confidential. for internal use only. smud smart...

CONFIDENTIAL. FOR INTERNAL USE ONLY.

Powering forward. Together.

Dwight MacCurdy

SMUD Smart Charging

Pilot Program

EPRI Infrastructure Working Council

March 28, 2012

DOE Smart Grid Investment Grant

(SGIG) Acknowledgement

• Acknowledgement: “This material is based upon work supported by the Department of Energy under Award Number OE000214.”

• Disclaimer: “This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof.”

2

• 595,000 accounts

527,000 residential accounts

Peak demand of 3,299 MW in 2006

Service area population 1.4 million

~ 100,000 participants in SMUD’S Air Conditioning Load Management Program

~ 70,000 transformers

SACRAMENTO MUNICIPAL UTILITY DISTRICT

3

SMART CHARGING PILOT PROGRAM:

RESEARCH DESIGN

• Up to 180 Participants in 3 or 4 treatment groups

• For 2012 -- 2 or 3 new experimental rate offerings

• Whole house EV TOU rate for Level 1 charging (not Level 2)

• Submetered EV TOU rate (not whole house) with demand charge penalty above 2 kW for charging during peak hours on event days (12 days) for Level 1 or Level 2 charging

• BUT, how can participants easily adjust to event-day dynamic pricing? What type of manual or automated control is needed in the car, or the EVSE, to make this effortless?

• Possibly one other submetered rate offering for L1 and L2

4

$0

$10,000,000

$20,000,000

$30,000,000

$40,000,000

$50,000,000

$60,000,000

2011 -

(500 E

V's

)

2012 -

(1,0

00 E

V's

)

2013 -

(2,0

00 E

V's

)

2014 -

(5,0

00 E

V's

)

2015 -

(10,0

00 E

V's

)

2016 -

(15,0

00 E

V's

)

2017 -

(21,0

00 E

V's

)

2018 -

(30,0

00 E

V's

)

2019 -

(40,0

00 E

V's

)

2020 -

(51,0

00 E

V's

)

2021 -

(70,0

00 E

V's

)

2022 -

(90,0

00 E

V's

)

2023 -

(115,0

00 E

V's

)

2024 -

(140,0

00 E

V's

)

2025 -

(164,0

00 E

V's

)

2026 -

(194,4

000 E

V's

)

2027 -

(224,8

00 E

V's

)

2028 -

(255,2

00 E

V's

)

2029 -

(285,6

00 E

V's

)

2030 -

(316,0

00 E

V's

)

An

nu

al

Syste

m U

pg

rad

e C

osts

Year (Cumulative # EV's Installed)

Annual System Upgrade Costs for Residential Charging 100% Coincidence Except for Sequential Smart Charging

12 A.M. (6.6 KW)

2 A.M. (6.6 KW)

8 P.M. (3.3 KW)

12 A.M. (3.3 KW)8 P.M. (2.0 KW)2 A.M. (3.3 KW)

12 A.M. (2.0 KW)

2 A.M. (2.0 KW)MANAGED CHARGING

8 P.M. (6.6 KW)


RESEARCH DESIGN

• For 2013 -- Submetered EV TOU rate with “managed” charging during the summer. Communicating EVSE provided at no or low cost for up to 60 participants.

• Shed signal from DRMS to EVSE

• Billing systems will be fully interoperable.

• Pricing info via gateway to EVSE in 2014

• SMUD DRMS will trigger load shed events for up to 12 days/summer that drops Level 2 EVSE load to 1. 4 kW during peak (Level 1 equivalent, 6A @ 240V)

• Summer peak from 2 pm to 2 am on critical days (12 event days, e.g. > 100 F)

• Summer peak from 2 pm to midnight on non-critical days (non-event days)

6


RESEARCH DESIGN

CBA

7

• Radio

8

• Radio

9

Communication Paths for EVSE with “Managed

Charging”: Dispatched by DRMS

• Radio

Zigbee

SEP1.1

Radio

in EVSE

Talks to EV

Submeter

To Receive

Load Shed

Commands

SEP1.1

over

Broadband:

Wifi Radio

In EVSE for

Shed Signal

through

HAN

Gateway 1/

Zigbee

2.0

Radio in

EVSE

with PLC

Bridge

To

Vehicle

10

SMART CHARGING PILOT

AutoDR

through

DRAS

Server To

EVSE

DRAS

Client

with PLC

to PEV

FUTURE

Preferred

1/ Must Be SMUD Broadband Head End Software

“Direct To

Grid” SSN

Protocol

NIC Module

in EVSE for

Load Shed

Commands

with HCM

Where Is the Win-Win for the Customer

and the Utility ?

• Leverage existing utility AMI infrastructure investment

• Encourage off peak charging – lowest cost of service

for all

• Convey pricing signals – transformer replacement

cost

• Allow for Customer choice – customer satisfaction

11

Where Is the Win-Win for the Customer

and the Utility ?

• To minimize cost/complexity, the EVSE communications path is

tied to DRMS communications path – zigbee / SEP2.0 / PLC,

open standards, but with backups in mind

• Zigbee communications to EVSE represents the most ubiquitous

& flexible solution with AMI

• In the long run how do we simplify metering and maintain revenue

grade metrology? 3 meters? Primary meter, EV submeter, PV

submeter? Or, single integrated meter with multiple metrology

boards/circuits?

• SMUD direction -- PLC from EVSE to EV

12

THANK YOU!

Dwight MacCurdy

[email protected]

IWC – Atlanta, GA

March 28th, 2012

PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. 2

FACTS ABOUT DUKE ENERGY

150+ years of service4 million customers5 states: NC, SC, IN, KY, OHFortune 500$50 billion in assetsStock dividends for 80+ yearsTraded on NYSE as DUKDow Jones Sustainability Index


Utility testing through vehicle telematics

• In a lab test with Onstar, we were able to:• Determine the customer

preferences loaded in the vehicle

• Determine the current state of charge of the vehicle

• Determine which program the customer was enrolled in

• Reduce the charge of the vehicle to 1.2 kw, to match the output of the solar panels in the lab


Utility testing through an “intelligent” EVSE

• Use cases:• Start/Stop Commands• Curtailment Commands• Override Capabilities• Conflict Scenarios – Vehicle vs. EVSE

• Results:• Overall testing went well. Basic functionality worked as expected

• Preliminary Recommendations:• Provide customer override functionality• During a load shed event the EVSE should show an indication of the

event. • Ensure that DR functionality works independent of whether the vehicle

is tethered at the time the event is called

NOTE: the intelligent EVSE was tested against many more use cases than the testing done with Onstar. These preliminary recommendations should not be interpreted that the vehicle telematics solution is more robust than the intelligent charging station solution.


What is the right solution for a Utility and the Customer?

Challenges

Many car companies to considerOEM desire to answer simple question, “How much does it cost to charge”?Long term implications of telematics contracts expiring Proprietary / non standard interfaces communications

Challenges

Many EVSE companies to considerExternal sub metering is expensiveHigh cost of equipment, installation and communicationsProprietary / non standard interfaces communications

Car “Smarts” EVSE “Smarts”

Fusion


“Focus and simplicity. Simple can be harder than complex”- Steve Jobs

• In the near term, utilities should look for low cost, flexible solutions• Utilities have been managing the load of air conditioners for years with simple,

low cost commodity load control devices• As we move to two way communications and AMI, do we need a solution similar

to what the USB port was to the PC years ago?

• When possible, avoid a separate meter for PEV rates• Whole house TOU rates that incent PEV owners to charge on off peak hours• Challenge your rates department and PUCs to consider non-traditional metering

approaches

• Vehicle and EVSE OEMs should continue to innovate to further evolve the customer experience for PEV drivers• Onstar opening up their API’s to cultivate innovation in mobile applications and

customer experience


It seems like it was just yesterday…wasn’t it????

• Johnny Carson retires and Jay Leno became host of NBC Tonight Show

• The largest shopping mall in the US was constructed..."Mall of America"

• Sinéad O'Connor rips a photo of Pope John Paul II on Saturday Night Live, causing huge controversy.

• The Bodyguard, starring Kevin Costner and Whitney Houston, debuts in cinemas;

• Governor Bill Clinton became the 42nd President of the United States.

That was 20 years ago!!!We have time!!!!


Stay focused and stay engaged…we are making a difference!

PEV PLC Communications(IEC/ISO, SAE Standardization)

Slav BerezinGeneral Motors

PEV Communications topology

PEVHAN/EMS

Grid/Operators

EVSE(AC/DC)

Owner

PEV will be communicating with all!

Else

2March 28, 2012 Slav Berezin

PLC standard• PLC is standardized as the primary PEV Communications protocol

– Utilities specified PLC as the most reliable solution (August 2008)• Association with EUMD/ESI is needed to offer EV services/tariffs

– OEMs have agreed to PLC as the international standard (May 2011)• PLC is absolutely required to facilitate communications with DC Off-board charger

– HomePlug GP has been selected by ISO/IEC (January 2012) and SAE (March 2012) as a PLC technology of choice.

• IEC/ISO and SAE are harmonizing on a single international PLC solution for PEV Communications– Premise is the same stack support PEV to EVSE/Utility communications and DC

Off-board Charging• Minimizes development and integration costs• Provides better economies of scale and ensures interoperability

– Provides simple uniformity to the utility industry for integration of PEV with their architectures


Layer

ISO/IEC to SAE documents mapping

1 Physical

2 Data Link

3 Network

4 Transport

5 Session

6 Presentation

7 Application

ISO/IEC 15118 Vehicle to grid communication interface

Part 1: General information and use-case definition


Part 2: Technical protocol description and Open

Systems Interconnections (OSI) layer requirements


Part 3: Wired physical and data link layer requirements

SAE J2836/1, J2836/2Use cases for Communications..

SAE J2847/1, J2847/2Communications Between Plug-in Vehicles and the Utility Grid, Off-Board DC Charger (Messages)

SAE J2931/4Broadband PLC Communication

for Plug-in Electric Vehicles

J2931/1Digital Communications for

Plug-in Electric Vehicles(Protocol)

TBD* (*J2931/1 or J2847/1 and /2)

PEV PLC-based System Setup

PEV-EVSE communications link

PLCCellular/PLC/Wi-FiWi-MAX/ZigBee/…


Next steps• Power Utilities need to achieve consensus on the PEV PLC link

defined by SAE J2931/1, /4 and ISO/IEC 15118-2, -3 in designing their communications architectures– Harmonization of ISO/IEC utility communications with SEP2 needs to be

addressed

• EVSE Mfgrs will need to complete the communications link by providing the network bridge between the PEV and the Utility Communications Networks

• OEMs and Utilities need to collaborate on requirements and timing for pilot, implementation, and roll out of the PEV PLC standard protocol– Utilities and EVSE Mfgrs engagement in the development and implementation

process is critical


• Click to edit Master text styles

• Second level

EVSE CommunicationSecond level

• Third level

F th l l

Communication Solutions for

• Fourth level

• Fifth level Dave PackardUtilities

PresidentMarch 28, 2012

1

Direct to Grid

ClipperCreek Silver Spring Network Solution

Utilit


• Second levelNeighboring meter

Neighboring

Utility Backhaul

Direct integration from Utility DR Program w / verification

Revenue Grade Metering

Utility

Second level

• Third level

F th l l

Neighboringmeter Robust Solution

Takes advantage of Utility SG

• Fourth level

• Fifth levelCustomermeter EVSE

22

HAN Connection (ZigBee / Wi-Fi)

Direct integration from Utility DR Program w / verification

Utilit


• Second level

Utility Backhaul

In-Home Display

Revenue grade metering (?)

“Universal” solution

Takes advantage of Utility SG

Utility

Second level

• Third level

F th l l

y

• Fourth level

• Fifth levelCustomer

meterEVSE

HAN repeater

33

Parallel Proprietary NetworkProprietary

Cloud Application

Proprietary Cloud

Application

Proprietary Cloud

Application

Proprietary Cloud

Application

Proprietary Cloud

ApplicationUtility

BackhaulProprietary Cloud Application UtilityUtilityUtility


• Second level

In-Home Display

Second level

• Third level

F th l lEVSE Customer

Meter

Neighboring Meter

Metering

• Fourth level

• Fifth level HAN Repeater“Universal” solution

Possible integration of utility DR w / verification

Home Possible tie to public infrastructureUtility not in control

44

Cellular ConnectionUtility

Backhaul

Utility

Cell Service Provider


• Second levelIn-Home Display

Second level

• Third level

F th l lEVSENeighboring

Meter

• Fourth level

• Fifth level

CustomerMeter

EVSE

CustomerAppliance

Metering“Universal” solutionUtility controlled cloud

HAN Repeater

Home

Possible tie to public infrastructureDR w / verification

55

Pager Network

Utility


• Second level

?

Second level

• Third level

F th l lEVSE

SimpleInexpensive“Universal” solution

• Fourth level

• Fifth level

CustomerAppliance DR w / o verification

No metering

HomeHome

66

Options

Communication Options

900 mHz Proprietary

Metering Options

Revenue Grade

Control Options

Scheduling


• Second level

900 mHz Proprietary

Cellular

Wi-Fi

Revenue Grade

(?)

Removable

Scheduling

Rate schedule

User interfaceSecond level

• Third level

F th l l

ZigBee (?)

Ethernet

Other

Contained within EVSE

Utility Access

User home portal

• Fourth level

• Fifth level

Other y

Submeter

77

Discussion

Develop a solution that has the most options possible, EVSE core unchanged from utility to utility


• Second level

Communications In

Communications Out

M t iSecond level

• Third level

F th l l

Metering

DR

Time of use control• Fourth level

• Fifth levelTime of use verification

Other

88


• Second levelSecond level

• Third level

F th l lThank You

• Fourth level

• Fifth level

9

Wireless Charging of Electric Vehicles Using

Strongly‐Coupled Resonance

Morris KeslerWiTricity Corporation

National Electric Transportation Infrastructure Working Council

Outline

• Motivations• Introduction to WiTricity’s Technology

– Resonance– Coupling and Quality Factor

• Application to EV/PHEV Charging– System description– Performance– Issues

WiTricity Corporation 2IWC 2012

In the Middle of the Night…



From the Wall Plug to the DeviceApproaches to Wireless Energy Transfer

Omni-directional

Directed

Radiative techniques Induction

http://images.google.com/imgres?imgurl=http://opticsclub.engineering.ucdavis.edu/home_files/laser.jpg&imgrefurl=http://opticsclub.engineering.ucdavis.edu/&usg=__rExLLrlhpQfUIBZPSsxUkOrk-ss=&h=355&w=400&sz=25&hl=en&start=14&um=1&tbnid=uUYb6NlfsEzKvM:&tbnh=110&tbnw=124&prev=/images?q=laser&hl=en&rls=com.microsoft:*:IE-SearchBox&rlz=1I7DKUS&sa=N&um=1

Add Resonance to the Picture


• Resonator:– Stores Energy– Energy oscillates between two modes (spatial, temporal, form, etc.)

– Examples: Pendulum, Quartz crystal, LC Circuit

• Coupled Resonators:– Coupling mediates energy exchange between resonators

– Efficient and selective energy transfer can be achieved

– Examples: Coupled pendulums, coupled waveguides (filters, switches)

Coupled Resonators


• Described using coupled‐mode theory– Parameters: Coupling rate (κ), loss rate (Γ), resonant frequency

• Conditions for efficient energy transfer– “Similar” resonant frequencies– Coupling rate greater than loss rate

• Figure of Merit for system– U = κ/sqrt(Γ1Γ2) = k*sqrt(Q1Q2)– Optimum efficiency only a function of U

Efficiency of Energy Transfer


( )2

221 1

U

Uη =

+ +

Optimum efficiency only a function of the figure-of-merit U

1 21 2

U k Q Qκ= =Γ Γ

where

Resonators with High Quality factor enable efficient energy transfer over distance.

50% at U=3

90% at U=20

Coupling and Q are important factors

Using Magnetic Resonance


• Magnetic resonator– Simple example is a loop and capacitor

B

E

Coupled Magnetic Resonators


A Multitude of Applications

Consumer Electronics

Medical Devices

LightingRobotics

Electric Vehicles

New applications are limited only by one’s imagination

Solar Power


Residential Use Case

Requirements for Wireless Charging of EV

• Power levels up to 3.3 kW (initially)

• High‐efficiency (90% end‐to‐end)• Tolerant to parking variations• Tolerant to variations in vehicle

ground clearance (vehicle loading, tire pressure, etc.)

• Safely operate with people in and around vehicle

• Satisfy EMC/EMI requirements

• Safe, unattended operation


Resonators designed for high Q and coupling, efficient power electronics

Efficiently operate over a range of magnetic coupling

EM fields below ICNIRP limits where accessible

Low radiated EM fields, Choice of frequency

Detection of foreign objects, Built-in temperature sensing


System Components for Wireless EV Charging

RF AMP(DC‐RF)

AC/DC(PFC)

SourceResonator

DeviceResonator

AC/DC(Rect.)

Battery

MainsPower

Source Electronics

DeviceElectronics

BMS

Source Efficiency> 95%

Wireless Efficiency90 – 98.5%

Rectifier Efficiency> 99%

Control

AC Mains to Battery Efficiency of greater than 90% possible

Tolerance to Offsets


SourceResonator

DeviceResonator

Direction of Travel

Parking Tolerance

Δx

Δy

Δz

Source Resonator

Device Resonator

Air-Gap Variations

Δx up to +/- 20 cmΔy up to +/- 10 cmΔz up to +/- 2.5 cm

Typical ranges:

Systems must operate at high efficiency over this range of offset.

Magnetic Field Strengths


• Zone 1: Energy Transfer Region– Largest B field– No prolonged human exposure

• Zone 2: Under Vehicle Region– B rapidly decreasing– No prolonged human exposure

• Zone 3: Exterior Region– B < ICNIRP MPE– Unlimited human exposure

• Zone 4: Vehicle Interior– B < ICNIRP MPE– Unlimited human exposure

Foreign Object Debris

• Magnetic field in energy transfer region (between coils) is large– Maximum field depends on coil design and size– Can cause heating of some metallic objects

• Examples of likely debris


Detection of Foreign Object Debris


• Two Basic Approaches• Passive techniques:

– Reduce likelihood of FOD interacting hazardously with high magnetic fields.

– Large coils to reduce peak B field– Shaped structures

• Active techniques:– Detect and react to the presence of FOD.– Reduce power or interupt charging– Scales to higher power

• WiTricity prototype FOD detection system demonstrated– http://www.youtube.com/watch?v=my5fvOh15kg

http://www.youtube.com/watch?v=my5fvOh15kg


Standard Capture Resonator

Standard Source Resonator

Rectifier

Integrated Power Supply(Level 2)

Standard Resonator Configuration(10-15cm or 15-20cm offset)

(1)

WiTricity Prototype System

WiTricity 3.3 kW PrototypeOn‐Vehicle Installation , June 2010

IMS Workshop 2011 WiTricity Corporation 18

Electric Smart Car Demonstration


Source Coil on Floor

Device Coil mounted on Car

Wireless Charging for EV/PHEV is Coming


• High efficiency ( > 90%)• High power rates (3.3 kW and greater)• Power transfer over several tens of cm• “Robust” to: misalignment, weather, vehicle materials, building materials

• Safe operation in residential, commercial, and municipal configurations

Availability of wireless charging will increase adoption rates for EV/PHEV

BMW CHARGING STRATEGY.EPRI IWC, ATLANTA 2012.

Cliff Fietzek, Manager connected e-mobility, March 26th, 2012

BMW CHARGING STRATEGY.MIGRATION INTO A GLOBAL SOLUTION.

AC1

Phase

Charging TimeCharging Power3,3kW 300kW

AC1 Phase plus (USA)

6,4kW

AC3 Phasen (Europa/China)

DC-HighDC-Low

AC1 Phase plus (USA / Japan)

19kW~6h ~4 min~3h ~1h

43kW~30min

100kW~15min

35kW~35min

J1772Combo 1

J1772Combo 1

BMW CHARGING STRATEGY – COMBINED CHARGING.CHARGING POWER AND CHARGING TIMES.

EU

USA

WW

BMW-CHARGING STRATEGY – COMBINED CHARGING.SCENARIOS.

AC1

Phase

Charging TimeCharging Power

mls / hour

3,3kW

DC-High

~6h100kW~15min

30kW~40min

At Home

Low Charging PowerAbout 6h

Cafe/ Supermarket

Medium Charging Power About 1h

„Fuel Station“

Higher Charging Power Less than 30 minabout 60 mls per15min

AC1

Phase

DC-Low

~16mls ~133mls ~400mls

BMW CHARGING STRATEGY.REDUCTION OF COMPLEXITY.

Do you want this?

AC DC There will be different charging modes with different Connectors

Solution: Combined Charging System( Combo-Charging )

Only one receptacle in the car for AC and DC.Same PLC link for AC communication and DC control.

For the Customer: supports all chargersEasy to handle

For the OEM: Easy to integrate Cost effective

Only one DC charging standard will ensure customer i f i !

BMW Solution!

IMPLEMENTATION OF COMBO DC CHARGING

2010

Years

-First running BMW Combo System with type 2connectorand PLC (HP GP)communication for DC charge control

2011

2012

2013

- First Combo connectors available

- SAE Combo Standards finished

- German local DIN Standard finished

- Certified Combo Charger expected

- Sample Combo Charger available

- Combo system standardization

- EV’s with Combo System in the market

Page 6

SAE TASK FORCE TIMING: COMBINATION CONNECTOR AND COMMUNICATIONS.

Page 7

SAE schedule yields draft standards by mid-April; usable by Task Force members

Yield final published standards by mid-July

2012Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

SAE J1772UL Combo TestingTask Force TopicHybrid Committee BallotAffirmation Ballot / SAE FormattingMVC BallotPublication

SAE PLC Test Complete (EPRI, ANL, others)SAE Task Force Topic & Survey ‐ DC Charging

J2847/2 (DC Charging)J2931/2, 3, 4 (PLC Protocol)Tabulate topic & survey results, review with task force

SAE Hybrid Committee Ballot ‐ DC Charging J2847/2 J2931SAE Formatting J2847/2 J2931

Publish J2931 doc(s) Techical Information Reports (TIR)MVC Ballot ‐ DC Charging (J2847/2 only) J2847/2

Publish J2847/2 Recommended Practice (RP)

Seite 8

COMBO PARTNERSOEMs

Equipment Suppliers

Connector Suppliers Communications

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Cliff Fietzek, Manager connected e-mobility, March 26th, 2012

THANK YOU FOR YOUR ATTENTION.

Arindam MaitraIWC Meeting

March 28, 2012

EPRI’s Utility Direct DC Fast Charger –Development, Testing, Demonstration

2© 2012 Electric Power Research Institute, Inc. All rights reserved.

Utility Direct “Medium Voltage” Fast Charger

• Conventional DC Fast Charger needs a new three-phase service

– Three-phase transformer– Three primary conductors and

associated medium voltage fuses– Three high-current service conductors– 208/480 Vac DC fast charger– Overall efficiency (w xfmr) ~88-91%– Installation costs

• Utility Direct Fast Charger

– Combines service transformer and DC fast charger into one unit

– Needs only one primary conductor, no isolation transformer and no secondary conductors

– Overall efficiency >95%– Installation costs


Configuration of Utility Direct Fast Charger

M-level AFEAC-DC &Isolated DC-DC

DC-DC

Charger400-V

DC

2.4 or8 kV AC +

–

• HV components are enclosed within thepad-mounted enclosure

• AC input can be interrupted with high-voltage vacuum switch

• DC voltage can be interrupted with a DCcircuit breaker

• Charger output is Chademo compatible


Pad-Mount Case for Medium-Voltage AFE Converter and Isolated DC-DC Stage (Box-A)

Photograph of the case and internal circuits


Utility Direct Fast Charger with CHAdeMOInterface

DSP

board

Medium

Voltage

DC-DC

Charger

Vehicle

Side

Battery

Management

System

Interface

PC Display

Control

Console

1,7

2

4

GNDd1

d2

RDY

8

9

10

CAN+CAN–

5

6

PWR+

PWR–

IrefVref

CMD

2.4kV

rms


2.4KV 50kW Medium Voltage IUT Based DC Charger –Efficiency Comparisons


EPRI Web/Mobile Application

CAN Listener

EPRI Server

Charger

Android Tablet

• Provides user interface to the charger

• Sends DC charging data to the EPRI Server

Bluetooth

Instrumentation

2.4 kV AC

500 VDC

CAN Bus

AC Charging Data

DC Charging

Data


Demo in Knoxville @March 6-7, 2012

• Medium Voltage IUT DC Fast Charger

– Fully functional 1-phase 2.4KV 45KVA IUT DC Fast charger (FC) system with the CHAdeMOcommunication protocols (CAN)

• Why is it valuable?– Utility owned asset for fast charging– Provide customers with a variety of

products and services that go “beyond the meter”

– Reduced energy losses versus conventional chargers

– Reduced weight versus fast chargers using conventional transformers


Installation Options

• Conventional FC installation

– Option 1: Underground installation (pad-mount)

– Option 2: Overhead installation (pole-mount)

• Medium Voltage FC installation (pad-mount)

The objective is to compare cost of installing a 480 Vac fast charger vs an EPRI MV fast charger


480 Vac Fast Charger vs MV Fast Charger Installations

480 Vac Fast Charger Installation – Option 1 480 Vac Fast Charger Installation – Option 2

Medium Voltage Fast Charger Installation


Key Installation Components

480 Vac FC (Option 1) 480 Vac FC (Option 2) EPRI MVDC FC3 long primaries (135 ft) 3 short primaries (5 ft) 1 long primary (135ft)1 three-phase 75 kVA pad-mount xfmr (13.8 kV/480 Vac)

3 single-phase 25 kVA pole-mount xfmrs(7.32kv/277 Vac)

-

Excavation, foundation, concrete pad, MV terminations

- -

4 underground service conductors (10ft) + 2underground DC service conductors (10 ft)

4 overhead service conductors (110 ft) + 2underground DC service conductors (10 ft)

2 underground DC service conductors (10 ft)

Trenching, conduits Some trenching, conduits Trenching, conduits

480 Vac service panel+ Secondary side metering

480 Vac service panel+ Secondary side metering

Primary side metering


Installation Cost

480 Vac FC (Option 1)

480 Vac FC (Option 2)

EPRI MVDC FC

Primaries $3937 $261 $1399

Transformer(s) $14776 $3638

Service conductor $752 $2284 $378

Service Panel $350 $350

Metering $365 $365 $1500

Foundation Cost for FC Main Box $3272 $3272 $3272

Total Cost $23452 $10170 $6549

* Approximate costs – these do not include unit price of the fast charger


Where this Technology Makes Sense

• Utilities who want to provide fast charging capability directly from their distribution system. This could be especially useful in dense cities where you place fast chargers that aren't hosted by a business

• Businesses could install Intelligent Universal Transformer (IUT) technology, as their building transformer and conveniently add fast charging service (and also integrate their onsite solar, energy storage, and building energy management system). This would help in managing the high peak loads of the DC charger and the impact both on the utility and to a business' own cost of service, specifically by reducing demand charges

• DC fast charging technology has the potential to significantly increase the range and versatility of battery electric vehicles, enhancing their commercial appeal


TVA iMieV CHARGING (Charging Event #1)March 6th, 2012


Charging Power as a Function of Time – iMieV

Time (minute)

Cha

rgin

g P

ower

(kW

)


Battery Capacitor and State-of-Charge – iMieV

Time (minute)

Bat

tery

Cap

acity

(kW

h)

Sta

te o

f Cha

rge SOC


Voltage and Current During Charging – iMieV

Time (minute)

Bat

tery

Vol

tage

(V)

Cha

rgin

g cu

rrent

(A)


EPRI LEAF CHARGING – Charging Event #2 March 6th, 2012


Charging Power as a Function of Time – Leaf

Time (minute)

Cha

rgin

g P

ower

(kW

)


Battery Capacitor and State-of-Charge – Leaf

Time (minute)

Bat

tery

Cap

acity

(kW

h)

Sta

te o

f Cha

rge


Voltage and Current During Charing – Leaf

Time (minute)

Bat

tery

Vol

tage

(V)

Cha

rgin

g cu

rrent

(A)


EPRI LEAF CHARGING – Charging Event #3 March 6th, 2012


Charging Power as a Function of Time – Leaf

Time (minute)

Cha

rgin

g P

ower

(kW

)


Battery Capacitor and State-of-Charge – Leaf

Time (minute)

Bat

tery

Cap

acity

(kW

h)

Sta

te o

f Cha

rge SOC

kWh


Voltage and Current During Charing – LeafB

atte

ry V

olta

ge (V

)C

harg

ing

curre

nt (A

)

Time (minute)


EPRI LEAF CHARGING – Charging Event #4

March 7th, 2012


Charging Power as a Function of Time – EPRI Leaf

Time (minute)

Cha

rgin

g P

ower

(kW

)


Battery Capacitor and State-of-Charge – EPRI Leaf

Time (minute)

Bat

tery

Cap

acity

(kW

h)

Sta

te o

f Cha

rge SOC

kWh


Voltage and Current During Charging – EPRI Leaf

Bat

tery

Vol

tage

(V)

Cha

rgin

g cu

rrent

(A)

Time (minute)


LEAF CHARGING – Charging Event #5 March 7th, 2012


Charging Power as a Function of Time – TVA Leaf

Time (minute)

Bat

tery

Cap

acity

(kW

h)

Sta

te o

f Cha

rge

SOC

kWh


Charging Power as a Function of Time – TVA Leaf

Time (minute)

Cha

rgin

g P

ower

(kW

)


Voltage and Current During Charging - TVAB

atte

ry V

olta

ge (V

)C

harg

ing

curre

nt (A

)

Time (minute)


Together…Shaping the Future of Electricity

Infrastructure Overview

Joseph ThompsonPrincipal Engineer Zero Emission Technology PlanningNissan Technical Center North America

DC Fast Charge

Level 1 & 2

Nissan LEAF Charge Ports

Type Power SupplyCharger

Power

Charging

Level

Charger

Location

Charging

Time

(24kwh

Battery)

Normal

120VAC

Single

Phase

12A 1.4kW Level 1

On-board

18h

240VAC

Single

Phase

15A 3.3kW

Level 2

8h

30A 6.6kW 4h

Fast480VDC

3-phase50kW Level 3

Off-

board30min

Nissan Confidential

Charging Levels

Charging time and mileage

USA

Charging LevelMileage and Charging time

2hr 4hr 6hr 8hr

Level 2

(240 volts, 16amps)＋25mile ＋50mile ＋75mile +100mile

Level 1

(120 volts, 12amps)+10mile +20mile +30mile +40mile

• DC Quick charging: 80% in about 30 min

HOME CHARGING

WORKPLACE CHARGING

PUBLIC

Majority of Charging

• Owners with single family homes will charge overnight at off-peak rates

• Business fleets charge overnight at their “home” location

Supports EV Ownership

• Provides charging for those without dedicated home charging

• Extends daily travel range

Allows for Mass Adoption

• Relieves “range anxiety”

• Level 2 and Fast charging capability

Charging Pyramid

• A level 1 cordset is included with each vehicle (located in the trunk)

• 1.4kw, 12.5 amps

Level 1 trickle charge

• Goal– Simple, one-stop shop for the

consumer have charging equipment installed at home

• AeroVironment selected as Nissan’s preferred vendor for residential charging equipment– Includes all US markets

• AeroVironment provides– The charging dock

– Manages permitting + installations

– Trains contractor network

Level 2 Residential

SAFETY DESIGN•Automatic short circuit shut off

•Automatic ground fault shut-off

•Protection against live power in event of cable breakaway

•UL listed

•Outdoor rated to withstand weather conditions

•Surge protection

•15’ or 25’ cord, no-cost option

DEPENDABILITY•Technology based on more than 20 years of EV charging

•Americans with Disabilities Act (ADA) compliant

•Standard 3-year warranty

SERVICE•Nationwide network of certified electrician installers

•Rapid response time for warranty service and support

AeroVironment Equipment

• Allocating 5,700 Nissan LEAF vehicles to project participants in 5 states

• Integrating the Nissan LEAF retail sales process with Ecotality to ensure a seamless customer experience

• Providing data from the LEAF telematics system to support the Ecotality / Dept. of Energy infrastructure usage study

• Installing a DC Fast Charge Port on each project vehicle

• Providing Nissan LEAF handraiser and reservation data to assist with the infrastructure planning phase of the project

Nissan’s Role in The EV Project

Strong competition in the market

• AeroVironment

• ECOtality

• Coulomb

• Clipper Creek

• SemaConnect

• Go Smart

• Leviton

• Shore Power

• Better Place

• General Electric

• Schneider Electric

• EV Charge America

• Juice Bar

• Eaton

Level 2 Public Charging

Program Total Amount MarketsLevel 2

PublicDC Fast

EV Project (Ecotality) [DOE] $230.0M AZ, CA, OR, TN, TX, WA 5,600 340

ChargePoint America (Coulomb) [DOE]

$37.0MCA, DC, FL, TX, MI, NY, WA

2,600 0

Bay Area AQMD$5M CA 0 30

California AB 118 [CEC] $3.6M CA 635 0

Hawaii (State Grant) $3.0M HI 450 0

City of Chicago $1.9M IL 207 73

Total + $280 M 26 States 12K+ 600+

Sample of Large Infrastructure Projects

12

More than 13,000 EV Charge Stations on the way by the end of 2012…

Public (Planned) Infrastructure

13

• Charging/Climate Control

• Charge Status

• Plug-in reminder

• Access by internet and web-enabled phone

Remote vehicle access

Telematics and Station Mapping

Automatic charging spot

updates

NEW charging spots

LEAF is equipped with Telematics control unit that transmits and receives data that will allow for unprecedented conveniences.

Data Center

208-

240V

Supply

Panel &

Circuit Breaker

Utility Meter

Ground

• Level 2 EVSE – 40amp dedicated circuit

• Run conduit and wiring to EVSE box location (Garage,

Carport, etc)

• Mount and hardwire the EVSE box

Conduit & Wire

Wall-

mounted

EVSE

Breaker / Panel

Upgrades

Installation &

Materials CostEVSE

Typical Installation

Costs:

Residential Installation

Electrical Box

Permit

$50 - $700 $200 - $700 $800 $1k - $2.5k$50-$200

TOTAL

208-

240V

Supply

Panel &

Circuit Breaker

Utility Meter

Ground

• Level 2 EVSE – 40amp dedicated circuit

• Installation costs can vary greatly depending on:

• Existing electrical service capacity and

location

• Distance from electrical panel to EVSE

• Trenching required in some installations

Conduit & Wire

Pedestal

mounted

EVSE

Breaker / Panel

UpgradesInstallation &

Materials Cost

Commercial Grade EVSE


Costs:

Commercial Installation

Electrical Box

Permit

$50 - $700 $2000 - $7000 $1k-$3k $3k - $11k$100-$300

TOTAL

DC Fast Charging

UL Certifications Directory

http://database.ul.com/cgi-

bin/XYV/cgifind.new/LISEXT/1FRAME/srchres.html?collection=/data3/verity_collectio

ns/lisext&vdkhome=/data3/verity_sw_rev24/common&SORT_BY=textlines:asc,ccnsh

orttitle:asc&query=FFTGCCN+and+not+GUIDEINFO

Planned DC Quick Charge Stations

ProjectPlanned DC QC

Region Funding Notes

Blink Network

EV Project 340

CA – San Diego, Bay Area

WA - Seattle

OR - Portland

AZ- Phoenix/Tucson

TN – Nash/Knox/Chatta

$230M (DOE – ARRA funded)

Installations begin summer

2011

eVgo Network

NRG Energy100

Houston, TX

Dallas, TXPrivately funded 50 in each city

350 Green 110 Various US Cities State grantsAlso developing private-sector

partners

State of Maryland

3 Baltimore, MD State

Various Projects

5

Portland –PGE

North Carolina - Duke Uni

South Carolina – Plug in Carolina

Private/StateCurrently operating

Installed DC QC StationsCHAdeMO, publically accessibleAs of December 1, 2011

Number of Stations: 27

eVgo Freedom Station

DFW: 1 operational; 3 under construction; 13 in permitting

https://www.evgonetwork.com/eVgo_Charging_Stations/

HOU: 8 operational; 4 under construction; 3 in permitting

https://www.evgonetwork.com/eVgo_Charging_Stations/

• Some hosts do not have 480V 3P electrical service

• For hosts who do have 480V 3P service, they usually do not have 50KW+ extra panel capacity to support the DC charger.

• The hosts increasingly have underground service that is difficult or impossible to expand.

• This pushes the installation street-side to access the utility service directly with a new service drop

• Street-side installations have permitting challenges on equipment heights and setbacks

• This results in the installation being mid-parking lot with lots of boring and retail disruption

• Parking space code requirements often add an addition dedicated parking space

• In some parts of the country, these new service drops can take 6 months

• If we are lucky, the utility feeder is over-head and may only require a pole set

• If we are not lucky, the utility feeder is underground requiring an expense pad mount transformer

• The monthly demand charges run $300-700/mo plus another $50-200/mo meter charge

Challenges to Installation

Governor Brown Announces $120 Million Settlement to Fund Electric Car Charging Stations Across California

• NRG will be developing the following in CA:

• 200 Public DC Fast Charging stations

• Wiring for “10,000 plug-in units at 1,000 locations across the state”

• Installations of DC Fast Charging will be in the following locations: San Francisco Bay Area; San Joaquin Valley, the Los Angeles Basin, and San Diego County

• The NRG press release state this will occur over “the next 4 years.”


• The Executive Order issued today by the Governor sets the following targets:

• By 2015, all major cities in California will have adequate infrastructure and be “zero-emission vehicle ready”;

• By 2020, the state will have established adequate infrastructure to support 1 million zero-emission vehicles in California;

• By 2025, there will be 1.5 million zero-emission vehicles on the road in California; and


By 2050, virtually all personal transportation in the State will be based on zero-emission vehicles, and greenhouse gas emissions from the transportation sector will be reduced by 80 percent below 1990 levels.

• AB 32, the 2006 Global Warming Solutions Act, calls for a 30 percent reduction of greenhouse gas emissions by 2020. The goal of 80 percent below 1990 levels by 2050 was set by an executive order signed by former Governor Arnold Schwarzenegger.

• Last year, Governor Brown signed SB X1-2, which directed the California Air Resources Board to adopt regulations setting a 33 percent renewable energy target.

440-

480V

Supply

(3

phase)Panel and

Circuit

Breaker

Utility Meter

Ground

• DC Quick Charge

• Installation costs can vary greatly depending on:

• May require separate electrical service

• May require transfomer upgrades or additional

work

Conduit & Wire

DC Quick

Charge

Unit

Breaker / Panel

UpgradesInstallation &

Materials Cost

Commercial Grade EVSE


Costs:

DC Quick Charge Installation

Electrical Box

Permit

$2,000 $10,000 - $30,000 $15k-$50k $28k - $83k$1,000

TOTAL

NEC CP-12 Update for EPRI-IWC

March 2012 Gery Kissel

NEC CP-12 EV Task Group Lead

Report On Proposal (ROP) Meeting

ROP meeting held January 18-21

Article 625 had 30 proposals ◦ Including the restructure proposal from the EV Task Group

CP-12 vote summary: ◦ 15 – Reject

◦ 14 – Accept In Principle

Accepting the Proposal in principle but with Code Panel changes in the proposed wording

◦ 1 - Accept

Report On Proposal (ROP) Meeting

SAE Proposal 12-59 Rejected ◦ Proposed length extension of AC cord from 1 foot to 6 foot before Personal Protection System (PPS)

Remove mass of control box from AC receptacle / plug system

Upcoming NEC Activity

Technical Correlating Committee (TCC) Meeting ◦ They make sure that changes proposed by one

committee correlates with other committee’s text and proposals.

◦ TCC meeting April 23-27

ROP Publication ◦ June 15, 2012

Comments on ROP close October 27 Report on Comments (ROC) meeting

November 28 – December 8 2014 code published September 2013

PEV/EVSE Communication SAE Task Force Status

IWC Meeting

3/28/2012Rich Scholer - SAE Communication Task

Force Status1

Outline

• Background

• PLC Status

• Additional Document Status


Force Status2

BackgroundMajor Documents and Functions


Force Status3

1. J2836™ - Use Cases (establishes requirements)

ISO/IEC 15118-1

2. J2847 – Messages, diagrams, etc. (derived from

the use case requirements)

ISO/IEC 15118-2

3. J2931 – Communication Requirements

ISO/IEC 15118-3

4. J2953 – Interoperability

ISO/IEC 15118-4


Force Status4

Summation of SAE Communication StandardsJ2836™ – General info (use cases)

Dash 1 – Utility programs *

Dash 2 – Off-board charger communications*

Dash 3 – Reverse Energy Flow

Dash 4 – Diagnostics

Dash 5 – Customer to PEV and HAN/NAN

Dash 6 – Wireless charging/discharging

J2953– Interoperability

Dash 1 – General Requirements

Dash 2 – Testing and Cert

Dash 3 –

• * Published

J2847– Detailed info (messages)

Dash 1 – Utility programs *

Dash 2 – Off-board charger communications *

Dash 3 – Reverse Energy Flow

Dash 4 – Diagnostics

Dash 5 – Customer to PEV and HAN/NAN

Dash 6 – Wireless charging/discharging

J2931– Protocol (Requirements)

Dash 1 – General Requirements*

Dash 2 – InBand Signaling (control Pilot)

Dash 3 – NB OFDM PLC over pilot or mains

Dash 4 – BB OFDM PLC over pilot or mains

Dash 5 – Telematics

Dash 6 – DSRC/RFID (wireless charging)

Dash 7 - Security


Force Status5

J2931/7 Security

J2953/1 Interoperability, J2953/2 Test Procedures

Document Interaction

Utility Programs

DC Charging

Reverse Power

Flow

Diagnostics

Customer to

PEV and

HAN/NAN

Wireless Power

Flow

Use Cases Requirements Protocol

BB OFDM (PLC)

Telematics

DSRC

(& RFID)

Basis

J2836/1™ J2847/1

J2931/1J2836/2™ J2847/2

J2836/3™ J2847/3

J2836/4™ J2847/4

J2931/4

J2836/5™ J2847/5 J2931/5

J2836/6™ J2847/6 J2931/6

PLC Development steps

1. Establish Requirements (publish J2931/1)2. PLC System Diagram (make a picture)3. Generate Test Plan and Lab Setup (EPRI & ANL)4. Review Test Report results (SAE Meeting)5. Establish Timeline


Force Status6


Force Status7

System Architecture (Utility Messages)

EVSE

Com modulePEV

Com modulePLC

ESI

PLC

EUMD

CANZigBee

SEP 1.x to SEP 2.0 Migration Unit

(if needed) ESI Dependent

SEP 2.0 SEP 1.x or 2.0

J1772™

Control

Pilot

SEP 1.x to

SEP 2.0

ZigBee

PLC ZigBee

• Fundamental case

– Highest expected usage


Force Status8

Actual Lab Set-up (ANL)

PLC Test Status• March 21-22, 2012 Task Force Meeting

– During this meeting, each of the requirements identified in J2931/1 were voted on for a Pass, Fail or Unknown/Untested position from both attendees and WebEx participants.

– We agreed to move forward with HP GP as the single PLC technology for DC Charging and Utility messages between the PEV and EVSE.

– A decision was also taken to discontinue any testing of other technologies (G3, FSK).

– We are continuing to coordinate effort with the ISO/IEC Project Team 4 testing


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PLC Test Status (cont)Two requirements need additional testing.

• RelComm4 is the effect of consumer network on PEV network, and this showed conflicting results between EPRI and ANL. – We identified differences as updated firmware of PL16 modules, and

corset type.

– The action item was taken for ANL to retest with the EPRI boards, use the coupling cap variation along with a common cordset.

• DCComm.6, the shared network requirement, is the combined effect of both Utility and DC charging messages with the effects of the consumer network. – This solution requires Qualcomm to provide new firmware fixes so that

this requirement can be successfully met. It was decided that the testing will be carried out within two-three weeks at ANL and EPRI.


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Timeline


Force Status11

Jan Feb Mar Apr May Jun Jul Aug

SAE PLC Test (EPRI, ANL, PNNL)

SAE Task Force Topic - DC Charging

J2847/2 (DC Charging)

J2931/1 (Stack info)

J2931/4 (PLC Protocol)

SAE Hybrid Committee Ballot - DC Charging

J2847/2 (DC Charging) J2847/2

J2931/1, 4 J2931

SAE Formatting

J2847/2 (DC Charging) J2847/2

J2931/1, 4 J2931

Publish J2931 doc(s) Techical Information Reports (TIR)

MVC Ballot - DC Charging (J2847/2 only) J2847/2


2012

Additional Document Status


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Document StatusUtility & DC Charging

• Reopened J2847/1 – Utility messages

– Dan Mepham is adding SEP2 info

• Reopened J2847/2 – DC Charging

– Doug Oliver is adding messages to harmonize with IEC

– Moving sequence diagrams into J1772™

• Reopened J2931/1 – Protocol Requirements

– Slav Berezin is adding Communication Stack sections


Force Status13

Document Status (cont)• J2836/3™ – PEV as Distributed Energy Resource

(DER) (formerly known as Reverse Power Flow)

– Hank McGlynn – developing use cases for PEV communicating as a DER device

– Grid connected operation as a DER (V2G)• PEV connects through EVSE to a live grid (which can be

islanded) – current source

• On-board or eternal inverter (J2847/2 to be updated to allow for reverse DC flow into external inverter)

• Inverter must fully comply with IEEE 1547 - exceptions to be deferred until next version (e.g. IEEE 1547.4 microgrids and IEEE 1547.8)


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J2836/3™ (cont)

– Off-grid operation of PEV as a power (voltage) source (V2L, V2H, and V2V)

• On-board inverter sets and regulates voltage and frequency for loads

• Loads plug into a vehicle power panel with NEMA outlets (not via EVSE)

• For V2H the connection to the home must be through a UL1008 transfer switch

• High level communication not required for PEV as sole source of off-grid power (defer load sharing with other power sources until next version)


Force Status15

Document Status (cont)• J2847/3 will follow J2836/3™ effort and use the

J2847/1 SEP2-based approach• SEP2 provides basic DER functionality

• SEP2 will need to be updated for IEEE 1547.8 advanced DER modes

• J2836/4™ - Diagnostics - J2847/4 to follow– Mike Muller is preparing for EVSE standard functions

and diagnostics.

• J2836/5™ - Telematics – J2847/5 to follow– Venkatesh Donthy is collecting HAN/NAN use cases for

customer to HAN interactions

– Consumer and Utility Network expanded cases and synchronizations


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Wireless Charging – Use Cases


Force Status17

• J2836/6™ - Wireless Charging - Mark Klerer – Coordinating the completion of use cases with the

requirements from J2954 (EVSE and alignment)

– Created second draft with input from J2954 members• Covers Use Cases

– Wireless EV Charger (WEVC) Discovery

– Vehicle Alignment

– Charging Control: Initiation, Power Transfer, Termination

– Monitoring and Diagnostics

• Emergency Shutdown

– Where possible reuse concepts and procedures from conductive charging applications


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Wireless Charging Use Case Diagram


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J2847/6 & J2931/6

• J2847/6 Messages for Wireless Charging– Draft to be created to meet requirements from Use

Cases in J2836/6: First Draft expected begining May

• J2931/6 Communications Protocol– DSRC to be used as protocol between Base Unit and

Vehicle Unit (EVSE) to be worked in cooperation with J2735 (First Draft end of April)

– RFID to be used to assist in vehicle alignment. Configuration to be defined by J2954. (Expected by end of May)

Interoperability and Security

• J2953/1– Cliff Fietzek restarted monthly meetings

• J2931/7– Hina Chaudhry is coordinating input from SGIP

CSWG and others• Incorporating NIST 7628 guidelines to map out different

domains and defining corresponding threats and risks

• Future focus will be on different security policies and controls recommendation to mitigate the threats thus identified


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The End

Questions?


Force Status21

SAE J1772™ Update

for EPRI-IWC

March 2012

Gery Kissel

SAE J1772™ Task Force Lead

Contents

SAE J1772™ Revision 4 Status

SAE J1772™ Revision 5 Plan

DC Coupler UL2251 Testing

DC Coupler Design Status

SAE J1772™ DC Development

Team

SAE J1772™ Revision 4 Status

Revision 4 published 2/21 includes:

◦ Normative

Editorial corrections

Technical corrections

EVSE compatibility test (new Appendix)

◦ Informative

Charging configurations and ratings definitions

Illustration of Combo coupler

Reference to PLC communications for DC charge

control


Revision 5 will re-integrate DC charging

◦ Coupler dimensional information

◦ EVSE DC output interface definitions

◦ System sequence diagrams and data messages

◦ Additional requirements for DC charging

Revision 5 will be formatted into 3 main sections:

◦ General requirements for AC and DC charging

◦ Specific requirements for AC charging

◦ Specific requirements for DC charging


PLC related information will located in the

appropriate 2836/X, 2847/X and 2931/x

documents

As in Revision 4, additional clarifications and

corrections will be made as time warrants

SAE J1772™ Revision 5 Plan SAE Charging Configurations and Ratings Terminology

AC level 1(SAE J1772™)

PEV includes on-board charger120V, 1.4 kW @ 12 amp120V, 1.9 kW @ 16 ampEst. charge time:PHEV: 7hrs (SOC* - 0% to full)BEV: 17hrs (SOC – 20% to full)

*DC Level 1

EVSE includes an off-board charger200-500 V DC, up to 40 kW (80 A)Est. charge time (20 kW off-board charger):

PHEV: 22 min. (SOC* -0% to 80%)BEV: 1.2 hrs. (SOC – 20% to 100%)

AC level 2(SAE J1772™)

PEV includes on-board charger (see below for different types)240 V, up to 19.2 kW (80 A)Est. charge time for 3.3 kW on-board charger

PEV: 3 hrs (SOC* - 0% to full)BEV: 7 hrs (SOC – 20% to full)

Est. charge time for 7 kW on-board chargerPEV: 1.5 hrs (SOC* - 0% to full)BEV: 3.5 hrs (SOC – 20% to full)

Est. charge time for 20 kW on-board chargerPEV: 22 min. (SOC* - 0% to full)BEV: 1.2 hrs (SOC – 20% to full)

*DC Level 2

EVSE includes an off-board charger200-500 V DC, up to 100 kW (200 A)Est. charge time (45 kW off-board charger):

PHEV: 10 min. (SOC* -0% to 80%)BEV: 20 min. (SOC – 20% to 80%)

*In developmentVoltages are nominal configuration voltages, not coupler ratingsRated Power is at nominal configuration operating voltage and coupler rated currentIdeal charge times assume 90% efficient chargers, 150W to 12V loads and no balancing of Traction Battery Pack

Notes: 1) BEV (25 kWh usable pack size) charging always starts at 20% SOC, faster than a 1C rate (total capacity charged in one hour) will also stop at 80% SOC instead of 100%2) PHEV can start from 0% SOC since the hybrid mode is available. ver. 082911


Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

SAE J1772

UL Combo Testing

Task Force Topic

Hybrid Committee Ballot

Affirmation Ballot / SAE Formatting

MVC Ballot

Publication

SAE PLC Test Complete (EPRI, ANL, others)

SAE Task Force Topic & Survey - DC Charging

J2847/2 (DC Charging)

J2931/2, 3, 4 (PLC Protocol)

Tabulate topic & survey results, review with task force

SAE Hybrid Committee Ballot - DC Charging J2847/2 J2931

SAE Formatting J2847/2 J2931

Publish J2931 doc(s) Techical Information Reports (TIR)

MVC Ballot - DC Charging (J2847/2 only) J2847/2


DIN 70121 DC Charging Communications

Submitted

Expected Approval / Publication

2012

Topic Posted

3/20

DC Coupler UL2251 Testing

DC coupler will be tested to UL 2251 - Plugs,

Receptacles and Couplers for Electric Vehicles

◦ Testing to begin soon and be completed prior to J1772 Hybrid Committee ballot closure

Testing will be limited to only those tests

applicable to the interface specified in J1772

◦ For example, tests related to material properties will not be ran as these are manufacture specific

and not specified in J1772


SAE is coordinating efforts to tool DC

charge couplers

REMA and Korea Electric Terminal (KET)

are the suppliers involved in the effort

◦ REMA

Began shipping couplers week of 2/6

◦ KET

Have shipped parts since 12/11

Have temporally stopped shipping to correct

durability issue of the Proximity terminal in plug

Expect shipping to resume mid April


Design revision needed to meet UL finger proof test

Design complies to IEC finger proof test

UL finger proof compliant parts available early/mid March (REMA)


Contacts for parts:

Tim Rose, REMA – [email protected]

Seungwoo Lee, KET - [email protected]

mailto:[email protected]

SAE J1772™ DC Development

Team

OEMsEquipment Suppliers

Connector Suppliers Communications

D2_PEV_D2-2B_MacCurdy.pdfD2_PEV_D2-2C_Bishop.pdfD2_PEV_D2-2D_Berezin.pdfD2_PEV_D2-2E_Packard.pdfD2_PEV_D2-3_Kesler.pdfD2_PEV_D2-4_Fitzek.pdfD2_PEV_D2-5_Maitra.pdfD2_PEV_D2-6_Thompson.pdfD2_PEV_D2-7_Kissel_on_NEC.pdfD2_PEV_D2-9_Scholer.pdfD2_PEV_D2-10_Kissel_on_SAE.pdf