Infrastructure Working Council (IWC) Meeting Presentations One... · 5 A suite of approaches...

© 2016 Electric Power Research Institute, Inc. All rights reserved.

Day One PresentationsNovember 18, 2015

Infrastructure Working Council (IWC) Meeting

Materials

EV Everywhere FrameworkBob GrahamDirector, EV Everywhere

November 19, 2015

2

State Engagement EV Everywhere UP

Workplace Charging Challenge

Electrification Benefits Awareness

Research & Development

Grid Modernization

Initiative to increase EV charging infrastructure deployment at the

workplace

Collaborating with utilities through partnership with EEI

to expand EV market

Working to support states’ transportation electrification

efforts

Utility engagement with DOE’s Grid Modernization Laboratory Consortium on transportation

electrification

Drawing attention to the value of transportation electrification through outreach, studies and

more on digital platform

Optimization of vehicle architecture to allow for more cost‐ effective and competitive

solutions

2

EV Everywhere Grand Challenge

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EV Everywhere UP

• 10 action areas under DOE‐EEI Memorandum of Understanding(external link)

o General Support/MOU Managemento Workplace Charging Challengeo Ratepayer Impact Studyo Solution Centero Infrastructureo Collaborative Campaignso Grid Modernizationo State Engagemento Federal Fleet Engagemento Fleet Modeling and Analysis

• Electric Vehicle Stakeholder Summit presented by EEI and DOEo December 1, St. Louis, MOo 100+ stakeholders convened; led by AS Danielson and DAS Sarkar

Collaborating with utilities through partnership with EEI to expand EV market

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Electrification Benefits Awareness

• EV Everywhere Website + Solution Centero A one‐stop shop for potential EV consumers, utilities, automakers,

and policymakerso Launched on September 14: www.energy.gov/eveverywhere

• EV Everywhere Logo Design o Logo Dissemination In Process

• EV Everywhere Impact Study Serieso Branded study series to capture target market perspectives and

determine EV value proposition• Electric Fuel “Creating Interest” Campaign – In Process

Drawing attention to the value of transportation electrification

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A suite of approaches driving down cost and pushing up performance

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EERE R&D Impacts Battery Cost and Performance

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Grid Modernization

• VTO Cybersecurity Leadershipo Determine potential gap between OE Utility Grid cybersecurity concerns/actions

and current PEV/smart charger cybersecurity concerns/actionso Analyze PEV impact on utility Cybersecurity initiative from “smart” PEV and smart

charging connectivity. o Develop and implement specific VTO lead engagement to ensure security between

vehicle and grid

• V2Go Quantify the valuation opportunities of bidirectional power flow (V2G) including the

impact on vehicle batteries, system cost and complexity, and financial value to the individual consumer.

• Connection to solaro Investigate the opportunity for transportation electrification to mitigate the

variability and cost of distributed solar and wind generation to utilities.

Utility engagement with DOE’s Grid Modernization Laboratory Consortium on transportation electrification

6

7

VTO Cybersecurity

• Define the Space• Recognize the Impact• Develop the Solution

Industry and Stakeholder engagement with DOE initiatives for a comprehensive cybersecurity solution

7

Cybersecurity

National Labs

Industry (EVSE

Vehicle, etc.)

Utilities

Department of Energy

8

VTO Cybersecurity

VTO’s Role• Explore existing security

requirements and related standards gaps to formulate a comprehensive end‐to‐end technology agnostic security architecture for PEV interfaces

• Determine potential gap between OE Utility Grid cybersecurity concerns/actions and current PEV/smart charger cybersecurity concerns/actions

• Analyze PEV impact on utility Cybersecurity initiative from “smart” PEV and smart charging connectivity.

8

9

VTO Cybersecurity

• Consumer conveniences such as onboard 4G LTE enabled Wi‐Fi hotspots open new pathways for attack

• “Smart” EVSE and connected Building Energy Management (BEM) systems increase cyber vulnerabilities for Utilities and other critical infrastructure back offices

• Infected vehicle can now be used as a mobile carrier to further spread the vulnerability to EVSE, Utility, Building Energy Management (BEM), other vehicles, and potentially the grid

Connectivity and “Smart” Impacts

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VTO Cybersecurity

Recommendations• Integrate cybersecurity activities with

existing DOE supported programs such as Grid Modernization Multi Year Program Plan, Grid Modernization Laboratory Consortium, and Cybersecurity for Energy Delivery Systems

• Identify impactful partners and stakeholders: National Labs, Micro‐Grid Cyber Experts, EPRI, National Transportation Board, DARPA, DOT, DOD, DHS, Vehicle OEMs, EVSE OEMs, Utilities, Aggregators, and etc.

• Identify and/or assemble the enabling capabilities and infrastructure needed to realized a solution

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Image Source: THECLIPPINGPOINT (http://www.theclippingpoint.net/14‐year‐old‐boy‐hacks‐car#lightbox/1/)

Update on the Development of Commercial Electric Vehicle Fueling and Watthour Submetering Standards

EPRI - National Electric Transportation Infrastructure Working Council

November 18, 2015Juana Williams, Legal Metrology Devices ProgramNIST Office of Weights & Measures (OWM)

DisclaimerCertain commercial entities, equipment, or materials may be identified in this presentation in order to adequately describe a procedure or concept. Such identification is not intended to imply a recommendation or endorsement by the National Institute of Standards and Technology, nor is it intended to imply that the entities, materials, or equipment are necessarily the best available for that purpose.

2

Presentation Overview

• U.S. Weights and Measures Standards Development Process

• Outline of the NIST Handbook (HB) 130 Requirements for Electric Vehicle Fueling (EVF)

• Summary of the Draft NIST Handbook (HB) 44 Requirements for Electric Vehicle Fueling

3

U.S. Weights and Measures Standards Development Process

• 1905 NIST established the National Conference on Weights and Measures (NCWM) ▫ Forum for addressing weights and measures

issues• Process begins each fall with the submission of

proposals for new and modifications of existing codes

• Proposals supported by regional/technical committees by November 1st move to national level

4

U.S. Weights and Measures Standards Development Process (cont.)• NCWM* meets in January and July each year

• Adopted amendments and/or new codes are published in NIST Handbooks

• States adopt NIST Handbooks as law or regulation▫ Enforcement takes place at state and local level

*NCWM, Inc. is now a private nonprofit organization that follows due process in the development of weights and measures standards.

5

Weights and Measures Infrastructure Components for EVF&S1) Method-of-sale

requirements2) metrology laboratory

standards and test procedures

3) uncertainties 4) measurement traceability 5) tolerances and other

technical requirements for commercial measuring systems

7) standards for testing equipment

8) field implementation 8) data analysis 9) field test and type evaluation

procedures10) field enforcement issues 11) training at all levels 12) other relevant issues

identified by the USNWG

6

U.S. National Work Group (USNWG) on Measuring Systems for Electric Vehicle Fueling and Submetering (EVF&S)• Established August 2012 by NIST OWM

▫ Develop legal metrology standard for EVF&Ss Adopted NIST HB 130 Method of Sale for EVF Applications [JUL2013] Adopted NIST HB 44 Measuring Devices for EVF-Tentative Code

[JUL2015]▫ Ensure that the prescribed methodologies and standards facilitate

measurements that are traceable to the International System of Units (SI)

• Established Test Procedure Subcommittee January 2013▫ NIST HB 44 Test Notes Section▫ Field Test Methods and Equipment

• Next Meeting: December 1, 2015-Web Conference-EVF&S Issues

• USNWG Web Site: http://www.nist.gov/pml/wmd/usnwg-evfs.cfm

7

Outline of the NIST Handbook 130 Requirements

8

Available on the NIST OWM web site at:http://www.nist.gov/pml/wmd/pubs/hb130.cfm

NIST HB 130 Uniform Regulation for the Method of Sale of Commodities

• Adopted July 2013 and 1st Published in the 2014 HB 130

• Section 2. Non-food Products▫ 2.34. Retail Sales of Electricity Sold as a Vehicle

Fuel 2.34.1. Definitions 2.34.2. Method of Sale 2.34.3. Retail Electric Vehicle Supply Equipment

(EVSE) Labeling 2.34.4. Street Sign Prices and Other Advertisements

9

NIST Handbook (HB) 44

• Current edition of HB 44

• Applies to Commercial Weighing and MeasuringDevices and Devices Usedin Law Enforcement

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Available on the NIST OWM web site at: http://www.nist.gov/pml/wmd/pubs/hb44.cfm

NIST HB 44 - Device Requirements for EVFs

• Sections 1.10 General Code, 3.40 Electric Vehicle Fueling Systems – Tentative Code, and 5.55 Timing Devices Apply▫ Design, Accuracy, Test Procedures, & User Requirements

• Draft 1st Distributed to the USNWG EVF&S August 2012

• Submitted fall 2013 through the U.S. Standards Development Process as a Developing Item to the NCWM

• Specifications and Tolerances (S&T) Committee July 2015 ▫ Voting Item No. 360-5 Electric Vehicle Fueling & Submetering▫ Proposal for EVF Requirements Adopted▫ Requirements to be Published in the 2016 Edition HB 44

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HB 44: 1.10 General CodeApplies to all equipment, except in case of a conflict in the device specific code (3.40 or 5.55)

Requirements Address:• Enforcement Dates• Markings• Fraud• Permanence• Indications and Recorded Representations• General Installation, Use, and Maintenance

12

HB 44 (cont.): 3.40 Electric Vehicle Fueling Systems – Tentative Code

Requirements Address Systems Equipped for Electrical Energy Transfer as a Vehicle Fuel:

• Indications (selection, display, recording, units, etc.)• Type Evaluation• Operation• Power Loss• Sealing Metrological Components• Connections• Minimum Tests• Tolerances• Installation and Use• Device Specific Definitions

13

HB 44 (cont.): 5.55 Timing DevicesRequirements Address Timing Features (where the EVF is capable of applying additional fees based on time for services such as vehicle parking):• Primary and Operation Indications• Recorded Representations• Interference of Mechanisms for Measurements• Power Loss• Tolerances

14

Draft Examination Procedure Outline (EPO) 30 for Retail Electric Vehicle Fueling Systems

• Field Test Procedure Based on HB 44 Requirements:▫ General▫ Electricity Measurement▫ Time Measurement

• Minimum Legal Metrology Criteria for System:▫ Inspection/Examination▫ Test

• 1st Draft Distributed to the USNWG September 14, 2015

• Includes:▫ Safety Notes/Reminders▫ Inspection Requirements▫ Pretest Determinations▫ Test Notes▫ Test▫ Post Test Tasks

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EVF&S USNWG NEXT STEPS

• EVSE▫ Field Test Procedures Fully Develop Draft EPO 30

▫ Type Evaluation CA offering support USNWG available to assist

▫ Test Equipment ANL led Collaboration Other Providers

• Watthour Electric Submeters▫ Establish List of Stakeholders

▫ Develop Draft HB 44 Code

▫ Develop Draft HB 130 Code

▫ Test Procedures/Equipment

▫ Field Trials-EPO

▫ Type Evaluation

▫ Training

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Helpful Links:• NIST OWM:▫ http://www.nist.gov/pml/wmd/index.cfm

• USNWG EVF&S: ▫ http://www.nist.gov/pml/wmd/usnwg-evfs.cfm

• NIST Publications:▫ NIST HB 130-includes Method of Sale http://www.nist.gov/pml/wmd/pubs/hb130.cfm

▫ NIST HB 44-Devices http://www.nist.gov/pml/wmd/pubs/hb44.cfm

• NCWM: http://www.ncwm.net/▫ NOTE: Laws and Regulations Committee (HB 130)/Specifications

and Tolerances Committee (HB 44)

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Questions and Technical ContactJuana Williams▫ E-mail: [email protected]▫ Tel: 301-975-3989▫ Fax: 301-975-8091

NISTOffice of Weights & Measures 100 Bureau Drive - MS2600Gaithersburg, MD 20899-2600

NIST OWM Web Site:http://www.nist.gov/pml/wmd/index.cfm

18


EPRI Plug-in Truck and Bus Update

Presenter: Dan Bowermaster, EPRI

Infrastructure Working Council

Atlanta, Georgia

November 18, 2015

2© 2015 Electric Power Research Institute, Inc. All rights reserved.

Overview – State of the Medium/Heavy Duty Plug-in Heavy-Duty Truck and Bus MarketsSegment consumes great amounts of fuel and produces large amount of emissions – Transportation sector: 1/3 NOx, ¼ particulate matter (PM), CO, etc.

Vehicles are being developed and deployed globallyTransit agencies, government, and other stakeholders are willing to test and demo vehiclesNo standard heavy-duty charging connector exists, limiting scale up in deploymentUse cases, charging, and charging impacts not completely understood across stakeholders


Current Stakeholders

OEMs UtilitiesBYD Alabama PowerBAE Systems APSComplete Coach CenterpointEbus PG&EFoothill Transit SCEGillig SDG&ENew Flyer SMUDOpbrid SRPProterraVolvo

Charger Manufacturers OrganizationsABB SAEEaton APTAEVO Charge CalStartSiemens CARBWave Edison Elecric Institute

EPRIUL

Public working group83 participantsAll are invited


Bus and Truck Charging Interface GroupAccomplishments and ActionsThree public meetings have occurred

–Last meeting was 11/11/2015 at APTA convention in Atlanta

–Discussed initial standards work–Provide overview of TOU rates and demand

chargesDrawing much interestGroup will end when all the business is taken over by the SAE committees


Bus and Truck Charging Interface GroupAccomplishments and ActionsAt least three charging interfacing standards will expand or emerge–Existing standardsManual connection at high power – SAE J17723 phase AC high power – SAE J3068Wireless – SAE J2954

–New standardOverhead connection at high power – SAE J3105

–Mark Kosowski to lead the SAE J3105 effortGroup will end when all the business is taken over by the SAE committees


Discussion J-3105 Overhead Charging Suggestion 1: standard should have at the least the following sections and many of

the requirements can be shared from other standards: – Mechanical Interface – Electrical Interface – Control Interface – Security for WIFI

Suggestion 2: key parameters were discussed that should be set as requirements. An initial list of those are shown here:

– Standard location on roof In reference to front of vehicle In reference to front axle In reference to the passenger door

– Height Clearance – Dwell time for the vehicle to actively charge – Location of catenary movement

Located on vehicle Located on infrastructure

– Etc.

Action: bus and truck OEMs to review and refine above suggestions by next meeting


Next Steps

Next meeting– Late Q1 2016, location TBD

Contact information– Mark Kosowski, Technical Executive, EPRI– +1 (248) 421-7124– [email protected]


Together…Shaping the Future of Electricity

1

Demonstrative Experiment of a Regional Optimal Charging System

EPRI IWC Meeting

November 18, 2015

Kenichi Murakami (ITC-US), Daniel Mikat (TEMA TTC), Yoshimitsu Goto (ICS), Jose A. Salazar (SCE),

Scott Samuelsen (UCI)

2

Objectives• Verify interconnection between the system based on J2931 and a SEP 1.x smart

meter in collaboration with a utility

• Verify effectivity of the regional optimal charging algorithm to an actual situation of a vehicle usage

Collaboration

• This experiment was conducted in a field test for Irvine Smart Grid Demonstration Project in collaboration with SCE, UC Irvine, Toyota and Sumitomo

LocationIrvine, CA

Demonstrative Experiment

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Experimental period

June July1 ……… 8 ………..... 15 …………………………. 30 1 2 …………………… 15 …………………….................. 31 1 … ….5 6 ……..

August

Experimental period(Regional optimum charging

algorithm disabled ) Experimental period(Regional optimum charging

algorithm enabled)

Removal equipmentExperiment

Preparation

From June 6th 2015 to July 31st 2015

Preparation of charging/communication equipment and transporting vehicles to the site from the end of April

Period which the regional optimal charging algorithm was conducted from July 2nd to 31st

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Indiana Demonstrative Experiment (2013)

In 2013, Toyota did DR experiment with Duke Energy to demonstrate optimum charging

Verified a control mechanism to create a charging schedule using DR from a utility

For UCI and SCE experiment, a verification of regional optimum charging is the goal

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Proposal for ISGD Project

Targets

Validate the advantage of regional optimum charging control service(Cloud server assisted)

Determine that this service fulfills both “customer needs” and “optimized charging, considering energy demand”

Project Goals:

Calculate the optimum charging control setting using a cloud server Charging setting (charging time, power) controls the following items

- Minimize the impact on power grid- Minimize the charging cost- Accommodate the customer’s preference (SoC, charging completion time)

Cloud server controls charging of each EV/PHV remotely

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Diagram of Demonstrative Experiment

Prius PHV #5

HGW

EVSE

HGW

EVSE

HGW

EVSE

Internet

Prius PHV #1

Smart Meter

AMI

...

Prius PHV #2

SCE's SEP1.x ServerSFTP Server

Charging Schedule

TOYOTA Smart Center (TSC)

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Communication Flow

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Regional Optimal Charging Algorithm①

Charging setting flow for regional optimum chargingSet charging timer according to the following:

①The charging disconnect time (= departure time) is estimated based on past logging data

⇒Charging should be finished earlier than that estimated departure time

②The available time slot for charging is selected based on user’s DR priority setting⇒The unavailable time slot for charging is excluded

③The required amount of SoC is calculated based on past logging data

⇒Charging should be done to fill the SoC by the estimated departure time

④Cost function is used for the charging time slot assignment

⇒“Cost function” is composed of “tariff” and “power demand = base demand in region +

charging demand for each PHEV”

⇒To avoid peak-period and take advantage of the cheaper price period

⑤Charging time slot is assigned in ascending order using the cost function

⑥Assigned charging time slot will be accumulated in power demand table in the cost function

⇒To use for next charging optimization

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Regional Optimum Charging Algorithm②

12 15 18 21 24

Tariff

Time3 6 9 12

“Cost function” is composed of “tariff” and “power demand”, and charging time slot is assigned in ascending order⇒assigned charging time slot will be accumulated in power demand table, and used for next charging optimization

12 15 18 21 24

Demand

Time3 6 9 12

12 15 18 21 24

Cost function

Time3 6 9 12

①① ②

②

①① ②

②

Tariff table

Power demand (in some region)

④Cost function

= W1 x (tariff) + W2 x (power demand)

＋

⑤time slot for charging

⑥Power demand updated

①estimated departure time

①charging cable connected

* W1

* W2

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Tariff Information and DR Setting

Tariff information00:00 – 15:00 … ￠15

15:00 – 00:00 … ￠30

Demand Response settingUnused

￠ Low rate hours

High rate hours

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Forecast of Power Demand

Calculate this year’s power usage which is forecasted from last year’s power usage dataSet the power usage on an hourly basis

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Data Analysis

Extract actual time slot of charging from the event logs and charging logs

Compare the time difference between vehicles ⇒ Whether regional optimum charging is performed Compare with the power price information ⇒ Whether charging is performed in low rate time slot Compare with the power usage forecast ⇒ Whether charging is performed in low usage time slot

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Change of Charging Schedule①

Variation of a charging schedule for a vehicle 1

The charging time is different from July 2nd when the regional optimum charging algorithm is enabled

Regional optimum charging is disabled and the charging starts after 12:00am when the price is low

Power price + power demandare considered and the charging time is changed

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Change of charging schedule②




Power price + power demand are considered and the charging time is changed

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Change of charging schedule③




Power price + power demand are considered and the charging time is changed

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Adjustment of Charging Schedule between Vehicles

With Regional optimal charging algorithm enabled

22:00:00

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inexp 2 inexp 3 inexp 4

6:005:004:003:002:001:00

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inexp 2 inexp 4

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6:005:004:003:002:001:00

23:000:00

22:00

7/317/307/29

If regional optimal charging algorithm is enabled, each charge event doesn't start at same time.Each charge event accommodates different time slots between 0:00 am and 6:00 am when the power price becomes cheap.

Vehicle 1 Vehicle 2 Vehicle 3 Vehicle 1 Vehicle 3 Vehicle 1 Vehicle 2 Vehicle 3

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Allocate Time Slot for Charging in the Same Day①

07/29/2015

00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Last year 15 days average (kW)

15

30

0

￠

Time Tariff Table (￠)


Charging Complete

Charged as Scheduled

Avoid Peak Period

Departure Time Considered

Avoid Simultaneous Charge

Vehicle 1Vehicle 3 Vehicle 2

Departure time

Time

Estimated departure time

Predict electricity usage (kW)

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Allocate time slot for charging in the same day②

2015/07/30

00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24


15

30

0

￠


inexp 2 inexp 4

Charging Complete


Avoid Peak Period



Vehicle 1Vehicle 3

Departure time

Time



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Allocate time slot for charging in the same day③

2015/07/31

00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24


15

30

0

￠


Vehicle 1 Vehicle 3 Vehicle 2


Charging Complete


Avoid Peak Period



Departure time

Time



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Conclusion

Verify interconnection between the system based on J2931 and a SEP 1.x smart meter in collaboration with a utility

Verified ZigBee connection between a smart meter and a HGW

Received SEP1.x messages through a smart meter

Controlled the charging based on the received SEP1.x message

Realized the expansion of connectivity under different HAN (SEP 1.x & SEP 2.0)

Verify effectivity of the regional optimal charging algorithm to actual situations of vehicle usage

Used low-rate time slot from a choice of multiple rates

Used low-power demand time slot from the power demand forecast

Charged multiple vehicles avoiding simultaneous charge start times.

Through this experiment, not only DR from a utility for total grid, but optimization of power demand in a small community is

achieved with this system.


Marcus AlexanderManager, Vehicle Systems Analysis

Infrastructure Working CouncilNovember 18, 2015

Environmental Assessment of a Full

Transportation Portfolio

“The EPRI-NRDC study”


Overview

This study is an analysis of the impacts of electric transportation The study was performed in conjunction with the Natural Resources

Defense Council, and is a follow-up to a 2007 collaborative study This study looks at the net greenhouse gas impacts of a shift from

petroleum to electricity from 2015-2050, and the air quality impacts in 2030


Where we are today


Recent emissions trends

First, it’s important to note that the electricity sector has been getting cleaner, due to a combination of fuel prices and policy In the decade between 2003

and 2013, CO2 emissions decreased by 15%, SO2 emissions decreased by 70%, and NOx emissions decreased by 50%


Equivalent fuel economy of a PEV

Looking at fuel-cycle greenhouse gas emissions, a PEV with a 115 MPG ‘window sticker’ is equivalent to a 61 MPG gasoline vehicleAlthough there are variations

across the country, PEVs are low-emitting overall and are equivalent with all but the best hybrid vehicles even in the highest-emitting regions


Study overview


Methodology

Looking forward, it is important to include the effects of policyWe created two policy scenarios:

– Base GHG Scenario: This is the version of US-REGEN that was used for the 2013 EPRI Board Presentation

– Lower GHG Scenario: This includes a representative cost of carbon that starts at $20/MMTon CO2 in 2021 and escalates at 5% per year

The Clean Power Plan was not modeled


Transportation sector modeling

We assumed a large number of PEVs enter the new vehicle mix


Transportation sector modeling

This results in a large fraction of miles being electrified (this chart is for passenger vehicles) We also assume significant electrification in non-road transportation, including

forklifts, and lawn and garden equipment


Electricity Sector Results


Base GHG Scenario results

Without electrification, the Base GHG Scenario projects most new load being met with renewable generation, with some additional CCNG

The marginal transportation load is met by a combination of CCNG and renewables, with increasing amounts of Coal with CCS in the post-2040 timeframe


Lower GHG Scenario results

Without electrification, the Lower GHG Scenario projects significant decreases in coal and CCNG; ‘makeup’ generation and new generation comes from renewables

The marginal transportation load is met by a combination of CCNG and renewables, with a larger role for renewables and Coal with CCS in the post-2040 timeframe


Emissions results

Grid emissions decline significantly over time, and marginal emissions are generally lower than average emissions


Greenhouse Gas Emissions Results


Per-vehicle greenhouse gas emissions results

PEVs provide a significant reduction in emissions today and in the future, despite an improving baseline for conventional vehicles


Passenger vehicle greenhouse gas emissions results

For passenger vehicles, transportation electrification increases the reduction in transportation emissions between 2015 and 2050 from 32% to 57%


Passenger vehicle greenhouse gas emissions results (Lower GHG Scenario)

The Lower GHG Scenario further increases the reduction between 2015 and 2050 to 64% Increased electrification would lead to increased reductions


Multisector greenhouse gas emissions results (Lower GHG Scenario)

Overall emissions decline substantially – electrification, along with transportation efficiency improvements, result in a 70% reduction in GHG emissions for these two sectors between 2015 and 2050


Air Quality Results


Ozone results

There are modest, but widespread air quality benefits This chart shows ozone, which has a significant impacts on human health

and the environment ~1ppb benefits are widespread, are higher in urban areas


Regional zone results

In particular, improvements in the South Coast basin are up to 4 parts per billion; improvements in the Gulf Coast are around 3 ppb; and improvements in the Northeast are around 2 ppb


PM2.5 results

There are also reductions in PM2.5, mostly concentrated in urban areas


Air quality summary

There are small increases in emissions due to electricity generation, but these are more than offset by reductions in transportation emissions In general, most of the

emissions reductions come from non-light-dutytransportation


Summary


Summary

Transportation electrification can lead to large reductions in greenhouse gas emissions while also improving air qualityThis study validates the assertion that electrifying

transportation is beneficialThis study also provides ‘best practices’ for modeling grid

emissions due to a large-scale shift towards electricity as a transportation fuel, which can be used to interpret future studies from outside parties


More information

The executive summary is available at:http://epri.co/3002006881

Marcus Alexander: [email protected]


Together…Shaping the Future of Electricity

11

EPIC ProjectA PHEV with the benefit of export power

Efrain OrnelasFleet Engineering Transportation ServicesNovember 18th, 2015

2

PG&E Fleet Current State• More than 14,000 assets of which more than 10,000 are on-road/off-road

vehicles of all classes. 33% are alternative fueled or high efficiency vehicles.

• PG&E has the largest fleet and the largest alternate fuel fleet in the utility industry. It also consistently ranks in the top 10 green fleets nationally.

• Alt Fuel Vehicle Technology mix ePTO 554Electric (on- and off-road) 114Hybrid (HEV and PHEV) 602Natural Gas 712Biodiesel 1,200

• Approximately 1 million gallons of B20 biodiesel consumed per year.

3

Why Electrification?

Emissions reduction targets• EPAct compliance requirements

• Replacing gasoline with electricity reduces GHGs by up to 77%, depending on application and generating mix

Fuel prices

Work practice benefits• Extended work days

• Exportable power

• Work site power

• Safety

Operating costs• Electric idle reduction can reduce costs

by up to 30%

• Early results for PHEV & BEV shows savings of up to 70% in operating costs

Useful life• Some applications are showing three

years additional useful life

Leadership• Focus on zero emissions instead of low

emissions

4

PG&E’s Technology Strategy

• Any technology must meet the operating needs of the business

• For every technology we develop a business model that includes potential operating savings or safety impacts and potential cost impacts

• Because no fuel or technology can provide a single solution to our fuel dependency, emissions, and operational needs, we use a blended technology portfolio approach. Each technology is matched with the appropriate application.

• We remain actively involved in the development, demonstration and application of electric drive and idle reduction technologies

5

EDI PHEV - Drivetrain• Four Driving Modes• Single-motor all-electric mode (EV): 30-40 miles all electric• Dual-motor all-electric mode (EV+): Over 500 peak horsepower• Series hybrid mode: For around town driving• Parallel hybrid mode: For highway driving• 42 kWh lithium ion pack provides a 30-40 mile all electric range• 110-220V J1772 compliant charging• Regenerative braking

6

EDI EPIC Trouble truck

Range 30 miles in pure EV mode

7

Project Background and Industry Context• Increased pressures from regulators (CARB, EPA, local

ordinances) continue to drive emission reductions through sophisticated technical solutions but with large cost penalties

• Customers (rate payers) are inconvenienced with planned outages without convenient means for electric operations to temporarily provide power

• Rapid restoration is demanded following unplanned outages due to disasters/storms

• Status quo would not advance U.S. energy independence from foreign oil nor substantially reduce greenhouse gas emissions in fleet operations…a “game changer” was needed

7

8

Value to PG&E• Immediate operating cost benefits via fuel and

maintenance savings of plug-in hybrid work trucks

• Improved key CPUC metrics of number and duration of planned or un-planned outages to rate payers

• Crew safety improved with quieter “no idle” job-site operations enhancing communication

• Increased operating hours in residential locations with ordinances restricting noise emissions

• Good will from customers for increased grid uptime (continuity of power or faster recovery)

8

9

Exportable Power: The Game Changer

• Plug-in electric vehicles (aka extended range hybrids) all contain a powerful generator

• This generator can easily export power from the vehicle• We are working with several companies that have designed

trucks with 50 kw exportable power. These trucks have 110V and 220V plugs to run equipment at the job site.

• Only one company has designed trucks with 120kW of utility grade, exportable power. These trucks can produce power 480V – 3 phase.

• With this technology and the right safety protocols we could restore electric service in advance of repairs, eliminate scheduled outages, respond to emergencies more quickly and even demand shift load if necessary

10Conceptual Power “Bridge” Scenarios

Bridgetime

Repaired“prep”time

Storm outage

Bridgetime

Completed“prep”time

Planned maintwith transition

“drop”

Bridgetime

Completed

Planned maintNO transition

“drop”

“disc.”time

11Vehicle On-Site Grid Support System (VOGSS) EPIC Project 16

Key Activities & Planned Timing

2 trucks; 2 suppliers

Design &Engineering

Staging

Build & Test

Closing

Planning

12/23/15

2/28/15

1/5/15

2/16/15

5/19/14

Mule Alpha Beta

2 trucks; 1 supplier 7 trucks; 1 supplier

Hardware Development Phases

Early Concept Confirmation More Rigorous Lab Testing& Industry Staging

PG&E Field TestingMultiple Crews/Locations

12Early Mule Testing at PG&E ATS July 18, 2014

13National Renewable Energy Lab

Example testing at NREL in Dyno lab (PHEV versus baseline truck)EPIC funds leveraged with U.S. Department of Energy funds for testing

14

Export Power Levels (Beta Phase)

14

Truck Class

Peak Power (continuous)

Voltage Target Power Type

3 75KVA 240V Split single phase (120V ea leg)

5 120KVA 240V Split single phase (120V ea leg)

6 160KVA 240V Split single phase120/208/240/277/480V 3‐phase

15Prototype Ford F550 with EPIC

16Prototype Ford F550 with EPIC

17Summary• We are in the final stages of the Beta builds• Two of the three trouble trucks are

completed and have gone thru pre-delivery inspections

• The remaining units will be completed and inspected by early January

• After initial lab testing all units will be deployed to the field for durability and performance testing with actual crews.

• Finding from field testing will be evaluated and improvements and changes will be incorporated into the next phase of the project

1818

Thank youAny questions?

Efrain OrnelasFleet Engineering Transportation [email protected]

R E P O W E R I N G T R A N S P O R TAT I O N :

T H E U T I L I T Y A N D C U S T O M E R C O N N E C T I O N F O R E V R AT E S , M E T E R I N G , & L O A D C O N T R O L

Eric Van OrdenEPRI Infrastructure Working Council

August 18th, 2014

2

AGENDA

2

• Xcel Energy’s EV History & Perspective

• Residential EV Charging DSM Pilot

• Residential Rate Choices for EV Drivers

• Renewable Windsource for EVs

• Online Qualitative Rate Advisor

3

REPOWERING TRANSPORTATION

3

Enable the Market

Offers customers more choices

Get the Rules Right

Seek policies that benefit all energy

users

Manage System Impact

Shifts load and encourages charging

at home

4

ELECTRIC VEHICLES AT XCEL ENERGY

4

2009 2010 2011 2012 2013 2014 2015

5

ELECTRIC VEHICLES: MORE AVAILABLE

5

20102 Models Available





201525+ Models Anticipated

New nameplates added each year…

6

ELECTRIC VEHICLE ADOPTION

6

Currently ~0.1% of the total registered cars in US No federal incentive after 2020

7

ELECTRIC VEHICLE: CO & MN ARE TOP 10

Source: U.S. Energy Information Administration, based on Federal Highway Administration data and R.L. Polk & Company - Link

7

Electric Vehicles per 1,000 vehicles registered

8

ELECTRIC VEHICLE: CHARGING LOCATIONS

• More than 80% of charging takes place at home• But, there are almost 200 public charging stations of which 20 are fast

chargers in both MN & CO

8

Source: PlugShare.com; Similar maps are also available from the DOE’s Alternative Fuel Data Center - Link

9

HALF THE PRICE OF GASOLINE

9

$ pe

r Gas

olin

e G

allo

n E

quiv

alen

t (G

GE

)

Source: DOE Alternative Fuel Data Center - Average Retail Fuel Prices in the US - Link

10

ELECTRIC VEHICLE CHARGING PILOT

10

WHAT DID WE WANT TO LEARN?

1 When are customers charging?

2 What is the EV load profile?

3 How much do EV’s contribute to System peak load?

4 How are the charging stations being used?

5 What is the load factor for EV’s?

CO 2012/2013 DSM Plan 2- year pilot, 20 participants Budget: $ 69,871

11


11

Completed 2014 load control events (9 events)

Increased control period to 6 hours

One customer opted‐out for 2014

PHAS

E I

Completed 2014 load control events (10 events)

Increased control period to 6 hours

One customer moved, so was not included for 2014

• Partnering with GM OnStar

• Waiting for signature of Agreement from OnStar

PHAS

E II

PHAS

E III

1212

CONCLUSIONS• EV charging peak does

not coincide with Xcel Energy system peak

• Non-coincident peak load factor = 19.5%

• The average demand (kW) savings per vehicle on a System peak day is around 0.28 kW

Average kW Demand per vehicle

PILOT peak timePILOT peak (kW)

SYSTEM peak time PILOT kW at Sys Peak

Oct 10/1 | 11 PM 1.34 10/15 | 8 PM 0.06Nov 11/9 | 4 AM 1.31 11/21 | 6 PM 0.18Dec 12/12 | 2 AM 1.32 12/5 | 6 PM 0.55Jan 1/17 | 7 PM 1.16 1/5 | 7 PM 0.08Feb 2/11 | 8 AM 1.32 2/5 | 7 PM 0.42Mar 3/5 | 6 PM 1.28 3/1 | 7 PM 0.55Apr 4/17 | 12 AM 1.43 4/13 | 9 PM 0.12May 5/1 | 11 PM 1.57 5/28 | 6 PM 0.28Jun 6/29 | 8 PM 1.24 6/30 | 5 PM 0.32Jul 7/17 | 8 PM 1.31 7/7 | 5 PM 0.24Aug 8/16 | 12 AM 1.25 8/13 | 5 PM 0.27Sep 9/6 | 11 AM 1.22 9/3 | 5 PM 0.25


1313

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0:00

1:00

2:00

3:00

4:00

5:00

6:00

7:00

8:00

9:00

10:00

11:00

12:00

13:00

14:00

15:00

16:00

17:00

18:00

19:00

20:00

21:00

22:00

23:00

kW

Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

System Peak Window


141480.00%82.00%84.00%86.00%88.00%90.00%92.00%94.00%96.00%98.00%100.00%

0

25,000

50,000

75,000

100,000

125,000

150,000

175,000

0 1 2 3 4 5 6 7 8 9 10 11 12 More

# of Readings

Cumulative %

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.70:00

1:00

2:00

3:00

4:00

5:00

6:00

7:00

8:00

9:00

10:00

11:00

12:00

13:00

14:00

15:00

16:00

17:00

18:00

19:00

20:00

21:00

22:00

23:00

kW

Average

Minimum

Maximum

System Peak Window


1515

EV OWNERS’ SURVEYObjective: Gauge interest in participating in future utility pilots.

• Most EV drivers (56.1%) use Level II charging at home.

• ~75% of charging takes place in homes; ~15% at work

• High percentage participate in renewables

0%

5%

10%

15%

20%

25%

30%

35%

WindSou

rce

SolarRew

ards

(Roo

ftop

)

SolarRew

ards

(Garde

ns)

EE Reb

ates

My Accoun

t

E‐Bill

Non

e

Participation in other Xcel Energy offerings


1616

EV OWNERS’ SURVEY

• Greatest motivation to participate in future EV pilots/programs:

44%

35%

18%

3% No upfront cost forcharging or otherequipment

Monetary award providedfor each year ofparticipation

Program and marketinformation shared duringprogram participation

Gift award forparticipation


1717

PILOT PARTICPANT SURVEY• Half own; half lease• Most do not have access to EV charging at work• 2/3 mildly inconvenienced by the control events• 12 control events per season was reasonable• Right amount of communication• 2/3 thought $100 incentive was enough• Overall happy with the pilot

Expected Length of Ownership

<1 year 1‐3 years >3 years


18

What does this all mean?• Controlling EV charging does work• DR has minimal impact to customers • Lower charging peaks in summer vs. winter• Customers asking for EV rate

Where are we headed next?• Still an evolving industry• Ongoing exploration & development

18


19

ELECTRIC VEHICLE RATE OPTIONS (MN)

19

Flat Rate

All your usage billed at the same low price

Good option if you prefer to charge mid‐day

Time Of Use RateWhole‐home usage

divided into on‐peak and off‐peak hours

Best option if you can shift home usage to off‐peak times

EV Rate

Low off‐peak rate for vehicle charging only

Talk to an electrician to estimate costs to prepare for the second meter

*Rates displayed include all riders and adjustments, expect taxes**Rates are subject to resource and/or fuel adjustments, city fees and taxes where applicable. Rates may change upon PUC approval.

What’s best for you? It depends how, and when, you use electricity:

2020

ELECTRIC VEHICLE RATE OPTIONS (MN)

21

CLEAN ENERGY FOR EV DRIVERS

21

22

RATE ADVISOR

22

23

ELECTRIC VEHICLE ADOPTION

23

Currently ~0.1% of the total registered cars in US No federal incentive after 2020

REPOWERING TRANSPORTATION

ERIC VAN [email protected]

303-294-2037

25

ELECTRIC VEHICLE: CHARGING OPTIONS

25

Charging Type Level I

Level II

Fast Charging

Charging Time 6-16 hours 4-8 hours 0.5-4 hoursCharging Rate 2-5 miles of

range per hour10-20 miles of range per hour

50-200 miles of range per hour

Installation 120v Outlet (Common outlet for

most use)

240v Outlet (Like a clothes dryer or

kitchen stove)

Dedicated wiring and breaker is

requiredPower Demand Up to 3.3 kW Up to 7.2 kW 7.2 kW to 125kW

26

RATE ADVISOR

26

November 18, 2015 SAE V2G Standards 1

Utility Interconnect – The Roaming Inverter

Hank McGlynnAEYCH LLC

Electric Power Research InstituteInfrastructure Working Council Meeting

Atlanta, GeorgiaNovember 18, 2015

Interconnection of Photovoltaic Systems


• PV Inverter Model tested and listed by NRTL to UL 1741• Local Code Inspection based on Listed Inverter Model• Utility Interconnection approval based on Listed Inverter Model

Stationary EVSE Inverter - Roaming Battery


• EVSE Model (Inverter) tested and listed by NRTL to UL 1741• Local Code Inspection based on Listed EVSE • Utility Interconnection approval based on Listed EVSE (Inverter) Model

External Power Conversion


EVSE Computer

RECEPTACLE

DC

PEV

BatteryBMS

PEV-EVSEP2P Link

Vehicle Computer

PLUG

PEV-EVSEP2P Link

CABLE

EVSE

DC ACECPPower

Conversion

Smart InverterFunctions

SiteSettings

DER

DER Control Entity(Utility, Facility, Aggregator)

SAE or CHAdeMO Connector

DER Mode to be added to P2P Protocol used for DC Fast Charging

Onboard Inverter System Concept


Computer(s)

J3072Logic

Computer(s)

J3072Logic

EVSE

MAC/PHY Bridge

PEV

P2P(A1)

P2P(A1)

LAN

Power ConverterBreaker

EVSELogic

Smart Inverter Functions

IEC 61850-90-7& SAE J2836/3

1547Logic

P2P P2P

SAE J2931/4 PLCSEP2 (IEEE 2030.5 & SAE J2847/3)

SAE J2931/4 PLCSEP2 (IEEE 2030.5 & SAE J3072)

SAE J3072 Standard


Scope: This SAE Standard J3072 establishes interconnection requirements for a utility‐interactive inverter system which is integrated into a plug‐in electric vehicle (PEV) andconnects in parallel with an electric power system (EPS) by way of conductively‐coupled,electric vehicle supply equipment (EVSE). This standard also defines the communicationbetween the PEV and the EVSE required for the PEV onboard inverter to be configuredand authorized by the EVSE for discharging at a site. The requirements herein areintended to be used in conjunction with IEEE 1547 Standard for InterconnectingDistributed Resources with Electric Power Systems and IEEE 1547.1 Standard forConformance Test Procedures for Equipment Interconnecting Distributed Resources withElectric Power Systems.

The Roaming Inverter


• PEV Inverter System Model tested and certified by VM to SAE J3072• EVSE Model listed to UL XXXX (which calls out J3072)• Local Code Inspection based on NEC 2017 Article 625.48• Utility Interconnection approval based on Listed EVSE Model• EVSE authorization process for PEV Inverter System Models?

EVSE provides site settings to PEV

EVSE validates PEV settings

EVSE verifies PEV J3072 status

EVSE authorizes PEV discharging

NEC 2017 – Result from Panel CMP12

August 20, 2015 SAE V2G Standards 8

UL Standard Needed for Reverse Flow EVSE

• Standard must call out meeting the requirements of J3072 section 4.6, include the requirements of UL 2594 (or UL 9741 for AC RPF), and include additional requirements for the EVSE to communicate with the utility/site infrastructure as necessary for authorization of the PEV to discharge

• New safety features may be required:Monitor PEV current and disconnect PEV for fault outside limitsPossible backup for certain IEEE 1547 requirements

• Define approach for NEC 2017 625.48 “evaluate for use with specific EVs”


Need EVSE OEM and UL leadership

To NRTL or not to NRTL

• Utility interconnection rules and requirements generally require that the inverter model to be used at the site has been tested, certified, and listed by a NRTL to a standard which is acceptable to them (such as UL 1741).

• There is no technical reason why a NRTL could not perform the certification tests to J3072 for a PEV onboard inverter.

• This is routinely done by NRTLs to certify and list PV inverters to UL 1741 and this listing is universally accepted by utilities.

• However, VMs prefer to perform their own certification testing and to not be required to use a NRTL. This is an open issue with some VMs.


New Utility Approval Paradigm Needed

• Existing utility interconnection approval processes all assume that the inverters are located at a specific site and it is the site that is approved for producing power.

• New process approves the site on the basis of its listed EVSE models and the ability of the site to manage the total power production and allow any mix of roaming PEVs to connect and discharge.

• The infrastructure and process complexity depends on the role the utility elects to follow in the approval of specific PEV inverter models for use in their service area.

• EVSE only checks for PEV J3072 Cert True/False status (Simplest)• EVSE checks PEV inverter model number against an online database

– Utility database (based on utility approval of models for service area)– State database (based on state PUC approval)– National database (recognized authority EPRI? FERC? DOE Lab?)



[email protected]

(607) 786-5343

Questions?

BACKUP

SAE V2G Standards 13

SAE J3072 Published as Standard


Inverter System Model – not a “box”


Inverter System Model Number Format

Example of Inverter System Models

Impact of Configuration Changes


Baseline Model

New Baseline?

Interchangeable at System Level?

New ModelDelta Certification

Model UnchangedNo Certification

System Componentis Changed

Model UnchangedNo Certification

Class II

Class I

Yes

No

No

Yes

New ModelFull Certification

Parameters Exchange


J3072 Scope and Purpose

September 24, 2015 SAE V2G Standards 18

Certification of EV Inverter System to J3072


Certification of EVSE to J3072 Section 4.6


J3072 V1 Limitations

J3072 does not provide requirements for the EVSE to transfer utility-provided curves for autonomous smart inverter functions (such as volt-VAR) to the PEV at the time of connection.

It is also not safe to rely on programming such curves directly into the PEV inverter system because these vary by connection location.

It is expected that this information would be exchanged directly with the utility using the communication protocol supported by the PEV to engage with the utility server.

The focus for the first version of J3072 was on the minimum requirements to transfer site constraints from the EVSE to the PEV that could be used with vehicle operator selected engagement of discharging


Options to Engage Facility EMS (SEP2)



November 18, 2015

Greg NieminskiIEC and NEC Updates


IEC Project Stages and Timetable for Standards Development

Project Stage Associated Document Name Abbreviation Minimum Timeline (for comment and/or voting)

Proposal stage New Work Item Proposal NWIP 3 months for voting

Preparatory stage Working draft WD 12 months recommended

Committee stage Committee draft CD 2‐4 months for comment

Enquiry stage Enquiry draft IEC/CDV ISO/DIS

5 months for translation (2), comment and voting (3)

Approval stage Final Draft International Standard FDIS 2 months for voting

Publication stage International Standard IEC or ISO/IEC 1.5 ‐2 months

NEC CMP12 UPDATE

Jeffrey Menig Global Facilities – Facility Engineering

NEC CMP12 UPDATE

The 2017 NEC Cycle• Second Draft Meeting was November 2 - 14

2015• CMP 1-12 wrapped up Saturday 11/14• Correlating Committee; January through

March• The Second Draft Ballot will be January 15

2016• The Second Draft Report will be available for

viewing at www.nfpa.org “NFPA 70: National Electrical Code®“ April 8, 2016

NEC CMP12 UPDATE

The 2017 NEC Cycle

• Posting of Final Second Draft for NITMAM (Notice of Intent to Make a Motion); April 8, 2016

• NITMAM Closing Date April 29, 2016• Completion for Publication; August 2016• Published September 2016

NEC CMP12 UPDATE

The 2017 NEC Cycle (The Good News)

EPRI IWC Recommended Changes to Article 625 Definition Clarifications in 625.2 and 626.2, These were all successful and made it through the Second Draft process.• Modify Language to accommodate Wireless Charging

Technology throughout 625, These were also successful and made it through the Second Draft process. This also included changing all references to the old inductive (paddle) to “Wireless Charging”

• Add new section for Wireless Charging (625.101 and 625.102)

NEC CMP12 UPDATEThe 2017 NEC CycleProblem Areas• 625.17(A)(3) The 36 (12) in. Power Supply CordWhy this is a problem: The personnel protection device is located in the EVSE itself, leaving the 12” unprotected.

Most of the “NO” voters indicated that if the personnel protection was in the Plug connector itself or if a GFCI Circuit (both 125V and 250V) was required for EV charging they would they would allow longer cord for “Portable” and “Fixed In Place”.

Suggestion IWC will input a requirement that all “circuits (125V or 250V, residential or Commercial) intended for EV charging shall be required to be GFCI protected.

NEC CMP12 UPDATEThe 2017 NEC Cycle• 625.44 – New language around Portable, Stationary and

Fixed installations.(A) Portable Electric Vehicle Supply Equipment

(2) A Nonlocking, 2-pole, 3-wire grounding-type receptacle outlet rated 250 volt, single phase, 15 or 20 amperes.

• NEMA is the main opposition to this proposal. Their claim is that there is currently not a duty rated 250V receptacle currently on the market.

• It would also be helpful to have a requirement that the circuit be GFCI protected.

• We did however pick up two votes for this initiative but it was voted down 5 to 4.

• It would be helpful if EVSE Manufactures became NEMA members!

NEC CMP12 UPDATEThe 2017 NEC Cycle625.44

NEC CMP12 UPDATETo View the 2017 NEC• 625.17(B) Output Cable conforms to values in the

60°c column of table 400.5(A)(2)• PC 1461 again tried to remove this reference again

but was voted down.• NEMA recognizes that EVSE’s may conform to the

UL 2594 (EVSE Product Standard) and be listed and labeled but consider the output cord an extension of the Branch Circuit as there is no overcurrent protection internal to the EVSE.

• The panel would like to see Temp/time testing results on the performance of EV cable types.

• Provide Data in the form of PI for 2020 code cycle for the EV type cables to update the tables in section 400.5

NEC CMP12 UPDATE

ENERGY STAR®

Electric Vehicle Supply Equipment

An Update on the Specification Development Process

November 18, 2015

ENERGY STAR Products Labeling Program

ENERGY STAR Product Development Team

Verena RadulovicU.S. Environmental Protection Agency

Matt MalinowskiICF InternationalEmmy PhelanICF InternationalDoug FrazeeICF InternationalBruce NordmanLawrence Berkley National LaboratoryAlan MeierLawrence Berkley National Laboratory

Barney CarlsonIdaho National Laboratory

Ted BohnArgonne National Laboratory

2

TimelineEvent Date

Scoping Report Published September 2013

EVSE Specification Development Launch and Draft 1 Test Method Published

June 19, 2015

Draft 1 Test Method Webinar July 9, 2015

Draft 2 Test Method Published October 6, 2015

Draft 2 Test Method Webinar October 21, 2015

Comments Due November 17, 2015

Data Due December 21, 2015

Draft 1 Specification December/January 2015

Additional Draft Specifications Q1 and Q2 2016

Final Specification Effective Mid‐2016

3

4

We are headed here

We are here

Introducing ENERGY STAR Draft 2 Test Method for EVSE

• Test Boundaries:

• Test Setup:

5

Vehicle Emulator Module (VEM)

Electronic AC Load

Input Power Measurement Apparatus (IPMA)

Input power measurement location (near input receptacle)

Output power measurement location (near J1772 connector)

EVSE

Unit Under Test

Inpu

t

Outpu

t

Draft 2 Test Method: Summary

• Focuses on test set up and test conduct: intended to apply to both basic models and models with additional features (network connectivity, LCD screens, lighting).

• Includes scope and definitions of different modes.– Harmonizes, where possible with industry accepted definitions, but

also proposes new ones, as appropriate

• Intended to capture power loss in different modes for EVSE.

• EPA seeks feedback on Draft 2 to move to the subsequent draft of the test method.

6

Next Steps: Specification Development Process

• Feedback Request to inform how to approach developing the specification:– How to define product families or similar models that ship with

different cords.– Estimates of commercial versus residential usage.

Data-driven process:– EPA analyzes data assembled by manufacturers or obtained

elsewhere.– Proposes levels that recognize top performers in the market.– All proposals are validated through specification drafts. – Only one ENERGY STAR criteria to achieve the label.

7

Data Assembly• EPA has not proposed performance levels for EVSE at this time but is

assembling data to inform the specification setting process. • Manufacturers are invited to share data using the form distributed with

the Draft 2 test method by December 21, 2015. • Once EVSE test data is available, EPA will use the data to develop a

first draft of the specification’s energy efficiency requirements

8

Data Assembly Process• EPA will compile all data and published anonymized summaries• Data will be validated and analyzed to understand impacts on efficiency.• For example, data analysis could appear as follows:

9

Connected Functionality: EPA’s Interest is Due to the Following Anticipated Benefits:

1. Consumer savings through automatic shifting of EVSE charging in response to price signals, in accordance with consumer preferences;

2. Enhanced consumer understanding of EV fuel costs through availability of EVSE meter data;

3. Consumer and utility/load management entity benefits from Demand Response programs; and

4. Utility/load management entity verification of EVSE load shed, and notification of consumer override, through limited sharing of data that will respect consumers’ privacy;

10

Opportunity to Promote Open Standards and Open Access• EPA is considering using an approach similar to that used in the ENERGY STAR Pool Pumps

specification while taking into consideration the unique aspects of electric vehicle supply equipment.

11

1) EVSE Grid Connected Features: Which are available or planned services found in current and forthcoming models?

Reliability/Traditional DR: Planned dispatch versus fast response

Ancillary Services: Increase load now versus scheduled charging

Price: Notification and responsiveness

Feedback to load balancing entity

2) What kinds of EVSE will be controlled by DR aggregators versus utilities?

3) Open Standards/Open Access/API – will it be on the premises, in the cloud, or both?

4) Options and limits, if any, on consumer DR override-ability

12

EPA Seeks Feedback from Stakeholders:

Thank you!

To be added to EPA’s stakeholder listserveto receive specification updates, please email:

[email protected]

13

www.energystar.gov/productdevelopment

SAE PEV Communication & Interoperability Task Force Status

IWC MeetingNovember 18, 2015

11/18/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 1

Background


SAE Communication BackgroundMajor Documents and Functions

Rich Scholer ‐ SAE Communication and Interoperability Task Force 3

1. J2836™ - Use Cases (establishes requirements) Technical Information Report (TIR)

2. J2847 – Messages, diagrams, etc. (derived from the use case requirements) -2 is Standard and others are Recommended Practice (RP)

3. J2931 – Communication Requirements & Protocol TIR

4. J2953 – Interoperability RP

5. J3072 – Interconnection Requirements for Onboard, Utility-Interactive, Inverter Systems Standard

11/18/2015

J2931/7 SecurityRich Scholer ‐ SAE Communication and

Interoperability Task Force 4

SAE Document InteractionCommunication, Energy Transfer, Interoperability and Security

Smart Charging(U1 – U5)

DC Charging

PEV as Distributed Energy Resource (DER)

(U6 & U7)

Diagnostics

Customer to PEV and HAN/NAN

(U8 & U9)

Wireless Power Transfer

Use Cases Applications & Signals Protocol

PLC(BB OFDM)

Internet

IEEE 802.11p

Requirements

J2836/1™ J2847/1 J2931/1

J2836/2™ J2847/2

J2836/3™ J2847/3

J2836/4™ J2847/4

J2931/4

J2836/5™ J2847/5 J2931/5

J2836/6™ J2847/6 J2931/6

J2953/1 Interoperability, J2953/2 Test Procedures

11/18/2015

J3072On-board Inverter

DER Mode

ISO/IEC Status (as of 9‐8‐15)


J2836™/?

J2847/2J2931/1, 4

J2953/1, 2

J2836/6™J2847/6J2931/6

Current Status


Activate SAE Documents1. J2836/3™ ‐ V2 ‐ Use Cases for the PEV Communicating as a Distributed

Energy Resource (DER) 2. J2847/2 – V4 ‐ DC Charging messages/signals3. J2931/1 – V4 ‐ Requirements4. J2931/7 – V1 ‐ Security5. J2953/1 – V2 ‐ Interoperability requirements6. J2953/2 – V2 – Interoperability Plan and Report


Up next1. J2847/5 – V1 – Customer to PEV messages/signals2. J2931/5 – V1 – Customer to PEV Protocol


Published SAE Documents ‐ 20151. J2836/5™ (V1) ‐ PEV to Customer Use Cases

– Published 5‐7‐15.

2. J2847/2 (V3) ‐ DC Charging messages– Published 4‐9‐15

3. J2847/6 (V1) – Wireless Charging messages– Published 8‐5‐15

4. J2931/1 (V3) – Requirements– Published 1‐5‐15

5. J2931/4 (V3) PowerLine Carrier (PLC) – wired communication protocol– Published 10‐22‐15

6. J2931/6 (V1) – Wireless Charging Protocol1. Published 8‐27‐15

7. J3072 (V1) ‐ Interconnection Requirements for Onboard, Utility‐Interactive, Inverter Systems

– Published 5‐19‐15.

DC charging - Rich Scholer

1. Common Schema– 15118 team reviewing errors/inconsistencies of ISO15118‐2/‐3

• Dortmund meeting is kick‐off• Variations and additions to message & signals in 15118 vs. DIN

– Managing existing namespace, major/minor versions1. (ISO 15118‐2) urn:iso:15118:2:2010:MsgDef, 1.02. (J2847/2 & DIN 70121) urn:din:70121:2012:MsgDef, 2.03. (J2847/6) urn:sae:j2847‐6:MsgDef, 1.04. (ISO 15118‐7) urn:iso:15118:7:2015:MsgDef, 3.0

– Managing future namespace, major/minor versions6. ISO 15118‐2 (V2) TBD7. SAE J2847/2 (V4) urn:sae:j2847‐2:MsgDef, 4.0

– Add Distributed Energy Resource (DER) schema– Allow both XML or EXI from client (vehicle) instead of only EXI

• [V2G2‐600] The EXI coder for encoding and decoding of the ISO/IEC 15118 communication shall use the EXI profile settings W3C EXI Profile according to Table 13 of 15118‐2.


• J2847/2 ‐ V3 – DC charging messages and signals– Published 4‐09‐15, – V4 reopened:

DC charging (cont)

2. WPT Updates (not include messages/signals but references to J2847/6)– Pull schema from J2847/6 and update J2847/2

3. DER Updates (messages/signals)4. Allow both XML & EXI sent from client (vehicle) instead of

only EXI5. Establish and include restarts/retries

– Based on Timing milestones?– Based on Stage transition?

6. Move schema to separate SAE document or keep in J2847/2 (due to size)?


Schema and Requirements in SAE and ISO/IEC (today)


AC DC WPT DER Security PnC Scheduled Charge

J2847/2 (V1) = DIN SPEC 70121

X

J2847/6 (V1) X X

J2847/2 (V4) X X XISO15118‐2 (V1) [V2G2‐XXX] X X X X XISO15118‐7 (V1) [V2G2‐XXX] X X X ? X XISO15118‐ (V??)


Schema & Requirements in SAE (proposed) One location for the complete schema (J2847/2) and requirements placed within their functional documents

Schema AC DC WPT DER Security PnCScheduled Charge

J2847/2 (V4) X X X X X X XRequirements

J2847/2 (V4) [V2G‐DC‐XXX] X XJ2847/5 (V1) [V2G2‐XXX] X X XJ2847/6 (V2) [V2G‐WP‐XXX] XJ2931/1 (V4) Requirements [V2G2‐XXX]

?

J2931/7 (V1) Security details [V2G2‐XXX]

X

Schema Variations1. Establish a resolution for DC charging variations (DIN to

15118‐2)2. Determine variations on WPT (J2847/6 to 15118‐7)3. Add DER schema

a. Update namespace and increase to major/minor version 4.0i. urn:sae:j2847‐2:MsgDef, 4.0

4. Determine if client (vehicle) can send XML or EXI (same as SEP2) vs. only EXI, that is the current approacha. Do only static messages have an advantage for EXI??b. Dynamic messages/signals may take more time to code,

transmit and decode if EXI is required.



Existing Schema Variations (detail)


XML vs. EXI

EXI only ‐memory requirements• Need to also understand processor variations plus coding &

decoding times.



V2G, DER, and Reverse Power Flow StandardsHank McGlynn

J2836/3™ V2 - Use Cases for PEV as a DER• Find and fix errors in Version 1• Provide link to J3072 for onboard inverter• Establish role of EVSE inverter

– EVSE to PEV clearly required to define J2847/2 DER Mode– Should EVSE to Utility be covered? To what extent?

J2847/2 V4 - Communication Between Plug-In Vehicles and Off-Board DC Chargers• V4 reopened for DER effects.

J3072 Interconnection Requirements for Onboard, Utility-Interactive, Inverter Systems• V1 published but still need to address UL for EVSE variations with off-board inverters and

potentially FMVSS for the on-board inverter validation since UL & NEC don’t apply to vehicles.

Customer to PEV com (Telematics)George Bellino


• J2836/5™ V1 ‐ Use Cases • Published 5‐7‐15.

• J2847/5 (V1) is next for messages and signals.• J2931/5 (V1) for protocol.

J2847/6 V1 - Wireless charging messages


• V1 published 8‐5‐15.• V2 planned for some unresolved comments and further harmonization with ISO 15118‐6, 7 & 8.– ISO 15118‐6 & ‐7 may now be rolled into ‐1 & ‐2

J2931/6 ‐Wireless charging protocol

• V1 published 8‐27‐15

Wireless charging variations(yellow is same)


DC ChargingWPT

(J2847/6) WPT (ISO 15118‐7)

Association Association AssociationSLACService Discovery Protocol Service Discovery Protocol Service Discovery Protocol

Initialization InitializationCommunication Setup

SupportedAppProtocol SupportedAppProtocol SupportedAppProtocolSessionSetup SessionSetup SessionSetup

Identification, Authentication and AuthorizationIdentification, Authentication and Authorization Identification, Authentication and Authorization

ServiceDiscovery Service Discovery Service DiscoveryServiceDetail ServiceDetail ServiceDetailServicePaymentSelection ServicePaymentSelection ServicePaymentSelection

Contract Contract ContractContract Authentication Contract Authentication Authorization

Alignment FinePositioningStart Alignment FinePositioningAlignmentComplete

Pairing PairingStart AlignmentCheck AlignmentCheckEndAlignmentCheck Pairing

Wireless charging variations (cont)


DC ChargingWPT

(J2847/6) WPT (ISO 15118‐7)Isolation

Monitoring &

PreCharge PreCharge

Target Setting and Charge

Scheduling

ChargeParameterDiscoveryChargeParameterDiscovery ChargeParameterDiscovery

Charge Prep

Charge Prep Charge Prep

CableCheckPre‐Charge WP Pre‐Charge Pre‐ChargePowerDelivery PowerDelivery PowerDelivery

Energy Transfer Charging

Charge Control and

Re‐Scheduling

CurrentDemand CurrentDemand CurrentDemandPowerDelivery PowerDemand PowerDemand

HeartbeatWelding Check &

Termination Finalize

End of charging process

PowerDelivery PowerDeliv eryWeldingDetectionSessionStop SessionStop SessionStop

SecurityGordon Lum

• J2931/1 – Protocol Requirements– V3 published for DC Charging– V4 reopened to include security updates (high level)

• J2931/7 – Security– V1 restarted and correlating with SGIP comments on J2931/1.

– Meetings restarted in July.


J2953/1 & /2 – InteroperabilityTed Bohn

• J2953/1 (requirements).– V1 testing at Intertek (control pilot and prox) is complete and waiting for final report.

– V2 is DC communications plus J1772 V6 changes

• J2953/2 (plan & procedure) – V1 & 2 ‐ Tracking J2953/1 effort.


Test Case Summary


Category RequirementsTotal items

Test Cases Gap

TimingRequirements 5 14 6 8Message Response 1 12 0 12

AssociationSLAC 1 1 5 0SDP 7 1 1 0

Initialization

SupportedAppProtocol 1 1 4 0SessionSetup 9 1 1 0

SessionSetup (response code) 2 3 2 1ServiceDiscovery (response) 9 1 1 0

ServiceDiscovery (ServiceCategory) 1 1 1 0

ServiceDiscovery (EnergyTransferType) 1 2 2 0

ChargeParameterDiscovery (EVRequestedEnergyTransferType) 3 2 2 0ChargeParameterDiscovery (EVSEPeakCurrentRipple) 0 1 2 0

Initialization, Precharge, Energy

Transfer & Termination

EVReady 1 1 1 0EVErrorCode 1 9 2 7EVSEIsolationStatus 1 4 3 1EVSEStatusCode 3 7 2 5Response Code 17 15 5 10

Initialization & Energy Transfer EVMaximumVoltageLimit 0 1 3 0

Precharge & Energy Transfer

EVTargetCurrentEVTargetVoltage 0 2 4 0BulkChargingCompleteChargingComplete 0 2 0 2

Energy Transfer

EVSECurrentLimitAchievedEVSEPowerLimitAchievedEVSEVoltageLimitAchieved 0 3 0 3

84 47 49

1. Test all the timing (or timeouts)

2. Test all the response code enumerations

3. Test all the requirements [V2G‐DC‐XXX]

Timing Example


Discconnectt0 t1 t2 t2' t2" t3 t4 t5 t6 t7 t8 t9 t10 t11 t12 t13 t15 t15' t16 t16' t17

SLAC SDP 0a 1a 2a Xa Ya 3a 4a 5a 6a 8a 9a 10a0b 1b 2b Xb Yb 3b 4b 5b 6b 7b 8b 9b 10b

6) 2

proposed < 9 s

t23'

Inlet Lock

Emergency Shutdownt18t24t30

t19t25t31

t20t26t32

9) T18‐23' = PEV shutdown10) T24‐29 = EVSE shutdown12) T30‐35 = Pilot/Prox shutdown

6, 7) T11‐17 = normal shutdownB2 or C or D

C

11) 2 sec

SECC Response

LockedUnlocked (or locked if release is included)

B2

Disconnect

3) 40 sec

2) 1.5 4) 7

5) 150 seconds

Isolation monitoring & Precharge

7at14ShutdownInitialization Energy Transfer

t0' t0"

13) 2 min14) 20 s

EVCC Request

Association

Time (seconds) 7) 1.5

8) 1.5 sec

9 & 10) 1 sec, 12) 30ms

1) 20 seconds

Disconnectt21t27t33

t22t28t34

t23t29t35

Control Pilot

B1 or B2

Timing Requirements Rqmt Test Case1 The setup of the communication session, (PEV detecting the DC EVSE turning on the oscillator (State B2) to the

reception of the SessionSetupRes message (1b), must occur within 20 sec (t0" – t0')). [V2G‐DC‐644] TC‐3 & 4

PLC_DIN_016, 046 &047

2 After the DC EVSE sends message 3b and receives message 4a from the PEV, the PEV has 1.5 seconds to change the pilot to State C/D as outlined in J2847/2 (t2" – t2').

3 After the PEV sends the first 4a message the DC EVSE has 40 seconds to finish the Isolation Check as outlined in J2847/2 (t4 – t2).

[V2G‐DC‐501] PLC_DIN_017?

4 The DC EVSE has 7 seconds from the first 5a message sent by the PEV, until the PEV receives a corresponding 5b message and the bus voltage is adjusted to ± 5V (IEC 61851‐23 Annex CC calls for ± 20V) of the vehicle’s target voltage request, as outlined in J2847/2 (t6 – t5).

[V2G‐DC‐277][V2G‐DC‐278]

PC_001 (TC‐DC_005 &TC‐5)PC_002

5 The DC EVSE must be ready to charge within 150 seconds of the PEV detecting the DC EVSE turning on the oscillator (State B2). The end condition is the PEV receiving the PowerDeliveryRes message (6b) in response to a 6a message with the ReadyToChargeState Signal set to True as outlined in J2847/2 (t8 – t0').

[V2G‐DC‐644] PLC_DIN_015

6 Upon receiving message 8a the DC EVSE shall reduce the output current to less than 5 A at a minimum rate of ‐100 A/s or faster (per SAE J1772) within 2 s

7 ‐14

Then add response codes and Test Cases


Discconnect Association InitializationIsolation monitoring &

PrechargeEnergy Transfer Shutdown Disconnect

t0 t0' t0" t1 t2 t2' t2" t3 t4 t5 t6 t7 t8 t9 t10 t11 t12 t13 t14 t15 t15' t16 t16' t17EVCC Request SLAC SDP 0a 1a 2a Xa Ya 3a 4a 5a 6a 7a 8a 9a 10aSECC Response 0b 1b 2b Xb Yb 3b 4b 5b 6b 7b 8b 9b 10b

Time (seconds)1) 20 seconds 2) 1.5 4) 7

6) 2 8) 1.5 sec

13) 2 min14) 20 s

3) 40 sec 7) 1.5

5) 150 seconds

Session Setup Code

0 X1 X2 X

Timing #1

TC

1aSLAC, SDP 1b 1c0a, 0b 1d

Timming #13, 14 1d

1a, 1b 1e, f0a, 1b? 1g

Energy Transfer Type

2 X

3 X

EV Requested Energy Transfer

Type

0 X1 X2 X3 X4 X5 X

Test Case Details


Test Case Test Case ID Description Rqmt Passed Failed Comments/Questions

1a PLC_DIN_016 Check if EV performs V2G Communication Session within CommunicationSetup Performance Time [V2G‐DC‐644] Passed, if performance time between t0'

and t0" is less than 20 s. Otherwise What response code is used?

1b

PLC_DIN_001PLC_DIN_002PLC_DIN_003PLC_DIN_004PLC_DIN_005

Evaluate dependence on measuring of attenuation by EVSE using a set of attenuations sended by EV simulator.Check if measured attenuation values are plausible.Variation of number of soundings.Check EV analysis of attenuation profile.Check if matching decision by EV is performed correctly.

[V2G‐DC‐519]

SLAC process with defined spectrum amplitudes.Received measured value (average amplitude) cannot be higher than sended average spectrum amplitude.No interruption, no influence of number of soundings on charging process.The average of the plc signal level at the EVSE simulator is in the expected tolerance.Reaction to the result EV_Discovering_Status by EV is plausible.

Otherwise What response code is used?

1c PLC_DIN_006 Ensure that the SUT answers a SDP request message correctly.

[V2G‐DC‐199][V2G‐DC‐207][V2G‐DC‐206][V2G‐DC‐205][V2G‐DC‐204][V2G‐DC‐008][V2G‐DC‐061]

Receive SDP response message. Otherwise What response code is used?

1d

PLC_DIN_040PLC_DIN_041PLC_DIN_042PLC_DIN_043PLC_DIN_044

40) Check if EVSE uses correct parameter “ProtocolNamespace” with “urn:din:70121:2012:MsgDef”.41) Check if EV uses correct parameter “ProtocolNamespace” with “urn:din:70121:2012:MsgDef”.42) Check if EVSE is able to handle different AppProtocols.43) Check if EVSE is able to handle different priorities for protocol versions.44) Check if EVSE sends a positive response, even, if parameter VersionNumberMinor (sent by EV) does not match to any VersionNumberMinor of supported protocol list of EVSE.

[V2G‐DC‐221]

1e PLC_DIN_046Check if EV does not initialize a V2G communication session, if protocol negotiation was not successful ‐ ResponseCode equal to “OKSuccessfulNegotiation”

[V2G‐DC‐227][V2G‐DC‐229]

Passed, if EV does not send message “SessionSetupReq” (1a) (EVCC ID) Otherwise

Test Case: action states SessionSetupRes (1b), signal Session Setup Response Code is received as "0", meaning "successful nigotiation…. but you pass this test by not sending message 1a?[V2G‐DC‐405] is "OKSuccessfulNegotiation" or "...withMinorDeviation"

Summary/Backup


Use Case Document Status ‐ TIRJ2836/1™ ‐ Utility Use Cases

– V1 Published 4‐8‐10J2836/2™ ‐ DC Charging Use Cases

– V1 Published 9‐15‐11J2836/3™ ‐ PEV as a Distributed Energy Resource (DER) Use Cases

– V1 Published 1‐3‐13– V2 being revised to add requirements for DC RPF for J2847/2 & role of

J3072 J2836/4™ ‐ Diagnostics Use Cases

– V1 Started for failures on control pilot and prox, but waiting for J2953/1 & /2 (Interoperability) for more data

J2836/5™ ‐ Customer to PEV Use Cases– V1 published 5‐7‐15

J2836/6™ ‐Wireless Charging Use Cases– V1 Published 5‐3‐13.

Rich Scholer ‐ SAE Communication and Interoperability Task Force 2911/18/2015

Signal/Message Document Status – RP/StandardJ2847/1 ‐ Utility signals/messages

– V1 Published 6‐16‐10, V2 5‐9‐11, V3 11‐9‐11, V4 11‐5‐13J2847/2 ‐ DC Charging (Standard)

– V1 Published 10‐21‐11, – V2 – 8‐20‐12 to align with J1772 V5 (DC charging).– V3 Published 4‐9‐15 to align with DIN SPEC 70121 V6a– V4 restarted (June, 2015) to cover

• EVSE inverter with DC RPF (J2836/3 V2) • Include ISO/IEC 15118‐2 & ‐3 updates (variations to DIN SPEC 70121)• Include Wireless Charging updates

J2847/3 ‐ PEV as a Distributed Energy Resource (DER)– V1 Published 12‐10‐13

J2847/4 ‐ Diagnostics– Started but waiting for J2836/4™ & J2953/1 & /2 (Interoperability)

J2847/5 ‐ Customer to PEV– Meetings to start soon since J2836/5™ Use Cases are complete.

J2847/6 ‐Wireless Charging– V1 published 8‐5‐15– V2 planned for unresolved issues from V1 and further alignment with ISO 15118.


Requirements and Protocol Documents ‐ TIRJ2931/1 – Requirements

– V1 Published 1‐24‐12, V2 Published 9‐7‐12– V3 Published 1‐5‐15 for DC Charging – V4 Reopened for Security additions

J2931/4 – PowerLine Carrier (PLC) – wired communication protocol

– V1 Published 7‐26‐12, V2 Published 11‐14‐13– V3 Published 10‐22‐15 for DC Charging

J2931/5 – Telematics – wireless communication protocol– Waiting for J2847/5

J2931/6 – Wireless Charging Communication (IEEE 802.11p) wireless charging protocol– Published 8‐27‐15

J2931/7 ‐ Security– Restarted to align with J2931/1


Interoperability Documents ‐ RP

J2953/1 – Requirements– V1 Published 10‐7‐13.

• V1 started testing for the analogue communications (J1772™ control pilot and prox).

– V2 is addressing digital communication for DC charging

– V3 planned to include WPTJ2953/2 – Test plan

– V1 Published 1‐22‐14– V2 Adding V1 updates and DC Charging– V3 planned to include WPT


On‐board Inverter ‐ Standard

J3072 – Interconnection Requirements for Onboard, Utility‐Interactive, Inverter Systems• V1 published 4‐9‐15.


The End

Questions?


SAE TEVHYB13 1

EPRI IWC Meeting

SAE Medium and Heavy Duty Vehicle Conductive Charging Task Force

Rodney McGeeChairman

University of Delaware

Nov 18,19 2015Atlanta Georgia

Current Documents Under Development

• EV Power Transfer using Three-phase Capable Coupler (J3068)– Three-phase AC on-board or integrated chargers

• EV Power Transfer using Overhead Coupler (J3105)– Overhead DC charging

• Wireless charging – Covered by sub-group under J2954

SAE TEVHYB13 2

Scope of J3068

– SAE has authorized a document for three-phase AC power transfer for electric vehicles

– ScopeThis document covers the general physical, electrical, functional, testing, and performance requirements for conductive power transfer to an electric vehicle using a coupler capable of, but not limited to, transferring three-phase AC power. It defines a conductive power transfer method including the digital communication system. It also covers the functional and dimensional requirements for the vehicle inlet, supply equipment outlet, and mating housings and contacts.

– Targeted towards charging at commercial and industrial locations or other places where three-phase power is available and preferred.

SAE J3068 3

J3068

• Document sponsor Jim McLaughlin from Volvo/Mack Trucks• Early 40-page draft posted in work area on October 28• EVSE

– Evaluated to UL-2594, UL-2231 • Cordset / Coupler

– Based on IEC Type-2– Evaluated to UL-2251

• Power levels and voltage – Voltages USA 480VAC / Canada 600VAC– Power example 160A 480VAC 3ø = 133kW

• Uses a digital communication over the Control Pilot which is harmonized with IEC 51851-1 Edition 3 Annex-D drafts

SAE J3068 4

Scope of J3105

– SAE has authorized a document for overhead power transfer– Scope

This document covers the general physical, electrical, functional, testing, and performance requirements for a mechanized (hands free) conductive power transfer system primarily for transit buses using an overhead coupler capable of, but not limited to, transferring DC power. It defines a conductive power transfer method including the curbside electrical contact interface, the vehicle connection interface, the electrical characteristics of the DC supply and the communication system. It also covers the functional and dimensional requirements for the vehicle connection interface and supply equipment interface

– Targeted towards in-route overhead charging, for example to recharge at transit bus during a short stop

SAE J3105 5

J3105

– Kick-off SAE meeting held on October 28, 2015– Mark Kosowski, EPRI elected SAE document sponsor– EPRI had a meeting in conjunction with an APTA meeting the

following day on Wednesday November 11, 2015 – Both meetings were well attended with the majority of the

electric transit companies attending

SAE J3105 6

Joining the Task Force (TEVHYB13)

• Two documents are being developed under the SAE Medium and Heavy Duty Vehicle Conductive Charging Task Force – EV Power Transfer using Overhead Coupler (J3105)– EV Power Transfer using Three-phase Capable Coupler (J3068)

• Download the form to join the task force– http://bit.ly/sae-join– Return to SAE Staff: [email protected]

SAE TEVHYB13 7

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