Smart Quad Ev Charger Report 4 5 Update

Senior Design Project Progress Report
EE 492 Senior Design Project Planning
Smart Quad EV Charger
By:
Django Demetri
Trent Glaze
Calvin Pereira
December 2023
Faculty Advisor: Dr. Sudhir Shresthra, Sonoma State University Engineering Department
Head
Industry Advisor: Mr. Bob Salter, Senior Power Engineer
Client: Mr. Neil Hancock, Senior Engineer
Project Website: https://smartquadevcharger.weebly.com/

Acknowledgments
Mr. Neil Hancock
Mr. Bob Salter
Dr. Mohamed Salem
Dr. Sudir Shresthra
Starting Notes
Chargers will be referred to as EVSE (Electric Vehicle Supply Equipment).
Abstract
The Smart Quad EV Charger project aims to address the increasing demand for
Electric Vehicle (EV) charging infrastructure in the face of surging EV ownership. Designed
as a Level-2 Electric Vehicle Supply Equipment (EVSE), this innovation accommodates up
to four standard EVs simultaneously, optimizing charging capabilities within constrained
parking spaces. Utilizing SAE communication protocols such as control pilot signals, the
charger integrates an algorithm that dynamically manages charging sessions to provide
charge to each plugged in EV. Rigorous testing, covering parameters such as control pilot
voltage and frequency tolerances, along with switching device control, verifies the successful
implementation of essential engineering requirements. This project offers an innovative
solution to the evolving landscape of EV charging needs.
Table of Contents
1
Abstract
List of Figures - This list must be generated automatically not by hand!
List of Tables
Problem Statement
Introduction
Literature Review & Previous Works
Methodology
Challenges & Risks
Project Requirements Make a complete and meaningful sentence
Marketing Requirements (MR)
Engineering Requirements (ER)
Implementation
System Architecture
Budget/Parts List
Project Schedule
List of Tests
Summary of Tests
Description of Tests
Ethics of the Engineering Profession and Our Project
References
2
List of Figures
Figure 1: System Block Diagram of the Smart Quad EV Charger
Figure 2: A hardware block diagram for the Smart Quad EV Charger, showing all
major hardware components, (like ESP32-WROOM 2 and mechanical relays), as well as the
five different connections shown in the key.
Figure 3: The circuit for the EVSE Interface Circuit and part of the EV Interface
Circuit. It consists of the comparator OPA2277, the ESP32-WROOM 2, and the three EV
resistors.
Figure 4: A flowchart for the Smart Quad EV Charger’s software. It consists of two
sections: main and interrupt. The main program handles the charging process but does not
directly respond to changes in conditions. The interrupt is triggered when conditions change,
modifies variables, and restarts the main section to reestablish the charging process.
3
List of Tables
Table 1: A table showing the risks, score, and the mitigation and contingency plans.
Table 2: An alternative design matrix for microcontrollers. It considers the price and
support for a ESP32-WROOM 2, ATMega128, and WFI32.
Table 3: An alternative design matrix for displays. It considers price and size for
various models
Table 4: An alternative design matrix for power supplies. Voltage accuracy, line
regulation, and price are all considered.
Table 5: Budget of all parts used in the Smart Quad EV Charger project and their
prices as of 12/7/23
Table 6: List of all components used in the Smart Quad EV Charger project and their
uses as of 12/7/23
Table 7: Gantt Chart of the Smart Quad EV Charger work flow through September
2023-May 2024
Table 8: Summary of conducted tests.
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1. Problem Statement
Our Smart Quad EV Charger addresses the concerns of property owners with parking
facilities designed for cars parked for more than 4 hours and lack sufficient EV chargers to
meet the demands of their residents.
These property owners are trying to accommodate more people plugging in their EVs
with limited infrastructure, resulting in frustration and constraints due to the prohibitive costs
of supplying enough EV chargers.
The need for upgrades, especially with California mandating EV chargers, hinders
property owners from effectively servicing more cars at a lower cost.
Our Smart Quad EV Charger helps individuals seeking long-term parking solutions,
like those in apartments, workplaces, stadiums, and train stations, who aim to conveniently
charge their EVs by minimizing the scarcity of charging points and increasing the charge
point capacity fourfold, distinguishing itself from traditional single/dual-port chargers.
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2. Introduction
As the EV(Electric Vehicle) market continues to expand, a new problem has surfaced
in our local parking lots. Typically, it is common to see two to three EVSE(Electric Vehicle
Supply Equipment) stations available for EV owners to charge their vehicles at. With more
EV owners comes the problem of an insufficient number of charge points available to
accommodate their charging needs. PG&E estimates by 2030 the number of EVs on the road
in California will be around 3 million. To alleviate this demand, PG&E proposes they need
1.2 million EVSEs to meet the charge point demand from EV owners. Projections from
PG&E, government regulations such as CALgreen, and increasing consumer demand as EV
are more widely adopted puts pressure on property owners to supply a sufficient number of
EVSE in a power grid that is not rated for increased EVSE while reducing the cost of
installation. Our objective is to design an EVSE that is compatible with current power grid
specifications and can charge four EV at once to reduce the number of EVSE to be
bought/installed while still being capable of supplying enough access to charging for EV
owners.
Our approach involves developing algorithms to improve the charging process and
maximize space utilization. Using the algorithms ensures each EV receives charge,
optimizing the utilization of each charging station. Our design will be an alpha model of our
Smart Quad EV Charger, and will therefore demonstrate the core functions of the charger
while leaving out more minute details, such as; secure billing, weatherproofing, and external
temperature ratings. These details will be solved in the beta model of our design. In the
following sections to come, we look into current and past literature on our project, the
methodology and risks involved, as well as the engineering and marketing requirements for
our project.
3. Literature Review and Previous Works

By 2030, the US government is lobbying to have EV constitute half of new car sales
[1]. In order to reach that goal infrastructure for wide adoption of EV is imperative. A main
pillar in that infrastructure is the EVSE supply. One of the major concerns of non-EV
owners, (and EV owners who drive in areas with insufficient EVSE supply), is availability of
EVSE [3]. Drivers need to have EVSE every place they frequent and need the reassurance
that their EV is compatible with that EVSE [4].
Jeeva et al. have broken the effort into three categories: component standards, EV-
grid integration, and safety. The component standards are the solution to reassuring drivers
that their EV will be compatible with any EVSE. The component standards are dictated by
the IEC, SAE, and IEEE in the US. The most pertinent are IEC 62196, which defines the
electrical and mechanical structure of the EVSE, and IEC 61851, which defines EV-EVSE
interfacing. The SAE’s J1772 Type 1 is included in IEC 62196 and is vital to making EVSE
universal.
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EV-grid integration is a very important step in meeting the United States’ goal. In
order to influence the integration of EV the US government has instituted EV-related
sections of the CalGreen policies. Currently, it dictates EVSE supply for large residential
and commercial complexes. For example, multifamily dwellings and hotels/motels must have
25 percent of total parking spaces to have access to low power Level 2 EVSE. Buildings with
20 or more units dictate that 5 percent of parking spaces have access to high power Level 2
EVSE [9].
Another aspect of EV-grid integration is the insufficiency of current power grids [5].
An additional 1.2 million EVSE is a very large demand and each owner who installs EVSE
must obtain a permit. Installing a single EVSE for each resident in a complex decreases the
chances of acquiring those permits. But an EVSE that draws the power of a single EVSE
while charging four EV would be easily permitted, allowing PG&E to quell the government’s
demands at minimum cost while quartering the price, space, and effort for property owners.
Furthermore, the
Despite the large deficit of EVSE there are many options for EVSE. Firstly, Level 1
AC EVSE, such as the . These EVSE are very convenient, low-risk, and the cheapest of all
the options. Unfortunately, to charge an average EV battery, (40KWh), takes between 28 to
48 hours. [7]. It is this reason that Level 1 EVSE are predicted to be quickly phased out [6].
On the other side of the scale the Tesla Supercharger boasts a 250KW charge, giving
the Model X’s 100KWh battery a 200 mile range charge in 15 minutes [8]. It is clear that the
power grid can only handle a limited number of these.
There are also multiple options for Level 2 EVSE. The REV+ EVSE features dual
ports, Wi-Fi and Bluetooth connectivity with an app in lieu of a mounted screen, and equally
divides power between the two EV [10]. Another dual port EVSE is Enphase’s HCS-D50R;
it has the same specifications as the REV+ but at a higher cost [11]. These are the two main
dual port EVSE on the market. Finally, a staple EVSE is Electrify America’s HomeStation
single port EVSE with Wi-Fi connectivity that sells for less than both the REV+ and HCS-
D50R [12].
With the issues of an insufficient power grid, dynamic and strict standards, and a tight
deadline of 2030, the proposed solution must satisfy three criteria: firstly, it must draw the
power of a single EVSE while still charging four EV in order to be quickly granted a permit.
Secondly, the solution must comply with the generalized and code standards to guarantee it is
compliant with CALGreen and IEC standards as well as accessible over a range of EV. It
must also have hardware that is capable of accepting new hardware as new standards arise.
Finally, it must be simple so that the testing and manufacturing time can be reduced,
allowing the product to be shipped soon in order to take advantage of the extremely large yet
quickly shrinking window of demand.
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4. Methodology
The proposed remedy is constructing EVSE that satisfies two constraints: capability
of serving four EVs and IEC compliance. The build will be an alpha model, meaning the
circuit and testing will revolve around hardware as opposed to software. This choice was
made to match the design process of hardware engineering who are not directly responsible
for creating the software and will eventually hand the project to a software development
team. It is still important to have a basic understanding of the software in order to supply
enough supporting hardware.
The first constraint requires that the EVSE be able to manage four EVs at one time.
Since we have standards and examples for single port EVSE, the true difference in this task
boils down to adapting previous systems fourfold. This first aspect is the control system.
The control system will be managed by an ESP32-WROOM 2. The ESP32-WROOM
2 has 16 PWM capable pins with 16-bit timers and supports 0% to 100% duty cycle. This
will not only allow the EVSE to generate the control pilot but also generate the control pilot
to the IEC 61851 specifications. The ESP32-WROOM 2 also has two ADCs that support 18
pins that will read the modified control pilots and current sensor. The extra pins will be
necessary for future attachments. Additionally, the display requires SPI while the NFC
requires I2C, both which the ESP32-WROOM 2 has. Finally, the ESP32-WROOM 2 has an
integrated 2.4 GHz Wi-Fi module.
The ESP32-WROOM 2 will also manage four 450BXX50-12s that will control
current to each EV. Since most EVSE only use two phase power the 450BXX50-12 is 2
Form A DPST rated at 240 VAC 50 A, (dictated by IEC 62196). Unfortunately it has a
triggered voltage of 12 VDC but since the control pilot needs a 12V source that is acceptable.
Since the control pilot needs to be operated at 12V or less, the LT1491 will be in
comparator configuration to step up the 3.3V control pilot signal from the ESP32-WROOM 2
to 12 V and scale it down when needed. The LT1491 is a four channel device.
Finally, the charging process will consist of dividing charging time as opposed to
dividing current. This process was determined in two steps; first, the group determined the
six most popular EV and using ecalc.ch to compare mileage achieved by giving four EV full
power one at a time (40 A) for one hour and giving four EV quarter power (10 A)
simultaneously. The tests had the same outcome. (This was originally predicted by noting
that if power is constant, then if energy changes, time must change proportionally in
opposition P=E/t). Second, since dividing the current would require far more manipulation of
the control pilot, increased risk of exceeding 50 A and triggering the breaker, and unexpected
EV behavior at power levels lower than the EV controller is expecting, time division was
chosen to be the charging schema.
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5. Challenges and Risks

Challenges:
● Finding parts for decent prices and delivery times
-Compare multiple suppliers and plan ahead so delivery times do not violate
deadlines
● Emulating the EV’s vehicle inlet and controller for charging
-Simulate circuits with LTspice
● Meeting the IEC protocols
-Understand the tolerances and what aspects of the hardware define them
● Standards changing before product is finalized
-Read recently published technical reports concerning the systems included in this
project
● Determining tolerances for measurement equipment used
-Refer to datasheets and resources in measurement science
Risks:
Table 1: A table showing the risks, score, and the mitigation and contingency plans.
Risk Score Mitigation Contingency
Switching 10/25 -Place the software under poor Replace Relay

contactors stuck conditions, such as low power or
closed fluctuating voltages, to discover
weaknesses.
Software Failures 8/25 -Peer reviewing software Flashing new code onto
-Stress testing the microcontroller.
-Test with low power initially
Comparator 5/25 - Power cycle the circuit and reset the Replace the comparator
Specification clock
Deviation
Electrocution 5/25 -Follow safety protocols for 240V Have an alternative Gantt
operation. Always have a minimum of chart for two members
two people for testing at all times. instead of three.
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6. Project Requirements
The project requirements are defined by two classes of requirements: market and
engineering. Market requirements describe the project’s purpose and abilities in a
widely and easily understandable manner.
Engineering requirements lay out the technical aspects of the project. They are
verifiable by testing, unambiguous, and correlate directly to marketing requirements.
6.1. Marketing Requirements (MR)

MR-1. Shall be able to plug in four SAE (Society Automotive Engineers) standard
EVs at once.
MR-2. Shall be able to share the available current capacity of the EVSE link with
each plugged-in EV
MR-3. Shall have a simple interactive user interface that informs the user of charger
status
MR-4. Shall prompt users in the event of EVSE failure.
MR-5. Shall be able to connect to a wireless internet network.
MR-6. Shall identify the user information for billing purposes.
6.2. Engineering Requirements (ER)

ER-1. Must be able to generate the control pilot signal with tolerance of ±600 mV
and ±5 Hz as well as control the duty cycle of the control pilot signal, as dictated by
IEC 61851 6.3.1.3. (MR 2)
ER-2. Must switch current in accordance with control pilot’s five voltages, (12 V, 9
V, 6 V, 3 V, 0 V), as dictated by IEC 61851 A.4.6(MR 2)
ER-3. Must be capable of switching current nominally at 208 VAC. (MR 2)
ER-4. Must be capable of switching current nominally at 10 A. (MR 2)
ER-5. Must have an interface that displays the number of active charge points. (MR
3)
ER-6. Must be able to visually signal a non-functional state that is visible within 5 ft,
line of sight. (MR 4)
ER-7. Must successfully send packets 950 out of 1000 attempts. (MR 5)
ER-8. Must have a payment device that successfully reads 95 of 100 attempts. (MR
6)
7. Implementation
7.1. System Architecture

The Smart Quad EV Charger (SQC) is designed as a Level-2 Electric Vehicle Supply
Equipment (EVSE), capable of handling 208/240 VAC, (250 VAC max), supplying a
nominal output of 40 A, (50 A max), to an electric vehicle (EV). The SQC is connected to a
subpanel through a beaker (CA-B0) and distributes power to the designated EV via 8 AWG
wire and double pole single throw mechanical relays (Struthers DUNN). Additionally, a
power supply (LD-10) will feed from the phased power to power the control system.
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The control system consists of three sections, all controlled by an ESP32-WROOM 2:

machine to machine interaction, user interaction, and power management. The ESP32-
WROOM 2 will interface with the EV by generating a PWM signal, (called control pilot),
and send it through the EVSE Interface Circuit. The EVSE Interface Circuit “amplifies” the
3.3 V control pilot signal to ±12 V and “sends” that signal to the EV. The EV will modify the
voltage with a collection of internal resistors and relays, called the EV Interface Circuit. That
modified voltage will be stepped down and fed into the ESP32’s ADC. When the EV reduces
the voltage to 6 V or 3 V, the ESP32 will open the relay, (via the Relay Driver Circuit), and
allow the EV to charge. This whole process is performed four times, one for each EV.
The amount of current flowing to each EV will be recorded using four current
transformers (CT-1050). These inputs will be read by the ESP32’s ADCs. We will not
process this information since this is only the alpha model.
Secondly, the user interaction will consist of two devices: a display (ER-TFT) and a
NFC reader (NXP). The NFC reader will allow the user to pay with their contactless payment
device. (The authorization and payment process will not be included in the scope of this
project). The display will inform the user(s) of which ports are in use and for how long each
has been charging.
Thirdly, the machine to machine interaction consists of using the ESP32’s built in
Wi-Fi module to communicate to nearby EVSE or with a property owner’s LAN. Only
demonstration of connectivity will be tested in this project’s scope.
Figure 1: System Block Diagram of the Smart Quad EV Charger
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Figure 2: A hardware block diagram for the Smart Quad EV Charger, showing all major
hardware components, (like ESP32-WROOM 2 and mechanical relays), as well as the
five different connections shown in the key.
The EVSE Interface Circuit allows the ESP32-WROOM 2 to interface with the EV. It needs
a ±12 V and 3.3 V source. Starting from the left, C6, C5, R13, and R12 make sure that when
the EV is unplugged the circuit is not unloaded.
The OPA2277 is biased with ±12 V. It is configured to act as a comparator, with its
reference voltage at 1.65 V, (half of 3.3 V). A 1kHz PWM signal is generated by the ESP32-
WROOM 2 and connected to the non-inverting terminal of the OPA2277. This results in a
±12V 1kHz signal at R1. This is the control pilot.
The three resistors EVR1, EVR2, and EVR3 are the three resistors that are internal to
the EV. They are responsible for modifying the control pilot’s voltage. They are triggered
sequentially, starting with EVR1 and ending with EVR3. (They are completely controlled by
the EV, meaning the EVSE has no control over which switch is triggered).
The LM741 is configured to be a voltage follower. Due to the LM741’s very high
input impedance, the LM741 isolates the voltages at R1 from R3 and R6 but not vice versa.
This allows the ESP32 to experience the control pilot’s change in voltage while avoiding
loading R1 with R3 and R6.
Next, the reduced control pilot needs to be rectified before reaching the ESP32’s
ADC. This is done with a simple diode rectifier, consisting of D1, C1, and R6. The value of
of the capacitor was determined by τ =RC where R is R6.
This voltage is connected to Pin 34 of the ESP32’s 12-bit ADC. (The 12-bit
resolution is not needed for this case but will be needed for the current transformer that will
be implemented in 493). If the ESP32 detects 1.45 V ± 5%, Pin 14 will be set high, closing
the relay. If .550 V ±5% is detected Pin 14 will be set high, closing the relay, and Pin 12 will
be set high, triggering Fan_LED that represents a fan. If 0 V ± 5% is detected, only Pin 13
will go high, triggering Error_LED.
12
Pin 14 is connected to a simple relay driver, (using a 2N2222), which has the relay at
the collector in parallel with a D2 for surge protection. The 2N2222 is also biased at 12 V.
Figure 3: The circuit for the EVSE Interface Circuit and part of the EV Interface Circuit. It
consists of the comparator OPA2277, the ESP32-WROOM 2, and the three EV
resistors.
Since the alpha model is hardware-centric, the software is simple. It consists of two
sections: main and interrupt. The main program handles the overall charging process. It
determines whether an EV has arrived or departed, waits for payment information, sets the
control pilot to the respective EV, either opens or closes the relays, displays the user
information, and keeps track of charge time.
The interrupt will handle safety only. An interrupt is chosen because an interrupt
executes no matter where the pointer is. This gives highest priority to safety. Once the
interrupt is triggered by the control pilot voltage reaching 0V, it will open all switching
devices, blink the warning LED, and output a message informing the user of its non-
functional state on the display.
Figure 4: A flowchart for the Smart Quad EV Charger’s software. It consists of two sections:
main and interrupt. The main program handles the charging process but does not
13
directly respond to changes in conditions. The interrupt is triggered when conditions

change, modifies variables, and restarts the main section to reestablish the charging
process.
7.2. Alternate Design Matrices

Table 2: An alternative design matrix for microcontrollers. It considers the price and support
for a ESP32-WROOM 2, ATMega128, and WFI32.
ATMega128RFR ESP32-WROOM
Microcontroller Weight 2 WFI32E01PE 2
Price [$] 0.6 0.3 [7.61] 0.2 [13.11] 0.5 [5.85]
Support [F/P/V] 0.4 0.2 [5/587/20] 0.1 [1/273/0] 0.7 [7/31878/20]
Score 0.3 0.1 0.6
Table 2 Weights:
Support: Support describes the amount of material that can help the team when
troubleshooting is needed. Since the team is unfamiliar with the choices this was
chosen to have the largest weight.
Price: Since most of the hardware is industrial grade and capable of handling up to
9.6KW, it is important to save costs where possible. The control system is the
cheapest part of this project and is therefore great grounds for saving the budget.
Table 2 Conclusion:
The ESP32-WROOM 2 is the clear choice due to its superior support.
Table 3: An alternative design matrix for displays. It considers price and size for various
models
CFAF800480E1- ER-TFT043A3-3- RPi Display
Displays Weight 050SR 5781 #16381
Price 0.7 0.3 [31.27] 0.5 [25.85] 0.2 [50.39]
Size 0.3 0.4 [5] 0.2 [4.3] 0.4 [5]
Score 0.3 0.4 0.3
Table 3 Weights:
Price: Since most of the hardware is industrial grade and capable of handling up to
9.6KW, it is important to save costs where possible. The control system is the
cheapest part of this project and is therefore great grounds for saving the budget.
Size: Since serving four EV at once, displaying the state of the EVSE, (which plugs
are used and how long until the next car gets charged), becomes very important to the
customer. This information must be visible to a range of audience, some who might
have visual impairments, which means a large screen is necessary.
Table 3 Conclusion:
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The ER is the winner because, even though it has the tiniest screen, it has a notably
lower price.
Table 4: An alternative design matrix for power supplies. Voltage accuracy, line regulation,
and price are all considered.
Power Supply Weight LD-10 KAS4 AMEOFL10
Voltage Accuracy
[%] 0.4 0.35 [2] 0.35 [2] 0.30 [2.5]
Line Regulation
[%] 0.4 0.2 [0.5] 0.6 [0.2] 0.2 [0.75]
Price [$] 0.2 0.3 [6.33] 0.1 [25.69] 0.6 [3.48]
Score 0.3 0.4 0.3
Table 4 Weights:
Voltage Accuracy: Engineering Requirement 1 dictates that the control pilot signal
stays within a certain tolerance of voltage. Voltage accuracy will allow the comparator to
maintain that voltage and satisfy Engineering Requirement 1.
Line Regulation: Line regulation measures the power supply’s change in output
voltage when a change in input voltage occurs. Again, Engineering Requirement 1 specifies a
voltage tolerance. This will allow the tolerance to remain satisfied, even when the power
from the grid deviates from its nominal value.
Price: Price is always worth considering.
Table 4 Conclusion:
The KAS4 is the chosen component because, even though it is significantly more
expensive than the competing components, its precision is superior.
The following components were only evaluated via price and therefore a full alternate design
matrix was not justified.
Table 5: A table consisting of three comparators and their prices.

Comparator Weight CMP04 OPA2277 ADA4610
Price [$] 1 20.37 3.26 11.70
Table 5 Conclusion:
The chosen component will be the LT1491 because it has the lowest price.
Table 6: A table consisting of three NFC readers and their prices.

NFC Weight NXP MF3MOD CN0090 PN532
Price [$] 1 4.42 5.47 8.99
Table 6 Conclusion:
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The chosen component will be the NXP MF3MOD because it has the lowest price.
Table 7: A table consisting of three breakers and their prices.

Breaker Weight HOM250 CA-B0 MP250
Price 1 60.00 46.22 57.06
Table 7 Conclusion:
The chosen component will be the CA-B0 because it has the lowest price.
Table 8: A table consisting of three current transformers and their prices.

Current CR8420-1000-
Transformer Weight CT-1050 CR CR8420-1000-G
Price 1 9.66 16.00 17.89
Table 8 Conclusion:
The chosen component will be the CT-1050 because it has the lowest price.
There was only one relay that satisfied our criteria. It can be found in Table 5.
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Budget/Parts List:
This project consists of two different power rating components; high power and low power
components. The low power components are in charge of controlling the power switching to
the EV. The high power component facilitates the transfer of power from the subpanel to the
individual EV. Finding the right high power components for an affordable price was a
challenge but one we overcame. Each high power component has been chosen because they
can handle a max of 240VAC and 40A continuous, these being requirements for our charger
to run safely and efficiently. Each low power component has been thoughtfully chosen to
meet accuracy demands for control pilot and proximity pilot signal.
Table 5: Budget of all parts used in the Smart Quad EV Charger project and their prices as of
12/7/23
Ext.
Item Part No. Purpose Manufacturer Supplier Price Qty Price
ESP32S3- -EV-EVSE interfacing
MCU DevkitC-Wroom1 -Operate relays Expressif Digikey $26.98 1 $26.98
LCD ILI9341 -Display Gui Hosyond Amazon $15.99 1 $15.99
NFC RC522 -Capture user ID Qunqi Amazon $2.55 1 $2.55
-Amplifies the PWM signal
Op-Amp MC34074ADR2G from ESP onsemi Digikey $0.94 1 $0.94
-Allow or stop current to $159.9
Relay 450BXX50-12 EV Struthers-Dunn Digikey $39.99 4 6
Current -Measure the amount of
Transformer CT-1050 power taken by EV Amgis, LLC Digikey $9.66 4 $38.64
-EV, EVSE, Relay, LED,
Various Resistors Various CT, circuits YAGEO Digikey $10.00 1 $10.00
LEDs Green, Red -Indicates accept, error Broadcom Limited Digikey $0.79 2 $1.58
Transistor MMBT2222A MMBT2222A EVVO Digikey $0.03 6 $0.18
-Relay Driver surge SMC Diode
Diode S1A protection Solutions Digikey $0.04 4 $0.16
Samsung Electro-
Various Capacitors Various -EV, EVSE, CT circuit Mechanics Digikey $0.10 10 $1.00
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Table 6: List of all components used in the Smart Quad EV Charger project and their
uses as of 12/7/23
Item Name Use
2 20kΩ Resistor -Restrict current, voltage division

5 5.1kΩ Resistor -Restrict current, voltage division
4 100Ω Resistor -Restrict current, voltage division
9 1µF Capacitor -Stabilize supply voltage
5 MMBT2222A -Acts as a switch for relay driver
4 S1A -Relay Driver
3 LEDS(GRN, RED, BLU/YEL) -Indicates accept, error, or fan
-EV and EVSE interfacing
1 Espressif ESP32-WROOM2 -Operate relays
4 1N34A -Zener Diode for Current sensor
4 Push Buttons -User Interface buttons
4 Struthers-Dunn 450BXX50-12 -Allow or stop current to EV
1 MC34074ADR2G -Amplifies the PWM signal from ESP
1 LCD (ILI9341) -Display GUI
1 SQEC Custom PCB -Printed PCB of the SQEC EVSE
1 NFC (RC522) -Capture user ID
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7.3. Project Schedule

Below is our current project schedule. We have our tests ready to be run and have
assigned who will complete these tests. We also have an upcoming proposal review in
which we discuss the specifics of our project to a technical committee. Lastly is the
gathering of parts, assembly of the charger, and testing/debugging of the system.
Table 7: Gantt Chart of the Smart Quad EV Charger work flow through September 2023-
May 2024
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8. List of Tests
This section will map out the function and system tests. Function tests correlate to an
engineering requirement while system tests correlate to a marketing requirement.
Temporarily, there are only function tests due to the urgency of proving the team’s
capabilities to the technical committee. In the future, system tests and function tests
will be added.
8.1. Summary of Tests
Table 8: A table summarizing the conducted tests, consisting of Function Tests 1-4.
Test Objective ER to Status Notes
Num address
ber
FT.1 Satisfying IEC- ER.1 P ±12V 1kHz Square
stated Tolerances A wave signal, ±5Hz
S accuracy
S
FT.2 Satisfying IEC- ER.1 P ±12V 1kHz Square
stated Tolerances A wave signal,
S ±600mV
S
FT.3 Control Switching ER.2 PASS Switch current in
Devices in accordance with
Accordance with control pilot’s five
CP voltages
FT.4 Switching Device ER.2, 3 PASS De/activate 12V

Driver Circuit relay using a 3.3V
digital signal
FT.5 De/activate Relay ER.3 PASS De/activate 12V

with 208VAC Load relay using a 3.3V
Reliably digital signal with
208VAC load
through both relay
poles
20
FT.6 De/activate Relay ER.4 PASS De/activate 12V

with 20A Load relay using a 3.3V
Reliably digital signal with
10A load through
both relay poles
Num address
ber
FT.7 ESP32-S3 can ER.5 PASS Generate a GUI that
produce a GUI via users can easily
TFT Display interact with via
push buttons
FT.8 Status LEDs ER.6 PASS Must trigger status

activate when LEDs depending on
certain EVSE functional state of
statuses occur, EVSE and must be
visible from a visible from 5 ft
distance away
FT.9 Demonstrate ER.7 PASS Must successfully
Reliability of Wi-Fi send packets 950 out
Connectivity of 1000 attempts
FT.10 Demonstrate ER.8 PASS NFC reader must be

Reliability of NFC able to correctly read
Reader NFC tag 95 of 100
attempts
ST.1 Demonstrate EVSE ER.1, 2 PASS ESP32-S3 must be

Interface Circuit able to produce four
can control four ±12V 1kHz Square
EVs wave signals
ST.2 Demonstrate EVSE ER.2, 3, PASS The EVSE should be

Interface Circuit 4 able to de/activate
can Share Power relays in accordance
Amongst Loads to priority timer
21
ST.3 Demonstrate the ER.5 In The GUI should

GUI can Provide Progress display: kWh used,
User Relevant Data elapsed time, and
plug status for each
plug
ST.4 Demonstrate Non- ER.5, 6 PASS The GUI should
Functioning Screen display “Out of
and LED Triggers Order” and blink red
when Appropriate LED when Wi-Fi
disconnects
Num address
ber
ST.5 Demonstrate ER.5, 7 PASS EVSE must connect
ESP32-S3 can to Wi-Fi within 30s
Efficiently and and trigger green
Visibly Connect to LED when
Wi-Fi connection is made
8.2. Description of Tests
Note: Here is an elaborated document of tests. It is not finished
FT.1 Control Pilot Voltage Tolerance: Be able to create a +/-12V 1kHz square wave
signal with an amplitude accuracy of +/-600mV.
● Results: On the week of November 26th - December 2nd, we were able to get +/- 12V
1kHz square wave signal within the tolerances we set above.
● Proof of Concept: Creating a PWM signal with a ESP32-WROOM 2 and
“amplifying” it to +/-12V with a LM331 and measuring the voltage using a DS0-X
2002A.
● Requirements Satisfied: (ER.1)
FT.2 Control Pilot Frequency Tolerance: Be able to create a +/-12V 1kHz square
wave signal with an amplitude accuracy of +/-5Hz.
● Results: On the week of November 26th - December 2nd, we were able to get +/- 12V
1kHz square wave signal within the tolerances we set above.
● Proof of Concept: Creating a PWM signal with a ESP32-WROOM 2 and
“amplifying” it to +/-12V with a LM331 and measuring the frequency using a DS0-X
2002A and its FFT function.
22
FT.3 Switching Device Control: Be able to activate switching devices in accordance

with the control pilot.
● Results: On the week of November 19th - 26th, we were able to de/activate a
450BXX50-12 (relay) in accordance with the control pilot voltage.
● Proof of Concept: Constructed the EVSE-EV interface circuit and triggered the relay,
(as well as LEDs representing a fan and one for error), while producing the
appropriate voltage across the EV’s resistors.
FT.4 De/activate Relay with 208VAC Load Reliably: Be able to activate and
deactivate the 450BXX50-12 (relay) with a 208VAC load.
● Results: On the week of March 25th - 29th, we were able to de/activate the relay
reliably with a 208VAC load on the relay.
● Proof of Concept: Constructed the relay driver circuit, connected relay to a 208VAC
source, and triggered the relay. This shows we can de/activate the relay with a load
safely and reliably.
FT.5 De/activate Relay with 20A Load Reliably: Be able to activate and deactivate
the 450BXX50-12 (relay) with a current of 20A load.
● Results: On the week of March 25th - 29th, we were able to de/activate the relay
reliably with a 20A load on the relay.
● Proof of Concept: Constructed the relay driver circuit, connected relay to a 20A
source, and triggered the relay. This shows we can de/activate the relay with a load
safely and reliably.
FT.6 ESP32-S3 can produce a GUI via TFT Display: Generate a GUI that users can
easily interact with via push buttons.
● Results: On the week of March 25th - 29th, we were able to successfully create a GUI
on a TFT display. The GUI contains: buttons for each of the four EVs, welcome page,
plug status pages, and various NFC interaction screens.
● Proof of Concept: Constructed a GUI that can be easily understood and used by the
user. The GUI contains all essential information needed for the user to have a positive
charging experience.
FT.7 Status LED Activation: Design a driver circuit for the 12V LEDs and activate
the red error LED when WI-Fi connection is lost. The LED’s light must be clearly
visible from 5ft away. Inform the user of Wi-Fi error via GUI display.
23
● Results: On the week of March 25th - 29th, we were able to successfully design and
test our 12V error LED circuit. When Wi-Fi connectivity is lost, the GUI display will
inform the user of the error with the “Out of Order” screen and blink the red LED.
● Proof of Concept: Constructed a 12V driver circuit using the 2N2222 transistor as a
3.3V triggered switch. This allows us to use a brighter LED, offering better visibility.
We use this driver circuit in conjunction with a loop that constantly checks for Wi-Fi
connectivity. When connectivity is lost, the loop breaks and the “Out of Order”
screen is shown and the red LED blinks.
FT.8 Demonstrate Reliability of ESP32-S3 Wi-Fi Connectivity: The ESP32-S3-

WROOM1 must be able to quickly and successfully connect to the local Wi-Fi 950 of
1000 attempts.
● Results: On the week of March 18th - 25th, we were able to successfully test the
ESP32-S3-WROOM1’s Wi-Fi connectivity capabilities. The ESP32-S3-WROOM1
successfully connected and disconnected from a local Wi-Fi network 999 times out of
1000 tests within the 30 second time restraint.
● Proof of Concept: This demonstrates our ability to utilize the Wi-Fi connectivity
capabilities of the ESP32-S3-WROOM1. This step also builds the foundation for the
EVSE to be connected to a network of other EVSEs, akin to the Tesla charging lots
we have now.
FT.9 Demonstrate Reliability of NFC Reader: NFC reader must be able to correctly
read NFC tag 99 of 100 attempts
● Results: On the week of March 25th - 29th, we were able to successfully implement
the MFRC522 NFC reader with the ESP32-S3-WROOM1 via SPI communication.
We then tested the NFC reader’s reliability and tag ID accuracy, tapping and reading
the tags 100 times. The test concluded the MFRC522 read 100 out of the 100 scans
correctly.
● Proof of Concept: Designed and implemented the MFRC522 NFC reader seamlessly
with the ESP32-S3-WROOM1. Through this hardware, we were able to demonstrate
the ability to implement devices that require SPI communication with the EVSE.
ST.1 Demonstrate EVSE Interface Circuit can control four EVs: ESP32-S3 must be
able to produce four ±12V 1kHz Square wave signals.
● Results: On the week of March 25th - 29th, we were able to generate four +/-12V
1kHz square wave signals from the ESP32-S3-WROOM1. Using a circuit of resistors
designed to mimic an EV, we were able to alter the amplitudes of the signals exactly
how a plugged in EV would. We tested the ADC of the ESP32-S3-WROOM1 by
having various LEDs or relays de/activate based on amplitude of the PWM signal.
● Proof of Concept: This test mimics an EV being plugged into our EVSE and
simulating outputs based on the EV’s statuses. As shown in Figure X, we can see how
different amplitudes of the square wave signal result in different outputs from the
24
EVSE. Using the ESP32-S3-WROOM1’s ADC, we can accurately perceive changes

in the square wave’s amplitude and adjust accordingly.
● Requirements Satisfied: (MR.1)
ST.2 Demonstrate EVSE Interface Circuit can Share Power Amongst Loads: The
EVSE should be able to de/activate relays in accordance to priority timer.
● Results: On the week of March 25th - 29th, we were able to switch between each of
the four relays successfully, with a shortened priority timer of 10 seconds instead of
30 minutes. Each plug is given a priority number passed on who tapped their NFC tag
first. Using this priority system, we de/activate the relays based on time elapsed and
priority number.
● Proof of Concept: To efficiently provide charge to any vehicle that plugs into our
EVSE, we designed a priority system. Instead of reducing each connected EVs given
power, we give a single plugged in EV full power for 30 minutes. This allows for a
faster and more substantial charge than splitting the available charge into fours.
ST.3 Demonstrate the GUI can Provide User Relevant Data: The GUI should display:
kWh used, elapsed time, and plug status for each plug.
● Results: On the week of , we were able to
● Proof of Concept:
ST.4 Demonstrate Non-Functioning Screen and LED Triggers when Appropriate: The
GUI should display “Out of Order” and blink red LED when Wi-Fi disconnects,
within 30 seconds.
● Results: When initialization begins with no Wi-Fi hotspot to connect to, the ESP32-
S3 took 13 seconds to indicate a failed connection via the “Out of Order” screen on
the display and activated the red LED. This shows that the ESP32-S3 can indicate
lack of connection within our desired time frame. After the “Out of Order” screen
was displayed, we turned on the mobile Wi-Fi hotspot. 10 seconds later the screen
displayed that Wi-Fi connection had been made successfully and activated the green
LED in accordance. We then once again turned off the mobile hotspot and 24 seconds
later the “Out of Order” screen was displayed and the red LED was activated. This
met our desired time requirement. This was conducted on the week of March 25th -
29th.
● Proof of Concept: We needed to have in place a system that could recognize and alert
the user of any errors that occur within the EVSE. Through the red LED, ILI9341
display, and Wi-Fi check loop, we successfully developed an “Out of Order” warning
system to prevent use when Wi-Fi connectivity is lost.
ST.5 Demonstrate ESP32-S3 can Efficiently and Visibly Connect to Wi-Fi: EVSE
must connect to Wi-Fi within 30s and trigger green LED when connection is made.
● Results: On the week of March 25th - 29th, once the ESP32-S3-WROOM1’s
initialization phase began, it took approximately 7 seconds to connect to a local Wi-Fi
25
hotspot. Once the connection was successful, the screen displayed “Wi-Fi Connection
Successful” and activated the green LED, then proceeded to the welcome screen.
● Proof of Concept: We wanted to have a system in place to alert the user when a Wi-
Fi connection has been made, either in the initialization phase or after an accidental
disconnection. Utilizing the 12V LED driver circuit and the ILI9341 display, we are
able to alert the user when connection has been made.
ST.6 Demonstrate ESP32-S3 can Reliably Read NFC Tags: EVSE must connect to
Wi-Fi within 30s and trigger green LED when connection is made.
9. Results: On the week of March 25th - 29th, the ESP32-S3-WROOM1 and the
MFRC522 were able to read multiple RFID tags.
10. Proof of Concept: The user must be able to pay before charging. The best method is
contactless pay so the group decided to implement a NFC reader. This shows the first
step in creating a payment system for the unit.
11. Requirements Satisfied: (MR.6)
12. Ethics of the Engineering Profession and Our Project
Ethical design involves creating products with a focus on moral principles and
social responsibility. It requires that engineers prioritize user well-being, considering
factors like modularity, inclusivity, and ethical sourcing over any other factor. By
being conscientious about the consequences of a design, engineers can improve the
general state of things.
The project is semi-modular. The relays and wiring can easily be replaced.
The control side is currently designed as a single unit that would be entirely replaced
in the event of single component failure. This is horribly unsustainable considering
that 40 million tons of electronic waste is produced annually [13].
This could be remedied in two ways: first, the PCB manufacturing can be
sourced by companies like Cadence or SGCircuits who manufacture products through
less energy intensive and less chemically demanding processes, publicize their
compliance with sustainable regulations, and source materials ethically. Second, the
faulty PCB could be refurbished in order to not cause unnecessary waste.
Inclusivity was not considered with much depth. The display on the EVSE is
large enough for visually impaired users but that was the only consideration.
The product could be made more inclusive by not only raising the display to a
height that is easily accessible but also highlighting it in a bright color. It could also
have a speaker that can read out the EVSE status. Another consideration is the button
on the J1772 plug. It may be difficult for users with arthritis to use. Unfortunately,
this button is required by the SAE standard but the group could supply an alternative
plug that utilizes a capacitive button instead.
Ethical sourcing was also not considered in this project other than potentially
sourcing a breaker from Schurter. Schurter uses bioplastics and sustainable
manufacturing techniques
Ethical sourcing is a little more difficult to address. Mining any type of
material is damaging to habitats and highly increasing the risk of polluting the
26
surrounding environments. But sourcing materials from US companies that follow US

labor laws is a better choice than sourcing from other countries who have little to no
regulation, (like the cobalt mines in the Congo).
In more holistic terms, the morality of migrating to EV from ICEV is also
difficult to address. This transition will allow carbon dioxide emissions to be reduced,
certain chemicals like motor oil and clutch fluid will be eliminated, and eliminate the
international and intranational transportation of natural gasses. In contrast, the
demand for conductors will accelerate mining even further, lithium-ion batteries will
expose the environment to high concentrations of cobalt, nickel, and manganese, and
eliminate businesses that are dependent on ICEV [14]. There are no clear or easy
solutions for these problems.
27
References
[1]-“Fact Sheet: Biden-Harris Administration Announces New Private and Public Sector
Investments for Affordable Electric Vehicles.” The White House, The United States
Government, 17 Apr. 2023,
www.whitehouse.gov/briefing-room/statements-releases/2023/04/17/fact-sheet-biden-harris-
administration-announces-new-private-and-public-sector-investments-for-affordable-electric-
vehicles/.
[2]-Razmjoo A, Ghazanfari A, Jahangiri M, Franklin E, Denai M, Marzband M, Astiaso Garcia D,

Maheri A. A Comprehensive Study on the Expansion of Electric Vehicles in Europe. Applied
Sciences. 2022; 12(22):11656. https://doi.org/10.3390/app122211656
[3] - C. Jeeva, T. Porselvi, D. Karthikeyan, K. Suresh, K. B and D. S, "A Review on Electric Vehicle
Adaptation: Challenges, Standards and Policy Options," 2022 International Conference on Power,
Energy, Control and Transmission Systems (ICPECTS), Chennai, India, 2022, pp. 1-5, doi:
10.1109/ICPECTS56089.2022.10046743.
[4] - S. Heath, P. Sant and B. Allen, "Do you feel lucky? Why current range estimation methods are
holding back EV adoption," IET Hybrid and Electric Vehicles Conference 2013 (HEVC 2013),
London, 2013, pp. 1-6, doi: 10.1049/cp.2013.1893.
[5] - H. Wang, Q. Song, L. Zhang, F. Wen and J. Huang, "Load characteristics of electric vehicles in
charging and discharging states and impacts on distribution systems," International Conference
on Sustainable Power Generation and Supply (SUPERGEN 2012), Hangzhou, 2012, pp. 1-7, doi:
10.1049/cp.2012.1837.
[6] - A. Palaniappan, P. Bhukya, S. K. Chitti and J. Gao, "Data-Driven Analysis of EV Energy

Prediction and Planning of EV Charging Infrastructure," 2023 IEEE Ninth International
Conference on Big Data Computing Service and Applications (BigDataService), Athens, Greece,
2023, pp. 17-24, doi: 10.1109/BigDataService58306.2023.00009.
[7] - “How Long It Takes to Charge an Electric Car.” Nissan USA, Nissan, 6 Dec. 2022,
www.nissanusa.com/experience-nissan/news-and-events/how-long-to-charge-electric-car.html.
[8] - “Supercharger.” Tesla, Tesla Motors, 2023, www.tesla.com/supercharger.
[9] - Krause, Kyle. “2022 CALGreen.” Housing and Community Development. California
Department of Housing and Community Development, 10 Oct. 2023.
[10] - “Rev+ Dual-Port, Level 2, Electric Vehicle Smart Charger, 50 Amps, WIFI/Bluetooth, UL
Listed, Mobile App Integration.” EV Products, Rplusev, 2023,
www.rplusev.com/online-store/REV-Dual-Port-Level-2-Electric-Vehicle-Smart-Charger-50-
Amps-WiFi-Bluetooth-UL-Listed-Mobile-App-Integration-p101982974.
28
[11] - “Clippercreek HCS-D50R Dual EV Charger.” EV Products, Enphase, 2023,

enphase.com/store/ev-chargers/residential-ev-chargers/clippercreek-hcs-d50r-dual-ev-charger-
hardwired.
[12] - Electrify Home. (2023). HomeStationTM Level 2 EV charger. Level 2 EV Home Charger.
https://www.electrifyhome.com/homestation
[13] - “Eco-Friendly Printed Circuit Boards: Present and Future Manufacturability.” Eco-Friendly
Printed Circuit Boards: Present and Future Manufacturability | Advanced PCB Design Blog, 13
Oct. 2022, resources.pcb.cadence.com/blog/2020-eco-friendly-printed-circuit-boards-present-
and-future-manufacturability.
[14] - Wikimedia Foundation. (2023, November 28). Environmental impacts of lithium-ion batteries.
Wikipedia. https://en.wikipedia.org/wiki/Environmental_impacts_of_lithium-
ion_batteries#:~:text=sometimes%20even%20years.-,Disposal,disposal%20of%20lithium
%2Dion%20batteries
29

Smart Quad Ev Charger Report 4 5 Update

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Smart Quad Ev Charger Report 4 5 Update

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Senior Design Project Progress Report

EE 492 Senior Design Project Planning

Smart Quad EV Charger

Project Website: https://smartquadevcharger.weebly.com/

Table 8: Summary of conducted tests.

3. Literature Review and Previous Works

5. Challenges and Risks

Switching 10/25 -Place the software under poor Replace Relay

6.1. Marketing Requirements (MR)

6.2. Engineering Requirements (ER)

7.1. System Architecture

The control system consists of three sections, all controlled by an ESP32-WROOM 2:

Figure 1: System Block Diagram of the Smart Quad EV Charger

directly respond to changes in conditions. The interrupt is triggered when conditions

7.2. Alternate Design Matrices

Table 5: A table consisting of three comparators and their prices.

Table 6: A table consisting of three NFC readers and their prices.

Table 7: A table consisting of three breakers and their prices.

Table 8: A table consisting of three current transformers and their prices.

Item Name Use

2 20kΩ Resistor -Restrict current, voltage division

7.3. Project Schedule

8.1. Summary of Tests

FT.4 Switching Device ER.2, 3 PASS De/activate 12V

FT.5 De/activate Relay ER.3 PASS De/activate 12V

FT.6 De/activate Relay ER.4 PASS De/activate 12V

FT.8 Status LEDs ER.6 PASS Must trigger status

FT.10 Demonstrate ER.8 PASS NFC reader must be

ST.1 Demonstrate EVSE ER.1, 2 PASS ESP32-S3 must be

ST.2 Demonstrate EVSE ER.2, 3, PASS The EVSE should be

ST.3 Demonstrate the ER.5 In The GUI should

8.2. Description of Tests

Note: Here is an elaborated document of tests. It is not finished

● Requirements Satisfied: (ER.1)

FT.3 Switching Device Control: Be able to activate switching devices in accordance

FT.8 Demonstrate Reliability of ESP32-S3 Wi-Fi Connectivity: The ESP32-S3-

EVSE. Using the ESP32-S3-WROOM1’s ADC, we can accurately perceive changes

12. Ethics of the Engineering Profession and Our Project

surrounding environments. But sourcing materials from US companies that follow US

[2]-Razmjoo A, Ghazanfari A, Jahangiri M, Franklin E, Denai M, Marzband M, Astiaso Garcia D,

[6] - A. Palaniappan, P. Bhukya, S. K. Chitti and J. Gao, "Data-Driven Analysis of EV Energy

[8] - “Supercharger.” Tesla, Tesla Motors, 2023, www.tesla.com/supercharger.

[11] - “Clippercreek HCS-D50R Dual EV Charger.” EV Products, Enphase, 2023,

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