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A Review on Topologies for Fast Charging Stations

for Electric Vehicles


Mohsen Ahmadi, N. Mithulananthan and Rahul Sharma
School of Information Technology & Electrical Engineering
University of Queensland
Brisbane, Australia
mohsen.ahmadi@uq.net.au; mithulan@itee.uq.edu.au; rahul.sharma@uq.edu.au

Abstract— Having a network of fast charging stations seems particulate matter pollution and greenhouse gases [2], [3]. EV
necessary in order to make EVs more attractive and to achieve charging removes these unhealthy emissions from the urban
larger uptake of them. Currently, 50 kW quick chargers that can centres, resulting in cleaner air for the community. Generating
charge a typical EV in about an hour are commercially available. the required power in remote power plants is usually cleaner
However, a 240 kW fast charging level which can charge a typical since control of the emissions is more achievable in few power
EV in 10 minutes has been introduced in standards. It is expected plants rather than in a significant number of vehicles. Therefore,
that this high power fast chargers will be available in near future. many countries have set targets for widespread use of EVs [4]
A charging station must supply charging power in multi-megawatt and replacement of ICE vehicles with EVs is predicted to
levels when multiple EVs are being fast charged simultaneously.
increase in the coming years [3], [4]. Despite the fact that there
Here, charging station topology plays a crucial role in enabling
future growth and providing fast charging with best quality of
are certain benefits in large uptake of EVs, there are some major
service, lowest cost and minimum grid impact. This paper obstacles as well, preventing widely adoption of them.
presents a topological survey of charging stations available in the From the EV owner’s perspective, there are two significant
literature. Various charging station topologies are presented, problems, namely, long charging time (up to 17 hours [5], [6])
compared and evaluated based on grid support, power density, and lack of charging facilities. These have limited the driving
modularity and other factors. range of EVs so that approximately 40% of the daily trips of EV
owners exceed the available electric range of their EVs [7].
Index Terms— charging station topology, electric vehicles, grid
support, modularity.
Therefore, having fast charging infrastructure seems necessary
in order to make EVs more attractive and consequently achieve
I. INTRODUCTION larger uptake of them. On the other hand, even with the current
slow chargers, which usually require around 4 kW of power, the
Widespread adoption of Electric Vehicle (EV) can be power system will be affected adversely when there is high
beneficial for environment, economy and the entire society [1]. number of EVs being fed from the power grid. According to
EVs are advantageous as opposed to Internal Combustion literature, these problems include excessive voltage deviation,
Engine (ICE) vehicles. The first advantage, which is energy overload, increase in peak load, and voltage instability [8], [9].
efficiency and fuel and maintenance cost savings, comes from One obvious solution to these problems is upgrading power
the different mechanical designs of electric vehicles and ICE system, however, it could be proven to be a very expensive
vehicles. Due to presence of an electric motor in the first group, option.
the braking energy can be saved, while the latter group has To defer costly upgrades in the power system, some
inefficient energy consumption in the same situation. Moreover, methods have been proposed in the literature. They generally
since EVs use electricity as their main fuel instead of petrol, require complex communication infrastructure or metering
together with more efficient operation, they can save systems but can’t mitigate all of the problems associated with
considerable fuel cost per annum. Also, electric vehicles don’t the EV charging. More importantly, they are intended to solve
have many mechanical parts used in ICE vehicles. Therefore, the the problems only in the favour of the power system operators.
cost of regular maintenance is saved for their owners. The Currently, 50 kW quick chargers are commercially available to
second advantage lies in the fact that by using locally generated be installed in public parking lots such as universities, hospitals
electricity, the dependence to imported petrol will be reduced and shopping centres. Although these chargers are faster than
significantly. Consequently, the risk associated with oil price lower power chargers being used at homes, yet a full charge may
fluctuations will be decreased and the national energy security take an hour, which is far from the expectation. Moreover, they
will be improved. The third advantage is due to environmental are not able to alleviate the associated problems with EV
friendliness of EVs and their benefits towards public health. charging and therefore, their usage is limited, subject to proper
Conventional vehicles produce dangerous emissions such as planning and dedicated infrastructure. Hence, there is a lack of

978-1-4673-8848-1/16/$31.00 ©2016 IEEE


fast charging infrastructure able to be fed from the existing overload and voltage drop may be improved. On the other hand,
power system without the need for dedicated power system and a renewable source like PV has a low power generation density
complex communication and metering infrastructure. The and can’t generate enough power to alleviate the issues caused
concept of fast charging stations seems to be a viable option to by fast charging.
mitigate the associated problems of EV charging. Integration of
battery energy storage systems (BESs) and renewable energy C. Integration of battery energy storage
sources (RESs) into the charging station together with having a By integrating battery energy storage into the charging
local control over the EV chargers, ES and RES, seems to make station, similar to RESs, some of the problems associated with
fast charging stations an attractive solution for both power fast charging can be alleviated. Moreover, the intermittency of
system operators and potential EV owners. In this context, the RESs can also be improved by using BES with appropriate
charging stations has to be suitably designed with the intention control strategy.
of taking into account the aforementioned problems with
D. Power density
particular attention on the fast charging operation, which is a
particularly attracting feature for the final users of electric Power density is defined as the ratio of the total available
vehicles. power to the area occupied by the charging station. The footprint
of the charging station has to be kept small in urban areas with
Although several topologies for charging stations are expensive land prices. Although, in larger shopping centres,
proposed in the literature, their capabilities in fulfilling different roadsides and regional areas this is not a significant issue.
requirements of a grid-connected charging station is yet to be
investigated. In particular, their capability in efficiently E. Reliability
operating in the fast charging mode is not studied. Therefore, Larger number of components, especially Power Electronic
this paper presents a topological survey of charging stations (PE) components, reduces the reliability of the total system.
available in the literature. Various charging station topologies Large number of power electronic switches also require large
are presented, compared and evaluated based on power transfer number of drive circuits which in turn adds more to the
capabilities, grid support, power density and other factors. complexity of the system and reduces the reliability. The
complexity of the control strategies also contributes to
The rest of the paper is organised as follows. In Section II,
decreasing of the overall reliability.
the desired features of a fast charging station are described.
Section III discusses various topologies for charging stations III. CHARGING STATIONS’ TOPOLOGIES
proposed in the literature. A comparison of these topologies is
Several topologies for charging stations are proposed in the
given in Section IV and the paper is concluded in Section V.
literature which can provide some of the aforementioned
II. DESIRED FEATURES features and can be categorized in three categories as follows.
Standards related to EV charging categorize “fast charging” A. Topologies with back to back AC/DC/DC converters
based on the required charging power. In IEC standards there are
4 charging modes and the mode 4 is related to the DC fast This topology consists of a front-end AC/DC converter
charging [10]. Society of Automation Engineers (SAE) also interfaced to the network through a distribution transformer, a
references different charging levels [6]. Level 3 DC charging harmonic filter and a dc-link which feeds all dc/dc converters
introduced by SAE is the fast charging mode and needs 90 kW- connected to it. The existence of the dc-link allows this topology
240 kW of charging power. Consequently, a fast charging to be highly modular since several subsystems such as energy
station with even 4 fast charging slots, may require a charging storage systems and renewable energy sources can be
capacity in megawatt range. This high power demand has incorporated into this topology in addition to the dc chargers.
detrimental effects on the power system, as stated in Section I. This makes the topology suitable for reducing the intermittency
Therefore, there are several requirements that have to be of the renewable energy sources and alleviating the prospective
satisfied in order to have a functional fast charging station. adverse effects of fast charging on the distribution grid by
employing BESs and RESs. Moreover, V2G and S2G operation
A. Grid Support can be easily implemented using bi-directional converters. The
To mitigate the problems caused by MW power demand of control system does not require communication between the
fast charging, the charging station should be able to inject front-end converter and individual EV chargers. Alternatively,
reactive power back into the grid to maintain the PCC voltage the amount and direction of power exchanges, is calculated
and prevent voltage instability. Moreover, additional grid based on the changes in the dc and ac voltage levels of the dc-
supports such as reducing the peak demand, Station-to-Grid link and grid voltage. Fig. 1 shows the general topology of this
(S2G), vehicle-to-grid (V2G) and active power filtering (APF) type of charging station. Many technical publications such as
encourage utility owners in accepting the charging stations and [11]-[17] and [27]-[30] have used this type of topology with
attract more investors. some variations.
Since the grid support relies on injecting reactive and/or 1) Bi-directional charging stations
active power back into grid, having a bidirectional topology for Reference [11] modelled a 1050 kVA 10-slot charging
the charging station is essential. station and designed the associated controllers. The topology
and control of the charging station is similar to those of a
B. Integration of renewable energy sources DSTACOM. The charging station consists a bidirectional front-
Renewable energy sources can partially provide the end converter, a dc-link capacitor and bi-directional EV chargers
charging power to the charging station. Consequently, the power suitable for V2G operation. The charging station performed well
drawn from the power system is reduced and some of the when subjected to a maximum charging load of 900 kW. The
problems associated with EV charging, such as, peak loading, charging station was connected to a strong medium voltage

2
associated problems. The results show that in highly-loaded or
in weak points of the distribution grid, even with having a bi-
directional front-end converter able to inject reactive power
back into the grid, voltage regulation is not possible. This is
because the capacity of the charging station in generating
reactive power is limited and therefore there is no enough
reactive power to compensate for the voltage drop caused by
the fast charging. According to the results, this PCC voltage
drop caused by MW power demand of fast charging made the
front-end converter unstable. The control strategy proposed by
the authors made the charging station stable and regulated the
PCC voltage in the permissible range.
Figure 1. Charging station with back to back AC/DC/DC converters.
2) Unidirectional Charging stations
distribution grid therefore the effect of the fast charging station A unidirectional variant of the topology discussed in the
on the grid voltage was not investigated. previous section is proposed in [16]-[18] by using a 12-pulse
With a topology similar to the topology of Fig. 1, reference diode rectifier as a low-cost front-end converter. The DC link
[31] introduced a medium voltage DC architecture with a DC voltage is controlled by two buck-boost converters as shown in
bus for connecting and feeding a quick charging station with Fig. 2. These converters are also responsible for active filtering
three 50 kW EV chargers. The emphasis was on verifying the to cancel out the AC current harmonics generated by
concept of a medium voltage DC distribution system and the uncontrolled front-end rectifier. Energy storage integration can
interaction between the DC system and the power system was be realized by having batteries, instead of capacitors, in dc-link
not studied. of buck-boost converters. The authors stated that since V2G
Reference [12] used a Neutral Point Clamped (NPC) operation is not expected at a fast charging station, a
converter as the front-end converter to provide a bipolar DC- unidirectional charging station satisfies the charging
link in order to reduce the step-down ratio in DC fast chargers. requirements. Therefore, in order to reduce the costs, the front-
The effort of authors was on proposing a balancing mechanism end converter was chosen to be a diode rectifier and
to regulate the midpoint voltage of the NPC converter in all EV consequently this topology is unidirectional and grid support
load conditions. The charging station was connected to a strong functions are not available. This means for a fast charging
4.1kV distribution grid via a distribution transformer. The station that would require MW charging power, no voltage drop
effect of fast charging load on the distribution grid was not compensation is available. This may limit the feasibility of the
investigated. charging station when being fed at weaker points of distribution
Reference [13] discussed the performances of two grid such as roadsides and regional areas, as discussed in the
topologies connected to low voltage grid. Essentially, the two previous section.
topologies are based on the topology of Fig. 1, but with different
locations for the isolating transformer. The first topology had a
Line Frequency (LF) transformer for isolation and the second
one had High Frequency (HF) isolating transformers in the DC
chargers. According to the results, the topology with LF
transformer is easier to control in DC side but has low power
density due to large size of LF transformer. Also it was
observed from the results that for 2.4 MW charging power,
there would be 3% to 8% voltage drops in adjacent nodes,
which was due to lack of voltage regulation control strategies.
The lack of voltage regulation is addressed in [14] and [15].
The authors in [14] used a bi-directional front-end converter to
inject reactive power back into the grid and consequently
provide voltage regulation at the Point of Common Coupling
(PCC). The simulation results show that the charging station Figure 2. Charging station with unidirectional back to back AC/DC/DC
can regulate the node voltage in the permissible range when converters.
connected to a test distribution network and charging 6x40 kW
B. Multiport stations with common AC-link
EVs. Since the total connected charging loads was low, in
comparison to high power requirement of fast charging, the In [19] a multipoint bidirectional charging station is
effect of high power of fast charging on the charging station and proposed which is also capable of V2G operation. Each EV
subsequently the distribution grid was not investigated. charger is fed from the low voltage grid via a unity ratio LF
The effect of high power demand of a fast charging station transformer as an isolating device. The power electronic
on weak/highly-loaded distribution grids was investigated in interface of the charging station converts three-phase 50 Hz AC
[15] and a proper control strategy was proposed to mitigate the voltage to an intermediate DC voltage. This DC voltage further

3
is converted to a high frequency 25 kHz AC voltage. Then, this and reliability of it. Furthermore, this topology needs a 4.8 kV
high frequency voltage is transferred to the EV charger via a set distribution network which is not a common voltage level for
of coreless coils. As it is shown in Fig. 3, for each EV charger the existing infrastructure.
there is a dedicated set of equipment which adds to the number
of devices and control circuits and decreases the efficiency and
reliability of the overall system. Although the charging station
is designed for non-fast charging of EVs, knowing that there
would be multiple EV charging at the same time, voltage drops
at the PCC is predictable. Nevertheless, the charging station is
not able to provide voltage support or power factor correction.
The possibility of integration of energy storage system and
renewable energies is not discussed as well.

Figure 4. Charging station with cascaded multilevel converters.

Figure 3. Multiport charging station with common AC-link. In [24] and [25], as depicted in Fig. 5, a transformerless
charging station topology is proposed which is connected to a
C. Transformerless Charging Stations commonly used 11 kV grid. This topology doesn’t have a
Some researchers tried to increase the power density of the common DC-link and also employs split type battery storage as
charging station by removing the LF transformer from the opposed to the single energy storage used in the topology of Fig.
topology. Normally, without a LF transformer to step down the 4. In this topology, the outputs of DC/DC converters of each
voltage level, there are two options for the connection of the three-phase module are in parallel. Therefore, the charging
front-end converter. The first option is supplying the charging power drawn by the EV charger connected to the output of each
station from the low voltage grid. This leads to high conduction DC/DC converter is shared between three phases of the charging
loss due to high currents drawn. The second option is to decrease station, leading to a balanced distribution of the power among
the amplitude of the charging currents by feeding the charging the phases. If an EV charger with higher charging power is
station directly from a medium voltage grid. Authors in [20]- required, it can be charged by two or more modules, as depicted
[23] chose the second option and used medium voltage cascaded in Fig. 5. This leads to having more charging power, if required,
multi-level inverters as illustrated in Fig. 4. As it can be observed with the same type of converters. On the other hand, the lack of
in Fig. 4, the charging station is directly connected to a 4.8 kV a common DC-link reduces the flexibility and modularity of the
medium voltage distribution network and each phase of the charging station, since each module would be occupied by an
interface consists of several AC/DC/DC converters building a EV charger with certain charging power. Moreover, the control
multilevel converter. Moreover, instead of capacitor bank, a in this topology is more complex than the topology shown in
battery storage is used at the DC-side. Authors in [20] used a Fig. 4.
megawatt battery bank to fill the gap between the required Another transformerless topology that uses a battery storage
charging power and the power available from the grid. The instead of capacitors is proposed in [26]. The topology is mainly
simulation results showed that fast EV charging and active intended for fast charging of a single EV, but multiple charging
power filtering can be achieved simultaneously using the stations can be used in parallel to have a multiple-slot charging
proposed topology. The battery bank gets charged when there is station. As depicted in Fig. 6, The charging station is connected
no EV charging in progress. The effect of multiple
to the low voltage grid through a Matrix Converter and the
charge/discharge on the battery bank is not investigated.
Moreover, the reduction or increase of the charging station’s galvanic isolation is achieved by using a high frequency
footprint due to removal of the LF transformer, addition of transformer. The main idea behind this topology is using a high
several multi-level converters and a battery bank is not capacity battery bank, to be used in peak hours, to charge the
discussed. Authors in [21] used a similar topology for a charging EV or provide grid support. The ability of the topology in
station which provides DSTATCOM and APF functions. The incorporating renewable energy sources and interacting with
proposed topology is modelled in [22] and [23] and its stability the low voltage grid was not discussed. Large number of
and performance is investigated by simulations. Although this switches and consequently a large number of drivers together
topology consisted of a high number of power electronic with complicated control make this topology complex, less
components, no studies was performed on the efficiency, cost reliable and less efficient, compared to the other topologies.
4
on power systems. Table I lists the features of the charging
station topologies discussed in the previous sections. As it can
be observed in Table I, most of the topologies are bidirectional,
provide grid support and can employ battery storage. Therefore,
choosing the most suitable topology is a compromise between
other factors such as power density, modularity and reliability.
For example, a transformerless topology with higher power
density may be more suitable for urban areas with limited space.
On the other hand, a back to back AC/DC/DC charging station
with high modularity and simpler control would be a suitable
choice for charging stations in shopping centres or alongside
highways.
Since the research works studied in this paper didn’t provide
studies regarding efficiency and cost of the proposed
topologies, further research should be performed in order to
evaluate the feasibility of the topologies more accurately.

V. CONCLUSION
When it comes to fast charging stations, the charging power
may be in MW range. In this paper, first, the desired features of
Figure 5. Charging station with cascaded multilevel converters and split a fast charging station are listed and then several charging
storages. station topologies proposed in literature are introduced and their
suitability for using as a fast charging station is discussed. Table
IV. TOPOLOGY COMPARISON I lists these features for all topologies discussed. The choice of
Based on the desired features of a fast charging station listed the topology depends on the requirements of each application.
in Section II, the ability of a fast charging station in providing However, if the high power density is not a requirement, the
bi-directional power flow and integrating BESs and RESs back to back AC/DC/DC topology provides all of the desired
seems essential. This can be justified by considering the features and performs well.
constraints that a MW load of a fast charging station imposes

Figure 6. Bidirectional three-port charging station.

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TABLE I. COMPARISON OF DIFFERENT CHARGING STATION TOPOLOGIES

Reliability
RES BES Power
Topology Type Bidirectional Grid Support Component Control
Integration Integration Density
Count (PE) Complexity
Bidirectional AC/DC/DC Yes All* Yes Yes Medium Low Low
Unidirectional AC/DC/DC No APF No Yes Medium Low Low
Multiport with common AC-bus Yes V2G No No Low High Low
Transformerless with DC-link Yes All* Yes Yes High High High
Transformerless without DC-link Yes All* Yes Yes High High High
Matrix front-end converter Yes PFC, S2G No Yes Medium High High
*- bidirectional power transfer, S2G, V2G, APF.
[18] Bai, Sanzhong, and Srdjan M. Lukic. "Unified active filter and energy
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