infrastructure working council (iwc)

SRP’s PERA Club, Tempe, AZ March 26 - 27, 2014

Infrastructure Working Council (IWC) Presentations

Day Two

SCE Workplace Charging Pilot Overview

EPRI IWC- Tempe March 2014

Joshua McDonald

[email protected]

Pilot Overview Demand Response Pilot through end of 2014 ~100 L2 EVSEs deployed at various SCE Facilities

240V/30A Metering Timeline

Features EVSP Management

Billing Communication and Control Customer interactions

Payment modules Credit Card only (Use without EVSP) Customer contact info (SMS) Charging and Event choices Event Status

Open Standards OpenADR 2.0 OCPP

2

Use Cases OpenADR 2.0 Events, Pricing and Reporting Varying pricing

L1, L2 (Daily, Weekly…) Event Pricing

Varying Curtailment Events Targeted Emergency

Reporting Customer Notification

Events Charging completed/Remove Vehicle Disconnection (New session needed) Errors (Resume charging)

3

Pilot Conclusion

Report provided at end of pilot • How can SCE support commercial and public workplace

charging in the future, including: – Program structure – OpenADR 2.0

• How commercial customers can deploy L2 charging, including: – Control (pricing vs load management) – Energy pricing – Facility energy usage and costs (SCE Circuit Monitoring) – Customer charging behavior – Infrastructure deployment

What to do with installed infrastructure (L1, L2, Active Management, No Management)?

4

Improving Grid Performance with Electric Vehicle Charging - Workplace Charging

© 2011San Diego Gas & Electric Company. All copyright and trademark rights reserved.

Joel Pointon Clean Transportation

Demand, Net of Renewable Energy Low Day Illustration

2

~75% of PEV production to be low battery capacity

plug-in hybrids – workplace charging is needed to

maximize zero emission miles traveled

Vehicle-Grid Integration Charging

SDG&E Employee Workplace Charging Study

Implement a day-ahead, time-variant pricing plan for employees and workplace charging to reflect the changing cost of energy and system conditions throughout the day

• Enable grid-integrated charging, allowing EV batteries to provide benefits of energy storage

• Accelerate adoption of of plug-in electric vehicles and increase zero emission miles per vehicle

• Demonstrate grid optimization benefits of grid integrated charging

– All equipment purchased through and work performed by third parties

– State goals: ZEV Action Plan for 1.5 million ZEVs by 2025

3

Back office

Authorization logic and control

commands

DR messages, prices and

other parameters

Architecture – How it Works

SDG&E, CAISO and

other sources

SDG&E contracts with third parties to build,

install, operate and maintain facility

4

Eight 1.3 kW & two 8 kW charging units managed at one smart kiosk

Employees schedule charging times based on the changing cost of energy during day

Workplace and Fleet Charging Solutions

5

Dynamic Pricing App

Advanced settings – choose hourly prices

Basic settings – “set & forget”

Summary of Benefits

• Use of energy storage capacity of EV to take energy when supply is plentiful, integrated with renewable energy

• Reduce on-peak charging, reduce utility operating costs

• Cash in pocket from gasoline cost savings

• Increased environmental benefits

• Increased US energy independence

• All customers benefit from improved utilization of the grid

Resource Tools:

www.PEVCollaborative.org (guides for both Workplace and Multi-unit Dwellings)

7

http://www.pevcollaborative.org/

SRP WORKPLACE CHARGING AN EMERGING PROGRAM

Kathy Knoop

SRP Sustainability Policy and Programs

About SRP

Public Power

Founded 1903

970,000 customers (elec.)

2,900 sq. miles

FY13 Peak 6,663 MW

Retail sales 27,158 GWh

Resources 8,155 MW

Water delivery: 1M AF

K.A. Knoop, 03-27-14 IWC 2

EV Registration

Electric Vehicle Count as of 12/31/13

Model Region

SRP Maricopa Arizona National

Chevrolet Volt 402 708 916 53,501

Nissan LEAF 385 678 854 40,970

Toyota Prius Plug-in 43 77 135 24,327

Tesla Model S 153 276 315 19,826

Ford Energi PHEVs 82 146 188 15,074

Remaining PHEV 9 16 21 1,681

Remaining BEV 48 86 100 11,403

Total 1,122 1,987 2,528 166,783

K.A. Knoop, 03-27-14 IWC 3

SRP Electric Vehicle Program

K.A. Knoop, 03-27-14 IWC 4

Workplace Charging

8 Blink stations (ISB/PAB)

5 Level 1

1 NEMA 14-50 outlet

EV charging at no cost

13 SRP EV drivers – 4 Volts,

7 Leafs, 1 Fusion Energi, 1

Tesla

2 NWS* Volt drivers (visitor

Blink station)

5 K.A. Knoop, 03-27-14 IWC

* National Weather Service

Energy Use

January 1, 2013 - March 18, 2014 total kWh daily avg

kWh RT

Commute

PAB

Volt 1,767 8.10 50

Leaf 1,776 8.24 16

Leaf 377 7.65 24

Leaf 989 7.59 20

Energi

59 3.81 21

ISB

Volt

49 9.09 24

Leaf 1,608 8.18 50

Leaf 356 8.19 20

6 K.A. Knoop, 03-27-14 IWC

EV Charging Stations

7 K.A. Knoop, 03-27-14 IWC

Employee Resources

8 K.A. Knoop, 03-27-14 IWC

Lessons Learned – Issues Uncovered

Charger Installation Challenges

Parking spots

Trenching/transformer upgrades

Panel capacity

Installation contractors

Visitor parking

Used by tenants

Possibly used by employees – not tracked

Special situations

Tesla

Tax issue?

K.A. Knoop, 03-27-14 IWC 9

Questions?

Kathy Knoop Senior Policy Analyst,

Sustainability Policy and Programs

Salt River Project

(602) 236-5653

[email protected]

Study Finds 92% of U.S. Domestic Dogs Interested in Plug-In Electric Vehicles

The Electric Generation, April 1, 2013

Copyright © 2014 ChargePoint, Inc.

Workplace Charging

1

March, 2014


What are Charging Services?

+ Charging Stations + Billing Software + Reservations + Smartphone Apps + Advertising + Authentication + Asset Management + Energy Management + 24/7 Driver Care + Station Owner Care + Monitoring & Statistics + Remote Maintenance

2

Copyright © 2014 ChargePoint, Inc. 3

Charging Service Models

Business Cost Plan Value Prop Workplace Subsidized $550/year to retain an employee

Workplace Paid Employee pays $2 a day

City Cost recovery Resident pays $1 a charge

Apartment building Vending Machine 6 year payback, then $1000 a year income

Pure service provider Subscription business $60/month, 6 year payback

Hotel Amenity $550/year to attract guests

Retail Amenity $1 subsidy to bring in a customer


Why are leading companies like Disney, Facebook, and Visa offering networked EV charging to their employees? Whatever your business, offering EV charging is good for business

✔ Attract and retain employees ✔ Improve your image ✔ Be Green ✔ Generate revenue

4

Power Up with Nothing Down Introducing the Net+ Purchase Plan

Buy your next EV chargers with no upfront costs

Ranked #1 by Pike Research as a global innovator, ChargePoint manages the world’s largest network of EV charging stations + 2,000+ customers + 16,000+ charging spots + 4,000,000+ charging sessions + 60,000+ drivers + Someone plugs in every 10 seconds


Development of a Customer

Customer Don’t know if they want charging

Want charging

Need smart charging

Buy smart EVSE

Establish buying policy

Internet search company

1998 1999 2009 2009 2011

Department store

2011 2012 2012 2012 2013

Computer company

2008 2010 2012 2010 2012


ChargePoint Workplace Charging Stats

+ 799 Employers use ChargePoint (consolidated campuses) + 5,817 Charging ports + 168 Employers charge for charging (21%) + 128 Charge by time, average $1.17 per hour + 45 Charge by kWh, average 23 cents + 17 Charge by session, average $1.76 per session

6

Strategies

Charge by time to double utilization Charge by session to get people to stay long Charge by kwh to benefit short commuters


Workplace Install Cost Control

Cost per Employee Served

7

Technology With Driver Cord and L1

With $800 EVSE

With $3000 EVSE

One circuit, one port, all day $3200 $3,800 $6,000

One circuit, two ports, all day Not possible Not possible $4500

One circuit, two ports, car moves at lunch

(through 50 cents/hr pricing)

Not possible Not possible $2250 up front but

$1000/year revenue

Assuming $3,000 to Install a Circuit


Panel impacts

KW per Employee Served

8

Technology With Driver Cord and L1

With $800 EVSE

With $3000 EVSE

One circuit, one port, all day 1.4 KW

No load management

6.6 KW

No load management

6.6 KW

Can be managed

One circuit, two ports, all day Not possible Not possible 3.3 KW

Can be managed One circuit, two ports,

car moves at lunch Not possible Not possible 1.6 KW

Can be managed


Case Study: Major CA Workplace Customer

+ Infrastructure investment stimulates EV adoption

9

0

5

10

15

20

25

30

35

40

and ports will still be used everyday

Sessions per Port

0

100

200

300

400

500

600

700

800

If you build it they will come...

Total Ports EV Drivers


Vertical Markets

10

Workplace Retail Parking MDU Hospitality Energy Fleet Healthcare Education Municipalities


Thank You

11

chargepoint.com

http://www.chargepoint.com/

Presented by Bill Williams

Operations Manager Clipper Creek, Inc.

Director Sales and Marketing

Phoenix Motorcars

– In EV industry since 1993

– Products have been in the field for 16 years

– Multiple generations of EVSEs

– Shipped over 16,000 EVSEs in the US, Asia and Europe

– Has the reputation as by far the most reliable product available

– Typically used by vehicle manufacturers in development for verification of compatibility

– Numerous UL, ETL & CE listed products

ClipperCreek Company Profile

ClipperCreek / CS-40 Palm Desert, CA

2012

Just some of our “Current” Work Place Charging Customers:

• GM (General Motors)

• Delphi (OEM Supplier)

• Google

• SMUD

• PG&E

• LADWP (over 100 installed so far)

• CARB - Sacramento HQ

• California Department of Public Health – Richmond office

(has over 30 L1 stations for employees)

• Florida Power and Light

• Georgia Power

• Southern Company

• Go Daddy

• Electronic Arts

• Finisar

• AQMD

CS With Access Control Public and Fleet Focused

Technology – Synchronous Codes - Authorization codes generated by encoding algorithm running on a

remote (Liberty) Server. - Encoding code generation server and decoding algorithm

processor (In CS station) networked together “in time” - Station enabled after valid code is entered

Site Host Advantages - No Transaction fees (passed to end user) - No proprietary subscription service - No network communication fees (end user provides the network)

How do users get the codes? - Parking Kiosk - Site Managed (attendant) - Pay By Phone (Plugshare, Mobile Now, ParkMobile PayByPhone)

Fees - $6 per month per station – Code security Maintenance fee

What is ? PlugShare is a free application for iOS, Android, and web that allows users to find charging stations and connect with other plug-in vehicle owners. You can visit PlugShare on the web at www.plugshare.com or download the iPhone/iPad or Android app.

Hydra provides access control using Synchronous Codes

– Create and Issue codes to employees and tenants

– No Monthly Account or Transaction Fees*

– Pay-By-Phone partners can provide system management and billing services

*Code Security Maintenance Fee of $6 per charger per month applicable

Liberty PlugIns Hydra Secure Access/Data Recording System

Hydra

Relay Sensor

Power Panel

110v/220v

110v/220v

110v/220v 110v/220v

110v/220v

Control up to 10 Chargers

Relay Sensor

Relay Sensor

Relay Sensor

Control Control

Hydra R provides energy recording

and data transmission

– Revenue grade meters send usage data to Hydra mainboard for storage

– Data can be retrieved from RS232 port or transmitted to the Cloud via the onboard cellular modem

– Support for Time of Use (TOU) EV charging models


Hydra R

Relay Meter

Relay Meter

Relay Meter

Relay Meter

Power Panel

110v/220v Data

Control/Data Control/Data

110v/220v

110v/220v 110v/220v

110v/220v

Control up to 10 Chargers

Hydra Advantages

– Spreads the costs of access control, billing and data recording over several EVSE

– Allows lower cost residential EVSE to be used in workplace and commercial applications

– Works with ClipperCreek EVSE


1st Workplace HYDRA RTM System Fully Operational Employee EV Charging at San Diego Gas & Electric

Thank You

Bill Williams [email protected]

[email protected]

mailto:[email protected]


EV Charging Where you Live, Work, and Play

Copyright © 2014 CarCharging Group, Inc. 2

•  Founded in 2009 and based in Miami Beach, FL with offices in Arizona, California, and New York

•  Largest Electric Vehicle (EV) Charging Services firm

•  Owns and operates 13,600+ charging points in 35 states and three countries

•  Owns the Blink Network, the soXware that operates, monitors, and tracks the Blink staYons and all of its charging data

•  Strategic commercial, municipal, and retail partners

•  Commercial

•  MulYfamily ResidenYal

•  Retail and Mixed-‐Use

•  Parking Garages

•  MunicipaliYes

•  Hardware-‐agnosYc business model

Overview


Partners


Case Study – Evernote

•  Evernote supports EVs

•  Offers employees $250 monthly allowance for an EV

•  10 Blink Level 2 chargers and 1 Blink DC Fast charger

•  Plans to add EV charging staYons

•  EVs have reduced daily commute in CA by 50 – 100 %, improved Work/Life balance, and reduced stress


Case Study – Evernote


•  MulYnaYonal banking and financial services corporaYon with revenues of $40+ billion annually and 100,000+ employees globally

•  Commieed to conducYng business responsibly with environmental protecYon as a fundamental iniYaYve

•  EV charging staYons an integral part of commitment to sustainability

•  Supports EVs with Blink chargers at 3 ING locaYons with plans to expand to addiYonal campuses

Case Study – ING Investment Management


•  S&P 500 traded soXware company that develops financial and tax preparaYon soXware

•  Major proponent of EV workplace charging

•  Based on demand, Intuit is planning to expand EV charging to other campuses naYonwide

Case Study – Intuit


Case Study – Intuit


•  Not-‐for-‐profit organizaYon that operates research and development centers

•  CarCharging provides EV charging staYons at two locaYons in MA and VA

•  Key aspect to creaYng usage was to address the charging session fees

Case Study – MITRE


•  Company HR departments should develop best pracYces, principles, and guidelines for employees and policies for EV charging at work

•  Networked staYons are preferred and offer key features to support successful workplace charging environment

•  Provides noYficaYon system to inform employees when their charging session is complete

•  Provides payment plaiorm with pricing flexibility

•  Provides energy monitoring capability

Lessons Learned

Car Charging Group 1691 Michigan Ave, Suite 601

Miami Beach, FL 33139 (305) 521-‐0200

www.CarCharging.com www.BlinkNetwork.com


NIST Work on Methods of Sale

March 2014

1


Methods of Sale Regulations

+ When you are in commerce and you aren’t regulated as a utility then you are regulated by Weights and Measures

+ Weights and Measures laws are adopted and enforced state-by-state, but most states start with NIST documents or adopt them wholly

+ NIST Handbook 130 regulates Methods of Sale; meaning if charging services can be sold by kWh, time, sessions, or subscription

+ NIST Handbook 44 regulates the equipment; i.e.: the EVSE

2


General Process for Handbook Changes

+ Proposed changes to HB130 and HB44 happen during the year by a working group. Changes are being developed by the NIST’s US National Working Group on electric vehicles

+ In July every year, HB130 and HB44 changes are voted on by

the National Conference of Weights and Measures

+ Last July, the National Conference passed HB130 that allows sale of EV services by any combination of KWH and fees

+ NIST Handbook 44 regulates the equipment; i.e.: the EVSE. NIST is expected to submit an HB44 draft in 2015. That draft is now in development by a technical working group

3


Handbook 44 The NIST draft changes for Handbook 44 include things like:

• Accuracy of measurement • Verification procedure • Displays • Receipt printers • Response to power interruption

4


Handbook 44 Directions from January Working Group Meeting

• Pricing can change during a charging session • Electronic receipts will be adequate • Testing will be done by vehicle simulator at 2% • No battery backup will be required – charging sessions will

terminate at power failures

The next USNWG meeting is April 29th and 30th in Sacramento. The National Conference on Weights and Measures has the USNWG work on HB 44 classified as a Developing Item

5


Regulatory Dynamics

+ Now we need states to adopt HB130 and we need the working group to finish the development of HB44

+ Without HB130 adoption, it is not clear where you can sell EV services

+ That’s why we should move forward fairly quickly

6


Thank You

7

chargepoint.com


Smart Charging Status IWC Meeting

March 27, 2014

Rich Scholer Fiat Chrysler Automobiles

Manager - Electrified Powertrain Systems Vehicle to Grid Interface

1

Smart Charging Outline

• Existing tools

• Objective

• Examples

• New tools

• More examples

• Summary

2

Existing tools 1. Price based – attempts to curtail usage during peak load periods

(J2836/1™ Use Cases & J2847/1 Signals)

a) Time of Use

b) Critical Peak Pricing

c) Real Time Pricing

2. Demand Response Load Control (DRLC) (J2836/1™ & J2847/1)

a) Delays start-up (air-conditioner and/or hot water heater)

b) Curtail level (dial down the air-conditioning thermostat a couple of degrees)

3. New: Demand Charges - previously only C&I, now applied to homes

• Adds demand charge according to daily or monthly peaks

3

PEV Charging Objective

4

Price-Based Smart Charging (PHEV Example, or BEV if recharged daily)

Time

5 ho

urs

6 ho

urs

7 ho

urs

8 ho

urs

9 ho

urs

10 h

ours

11 h

ours

Now

1 ho

ur

2 ho

urs

3 ho

urs

4 ho

urs

Price

1 kW1.5 kW2 kW

2.5 kW3 kW

3.5 kW4 kW

4.5 kW

Connected time

Price

Cha

rger

Loa

d

0.10/kWh

0.20/kWh

0.30/kWh

0.40/kWh

0.50/kWh

0.60/kWh

5.5 kW5 kW

6 kW

Fast

est

Che

apes

t (Ea

rlies

t Sta

rt)

6.5 kW7 kW

7.5 kWTCIN

Che

apes

t (D

elay

ed S

tart

)

5

Demand Response Load Control (DRLC)

(added to price program to curtail load)

Time

5 ho

urs

6 ho

urs

7 ho

urs

8 ho

urs

9 ho

urs

10 h

ours

11 h

ours

Now

1 ho

ur

2 ho

urs

3 ho

urs

4 ho

urs

Price

25%

50%

75%

100%

1 kW1.5 kW2 kW

2.5 kW3 kW

3.5 kW4 kW

4.5 kW

Connected time

Price

DRLC

Cha

rger

Loa

d

Dem

and

Res

pons

e Lo

ad C

ontr

ol

(DR

LC)

0.10/kWh

0.20/kWh

0.30/kWh

0.40/kWh

0.50/kWh

0.60/kWh

5.5 kW5 kW

6 kW6.5 kW7 kW

7.5 kW

Cheapest

WithDRLCEvent

TCIN

6

Effects of adding one PEV to one home

Time

2 am

4 am

6 am

8 am

10 a

m

noon

2 pm

4 pm

6 pm

8 pm

10 p

m

12 p

m

Price

25%

50%

75%

100%

1 kW1.5 kW2 kW

2.5 kW3 kW

3.5 kW4 kW

4.5 kW

Connected time

Price

Home Load

DRLC

Hom

e Lo

ad

Dem

and

Res

pons

e Lo

ad C

ontr

ol

(DR

LC)

0.025/kWh

0.050/kWh

0.075/kWh

0.100/kWh

0.125/kWh

0.150/kWh

Start charge @ 50%, at lowest price and 50% DRLC, thenIncrease charge to 100%

when DRLC is done

5.5 kW5 kW

6.5 kW6 kW

7.5 kW7 kW

8.5 kW8 kW

9.5 kW9 kW

10 kW10.5 kW

11.5 kW11 kW

Cha

rge

TCIN

7

Price and DRLC Summary • These are tools applied to existing loads (thermostats,

hot water heaters) and habits (appliances amenable to DRLC). – e.g. Not cooking, not plasma TVs, etc. in peak periods

• Expanding these to include PEV’s is not sufficient. – They will work as one, maybe two PEVs are added to the

distribution feed and transformer that’s connected to 5-10 homes in a subdivision.

• PEVs are connected during peak periods. Current solutions is Scheduled or delayed charging. We all know this just shifts the peak.

• Price, DRLC, Scheduled charging are not long term solutions.

8

What are the new tools Smart Energy Profile 2.0

1. FlowReservation (J2836/1™ & J2847/1)

a) PEV “asks” for Energy, Power level and Time Charge Is Needed (TCIN)

b) Receives response from Utility (Home Area Network/ Energy Management System, etc) on what is available

2. Distributed Energy Resource (DER) (J2836/3™ & J2847/3)

a) Vehicle to Grid (V2G)

b) Vehicle to Load (V2L)

a) Includes Vehicle to Vehicle (V2V) & Vehicle to Home (V2H)

c) Includes on-board or off-board inverter approaches

3. Metering function set (existing tool with SEP1.x) intent is to complement FlowReservation to level loads.

9

Effects of adding FlowReservation (controlling load within Demand Charge limit with metering info)

Time

2 am

4 am

6 am

8 am

10 a

m

noon

2 pm

4 pm

6 pm

8 pm

10 p

m

12 p

m

Price

25%

50%

75%

100%

1 kW1.5 kW2 kW

2.5 kW3 kW

3.5 kW4 kW

4.5 kW

Connected time

Price

Home Load

DRLC

Hom

e Lo

ad

Dem

and

Res

pons

e Lo

ad C

ontr

ol

(DR

LC)

0.025/kWh

0.050/kWh

0.075/kWh

0.100/kWh

0.125/kWh

0.150/kWh

Start charge when lowest price and stay below the 5 kW Demand Charge limit

5.5 kW5 kW

6 kW

Cha

rge

TCIN

10

FlowReservation with fastest, cheapest or DRLC (TCIN changes for a better view of the load profile)

11

Demand Management using Reverse Power Flow - Requires more recharge energy, since the battery is further depleted - Beneficial only if offsetting high rates or Demand charges for peak periods - May not apply to PHEV that is discharged when returning home. BEV however, may still include 60-70% SoC

Time

2 am

4 am

6 am

8 am

10 a

m

noon

2 pm

4 pm

6 pm

8 pm

10 p

m

12 p

m

Price

1 kW1.5 kW2 kW

2.5 kW3 kW

3.5 kW4 kW

4.5 kW

Connected time

Price

Home Load

Hom

e Lo

ad

0.025/kWh

0.050/kWh

0.075/kWh

0.100/kWh

0.125/kWh

0.150/kWh

5.5 kW5 kW

6 kW

Discharge

TCIN

Charge

EMS starts at price break

3.5 kW Demand Limit

12

Smart Charging Summary 1. Price and DRLC (SEP1.x or SEP2) 2. FlowReservation (SEP2) 3. DER (V2L & V2G) (SEP2) 4. Metering (SEP1.x or SEP2)

a) For either an on-board or off-board EMS

5. Adjust charging loads to Demand Charges a) These are either limits (SMUD) or levels (Duke) b) Applies to an EMS using either an on-board (AC Discharging)

or off-board inverter (DC Discharging)

6. When do we do this at the transformer level? a) Let me use more power when my neighbor is gone & vise

versa. b) Balance the transformer and sub division distribution

circuits, not a preset value at each home

13

G E R Y K I S S E L

SUMMARY OF CHANGES OF ARTICLE 625 FOR THE 2014 NEC

Prepared For

NATIONAL ELECTRIC TRANSPORTATION INFRASTRUCTURE WORKING COUNCIL

NEC 2014 ARTICLE 625 DRAFT

• Article 625 has been restructured to better align with the NEC style manual.

• Technical content of the Article has changed as a result of the NFPA NEC revision process.

• The table provides a mapping of paragraphs between the 2011 and 2014 Article.

• This summary will refer to 2011 paragraphs. • This summary is to be used for guidance

only as it may not contain the final publication intent text.

2011 Restructure Proposal

625. 1

625. 1

2 2 4 4 5 5 9 10 13 44 14 12 15 15 16 16 17 18

17 18

19 19 21 40 22 22 23 42 25 46 26 48 28 Deleted 29 50 30 52 30 new


• Layout • The current Article is arranged into 5 sections:

• General • Wiring Methods • Equipment Construction • Control and Protection • EVSE Location

• Starting in 2014 the Article is arranged as follows: • General • Equipment Construction • Installation


• 625.1 Scope • Added the following Informational Note

• Informational Note No. 2: UL 2594-2013, Standard for Electric Vehicle Supply Equipment, is a safety standard for Electric Vehicle Supply Equipment. UL 2202-2009, Standard for Electric Vehicle Charging System Equipment, is a safety standard for Electric Vehicle Charging Equipment.


• 625.2 Definitions • Electric Vehicle Connector modified to read as follows: Electric Vehicle Connector. A device that, when electrically coupled to (conductive or inductive) an electric vehicle inlet, establishes an electrical connection to the electric vehicle for the purpose of power transfer and information exchange. This device is part of the electric Vehicle coupler. • Electric Vehicle Inlet modified to read as follows: Electric Vehicle Inlet. The device on the electric vehicle into which the electric vehicle connector is electrically coupled (conductive or inductive) for power transfer and information exchange. This device is part of the electric vehicle coupler. For the purposes of this Code, the electric vehicle inlet is considered to be part of the electric vehicle and not part of the electric vehicle supply equipment.


• Definition for Electric Vehicle Nonvented Storage Battery was replaced with Electric Vehicle Storage Battery - A battery, comprised of one or more rechargeable electrochemical cells, that has no provision for the release of excessive gas pressure during normal charging and operation, or for the addition of water or electrolyte, or for external measurements of electrolyte specific gravity.

• Electric Vehicle Supply Equipment • Added Informational Note No. 2: Within this article, the terms Electric

Vehicle Supply Equipment and Electric Vehicle Charging System Equipment are considered to be equivalent.


• Added definition – Cable Management System. An apparatus designed to control and organize unused lengths of output cable to the electric vehicle.

• Added definition – Fastened In Place. Equipment attached to a structure either permanently or where the fastening means is specifically designed to facilitate removal for interchange, maintenance and repair, and repositioning to another location.

• Added definition - Output Cable to the Electric Vehicle. An assembly consisting of a length of flexible EV cable and an Electric Vehicle Connector (supplying power to the electric vehicle).

• Added definition - Power Supply Cord. An assembly consisting of an attachment plug and length of flexible cord that connects the electric vehicle supply equipment (EVSE) to a receptacle.


• 625.4 Voltages • Added - and DC system voltages of up to 600 volts

• 625.5 Listed • Removed “labeled” from title and text.

• 625.9(A) Polarization (new 625.10(A)) • Modified as follows: The electric vehicle coupler shall be

polarized. Exception: A coupler that is part of a listed electric vehicle supply equipment.

• 625.9(E) Grounding Pole (new 625.10(E)) • Modified as follows: The electric vehicle coupler shall be provided

with a grounding pole, unless provided as part of listed isolated electric vehicle supply equipment system.


• 625.13 Electric Vehicle Supply Equipment (moved to 625.44 and renamed Electric Vehicle Supply Equipment Connection) • Electric vehicle supply equipment shall be permitted to be cord and plug

connected to the premises wiring system in accordance with one of the following: (A) Connections to 125-Volt, Single Phase, 15 and 20 Ampere Receptacle Outlets. Electric vehicle supply equipment intended for connection to non-locking, 2-pole, 3-wire grounding type receptacle outlets rated at 125 volts, single phase, 15 and 20 amperes or from a supply of less than 50V DC. (B) Connections to Other Receptacle Outlets. Electric vehicle supply equipment that is rated 250 volts maximum and complies with all of the following: (1) It is intended for connection to a non-locking, 2-pole, 3-wire and 3 pole, 4-wire grounding type, receptacle outlet rated no more than 50 amperes. (2) EVSE shall be fastened in place. (3) Power supply cord length for electric vehicle supply equipment fastened in place is limited to 1.8 m (6 ft). (4) Receptacles are located to avoid physical damage to the flexible cord. All other electric vehicle supply equipment shall be permanently wired and fastened in place to the supporting surface, a wall, a pole or other structure. The electric vehicle supply equipment shall have no exposed live parts.


• 625.14 Rating • Modified per TIA 70-11-2 - Electric vehicle supply equipment shall

have sufficient rating to supply the load served. Electric vehicle charging loads shall be considered to be continuous loads for the purposes of this article. Where an automatic load management system is used, the maximum electric vehicle supply equipment load on a service and feeder shall be the maximum load permitted by the automatic load management system.


• 625.17 Cords and Cables • Paragraph was re-written to better distinguish requirements for

power supply cords, output cable to the EV and cord and cable lengths.

• (A) Power Supply Cord. The cable for cord-connected equipment shall comply with all of the following:

(1) Be any of the types specified in (B)(1) or Hard Service Cord, Junior Hard Service Cord and Portable Power Cable types in accordance with Table 400.4. Hard Service Cord, Junior Hard Service Cord and Portable Power Cable types shall be listed, as applicable, for exposure to oil and damp and wet locations. (2) Have an ampacity as specified in Table 400.5(A)(1) or, for 8 AWG and larger, in the 60 C columns of Table 400.5(A)(2). (3) Have an overall length as specified in (a) or (b): a. When the interrupting device of the personnel protection system specified in 625.22 is located within the enclosure of the supply equipment or charging system, the power supply cord shall be no more than 300 mm (12 in.) long,


b. When the interrupting device of the personnel protection system specified in 625.22 is located at the attachment plug, or within the first 300 mm (12 in.) of the power supply cord, the overall cord length shall be a minimum of 1.8 m (6 ft) and shall be no greater than 4.6 m (15 ft).

• (B) Output Cable to the Electric Vehicle. The output cable to the electric vehicle shall comply with all of the following:

(1) Be Type EV, EVJ, EVE, EVJE, EVT, or EVJT flexible cable as specified in Table 400.4. (2) Have an ampacity as specified in Table 400.5(A)(1) or, for 8 AWG and larger, in the 60 C columns of Table 400.5(A)(2).

Informational Note: Listed electric vehicle supply equipment may incorporate output cables having ampacities greater than 60°C based on the permissible temperature limits for the components and the cable.


• (C) Overall Cord and Cable Length. The overall useable length shall not exceed 7.5 m (25 ft) unless equipped with a cable management system that is part of listed the electric vehicle supply equipment.

(1) Where the electric vehicle supply equipment or charging system is not fastened in place, the cord exposed useable length shall be measured from the face of the attachment plug to the face of the electric vehicle connector. (2) Where the electric vehicle supply equipment or charging system is fastened in place, the useable length of the output cable shall be measured from the cable exit of the electric vehicle supply equipment or charging system to the face of the electric vehicle connector.

• 625.18 Interlock • Added - An interlock shall not be required for DC supplies less

than 50V DC.


• 625.19 Automatic De-Energization of Cable • Added - An interlock shall not be required for DC supplies less

than 50V DC.

• 625.22 Personnel Protection System • Paragraph modified to read - The electric vehicle supply

equipment shall have a listed system of protection against electric shock of personnel. Where cord-and-plug connected electric vehicle supply equipment is used, the interrupting device of a listed personnel protection system shall be provided and shall be an integral part of the attachment plug or shall be located in the power supply cord not more than 300 mm (12 in.) from the attachment plug.


• 625.23 Disconnecting Means (moved to 625.42) • Paragraph modified to read - For electric vehicle supply equipment

rated more than 60 amperes or more than 150 volts to ground, the disconnecting means shall be provided and installed in a readily accessible location. The disconnecting means shall be lockable open in accordance with 110.25.

• 625.26 Interactive Systems (moved to 625.48) • Paragraph modified to read - Electric vehicle supply equipment and

other parts of a system, either on-board or off-board the vehicle, that are intended to be interconnected to a vehicle and also serve as an optional standby system or an electric power production source or provide for bidirectional power feed shall be listed and marked as suitable for that purpose. When used as an optional standby system, the requirements of Article 702 shall apply, and when used as an electric power production source, the requirements of Article 705 shall apply.


• New 625.50 Location • This new paragraph combines portions of the former paragraphs

625.28, 625.29(A), 625.29(B), 625.30(A) and 25.30(B). • 625.50 Location. The electric vehicle supply equipment shall be

located for direct electrical coupling of the EV connector (conductive or inductive) to the electric vehicle. Unless specifically listed and marked for the location, the coupling means of the electric vehicle supply equipment shall be stored or located at a height of not less than 450 mm (18 in.) above the floor level for indoor locations and 600 mm (24 in.) above the grade level for outdoor locations.


• New 625.52 Ventilation • This new paragraph was formally part of 625.29 Indoor Sites.

The paragraph maintains the calculation and tables of 625.29. The new paragraph now includes ventilation requirements for DC voltages greater than 50V DC. Formally 625.29 did not contain consideration for DC voltages.

G E R Y K I S S E L

SAE J1772 UPDATEMARCH 2014

Prepared For

NATIONAL ELECTRIC TRANSPORTATION INFRASTRUCTURE WORKING COUNCIL

SAE J1772 – AC/DC CHARGING

• Comment review for Version 6 of the document continues• Comment review targeted completion March 26 but will

likely run through April 2014• Draft GD&T coupler drawings are complete and posted.

These drawings will be included in the V6 publication • J1772 Coupler Field Incidents

• Team continues to develop design requirements and / or test procedure(s) to mitigate field incidents

• Design requirements would be captured in J1772 while test procedures would be captured in J1772 and / or UL2251

• Design requirements / test procedures effectiveness to mitigate field incidents will be quantified with laboratory testing.

SAE J1772 – AC/DC CHARGING

• IEC 62196 maintenance team independently working on similar test procedures based on other IEC specifications

• Teams will work together to understand if harmonization is appropriate

PEV/EVSE Communication SAE Task Force Status

IWC Meeting

March 27, 2014

3/27/2014 Rich Scholer - SAE Communication Task

Force Status 1

Background


Force Status 2

SAE Communication Background Major Documents and Functions

Rich Scholer - SAE Communication Task Force Status

3

1. J2836™ - Use Cases (establishes requirements) TIR and harmonized with ISO/IEC 15118-1

2. J2847 – Messages, diagrams, etc. (derived from the use case requirements) RP and harmonized with ISO/IEC 15118-2

3. J2931 – Communication Requirements & Protocol TIR and harmonized with ISO/IEC 15118-3

4. J2953 – Interoperability RP and harmonized with ISO/IEC 15118-4

(PHY/MAC) & -5 (upper layers)

3/27/2014

J2931/7 Security


4

Document Interaction

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 Flow

Use Cases Applications & Signals Protocol

PLC (BB OFDM)

Internet

IEEE 802.11ac, or 802.11n or

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

3/27/2014

Current Status


Force Status 5

SAE Activate Documents - 2014 1. J2836/3™ - V2 - Use Cases for the PEV Communicating

as a Distributed Energy Resource (DER)

2. J2836/5™ - V1 - Use Cases for Customer to PEV

3. J2847/2 – V3 - DC Charging messages/signals

4. J2847/6 – V1 – Wireless Charging messages/signals

5. J2931/1 – V3 - Protocol Requirements

6. J2931/4 – V3 - Broadband PowerLine Carrier (PLC) communications for PEVs

7. J2931/7 – V1 - Security

8. J2953/1 – V2 - Interoperability requirements

9. J2953/2 – V2 – Interoperability Plan and Report


Force Status 6

J2836/3™ V2 - Use Cases for PEV as a DER Hank McGlynn


Force Status 7

•J2847/3 Completed •PEV access to VREF •Utility Approval to interconnect

•Need requirements for DC RPF & DER modes for update of J2847/2

This (and solar

PV) is where the

DER community

is focused

J2836/5™ V1 - Use Cases for Customer to PEV com (Telematics) – George Bellino


Force Status 8

• Use Case documents have been completed - directed at information requirements for various customer/PEV interactive scenarios U8 Customer Control/Convenience

A. Remote Start/Stop Charging B. Cabin Conditioning C. Charge Status Information D. Setting Customer Preferences E. Public Charging – Locate and Reserve EVSE F. Energy Usage History Note: Public Charging Billing and Payment deleted – PEV not engaged in these activities

U9 Network Synchronization A. Conflict and Resolution

• Task Team formalizing USE CASES into J2836/5 document Anticipate release for ballot in June 2014

• J2847/5 is next.

DC charging Rich Scholer/Papiya Bagchi/Jim Allen

• J2847/2 - V3 – DC charging - Update from DIN SPEC 70121 (Candidate 2) to Candidate 6a

– Added more clarification to Messages, signals, error handling, etc.

• J2931/1 – V3 – Protocol Requirements

– Updating for DC Charging

– Including updates for Security (high level)

• J2931/4 – V3 – Broadband PLC

– Updated for DC Charging

– Started 14 day topic to task force. 3/27/2014


9

J2847/6 – V1 - Wireless charging messages Mark Klerer


Force Status 10

Overall J2847/6 Message Flow

Use Case Descriptions Charger Discovery

Allows the user to discover the location of an available wireless charger in close proximity.

Vehicle Alignment

Supports correct alignment of vehicle charge unit with the base unit (located underneath the vehicle).

Charging Power Transfer Initiation: Determine charging can safely occur and negotiate charging parameters Power Transfer: Actual charging phase, charging process is monitored and controlled by both the vehicle and EVSE equipment. Power Transfer Termination: Orderly termination of charging process and completion of session.

Monitoring & Diagnostics

This is a “utility” use-case that communicates information in support of detection of events that impact the ability to continue the charging process. Events may be transient and charging may resume after the event clears.

J2931 DC Charging (already reviewed) • J2931/1 – V3 – Protocol Requirements

– Updating for DC Charging – Including updates for Security (high level)

• J2931/4 – V3 – Broadband PLC – Updating for DC Charging

Next: • J2931/7 – V1 – Security

– Restart once J2931/1 is complete.


Force Status 11

J2953/1 & /2 – Interoperability (Ted Bohn)

• J2953/1 (requirements).

– V1 ready to test at Intertek (control pilot and prox)

– V2 is DC communications plus J1772 V6 changes

• J2953/2 (plan & procedure)

– V1 & 2 - Tracking J2953/1 effort.


Force Status 12

Summary/Backup


Force Status 13

Use Case Document Status - TIR

J2836/1™ - Utility Use Cases – V1 Published 2010-04-08

J2836/2™ - DC Charging Use Cases – V1 Published 2011-09-15

J2836/3™ - PEV as a Distributed Energy Resource (DER) Use Cases – V1 Published 2013-01-03 – V2 being worked to address RPF criteria

J2836/4™ - Diagnostics Use Cases – V1 Started for failures on control pilot and prox, but waiting for J2953/1 & /2

(Interoperability) for more data

J2835/5™ - Customer to PEV Use Cases – V1 Completing Use Cases (U8 & U9)

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


14 3/27/2014

Signal/Message Document Status - RP

J2847/1 - Utility signals/messages – V1 Published 2010-06-16, V2 2011-05-09, V3 2011-11-9, V4 11-5-13

J2847/2 - DC Charging – V1 Published 2011-10-21, – V2 - 2012-08-20 to align with J1772 V5 (DC charging). – V3 being reworked to align with implementation and harmonization

with DIN SPEC 70121 Candidate 6a & ISO/IEC 15118 updates

J2847/3 - PEV as a Distributed Energy Resource (DER) – V1 Published 2013-12-10

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

J2847/5 - Customer to PEV – Waiting for J2836/5™ Use cases

J2847/6 - Wireless Charging – V1 started 2013-03-21


15 3/27/2014

Requirements and Protocol Documents - TIR J2931/1 – Requirements

– V1 Published 2012-01-24, V2 Published 2012-09-07 – V3 being updated for DC Charging and Security additions

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

– V1 Published 2012-07-26, V2 Published 2013-11-14 – V3 being updated for DC Charging

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

J2931/6 – Wireless Charging Communication (IEEE 802.11ac, 802.11n or 802.11p) wireless charging protocol – Waiting for J2847/6

J2931/7 - Security – Restart 2014, after high level is added to J2931/1


16 3/27/2014

Interoperability Documents - RP

J2953/1 – Requirements

– V1 Published 2013-10-07.

• V1 being tested for the analogue communications (J1772™ control pilot and prox).

• V2 is addressing digital communication for DC charging

J2953/2 – Test plan

– V1 Published 2014-01-22

– V2 started to track /1 effort


17 3/27/2014

The End

Questions?


18 3/27/2014

SAE J2953 PEV-EVSE Interoperability Standard Update and ANL Activities

Presented at EPRI IWC meetingMarch 27, 2014

This work supported by DOE Vehicle Technology Program, Lee Slezak sponsor

Ted Bohn Argonne National Laboratory

Brief History of SAE PEV-EVSE Interoperability Progress:

August 2012: Ted Bohn started running J2953 meetings and stepped up the pace of meetings (monthly, ramping up to weekly at times)

October 2013: J2953/1 is fully published; J2953/2 in final stage of publishing. (Only pilot/prox basic AC charging interoperability covered‐no digital communication)

November 2013: J2953‐version 2 draft started; Focus on DC charging requirements, test procedures and digital communication functions

May 2014: DOE AVTA‐E funded PEV‐EVSE Interoperability testing at Intertek‐Plymouth MI ~ 11 vehicles, 13 EVSEmfgs, ~3 weeks each=33 weeks total

December 2014: Estimated completion of first draft J2953/1‐v2March 2015: Estimated completion of first draft J2953/2‐v2June 2015: PEV‐EVSE DC charging interoperability testing?

2

Interoperability Document Structure:J2953-Plug-In Electric Vehicle (PEV) Interoperabilitywith Electric Vehicle Supply Equipment (EVSE)

J2953/1 Requirements, J2953/2 ProceduresInteroperability tests are most concerned with start‐up, shut down and transitions in between various pilot signal states.

Interoperability is differentiated from compliance and conformance in that interoperability is limited to a fixed combination of a single EVSE‐PEV (not universal interoperability unless all combinations are tested….)

EVSE compliance to J1772‐v5 is presupposed; (GridTest verified‐optional)

PEV compliance to J1772‐v5 is not defined, but may be added to J2953‐v2

Mechanical interoperability is limited to insertion/removal force measured, check latch functions include proximity interlock on latch button

3

Interoperability Document Structure:J2953/1-Plug-In Electric Vehicle (PEV) Interoperabilitywith Electric Vehicle Supply Equipment (EVSE)

J2953 Contains 3 Tiers of Interoperability:

‐ Tier I: Charge Functionality (Normal charging, normal supply conditions)

‐ Tier II: System Robustness Testing ‐ Indefinite power source variation event‐ static voltage/frequency adjusted before charge session begins until test is complete

‐Momentary power source variation event‐ dynamic voltage and frequency adjusted during energy transfer section of session.

‐ Tier III: Non‐Essential Features Tests (EVSE mfg specific features‐timers)

J2953/1‐Appendix A (Pass/fail requirements analysis)J2953/2‐Appendix A (Capacitance tests, results forms)

4

ANL J2953 Interoperability Test Fixture

5

• Interoperability test fixture uses Labview DAQ to measure line voltage, line current, pilot, prox signals

• Programmable supply used for Tier 2 testing

• Automated report generation on pass/fail results

D. Dobrzynski Slide‐ Feb 2014 J2953 presentation

6

Mechanical Interoperability Tests/Fixture:$700 NIST traceable force meter (read Newtons direct)$3 ‘universal’ J1772 attachment fixture

Mechanical Interoperability Insertion‐extraction Force measurement Test Fixture

Argonne Test Fixture Labview User Interface Software

7

• Test software real‐time measurement and transition information• Graphical interface populates real‐time data for insight on the test session behavior.

D. Dobrzynski Slide‐ Feb 2014 J2953 presentation

Results Plots:

8

• Note pilot voltage transitions, states and resulting charging current/voltage

Test Report: (MS-Word Format Document)

9D. Dobrzynski Slide‐ Feb 2014 J2953 presentation

Test Report: (Excel Format)

10D. Dobrzynski Slide‐ Feb 2014 J2953 presentation

DOE AVTA-E Supported Intertek PEV-EVSE Testing

Invitation letters went out to representatives of 14 vehicle OEMs, 45 EVSE mfgs.

11

1. BMW2. Daimler/Smart3. Fiat/Chrysler4. Mitsubishi5. Nissan6. Toyota7. VW8. Fisker (2012 model year)- Honda, Ford, GM, Hyundai email

1. Eaton (E1)2. General Electric (E1)3. Schneider Electric (E1)4. Aerovironment (E2)5. EVSE LLC (E2)6. Telefonix (E2)7. Chargepoint (01)8. Clipper Creek (01)9. PEP Stations (01)10. EVI Electric Vehicle Institute (02)11. Merit Charge (02)12. Electric Motor Werks (DIY)13. Advanced Charging Technologies

Letters (E1, O1, DIY) are sorting key‐ company size/shipping volume

Next step is to identify vehicle models, EVSE models (commercial vs residential), set timeline/schedule vehicles 3 weeks each

J1772-v5 DC Combo Charging Testing-Vendors w/3 output EVSEs-Type 2 AC, CCS, CHAdeMO

J2953-DC Vehicle OEMs; GM, BMW, VW, Chrysler, FordJ2953-DC EVSE Mfgs: ABB, IES, Fuji, Efacec, BTC Power, Eaton, Delta, AV?

12

EVTEC (20kW)ABB

Terra53 TripleCirControlQPC‐MIX63

DBT‐CEV

Not Included in J2953, but interesting comparisonTesla SuperCharger Field Installations (Madison, WI)

13500kVA Transformer, 3 stations, expandable to 6