Volume 2 Number 2 April 2019 (150-159)

DOI: 10.1016/j.gloei.2019.07.003

Global Energy Interconnection

Contents lists available at ScienceDirect
https://www.sciencedirect.com/journal/global-energy-interconnection

Full-length article

Design scheme for fast charging station for electric

vehicles with distributed photovoltaic power generation
Jing Zhang1, Chang Liu1, Ruiming Yuan2, Taoyong Li1, Kang Li1, Bin Li1,
Jianxiang Li3, Zhenyu Jiang2
1. China Electric Power Research Institute, Beijing Electric Vehicle Charging and Replacing
Scan for more details
Engineering Technology Research Center, Beijing 100192, P.R. China
2. Electric Power Research Institute, State Grid Jibei Electric Power Company Limited, Beijing 100045, P.R. China
3. Electric Power Research Institute, State Grid Shandong Electric Power Company, Jinan 250001, P.R. China

Abstract: The demand for fast charging is increasing owing to the rapid expansion of the market for electric vehicles. In
addition, the power generation technology for distributed photovoltaic has matured. This paper presents a design scheme
for a fast charging station for electric vehicles equipped with distributed photovoltaic power generation system taking the
area with certain conditions in Beijing as an example construction site. The technical indexes and equipment lectotype
covering the general framework and subsystems of the charging station are determined by analyzing the charging service
demand of fast charging stations. In this study, the layout of the station is developed and the operation benefits of the station
is analyzed. The design scheme realizes the design objective of “rationalization, modularization and intelligentization” of the
fast charging station and can be used as reference for the construction of a fast charging network in urban area.

Keywords: Electric vehicle, Fast charging station, Charging demand, Design scheme, Distributed photovoltaic.

1 Introduction advantages such as energy conservation, environmental

protection, and high efficiency. The Chinese government
In recent years, electric vehicles are increasingly continues to vigorously promote the development of the
being used in many countries worldwide owing to their electric vehicle industry and actively construct the basic
infrastructure network for charging and replacing electric
vehicle batteries. It is planned that by 2020, there will be
Received: 20 November 2017/ Accepted: 1 March 2019/ Published: 25
April 2019 up to 12,100 newly centralized charging and replacing
stations and 4.8 million dispersed charging piles to meet the
Jing Zhang Kang Li
zhangjing1@epri.sgcc.com.cn likang@epri.sgcc.com.cn changing demands of 5 million electric vehicles in China.
Chang Liu
The charging infrastructure in China is rapidly increasing.
Bin Li
liuchang3@epri.sgcc.com.cn libin5@epri.sgcc.com.cn As mentioned in Reference [1], in Dec. 2018 the number
Ruiming Yuan Jianxiang Li
of charging piles exceeded 600,000. There is a large deficit
ydollars@sina.com 13065086206@126.com in the number of charging piles as they cannot meet service
Taoyong Li Zhenyu Jiang
demand due to rapid growth of electric vehicles.
litaoyong@epri.sgcc.com.cn jzy1343803@163.com Fast charging stations can significantly shorten the

2096-5117/© 2019 Global Energy Interconnection Development and Cooperation Organization. Production and hosting by Elsevier B.V. on behalf of KeAi Communications
Co., Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/ ).

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 Jing Zhang et al. Design scheme for fast charging station for electric vehicles with distributed photovoltaic power generation
charging period, improve the utilization rate of charging
equipment, and improve the driving experience of users
of electric vehicles. Therefore, in the next few years, rapid
construction of urban fast charging network is planned and
the design of charging stations will be optimized to further
improve the comprehensive charging service capability of
fast charging network and fully meet the charging demand
of the vehicle owner.
Many scholars have investigated relevant issues in fast
charging stations for electric vehicles. In reference [2], a
multi objective optimal allocation mathematical model
was proposed based on the actual demand of constructing
the stations taking into consideration the utilization rate of
renewable energy and operating costs; constraint conditions
containing the decision variable scope, power balance
requirements, and upper and lower limits of power change
were formulated. In reference [3], a coordinated planning
model of the distribution network was established, which
consists of distributed power and charging station, and
an improved genetic algorithm was adopted taking the
stochastic volatility of wind and light resources as well as
loads into consideration in order to minimize the random
expectation value of the distribution system investment,
operation and maintenance costs, and environmental
costs. In reference [4], a path selection model and a traffic
satisfaction evaluation model were formulated, and the
timing sequence characteristics and complementarity of
distributed power were investigated. In reference [5],
a new system of charging station service that promotes
ordered development of electric vehicles in Beijing was
investigated through comprehensive and systematic research
and analysis of the current situation of charging stations
in Beijing. Reference [6] proposed a planning model for
charging stations in urban area considering the road network
structure, traffic flow information, distribution network
structure, capacity constraint, and other factors. In reference
[7], an optimal model for charging station planning and
layout was proposed based on minimization of all social
costs and considering the interests of both the operators
of charging stations and the users of electric vehicles as
prerequisites. Reference [8] discussed the adverse impact
of connecting electric vehicles to the grid and evaluation
method of its potential benefits. Reference [9] analyzes the
environmental benefits, economic benefits, social benefits,
policies and practice conditions for the promotion of pure
electric buses in cities. In reference [10-11], the application
of photovoltaic power generation in charging stations
was analyzed. In reference [12], benefits of low carbon
reduction and planning investment were comprehensively
investigated. Reference [13-15] analyzed the design of
distributed photovoltaic charging piles and charging stations.
In reference [16-17], the authors developed an optimal
dispatch for the operation of photovoltaic charging station.
In reference [18], the feasibility of integration of distributed
energy and charging stations was investigated. In reference
[19], distributed charging stations and the corresponding
management system were investigated. Reference [20]
investigated distributed photovoltaic power generation
system and operating parameters of charging stations
in Xi’an Expo Park. In reference [21], photovoltaic cell
external characteristics, control algorithm of photovoltaic
inverter, reliability of the charging station, and other issues
were investigated using photovoltaic cells and photovoltaic
inverters in a photovoltaic power generation system and
charging stations.
The above studies focused on integration of distributed
energy and charging stations based on comprehensive
benefits of the renewable energy utilization rate, traffic
flow information, and investment planning. However,
these studies did not focus on the design of fast charging
stations in a specific area taking into consideration
the charging demand of electric vehicles, distributed
renewable energy power generation, charging system
configuration, power supply system configuration, and
other factors. With the increase in the number of electric
vehicles, the integration design of photovoltaic power
and charging station can be considered for a fast charging
station in terms of the overall energy utilization without
high buildings nearby to block the sunlight. Rooftop
distributed photovoltaic power generation system can
provide partial power for a fast charging station. A fast
charging station with photovoltaic power generation can
promote local consumption of renewable energy, which
is a typical application scenario of energy Internet, realize
“green power” for electric vehicles, and further harness the
environmental protection advantages of electric vehicles.
In this study, a zone in Beijing was set as the area for
constructing the fast charging station. First, the charging
service demand of fast charging stations was analyzed based
on estimation of traffic flow near the fast charging station,
then the layout and function structure of the charging
stations were designed, and the station configuration
was thoroughly analyzed, including the charging system,
power supply and distribution system, and operation
monitoring system. A photovoltaic power generation
system was installed at the rooftop as the power source for
the charging station. In this study, the functional demand
and technical indexes of a fast charging station were
investigated. The proposed design scheme can be used a
reference for planning and construction of a fast charging
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Global Energy Interconnection
network in an urban area, optimization of operating mode,
and improvement of economic benefits of a fast charging
station.
2 Analysis of charging demand
To date the number of licensed electric vehicles in
Beijing is 63,269; furthermore, 542 charging and replacing
stations and 7,568 charging piles have been built, whereas
only 442 charging and replacing stations and 6,484 charging
piles are operational. According to Special Planning of
Charging Infrastructures for Electric Vehicles in Beijing
(2016–2020) released in 2016, it is predicted that by 2020,
the demand for electric vehicles in Beijing will be 600,000,
including 450,000 private electric vehicles and 150,000
public service electric vehicles. According to Construction
Planning for Traffic Development of the 13th Five-year
Period in Beijing released in 2016, by 2020, the number
of motor vehicles in Beijing will be less than 6.3 million
and electric vehicles will account for up to 10% of the total
number of motor vehicles.
Traffic flow surrounding a fast charging station is
estimated through comprehensive analysis of the service
radius and traffic density of electric vehicles as well as the
proportion of electric vehicles in the future. The main factor
that influences the service radius of a charging station is
the endurance mileage of electric vehicles. The theoretical
endurance mileage of power battery of electric vehicles
is presently in the range of 150–300 km. In the future, the
actual service radius of charging stations will be shorter
considering the construction scale of charging piles, traffic
jam, aging of batteries, and other practical situations. The
maximum service radius of the station was set as 40 km
based on a comprehensive consideration of the practical
situation of the station.
The formula to calculate the number of vehicles passing
through one road section in one day is given below based on
traffic and road conditions in Beijing as well as the driving
speed of electric vehicles, morning and evening peak, and
other factors.
S 3.1 General design
N = mean × L × TTotal (1)
 S Distan ce
where N is the number of vehicles passing through one road
section in one day, SMean is the average distance of driving
on the road per minute, SDistance is the distance between two
vehicles (depending on change in traffic flow density), L
is the number of lanes of the road, and TTotal is determined
according to the operating time of the charging station.
According to the traffic condition in Beijing, the average
speed of vehicles is 50 km/h and the average distance of
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Vol. 2 No. 2 Apr. 2019
driving on the road per minute is 830 m. The distance
between two vehicles is approximately 50 m based on a
combination of morning and evening peak. It was assumed
that the main road nearby the fast charging station is a two-
way and four-lane road, such that L = 4. With combination
of many factors, such as ownership of electric vehicles in
Beijing in the future, the operation time of fast charging
station is temporarily determined as 17 h. TTotal = 17×60
= 1020(minutes). Put all parameters in the formula (1) to
obtain number of vehicles which pass through the fast charging
station in one day, N = 830÷50 × 4 ×1020 = 67,728.
Considering the rate of electric vehicles in central city as
a studied example site, the proportion of electric vehicles that
can have access to the fast charging station in Beijing was
set as 50%. Most electric vehicles are scooters, and travel
short distances. Most owners opt to charge at home due to
high charging fees of fast charging stations. Therefore, the
proportion of electric vehicles that have access to the fast
charging station was set to 30%. On the basis of the above
analysis, it is estimated that by 2020, the number of electric
vehicles passing through the fast charging station per day
requiring charging is approximately 7,171.
Traffic density refers to the number of vehicles existing
at a certain moment in a lane with unit length. The charging
demand is closely related to the traffic density and is
restricted by the operating mode of electric vehicles. The
number of electric vehicles of any shape that enter and
exit any area in a certain period is the same, that is, traffic
flow is conserved. Therefore, it can be concluded that the
number of electric vehicles in the planned area in a certain
period does not change. The planned area is divided into
smaller planned areas. The total charging demand of electric
vehicles in these small areas is regarded as the load points
of the charging station. The traffic density within the service
radius of 40 km can be categorized into (40 km/5 km)2 = 64
blocks. The average charging service demand of one fast
charging station is approximately 7,171/64 = 112 vehicles.
3 Design scheme
The station was designed to cover an area of 3,200 m2.
The fast charging station is located in the middle part of the
outdoor place and is above or underground in any given
position. The hall of the charging station can be divided
into charging area, operation area, equipment area, and
distribution area. The solar photovoltaic power generation
system was combined with an energy storage unit. The roof
area was approximately 1,680 m2 (35 m×48 m), and the
roof with photovoltaic power generation equipment covers
 Jing Zhang et al. Design scheme for fast charging station for electric vehicles with distributed photovoltaic power generation

an area of 1,500 m2, which meets the illumination and of the upper and lower floors of the fast charging station is
emergency power consumption demand. The layout plan shown in Figs. 1 and 2, respectively.

Equipment
zone
Temporary parking area

Entrance
Ramp

Charging zone

Operation zone

Pedestrian entrance

1F layout plane 1:100

Fig. 1  Layout plan for 1F of fast charging station

Equipment
zone
Exit

Ramp Distribu
tion
zone

Charging
zone

Front
room

Fig. 2  Layout plan for B1 of fast charging station

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Global Energy Interconnection Vol. 2 No. 2 Apr. 2019

The vehicle entrance is in the west side of the station AC220V/32A

and vehicles can enter the charging zone through a ramp. AC output

The pedestrian entrance is in the south side of the station. AC380V/32A

The total number of charging positions in 1F and B1 is Input

Main
AC380V
55. The south area of 1F is designated as the operation control unit

zone to provide many value-added services and temporary

rest place. The west area of the ground is designated as a DC400V/150A
DC output
temporary parking area, which is equipped with intelligent
charging equipment and covers an area of approximately Fig. 3  Schematic diagram of working flow of intelligent AC/
60 m2. The equipment rooms of the two floors are in the north DC integral machine
area, whereas the distribution equipment is located in B1.

3.2 Charging demand judgment Input

䗃‫⭥ޕ‬Ⓚ power Main
ѫ᧗ࡦঅ‫ݳ‬control AC output
Ӕ⍱䗃ࠪ DC output
ⴤ⍱䗃ࠪ
unit
The charging station in this study refers to fast charging
station. Therefore, the charging zone is only equipped with
䘌〻ⴁ᧗
a DC charger and an intelligent AC integral charger. 䗃‫ޕ‬ᆹ‫ޘ‬䱢ᣔ
Safety protection of input Remote monitoring
AC/DC
Single-phase charging
অ⴨‫᧕⭥ݵ‬ਓ
interface
䇑䟿䇑䍩
Metering and billing
3.2.1 DC charger Emergency stop and anti
ᙕ‫ڌ‬ǃ 䱢‫قٮ‬
dumping
Three-phase charging
й⴨‫᧕⭥ݵ‬ਓinterface ḷ߶‫᧕⭥ݵ‬ਓ
Standard charging
interface
⣦ᘱᤷ⽪
The DC system of the DC charger includes an
State indication
Control and guidance ᧗ࡦሬᕅ
Control and guidance

AC distribution unit, a lightning protection unit, a

Intelligent
Ც㜭᭟Ԉ঑ payment
card
ᆹ‫ޘ‬䱢ᣔ
Safety protection 䖖䖶䙊ؑ
Vehicle communication

charging module, a monitoring module, a cooling unit, a 䀖᧗ᱮ⽪

Touch display
ᆹ‫ޘ‬䱢ᣔ
Safety protection
dehumidification unit, and a metering unit. The DC charger ᴹᒿ‫⭥ݵ‬
Ordered charging
䖵ࣙ⭥Ⓚ
Auxiliary power
has the following technical characteristics: ᭵䳌‫؍‬ᣔ
Fault protection

(1) The main parts are high frequency switching power ໎٬ᴽ࣑
Value added service

supply charging modules and monitoring modules;

(2) Intelligent operation management and multiple
protection are adopted to significantly improve the stability
and reliability of the system;
(3) Modular design, system configuration RS485, CAN,
and Ethernet interface are adopted to communicate with
monitoring background and realize the function of “remote
control, remote detection, remote communication, and
remote adjustment”.
3.2.2 Intelligent AC integral charger
The intelligent AC integral charger is mainly used by
small passenger vehicles and has AC and DC charging
interfaces to ensure simultaneous charging. It can be
employed in charging stations with different voltage grades.
The working flow chart of the intelligent AC integral
charger is shown in Fig. 3. The intelligent AC integral
charger mainly consists of power supply input, main control
unit, and AC (DC) output. The main functions parts of the
system are shown in Fig. 4.
The intelligent AC integral charger has the following
technical characteristics:
(1) It has double functions capability (AC charging and
DC charging), can provide many power supply modes for
users, and has strong adaptability and interoperability;
(2) Custom service and friendly interface;
(3) Reasonable and accurate billing;
(4) Reliable safety protection: the charging interface
Fig. 4  Schematic diagram of main functions of parts of
intelligent AC/DC integral charger
has charging control and guidance function according
to international standards and can effectively prevent
unreliable contact to the charging interface;
(5) The AC/DC integral charger has many types
of communication interfaces, which can carry out data
interaction with different equipment and upper level system
and perform remote data uploading, remote dispatching, and
other functions.
A comparison of the technical and economic perfor-
mance of the DC charger and intelligent AC/DC integral
charger is presented in Table 1. BYD E6 (battery capacity
of 63.4 kWh and endurance mileage of 300 km) was used as
an example to compare the service capacity of the charger.
If the DC charger (60 kW) is adopted, the full charging
time is 70 min, whereas if the intelligent AC/DC integral
charger (50 kW) is adopted, the full charging time is 80
minutes. Assuming a parking time of 10 min, and taking the
operation time and other time intervals into consideration,
the daily service capability of a fast charging station for a
full charging time of T is given as
17 × 60
N d = 55 × (2)
 T + 10
According to formula (2), if DC charger (60 kW) is

154
 Jing Zhang et al. Design scheme for fast charging station for electric vehicles with distributed photovoltaic power generation

adopted to only provide service for BYD E6, the maximum 3.3.1 10 kV part and 0.4 kV part
service capability is 701 vehicles; if intelligent AC/DC The 10 kV two-way supply w as adopted for the
integral charger (50 kW) is adopted to only provide service incoming power of the power supply system of the fast
for BYD E6, the maximum service capability is 623 charging station based on the requirements of Guidance
vehicles. Opinions of State Grid on Construction of Charging
Facilities for Electric Vehicles. A single bus sectioned
Table 1  MComparison of DC charger and intelligent AC/DC wiring mode was adopted for the 10 kV side, including a
integral charger substation system, power distribution system, secondary
Charging Charging Layout Reference Intelligence side protection and monitoring, AC/DC system, safety
equipment mode mode unit price ce degree protection, harmonic control, cable facilities, and lightning
(including protection and grounding. The 110 kV side is the substation
installation
equipment accessed according to the actual situation of the
and
debugging substation. The 110 kV cannot be directly stepped down to
costs) 0.4 kV using existing technology. Therefore, the primary
DC charger DC fast One 80,000 yuan Higher system of the substation is between the 110 kV side and the
charging machine 10 kV side.
and one The single bus sectioned wiring mode was adopted for
pile, two
the 0.4 kV side and it was designed according to the single
sets of
equipment bus sectioned wiring mode standard. It has two low voltage
for support incoming cabinets, two low voltage incoming metering
Intelligent Select Single 420,000 Higher cabinets, one low voltage sectioned cabinet, four low
AC/DC DC fast machine yuan voltage outgoing cabinets, two 375 kVar reactive power
integral charging layout, compensation cabinets, and four 300 A active filter device.
charger mode, convenient
AC fast layout
3.3.2  Main equipment lectotype scheme
charging Ring net cabinet was adopted for the 10 kV distribution
mode, and device, which is equipped with a joint venture vacuum
AC slow circuit breaker. The charging station is equipped with DC
charging
chargers and intelligent AC/DC integral chargers. The
mode
according
power of the DC charger is 60 kW. The rated power of the
to demand intelligent AC/DC integral charger is 50 kW; however, its
charging power can be adjusted up to 60 kW by varying the
The use of 45 DC chargers and 10 intelligent AC/DC voltage and current. Therefore, the limit of the output power
integral chargers (arranged in the temporary parking area of these two chargers is 60 kW.
in 1F) was adopted in the design considering the formation The total capacity of the charger is
cycle of the electric vehicle market. When the vehicle scale ∑ S = 60 × 55 /(0.95 × 0.9) = 3,860 kVA.
is small, the resource will be fully utilized and the AC slow The total capacity of the transformer is given as
charging and AC fast charging modes of the intelligent AC/
S N = K x × (∑ S + Se) / β m
 (3)
DC integral chargers can be adopted. When the vehicle
scale becomes large, DC chargers and the DC fast charging where β is the optimal load rate of the transformer,
m
mode of the intelligent AC/DC integral chargers can be which is 0.81. The simultaneity factor of the charger Kx is
adopted to ensure optimization of resource configuration of determined by the number of chargers. The typical value of
the entire station. the simultaneity factor is 0.5–0.8. A value of 1 is adopted
considering the limit situation. Se is the total load capacity
3.3 Power supply and distribution system
of other charging facilities except for the chargers, including
According to the overall design layout of the substation, 10 kW of the monitoring system at the station level, 7 kW
the distribution room and the separation room are arranged of electric vehicle intelligent charging, replacing service
in B1 of the charging station. There is a two-way power network, and operation monitoring system, 12 kW of
supply f rom the substation. The distribution room is electrical illumination, 20 kW of air conditioner, 3 kW of
equipped with two 2,500 kVA dry transformers to provide office load, and 60 kW of battery detection and maintenance
power for the charging station. and a certain margin (180 kW). According to above data, the

155
Global Energy Interconnection
total capacity of the distribution transformer SN is 4,987 kVA.
Two 2,500 kVA distribution transformers were considered
to meet the above load demand. The actual load rate of the
transformer is 81%.
The low voltage drawer type switch cabinet was adopted
for the 0.4 kV equipment, intelligent framework circuit
breaker was employed for the incoming line, molded
case circuit breaker of electronic release was used for the
outgoing line, and the circuit breakers of the incoming line
and the outgoing line have communication functions. In
terms of the secondary configuration of the power supply
system, a microcomputer integrated protection device was
installed in the 10 kV incoming line switch for protection,
detection, and control. A microcomputer protection,
detection and control device was adopted and installed
in the distribution transformer 10 kV switch cabinet; the
fast charging station has a set of 220 V DC system to
provide power for control, protection and signal, accident
illumination, and power for energy storage motor. A popular
brand of maintenance-free battery with a capacity of 100 Ah
was used. The charging station was powered from a 0.4 kV
bus and equipped with double-loop supply from different
buses. An AC distribution box was used to supply power for
illumination, air conditioners, air fans, and sockets. Flame
retardant three-core metal copper core cables were used
as power cables for the 10 kV power owing to high heat
generation in the line during fast charging.
3.4 Photovoltaic power generation system
In this study, it is assumed that the lighting condition
near the fast charging station is good and there is no high
building. To fully utilize the land resources, the roof can be
fully utilized for distributed photovoltaic power generation
equipment to realize energy conservation and environmental
protection and to meet the demand of emergency power
consumption and daily illumination.
According to GB50797-2012 Design Code for
Photovoltaic Power Station, Beijing is located at latitude
39.8°, the daily mean radiation is 18,035 kJ/m2, the daily
radiation is 15,261 kJ/m2, the recommended obliquity of
independent system is Φ + 4°, the recommended obliquity
of grid connected system is Φ - 7°, and the obliquity
location is 30°. The roof area is 1,680 m2 (35 m×48 m), and
the area for the photovoltaic equipment is 1,500 m2. The
peak power and the peak voltage of common solar panels
are 240 W and 30.6 V, respectively. The station has 500
solar panels and each array is composed of 100 panels.
Every five solar panels were connected in parallel to form a
small photovoltaic power generation unit with peak voltage
of 30.6 V and peak current of 39.2 A. Every 10 small
156
Vol. 2 No. 2 Apr. 2019
photovoltaic units were connected in series mode to form
a compound photovoltaic power generation unit with peak
voltage of 30.6 V and peak current of 39.2 A at the end.
There are 10 arrays in total. It is estimated that the predicted
annual average power generating capacity is 262,800 kWh
based on effective illumination period of 6 h as the sunshine
angle and intensity vary at different times in a day.
The photovoltaic power generation system mainly
includes photovoltaic cell assembly and its fixing
device, DC lightning protection confluence distribution
box, photovoltaic grid connection inverter, system
communication monitoring device, environment parameter
detection device, standard battery power generation
monitoring device, lightning protection and grounding
device, and pipe connection cable and protection system.
The specific configuration of the photovoltaic system is
shown in Fig. 5.
The DC confluence box receives and transmits DC
power sent by the solar photovoltaic panels. Its serial and
parallel scheme ensures that every two small compound
photovoltaic power generation units are connected in serial
mode and feeds the DC confluence box. A 10-way DC
input and 1-way output were adopted for the confluence
box. The maximum input voltage was 1,000 V; the AC/
DC distribution cabinet of the solar photovoltaic power
generation system includes DC distribution unit and AC
distribution unit. The DC distribution unit provides DC
input/output interfaces, which are mainly used to merge DC
power from the photovoltaic modules and connection to
inverter or direct supply to other DC loads (such as battery
and charging power). The AC distribution unit mainly
provides grid connection interfaces for inverter through
the cabinet and is equipped with AC circuit breaker for AC
loads. Besides, a high performance PC was used as the main
monitoring machine of the photovoltaic power generation
system for detection of operation data of all inverters
connected to grid 24 h of the day and for continuous
recording of operation data and fault data. Multi machine
communication software was used. RS485 or Ethernet
remote communication mode was adopted to acquire the
operation parameters of equipment operation state machine
of the power station and upload to the main monitoring
machine in real time.
3.5 Operation monitoring system
The station level monitoring system is the core of
the automatic system of the charging station and is a
comprehensive monitoring management system based on
a unified monitoring platform, with layered structure and
integrated charging monitoring, distribution monitoring, and
 Jing Zhang et al. Design scheme for fast charging station for electric vehicles with distributed photovoltaic power generation

Photovoltaic cell array 330V distribution network Photovoltaic cell array 330V distribution network
Thermometer Radiometer

Lightning protection Lightning protection Lightning protection

convergence box convergence box convergence box

DC distribution

Inverter AC distribution
Data monitoring and
acquisition

Computer

Fig. 5  Photovoltaic system architecture

к㓗䈳ᓖ
Upper level dispatching record, operation control, screen display and tabulation
Remote
䘌ࣘ㻵㖞
device data
printing, communication, self-diagnosis, and self-recovery.
ᮠᦞᴽ࣑ಘ Forward
ࡽ㖞ᴽ࣑ಘ server Charging station
It is characterized by a friendly interface, complete
‫⭥ݵ‬ᐕ֌ㄉ
server

function, convenient expansion, high intelligence, and

standardization. It can effectively monitor the operation
ԕཚ㖁Ӕᦒᵪ
Ethernet switch
ԕཚ㖁
Ethernet
Real-time
ᇎᰦⴁ᧗㌫㔏
monitoring
situation in the station and in real time. The composition
system
and configuration of the system is shown in Fig. 6.
Intelligent
Ც㜭䙊ؑ ...
DTU communic

4 Benefit analysis
ation

CANCAN
network
㖁
Distribution Charging Charging Charging Charging
䝽⭥䇮༷
equipment
˄10KV䘋
(10KV
㓯ǃѫ
device
‫⭥ݵ‬㻵
(including
device
‫⭥ݵ‬㻵
㖞˄ਜ਼ ... (including
㖞˄ਜ਼
device
‫⭥ݵ‬㻵
(including
㖞˄ਜ਼ ...
device
‫⭥ݵ‬㻵
(including
㖞˄ਜ਼
The charging station is mainly used for fast charging.
incoming
ਈǃ380V
ѫᔰ‫˅ޣ‬
line, main
BMS)
BMS˅ BMS)
BMS˅ BMS)
˅
BMS BMS)
˅
BMS
Therefore, its daily vehicle flow is far more than that in an
transformer,
380V master AC charging station. It is assumed that the average charging
switch)
time is 30 minutes (20 kWh electricity for 100 km). As
Fig. 6  Schematic diagram of composition and configuration
mentioned above, if the working time of the fast charging
of station level monitoring system
station is 17 h and with adoption of the DC charger (60
other application subsystems. Layered structure was adopted kW), the maximum service capability is 701 vehicles.
for the fast charging station monitoring system in this According to the standard for charging electricity price
study. Its system structure can be categorized into station of Beijing Electric Power Company, the charging fees of
level control layer, interval control layer, and network public charging facilities since June 15, 2016 is the sum of
equipment. All layers communicate using industrial high- industrial Time of Use (TOU) power price and 0.8 yuan/
speed Ethernet and field bus with international standard kWh, as presented in Tab. 2.
and adopt the communication protocol that complies with Working time of fast charging station in Beijing is
international standard. The station level monitoring system 06:00-23:00. According to the reference table of TOU
provides redundancy configuration and is convenient for power price, the average power price for charging = [1.194
software and hardware expansion. Besides, the operation 6×(1)+1.495×(3+3+2)+1.8044×(5+3)] /17 = 1.6229 (yuan/
monitoring system has many functions, such as man– kWh). The annual revenue of the fast charging station (Y)
machine interface monitoring, acquisition and storage of can be calculated by formula (4):
real-time data, operation monitoring and alarm, operation  Y = nEV × S × P × 365 (4)

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Where, nEV is number of charged vehicles, S is charged and Development Program of China – Comprehensive
power quantity, P is the charging price. Demonstration Project of Smart Grid Supporting Low-
It can be calculated that the annual revenue of the fast carbon Winter Olympics (No. 2016YFB0900500).
charging station in the example site under the condition of
full load (55 charging piles/chargers) operation can be up to References
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Table 2  Electricity price of public charging facilities in peak
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29(08): 46-56 Taoyong Li is a senior engineer at the Institute

[17] Chen Z (2014) Research on optimization method of integration of Electricity Consumption and Energy
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Biographies Bin Li is a professor-level senior engineer and

Deputy Engineer at the Institute of Electricity
Jing Zhang worked as postdoctoral in Consumption and Energy Efficiency, China
Tsinghua University from 2013-2015. Electric Power Research Institute Co.,Ltd.. He
Currently he is a senior engineer at the is also the director of Beijing Electric Vehicle
Institute of Electricity Consumption and Charging and Swapping Engineering Research
Energy Efficiency, China Electric Power Center. His main scientific interests include
Research Institute Co.,Ltd.. His main scientific electricity management information and electric
interests include electric vehicle charging and vehicle operation management system research.
swapping, intelligent electrical utilization and
power battery technology. Jianxiang Li is a senior engineer at Shandong
Electric Power Research Institute of State Grid
Chang Liu is a professor-level senior engineer at Co.,Ltd.. His main scientific interests include
the Institute of Electricity Consumption and Energy intelligent electricity utilization and electric
Efficiency, China Electric Power Research Institute vehicle charging and replacing.
Co.,Ltd., and a member of Beijing Energy Society.
His main scientific interests include electric power
demand side informatization, electric power Zhenyu Jiang is a senior engineer at State
substitution and electric vehicle charging and Grid Jibei Electric Power Company Limited
swapping technology. Power Research Institute and North China
Electric Power Research Institute Co., Ltd..
Ruiming Yuan is a professor-level senior His main scientific interests include electrical
engineer at State Grid Jibei Electric Power measurement, electrical energy metering and
Company Limited Power Research Institute and intelligent electrical utilization, etc.
North China Electric Power Research Institute
(Editor  Chenyang Liu)
Co.,Ltd.. His main scientific interests include
electrical measurement, electrical energy
metering, electrical information acquisition and
intelligent electrical utilization, etc.

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