Your Essential Guide to Designing an EV Charging System
The UK’s electric vehicle market is continuing to accelerate – and, despite the chip shortage, generally shows little sign of stepping down a gear:
- Europe overtook China to become the biggest market for EVs during the pandemic – making 2020 a record year for electric cars. [1]
- Another car giant, Toyota, has announced it’s to spend 13.6 Billion on EV batteries by 2030, and will further expand its development of battery-powered electric cars. [2]
- New plug-in hybrid and full electric vehicle sales in Great Britain reached 85% of diesel sales by June 2021 and look set to overtake by the end of the year. [3]
These vehicles need to be charged somewhere – and that’s where you come in, with your new EV charging system solution.
When planning your development, it might seem an easy option to gravitate to the cheapest set of components. However, be warned – this could lead to unreliability, the cost of which will far outweigh any initial savings in build. In particular, good quality power supply, switching components and sockets are key in creating reliable EVSE (Electric Vehicle Supply Equipment).
Read on as we provide an overview of the essential steps required to successfully develop an EV charging system and network. Throughout this guide, we’ll be covering the development of Smart chargers. The reasoning behind this can be found here.
Your Essential Guide to Designing an EV Charging SystemContents:Step 1. Why You?Step 2: What type of charger?Step 3: Picking a targetStep 4: Taking over the worldStep 5: the biology of the charge pointStep 6: EV charging system softwareStep 7: NetworkingStep 8: Going the extra mileConclusion
Step 1: Why you?
This is the very first question you need to be asking yourself from a business perspective.
Opportunity does not equal success, and the EV charging market is becoming increasingly saturated. This is the question that customers will be asking when evaluating your product, and therefore it is vital that your solution has a USP – unique selling point – and is solving a problem.
The space for another off-the-shelf white box charger is limited, and EV charging systems are a significant investment, so an innovative approach is important.For some companies the differentiator will be more about their route to market than the product itself.
Step 2: What type of charger?
There are two main types of EV charger:
- destination – slow AC chargers, typically used for home charging
- en-route – high power, fast DC chargers for accelerated charge times
Developing an AC charger is significantly cheaper and easier. Also, much of the work you put into an AC solution will still be applicable when developing a DC fast charging station.
In addition, the majority of EV chargers are going to be AC in the long run – at the end of 2019, just 11% of European chargers were DC. However, the competition in the AC sector is also much greater.
To begin, let’s assume that you have chosen to develop a destination charger. These can be found in drive-ways for home charging, offices, long-stay carparks and other places where vehicles will be left for longer than around two hours.
Step 3: Picking a target
Much of the EV infrastructure world is engaged in a ‘race-to-the-bottom’, trying to go as cheap as possible to access the large domestic market.
Purchasing an electric car – be it a plug-in hybrid (PHEV) or battery electric vehicle (BEV) – is a significant investment for anyone.
The charger to go with the vehicle, while not an unexpected cost, is viewed as a grudging ‘must-have’. Due to this attitude, and coupled with many chargers being sold through house builders or installers, consumers are likely to go for the cheapest option.
The other side of the market is targeted at commercial customers and fleets.Higher value contracts come with a greater emphasis on longevity and quality. These commercial solutions, particularly those for public charging, also require authorisations and revenue collection, which generally require OCPP [Open Charge Point Protocol] software and an RFID facility.
Commercial chargers are also expected to be more rugged than their domestic counterparts.
In the long term, your business could offer a range, but it is no small feat to develop a full EV charging system.
Sales Channels Route-To-Market
Beginning with one target market will improve your chance of success.The market for EV chargers is fiercely competitive so you need a sales channel into the market where you can offer an advantage over competitors.
Abstract
Nowadays, the global decarbonization and electrification of the world’s energy demands have led to the quick adoption of Electric Vehicle (EV) technology. Therefore, there is an urgent need to provide a wide network of fast Vehicle-to-Grid (V2G) charging stations to support the forecast demand and to enable enough autonomy of such devices. Accordingly, V2G charging stations must be prepared to work properly with every manufacturer and to provide reliable designs and validation processes. In this way, the development of power electric vehicle emulators with V2G capability is critical to enable such development. The paper presents a complete design of a power electric vehicle emulator, as well as an experimental testbench to validate the behaviour of the proposal.
The development of the Smart Grid is contributing to the integration of renewable energy into the electric grid, which guides the needed decarbonization of energy consumption to deal with climate change and the depletion of fossil fuels. However, this development is increasing the complexity of the electric grid [1], adding new power system elements which must provide reliable operation in all kinds of different situations. One of these new systems is the Electric Vehicle Supply Equipment (EVSE), which is required for the grid integration of the Electric Vehicle (EV), including Battery Electric Vehicle (BEV) and Plug-in Hybrid Electric Vehicle (PHEV). Thanks to the Vehicle-to-Grid (V2G) functionality, the EVSE can work both as a load or as a generation source, using the energy of the EV battery available for secondary purposes, such as peak shaving, load frequency control, demand response or the management of renewable energy surplus [2,3].
It is expected than in 2030, more than the 90% of the EVSE will be private [4], while over the 80% of EV charging currently takes place at home [5]. Accordingly, the main domains for V2G functionality will be Vehicle-to-Building (V2B) or Vehicle-to-Home (V2H), whether the building is connected to the grid or isolated, where several advantages has been proved [6]. In order to use this functionality, EVSE must be integrated into the building Energy Managment System (EMS), which will handle the charging or discharging according to the needs of the building [7,8]. Therefore, to ensure the proper behaviour of these new systems, the research of suitable test systems can establish the Smart Grid development [9,10].
There are several test system techniques in the literature, but the ones that exchange real power with the Hardware-Under-Test (HUT) give the most accurate results, due to the fact that they can probe the full system. A very promising technique to test the full system is the Power Hardware-In-the-Loop (PHIL) technique, which has the best trade-off between test fidelity and test coverage [11]. However, in applications like testing EV chargers, in which the number of tests carried out can be very high and they have a very defined functionality, the PHIL technique can be replaced by a power test bed, or also known as machine emulator [12].
Electric Vehicle Emulators EVE are powerful tools to develop and test EV charging stations. They have been used for a while for testing EVSE communication [13], unidirectional power [14,15] or unidirectional power and communications [16,17]. Besides, the requirements needed for a test bench based on PHIL for testing and verification of EV and EVSE are defined in [18]. However, bidirectional vehicles and chargers have a better impact on the stability of the Smart Grid, offering expanded flexibility services [5]. Therefore, the testing of these systems is an important step in the development of the present and future power electric grid.
This paper presents the details of the design and development for manufacturing the electric vehicle emulator for testing V2G chargers, with power factor grid correction functionality. The paper is organized as follows. Firstly, Section 2 analyses the main needs of the Electric Vehicle Emulator (EVE). The design of the system is described in Section 3, explaining every developed component. Then, in Section 4 the complete test system and some of the main results are shown. Finally, the conclusions are drawn in Section 5.
EV Emulator Needs
The EV battery needs a bidirectional power electronics system to charge and discharge its energy to the electric grid. However, current on-board EV chargers are only unidirectional and are not able to give energy to the grid. The main reason is that, as a rule of thumb, the unidirectional topologies can get higher power densities (W/m 3 ) and more specific power (W/kg) than the bidirectional ones. Therefore, the V2G functionality is only available in DC standards, because in this case, the bidirectional power electronics converter is located in the EVSE, where the specific power index is not especially important.
Table 1 shows the current status of the DC chargers standards. Among these standards, CHAdeMO [19] is the first and most used standard with V2G capability [20]. There have been five updates of the protocol in order to include the different necessities of the new EV and their uses. Consequently, an electric vehicle emulator compatible with this standard will cover most of V2G EVSE in the market.
Accordingly, the EVE also needs a bi-directional power electronics system to test both charge and discharge. If the emulator takes energy from the same point of common coupling as the V2G charger, the electric consumption during the test is only the sum of EV emulator and V2G charger losses, which saves in general more than 90% of the test energy. Furthermore, if the power factor is close to 1, the test can be done in facilities with lower electric power supply, which also saves money and allows testing in several places. This is important for testing unidirectional chargers, especially old EVSE [21], since the Active Front End (AFE) can be a topology with no control of the reactive power consumed during the charging state. Therefore, an EVE with a four-quadrants AFE will be able to test different types of EVSE, ensuring low apparent power consumption during the complete test.
The end user of EVE should be laboratories which need to check the integration of the EV in a specific electric grid; for instance to test stability, time response, compatibility, etc. However, it could also be interesting for EVSE manufacturers to check the behaviour of their developments and for maintenance purposes. Therefore, extra functionality to debug the correct behaviour of the EVSE will be desired.
EV Emulator Design
3.1. Overview
A block diagram of the complete EV emulator system proposed with the HUT EV charger connection is shown in Figure 1.
The power electronics system is built up of one AC/DC grid side converter and one DC/DC vehicle converter, whose specifications are listed in Table 2. The two components communicate through an embedded low cost gateway, which is called Energy Box (EBox) [22], via Modbus RS485. The EBox also communicates via Modbus RS485 with the grid analyzer to measure in real time the active and reactive power of the HUT and with the Human–Machine Interface (HMI) via TCP/IP. Furthermore, a CHAdeMO protocol communication via CAN has been implemented in the DC/DC, which allows the emulator to interact with HUT, setting the power limits and the desired current during the test. In order to have galvanic isolation in the whole system, a three-phase transformer ⅄ / Δ is connected between the AFE and the electric grid at 400 Vrms and 50 Hz.
3.2.1. Hardware Design
Figure 2 shows the schematic of the DC/DC converter. A three-branches in parallel bridge topology to generate the battery output voltage emulation has been designed. Switching frequency of the IGBTs (SEMIKRON SEMIX302GB12E4s) are 20 kHz, working in the non audible spectrum. A carrier phase-shift scheme is adopted to make the equivalent switching frequency up to 60 kHz, reducing the output voltage ripple, and also the selection of IGBTs with less current capability but better switching efficiency.
The output filter is an LC filter, with three coils connected in parallel to the output capacitor. It is a second-order low-pass filter with a resonance frequency ω r e s given by Equation (1):
The resonance frequency of the filter needs to be placed at least one tenth of the switching frequency in order to have a sufficient rejection of the switching components. To avoid resonance problems of the filter, ω r e s is also placed lower than the control frequency of the system. It allows the control to compensate the resonance current implementing a virtual resistance ( R v i r t u a l ), which is placed in series with each inductor. This control method improves the overall efficiency of the system, avoiding physical resistance in the filter to dampen the resonance. However, due to the lower ω r e s. the overall dynamic is reduced but is still enough to guarantee the stability and fidelity of the test. In order to decide the R v i r t u a l. Figure 3 shows the bode plot of the LC filter (Equation (2)) with different resistance values.
Ideally, it can be seen in Figure 3 that with a higher R the system is damper. However, a high R v i r t u a l will also increase the measurement noise of the current, decreasing the steady state performance. A trade-off between dampening and performance has been chosen, selecting a R v i r t u a l = 1 Ω. The frequency response of the filter with the selected resistance is shown in Figure 4, obtaining resonance gain close to 10 dB.
3.2.2. Control Design
The current of every coil is measured and multiplied by the R v i r t u a l. getting the emulation effect of a real resistance in the LC filter. A PI control has been chosen in order to get no voltage error in the steady state output capacitor voltage. The output of the PI regulator is subtracted in every branch by the previous calculation of the R v i r t u a l gain, and then divided by the input voltage V d c to obtain the duty cycle in every branch. After that, a carrier phase-shift is implemented in order to obtain 120° phase in each branch PWM.
The gain of this integrator has been calculated to have a cut-off frequency to 16.7 Hz, which gives a step response of the system close to 3 ms. Figure 6 shows the step response of the system to a 40 V instantaneous set-point change.
3.3.1. Hardware Design
The AC/DC converter, used to exchange power with the electric grid, has been designed and manufactured with a three-level Neutral Point Clamped (NPC) topology with SEMIKRON SK150MLI066T IGBTs, as shown in Figure 7. In comparison with the two level converter, this topology reduces the voltage stress on the IGBTs and their switching losses, increasing the output voltage waveform quality.The attenuation of the current switching ripple is done by a third-order LCL grid filter, which is smaller and lower-priced than the first order L filter [23]. Furthermore, the AC/DC converter can operate in the four quadrants, compensating reactive power if needed, even when the DC/DC converter is not working. This functionality makes it possible to perform the complete set of tests in facilities consuming only the active power losses of the whole testbench. This is because the EVE can compensate whenever the power factor of the charger diverges from 1, especially at low charging levels.
3.3.2. Control Design
Figure 8 shows the general block scheme control of the AC/DC converter, which is based on [24,25]. The controller is divided into the following four layers:
Experimental Results
4.1. Test Description
The main equipment involved in the tests is shown in Figure 12. A V2G charger has been used as a HUT and it has been connected to the EVE through a CHAdeMO connection. The bottom box of the emulator is the AC/DC converter and the upper box is the DC/DC converter. Both of them are connected to the EBox, which is also connected to the grid analyzer (Circutor CVM-MINI) via RS-485 and to the HMI through TCP/IP. The transformer is also inside an enclosure for safety reasons.
The simplified sequence of the complete test is shown in Figure 13, where it is explained how the system works, and the main processes with their interactions that are running, which are needed to emulate the behaviour of an EV. First, the user has to start the EVE system through the HMI and wait until the DC/DC system is ready to initiate the charge/discharge operation in order to test the HUT accordingly. Then, the user has to plug-in the cable and begin the operation needed to launch the charging/discharging process of the HUT. The user can change the voltage and/or power manually at any time or load a script with the profile of EV charging/discharging, indicating every 0.5 s the required voltage and power via HMI. The test will be finished whenever: the user stops it via HMI, the EVE battery model determines that it has finished the charging/discharging process, or there is any error during the operation.
4.2. Manual Set-Point Adjustment
With the aim to test the stability of the emulator, the voltage response at different set-points has been analyzed. Figure 14 shows the manual change of current set-point from 65 to −65 A, with the emulator controlling the same set-point voltage at 300 V. It must be noticed that the slope of the current increment by the charger is 10 A/s, which is within the limits of the CHAdeMO standard [19]. Furthermore, the PI controller implemented in the emulator has a reduced velocity error during the transition of this current variation in the HUT.
Furthermore, it is possible to verify the behaviour of the system for grid management purposes. For example, thanks to this test, it has been verified that this charger could be used to perform frequency grid operation for current set-point changes up to 50 A [26]. Furthermore, the smooth transition between the two set-points, indicates that it is possible to use this EVSE with V2G capability for operations such as peak shaving or management of renewable energy surplus.
The variation of the set-point voltage from 300 V to 200 V is shown in Figure 15. These kinds of battery voltage fluctuations are abnormal in EV batteries, but they allow the user to know the stability and response of the charger to be tested. In this case, the emulator keeps the same set-point power, which produces an increment in the demanded current to the V2G charger. Depending on the time response of the chargers, maximum or minimum power peaks can appear during the voltage transition, which will be larger if the voltage transition is more abrupt.
4.3. Load an EV Battery Profile
In this case, a user defined EV battery charge profile has been defined. It consists of a charging process of 5 min, starting the voltage at 350 V with a demanded power of 12 kW. This demanded power decreases until reaching 6.5 kW and the voltage increases up to 358 V, the moment when the emulator sends a stop command to the charger through CHAdeMO communication. The evolution of the voltage and current measured at the emulator output is shown in Figure 16. At the beginning of the charging process, the CHAdeMO’s isolation test procedure is performed by the charger, setting 500 V at the input of the emulator. Once the charger verifies that there is not any isolation problem, it closes the emulator power relay. From this point, the emulator control the output voltage and it sends the demanded power to the EVSE, which is defined in the loaded profile of the emulator. This profile can be modified in order to perform different user tests, changing current, voltage and time of the vehicle charge and executed as many times as needed. This feature allows the repeatability of the test, which makes it possible to compare and analyze the response of different HUTs.
To test the reactive power compensation, the previous EV battery charging profile has been used, but also adding a profile of reactive power consumption to the charger. A profile with abrupt changes in the reactive consumption has been configured in order to verify the behaviour of the emulator. In this case, the grid analyzer has been placed at the output of the HUT, with an open-loop control implemented in the EBox. Figure 17 shows the results of the test, measured with a power analyzer data logger (Fluke 435-II) at the PCC of the facility. Firstly, the reactive power consumption, without compensating it by the emulator, has been measured by a grid analyzer. Secondly, the same test has been repeated and measured, but this time compensating the reactive power consumption by the emulator. The data from the two measurements have been downloaded and synchronized.
EVSE Standards and Communications
Increasingly advanced EV and EVSE technologies are entering the market at a Rapid pace. Due to the highly interrelated nature of EV charging technology, it is important to establish a consistent regulatory framework. An effective means of doing this is for policy makers to adopt and enforce internationally or nationally appropriate EV and EVSE codes and standards. This ensures interoperability between different types of EVs and EVSE and establishes a safe and reliable operating environment for consumers and installers. Government selection, adoption, and enforcement of codes and standards can provide consumers with confidence in the long-term viability of EV charging technologies. This in turn may increase investment in these technologies and lower the risk of them becoming prematurely obsolete soon. These efforts support the development of a robust network of charging infrastructure that underpin successful EVSE deployment and increased EV adoption.
A regulatory framework governs the connection from:
Generally, the connection from the EV to the EVSE is governed by charging standards, and the connection between the EVSE to the grid is governed by installation codes.
Policymakers play a pivotal role in supporting this framework by selecting and adopting charging standards that are appropriate for their region, formally recognizing equipment testing laboratories that consumers can trust to verify the safety of new technology and adopting or updating installation codes to remove barriers to EVSE installations. Wherever possible, the regulatory framework should be enforced to ensure compliance. The following figure provides an example of how different entities may enforce compliance at each stage of the regulatory framework.
Codes and Standards
Reviewing current codes and standards will help policymakers understand whether they serve to help or hinder EVSE deployment and adoption
Four modes of EVSE charging per IEC standard
It is important for policymakers to conduct a thorough review of their existing regulatory framework before making changes or additions. Special consideration should be given to reviewing the requirements relating to electrical infrastructure, building design, and construction to examine whether they can currently accommodate safe EVSE installations as existing codes may unintentionally prevent or deter EVSE installations. Once reviewed, codes can be modified or adopted to account for current and future advances in technology. When considering which charging standard to adopt, policymakers should review which of the existing charging standards are common in their geographic region, which EV manufacturers have sales or distribution in the area, and which charging standard those vehicles use. Adopting a charging standard that is used in nearby countries can ease EV travel between countries and increase the number of EV models available for purchase.
Communication and Interoperability
Having interoperable and open standards-based public EVSE infrastructure is critical to the success of the EV market
Communication and interoperability protocols allow EVSE to operate as a system and provide services to customers, making vehicle charging more accessible and convenient. Charging networks are businesses that remotely manage the operations and payment collection of numerous EVSE located at different sites. They do this by using EVSE that are connected to the internet or cellular service (via Wi-Fi or wired network). Once connected, EVSE can then offer Cloud-based services that benefit the site host and customer (utilization monitoring, diverse payment options, app or web-based station locators, real-time status availability reports, and station usage reporting). In many countries, there exists multiple charging networks, encouraging competition, diversification, and increased EVSE deployment. In such cases, EV drivers will likely use different charging networks to charge their vehicle, which may require the driver to open multiple user accounts to pay for charging at each network they use. Alternately, if there are certain network interoperability communication protocols in place, an EV driver may have one user account that can be used to pay at different charging networks (i.e., analogous to network roaming with a mobile phone).
Interoperability protocols Image created by Kaylyn Bopp. Adapted from M.J. Bradley and Associates. By selecting EVSE with hardware that uses certain open standards-based communication and interoperability protocols, the EVSE can be easily switched to a different charging network without expensive equipment upgrades.
There are two main areas where interoperability protocols exist:
- Charger and Network Interoperability protocols allow EVSE owner-operators to switch charging networks without having to purchase a new EVSE or make expensive equipment upgrades.
- Network to Network Interoperability protocols allow drivers with a membership to one charging network to access other networks without having to become a member.
FAQs About EV Charging Station Wholesale Customization
I am not very experienced in the charging stations industry. Can I customize it directly?
EV is a very new industry. In fact, most of our customers have never done this type of business before. When customizing, customers only need to determine what products they need, and the rest can be confidently handed over to evseodm, because this is the working method of professional electric vehicle power supply equipment manufacturers.However, considering the large initial investment and long time cycle of customization projects, for customers who are completely inexperienced, we generally recommend that we start ODM sales from our existing EV charger products. which can not only enter the market faster, but also reduce the risk of initial investment. These are the choices of most of our novice customers at present.
How to deal with the after-sales problems of customized products?
First of all, our product technology is very mature and has been widely accepted by the global market. Due to its high quality standards, there are basically few after-sales because of the product itself.Secondly, we have a perfect product after-sales system and a professional customer service team, so all problems can be solved quickly and effectively.Finally, we have relevant maintenance points all over the country, and all problematic EV chargers are repaired and replaced free of charge.Therefore, our customers can safely FOCUS on expanding the market and avoid getting into trouble due to small details such as customer support.
What risks will I encounter in the EV charger customization process?
Many customers have such concerns when cooperating with the factory for the first time, fearing that they will encounter some unexpected risks in the process of cooperation. Therefore, we suggest customers find factories with a large amount of export data for cooperation, which can really reduce the risk to a great extent.We provide customers with professional customized EV charger product solutions. All functional modules are mature and stable. We will consider every detail before customization. Our rich experience is enough to solve any problems that may occur in the customization process. We value our reputation in the industry, just as birds cherish their feathers. We will provide customers with perfect, safe and reliable customization services with professionalism and patience to eliminate all doubts.
I have an EV charger product appearance sketch, can you help me customize it?
For the appearance of EV products, we can design for customers for free, or customize according to customers’ drawings.But not all drawing appearances can be realized directly. Our engineers will consider whether it can be achieved and make some necessary adjustments from a professional point of view, considering the factors of firmness, waterproofness, space, functionality and so on. Once we received the customer’s project, we will seriously and responsibly ensure that the project can be successfully realized, so that the products can effectively make profits for customers. We will point out and give corresponding suggestions for some areas that customers have not considered.
Relevant Parameters Of EV Charger
Due to the differences in performance and standards of EV charging stations, their parameters are also different. We summarize the basic performance indicators of several commonly used EV charging stations, so that users can analyze by themselves.
Design Manuscripts Of EV Charger
evseODM will provide design drawings of electric vehicle charger according to customers’ requirements. Our professional designer team will work with you to create customized graphics that meet your specific needs.
We have a variety of electric vehicle charger models to choose from, and we can also customize the design. Whether you need a single electric vehicle charger or a full charging station set, evseodm can provide the drawings and specifications you need.
evseODM team is always committed to providing the highest quality electric vehicle charger design.
EV Charger Market Data
Few clean energy sectors in the world are as dynamic as the electric vehicle market. In 2021, the number of electric vehicles in the world exceeded 16.5 million. As early as 2012, the number of electric vehicles in the world was less than 2 million. The takeover of PHEV is an important force that cannot be ignored in the development trend of the EV industry, and it is also the transition from fuel consuming vehicles to pure EVs. However, it cannot keep up with the development speed of BEV. According to the current growth rate (2021), the global pure battery vehicles are expected to far exceed fuel consuming vehicles! The development trend seems clear: BEVS is the most promising for future development, but even so, before they completely replace fossil fuels, they still face many challenges, and China will become an indispensable backbone in the global EV market.
over, with rising industrialization, Asia Pacific nations are moving toward web based modern exercises in each space. Nations like as Japan, Australia, and South Korea as per the GSM Association, are progressing in their investigation of the conceivable outcomes of new administrations and connected gadgets. Also, the car business is flourishing in the locale. Asia Pacific is the world’s most noteworthy producer of automobiles. Thus, the extension of these end-use enterprises is probably going to drive the APAC market over the conjecture period.
Latin America and the Middle East and Africa are anticipated to see dramatic improvement because of expanded interests in the oil and gas industry and expanded building movement inside the areas, which advances the extension of the private and business areas.
Electric vehicles have turned into a fundamental part of the car business. It gives a way toward more noteworthy energy effectiveness, as well as lower outflows of toxins and other ozone depleting substances. The key components driving this ascent incorporate rising ecological worries, as well as gainful government endeavors. The yearly deals volume of electric traveler vehicles is assessed to surpass 5 million units toward the finish of 2025, and it is normal to represent 15 percent of complete vehicle deals toward the end of 2026.
The global electric vehicle (EV) charger market size was valued at USD 7.01 billion in 2021 and it is expected to worth around USD 64.67 billion by 2030 with a remarkable CAGR of 28% from 2022 to 2030.
The global EV charger market is expected to witness a burgeoning growth in the forthcoming years owing to the various factors such as surging sales of electric vehicles across the globe, rising demand for zero emission vehicles, and growing government initiatives to foster the adoption of electric vehicles. The government in various developed and developing nations such as Canada, Japan, and India are offering subsidies to the consumers to boost the adoption of electric vehicles. The Canadian government provides a subsidy of around US3,700 for buying electric vehicles in Canada. Further, the government of Japan offers a subsidy of around US3,700 for purchasing BEV and a subsidy of around US450,800 for buying PHEV. The technological developments in the electric vehicle and charging infrastructure such as ultra-fast chargers, portable charging station, load management with Smart charging, automated payment systems for charging, and bi-directional charging are some of the prominent factors that are expected to foster the growth of the EV charger market across the globe.
The EV industry is foreseeing an incredible growth in the developed and developing regions around the globe. The higher dependence on the biofuels has resulted in increased levels of air pollution and as a consequences, the prevalence of various respiratory and other diseases is surging among the global population. To curb the carbon footprint and shift towards the clean and green energy are the major factors that are expected to drive the growth of the global EV charger market. The increasing consumer awareness regarding carbon emission from vehicles, increased environmental consciousness, improvements in the standard of living, and growing adoption of advanced technologies are altogether propelling the growth of the global EV charger market.