Day 1 - EPRI

Infrastructure Working Council (IWC)
Presentations
Day One
SRP’s PERA Club, Tempe, AZ
March 26 - 27, 2014
SUMMARY OF CHANGES OF
ARTICLE 625 FOR THE 2014 NEC
GERY KISSEL
Prepared For
NATIONAL ELECTRIC TRANSPORTATION INFRASTRUCTURE WORKING COUNCIL
NEC 2014 ARTICLE 625 DRAFT
• Article 625 has been restructured to better
align with the NEC style manual.
• Technical content of the Article has
changed as a result of the NFPA NEC
revision process.
• The table provides a mapping of
paragraphs between the 2011 and 2014
Article.
• This summary will refer to 2011 paragraphs.
• This summary is to be used for guidance
only as it may not contain the final
publication intent text.
2011 Restructure
Proposal
625. 625.
1
1
2
2
4
4
5
5
9
10
13
44
14
12
15
15
16
16
17
17
18
18
19
19
21
40
22
22
23
42
25
46
26
48
28
Deleted
29
50
30
52
30 new
NEC 2014 ARTICLE 625 DRAFT
• Layout
• The current Article is arranged into 5 sections:
•
•
•
•
•
General
Wiring Methods
Equipment Construction
Control and Protection
EVSE Location
• Starting in 2014 the Article is arranged as follows:
• General
• Equipment Construction
• Installation
NEC 2014 ARTICLE 625 DRAFT
• 625.1 Scope
• Added the following Informational Note
• Informational Note No. 2: UL 2594-2013, Standard for Electric Vehicle
Supply Equipment, is a safety standard for Electric Vehicle Supply
Equipment. UL 2202-2009, Standard for Electric Vehicle Charging
System Equipment, is a safety standard for Electric Vehicle Charging
Equipment.
NEC 2014 ARTICLE 625 DRAFT
• 625.2 Definitions
• Electric Vehicle Connector modified to read as follows:
Electric Vehicle Connector. A device that, when electrically
coupled to (conductive or inductive) an electric vehicle
inlet, establishes an electrical connection to the electric
vehicle for the purpose of power transfer and
information exchange. This device is part of the electric
Vehicle coupler.
• Electric Vehicle Inlet modified to read as follows:
Electric Vehicle Inlet. The device on the electric vehicle
into which the electric vehicle connector is electrically
coupled (conductive or inductive) for power transfer and
information exchange. This device is part of the electric
vehicle coupler. For the purposes of this Code, the electric
vehicle inlet is considered to be part of the electric vehicle
and not part of the electric vehicle supply equipment.
NEC 2014 ARTICLE 625 DRAFT
• Definition for Electric Vehicle Nonvented Storage Battery was
replaced with Electric Vehicle Storage Battery - A battery,
comprised of one or more rechargeable electrochemical cells,
that has no provision for the release of excessive gas pressure
during normal charging and operation, or for the addition of water
or electrolyte, or for external measurements of electrolyte specific
gravity.
• Electric Vehicle Supply Equipment
• Added Informational Note No. 2: Within this article, the terms Electric
Vehicle Supply Equipment and Electric Vehicle Charging System
Equipment are considered to be equivalent.
NEC 2014 ARTICLE 625 DRAFT
• Added definition – Cable Management System. An apparatus
designed to control and organize unused lengths of output cable
to the electric vehicle.
• Added definition – Fastened In Place. Equipment attached to a
structure either permanently or where the fastening means is
specifically designed to facilitate removal for interchange,
maintenance and repair, and repositioning to another location.
• Added definition - Output Cable to the Electric Vehicle. An
assembly consisting of a length of flexible EV cable and an
Electric Vehicle Connector (supplying power to the electric
vehicle).
• Added definition - Power Supply Cord. An assembly consisting of
an attachment plug and length of flexible cord that connects the
electric vehicle supply equipment (EVSE) to a receptacle.
NEC 2014 ARTICLE 625 DRAFT
• 625.4 Voltages
• Added - and DC system voltages of up to 600 volts
• 625.5 Listed
• Removed “labeled” from title and text.
• 625.9(A) Polarization (new 625.10(A))
• Modified as follows: The electric vehicle coupler shall be
polarized. Exception: A coupler that is part of a listed electric
vehicle supply equipment.
• 625.9(E) Grounding Pole (new 625.10(E))
• Modified as follows: The electric vehicle coupler shall be provided
with a grounding pole, unless provided as part of listed isolated
electric vehicle supply equipment system.
NEC 2014 ARTICLE 625 DRAFT
• 625.13 Electric Vehicle Supply Equipment (moved to 625.44 and
renamed Electric Vehicle Supply Equipment Connection)
• Electric vehicle supply equipment shall be permitted to be cord and plug
connected to the premises wiring system in accordance with one of the
following:
(A) Connections to 125-Volt, Single Phase, 15 and 20 Ampere Receptacle Outlets.
Electric vehicle supply equipment intended for connection to non-locking, 2-pole, 3wire grounding type receptacle outlets rated at 125 volts, single phase, 15 and 20
amperes or from
a supply of less than 50V DC.
(B) Connections to Other Receptacle Outlets. Electric vehicle supply equipment that is
rated 250 volts maximum and complies with all of the following:
(1) It is intended for connection to a non-locking, 2-pole, 3-wire and 3 pole, 4-wire
grounding type, receptacle outlet rated no more than 50 amperes.
(2) EVSE shall be fastened in place.
(3) Power supply cord length for electric vehicle supply equipment fastened in place is
limited to 1.8 m (6 ft).
(4) Receptacles are located to avoid physical damage to the flexible cord.
All other electric vehicle supply equipment shall be permanently wired and fastened in
place to the supporting surface, a wall, a pole or other structure. The electric vehicle
supply equipment shall have no exposed live parts.
NEC 2014 ARTICLE 625 DRAFT
• 625.14 Rating
• Modified per TIA 70-11-2 - Electric vehicle supply equipment shall
have sufficient rating to supply the load served. Electric vehicle
charging loads shall be considered to be continuous loads for the
purposes of this article. Where an automatic load management
system is used, the maximum electric vehicle supply equipment
load on a service and feeder shall be the maximum load
permitted by the automatic load management system.
NEC 2014 ARTICLE 625 DRAFT
• 625.17 Cords and Cables
• Paragraph was re-written to better distinguish requirements for
power supply cords, output cable to the EV and cord and cable
lengths.
• (A) Power Supply Cord. The cable for cord-connected equipment
shall comply with all of the following:
(1) Be any of the types specified in (B)(1) or Hard Service Cord, Junior Hard
Service Cord and Portable Power Cable types in accordance with Table
400.4. Hard Service Cord, Junior Hard Service Cord and Portable Power
Cable types shall be listed, as applicable, for exposure to oil and damp and
wet locations.
(2) Have an ampacity as specified in Table 400.5(A)(1) or, for 8 AWG and
larger, in the 60 C columns of Table 400.5(A)(2).
(3) Have an overall length as specified in (a) or (b):
a. When the interrupting device of the personnel protection system specified
in 625.22 is located within the enclosure of the supply equipment or charging
system, the power supply cord shall be no more than 300 mm (12 in.) long,
NEC 2014 ARTICLE 625 DRAFT
b. When the interrupting device of the personnel protection system specified
in 625.22 is located at the attachment plug, or within the first 300 mm (12 in.)
of the power supply cord, the overall cord length
shall be a minimum of 1.8 m (6 ft) and shall be no greater than 4.6 m (15 ft).
• (B) Output Cable to the Electric Vehicle. The output
cable to the electric vehicle shall comply with all of the
following:
(1) Be Type EV, EVJ, EVE, EVJE, EVT, or EVJT flexible cable as specified in
Table 400.4.
(2) Have an ampacity as specified in Table 400.5(A)(1) or, for 8 AWG and
larger, in the 60 C columns of Table 400.5(A)(2).
Informational Note: Listed electric vehicle supply equipment
may incorporate output cables having ampacities greater than 60°C
based on the permissible temperature
limits for the components and the cable.
NEC 2014 ARTICLE 625 DRAFT
• (C) Overall Cord and Cable Length. The overall useable length
shall not exceed 7.5 m (25 ft) unless equipped with a cable
management system that is part of listed the electric vehicle
supply equipment.
(1) Where the electric vehicle supply equipment or charging system is not
fastened in place, the cord exposed useable length shall be measured from
the face of the attachment plug to the face of the electric vehicle connector.
(2) Where the electric vehicle supply equipment or charging system is
fastened in place, the useable length of the output cable shall be measured
from the cable exit of the electric vehicle supply equipment or charging
system to the face of the electric vehicle connector.
• 625.18 Interlock
• Added - An interlock shall not be required for DC supplies less
than 50V DC.
NEC 2014 ARTICLE 625 DRAFT
• 625.19 Automatic De-Energization of Cable
• Added - An interlock shall not be required for DC supplies less
than 50V DC.
• 625.22 Personnel Protection System
• Paragraph modified to read - The electric vehicle supply
equipment shall have a listed system of protection against electric
shock of personnel. Where cord-and-plug connected electric
vehicle supply equipment is used, the interrupting device of a
listed personnel protection system shall be provided and shall be
an integral part of the attachment plug or shall be located in the
power supply cord not more than 300 mm (12 in.) from the
attachment plug.
NEC 2014 ARTICLE 625 DRAFT
• 625.23 Disconnecting Means (moved to 625.42)
• Paragraph modified to read - For electric vehicle supply equipment
rated more than 60 amperes or more than 150 volts to ground, the
disconnecting means shall be provided and installed in a readily
accessible location. The disconnecting means shall be lockable open
in accordance with 110.25.
• 625.26 Interactive Systems (moved to 625.48)
• Paragraph modified to read - Electric vehicle supply equipment and
other parts of a system, either on-board or off-board the vehicle, that
are intended to be interconnected to a vehicle and also serve as an
optional standby system or an electric power production source or
provide for bidirectional power feed shall be listed and marked as
suitable for that purpose. When used as an optional standby system,
the requirements of Article 702 shall apply, and when used as an
electric power production source, the requirements of Article 705
shall apply.
NEC 2014 ARTICLE 625 DRAFT
• New 625.50 Location
• This new paragraph combines portions of the former paragraphs
625.28, 625.29(A), 625.29(B), 625.30(A) and 25.30(B).
• 625.50 Location. The electric vehicle supply equipment shall be
located for direct electrical coupling of the EV connector (conductive
or inductive) to the electric vehicle. Unless specifically listed and
marked for the location, the coupling means of the electric vehicle
supply equipment shall be stored or located at a height of not less
than 450 mm (18 in.) above the floor level for indoor locations and 600
mm (24 in.) above the grade level for outdoor locations.
NEC 2014 ARTICLE 625 DRAFT
• New 625.52 Ventilation
• This new paragraph was formally part of 625.29 Indoor Sites.
The paragraph maintains the calculation and tables of 625.29.
The new paragraph now includes ventilation requirements for DC
voltages greater than 50V DC. Formally 625.29 did not contain
consideration for DC voltages.
Proprietary Confidential
Demonstrative experiment on optimum
charging and power demand control system
based on SmartGrid standard technologies
～Real world application of SAE protocol～
3/26/2014
Toyota InfoTechnology Center U.S.A., Inc.
Toyota Motor Corporation
0
Background of the Smart Grid (standardization related to PHEV)
Proprietary Confidential
The aim of the experiment is to realize automated optimum charging by using the standardized
technologies. The background of the needs are as follows.
○Direct Investment for electric power delivery facility in the U.S. is limited,
especially in West coast utilities the balance of the demand–supply is critical and tight
→For leveling the investment for facilities, Smart Grid technology is thought as one of the solutions
○Along with the popularization of EV/PHV, peak-demand will become more severe,
so utilities are interested in the Demand Response program
→like west coast utilities (ＰＧ＆Ｅ，ＳＣＥ，ＳＧＥ), and other utilities have been also providing the control
for air conditioner during demand-peak period
○There are about 3000 utility companies in the US, so the necessity of standardization has been
pointed out →ＮＩＳＴ(National
Institute of Standard Technology) has defined the standard scheme for
米国の標準化の背景
Smart Grid
米国システム (SAE・SEP2.0ベース)
for limited distribution
○As for the EV/PHV, its standardization has been done in SAE to harmonize the various
communication systems.
DR Server (DRAS)
HGW
SAE J2836
7 Application
OpenADR
SAE J2847
(SEP2.0)
6 Presentation
5 Session
TCP
4 Transport
3 Network
2 DataLink
1 Physical
PHV
EVSE
IPv4 or IPv6
IEEE802.x 他
IPv6
SAE J2931
SAE J1772
Communication standard for Smart Grid (SAE・SEP2.0 based)
米国では早くからスマートグリッド標準化を推進して来た
Smart Grid Standardization
has been promoted early in the US
1
Project Overview
Demonstrative experiment
Proprietary Confidential
○Aim
Toyota / Duke Energy apply of SAE J2931/2836/2847 communication to real world demonstration project.
○Collaboration
Collaboration among Duke Energy, Toyota, ESN, Sumitomo Electric, Leviton
○What
Test emerging standards (SAE 2931) from both a technical and customer–experience
points of view, as it pertains to optimal charging of a PHEV.
○Where
Field (customer) testing in Indiana, USA,
specifically near/around Indianapolis.
Demonstrative experiment Project Overview
Proprietary Confidential
○Evaluation and verification for optimum charging and demand-control system
in cooperation with Duke Energy based on standard technology
Generation
Transmission
Distribution
control Gateway
router
Power Utility
(Duke Energy)
TCP/IP
Power Consumption
accounting
Internet
①Verify communication system for
tariff table / DR signal acquisition
③Verify computing logic of optimum
charging configuration
Smart Utility Network
(IEEE802.15.4g)
3G
PLC
for limited distribut
Charge the vehicle by
choosing the hours in which
utility rates are lower.
Price
④Evaluate HMI system
of charging notice and
configuration
BB
Gateway
(Sumitomo)
0
3
6
9
12
15
18
21
24
time
SoC
moving
End
moving
Start
⑤Verify cloud-based
charging management system
Charging
4
Smart Meter
ZigBee,PLC
Home
EVSE
AC L2 charging
(LEVITON)
PLC
(J2931 HP-GP)
(Sumitomo)
3
Experimentation Results: an example of DR request accommodation
Proprietary Confidential
○example of the system behavior to the TOU&DR request
・5/7(Tue) 17:00-20:00 DR (non-mandatory, 50% curtailing) request issued from Duke
⇒
Peak rate (14-19)
charging suspended (to avoid peak rate)
DR request period
after DR request
charging
Customer
1
2
3
Plugged
Optimum charging
timer charging → disconnected
Optimum charging
timer charging → fully charged
Optimum charging
timer charging → fully charged
Charging
current(A)
charging current was curtailed (to 6A)
charging current was recovered to full (10A)
Charging
start
SoC
Charging
end
SoC
15:50
19:03
0%
(19:29)
-
16:12
19:00
0%
20:49
100%
16:34
19:01
10%
20:35
100%
(to monitor 1,3)
(to monitor 2)
note(DR)
Charging current was curtailed to 6A
cable disconnected @19:29
Charging current was recovered from 6A
to 10A after DR request period (20:03)
Charging current was recovered from 6A
to 10A after DR request period (20:03)
Peak Rate period (14:00-19:00)
10
DR request period
6
Charging was suspended to avoid the peak rate
monitor1
16:00
17:00
18:00
19:00
monitor2
20:00
monitor3
21:00
4
Application Flow Chart
Proprietary Confidential
○Process flow of optimum charging setting
Login
Choose menu
Charging
Complete
Auto setting
Manual setting
5
Experimentation schedule
Proprietary Confidential
○Overall schedule
・Started from 2013/1, for 12 month
・In Indianapolis, capital of Indiana state
・using 5set PHV Prius and system (developed EVSE, HGW, and iPad with application for controlling)
total10 customers
- first 6 months
5 employees from Duke Energy
for evaluation of safety, performance and acceptance
- latter 6 months
5 general customers from territory
for evaluation of performance and acceptance
2013/1
2
3
4
5
6
7
8
9
10
11
12
5 DukeEnergy employees
HMI, system feedback
Analysis, improvement
Safety accessment
removal
installation
5 general monitors
6
Experimentation Results: customer behavior for DR and TOU (Phase1)
Proprietary Confidential
○customer behavior for DR, TOU and results of the charging
・DR events issued totally 17 times, and customer accepted more than 80%
・charging cable connected during peak-period in 10%-60%
among them the acceptance ratio of off-peak charging setting calculated by the system
more than 95%
item to be evaluated
①
DR event
(17 total)
②
DR request accepted
DR request overrided by User preference (DR request denied)
DR request acceptance ratio　①/(①+②)
③
④
TOU
(5/1-6/23)
total number of charging
total number of charging, plugged during peak time
the ratio of charging cable connected during peak time ④/③
⑤ total number of timer set automatically to avoid peak rate during peak time
⑥ total number of timer set overrided by manual operation by user during peak time
acceptance ratio of timer set by system during peak time ⑤/(⑤+⑥)
(a)
(b)
(c)
customer1 customer2 customer3 customer4 customer5
5
4
7
6
3
1
1
0
1
0
83.3%
80.0%
100.0%
85.7%
100.0%
115
52
55
55
44
54
29
33
10
5
47.0%
55.8%
60.0%
18.2%
11.4%
53
28
33
10
5
1
1
0
0
0
98.1%
96.6%
100.0%
100.0%
100.0%
DR event accepted more than 80%
system proposed off-peak charging accepted more than 95%
(a)
(b)
(c)
7
Experimentation Results: acceptance ratio of optimum charging setting
Proprietary Confidential
○alteration of acceptance ratio of system proposed charging setting
acceptance ratio is glowed over time
customer 1,2,4,5:
almost 100% after 7th week (except for last several weeks)
cusomer 3:
60% in 6th and 11th week, but almost 100% after 5th week
Acceptance ratio of optimum charging setting by system
1
0.9
0.8
Acceptance ratio
0.7
Overall
average
0.6
customer 1
customer 2
customer 3
customer 4
customer 5
0.5
0.4
97.6%
97.0%
82.8%
100%
94.0%
0.3
0.2
0.1
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
week
8
Experimentation Results: customer behavior for DR and TOU (Phase2)
Proprietary Confidential
○customer behavior for DR, TOU and results of the charging
・DR events issued totally 18 times, and customer accepted 100%
・charging cable connected during peak-period in 20%-60%
among them off-peak charging was selected by system and done about 80%
・the acceptance ratio of charging setting offered by system is about over 90%
item to be evaluated
DR event
(18 total)
2
2
5
4
4
② DR request overrided by User preference (DR request denied)
0
0
0
0
0
100.0%
100.0%
100.0%
100.0%
100.0%
③ total number of charging
88
169
147
209
146
④ total number of charging, plugged during peak time (=⑤+⑥)
17
53
74
94
88
19.3%
31.4%
50.3%
45.0%
60.3%
12
47
67
45
85
5
6
7
49
3
70.6%
88.7%
90.5%
47.9%
96.6%
109
177
182
225
174
4
40
8
34
5
96.5%
81.6%
95.8%
86.9%
97.2%
the ratio of charging cable connected during peak time ④/③
⑤ total number of timer set automatically to avoid peak rate during peak time
total number of charging imeediately by charging setting or manual operation
⑥
by user during peak time
acceptance ratio of timer set by system during peak time ⑤/(⑤+⑥)
acceptability
of system
setting
customer1 customer2 customer3 customer4 customer5
① DR request accepted
DR request acceptance ratio　①/(①+②)
TOU
(7/11-9/30,
11/15-1/8)
(a)
(b)
(c)
(d)
⑦ total number of acceptance of charging setting calcurated by system
⑧ total number of charging setting by manual operation
acceptance ratio of charging setting by system　⑦/(⑦+⑧)
DR event accepted 100%
during the peak, off-peak charging was selected about 80%
(a)
(b)
(c)
(d)
9
Experimentation Results: acceptance ratio of optimum charging setting
Proprietary Confidential
○alteration of acceptance ratio of system proposed charging setting
acceptance ratio is glowed over time except for the 17th week (because of system failure)
customer 1,3,5:
almost 100% after 7th week (except for several weeks)
customer 4:
almost more than 80% (except for several weeks)
customer 2:
almost more than 70% (except for 8th and 17th week: less than 50%)
Overall
average
96.4%
81.5%
95.8%
86.9%
97.2%
10
Experimentation Results: charging cost reduction effect (Phase2)
Proprietary Confidential
○charging cost reduction effect (based on the log from Phase2)
・compare with the energy amount charged during off-peak and peak
Charging energy amount
350
300
250
200
off-oeak
150
peak
100
50
0
manual optimum
manual optimum
manual optimum
manual optimum
manual optimum
monitor1
monitor2
monitor3
monitor4
monitor5
Charging during peak-period is drastically diminished in optimum charging
11
Customer comments
Proprietary Confidential
○application
・The iPad application that accompanied the PHEV was valued by customers both for its usability
and because it allowed customers to “control” the charging process.
・Several customers, however, requested that more information should be available through
the application, namely, historical charging, and associated energy usage data.
○charging setting
・A few of the customers indicated that they experimented with adjusting the charging settings
(i.e., over-riding the default settings) upon first receiving the iPad application,
but soon after relied primarily on the aggressive settings.
○charging control
・Customers in Phase1 cited the ability to control the charging process through the iPad as valuable.
They valued being able to rely on the iPad application to identify this information for them.
・On the other hand customers in Phase2 did not control so often once they set their preference and test.
→ Easy operation and operation free (AS WE EXPECTED)
Application and charging control system are overall valued and relied on by customers.
13
Conclusion
Proprietary Confidential
○The optimum charging system based on standardized technology works effectively
to keep balance the utilities needs and customers’ requirement.
accommodating the requests both from utility companies and customers,
by taking into account
- demand response programs and tariff tables
- logging data from each customer with respect to charging timing.
○We have been completed a pilot project in Indianapolis, IN
to test and validate
- the smart charging system
- the digital communication system between vehicles and electric power grids,
by totally 10 customers with Prius Plug-in Hybrid vehicles.
Our automated system is to be accepted well.
SAE J2931/2836/2847 with SEP2.0
are verified to be good solution for DR, and those are technically ready.
We will assess the output of the performance evaluation and the feedback
from the customers for further blush up aiming at the assumed deployment near future.
Also we seek to adopt this concept, not only in the States but wherever needs DR.
When we (OEM) deploy them is up to ‘concrete use case !’, that is good for customers.
14
Acknowledgement
Proprietary Confidential
We express our gratitude to the monitors participated in this program, researchers
and all involved and also the partners of this experiment:
Duke Energy Corporation
ESN(Energy Systems Network)
Sumitomo Electric Industries, Ltd.
15
Building an Energy Ecosystem
Toyota PHEV Pilot Project
www.energysystemsnetwork.com
Introduction to Energy Systems
Network (ESN) & Electrification
Energy Systems Network
• Not-for-profit
• Locally minded, global impact
• Industry-driven Initiative
• World-class partners
• Cleantech acceleration
• Connectivity
Experience with Electrification
• $6.4 million grant for EV’s and charging infrastructure
• 125+ EV’s and nearly 200 charging stations
• Mayor Ballard city fleet initiative – EV/PHEV by 2025
• Clay Terrace Plug-In Ecosystem
• Grid-tied, solar powered, quick charge, energy storage
• Most highly utilized charging station in Duke territory
• First US based completely electric car sharing program
• 500 cars, 1000 charging stations, 200 sites
• First site by EDTA conference in May, 25 sites in 2014
Energy Systems Network
2
Introduction
Project Goals and Challenges
In order to dramatically increase the adoption of plug-in hybrid electric vehicles,
OEMs must empower consumers to optimize operation based on convenience,
pricing, and efficiency.
Project Goal:
Demonstrate/validate smart charging technology with realworld customers through optimizing benefits to both the utility
and the consumer
Main Challenge:
How do you significantly accelerate that process while
minimizing scope and scale of resources needed?
Keys to Success:
• Make it easy for the consumer
• Realize efficiencies and cost benefits
• Requires industry expertise
• Seamless, approachable technology
• Requires a real world pilot
Energy Systems Network
3
A World Class Partnership
ESN serves as a neutral, third party convener of large cap, multinational partners to ensure
all parties goals and objectives are met and works to develop a team of partners that bring
together a diverse set of technical and market expertise:
Toyota Motor Corporation is Japan-based company mainly engaged in the
automobile business and financial business. The Automobile segment is engaged in
the design, manufacture and sale of car products. Toyota’s Prius PHEV is the vehicle
utilized in the pilot project.
Duke Energy, a Fortune 250 company, is the largest electric power holding company
in the US, supplying and delivering energy to approximately 7.2 million US
customers. They have approximately 57,700 MW of electric generating capacity in the
Carolinas, the Midwest and Florida. Duke Energy customers served as drivers for the
pilot, and the utility monitored the demand response events.
Sumitomo Electric, which began in copper wire production in 1897, has expanded to
a number of business segments, such as automotive (including charging
infrastructure technologies), electronics and industrial materials. Sumitomo Electric
provided the communication systems for pilot participants.
Energy Systems Network
4
Toyota PHEV Pilot Project Overview
Goals:
• Use real customers – nobody has done this
before in a smart grid test project of this sort
• Quick Timeframe – scattered resources
required central management & leadership
Scope and Timeline Objectives:
• Test smart grid communications technology
of plug-in hybrid electric vehicles with a
leading utility using actual customers
• Minimize timeframe for project start up
• Minimize scope of project management and
administration through collaboration of
project partners and their resources
Key Points of Project Success:
• Most advanced real-world vehicle to
grid communication demonstration in the world.
• Phase 1 – Utility employees as drivers
• Phase 2 – Utility customers as drivers
• Statistically significant sample size by detailed selection
process dev. by IU SPEA
• Included testing of virtual rates and demand response events
to validate system for multiple utility markets
• Extensive quantitative and qualitative data was gathered
including customer surveys to be compiled in a report through
IU SPEA
• Toyota will use pilot results to develop system for 2015 model
year Prius
Project Timeline
Project
Start Up
(6 mo.)
EVSE
Installed
Energy Systems Network
Phase 1
Duke
Drivers
(6 mo.)
1st Focus
Group/
EVSE
Transfer
Phase 2
Customer
Drivers
(6 mo.)
2nd Focus
Group/
EVSE
Removal
Project
Close
(1 mo.)
Future
Work
5
Comprehensive Project
Management and Coordination
• Organized project development meetings
• Executed legal agreements and contracts
• Coordination with local vendors
• Managed participant selection
• Provided technical training
• Conducted surveys and focus groups
• Oversaw project budget
Energy Systems Network
6
Presentation on
Workplace & Public EV Charging
EPRI Infrastructure Working Council
March 26, 2014
Arcady Sosinov | Luv Kothari
The Vision
Fully Connected
Always Charged
 Challenges facing
workplace charging
 Current solutions &
employer feedback
BROAD
 Macro forces
 Market trends
DEEP
BROAD
 Examining alternatives
 Making our vision a reality
Favorable Regulation
NYC
20% of all new parking spots shall be EV-ready
Local
Palo Alto
All new homes shall be wired for EV charging
Emeryville, CA
Parking lots with >17 spaces shall have at
least 3% served by a charging station
State
 EV & Charging Infrastructure Incentives
 CALSTART Employer EV Initiative
Federal
 Zero Emissions Vehicle Mandates
 Workplace Charging Challenge
EV Sales
PwC Autofacts
Sentech, Inc.
Thousands
EV Projections
3000
2500
Balducci, PNNL (Best)
Balducci, PNNL (Base)
Balducci, PNNL (Worst)
2000
Deutsche Bank
Deloitte (Best Case)
Deloitte (Base Case)
Deloitte (Worst Case)
1500
Sullivan (Best Case)
Sullivan (Worst Case)
BCG (Best Case)
1000
BCG (Worst Case)
KEMA (Best Case)
KEMA (Worst Case)
Frost & Sullivan
500
Pike Research
Average
0
2010
1.8M
2011
EV’s sold in 2020
10% of Total
Sales
2012
2013
2014
2015
on the
5M EV’s
road by 2020
2016
2017
2018
2019
2020
Regulatory Changes
Network Effects
Aspirational Status
 Challenges facing
workplace charging
 Current solutions &
employer feedback
BROAD
 Macro forces
 Market trends
DEEP
BROAD
 Examining alternatives
 Making our vision a reality
Charging Infrastructure
9:1 Ratio
180k EVs on the
road today
That will grow to 12:1 by the end of
2014
20k public &
workplace
charging points
(7700 charging stations)
61 employees drive EVs
16 charging stations
10% of workforce drive EVs
5:1 EV to charger ratio
Sources: PEVCollaborative, US DOE
Current Paradigm
EV
EV
Grid-tied stationary charging stations.
What are the challenges that this model imposes?
Utilization
Theoretical Capacity:
8 cars per day
7kWh
avg energy needed
per charging event
Actual Capacity:
2 cars per day
Utilization:
7kW
25%
avg charge rate
Why?
 Reliance on human intervention
 Optimization between employee
productivity and capital utilization
“The motivation behind Evernote’s robust workplace
charging program is unique: to increase employee
productivity. By gaining access to HOV lanes in their PEVs,
some of our employees have cut their commute in half.”
- Maeanna Glenn, Special Projects Manager
Sources: EV Project, Google, ChargePoint, Evernote
Scalability
Bore concrete
Run conduit
underground
City inspection
services
Permits and
licenses
Installation is complex,
time-consuming, and
expensive.
Scaling up takes months of
planning.
Key Challenges:
 Parking Structures
 Dense Urban Areas
 Multi-unit dwellings
 Leased and shared office
buildings
“Our first installation included 30 charging stations. We
allocated the same funding for the second round, but could
now only afford 17 stations. At this point, we don’t even
want to think about a third round.”
- Brian Glazebrook, Senior Global Sustainability Manager
Sources: Customer interviews, Harvey Electric, PEVCollaborative
Energy Consumption
Workplace
Issues to consider:
Demand Charges $10 - $30/kW
peak rates versus $0 - $3 off-peak
Energy Rates Difference
between peak and off-peak can be
2X
Public
Outdated Infrastructure
Companies will most likely need to
upgrade their energy infrastructure
once EV adoption increases
Smart Grid Vehicles may not be
able to request a charge when they
need it due to overall system
demand
Sources: PG&E, UC Berkeley, Customer interviews
 Challenges facing
workplace charging
 Current solutions &
employer feedback
BROAD
 Macro forces
 Market trends
DEEP
BROAD
 Examining alternatives
 Making our vision a reality
Option 1
Blanket workplaces and public areas with L2 charging stations
Utilization:
Scalability:
Energy Cons:
Option 2
Level 1 charging (slow charging)
Utilization:
Scalability:
Energy Cons:
Option 3
Solar-powered charging stations
Utilization:
Scalability:
Energy Cons:
Mobi Charger
A fully mobile and autonomous EV charging station.
Utilization:
Scalability:
Energy Cons:
Mobi Charger
Building’s StepDown
Transformer
AC to DC Conversion
Power Electronics
Motorized Mobile
Enclosure
Cabling &
Connectors
DC CHAdeMO
Plug = 50kW
240V/80A Single
Phase AC = 19kW
30kWh Battery
Mobi recharge time
~ 1.5 hours
DC to DC Power
Electronics
Services 3 EVs before recharging
~ 45 minutes
Avg Charge =
7 - 10kW
Capacity
10 EVs per day
Mobi Charger
Cost per Charge (based on the ability to service 20 cars per day)
Hardware
Installation
Electricity
Productivity
Loss
Total
Traditional Charging Station
FreeWire Mobi
$1.50
$3.20
$7.5k/spot, 2 cars per day
amortized over 10 years
$40k/unit, 10 cars per day
amortized over 5 years
$2
$0.40
$10k/spot, 2 cars per day
amortized over 10 years
$5k total, 10 cars per day
amortized over 5 years
$2.30
$1.12
Energy: 10kWh x $0.13 per kWh
Demand: (10 stations requesting 6kW each x
$13) / 2 / 20 days / 20 cars
Energy: 6 cars at night ($0.07) and 14 cars
during the day ($0.13)
$16.25
None
15 min at $65/hour average wage
$22.05 (incl productivity)
$5.80 (not incl productivity)
$4.72
Thank You
[email protected]
[email protected]
WIRELESS CHARGING OF EV’S
System Description, Status and
Directions
for the
IWC PHEV Meeting
March 26, 2014
PRESENTATION
Jon Sirota
WiTricity Corp
Watertown, MA
Active on behalf of WiTricity Corp in International Standards
Development Organizations working on Wireless Charging of EV’s:
SAE J2954/ IEC 61980/ ISO 19363
Education: BS, MS in Electrical Engineering
Information presented is “typical” and is consistent with what the
SDO’s are discussing, but does not represent a specific system
implementation.
3/26/2014
2
WiTricity Corp
• The technology which enables magnetic field wireless power transfer for
EV’s was invented at MIT a few years ago. WiTricity Corp was formed to
further develop and promote the commercialization of the technology.
MIT patented the invention and licensed it exclusively to WiTricity Corp.
• WiTricity is a small research and engineering enterprise, with less than 60
full and part time employees in Massachusetts and Utah.
• Relative to Wireless Charging of Electric Vehicles we are not a product
company; we continue to develop the technology so that others can build
products which practice the technology under license. We work with
many auto OEM’s and their Tier 1 suppliers.
• Because of our involvement in Standardization activities, development
activities and working with OEM’s and suppliers, we are quite aware of
what is being considered for deployment in the market.
3
WiTricity Corp (2)
• Web site for more info: www.witricity.com
• Link to CNN video released a few days ago, which briefly explains and
presents the history and future potential of the technology:
– http://edition.cnn.com/video/data/2.0/video/business/2014/03/14/s
pc-make-create-innovate-witricity.cnn.html
3/26/2014
4
State of the Industry
• Currently, there are very few deployed systems. One
“aftermarket” system is being advertised, but I have
not heard of actual installations yet.
• Various automotive OEMs have plans to deploy
systems for evaluation soon. Those implementations
would not be aftermarket systems.
• Publications are being developed by SAE, IEC, ISO, to
be issued initially as Specifications or
Recommendations, with target issuance in 2014.
Actual Standards are targeted to be issued within a
couple of years.
3/26/2014
5
Timing Regarding Wireless and EV’s
• As stated, SAE is planning to release a
Recommendation regarding wireless charging of EV’s
in 2014 and to issue a Standard at a later time.
• Automotive OEMs are planning trials of wireless
charging of EV’s as soon as this year.
• Installations can meet the spirit of NEC 2014, but
cannot be fully compliant.
3/26/2014
6
Conductive vs. Wireless
Compare and Contrast
• Portions of Conductive and Wireless Systems are
similar enough that sections of Article 625 are
correct for both.
• In the other portions of the systems, the differences
are significant enough that some rewording of
sections of Article 625 are required to be accurate for
each type of EV charging.
3/26/2014
7
Conductive vs. Wireless (2)
Conductive
Connection to “Grid” – DC or AC, Single Phase, 3 Phase; hard-wired or
pluggable
Input Safety Device for Conductive
Cabling – between Safety Device and Electronics Cabinet
-------------------------------------------------------------Electronics Cabinet - Contains the Electronics and Power Controls which
condition and control the power, based on signaling from the vehicle
over wires in the Power Cable.
Power Cable – between Electronics Cabinet and Inlet Connector (J1772,
for example), carries full power as 60Hz AC, or DC, depending on “grid”
connection, as well as grounding and signaling.
Connector - when inserted into the Vehicle Inlet, makes safety ground,
contol, and power connections between the Electronics and the
Vehicle.
3/26/2014
8
Conductive vs. Wireless (3)
Wireless
Infrastructure Side
Connection to “Grid” – DC or AC, Single Phase, 3 Phase; wired or pluggable
Input Safety Device for Wireless
Cabling – between Safety Device and Electronics Cabinet
------------------------------------------------------------------------Electronics Cabinet - Contains the Electronics and Power Controls which condition and generate 85kHz
Power based on signaling between the Electronics and the Vehicle over a wireless link (WiFi, NFC,
Bluetooth, Zigbee). Power and Safety Ground is carried over Power Cable designed for carrying
85kHz power between Electronics Cabinet and Resonator, as well as some control signals.
Power Cable – between the Electronics Cabinet and Source Resonator carries the full power being
transferred, in addition to signals from possible safety detectors (foreign metallic objects, live
objects, thermal) co-located with the Source Resonator. Cable is possibly shielded for EMC purposes.
Wireless Link for signaling.
Source Resonator – resonant Circuit consisting of a matching network and a coil (Inductor), often
including shielding. The Source Resonator converts the 85kHz current into time varying magnetic
fields thru which energy is transferable to a Receiving Resonator located on the Vehicle.
Vehicle Side
Receiving Resonator, Rectification and Conversion Electronics, connection to charging system.
Wireless Link for signaling.
3/26/2014
9
Wireless Charging Installation
• Installations will be Fixed or Movable, but not “portable”.
Source resonator likely to be heavy (30 lbs or more), and therefore the location
will be relatively fixed. Size likely to be about 50x50x5 (cm)or larger. Location will
be under the vehicle, either on the surface or with the top flush with the surface.
• Cabling between Electronics and Source Resonator needs to be protected
since driveover is likely. Cabling will either be “hard wired” or might have
a connector to facilitate installation.
• Input connection might be pluggable or wired.
• Safety systems might be co-located with Source Resonator:
Foreign Object (metallic) Detection systems, Living Object Detection systems,
Thermal monitoring systems.
• Because of need to generate magnetic fields from the Source Resonator,
there are restrictions on use of metals in the resonator. Surface cannot be
conductive, although a metallic base plate can exist, and that should be
grounded.
3/26/2014
10
SAE Definition of Power Classes
• Class 1 – Up to 3.7kW (120V, 240V input)
• Class 2 - Up to 7.7kW (240V, 208 3Ph input)
• Class 3 - Up to 22kW (3Ph input)
– Class 3 is not active currently; would be used for
fast charging LD vehicles
– Class 3 also for busses and trucks, might want to
go to over 200kW for this application
(Power levels named above reflect power drawn from the grid)
3/26/2014
11
Operation of Wireless EV Charging
Infrastructure side will not allow power to be generated
and transferred unless appropriate handshaking occurs
confirming safety and interoperability between EV and
EVSE. Handshake topics include (startup and ongoing):
Power Classes
Compatible communication
Alignment
Charging Levels
Continuing Proper Operation
3/26/2014
12
Development Directions
• CURRENT CONSIDERATIONS:
Installations will be residential and public
In Public Charging, possible to have one electronics control for
several charging spots
Unclear exactly what portion of the Electronics Cabinet
would be shared and what portions replicated for each
charging location.
Packaging might have all or part of the electronics co-located
with the Source Resonator
• FUTURE CONSIDERATIONS:
– BiDirectional Power- vehicle as a source . Currently not very practical
– Very High Power – for charging Busses and Trucks
– Dynamic Charging – Charging of EV’s while in motion
3/26/2014
13
OBSERVATION RE: ARTICLE 625
• The inclusion of Inductive (Wireless) Charging in
Art 625 as it is written is not appropriate because
of system differences.
• From an industry perspective, in my opinion,
Article 625 is better organized in 3 sections:
-- Sections Common to Conductive and Wireless
– Sections specific to Conductive
– Sections specific to Wireless
– In addition, UL2231, as written, should apply only to
Conductive Charging.
3/26/2014
14
SECTIONS WHICH SEEM OK FOR WIRELESS
AS WRITTEN
I. General
• 625.1
Scope
• 625.4
Voltages
II. Equipment Construction
• 625.15
Markings
III. Installation
• 625.40
Overcurrent Protection
• 625.41
Rating
• 625.42
Disconnecting Means
• 625.44
Electric Vehicle Supply Equipment Connection
• 625.46
Loss of Primary Source
• 625.48
Interactive Systems
• 625.52
Ventilation
3/26/2014
15
SECTIONS WHICH NEED CHANGE TO
APPROPRIATELY ADDRESS WIRELESS
I. General
• 625.2
Definitions
• 625.5
Listed
II. Equipment Construction
• 625.10
Electric Vehicle Coupler
• 625.16
Means of Coupling
• 625.17
Cords and Cables
• 625.18
Interlock
• 625.19
Automatic De-Energization
• 625.22
Personnel Protection System
III. Installation
• 625.50
Location
In addition, there may be additional sections needed for wireless
3/26/2014
16
NEXT STEPS
I have tried to introduce wireless charging sufficiently, but I am
sure that there are topics that require further clarification,
and I may have missed some topics as well. I am happy to
address these in a subsequent conversation or presentation
should that be desired.
I am willing to make contributions to suggest modifications in
detail that I feel are appropriate to cover wireless from an
industry perspective, if requested.
Industry would like to work with this Committee to find a way, if
possible, that Wireless Charging is “excused from” some of
the sections of NEC 2014 so that installations can be
compliant with both the spirit and the details of Article 625.
Waiting for NEC 2017 may be necessary but it will be in
conflict with industry timing.
3/26/2014
17
QUESTIONS??
3/26/2014
18
THANK YOU
3/26/2014
19
www.OpenChargeAlliance.org
Update on OCPP for the
Infrastructure Working Council
Craig Rodine
Director, Standards Development
Open Charge Alliance
Scottsdale AZ, March 26, 2014
www.OpenChargeAlliance.org
Outline
 Open Charge Alliance (OCA)
 Open Charge Point Protocol (OCPP)
 Recent and upcoming events
 Invitation to participate
www.OpenChargeAlliance.org
Open Charge Alliance (OCA)
 Currently 24 members, vital core, rapid growth
 OCA vision, mission, and principles
• Commitment to open processes and products
• Free: no constraints on implementation or use
• Development is market (requirements) driven
• Pragmatic approach leverages expertise
• Vital standards: wide adoption and deployed
www.OpenChargeAlliance.org
OCA Governance and structure
 3 Board Members (E-Laad, ESB, Greenlots)
 Board plans to grow to 5-7 members in 2014
 Published (concise) Policies and Procedures
 Culture is informal, pragmatic, productive
www.OpenChargeAlliance.org
www.OpenChargeAlliance.org
OCPP 1.5
 Mature specification
 Widely deployed
 13,000+ charge points in ROW
 Dozens of vendors serving all geos
 Enables choice of CPs and back office
 Compliancy now well established
 Satisfies open standards mandates
CEC and CT RFPs
www.OpenChargeAlliance.org
OCPP 2.0




Structured as core and optional extensions
Direct, practical migration path from v1.5
Technical improvements (transport, encoding)
Being finalized in parallel with Compliancy
www.OpenChargeAlliance.org
OCPP 2.0 Core
Pricing
Smart
Charging
Monitor
& Control
Core
 Same charging functionality as v1.2/v1.5
 Almost all messages present in OCPP 1.5 are
in OCPP 2.0 Core
 For consistency, some have been updated
or renamed
 A few v1.5 messages are now part of
v2.0 Extensions
www.OpenChargeAlliance.org
OCPP 2.0 Pricing
Pricing
Smart
Charging
Monitor
& Control
Core
 There are potentially many different pricing models.
Rather than try to create a complex all-encompassing
pricing model, OCPP 2.0 Pricing starts small and can
grow as needed.
 OCPP 2.0 supports basic usage-based cost calculation
on the charge point, limiting the complexity of the
charge point and the amount of transferred data.
 Complex pricing models can be supported by the
central system; pricing updates can be sent between
or during charging sessions.
www.OpenChargeAlliance.org
OCPP 2.0 Pricing
Pricing
Smart
Charging
Monitor
& Control
Core
 OCPP 2.0 enables display of charging price and
accumulated cost during a charging session
 OCPP 2.0 supports multiple price schemes - users
can select one to be used for the session
 Display text can be sent in multiple languages to
explain pricing, discounts, additional costs, etc.
calculated by the central system
 Messages are language independent
www.OpenChargeAlliance.org
OCPP 2.0
Smart Charging
Pricing
Smart
Charging
Monitor
& Control
Core
 Smart charging in OCPP 2.0 is a controlled charging
process: either a charge point, the central system, or
both can set constraints on the amount of power
delivered during a charge session.
 Can be used at a local level, to limit the total power
that may be used by a group of charge points, e.g. in
a parking garage.
 Can also be used on a global level to adjust the power
consumption of charge points to match the capacity
of the grid, the availability of renewable energy, etc.
www.OpenChargeAlliance.org
OCPP 2.0
Smart Charging
Pricing
Smart
Charging
Monitor
& Control
Core
 For an EV to control the power it draws from a
charge point, some form of vehicle-to-charging
station / grid communication is needed.
 Near term the majority of EVs will support PWM
signaling; OCPP 2.0 supports IEC & SAE PWM
charging control.
 Also supports more advanced smart charging,
based on advanced EV-to-EVSE communications,
e.g. ISO/IEC 15118 style smart charging.
www.OpenChargeAlliance.org
OCPP 2.0
Monitor & Control
Pricing
Smart
Charging
Monitor
& Control
Core
 Introduction of “Device Model” that represents a
standardized logical view of the hardware and software
“Components” that make up a typical charge point
 Each Component has standard “Variables” that can be
used to represent and control significant aspects of its
behaviour, its current “State” and significant “Events”
 Central System can monitor and control a Charge Point
in a structured way, to more easily diagnose
 A charge point’s state and how it is performing
 What has happened when something goes wrong
www.OpenChargeAlliance.org
OCPP 2.0
Monitor & Control
Pricing
Smart
Charging
Monitor
& Control
Core
 Helps improve customer experience and
lower maintenance costs by providing better,
more structured, standardized near-real-time
diagnostics:
- Prevention of problems via advanced warnings
- Identify, solve problems remotely when possible
- Potentially engage charge point user to diagnose
and if possible work around the problem
- Only send service personnel after other options
are exhausted
www.OpenChargeAlliance.org
OCPP 2.0
Monitor & Control
Pricing
Smart
Charging
Monitor
& Control
Core
 Auto-enrolment of new charge points can eliminate
expensive, error prone manual data-entry
 Delivers detailed information on charge point’s
current state
 Provides notifications of normal and exceptional events
(e.g. access door opened, temperature limit exceeded)
 Enables remote changes to configuration of charge point
components to enable, disable, or modify functionality
 Also remote changes to monitoring configuration, e.g. to
only report events and values of interest
www.OpenChargeAlliance.org
Pricing
OCPP 2.0 status
Smart
Charging
Monitor
& Control
Core
 Resolving comments to Release
Candidate 1 (RC1)
 Will release RC2 shortly (4-6 weeks)
 On track to publish OCPP 2.0 Final
Specification in 3Q14
www.OpenChargeAlliance.org
OCPP Compliancy
 Optional extensions and plug-and-play capability
require rigorous compliancy tools and processes
 OCA Compliancy WG has been established to:
 Provide (develop or obtain) compliancy tools, e.g.
reference implementations, test harnesses, test
scripts processes and procedures
 Develop a path to formal third-party certification
 Administer an OCA mark for OCPP conformance
 OCA Compliancy WG covers OCPP v1.5 and v2.0
www.OpenChargeAlliance.org
OCPP Compliancy WG
 First Interop Event was Feb 11-13, 2014
 Eight vendors, four CPs and four CSs
 High degree of plug-n-play success
 Test harness, cases, processes, …
 Next Interop Event – May, 2014
 Trying for Central or West Coast US
 Testing will cover OCPP 1.5, also (first ever)
2.0 interop (based on RC2)
 Planning more Interop Events in 2014
 Venues in Europe and North America
 Interop helps refine OCPP 2.0 specification
www.OpenChargeAlliance.org
OCPP Marketing WG
 About to be launched
 Will focus on market requirements,
priorities, increasing awareness and
value, exploring opportunities, and
growing OCA membership
 Interested? Please let us know
www.OpenChargeAlliance.org
Invitition to join OCA
www.openchargealliance.org/how-to-join
 Download and review the OCA Participants
Agreement (PA) and Membership Fees
 Send email ([email protected])
with representative contact information and
the following attachments:
 signed copy of the PA (PDF file)
 Purchase Order for 2014 Participation Fee
 Contact me with questions or issues
www.OpenChargeAlliance.org
Thank you!
[email protected]
(408) 319-7307
WIRELESS CHARGING OF EV’S
System Description, Status and
Directions
for the
IWC PHEV Meeting
March 26, 2014
PRESENTATION
Jon Sirota
WiTricity Corp
Watertown, MA
Active on behalf of WiTricity Corp in International Standards
Development Organizations working on Wireless Charging of EV’s:
SAE J2954/ IEC 61980/ ISO 19363
Education: BS, MS in Electrical Engineering
Information presented is “typical” and is consistent with what the
SDO’s are discussing, but does not represent a specific system
implementation.
3/26/2014
2
WiTricity Corp
• The technology which enables magnetic field wireless power transfer for
EV’s was invented at MIT a few years ago. WiTricity Corp was formed to
further develop and promote the commercialization of the technology.
MIT patented the invention and licensed it exclusively to WiTricity Corp.
• WiTricity is a small research and engineering enterprise, with less than 60
full and part time employees in Massachusetts and Utah.
• Relative to Wireless Charging of Electric Vehicles we are not a product
company; we continue to develop the technology so that others can build
products which practice the technology under license. We work with
many auto OEM’s and their Tier 1 suppliers.
• Because of our involvement in Standardization activities, development
activities and working with OEM’s and suppliers, we are quite aware of
what is being considered for deployment in the market.
3
WiTricity Corp (2)
• Web site for more info: www.witricity.com
• Link to CNN video released a few days ago, which briefly explains and
presents the history and future potential of the technology:
– http://edition.cnn.com/video/data/2.0/video/business/2014/03/14/s
pc-make-create-innovate-witricity.cnn.html
3/26/2014
4
State of the Industry
• Currently, there are very few deployed systems. One
“aftermarket” system is being advertised, but I have
not heard of actual installations yet.
• Various automotive OEMs have plans to deploy
systems for evaluation soon. Those implementations
would not be aftermarket systems.
• Publications are being developed by SAE, IEC, ISO, to
be issued initially as Specifications or
Recommendations, with target issuance in 2014.
Actual Standards are targeted to be issued within a
couple of years.
3/26/2014
5
Timing Regarding Wireless and EV’s
• As stated, SAE is planning to release a
Recommendation regarding wireless charging of EV’s
in 2014 and to issue a Standard at a later time.
• Automotive OEMs are planning trials of wireless
charging of EV’s as soon as this year.
• Installations can meet the spirit of NEC 2014, but
cannot be fully compliant.
3/26/2014
6
Conductive vs. Wireless
Compare and Contrast
• Portions of Conductive and Wireless Systems are
similar enough that sections of Article 625 are
correct for both.
• In the other portions of the systems, the differences
are significant enough that some rewording of
sections of Article 625 are required to be accurate for
each type of EV charging.
3/26/2014
7
Conductive vs. Wireless (2)
Conductive
Connection to “Grid” – DC or AC, Single Phase, 3 Phase; hard-wired or
pluggable
Input Safety Device for Conductive
Cabling – between Safety Device and Electronics Cabinet
-------------------------------------------------------------Electronics Cabinet - Contains the Electronics and Power Controls which
condition and control the power, based on signaling from the vehicle
over wires in the Power Cable.
Power Cable – between Electronics Cabinet and Inlet Connector (J1772,
for example), carries full power as 60Hz AC, or DC, depending on “grid”
connection, as well as grounding and signaling.
Connector - when inserted into the Vehicle Inlet, makes safety ground,
contol, and power connections between the Electronics and the
Vehicle.
3/26/2014
8
Conductive vs. Wireless (3)
Wireless
Infrastructure Side
Connection to “Grid” – DC or AC, Single Phase, 3 Phase; wired or pluggable
Input Safety Device for Wireless
Cabling – between Safety Device and Electronics Cabinet
------------------------------------------------------------------------Electronics Cabinet - Contains the Electronics and Power Controls which condition and generate 85kHz
Power based on signaling between the Electronics and the Vehicle over a wireless link (WiFi, NFC,
Bluetooth, Zigbee). Power and Safety Ground is carried over Power Cable designed for carrying
85kHz power between Electronics Cabinet and Resonator, as well as some control signals.
Power Cable – between the Electronics Cabinet and Source Resonator carries the full power being
transferred, in addition to signals from possible safety detectors (foreign metallic objects, live
objects, thermal) co-located with the Source Resonator. Cable is possibly shielded for EMC purposes.
Wireless Link for signaling.
Source Resonator – resonant Circuit consisting of a matching network and a coil (Inductor), often
including shielding. The Source Resonator converts the 85kHz current into time varying magnetic
fields thru which energy is transferable to a Receiving Resonator located on the Vehicle.
Vehicle Side
Receiving Resonator, Rectification and Conversion Electronics, connection to charging system.
Wireless Link for signaling.
3/26/2014
9
Wireless Charging Installation
• Installations will be Fixed or Movable, but not “portable”.
Source resonator likely to be heavy (30 lbs or more), and therefore the location
will be relatively fixed. Size likely to be about 50x50x5 (cm)or larger. Location will
be under the vehicle, either on the surface or with the top flush with the surface.
• Cabling between Electronics and Source Resonator needs to be protected
since driveover is likely. Cabling will either be “hard wired” or might have
a connector to facilitate installation.
• Input connection might be pluggable or wired.
• Safety systems might be co-located with Source Resonator:
Foreign Object (metallic) Detection systems, Living Object Detection systems,
Thermal monitoring systems.
• Because of need to generate magnetic fields from the Source Resonator,
there are restrictions on use of metals in the resonator. Surface cannot be
conductive, although a metallic base plate can exist, and that should be
grounded.
3/26/2014
10
SAE Definition of Power Classes
• Class 1 – Up to 3.7kW (120V, 240V input)
• Class 2 - Up to 7.7kW (240V, 208 3Ph input)
• Class 3 - Up to 22kW (3Ph input)
– Class 3 is not active currently; would be used for
fast charging LD vehicles
– Class 3 also for busses and trucks, might want to
go to over 200kW for this application
(Power levels named above reflect power drawn from the grid)
3/26/2014
11
Operation of Wireless EV Charging
Infrastructure side will not allow power to be generated
and transferred unless appropriate handshaking occurs
confirming safety and interoperability between EV and
EVSE. Handshake topics include (startup and ongoing):
Power Classes
Compatible communication
Alignment
Charging Levels
Continuing Proper Operation
3/26/2014
12
Development Directions
• CURRENT CONSIDERATIONS:
Installations will be residential and public
In Public Charging, possible to have one electronics control for
several charging spots
Unclear exactly what portion of the Electronics Cabinet
would be shared and what portions replicated for each
charging location.
Packaging might have all or part of the electronics co-located
with the Source Resonator
• FUTURE CONSIDERATIONS:
– BiDirectional Power- vehicle as a source . Currently not very practical
– Very High Power – for charging Busses and Trucks
– Dynamic Charging – Charging of EV’s while in motion
3/26/2014
13
OBSERVATION RE: ARTICLE 625
• The inclusion of Inductive (Wireless) Charging in
Art 625 as it is written is not appropriate because
of system differences.
• From an industry perspective, in my opinion,
Article 625 is better organized in 3 sections:
-- Sections Common to Conductive and Wireless
– Sections specific to Conductive
– Sections specific to Wireless
– In addition, UL2231, as written, should apply only to
Conductive Charging.
3/26/2014
14
SECTIONS WHICH SEEM OK FOR WIRELESS
AS WRITTEN
I. General
• 625.1
Scope
• 625.4
Voltages
II. Equipment Construction
• 625.15
Markings
III. Installation
• 625.40
Overcurrent Protection
• 625.41
Rating
• 625.42
Disconnecting Means
• 625.44
Electric Vehicle Supply Equipment Connection
• 625.46
Loss of Primary Source
• 625.48
Interactive Systems
• 625.52
Ventilation
3/26/2014
15
SECTIONS WHICH NEED CHANGE TO
APPROPRIATELY ADDRESS WIRELESS
I. General
• 625.2
Definitions
• 625.5
Listed
II. Equipment Construction
• 625.10
Electric Vehicle Coupler
• 625.16
Means of Coupling
• 625.17
Cords and Cables
• 625.18
Interlock
• 625.19
Automatic De-Energization
• 625.22
Personnel Protection System
III. Installation
• 625.50
Location
In addition, there may be additional sections needed for wireless
3/26/2014
16
NEXT STEPS
I have tried to introduce wireless charging sufficiently, but I am
sure that there are topics that require further clarification,
and I may have missed some topics as well. I am happy to
address these in a subsequent conversation or presentation
should that be desired.
I am willing to make contributions to suggest modifications in
detail that I feel are appropriate to cover wireless from an
industry perspective, if requested.
Industry would like to work with this Committee to find a way, if
possible, that Wireless Charging is “excused from” some of
the sections of NEC 2014 so that installations can be
compliant with both the spirit and the details of Article 625.
Waiting for NEC 2017 may be necessary but it will be in
conflict with industry timing.
3/26/2014
17
QUESTIONS??
3/26/2014
18
THANK YOU
3/26/2014
19
EVSE UPDATE
John Halliwell
Senior Project Manager
Updated
March 25, 2014
North American AC EVSE
Product List, Page 1
• EVSE LLC (Control Module Ind.) (AC Level 1 &
2; Circuit sharing device)
• ABB (AC Level 2)
• AddEnergie Technologies (AC Level 1 & 2) (CSA
Certified – Canada Only)
• Advanced Charging Technologies (A.C.T.) (AC
Level 2)
• Aerovironment (AC Level 2)
• 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 (AC Level 2)
• EV-Charge America (AC Level 1 & 2)
• EVextend (AC Level 1 Enclosure)
© 2014 Electric Power Research Institute, Inc. All rights reserved.
RED Text Indicates Some Products
Listed to UL Standards
• General Electric (AC Level 2)
• GoSmart Technologies (AC Level 2)
• Green Garage Associates (AC Level 2)
• GridBot, LLC (AC Level 1 & 2)
• Ingeteam Inc. (AC Level 2)
• Keba AG (AC Level 2)
• Lite-On Clean Energy Technology, Corp (AC
Level 2)
• Lear Corp. (AC Level 1 & 2)
• Legrand/Pass & Seymour (AC Level 1 & 2)
• Leviton (AC Level 1 & 2)
• meritCharge (eVergo) (AC Level 2)
• Milbank (AC Level 2)
• North Shore Safety (?)
• Optimization Technologies (OpConnect) (AC
Level 1 & 2, charging network)
• Panasonic Corporation (Panasonic Electric
Works Co. Ltd. (AC Level 1)
2
North American AC EVSE
Product List, Page 2
RED Text Indicates Some Products
Listed to UL Standards
• Yazaki North America, Inc. (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)
• Siemens Energy Inc. (AC Level 1 & 2)
• Signet Systems, Inc (AC Level 2)
• Telefonix, Inc (AC Level 1 Public)
• Tesla Motors (AC 240V, 72A Proprietary)
• Volta Charging (AC Level 2; charging
network)
34 Companies Now Have Some NRTL
Listed/Recognized AC EVSE Products
48 Companies Total
© 2014 Electric Power Research Institute, Inc. All rights reserved.
3
DC EVSE/Charger Product List
11 Companies Now Have Some NRTL
Listed/Recognized DC Charging Products
• ABB (DC Level 2 – CHAdeMO and Combo)
• AddEnergie Technologies (DC Level 2 & 3
planned)
• Advanced Charging Technologies (A.C.T.)
(DC Level 2 – dual cable CHAdeMO/Combo)
• Aerovironment (DC Level 2 - CHAdeMO &
DC Level 3)
• Aker Wade (DC Level 2 - CHAdeMO)
• Andromeda Power (Portable DC Level 2 –
CHAdeMO)
• BTCPower (DC Level 2)
• Blink (ECOtality) (DC Level 2 CHAdeMO,
charging network)
• Coulomb Technology (DC Level 2, charging
network)
• DBT EV Charging Solutions (DC Level 2 CHAdeMO)
• Delta Electronics, Inc. (DC Level 2 –
CHAdeMO)
• Eaton Corporation (DC Level 2 CHAdeMO)
• Efacec (DC Level 2 – CHAdeMO and Combo)
© 2014 Electric Power Research Institute, Inc. All rights reserved.
• Epyon (DC Level 2) (Now part of ABB)
• EvCollective (DC Level 2 – CHAdeMO; onboard
battery)
• EVTEC AB (DC Level 2 – CHAdeMO and
Combo)
• Fuji (DC Level 2 – CHAdeMO, 25kW)
• IES Synergy (DC Level 2 – CHAdeMO and
Combo)
• JFE Engineering Corporation (DC Level 2 –
CHAdeMO)
• Nichicon (DC Level 2 – CHAdeMO)
• Nissan (DC Level 2 - CHAdeMO)
• Primearth EV Energy CO., LTD. – maybe
CHAdeMO??
• Schneider Electric (DC Level 2 – CHAdeMO,
50kW)
• Signet Systems, Inc (DC Level 2 – CHAdeMO)
4
SAE J1772™ Vehicle Connectors (240Vac) –
Page 1
RED Indicates
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Recognized to UL 2251
Actuant Electrical, DBA Marinco (60A-240V - Connector)
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 (15A-120V, 15A-240V, 20A-240V, 30A-240V – Connector; 15A120V, 15-240V, 30A-240V – Inlet)
General Cable Corporation (20A-240V, 30A-240V, 65A-240V, 80A-240V - Connector)
Harting Automotive GMBH (16A-250V, 30A-250V – Connector)
Integro, LLC (30A-240V - Breakaway)
ITT Veam, LLC (16A-120V – Connector; 15A-120V, 15A-240V, 20A-120V, 20A-240V,
30A-240V, 40A-240V, 75A-240V - Connector & 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)
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
© 2014 Electric Power Research Institute, Inc. All rights reserved.
5
SAE J1772™ Vehicle Connectors (240Vac) –
Page 2
RED Indicates
•
•
•
•
•
•
•
•
•
•
•
•
Recognized to UL 2251
Method Electronics, Inc. (30A-300V - Connector)
Pass & Seymour (rating not specified – Connector)
Philatron (?)
Phoenix Contact (rating not specified – Connector)
Rema USA, LLC (16A-240V, 30A-240V, 50A-600V - Connector & Inlet)
Sumitomo Wiring Systems, LTD (12A, 15A - Connector; 15A, 32A - Inlet)
Suzhou Chilye Green Technology Co LTD (15A-240V, 20A-240V, 30A-240V Connector; 30A-240V - Inlet)
Tesla Motors (80A-240V – J1772 to Tesla Inlet Adapter)
Tyco Electronics Corp (TE Connectivity) (18A-240V, 30A-240V - Connector)
Well Shin Technology Company LTD (15A-240V, 20A-240V, 30A-240V –
Connector; 15A-240V, 20A-240V, 30A-240V – Inlet)
Yazaki Parts Company, LTD (12A-240V, 13A-240V, 13A-280V, 15A-240V, 15A280V, 20A-240V, 20A-280V, 30A-240V, - Connector; 15A-240V, 20A-240V, 20A280V, 30A-240V, 40A-240V, 40A-280V - Inlet)
Zhangjiagang Youcheng Technology & Engine CO LTD (16A-240V, 30A-240V
– Connector; 16A-240V, 30A-240V – Inlet)
© 2014 Electric Power Research Institute, Inc. All rights reserved.
6
CHAdeMO Vehicle Connectors Recognized to
UL 2251
• Dyden Corporation (125A-500V - Connector)
• Japan Aviation Electronics Industry LTD (120A-500V;
125A-500V - Connector)
• Sumitomo Electric Industries, LTD (125A-500V Connector)
• Yazaki Corporation (120A-500V - Connector; 100A-500V,
120A-500V, 125A-500V - Inlet)
© 2014 Electric Power Research Institute, Inc. All rights reserved.
7
SAE Combo Vehicle Connectors Recognized
to UL 2251
• Rema USA, LLC (150A-600V, 174A-600V - Connector;
30A/150A, 30A/174A, 600V Inlet)
• Korea Electrical Terminal CO LTD (16A-240Vac/150A600V - Inlet)
© 2014 Electric Power Research Institute, Inc. All rights reserved.
8
Electric Vehicle Service Providers (EVSP) –
North America
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
ABB - http://www.abb.us/product/us/9AAC172689.aspx
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/
ChargePoint - http://www.chargepoint.com/
EV Connect - http://www.evconnect.com/
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/
meritCharge - http://meritcharge.com/
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
© 2014 Electric Power Research Institute, Inc. All rights reserved.
9
Wireless and Other – Products List
• Alpha Energy (the Alpha Group) (solar
vehicle charging)
• Liberty PlugIns Inc. (point of sale,
station management)
• Conductix/Wampfler (wireless
charging)
• Momentum Dynamics Corporation
(wireless charging)
• Delphi (wireless charging)
• Olev Technologies (wireless charging)
• Envision Solar (portable solar charging
station)
• One Sun (solar charging stations)
• SEW-Eurodrive, Inc. (wireless charging)
• Evatran, LLC (wireless charging)
• SolarCity (solar vehicle charging)
• Flanders’ Drive (wireless charging)
• WiTricity Corporation (wireless
charging)
• Green DOT Racing Inc (contact 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).
© 2014 Electric Power Research Institute, Inc. All rights reserved.
10
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/chargingequipment-virtual-showroom-new-ged
– Vendor list where vendors must submit survey info to be
listed on the site
© 2014 Electric Power Research Institute, Inc. All rights reserved.
11
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
© 2014 Electric Power Research Institute, Inc. All rights reserved.
12
Together…Shaping the Future of Electricity
© 2014 Electric Power Research Institute, Inc. All rights reserved.
13

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