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SAE International standards work, including communication protocols and connectors, fast charge, batteries

Tim MellonDirectorSAE International - Government AffairsCopyright SAE 2011#1SAE History

Today SAE is the largest producer of consensus based ground mobility standards in the world.

Established in 1905 First President Andrew Riker First VP Henry Ford Initial Membership 30 Engineers

1910 Baker Model V Electric Victoria2011 Chevrolet PHEV Volt

1996 EV1 General MotorsCopyright SAE 2011#Founded in 1905 primarily as an automotive technical society.

Notable SAE members were pioneers in their field including Henry Ford and Charles Kettering from the automotive area and Orville Wright and Glenn Curtiss from the aeronautics area.

1916, SAE merged with several other technical societies such as Tractor Engine, Boat Manufacturer & Gas Engine societies.

In 1960 the SAE president transformed the SAE from a primarily American organization into an international organization with a global reach.

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SAE International Today128,000 Members From Over 100 Nations78 standards referenced in ISO standards27 standards referenced in UNECE regulations25 standards referenced in Global Technical Regulations40 standards referenced in Canadian regulations111 standards referenced in US regulations9 standards referenced in Japans regulations37 SAE standards referenced in AustralianstandardsCopyright SAE 2011#Since 1960 the global reach of SAE International has expanded to all regions of the world. Today, there are over 128,000 members from over 100 countries. SAE standards have been referenced in regulations in countries all over the world including the UNECE, Global Technical Regulations, and ISO standards. As an example of SAEs global reach, more than 50% of technical committee meetings are held outside the USA.

3New era of mobility connectivity

Vehicle-2-vehicle, Vehicle-2-infrastructure Vehicle-2-devicesPEV and PHEV Connectivity and Interoperability to the Smart Grid Environment,Copyright SAE 2011#End of the era of stand alone vehicles vehicles are quickly becoming interconnected with the web, satellites, call centers, phone systems, and the electrical grid.Vehicle Technology is changing rapidly. Examples of future vehicle connectivity include Intelligent Transportation Systems (ITS) where vehicles communicate to other vehicles and the infrastructure. Opportunity to have significant reduction in vehicle crashes through increased situational awareness (both other vehicles and roadway conditions).4

SAE Standards DevelopmentVolunteer, consensus based standards development processTotal Committees: 580Total Committee Members: 8,064Total Standards Published : 10,077 (Ground Vehicle 2,081)Active Standards: 8,635 (Ground Vehicle 1,681) Standards In Development /Review: 657Vehicle ElectrificationEV, PHEVsBatteriesSmart Grid J1772 Connector

Leading SDO in NIST Roadmap for Smart Grid interoperability24 active committees774 committee members33 standards developed or in process

Copyright SAE 2011#This slide shows the involvement by SAE and its members in standards development. What is important to note that even through the tough economic times in the automotive industry, there are still over 8000 volunteers sitting on almost 600 committees creating, or reviewing, 657 standards. This is testament to the commitment and importance our members place on standards development. 5Need market pull to determine public infrastructure build-out PHEVs are key to help initiate market pull for public infrastructureCharging InfrastructureResidentialConsumer-driven home installation processIncludes single and multiple family homes, apartments and remote charge locations Current challenge: permits, electricians, inspections, meters, ratesPublic chargingExpensive if under utilizedDifficult to fully cover full driving patternsWorkplaceCorporate & Municipal Parking

Copyright SAE 2011#6Formula for success

Policy + f(Infrastructure + Reliability + Affordability)(Standardization)= Customer Acceptance + Market DemandCopyright SAE 2011#Committed long-term policy environment by industry and governmentInfrastructure: recharging infrastructure for electrically chargeable vehiclesCustomer acceptance + market demand Reliable, durable, affordable, vehicles for a variety of customer needsStandardization: Common interfaces (e. g. vehicle - infrastructure)

New governmental incentives globally are projected to enhance EV adoption and technology development US DOE spending $25B over 3 years to promote EV technology Energy Independence and Security Act (EISA) of 2007 mandates a 40% increase in fuel economy standards for automobiles and light trucks by 2020

For electric cars to achieve wide-scale deployment in the US, new battery service networks must be competitive with the existing gasoline fueling infrastructure in terms of price, range, and reliability.

EV industry expects 3-5 M vehicles with rechargeable batteries on the road globally by 2020

7US Roadmap to Smart GridSeptember 24, 2009 US Commerce Secretary Gary Locke unveils an accelerated plan for developing standards to transform the U.S. power distribution system into a secure, more efficient and environmentally friendly Smart Grid

80 initial standards will support interoperability of all the various pieces of the systemranging from large utility companies down to individual homes and electronic devices.

Set of 14 priority action plans addresses the most important gaps in the initial standard set.

SAE International identified as a leading standards organization identified in the Phase 1 NISTFramework and Roadmap for Smart Grid Interoperability Standardsparagraph 5.13 for "Interoperability Standards to Support Plug-In Electric Vehicles."

http://www.nist.gov/public_affairs/releases/smartgrid_interoperability_final.pdfSAE V2G communication, physical plugZigbee Home communicationsANSI MeteringIEEE Electric vehicle infrastructureNEMA/UL Building and productCopyright SAE 2011#

1547 (Distributed energy interconnection)J2847, J2836, J2293 communication & energy transfer V2G/G2VSmart Energy 2.0J1772 Electric Vehicle Coupler, V2G, G2VBatteriesJ1798 PerformanceJ2929 SafetyJ537 StorageSimply connecting?EV or PHEV require multitude of standards:Physical connectorsInterfacesPower levelsBattery standardsEnergy exchange protocolsV2G communication protocols (between vehicles and the grid)Copyright SAE 2011#Many organizations are involved in the operation and development of the Smart Grid system and ensuring interoperbility.Organizations such as NEMA, ANSI and IEEE are involved in the power distribution aspect. UL, IEC, NFPA provide important standards to ensure safe residential and commercial power usage.

The functionality to the right of the orange line and arrows is the area which SAE International is engaged in: SAE International has teamed with organizations such as ZigBee Alliance to develop standards for Electric Vehicle Supply Equipment to insure interoperability and communications to the Smart Grid system. SAE Electric Vehicle coupler standards provide harmonized methodology for the vehicle connection for energy transfer and smart charging communications. SAE International also provides the on-board vehicle standards for electric vehicle charging systems and battery storage.9Vehicle to Grid SAE AC CouplerSAE JTitleScopeStatusSAE J1772

SAE Electric Vehicle Conductive Charge CouplerGeneral requirements for the electric vehicle conductive charge system and coupler for use in North America. Define a common electric vehicle conductive charging system architecture including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector.PublishedJanuary, 2010

AC Line 1 Power PinProximity Detection Pin AC Line 2 or Neutral PinControl Pilot PinGround PinTwo charging levels: AC Level 1: 120 Volt single phase to 16 AmpsAC Level 2: 240 Volt single phase to 80 AmpsCopyright SAE 2011#The J1772 task Force is now working on higher voltage AC and fast-rate DC charging.

LN1, LN2 power pins: Provides the path for AC Level 1 and 2 power

CP Control Pilot PinElectrical signal sourced by the EVSE. Serves as the primary control conductor and performs the following functions:a. Verifies that the vehicle is present and connectedb. Permits energization/de-energization of the supplyc. Transmits supply equipment current rating to the vehicled. Monitors the presence of the equipment grounde. Establishes vehicle ventilation requirements

PD Proximity Detection PinProvides a means to detect the presence of the connector in the vehicle inlet.Provide a signal to activate the EV/PHEV charge controller and engage the EV/PHEV drive interlock system. Provides a signal in the vehicle charge control strategy to reduce electrical arcing of the coupler during disconnect.

GND Ground Pin

10SAE Charging Configurations and Ratings TerminologyAC level 1(SAE J1772)

PEV includes on-board charger*DC Level 1EVSE includes an off-board charger120V, 1.4 kW @ 12 amp120V, 1.9 kW @ 16 amp200-450 V DC, up to 36 kW (80 A)Est. charge time:Est. charge time (20 kW off-board charger):PHEV: 7hrs (SOC* - 0% to full)PHEV: 22 min. (SOC* - 0% to 80%)BEV: 17hrs (SOC 20% to full)BEV: 1.2 hrs. (SOC 20% to 100%)AC level 2(SAE J1772)PEV includes on-board charger (see below for different types)*DC Level 2EVSE includes an off-board charger240 V, up to 19.2 kW (80 A)200-450 V DC, up to 90 kW (200 A)Est. charge time for 3.3 kW on-board chargerEst. charge time (45 kW off-board charger):PEV: 3 hrs (SOC* - 0% to full)PHEV: 10 min. (SOC* - 0% to 80%)BEV: 7 hrs (SOC 20% to full)BEV: 20 min. (SOC 20% to 80%)Est. charge time for 7 kW on-board chargerPEV: 1.5 hrs (SOC* - 0% to full)*DC Level 3 (TBD )EVSE includes an off-board chargerBEV: 3.5 hrs (SOC 20% to full)200-600V DC (proposed) up to 240 kW (400 A)Est. charge time for 20 kW on-board chargerEst. charge time (45 kW off-board charger):PEV: 22 min. (SOC* - 0% to full)BEV (only): 20 kW, single phase and 3 phase*Not finalizedVoltages 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 PackNotes: 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. Developed by the SAE Hybrid Committee ver. 031611

Copyright SAE 2011#Regional Differences DC coupler

220-240V/50Hz220-240V/60Hz100-127V/60Hz100-127V/50HzUS charge power:AC single phase - low & moderateDC for high power fast chargeEU charge power:AC single phase - lowAC 3 phase - moderate and high power fast charge DC charge strategy - unclear China charge power:AC single phase - low & moderateDC for high power fast chargeJapan charge power:AC single phase - low to moderateDC for high power fast chargeUS connector:AC J1772 for Lev1 and Lev2DC J1772 (new revision)EU connector:AC single phase IEC 62196-2 "Type 1 (J1772)AC single/3 phase IEC 62196-2 "Type 2AC single/3 phase IEC 62196-2 "Type 3DC - IEC 62196-3China connector:AC - Chinese unique versionDC - Chinese unique versionKorea connector:AC - J1772 DC CHaDeMo system with unique DC couplerJapan connector:AC J1772DC ChaDeMo system and couplerNot every country has the same electrical systemCharging needs differ for vehicle type (PEV/PHEV)Charging needs differ for charging locations

China ACChina DC

Not to scaleCopyright SAE 2011#Aspects which affect the type of connector and capacity needed: Differences in the voltages and number of phases In the US: PHEV and EV home charging AC Level 1 & 2 is desirable EV public charging AC Level 3, DC Level 1, 2 & 3 is desirable (fast charge) Three phase AC power is available for charging in several countries in Northern Europe and Scandinavia DC fast charging will be used in other parts of the world The charging needs of the vehicle such as: Type of vehicle (i.e. Hybrid or pure EV) Size of the battery pack Normal parking location For PHEVs charged at home, AC level 1 and 2 charging systems will suffice. For EVs, higher AC and DC rates of charge may be desirable. In cities, where private parking is limited or unavailable, fast charging will be in demand12Harmonization

Copyright SAE 2011#Aspects which affect the type of connector and capacity needed: Differences in the voltages and number of phases In the US: PHEV and EV home charging AC Level 1 & 2 is desirable EV public charging AC Level 3, DC Level 1, 2 & 3 is desirable (fast charge) Three phase AC power is available for charging in several countries in Northern Europe and Scandinavia DC fast charging will be used in other parts of the world The charging needs of the vehicle such as: Type of vehicle (i.e. Hybrid or pure EV) Size of the battery pack Normal parking location For PHEVs charged at home, AC level 1 and 2 charging systems will suffice. For EVs, higher AC and DC rates of charge may be desirable. In cities, where private parking is limited or unavailable, fast charging will be in demand13Harmonization what if we dont?Vehicle OEMs will need to package different charge receptacles and have different vehicle controlsNumber of vehicle sheet metal openings will be different for different regionsInfrastructure cannot be sharedVehicle and infrastructure costs will be higher - with no benefit to customers

Copyright SAE 2011#Connector Standards TimingChina draft published. Final publication unknown.

IEC 62196 Part 1, 2 publication March 2012IEC 62196-3 DC publication December, 2013

US SAE 1772 AC L1 & L2 ublished January 2010US SAE J1772 AC L1 & L2, DC L1 & L2 publication 1 qtr 2012Japan - AC and DC (defacto) available

IEC 61851 Part 1 - available

IEC 61851 Part 21, 22

IEC 61851 Part 23

IEC 61851 Part 24

ISO/IEC 15118 Part 1,2,3

Copyright SAE 2011#Summary of SAE Communication Standards J2836 General info (use cases)Dash 1 Utility programs *Dash 2 Off-board charger communications **Dash 3 Reverse Energy FlowDash 4 DiagnosticsDash 5 Customer and HANDash 6 Wireless charging/discharging

J2847 Detailed info (messages)Dash 1 Utility programs *Dash 2 Off-board charger communications **Dash 3 Reverse Energy FlowDash 4 DiagnosticsDash 5 Customer and HANDash 6 Wireless charging/discharging

J2931 Protocol (Requirements)Dash 1 General Requirements **Dash 2 In-Band Signaling (control Pilot) **Dash 3 NB OFDM PLC over pilot or mains **Dash 4 BB OFDM PLC over pilot or mains **Dash 6 - RFID

J2953 InteroperabilityDash 1 General RequirementsDash 2 Gold standardDash 3 Testing and Certification

* Two have initial versions published** Six are expected to ballot 1Q 2011Copyright SAE 2011#As an example of the complexity of the communication protocol in a EV charge connector system, the DC charging connector currently in the development phase will have:A total of 33 signals / channels 3 categories: Status Command Requests Limit Information

16V2G Critical SAE StandardsSAE JTitleScopeStatusSAE J2293/1Energy Transfer System for Electric Vehicles--Part 1: Functional Requirements and System ArchitecturesDescribes the total EV-ETS (Energy Transfer System) and allocates requirements to the EV or EVSE for the various system architectures.PublishedJuly, 2008SAE J2293/2Energy Transfer System for Electric Vehicles--Part 2: Functional Requirements and System ArchitecturesDescribes the SAE J1850-compliant communication network between the EV and EVSE for this application (ETS Network). PublishedJuly, 2008SAE J2758 Determination of the Maximum Available Power from a Rechargeable Energy Storage System on a Hybrid Electric Vehicle Describes a test procedure for rating peak power of the Rechargeable Energy Storage System (RESS) used in a combustion engine Hybrid Electric Vehicle (HEV).PublishedApril, 2007SAE J1711Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric VehiclesSets recommended practices for measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-in Hybrid Vehicles.PublishedJune, 2010SAE J2841

Definition of the Utility Factor for Plug-In Hybrid Electric Vehicles Using National Household Travel Survey DataDescribes the equation for calculating the total fuel and energy consumption rates of a Plug-In Hybrid Electric Vehicle (PHEV). WIPCopyright SAE 2011#Current work status (as of January 1, 2011)SAE JCurrent revision statusSAE J1772

2011 Current activity:Plan to re-ballot 1st Quarter 2012Include interoperability to multiple suppliers (PEV & EVSE)Add DC (level 1 up to 20 kW) back into documentDetection circuit monitored by EVSE and PEVRequire lock controlled by PEV2012 Next Steps:Add DC (level 2 up to 80 kW) connectorAdd temp sensor and other safety itemsPotential to add Reverse energy flowJ2836/2DC Use cases and general infoJ2847/2DC Messages and detail infoMessages and signals mature, finalizing sequence and state diagramsJ2931/1Digital Communications for Plug-in Electric VehiclesCommunication requirements and protocol (AC & DC)J2931/2In-band signaling Communication for Plug-in Electric VehiclesJ2931/3PLC Communication for Plug-in Electric VehiclesCopyright SAE 2011#Future work (as of January 1, 2011)SAE JFuture scopeJ2836/5J2847/5Customer and HAN (J2836/5 & J2847/5)Plan is to build on customer messages pulled from J2847/1 plus Open SG effort.J2847/4J2836/4DiagnosticsPlans to build on effort presented to CARB plus vehicle diagnosticsJ2953J2953/1 Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supply Equipment (EVSE)J2847/3Communication between Plug-in Vehicles and the Utility Grid for Reverse Power FlowJ2836/3Use Cases for Communication between Plug-in Vehicles and the Utility Grid for Reverse Power FlowReverse Energy Flow (J2836/3 & J2847/3)Developing use cases and reviewing architecture for both on-board and off-board conversion.Copyright SAE 2011#

What About Safety?

On Board Battery Charger UL 2202. Conductive and inductive charging system equipment for recharging the storage batteries of electric vehicles

Charging inlet UL 2251. Plugs, receptacles, vehicle inlets, and connectors intended for conductive connection systems, for use with electric vehiclesCharging plugSAE J1772UL 2231-1Personnel Protection Systems for EV Supply Circuits

UL 2231-2Protection Devices for Use in Charging Systems

UL2594Outline for Investigation for EV Supply EquipmentNational Electric CodeArticle 625 Electric Vehicle Charging SystemI GeneralII Wiring MethodsIII Equipment ConstructionIV Control & ProtectionV EV Supply Equipment LocationsJ2929 EV and PHEV propulsion Battery System Safety Standard (Safety Performance Criteria)Copyright SAE 2011#J1172 contains connector safety standardsJ2929 contains EV/PHEV Battery safety Standards

20Wireless Charging of EVs & PHEVsSAE J2954 standard in development

Wireless connection and power transferInductive Charging TechnologiesSmart Grid Interoperability / Programmability

Whos Involved?Auto and Commercial Vehicle OEMs (11)Automotive SuppliersOrganizations (laboratories, government agencies, universities, SDOs, power companies)

SAE Standard will define:PerformanceSafetyTesting MethodologiesCharge LevelsLocationCommunications

Potential Charging Locations:ResidentialPublicOn-RoadStatic (parking lots, curb side)Dynamic (embedded in roadway)UniServices - The University of Auckland

Copyright SAE 2011# OEMs include: BMW, Ford, GM, Chrysler, Honda, Nissan, Toyota, Mitsubishi, Fisker, Phoenix and Proterra Tier I Suppliers include: Delphi, Magna, Maxwell and Panasonic Organizations include: UL, Argonne National laboratory, EPA, EPRI, Univ. of Tennessee, TUV North America Both light and heavy duty vehicles Pilot program in Seoul Korea for embedded dynamic charging system in the bus lane21The future of battery electric vehicles depends primarily upon the cost and availability of batteries with high energy densities, power density, and long life. This will help alleviate range anxiety.

SAE Vehicle Battery Standards CommitteeScope

These new technology challenges, along with maintaining the past and present battery technology standards, is the essence of this newly formed Battery Standards Committee.

Copyright SAE 2011#The focus of much of the battery industry is on producing batteries with high energy and power at a cost most consumers will find compelling. A range of generic estimates for current battery costs centers on $600 per kWh. The long-term goal for most market participants is closer to $200 per kWh. The primary drivers of battery cost are high material costs and lack of scale. Reaching economies of scale will be a challenge. Standardization plays an important role in this initiative.

Recent technology breakthroughs now enable more high performance electric vehicles Next-generation lithium-ion batteries are likely to employ advanced electrodes such as silicon-based nanostructured anodes (instead of graphite), and high capacity manganese-based cathodes, resulting in a significant increase in energy density and reduction in cost.

Market size estimates for electric and hybrid vehicle batteries range widely, from $2.3 billion to $10 billion by 2015. the US will have the capacity to produce 20 per cent of the worlds advanced batteries by 2012 and up to 40 percent by 2015 (DOE)22Started Nov. 2009

Current Membership 216 Representatives 120 companies OEMs, Suppliers,Government AcademiaSAE Vehicle Battery Standards CommitteeCopyright SAE 2011#Standardization helps drive costs down because it allows multiple battery manufacturers to make products of a similar form factor and rating so that vehicle manufacturers can produce lower-cost product, and that lower cost can be passed on to the consumer.The standards also will make it easier for automakers to evaluate one suppliers batteries against anothers.SAE Committee is supporting ISO12405 Battery Safety Standards Development23Batteries Critical SAE StandardsSAE JTitleScopeStatusSAE J1798

Recommended Practice for Performance Rating of EV Battery Modules (Revision)Common test and verification methods to determine Electric Vehicle battery module performance. Document describes performance standards and specifications.WIPSAE J537Storage Batteries (Revision)Testing procedures of automotive 12 V storage batteries and container hold-down configuration and terminal geometry.WIPSAE J2936Vehicle Battery Labeling Guidelines (New)Labeling guidelines for any energy storage device labeling (such as: including cell, battery and pack level products).WIPSAE J2929

Electric and Hybrid Vehicle Propulsion Battery System Safety Standard (New)Safety performance criteria for a battery systems considered for use in a vehicle propulsion application as an energy storage system galvanically connected to a high voltage power train.Published 02/18/11SAE J2758Determination of Max. Power from a HEV Rechargeable Energy Storage SystemDescribes a test procedure for rating peak power of the Rechargeable Energy Storage System (RESS) used in a combustion engine Hybrid Electric Vehicle (HEV). WIPSAE J2380Vibration Testing of Electric Vehicle BatteriesDescribes the vibration durability testing of a electric vehicle battery module or an electric vehicle battery pack. Published2009SAE J2464Electric Vehicle Battery Abuse TestingDescribes a body of tests for abuse testing of electric or hybrid electric vehicle batteries.PublishedNov., 2009SAE J2288Life Cycle Testing of EV Battery ModulesDefines a standardized test method to determine the expected service life, in cycles, of electric vehicle battery modules. PublishedJune 2008SAE J2289Electric-Drive Battery Pack System: Functional GuidelinesDescribes practices for design of battery systems for vehicles that utilize a rechargeable battery to provide or recover traction energy.PublishedJuly 2008SAE J551/5Magnetic and Electric Field Strength from EVsTest procedures and performance levels describe the measurement of magnetic and electric field strengths. PublishedJan., 2004SAE J1113Electromagnetic CompatibilityComponent Test Procedure Defines a component-level test procedure to evaluate automotive electrical and electronic components for electromagnetic disturbances.Published2006

Copyright SAE 2011#SAE International is trying to limit the potential for danger by developing standards that cover everything from the design to the recycling of large advanced-technology batteries used in electric vehicles (EVs) and hybrid-electrics of different kinds. Battery standards are useful for several reasons, but safety is paramount. SAE is also working with other organizations such as the National Fire Protection Association to recognize opportunities for improving EV battery safety knowledge, training, communications and vehicle designs for the First Responder community.J2929 which addresses Battery Safety Standards has been recently published. The committee is already working on version two which will expand and enhance the standards (Thermal propagation, flammability, toxicity, EMC, impact)24Tim MellonSAE International1200 G Street, NWWashington, DC 20005USATel. +1(202) 434-8944Email: tim@sae.orgSAE Contact

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