© 2015 Electric Power Research Institute, Inc. All rights reserved.
Southern California EdisonEnergy Education Center-Irwindale
June 24, 2015
Infrastructure Working Council (IWC)
PresentationsDay One
© 2015 Electric Power Research Institute, Inc. All rights reserved.
DOE Plug-In Hybrid Medium-Duty Truck Demonstration and
Evaluation ProgramOverviewDan BowermasterProgram Manager
Electric [email protected]
(650) 855-8524
Infrastructure Working CouncilSCE, Irwindale, CA
June 24, 2015
2© 2015 Electric Power Research Institute, Inc. All rights reserved.
Program Objectives
• Nationwide demonstration and evaluation of approximately 280 medium duty PHEVs
• Develop a production-ready, commercializable PHEV system for Class 2 to Class 8 trucks
• Develop production –ready “smart charging” capability for the trucks
• Build customer familiarity• Use project results for system development to optimize
performance and reduce costs• Quantify performance attributes and environmental impact
All Program Objectives were met
3© 2015 Electric Power Research Institute, Inc. All rights reserved.
Program Partners
• Department Of Energy (DOE)
• SCAQMD - Prime Recipient
• California Energy Commission - Funding Partner
• EPRI - Program Management and Fleet Coordination
• Odyne Systems, Inc.- Hybrid System Developer and Producer
• VIA Motors, Inc.- Hybrid System Developer and Producer
• Utility Industry and Companies
4© 2015 Electric Power Research Institute, Inc. All rights reserved.
Project SummaryThe project has:• Designed, developed, validated, certified, and produced three
different plug-in hybrid vehicles • VIA Motors, Inc.- pickup-up trucks and vans• Odyne Systems, Inc.- Class 6 to 8 trucks
• Deploying 296 trucks• 52 VIA Vans• 125 VIA Pick-ups• 119 Odyne Class 6 to 8 trucks
• Collected and Analyzed Data from all trucks and provided data to the National Labs (NREL and INL) and will continue
• Developed and produced a Smart Charging System • Completed laboratory testing by Southern California Edison and
emissions testing • Program is officially complete on July 31, 2015
5© 2015 Electric Power Research Institute, Inc. All rights reserved.
Fleet Deployment
64 different fleets in 23 States plus DC
20 VIA States 16 Odyne States + DC Total of 296 trucks and vans
119 Odyne trucks with 35 different fleets
177 VIA pickup trucks and vans with 47 different fleets
Final 90 VIA pickup trucks are being deployed currently
6© 2015 Electric Power Research Institute, Inc. All rights reserved.
VIA Class 2 PHEV Pickup Truck
• Vehicle Design• Series hybrid system with automatic transmission• 4.3L gasoline V6 engine• 4x4 • High energy lithium-ion battery – A123 23 kWh• Blended regenerative braking• On-board charger (14.5 kW)• Charging-Level 1 (120 VAC) and Level 2 (240 VAC)• Reduces payload by about 850 lbs• Vehicle can drive without being charged• Extended Cab• Export power (14.5 kW, 120/240 VAC, 60 Hz)
• Expected Performance Specifications:• Up to 40 miles all-electric range• Up to 400 miles range between refills• Charge time less than 6 hours with Level 2• FMVSS compliant• Limited 8 years/150,000 mile warranty
7© 2015 Electric Power Research Institute, Inc. All rights reserved.
VIA Class 2 PHEV Van
• Vehicle Design• Series hybrid system with automatic transmission• 4.8L gasoline V8 engine• RWD, 135” Wheelbase• High energy lithium-ion battery – A123 23 kWh• Blended regenerative braking• On-board charger (14.5 kW)• Charging-Level 1 (120 VAC) and Level 2 (240 VAC)• Reduces payload by about 600 lbs• Vehicle can drive without being charged• Cargo Van or 12 seat arrangement• Export power (14.5 kW, 120/240 VAC, 60 Hz)
• Expected Performance Specifications:• Up to 30 miles all-electric range• Up to 400 miles range between refills• Charge time less than 6 hours with Level 2• FMVSS compliant• Limited 8 year/150,000 mile warranty
8© 2015 Electric Power Research Institute, Inc. All rights reserved.
VIA Deployment to the Fleets
Pick-ups, 125, 71%
Cargo Vans, 39, 22%
Passenger Vans, 8, 4%Accessible Vans, 5, 3%
Number of VIA Trucks by Type
Pickup trucks are the most popular VIA product
9© 2015 Electric Power Research Institute, Inc. All rights reserved.
VIA Fuel Economy
PHEVs contribute to significant reductions in fuel consumption
Multiple Daily Charges will improve Fuel Economy
Data assumes only one charge per day
Economic Equivalent based on $2.77 per gallon and $0.055 per kWh
10© 2015 Electric Power Research Institute, Inc. All rights reserved.
VIA Fuel Economy Improvements
VIA VtruxEconomic Equivalent Conv Vehicle
% Improvement
Battery Electric Range City Drive 47.6 miles ave. 126 MPG 13.6 MPG (20% idle) 826%(Charge Depleting) Highway Drive 47.5 miles ave. 126 MPG 22 MPG (0% idle) 473%
Fuel Economy City Drive 19.55 MPG ave. 13.6 MPG (20% idle) 44%(Charge Sustaining) Highway Drive 22.2 MPG ave. 22 MPG (0% idle) 1%Combined MPG Combined Average 102 MPG Equiv. 16.1 MPG 534%(70% City/30% Hwy) Assumes 18,000 miles annual
VIA VtruxEconomic Equivalent Conv Vehicle
% Improvement
Battery Electric Range City Drive 48.1 miles ave. 128 MPG 9 MPG (20% idle) 1322%(Charge Depleting) Highway Drive 48.2 miles ave. 128 MPG 16 MPG (0% idle) 700%Fuel Economy City Drive 16.55 MPG Ave. 9 MPG (20% idle) 84%(Charge Sustaining) Highway Drive 21.35 MPG Ave. 16 MPG (0% idle) 33%Combined MPG Combined Average 96 MPG Equiv. 11.1 MPG 765%(70% City/30% Hwy) Assumes 18,000 miles annual
VIA Current Assumption: Test was run at 45 mph city and 55 mph highway without cabin conditioning.
Real world results should reflect higher highway speeds and cabin conditioning.
Anticipated results given these two factors are 40 miles battery electric range
and probable 20% reduction in combined fuel economy from the reported test results.
Economic Equivalent based from $2.77 per gallon and $0.055 per kWh.
Weight 6655 Lbs / tires 245 @ 70 psi F 80 psi R
TRUCK (Crew Cab 4x4)Weight 6670 Lbs / tires 255 @ 35 psi
VAN (Cargo)
11© 2015 Electric Power Research Institute, Inc. All rights reserved.
VIA Emissions Improvements15K Miles Annual Driving = 60 Miles/DayEV Range On Single Charge = 40 Miles
ELECTRIC MILESPER CHARGE
CHARGES PER DAY
EV DrivePercentage
(Charge Depleting)
Charge Sustain Mode
EMISSIONSIMPROVEMENT (vs CONVENTIONAL
VEHICLE)
40* 1 66% 34% 66%
40* 1.5 100% 0% 100%
PHEVs contribute to significant emissions reduction
VEHICLE CERTIFICATIONS
VIA VAN VIA TRUCK
CARB EXECUTIVE ORDER CERTIFICATION AUGUST 2014 MAY 2015
EPA FULL CERTIFICATION NOVEMBER 2014 JUNE 2015
* EV Range is real world city driving
12© 2015 Electric Power Research Institute, Inc. All rights reserved.
Odyne Class 6-8 Trucks
•Vehicle Design • Odyne hybrid system with Allison automatic transmission • Diesel engine • High energy lithium-ion batteries- JCI 28.4 kWh • Blended regenerative braking • Launch assist • On-board charger (3.3 kW) • Charging-Level 1 (120 VAC) and Level 2 (240 VAC) • Export power (up to 12 kW, 120/240 VAC, 60 Hz) • Redundant system that can be returned to conventional driving • Vehicle can drive without being charged
•Expected Performance Specifications:• ePTO operation (>3 Hours with Engine-Off) • Up to 10 miles equivalent all-electric range • Up to 300 miles range between refills • Charge time less than 7 hours with Level 2 • FMVSS compliant • Limited 3 years/ 36,000 mile warranty
13© 2015 Electric Power Research Institute, Inc. All rights reserved.
Buckets, 86, 72%
Walk-in Van, 13, 11%
Digger Derricks, 12, 10%
Compressor trucks, 5, 4%
Tanker Trucks, 3, 3%
Bucket trucks is the largest category of truck
Chassis Manufacturers
• Freightliner
• International
• Ford
• Kenworth
Final Stage Manufacturers
• Altec
• DUECO
• Terex
• Amthor
• Vanair
• Utilimaster
Odyne Deployment to the Fleets
14© 2015 Electric Power Research Institute, Inc. All rights reserved.
Odyne Fuel Consumption Comparison
CILCC cycle used
Conventional Vehicle Odyne PHEV
Annual Savings
Annual Distance
Fuel Used (gal) Fuel Used (gal) Reduction (gal) (miles)Driving (50 miles per day) 7.8 5.4 32% 896 18000
Driving (32 miles per day) 5.0 2.7 47% 840 1152018000Driving (20 miles per day) 3.1 0.9 71% 803 7200
Mild Calibration Driving (32 miles per day) 5.3 4.9 7% 133 11520
Strong Calibration
Traction Fuel Consumption
PHEVs contribute to significant reductions in fuel consumption
15© 2015 Electric Power Research Institute, Inc. All rights reserved.
Odyne Fuel Economy and Emissions The Odyne System provides 15-30% fuel
economy improvement while driving with Hybrid assist
When combined with the all-electric stationary use, the benefits can be much greater:
– Reduce Full Day fuel use by 50% or greater– Reduce Green House Gases by up to 50%
or greater– Reduces NOx by up to 80% or greater
Baseline Vehicle Odyne Mild Cal Odyne
Aggressive Cal
Driving(20 Miles/Day) 5.27 4.64 3.97ePT0 at jobsite(6.0 hours/day) 6.84 0.00 0Engine Charge (if Needed) 0 0 1.95
Work Day Total 12.11 4.64 5.92
Total Savings (gal.) 7.47 6.19
62% 51%
Fuel Use
PHEVs contribute to significant emissions reduction
16© 2015 Electric Power Research Institute, Inc. All rights reserved.
Analytics All 296 vehicles are equipped with a Data Acquisition System that
collects data up to a 1 Hz rate The data is collected during the day and the data is sent to the server
dailyData Collected includes:
• Motor Current and Voltage
• Battery Current and Voltage
• Charger Current and Voltage
• Motor and Engine Torque and Speed
• Export Power Current and Voltage
• Odometer
• Vehicle Speed
• Accelerator/ Brake Pedal Position
• Fuel Used
• Charger Time
• Software and Calibration Level
• And many more
17© 2015 Electric Power Research Institute, Inc. All rights reserved.
Odyne Analytics
The following reported data is based from: –71 Vehicles Reporting–47,350 miles driven over 2597 hours–4,377 jobsite hours
18© 2015 Electric Power Research Institute, Inc. All rights reserved.
Single Shift Operation (with extended days)
Starts between 5:00-8:00 AM Driving and Stationary work interspersed
throughout the day Plug-in starts as early as noon but can
extend beyond midnight
Odyne Analytics – Typical VehicleDrive Time
Stationary Work
Composite
Start of Plug-in
19© 2015 Electric Power Research Institute, Inc. All rights reserved.
Drive time: 1-3 hours– Average Distance: 22 miles– Average Speed: 18.2 MPH
Stationary Work : 0-6 hours Idle time: 0-6 hours Average time plugged in: 15.7 hours
Odyne Analytics – Typical DayDrive Time
Stationary Work
Composite
Idle Hours
20© 2015 Electric Power Research Institute, Inc. All rights reserved.
Daily Parameters
• Driving Time: 1.1 hours
• ePTO Time: 5.5 hours
• Estimated Fuel Savings: 7.4 gal
• Idle Time: 1.8 hours
• Potential Fuel Savings: 9.0 gal
• Varying loads throughout day
• Ideal situation ending shift with low SOC
© 2015 Odyne Systems, LLC All rights reserved
Odyne Analytics – Large Aerial Example
21© 2015 Electric Power Research Institute, Inc. All rights reserved.
• Utilized one engine charge.
• Opportunity charging during extended day.
• Extensive idling throughout the day.
Daily Parameters
• Driving Time: 1.9 hours
• ePTO Time: 6.4 hours
• Estimated Fuel Savings: 7.4 gal
• Idle Time: 6.8 hours
• Potential Fuel Savings: 9.5 gal
© 2015 Odyne Systems, LLC All rights reserved
Odyne Analytics – Digger Derrick Example
22© 2015 Electric Power Research Institute, Inc. All rights reserved.
Daily Parameters:
• Driving Time: 0.9 hours
• ePTO Time: 5.0 hours
• Generator time avoided: 5 hours
• Estimated Fuel Savings: 8.8 gal
• Idle Time: 0.8 hours
• Potential Fuel Savings: 9.3 gal
© 2015 Odyne Systems, LLC All rights reserved
Odyne Analytics – Walk-in Van Example
23© 2015 Electric Power Research Institute, Inc. All rights reserved.
Would you choose the PHEV truck as your main work truck going forward? (42 Operators: 32 Odyne, 10 VIA)
77%
23%
0%10%20%30%40%50%60%70%80%90%
100%
YES NO
73%
27%
0%10%20%30%40%50%60%70%80%90%
100%
YES NO
VIAOdyne
Survey Results
About 75% of participants prefer the PHEV over the conventional trucks
24© 2015 Electric Power Research Institute, Inc. All rights reserved.
Together…Shaping the Future of Electricity
25© 2015 Electric Power Research Institute, Inc. All rights reserved.
Technical Backup Slides
26© 2015 Electric Power Research Institute, Inc. All rights reserved.
Minimally Intrusive Design
Traction Motor 300Volts
Hydraulic Pump
Power Take OffBell Housing Allows
Installation of Numerous Hydraulic Pumps
27© 2015 Electric Power Research Institute, Inc. All rights reserved.
Odyne Hybrid Architecture
Stock Transmission
Stock Engine
Battery System
Electric Motor Charging
A/C & Heat
Electric PowerHydraulic
Pump
Work Equipment
PTO
Parallel Hybrid Solution Provides redundant system to
operator to minimize downtime Low validation and capital
equipment costs Ability to retrofit to existing
vehicles
OEM Compatible No modifications required to
drivetrain Simplified integration through power
take-off (PTO) EPA & CARB compliant
Patents Pending
28© 2015 Electric Power Research Institute, Inc. All rights reserved.
Van Configuration
J1772 Charge Port
Electric PS Pump
Module
• Traction Motor/ Gearbox
• Fuel Tank
• Motor/Gen Inverters
HV Battery Pack and HVDB
Generator
Bi-directional Charger
Export Panel
Electric Oil Pumps
Electric Coolant Pump
Shifter Box
DC/DC Converter
29© 2015 Electric Power Research Institute, Inc. All rights reserved.
VIA Vehicle Performance Test Protocol
30© 2015 Electric Power Research Institute, Inc. All rights reserved.
Together…Shaping the Future of Electricity
EVSE Section Updatefor EPRI IWC, June 2015
SCE Energy Education Center Irwindale, CA 91702
June 24, 2015
About NEMA
“The National Electrical Manufacturers Association (NEMA) is a federation of over 50 diverse product sections that are grouped into eight divisions.”
The EV charging infrastructure industry is servedby NEMA’s EVSE Section.
More about NEMA here: http://www.nema.org/About/Pages/default.aspx
NEMA EVSE Section Members(include …)
NEMA EVSE Section
CloudCloud
EV infrastructure landscape
6/16/15 5
EVSP #1
Utility Datacenter
EVSP #2
EV comms
WG Focus and Standards
• Network Roaming WG– Standards for “one credential, many networks”– Supports a variety of business arrangements– Multi‐part, extensible standard (initially UR, IAC, ID)
• Metering WG– Standards for conformance to NIST/NCWM codes
• HB44 and HB130 – EV Fueling / Method of Sale– Two applications: Commercial and Non‐Commercial
• Network Management WG– Standard for EVSE / network communications– Focus on North American market requirements– Two parts: protocol definition/profile, conformancy
Network Roaming (interfaces)
6/16/15 7
Network Roaming (roles)
Network Roaming (site)
Network Roaming (directory)
Network Roaming (detail)
6/16/15 11
1st of 2 slides
Commercial Metering Standard
Network Management Standard
Metering WG
• Standard for HB44 Device Type Evaluation– Accuracy, robustness, info (receipt) display and storage
• Advantages of “off‐board communications”– Data storage and retrieval (three years)– Support for Inspection (role‐based access, audit trail)
• Metering reading message format– Do existing management protocols suffice?– Are there other/ further requirements?
Network Management WG
• Goals for a protocol standard– Re‐use what we can, don’t reinvent or divert– Develop North American extensions/profile– Arrange for NA compliancy and certification
• Document use cases and requirements– Using OCPP 2.0 and eMI3 Standard as a basis
• NEMA invited OCA to establish a formal liaison– We’re engaged in serious discussions, encouraged
OCPP 2.0 Core and Regional Profiles
DeviceManagement (7)
Core (5)
Minimum Device Model (5.3)
FW Management (6)
Local ListMgmt (8) Pricing (9)
Smart Charging (11)
NEMASmart Charging
NEMADevice Management X
NEMAPricing
X
New NEMA Profile (not in OCPP 2.0)
Thank you very much!
Enquiries:[email protected][email protected]
Open Charge Alliance update
EPRI IWC meetingLos Angeles, June 24th & 25th 2015
Elaadnl is a Dutch Foundation dedicated to help set up a successful charging infrastructure in the Netherlands
Elaadnl‐ Dutch Foundation (non profit), founded in ‘09‐ Coordination on behalf of the Dutch Grid Operators
(7) and Dutch Transport System Operator‐ Installed 3,000 public charge points between ‘09–‘14‐ Knowledge and Innovation Centre for Charging
Infrastructure
Focus areas‐ Smart Charging‐ Simplification of Grid Operator procedures &
requirements‐ Interoperability & Standardization: Open Charge
Point Protocol (OCPP)
EV’s in the Netherlands‐ 47.000 EV’s (0,6%)‐ Target by Dutch Government is
200.000 by ‘20
Charging Infrastructure‐ Private: 30.000‐ Semi Public: 7.600‐ Public (24/7): 6.500‐ Target for Public Charging
Stations: 70.000 by ‘20
Network Operator
Network Operator
Network Operator
What are the benefits of an open protocol for EVSE to back office system communication?
Asset Owner / Site owner
1
23 EVSE manufacturers can
integrate more easily with multiple Network Operators
Network Operators can integrate more easily with multiple brands of EVSE’s
Asset owners (utilities, municipalities, private companies) can migrate from one Network Operator to another more easily whilst keeping EVSE’s operational
Original Back office systemVendor 1
New Back Office SystemVendor 2
Theory into practice: in 2014 ElaadNL successfully switched to a new Back Office system
7 different EVSE suppliers operational Sourced through 3 different tenders
In 2014 ElaadNL switched to a new Back Office System to reduce operational cost All EVSE’s had OCPP implemented and could be easily migrated to the new Back office
System
Elaad founded the Open Charge Alliance (OCA) to develop the Open Charge Point Protocol (OCPP) together with many stakeholders
OCA‐ A non‐profit organization‐ Founded in January 2014‐ 55 members currently‐ Everyone is welcome to join
OCA activities‐ Development of the OCPP protocol‐ Development of compliancy testing and
certification‐ Promotion of OCPP
‐ ElaadNL initiated the development of an open protocol, and many companies and countries joined the effort
‐ First releases in 2010‐2013
‐ Managing and developing the OCPP within an International Alliance was seen as the way forward
OCPP
UtilityE‐mobilityService Provider
Charge point
Operator
EVSE manufacturer
122
4
78
23
The diversity of the OCA members helps to develop a standard protocol that meets everybody's needs
OCA members (55 dd. June ‘15)
Members from 16 different countries
EuropeAsiaMiddle EastNorth AmericaSouth America
Small, medium and large sized companies
Small (<1mln)
Medium (1‐10mln)
Large (>10mln)
Members covering all parts of the Charging Infrastructure ecosystem
# of members
Consultancy / Knowledge Institute: 17
Network Operator
OCPP content and development roadmap
1.2 1.5 1.6
August ‘15 ‘16‘13‘10
General corrections Additional support for JSON over web sockets
Smart Charging added Enhanced Security
RestructuredPricing addedIEC/ISO 15118 supportEnhanced monitoring & controlFurther alignment with Standards for Demand response
Improved spec
2.0
First release SOAP
OCPP 1.6 description
Core Profile (15)
Firmware Management (4)
Device Management (2)
Local List Management (2)
Reservation (2)
Smart Charging (3)
Protocol Specification
(1.6)
SOAPImplementation
Guide
WSDLJSON
schema
Compliancy toolkit
&
&
&
Content Documentation
JSONImplementation
Guide
Starting with the 1.6 release, OCA will provide Compliancy Test tools and a formal Certification procedure
‐ Provide compliancy test tools for self testing‐ Develop a path to formal third party certification‐ Administer an OCA trademark for OCPP conformance
‐ Available for 1.6 and subsequent releases‐ Conformance tool for self testing released end 2015‐ Formal Certification mid 2016
The OCA is planning towards SDO affiliation(s)
There are several good candidatesThe OCA recognizes the benefits of a standard within an official SDO
The OCA is planning towards an SDO affiliation, keeping in mind that:
OCA will continue to support as Interoperability and Testing Authority
Expedited development of the standard All stakeholders in the Charging Infrastructure Ecosystem
should be able to contribute IP and royalty free
Alignment with standards upstream and downstream Wide reach Methods tried and tested to making and maintaining
good standards
• Global reach• National committees with
public/private members
• Global reach• Community of technical
experts
• Open Standards for the Information Society
• Public/private members
……………….and more
OCPP 2.0 and SDO release will be aligned with standards upstream anddownstream
Demand Response
The OCA is further developing OCPP according to market demand
OCPP 2.0 release SDO submission candidate
Core
Pricing Smart Charging
Monitoring & control
Modular approach: Makes the specification more comprehensible Allows for flexible use in various markets
CIOOCPP 15118
Join OCA!
And help to advance electric vehicle adoption and lower system‐wide costs
Electric Vehicle Grid Integration Pilot Program Proposal
© 2011San Diego Gas & Electric Company. All copyright and trademark rights reserved.
June 24, 2015
EPRI–IWC Irwindale, CA JC Martin – San Diego Gas & Electric
2
Create an excellent customer experience and accelerate the growth of electric transportation by ensuring the safe, reliable and efficient integration of EV loads with the grid
• Technology
• Pricing
• Innovation
• Education
SDG&E Goal – Grid-Integrated Charging
• More plug-in electric vehicles • More zero emission miles driven per EV
10
California EV Environment
• Almost 40% of CA’s greenhouse gas emissions come from transportation
• CA Governor Jerry Brown’s “Zero Emission Vehicle Action Plan”
– By 2020 – Grid-integrated charging infrastructure to support 1 million ZEVs
– By 2025 – 1.5 million ZEVs CA roadways
– Helps meet AB32 to restore greenhouse gas emissions to 1990 levels by 2020
– “Drive the Dream” commitment to workplace charging
• DOE launched Workplace Charging Challenge – SDG&E is a partner
– Achieve a tenfold increase in U.S. employers offering workplace charging in 5 years (2018)
• >33% renewable energy resource mix by 2020
5
SDG&E Renewable Energy Portfolio
* Capacity values are nameplate
5% 5%
6% 6% 6%
10%
12%
21% 20%
24%
32%
2% 2% 3% 3% 3% 4% 4%
5% 6%
0%
5%
10%
15%
20%
25%
30%
35%
40%
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014* 2015* 2016* 2017* 2018*
SDG&E RPS %
US Average
SDG&E expects to be above 33% renewables in 2015, 5 years ahead of schedule, and we view the current RPS mandate as a floor not a ceiling.
2
5
CA Intermittent Resources Lead to Duck Chart
San Diego Regional EV Growth
April 30, 2015
• 16,730 EVs (57% BEV)
• 900 public charging stations (328 locations)
• 60 DC fast-chargers (7 in progress)
• 400 All-electric Car2Go fleet
• 5,658 on SDG&E EV time-of-use rates (34%)
6
Electric Vehicle-Grid Integration Pilot Proposal
• Installs charging in multi-family communities and work places
– Best opportunity for grid-integrated charging due to long parking durations
• Give EV customers access to charging at the best price possible
• Introduce an hourly rate and EV charging infrastructure to efficiently integrate and manage charging loads with the grid
• 550 facilities with 10 chargers each over 5 years (5,500 chargers)
• To greatest extent possible, use third parties to operate and maintain charging system
• EV charging is billed to drivers’ SDG&E bill
11
EVGI Benefits All Customers
• Reduces harmful air emissions from gasoline and diesel fuels
• Reduces on-peak charging and the need to build system capacity
• Helps charge EVs when energy is low cost and supply is plentiful, such as renewable energy resources
• Increase EV sales/leases and reduces risk of market stalling
• Doubles zero-emission miles for plug-in hybrids
• Creates jobs and attracts EV related businesses to the region
• Educates customers about dynamic pricing
• Provides data to guide EV policy
• Stepping-stone toward “Vehicle-to-Grid”
• Increases US energy independence
14
Electric Vehicle-Grid Integration Proposed VGI Rate
13
Dynamic Day-Ahead Hourly rate…
Electric Vehicle-Grid Integration User App Example
13
Electric Vehicle-Grid Integration Settlement Agreement
• Settlement Agreement filed with the CPUC on June 3
• Settling Parties:
– Natural Resources Defense Council (NRDC), Environmental Defense Fund (EDF), Sierra Club, CA Coalition of Utility Employees, Greenlining Institute, ChargePoint, NRG EV Services, Siemens, Plug in America, General Motors, Honda Motors, Alliance of Automobile Manufacturers, KN Grid, CALSTART, Center for Sustainable Energy (CSE), Green Power Institute and SDG&E
12
Electric Vehicle-Grid Integration Settlement Agreement
• Settlement Agreement Modifications:
– VGI Rate to Host option with a load management plan
– Disadvantaged communities commitment
– Clarification re choice of vendors and services (that was in the original but the Rate to Host option created more value added service opportunity)
– Clarification on the DBE goals
– Program Advisory Council (includes local stakeholder representation)
– Site Hosts can switch rate plan-billing option after one year
13
Regulatory Update
2014
• April 11 – Application filed
• Dec. 18 – Decision on utility role in EVSE ownership
2015
• Jan 14 – Supplemental testimony filed – in response to Dec 2014 Decision
• March 16 – Intervenor testimony filed
• April 13 – Rebuttal testimony filed
• April 27 – May 5 – Hearings
• June 3 – Settlement Agreement filed (supported by approximately 15 diverse organizations)
• Q4 – CPUC decision (anticipated)
18
EDISON INTERNATIONAL®0
“Charge Ready” Program Application
Megan Mao
June 24, 2015
EDISON INTERNATIONAL®1
Charge Ready Program Benefits
.
– Electrification of the transportation sector is essential to realizing California’s bold climate and air quality goals; Urgent action is needed now to achieve goal of 1.5M zero-emission vehicles on California roads by 2025
• SCE’s temporary program provides an early boost to this emerging market by addressing a main barrier to EV adoption
• The program seeks to substantially increase charging capacity and availability in key market segments
– EVs are uniquely flexible loads and, coupled with demand response, may increase system reliability
– Air quality (pollution reduction) and GHG reduction benefits will accrue to ratepayers and entire community at large
– Potential downward pressure on rates for SCE customers due to improving system utilization
– Disadvantaged communities are expected to benefit from an expanded EV market
EDISON INTERNATIONAL®2
Elements Description
Scope and Duration
• Install and rate base infrastructure* to serve EV chargers at long dwell-time locations Seek approval of one-year pilot to deploy up to 1,500 chargers while
conducting Market Education & Outreach efforts Second phase over four years would include remaining chargers, for
a total of 30,000 across both phases
Costs Total estimated costs of Charge Ready and ME&O: $342M capital; $13M expense
Pilot Phase: $22M ($18M capital; $4M expense) Phase 2: $333M ($324M capital; $9M expense)
EV Chargers • Level 1 or Level 2 chargers pre-qualified by SCE; all Level 2 chargers must have DR capability
• SCE conducts RFIs every 12-18 months to qualify new equipment/vendors and evaluate base cost; interim quarterly qualification process for EV chargers only
• Deployment per site: 10 chargers minimum, up to 4% of parking spaces
Key Features in the Charge Ready Program Application
*Includes new transformer (as needed), service, meter, and customer infrastructure (panel, conduit, wiring, etc.), all dedicated
EDISON INTERNATIONAL®3
Elements Description
Market Education& Outreach
Include request for broad EV market education and outreach (ME&O) : Awareness campaign about EVs and the benefits of fueling from
the grid Transportation electrification advisory services for business
customers
Ownership &Operation
• Participants own chargers (all other infrastructure owned by SCE)• Participants operate chargers and are responsible for related costs
(maintenance, network, etc.)• Participants must agree to join future DR programs for managing EV load
Disadvantaged Communities
• Charge Ready deployment: Target 10% of installations in disadvantaged communities Minimum installations reduced to 5 chargers per site, as needed
• Targeted education and outreach: Seek to partner with other organizations (e.g., Calstart, LAEDC) Follow state incentives and grants supporting electric
transportation for business customers in disadvantaged communities
Key Features in the Charge Ready Program Application (Continued)
EDISON INTERNATIONAL®4
Illustration of Charge Ready Installation
EDISON INTERNATIONAL®5
Charge Ready – Procedural Status Update
• On October 30, 2014, SCE filed its application with the California Public Utilities Commission (CPUC) requesting approval of the Charge Ready and Market Education Programs:
– Phase 1/Pilot: Up to 1,500 EV chargers over 12 months following CPUC approval
– Phase 2: Following Phase 1, up to 28,500 EV chargers, for 48 months
– Market, Education & Outreach efforts throughout both phases
• On March 7, 2015, CPUC issued a scoping memo, which identifies topics to be considered with respect to Phase 1, such as:
– Scope and scale of the proposed project
– Program eligibility and participation requirements
– Amount and accounting treatment of rebates
– Marketing, education, and outreach
– Competitive issues (e.g., whether Charge Ready will stimulate or inhibit competition and market investment)
• The CPUC has directed SCE not to engage in outreach to enroll or enlist customers in the Charge Ready Program while the application is pending
EDISON INTERNATIONAL®6
Charge Ready Scoping Memo Schedule
EVENT DATES(with hearings)
DATES(without hearings)
Intervenor Testimony served
May 15, 2015 May 15, 2015
Rebuttal Testimony served June 5, 2015 June 5, 2015
Cross-examination issues, time estimates, and witness order
June 12, 2015 NA
Evidentiary Hearings June 22-26, 2015 NA
Opening Briefs filed July 17, 2015 June 26, 2015
Reply Briefs filed July 31, 2015 July 10, 2015
Phase 1 Proposed Decision November/December 2015 October/November 2015
Phase 1 decision anticipated 4th Quarter 2015
KCP&L Clean Charge Network
1
Program Goals Install, operate, and maintain 1000+ L2 charging stations and
15+ DC fast charge stations at approx. 300 locations throughout our territory
An integrated electric vehicle infrastructure– Standardized communication and billing platform across territory– Grid optimization and planning to optimized to serve our customers
where charging stations are needed– Create a platform that allows for further product and service solutions
including DSM and Dynamic Pricing Programs
Partner with C&I customers to host “charge at work programs” and retail driver charging
2
Key Dates – Progress to Date
Launched January 26th with favorable press/industry/community support Launch included branding activities
Kansas Rate Case True‐up: March 31st
36 L2 charging stations and 6 DC (L3) installed by March 31st across 15 different locations.
Missouri Rate Case True‐up: May 31st
26 Level 2 stations in service across 10 locations and 5 DC stations.
200 Additional stations across 94 locations with signed contracts on the schedule
3
Strategy The vast majority will be Level 2 charging
stations with some Level 3 (DC fast charge) stations
Installed in groups of 3‐5 stations with ports for up to 10 vehicles
Designed as utility infrastructure Focus on publicly accessible, high population
density / long dwell time areas, workplaces and geographic dispersion
Completely free to host companies except for first two years electricity use
4
Where we are installing
5
Workplace – 38%Recreational (Govt) – 15%Retail – 23%Services – 10%Education ‐ 15%
A Complex Process that Centers Around the Customer
6
Critical Path:1. Host
Agreement2. Permitting
Customer Outreach
Goals– Achieve awareness of the KCP&L Clean Charge Network – Help foster adoption of electric vehicles in the Kansas City region
Key Messages– Help us shape the network– Making range anxiety disappear– We’re ahead of the charge
7
Customer Outreach – Future Development
8
Where we’re going– Develop the driver experience
– Awareness‐building campaigns/events
– Portal adoption– Thought leadership in the industry
Lessons LearnedStrategy Issue/Discussion
Tier 1 focus Biggest customers may not be the best customers (long contract approval time, branding demands)
City support They want stations; just not host costs or parking spot allocations
Permitting Every city is different some required city council meetings, host agreement review, landscaping, ADA requirements
Standard design There is no standard design! Prepare for inventory needs
Locations, all are welcome
First hosts were rejected due to their stringent requirements; eased up on restrictions to accommodate volume needs
Pilots are good Internal/external stakeholders prefer pilot; time to identify reporting
Host contracts Is there ever an easy process when we have legal involved?
Naming standards Ensure customer friendly (construction, Charge Point display)
Research There is so much to learn, partner with EPRI!
9
What do we Measure the Value?
1. Beneficial, smart load and grid utilization, how do we prove the value of this?
2. Environmental, what are we taking off the grid in terms of emissions and can we value that?
3. The size and scale we deployed…this should be managed as infrastructure of a utility?
4. Economic development: what is the value on the street?5. What customer programs will provide value (DR, dynamic
pricing) and when do we need to launch those?6. What is the growth of EV’s in the area (baseline and proven
impact of this program)?
10
What’s next
Currently reviewing the queue of 400 stations Discovering location gaps Moving beyond Tier 1
– National retail chains (Walmart, Kohls, Target, Home Depot, Lowes)– Apartment Complexes (ApartmentLink)– Workplace focus (for employees only)– Low‐income – Economic Development (hotels)
Communication Plan Continue work on after hour support model Keep up with contracts/paperwork/documentation
11
12
ENERGY STAR®
Product Development: Electric Vehicle Supply Equipment (EVSE)
EPRI IWCJune 24, 2015
Verena RadulovicENERGY STAR Product ManagerU.S. EPA
2
• Voluntary climate protection partnership with the U.S. EPA since 1992
• Strategic approach to energy management, promoting energy efficient products and practices
• Tools and resources to help save money and protect the environment
• To date, ENERGY STAR has prevented 2 billion metric tons of greenhouse gas emissions and saved $300 billion on utility bills
EPA’s ENERGY STAR identifies the most energy-efficient products, buildings, plants, and new homes – all based on the latest government-backed standards.
Today, every ENERGY STAR label is verified by a rigorous third-party certification process.
4
5
LightingCFLsSSL
Integral LED lampsResidential light
fixtures
Home EnvelopeRoof productsWindows/Doors
Heating &Cooling
Central ACHeat pumps
BoilersFurnacesCeiling fansRoom AC
Ventilating fansWater Heaters
Office EquipmentComputers*Monitors*Printers*Copiers*Scanners*
Fax machines*Multi‐function
Devices*Servers*UPS
CommercialFood ServiceDishwashersRefrigeratorsFreezers
Ice MachinesFryers
SteamersHot Food Holding Cabinets
GriddlesOvensVending machines
AppliancesClothes washersDishwashersRefrigeratorsDehumidifiersAir cleanersWater coolers
Home Electronics
Cordless phonesTV
Set Top boxesHome audio
* = Covered by EU agreement
OtherPool Pumps
6
Greenhouse savings by product category
Electric Vehicle Supply Equipment (EVSE)
7
• EPA scoping report published in 2014.• Level 1 and 2 EVSE (Slow Chargers): projected to grow to 85,000 Level 2 units sold in 2015
• Impacts on the grid?• Demand‐response capable?• Energy consumption of new features and functionality?
Market projections: Plug-In Hybrid and Electric Vehicles
Source: Department of Energy, 2014http://energy.gov/sites/prod/files/2014/12/f19/SGIG‐EvaluatingEVcharging‐Dec2014.pdf
Focus on EVSE Level 1 and 2
9
• Level 1 Charger: Home/office• Level 2 Charger: Home/office/commercial. Represents
most of installed base of chargers.
• Will evaluate future opportunities to address DC Fast Charging
Energy Efficiency Opportunity: Partial On (Sleep) Mode(EVSE Level 2 chargers)
Energy Efficiency Opportunity: Partial On (Sleep) Mode
11
Energy Efficiency Opportunity
• Network Connectivity.
• Smart Grid (demand response functionality), signaling information to the consumer.
12
13
Introducing ENERGY STAR Draft 1 Test Method for EVSE• Draft developed with Dept. of Energy’s Argonne National
Laboratory, Idaho National Laboratory, and Lawrence Berkeley National Laboratory. – Brings together expertise in EV-related standards (SAE),
EVSE testing and network connectivity.
Addresses:• Scope• Definitions • Set up to test energy efficiency different modes• Set up to account for network connectivity• Other features (i.e. occupancy sensors) • Placeholder for functionality related to smart grid
15
Next Steps
Test Method:• Webinar on July 9, 2015.• Feedback due to EPA July 24, 2015.• Draft 2 Test Method ~Sept 2015, followed by data
collection and final draft of test method later in the Fall.
Specification:• Fall 2015 develop Draft 1 specification for stakeholder
feedback.• Subsequent Drafts in late fall 2015, early winter 2016.• Anticipate finalizing specification in spring 2016.
15
Thank you!To be added to EPA’s stakeholder listserve
to receive specification updates, please email:
Verena Radulovic Product Manager, ENERGY STAR
(202) [email protected]
16
www.energystar.gov/productdevelopment
Impact ofPower Electronic Loads
on Bulk‐Power System Stability
EPRI IWG MeetingJune 24, 2015
Dmitry Kosterev (BPA), Ryan Quint (NERC), Jun Wen (SCE), Joe Eto (LBNL), John Undrill
1
Timeframes
cycle second minute hour day year 10‐year
Stability
Capacity
Energy
2
Large‐Scale Power System OutagesLarge scale power outages are expensive
August 10, 1996 September 8, 2011
0 10 20 30 40 50 60 70 80 90 1003600
3800
4000
4200
4400
4600
4800
5000
Time (sec) from 15:47:30
Pow
er (
MW
)
COI Power, August 10 1996
40
45
50
55
60
65
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0
Freq
uency (Hz)
Time (sec)
3
• Our expectation:– We see a collaborative discussion of what is needed and what is
feasible– We see this presentation as the first round, more to follow ….
• Our goals:– Electric Vehicles are expected to become a sizable part of electrical
load– Large scale integration of Electric Vehicles should “Do No Harm” to the
reliability of bulk electric power system– We want Electric Vehicle Chargers to be “inherently good”– We do not advocate V2G or “smart” features for Electric Vehicles inthis
presentation
4
Voltage Response
5
Voltage Ranges
105%
95%
70%
Faults
Over‐voltage
Typical operating voltage range
Voltage Sags
6
Voltage Oscillations
80%
85%
90%
95%
100%
105%
110%
50 60 70 80 90 100 110 120 130 140 150
Voltage Power
Desired Voltage Response – Sags and Oscillations
Active power follows voltage, i.e. behaves as a constant current load
7
• Residential single‐phase air‐conditioners have high likelihood of stalling when supply voltage drops to 45‐60% for 3 or more electrical cycles.
• Once stalled, they remain stalled and draw high current from the grid.
Voltage Response – Faults
EV Charger
8
• Therefore, disconnecting EV chargers at voltages as high as 70‐75% is desirable, before AC stall occurs.
• Fast reconnection upon voltage recovery important to avoid overvoltage conditions after fault clearing.
Desired Voltage Response ‐ Faults
0%10%20%30%40%50%60%70%80%90%
100%110%
0 2 4 6 8 10 12 14 16 18 20
‐20%
0%
20%
40%
60%
80%
100%
120%
0 2 4 6 8 10 12 14 16 18 20
Fault
EV Trips
EV Reconnects
EV Follows Voltage
9
Desired Voltage Response
Voltage
Power
80% 100%70%
100%
0%
80%
10
Desired Voltage Response• Active power is proportional to voltage
– Response time is less than 20 millisecond
• Stay connected for voltage sages as low as 80%
• Ramp power to zero / disconnect when the voltage drops below 80% – If disconnecting, randomize voltage trip settings between 70%
and 80% to provide diversity
• Active power is zero when the voltage is below 70%
• Reconnect when the voltage recovers to above 90%, with a time delay of 100‐250 milliseconds
11
Frequency Response
12
Western Interconnection System Frequency
60.0 = nominal frequency60.06 = typical operating range
59.94 = typical operating range
59.5 = first stage of coordinated under‐frequency load shedding
58.0 = high possibility of complete power blackout
Over‐generation
‐ Typical generation outages, 15 to 20 times per year
‐ Large generation outages, 2 to 3 times per year
13
‐ Large blocks of bulk load shedding
‐ System islanding
54
55
56
57
58
59
60
61
0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0
Freq
uency (Hz)
Time (sec)
System Frequency ‐ Islanding
14
Disconnect EVs
Power Outage
Control Load Shedding Begins
System Frequency – Large Generation Outage
15
59.6
59.7
59.8
59.9
60
60.1
0 100 200 300 400 500 600 700 800 900
Frequency
98
98.5
99
99.5
100
0 100 200 300 400 500 600 700 800 900
Desired Power‐Frequency Response
EV continues charging, power follows frequency
Desired Frequency Response
Frequency
Power
59.7 60.059.959.5
100%
0%
99.5%
16
First Level of Under‐FrequencyBulk Load Tripping
Desired Frequency Response• Active power is proportional to system frequency
– Response time is less than 100 milliseconds
• May remain connected for frequency drops as low as 59.7 Hz
• Ramp power to zero / disconnect (trip) when frequency drops below 59.7 Hz– If disconnecting, randomize frequency trip settings between
59.75 and 59.55 Hz to provide diversity
• Active power is zero when the frequency is below 59.5 Hz
• Reconnect when the system frequency is back in “normal” range• 59.94 to 60.06 Hz with time delay of 100‐500 milliseconds
17
In Conclusion…• System events include simultaneous voltage and frequency deviations• In normal operations, voltage fluctuations on percentage basis will usually
dwarf frequency fluctuations • Voltage will usually drive the overall EV response
• Desired Performance: • EVs will remain connected for “normal” grid disturbances – minor
faults, generator trips, etc.• EVs active power consumption will follow system V and F, providing
grid support during disturbance conditions• EVs will disconnect during large unexpected underfrequency events,
usually during system break‐up and cascading outages• EVs will disconnect during severe system faults or abnormal voltages,
with reconnection capability immediately after grid recovery
18
ContactsDmitry Kosterev, Bonneville Power Administration, [email protected]
Ryan Quint, NERC, [email protected]
Jun Wen, Southern California Edison, [email protected]
Joe Eto, Lawrence Berkeley National Laboratory, [email protected]
John Undrill
19
NEC CMP12 UPDATE
Jeffrey Menig Global Facilities – Facility Engineering
NEC CMP12 UPDATE
The 2017 NEC Cycle• First Draft Meeting was January 2015• First Draft Ballot; April 3, 2015• First Draft Report was posted June 22, for Public
Comment• First Draft Report is available for viewing and Public
Comment at www.nfpa.org “NFPA 70: National Electrical Code®“
• Public Input closing Date for Online Submission is September 25, 2015
• Public Input closing Date for Paper Submittal is August 21, 2015
• Second Draft Meeting; November 2-14, 2015
NEC CMP12 UPDATE
The 2017 NEC Cycle
• Second Draft Ballot; January 15, 2016• Correlating Committee; January through March• Posting of Final Second Draft for NITMAM (Notice of
Intent to Make a Motion); April 8, 2016• NITMAM Closing Date April 29, 2016• Completion for Publication; August 2016
NEC CMP12 UPDATE
The 2017 NEC Cycle
EPRI IWC Recommended Changes to Article 625 and 626• Definition Clarifications in 625.2 and 626.2• Modify Language to accommodate Wireless Charging
Technology throughout 626 and 626• Add new section for Wireless Charging
NEC CMP12 UPDATEThe 2017 NEC CycleProblem Areas• 625.17(A)(3) The 12 in. Power Supply Cord• 625.44 – New language around Portable, Stationary and
Fixed installations.(A)Portable Electric Vehicle Supply Equipment
(2) A Nonlocking, 2-pole, 3-wire grounding-type receptacle outlet rated 250 volt, single phase, 15 or 20 amperes.
Why this is a problem:Several Manufactures have UL “Listed and Labeled” 250V cord and plug connected portable EVSE’s that would no longer be allowed by code.
NEC CMP12 UPDATEThe 2017 NEC CycleFirst Revision No. 3379-NFPA 70-2015 [Section No. 625.44]625.44 Electric Vehicle Supply Equipment Connection.
Equipment shall be connected to the premises wiring system in accordance with one of the following:
(A) Portable equipment shall be connected to the premises wiring systems by one of the following methods:
(1) A nonlocking, 2-pole, 3-wire grounding-type receptacle outlet rated at 125 volt, single phase, 15 and or 20 amperes
(2) A nonlocking, 2-pole, 3-wire grounding-type receptacle outlet rated 50 volts dc maximum, 15 or 20 amperes
The length of the power supply cord, if provided, between the receptacle outlet and the equipment shall be in accordance with 625.17(A) (3).
NEC CMP12 UPDATETo View the 2017 NEC
Submit Comments to these sections
Navigate to:http://www.nfpa.org/codes-and-standards/document-information-pages?mode=code&code=70Select the “Next Edition” Tab, Then click on “First Draft Report”
NEC CMP12 UPDATE
© 2015 Electric Power Research Institute, Inc. All rights reserved.
John HalliwellPrincipal Project Manager
EPRI IWCJune 24, 2015
SAE J1772™ Update
2© 2015 Electric Power Research Institute, Inc. All rights reserved.
Status
28 day Task Force Ballot was completed first week of JuneMet on June 16 to discuss minor comments received
– Task Force consensus on all items– Double checking one item with connector vendors– As of today – all comments cleared
Meeting minutes to be posted this weekWill submit the Version 6 J1772 document to the Hybrid
Committee by Monday of next weekHybrid Committee will have a 28 day ballotAny comments will required a 14 day ballot in Hybrid
CommitteeThen on to formatting and the Motor Vehicle CouncilThen Publication
3© 2015 Electric Power Research Institute, Inc. All rights reserved.
Not steps
We will start working on the Version 7 document once SAE clears us to start the new document
4© 2015 Electric Power Research Institute, Inc. All rights reserved.
Together…Shaping the Future of Electricity
SAE PEV Communication & Interoperability Task Force Status
IWC MeetingJune 24, 2015
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 1
Background
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 2
SAE Communication BackgroundMajor Documents and Functions
Rich Scholer ‐ SAE Communication and Interoperability Task Force 3
1. J2836™ - Use Cases (establishes requirements) Technical Information Report (TIR)
2. J2847 – Messages, diagrams, etc. (derived from the use case requirements) -2 is Standard and others are Recommended Practice (RP)
3. J2931 – Communication Requirements & Protocol TIR
4. J2953 – Interoperability RP
5. J3072 – Interconnection Requirements for Onboard, Utility-Interactive, Inverter Systems Standard
6/24/2015
J2931/7 Security
Rich Scholer ‐ SAE Communication and Interoperability Task Force 4
SAE 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 802.11p
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
6/24/2015
J3072On-board Inverter
DER Mode
ISO/IEC Status
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 5
J2836™/?
J2847/2J2931/1, 4
J2953/1, 2
J2836/6™J2847/6J2931/6
See next page
ISO/IEC Status (cont)
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 6
• ISO/IEC/ 15118‐6/‐7/‐8 Status April 15 2015
‐1
‐2
IEC Schedule (Serge Roy)
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 7
IEC/ISO DC charging related International Standards in development
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 8
Current Status
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 9
Activate SAE Documents ‐ 20151. J2836/3™ ‐ V2 ‐ Use Cases for the PEV Communicating as a Distributed
Energy Resource (DER) 2. J2836/5™ ‐ V1 ‐ Use Cases for Customer to PEV3. J2847/2 – V4 ‐ DC Charging messages/signals4. J2847/6 – V1 – Wireless Charging messages/signals5. J2931/1 – V3 ‐ Protocol Requirements6. J2931/6 – V1 ‐ Digital Communication for Wireless Charging Plug‐in Electric
Vehicles7. J2931/7 – V1 ‐ Security8. J2953/1 – V2 ‐ Interoperability requirements9. J2953/2 – V2 – Interoperability Plan and Report10. J3072 ‐ V1 ‐ Interconnection Requirements for Onboard, Utility‐Interactive,
Inverter Systems
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 10
DC chargingRich Scholer/Papiya Bagchi/Jim Allen
• J2847/2 ‐ V3 – DC charging messages and signals– Published 4‐09‐15.– V4 reopened for Hank’s DER, WPT effects & harmonization with ISO 15118‐2, ‐3.
• J2931/1 – V3 – Protocol Requirements– Published 12‐11‐14– V4 reopened for Security adds
• J2931/4 – V3 – Broadband PLC– Published 10‐22‐14
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 11
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 12
V2G, DER, and Reverse Power Flow StandardsHank McGlynn
J2836/3™ V2 - Use Cases for PEV as a DER• Find and fix errors in Version 1• Provide link to J3072 for onboard inverter• Establish role of EVSE inverter
– EVSE to PEV clearly required to define J2847/2 DER Mode– Should EVSE to Utility be covered? To what extent?
J3072 V1 - Interconnection Requirements for Onboard, Utility-Interactive, Inverter Systems• Completed Hybrid ballot March 1st.• Completed 14 day Affirmation due to comments March 18th.• Published 5-19-15.
J2847/2 V4 - Communication Between Plug-In Vehicles and Off-Board DC Chargers• V3 (to harmonize with DIN 70121:2012) published 4-9-15.• V4 reopened for DER effects.
• include harmonization with ISO 15118-2 & -3 that have some variations to DIN SPEC 70121.
• include some Wireless Charging info to clarify items in J2847/6 since J2847/2 is the basis for the additional WPT messages/signals.
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 13
Is Hank excited or what??
Customer to PEV com (Telematics)George Bellino
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 14
• J2836/5™ V1 ‐ Use Cases • Published 5‐7‐15.
• J2847/5 (V1) is next for messages and signals.• J2931/5 (V1) for protocol follows.
J2847/6 – V1 - Wireless charging messagesMark Klerer/Peter Thompson
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 15
• Completed Hybrid ballot & 14 day affirmation.• Finished SAE formatting 6‐17‐15, next is MVC ballot, then published.
• V2 is being planned for some unresolved comments and further harmonization with ISO 15118‐6, 7 & 8.– ISO 15118‐6 & ‐7 may now be rolled into ‐1 & ‐2
J2931/6 – V1 ‐Wireless charging protocol
• 14 Day Topic to task force started 5‐29‐15.• Next is 28 day Hybrid ballot, formatting, then publication
SecurityGordon Lum
• J2931/1 – V4 – Protocol Requirements– V3 published for DC Charging– Is reopened to include security updates (high level)
• J2931/7 – V1 – Security– Restarted and correlating with SGIP comments on J2931/1.
– Meetings to restart in July.
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 16
J2953/1 & /2 – InteroperabilityTed Bohn
• J2953/1 (requirements).– V1 testing at Intertek (control pilot and prox) is complete and waiting for final report.
– V2 is DC communications plus J1772 V6 changes
• J2953/2 (plan & procedure) – V1 & 2 ‐ Tracking J2953/1 effort.
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 17
Summary/Backup
6/24/2015 Rich Scholer ‐ SAE Communication and Interoperability Task Force 18
Use Case Document Status ‐ TIRJ2836/1™ ‐ Utility Use Cases
– V1 Published 2010‐04‐08J2836/2™ ‐ DC Charging Use Cases
– V1 Published 2011‐09‐15J2836/3™ ‐ PEV as a Distributed Energy Resource (DER) Use Cases
– V1 Published 2013‐01‐03– V2 being revised to add requirements for DC RPF for J2847/2 & role of
J3072 J2836/4™ ‐ Diagnostics Use Cases
– V1 Started for failures on control pilot and prox, but waiting for J2953/1 & /2 (Interoperability) for more data
J2836/5™ ‐ Customer to PEV Use Cases– V1 published 5‐7‐15
J2836/6™ ‐Wireless Charging Use Cases– V1 Published 5‐3‐13.
Rich Scholer ‐ SAE Communication and Interoperability Task Force 196/24/2015
Signal/Message Document Status – RP/StandardJ2847/1 ‐ Utility signals/messages
– V1 Published 2010‐06‐16, V2 2011‐05‐09, V3 2011‐11‐9, V4 11‐5‐13J2847/2 ‐ DC Charging (Standard)
– V1 Published 2011‐10‐21, – V2 ‐ 2012‐08‐20 to align with J1772 V5 (DC charging).– V3 Published 4‐09‐15– V4 restarted (June, 2015) to cover
• EVSE inverter with DC RPF (J2836/3 V2) • Include ISO/IEC 15118‐2 & ‐3 updates (variations to DIN SPEC 70121)• Include Wireless Charging updates
J2847/3 ‐ PEV as a Distributed Energy Resource (DER)– V1 Published 2013‐12‐10
J2847/4 ‐ Diagnostics– Started but waiting for J2836/4™ & J2953/1 & /2 (Interoperability)
J2847/5 ‐ Customer to PEV– Meetings to start soon since J2836/5™ Use Cases are complete.
J2847/6 ‐Wireless Charging– V1 in ballot cycle– V2 planned for unresolved issues from V1 and further alignment with ISO 15118.
Rich Scholer ‐ SAE Communication and Interoperability Task Force 206/24/2015
Requirements and Protocol Documents ‐ TIRJ2931/1 – Requirements
– V1 Published 2012‐01‐24, V2 Published 2012‐09‐07– V3 In ballot cycle ‐ updated for DC Charging – V4 Reopened for Security additions
J2931/4 – PowerLine Carrier (PLC) – wired communication protocol
– V1 Published 2012‐07‐26, V2 Published 2013‐11‐14– V3 Published 10‐22‐15 for DC Charging
J2931/5 – Telematics – wireless communication protocol– Waiting for J2847/5
J2931/6 – Wireless Charging Communication (IEEE 802.11p) wireless charging protocol– Started ballot cycle
J2931/7 ‐ Security– Restarted to align with J2931/1
Rich Scholer ‐ SAE Communication and Interoperability Task Force 216/24/2015
Interoperability Documents ‐ RP
J2953/1 – Requirements– V1 Published 2013‐10‐07.
• V1 started testing for the analogue communications (J1772™ control pilot and prox).
– V2 is addressing digital communication for DC charging
– V3 will include WPT interopJ2953/2 – Test plan
– V1 Published 2014‐01‐22– V2 Adding V1 updates and DC Charging– V3 will include WPT interop
Rich Scholer ‐ SAE Communication and Interoperability Task Force 226/24/2015
On‐board Inverter ‐ Standard
J3072 (V1) – Requirements• Published 4‐9‐15.
Rich Scholer ‐ SAE Communication and Interoperability Task Force 236/24/2015
The End
Questions?
Rich Scholer ‐ SAE Communication and Interoperability Task Force 246/24/2015
© 2015 Electric Power Research Institute, Inc. All rights reserved.
John Halliwell
Principal Project Manager
Updated
June 08, 2015
EVSE UPDATE
2© 2015 Electric Power Research Institute, Inc. All rights reserved.
North American AC EVSE
Product List, Page 1
ABB (AC Level 2)
AddEnergie Technologies (AC Level 1 & 2)
Advanced Charging Technologies (A.C.T.) (AC Level 2)
Aerovironment (AC Level 2)
Audi AG (AC Level ?)
AVCON Corporation (AC Level 2 Legacy)
Bosch (formerly SPX, Inc) (AC Level 2)
BTCPower (AC Level 1 & 2)
CarCharging Group (Formerly ECOtality) (AC Level 2, charging network)
ChargePoint (AC Level 1 & 2, charging network)
ClipperCreek (AC Level 1 & 2)
DBT EV Charging Solutions (AC Level 1 & 2)
Delta Electronics, Inc (AC Level 2)
Delphi Automotive Systems (AC Level 1)
Dr. Ing. h. c. F. Porsche (AC Level 1)
Eaton Corporation (AC Level 2)
Electric Vehicle Institute (EVI) (AC Level 2)
Evatran (Wireless)
EV-Charge America (AC Level 1 & 2)
EVextend (AC Level 1 Enclosure)
EVoCHARGE LLC (AC Level 2)
EVSE LLC (Control Module Ind.) (AC Level 1 & 2; Circuit sharing device)
Garage Juice Bar LLC (AC Level 1 & 2)
General Electric (AC Level 2)
GoSmart Technologies (AC Level 2)
Green Garage Associates (AC Level 2)
Greenit Inc (AC Level ?)
GridBot, LLC (AC Level 1 & 2)
IER (AC Level ?)
Ingeteam Inc. (AC Level 2)
Keba AG (AC Level 2)
Kyungshin Corporation (AC Level 1)
Lear Corp. (AC Level 1 & 2)
Legrand/Pass & Seymour (AC Level 1 & 2)
Leviton (AC Level 1 & 2)
Lite-On Clean Energy Technology, Corp (AC Level 2)
meritCharge (eVergo) (AC Level 2)
RED Text Indicates Some Products
Listed to UL Standards
3© 2015 Electric Power Research Institute, Inc. All rights reserved.
North American AC EVSE
Product List, Page 2
Milbank (AC Level 2)
MOVE, Inc. (AC Level 1 & 2)
North Shore Safety (?)
Optimization Technologies (OpConnect) (AC Level 1 & 2, charging network)
Panasonic Corporation (Panasonic Electric Works Co. Ltd. (AC Level 1)
ParkPod LLC (AC Level 1 & 2)
PEP Stations, LLC (AC Level 2)
Poulsen Hybrid, LLC. (AC Level 2)
Schneider Electric (AC Level 2)
SemaConnect (AC Level 1 & 2, charging network)
Shanghai Viasystems EMS CO LTD (AC Level 2)
ShorePower (AC Level 1 & 2)
43 Companies Now Have Some NRTL
Listed/Recognized AC EVSE Products
RED Text Indicates Some Products
Listed to UL Standards
57 Companies Total
Siemens Energy Inc. (AC Level 1 & 2)
Signet Systems, Inc (AC Level 2)
Telefonix, Inc (AC Level 1 & 2)
Tellus Power (AC Level 2)
Tesla Motors (AC 240V, 72A Proprietary)
Tyco Electronics Corp (AC Level ?)
Volta Charging (AC Level 2; charging network)
Yazaki North America, Inc. (AC Level 1)
4© 2015 Electric Power Research Institute, Inc. All rights reserved.
DC EVSE/Charger Product List
ABB (CHAdeMO, Combo, CHAdeMO/Combo)
AddEnergie Technologies (DC CHAdeMO/Combo)
Advanced Charging Technologies (A.C.T.) (dual cable CHAdeMO/Combo)
Aerovironment (CHAdeMO)
Andromeda Power (CHAdeMO, portable)
Ashwoods Energy (McLaren P1 off-board charger)
BTCPower (CHAdeMO, Combo, CHAdeMO/Combo)
Blink (ECOtality) (CHAdeMO)
ChargePoint (CHAdeMO)
DBT EV Charging Solutions (CHAdeMO)
Delta Electronics, Inc. (CHAdeMO)
Eaton Corporation (CHAdeMO)
Efacec (CHAdeMO, Combo, CHAdeMO/Combo)
14 Companies Now Have Some NRTL
Listed/Recognized DC Charging Products
EvCollective (CHAdeMO /w onboard battery)
EVTEC AB (CHAdeMO, Combo, portable)
Fuji (CHAdeMO)
IES Synergy (CHAdeMO, Combo)
JFE Engineering Corporation (CHAdeMO)
Nichicon (CHAdeMO)
Nissan/Sumitomo (CHAdeMO)
Schneider Electric (CHAdeMO)
Signet Systems, Inc (CHAdeMO,
CHAdeMO/Combo)
Tritium PTY LTD (CHAdeMO/Combo)
23 Companies Total
5© 2015 Electric Power Research Institute, Inc. All rights reserved.
SAE J1772™ Vehicle Connectors (240Vac) – Page 1
Amphenol Tuchel (30A-240V - Connector; 3A-240V, 30A - Inlet)
BizLink Technology, Inc. (30A-600V, 50A-600V - Connector; 50A-600V - Inlet)
Chung Kwang Electric Wire & Cable, CO LTD (18A-300V, 25A-300V, 30A-600V – Connector & Inlet)
Delphi Corporation (13A-240V, 15A-120V, 15A-240V, 18A-240V, 20A-240V, 30A-240V, 32A-240V – Connector; 15A-120V, 15A-240V, 32A-240V – Inlet)
General Cable Corporation (16A-240V, 20A-240V, 32A-240V, 65A-240V, 80A-240V - Connector)
Greatlink Electronics Taiwan LTD (16A-120/240V, 32A-240V, 40A-240V-Connector)
Harting Automotive GMBH (16A-250V, 30A-250V, 32A-250V – Connector; 16A-250V, 30A-250V -Inlet)
Integro, LLC (30A-240V – Breakaway Connector)
ITT Cannon, LLC (15A-120V, 15A-240V, 16A-120/240V, 20A-120V, 20A-240V, 30A-240V, 40A-240V, 75A-240V, 80A-240V – Connector; 15A-120V, 15A-240V, 20A-120V, 20A-240V, 30A-240V, 40A-240V, 75A-240V - Inlet)
Jiangyin Sinbon Electronics CO LTD (16A-240V, 20A-240V, 30A-240V, 65A-240V, 80A-240V –Connector)
Korea Electrical Terminal CO LTD (16A-240V - Inlet)
Kyungshin Corporation (Kia Motors) (12A-120V – Connector and Inlet)
Lear Corp (rating not specified - Connector & Inlet)
Leviton (15A-120V, 20A-240V, 30A-240V, 40A-240V - Connector)
Marechal Electric SA (87A-250V - Connector & Inlet) (Not sure if J1772)
List based on Intertek website, UL website and web searches
RED Indicates
Recognized to UL 2251
6© 2015 Electric Power Research Institute, Inc. All rights reserved.
SAE J1772™ Vehicle Connectors (240Vac) – Page 2
Method Electronics, Inc. (16A-300V, 30A-300V - Connector)
Pass & Seymour (rating not specified – Connector)
Philatron (?)
Phoenix Contact (rating not specified – Connector)
Power Product LLC (formerly Actuant Electrical - DBA Marinco) (60A-240V – Connector)
Rema USA, LLC (16A-240Vac/240Vdc, 30A-240Vac/240Vdc, 50A-600Vac/600Vdc – Connector; 16A-240Vac/240Vdc, 30A-240Vac/240Vdc, 50A-600Vac/600Vdc - Inlet)
Sumitomo Wiring Systems, LTD (12A-120/277Vac, 15A-120/277Vac - Connector; 15A-120/277Vac, 32A-120/277Vac - Inlet)
Suzhou Chilye Green Technology Co LTD (15A-120/240Vac, 20A-120/240Vac, 30A-120/240Vac -Connector; 30A-120/240Vac - Inlet)
Tesla Motors (80A-240Vac – J1772 to Tesla Inlet Adapter)
Tyco Electronics Amp GMBH (16A-240Vac, 32A-240Vac – Inlet)
Tyco Electronics Corp (TE Connectivity) (18A-240Vac, 30A-240Vac - Connector)
Well Shin Technology Company LTD (15A-120/240Vac, 20A-120/240Vac, 30A-120/240Vac – Connector and Inlet)
Yazaki Parts Company, LTD (12A-120/240Vac, 13A-120/240Vac, 13A-280Vac, 15A-120/240Vac, 15A-280Vac, 20A-120/240Vac, 20A-280Vac, 30A-120/240Vac, - Connector; 15A-120/240V, 20A-120/240V, 20A-280V, 30A-120/240V, 40A-120/240V, 40A-280V - Inlet)
Zhangjiagang Youcheng Technology & Engine CO LTD (16A-240Vac, 30A-240Vac – Connector; 16A-240Vac, 30A-240Vac – Inlet)
RED Indicates
Recognized to UL 2251
29 Companies Total28 Companies Have Some NRTL
Recognized Connector Products
7© 2015 Electric Power Research Institute, Inc. All rights reserved.
CHAdeMO Vehicle Connectors Recognized to UL 2251
Dyden Corporation (125A-500Vdc - Connector)
Japan Aviation Electronics Industry LTD (120A-500Vdc;
125A-500Vdc - Connector)
Sumitomo Electric Industries, LTD (125A-500Vdc -
Connector)
Yazaki Corporation (120A-500V, 125A-500V - Connector;
100A-500V, 120A-500V, 125A-500V - Inlet)
4 Companies Have Some NRTL
Recognized Connector Products
4 Companies Total
8© 2015 Electric Power Research Institute, Inc. All rights reserved.
SAE Combo Vehicle Connectors Recognized to UL 2251
Rema USA, LLC (65A-600Vac, 74A-600Vac, 150A-600Vac,
174A-600Vac - Connector; 30A/150Adc, 30A/174Adc,
600Vac Inlet)
Korea Electrical Terminal CO LTD (16A-240Vac/150A-600V
- Inlet)
Harting Automotive GMBH (41A-500Vdc – Connector) (not
clear what standard this connector is for)
3 Companies Total
3 Companies Have Some NRTL
Recognized Connector Products
9© 2015 Electric Power Research Institute, Inc. All rights reserved.
Electric Vehicle Service Providers (EVSP) – North
America
ABB - http://www.abb.us/product/us/9AAC172689.aspx
Advanced Charging Technologies – http://www.evchargers-act.com/
Aerovironment - http://evsolutions.avinc.com/services/subscriber_network
Beam Charging (Car Charging Group) - http://www.beamcharging.com/
Blink (Car Charging Group) - http://www.carcharging.com/ - also - http://www.blinknetwork.com/
Charge Bliss - http://www.chargebliss.com/
ChargePoint - http://www.chargepoint.com/
EV Connect - http://www.evconnect.com/
Evercharge - http://www.evercharge.net/
eVgo (NRG Energy) - http://www.evgonetwork.com/
EVoasis - http://www.evoasis.com/
General Electric - http://www.geindustrial.com/products/electric-vehicle-charging-stations/wattstation-connect
Greenlots - http://greenlots.com/
Liberty Plugins - http://www.libertyplugins.com/
meritCharge - http://meritcharge.com/
MOEV, Inc. - http://www.moevinc.com/#!/page_home
Opconnect - https://www.opconnect.com/Home/Welcome
SemaConnect - http://www.semaconnect.com/
Sun Country Highway (Canada Only) - https://suncountryhighway.ca/
SunSpeed Enterprises - http://sunspeedenterprises.com/
U-Go Stations - http://www.ugostations.com/
VERnetwork (AddEnergie - Canada Only) - http://www.reseauver.com/index.en.html
Volta Charging - http://www.voltacharging.com/#1
10© 2015 Electric Power Research Institute, Inc. All rights reserved.
Wireless and Other – Products List
Alpha Energy (the Alpha Group) (solar
vehicle charging)
Conductix/Wampfler (wireless
charging)
Delphi (wireless charging)
Envision Solar (portable solar charging
station)
Evatran, LLC (wireless charging)
Flanders’ Drive (wireless charging)
Green DOT Racing Inc (contact wireless
charging)
HEVO Power (heavy duty wireless
charging)
Liberty PlugIns Inc. (point of sale,
station management)
Momentum Dynamics Corporation
(wireless charging)
Olev Technologies (wireless charging)
One Sun (solar charging stations)
SEW-Eurodrive, Inc. (wireless charging)
SolarCity (solar vehicle charging)
WiTricity Corporation (wireless
charging)
Qualcomm (formerly HaloIPT) (wireless
charging)
Wireless charging products can be listed to UL 2202 and other related charger standards.
Transmit and receive coils to be listed under UL 2750 (a work in progress).
11© 2015 Electric Power Research Institute, Inc. All rights reserved.
Buses (draft list – needs industry input)
BYD
Complete Coach
Gillig
Lion
New Flyer
Nova Bus
OLEV Technologies
Proterra
Transpower USA
Volvo
Wave Technology
12© 2015 Electric Power Research Institute, Inc. All rights reserved.
A Couple of Websites that have EVSE (AC) Listings
http://www.pluginamerica.org/accessories
– Includes listing status and pricing
http://www.goelectricdrive.com/index.php/charging/charging-
equipment-virtual-showroom-new-ged
– Vendor list where vendors must submit survey info to be listed on
the site
13© 2015 Electric Power Research Institute, Inc. All rights reserved.
Devices are Listed/Recognized by OSHA Defined NRTLs
Nationally
Recognized Testing
Laboratorories
Just searching UL’s database won’t
show all products that are listed
https://www.osha.gov/dts/otpca/nrtl/
14© 2015 Electric Power Research Institute, Inc. All rights reserved.
Together…Shaping the Future of Electricity
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