, in addition to relatively low energy density, also contains nickel, an
expensive material.
 Three of the more popular lithium based electrochemical systems vying for EV applications are :
1. lithium cobalt or lithium manganese oxides (standard format),
2. lithium ion phosphate, and
3. lithium titanate.
 Lithium ion phosphate batteries are manufactured by many companies worldwide and have gained
credibility through their use in power tools.
 Lithium ion phosphate cells have a much lower energy density than standard format cells.
 But can be charged much faster—on the order of twenty to thirty minutes.

Lithium Iron Phosphate cells for EV. Lithium titanate batteries

Lithium titanate batteries

 Lithium titanate batteries allow charging on the order of ten minutes and have been
shown to have extremely long cycle life—on the order of 5000 full depth of
discharge cycles.
 Lithium titanate has high inherent safety because the graphite anode of standard
format and iron phosphate batteries is replaced with a titanium oxide.
 Figure shows the pack level specific energy of EV batteries as a function of charge rate, called “C”.
 A “one C” charge rate is the time it takes to charge a battery in one hour.
 A C/2 charge rate requires two hours, while a 6C charge rate requires only ten minutes.
In the EV world of the future, Level I and II slow charging will likely be the most used

schemes if we keep in view the convenience and low-cost electricity. However, Level III fast

charging provides a method to alleviate “range anxiety” for the driver of passenger EVs and

will likely be a necessity for many types of fleet drivers—especially taxis.

Suggestions-
Lithium titanate batteries allow charging on the order of ten minutes and have been shown to

have extremely long cycle life.

Lithium titanate has high inherent safety because the graphite anode of standard format and

iron phosphate batteries is replaced with a titanium oxide.