Technical Guideline Charging Infrastructure Electromobility Version 3

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Table of contents 1 Technical Guideline Charging Infrastructure ...... 4 1.1. Motivation for Version 3 ...... 5 1.2. Target groups ...... 5 1.3. Standards and their impact ...... 6 1.4. Thematic delimitation ...... 6 2 Charging ...... 7 2.1. Normal charging and fast charging ...... 8 2.2. Charging modes ...... 9 2.2.1 Charging mode 1 (mode 1)...... 9 2.2.2 Charging mode 2 (mode 2)...... 9 2.2.3 Charging mode 3 (mode 3)...... 10 2.2.4 Charging mode 4 (mode 4)...... 10 2.2.5 Communication between the vehicle and charging station ...... 11 2.3. Combined Charging System ...... 11 3 Planning ...... 13 3.1. Demand for power input ...... 14 3.1.1. Determination of the charging capacity and number of charging points ...... 14 3.1.2. Load management ...... 15 3.2. Arrangements for metering and value added services ...... 15 3.3. Installation location ...... 16 3.4. Electrical installation ...... 17 3.4.1. Grid connection ...... 18 3.4.2. New installations and aftermarket installation ...... 18 3.4.3. Notes on the setting up the system ...... 20 3.5. Lightning and surge protection ...... 20 3.5.1 Surge protection requirements ...... 20 3.6. Qualifications and right to perform ...... 21 4 Operation ...... 22 4.1. Safety ...... 23 4.1.1 Instructions for using charging cables ...... 23 4.1.2 Fire protection ...... 23 4.1.3 Inspection ...... 23 4.1.4 Data protection / Data security...... 23 4.2. Operation ...... 23 4.2.1 Ergonomics ...... 23 4.2.2 Access ...... 24 4.2.3 Instructions ...... 24 4.3. Billing and management ...... 24 4.3.1 Capturing information about charging cycles ...... 25 4.3.2 System monitoring and preventing unauthorized access ...... 25 5 Use case ...... 26 5.1. General information and recommendations ...... 27 5.1.1 Publicly accessible ...... 28 5.1.2 Private ...... 28 5.1.3 Other example cases, demarcation ...... 28 5.1.4 Considerations for property owners and managers...... 28 5.2. Checklist...... 29 6 Prospects ...... 31 6.1. Further development of standards ...... 32 6.1.2 DC charging as per DIN EN 61851-23 ...... 32 6.2. Intelligent power grids - "Smart grids” ...... 33 6.2.1 Energy recovery into the electrical power network ...... 33 6.2.2 Grid usability ...... 33 6.3. Inductive charging ...... 34 7 Literature ...... 36 List of abbreviations ...... 39

1 Technical Guideline Charging Infrastructure

1.1. Motivation for Version 3 1.2. Target groups This extensive revision of the technical guideline This guideline is primarily aimed at the following on charging infrastructure takes into account the target groups: rapid technological progress and ongoing devel- • Home owners and real estate owners opments in the field of electromobility. • Property managers and parking garage In the years since the publication of the first edi- operators tion, concrete changes which necessitate a com- • Architects and urban planners prehensive adaptation have taken place both on • Public administration employees the technical side and in the adoption application • Network operators and energy suppliers rules and guidelines. • Electrical planners and installers Crucial points are the market-ready development and standardization of the Combined Charging The latter two assume a service provider role in System CCS and its establishment as a future relation to the other target groups. Investors, ur- European standard in EU Directive 2014 / 94 / EU ban planners and operators, for example, request and VDE application rules. The EU directive pub- services, while network operators and energy lished in October 2014 pursues the goal of estab- suppliers, as well as electrical planners and in- lishing a uniform Europe-wide charging infra- stallers, can fulfill these requirements. structure with standardized charging and connector systems and was transferred into German This guideline shows what is necessary for the law as part of the "Regulation on minimum tech- expert planning, construction and operation of a nical requirements for the safe and interoperable charging infrastructure and advises on how to construction and operation of publicly accessible avoid dangers or costly misinvestments. It pro- charging points for electric vehicles" (for short: vides an overview of important standards and "Charging Column Ordinance", LSV). regulations to be observed, but only serves as a recommendation and does not replace the sup- For these and many other reasons, it is appropri- port of qualified personnel (e.g. electrically skilled ate and necessary to adapt the guideline to the personnel) new situation.

The guideline itself is warranted due to the ever increasing importance of electromobility and the Information for end users can be found in desire to bring the technology to a larger audi- the HEA guidelines "Ladeninfrastruktur in ence. Electromobility should be made under- Wohngebäuden” (Charging infrastructure standable and accessible, the advantages should in residential buildings) be communicated and any preconceptions should be dismantled. The charging infrastructure has a decisive influence on the reliable charging of an electric vehicle. If a few but important safety aspects are taken into account, electromobility is simple and easy for all users to use.

A user-friendly, safe, comprehensive and efficient charging infrastructure has a considerable influence on the reliable charging of electric vehicles and represents one of the basic prerequisites for the greater acceptance of electric mobility.

1.3. Standards and their impact 1.4. Thematic delimitation Norms, guidelines and standards open the mar- The range of electric vehicles available on the ket for electromobility and pave the way for its market and those expected in the future is much rapid further development towards a mobility con- wider than can be illustrated in this guideline. Ac- cept suitable for mass use for the foreseeable fu- cordingly, this document is limited to the vehicle ture. The standards form the basis for the imple- groups of the so-called "Battery Electric Vehicles" mentation of future innovations in the field of elec- - BEV for short - and "Plug-in Hybrid Electric Ve- tromobility. hicles" - PHEV for short. Both concepts are characterized by the option of charging the vehicle ei- Standards offer investors a high degree of secu- ther with wires or wirelessly via the electrical rity for their investments in electric vehicles and power supply system designed for this purpose. especially in charging infrastructure. The standards create a framework within which solutions BEVs draw their operating energy from for important future topics can be established. Ad- the vehicle battery, which supplies one or ditionally, they promote and accelerate develop- more electric motors as the sole source of ment processes and strengthen innovation. propulsion. Standardization lays the foundation for the end- PHEVs are a special form of hybrid vehi- to-end interoperability of the different trades in- cles, characterized by the implementation volved in electromobility. From the user's point of of combustion engines and electric mo- view, this ensures unrestricted, convenient and tors. What distinguishes these from other safe access to the technologies - no matter where hybrids is the charging interface, which they want to charge their electric vehicle. enables the traction battery to be charged Last but not least, standards ensure a consist- while stationary. ently high level of quality and, in the long term, ensure reductions in production costs due to economies of scale. Other important vehicle groups with electric drives which will not be discussed in detail below are:

• Electric buses • Electrically powered commercial vehicles • (Trucks or transporters) • Electric motor scooters • (And electric scooters or e-scooters) • Electric bikes (pedelecs and e-bikes)

2 Charging

There are various options available for supplying 2.1. Normal charging and fast charging electric vehicles with electrical energy from the al- The definitions for normal and fast charging are ternating current system: defined in EU Directive 2014 / 94 / EU "Deploy- ment of alternative fuels infrastructure" and come When charging with alternating current (AC from the charging power applied during the charging), the electrical energy from the alternat- charging process. ing current system is first transferred to the vehicle in one or three phases. The charger installed For example, all charging processes with a charg- in the vehicle performs the rectification and con- ing capacity of up to 22 kW are classified as nor- trols the charging of the battery. The energy mal charging, charging processes with higher ca- transfer between the alternating current system pacities are called fast charging. and the electric vehicle can be wired or wireless, The following figure shows this classification. e.g. inductive (see below). In most cases, the vehicle is connected to the AC system via a suitable Vehicle-side couplers for normal and fast charg- power source, e.g. an AC charging station or AC ing at publicly accessible charging points wall box. AC charging DC charging Inductive charging Normal Charging with direct current (DC charging) recharging quires a connection between the vehicle and the charging station via a charging cable, whereby Fast the charger is integrated in the charging station. charging High- Charging is controlled via a special communica- power charging tions interface between the vehicle and the Primary, second- charging station. ary coil Conductive charging is also commonly referred to as wired charging at present. Wireless With inductive charging, energy is transferred charging using the transformer principle. For electric vehi- Or minimum standard as per charging column ordinance cles, this technology is currently still under devel- Definition as per EU directive opment and standardization. For this reason, it is not yet commercially available on a large scale. In addition to the classic DC charging stations with outputs from 50 kW upwards, smaller DC When , the discharged bat- changing the battery wall boxes with outputs of 10-20 kW are increas- tery is removed from the electric vehicle and re- ingly being considered. placed by a charged battery. However, this power supply option does not currently play a significant role in power supplies for electric vehicles (pas- senger cars), but is used, in particular, for pedelecs, e-bikes and other vehicles. There are currently no uniform standards for this and battery replacement will therefore not be discussed further. 2.2. Charging modes 2.2.2 Charging mode 2 (mode 2) Wired charging of electric vehicles (including Charging mode 2 pedelecs, e-bikes, etc.) can be done using the different charging modes defined in the system standard DIN EN 61851-1 (VDE 0122-1). This charging mode also includes charging devices that are not permanently connected to the installation. Optionally, the plug connection on the ve- IC-CPD hicle has a locking device to prevent manipulation by third parties.

2.2.1 Charging mode 1 (mode 1) As with charging mode 1, household sockets or Charging mode 1 industrial sockets with alternating current can be used in this charging mode on the infrastructure side. In contrast to the previous mode, there is a control and protection device ("In Cable Control and Protection Device" ICC-PD) in the charging cable of the vehicle. It provides protection against electric shock in the event of insulation faults if the customer connects the vehicle to a socket that was not intended for charging electric vehicles when installed. A pilot signal is used to exchange information and monitor the protective This charging mode describes charging with al- earth connection between the IC-CPD and the ternating current at a standard national house- vehicle. For new installations, changes and ex- hold socket ("earthed socket") or a single or pansions of electrical systems, a residual current three-phase industrial socket (e.g. "CEE-socket") device shall be installed in the infrastructure. This without communication between the vehicle and shall be taken into account when creating charg- the infrastructure (see warnings in 3.4.2). It is only ing points for this charging mode. supported by manufacturers of two-wheeled vehicles. This cannot always be guaranteed, especially for existing installations. 2.2.3 Charging mode 3 (mode 3) 2.2.4 Charging mode 4 (mode 4)

Charging mode 3 Charging mode 4

Charging mode 3 is used for single-phase or Charging mode 4 is intended for charging with di- three-phase charging with alternating current for rect current (DC charging) at permanently in- permanently installed charging stations. The stalled charging stations. The charging cable is safety functionality including a residual current always firmly connected to the charging stations. device is integrated into the overall installation, In contrast to the other charging modes, the meaning that only one charging cable with a ded- charger, which also includes the safety functions, icated connector is required on the infrastructure is integrated into the charging station. The charg- side. Often, there is also a charging cable perma- ing station and vehicle communicate via the nently connected to the charging station with a charging cable. The connector is also locked. corresponding vehicle connector. The infrastructure and vehicle communicate via the charging cable. In this charging mode, the connectors on both sides of the charging cable are locked when type 2 is used. 2.2.5 Communication between the vehicle and charging station Only charging points with charging modes In charging modes 2, 3 and 4 there is always a 3 and 4 are recommended for new con- basic communication ("Low Level") between the structions, since current and future pas- IC-CPD or the charging station and the vehicle, senger cars and light commercial vehicles via which information about the basic operating generally support charging mode 3 for AC states is exchanged. charging and, if necessary, charging mode 4 for DC charging. Additional communication in accordance with the ISO 15118 standard is also possible in charging mode 3. If charging mode 4 is used in conjunction with the "Combined Charging System", extended communication ("High Level") is always required. 2.3. Combined Charging System DIN SPEC 70121 will be successively replaced The interface between the vehicle and the charg- by ISO 151181. ing point is a decisive criterion for the safe and convenient use of the charging infrastructure. Communication in accordance with ISO 15118 Many different charging plugs and coupling vari- enables the exchange of numerous data, such as ants for the charging modes described above are information on energy requirements, the planned already on the market. However, as these are duration of the charging process and information partly incompatible with each other, efforts have on prices and billing. These options should be been made in recent years by the industry, stand- taken into account during the selection of charg- ards bodies, associations and politicians to de- ing technology when establishing new charging velop a European standard with international po- stations. tential. Charging modes 3 and 4 are based on an infra- The Combined Charging System (CCS) is an structure specially built for electric vehicles and open, universal EV charging system based on the offer a high degree of electrical safety and over- international standards IEC 61851-1, load protection for the installation (fire protection). IEC 61851-23, Annex CC and IEC 61851-24 for The charging connectors are locked in all charg- the charging device and on the standards for ing modes. This provides additional protection charging connectors according to IEC 62196 (EE against being touched and manipulated by third and -EF configuration only). The on-board CCS parties. connection combines three-phase alternating current charging (max. 44 kW) with the possibility For publicly accessible charging stations for alter- of rapid direct current charging in a single system. nating current charging, the LSV mandates that a Depending on the vehicle equipment and charg- type 2 connector be used in accordance with EN ing device, charging currents of up to 400 A can 62196, as well as a CCS connector for charging be achieved. As a system, the CCS includes the with direct currents. connectors as well as the control functions and the communication between the electric vehicle and the infrastructure and offers the solution for all necessary charging scenarios (see National Platform Mobility Charging Use Cases). The extended communication intended for DC charging with CCS is based on DIN SPEC 70121 or ISO 15118. On the vehicle side, electrical safety is specified by ISO 17409. The CCS offers the following option for perma- described above. DC charging currents above nently installed charging stations: 200 A require special thermal management. The charging cables used are usually actively cooled • Charging in charging mode 3: AC charg- and the charging stations have their own cooling ing with the type 2 plug in accordance with units for this purpose. Details on this are de- the IEC 62196-2 standard in combination with communication between the vehicle scribed in the VDE Application Rule AR-E 2623- and the charging device according to the 5-3. pilot signal in accordance with For example, if a vehicle is equipped with a IEC 61851-1 Annex A and optionally also Combo 2 charging socket, it is always generally in accordance with ISO 15118. always possible to connect to AC type 2 and DC • Charging in charging mode 4: DC charging in accordance with the IEC 61851-23 Combo 2 charging points. The maximum charg- Annex CC standard with the Combo 2 plug ing capacities depend on the respective equip- in accordance with the IEC 62196-3 stand- ment and are automatically adjusted between the ard (EF configuration) in conjunction with charging device and the vehicle via the automatic communication between the vehicle and adjustment. the charging device based on DIN SPEC 70121 or, in future, ISO 15118. The establishment of a charging infrastructure with CCS based on international standards en- The following image shows an overview of the sures interoperability for charging electric vehi- system's on-board couplers: cles in Europe. Combined Charging System – a system for AC and DC charging With CCS, a charging system has been Charging Functions Plug Communication Charging kt developed and standardized that fulfills all 1-phase Type 2 the prerequisites for achieving a uniform, AC charging/ ISO 15118 AC 1 or 3-phase AC user-friendly and high-performance charg- charging with 3-phase plug ing infrastructure. Its interoperability espe- Type 2 IEC 62196-2 cially predestines the system for use in publicly accessible areas. Furthermore, Combo 2 the system already meets the require- DC charging ments of the planned higher charging ca- with plug DC combo 2 pacities. For this reason, the National IEC 62196-3 ISO 15118 Platform Future Mobility of (NPM) recom- DIN SPEC 70121 mends that the infrastructure be ex- panded as quickly as possible to conform to CCS. It should be noted that not all charging stations and not all vehicles support all the options

3 Planning

3.1. Demand for power input It is expected that many of the charging stations The correct dimensioning of the power input cur- available will be based on the above-mentioned rently has typical values when charging electric grading of the power inputs. vehicles, which have a significant influence on The following table illustrates the relationships safe and reliable charging. The planning process between charging technology and potential shall therefore consider charging capacity: • The type and number of vehicles to be Current typical values when charging electric ve- • expected for this location, hicles • The charging capacity of the vehicles to be

connected, Vehicles Charging Charging ca- Charging Charging infra- • The expected average parking time and technol- pacity (kW) current structure grid connection • The charging behavior of the vehicle owner ogy (A) • . In addition, DC AC, 1-phase • Load management 1-phase Up to 3.7 Up to 16 230 V, 16 A • can be used to reduce the demand for power AC, 3-phase input. DC 400 V, 3-phase Up to 22 Up to 32 3 x 32 A The variability of these influencing factors is very BEV and PHEV AC, 3-phase high and makes it difficult to set guideline values electric vehicles 400 V, for the number of charging points and the capac- DC Up to 100 Up to 200 3 x 125A ity to be installed. Typical values for charging mode 3 and 4.

The charging time of an electric vehicle’s battery 3.1.1. Determination of the charging capacity and number depends on, among other things, the charging of charging points power available from the infrastructure. Particu- Single phase AC charging is the lowest common larly in electric vehicles with larger battery capac- denominator for charging electric vehicles. Ac- ities or fast-charging batteries, a significantly recording to most of the Technical Connection Con- duced charging time can be achieved by three- ditions (TAB) valid in Germany, single-phase phase AC charging or DC charging with greater charging up to 4.6 kVA is generally permissible; power. For smaller battery capacities, as are suf- in individual cases, the distribution network oper- ficient for pedelecs, e-bikes and e-scooters, the ators may stipulate different requirements. For connection to the AC mains is single-phase and higher charging capacities, three-phase AC uses existing household sockets. charging or DC charging shall be used. The combined charging system supports charg- The expected average daily mileage can ing currents of up to 200 A (CCS 1) or 400 A give an indication of the charging capacity (HPC, perspectively 500 A), depending on the required. version. The charging capacity depends on the vehicle-specific charging voltage. The first series- For each charging station, it shall be determined produced vehicles that can be charged at 800 V how many charging points are to be made avail- will thus achieve charging capacities of 300 kW able and whether they are to be operated at full and more. Depending on the number of charging power at the same time. points, the necessary AC power inputs can be in the range of several MW and often overstrain the existing infrastructure. In order to reduce investments on the grid side and to avoid load peaks, it is recommended that a stationary battery storage is also used. These plants are planned and operated on an industrial scale. 3.1.2. Load management number of and power requirements of the electric As an alternative or in addition to reinforcing the vehicles, it may also make sense for not all vehi- grid connection, what is known as a load man- cles to be charged at the same time and collec- agement system can be used. With such a load tively exhibit a high load peak. management system, various parameters of the charging processes, such as the maximum power Network operators offer reduced network fees for or the prioritization of charging processes, can be charging stations if they are registered as control- defined. Load management can help to avoid or lable consumption facilities (see Section 14a reduce cost-intensive load peaks, especially in EnWG). If this is chosen, a separate electricity larger properties. If several charging processes meter and a control unit will be installed for the are running simultaneously, the use of a load charging station. Details shall be agreed with the management system prevents the electrical in- network operator. The registration is often done stallation from being overloaded. by the electrician personally. A load management system leads to a reduction Load management can also be implemented to of simultaneous power peaks, meaning that the improve the use of renewable energies. Integra- requirements for the installation’s dimensioning tion into a home energy management system, can be reduced. Load management is particularly e.g. for personal solar power use, should be useful for buildings with multiple users, such as planned for if required. for the underground car park of an apartment building. This does away with the need for an ex- pensive grid connection and the electrical instal- 3.2. Arrangements for metering and value lation design that allows for power peaks, as added services these are rarely required. For the operation of a complex charging infrastructure, it is recommended that appropriate The simultaneity factor shows how many measures for recording consumption are already electrical consumers are operated simul- provided for in the planning stage. With charging taneously at full power in a household or points using "measured variables in the supply of circuit. It is calculated using the power electricity", these variables shall be recorded in budget of all consumers that are to be accordance with the applicable Measurement considered and means a statement can and Verification Act (MessEG) and the Measure- be made about the total power input re- ment and Verification Ordinance (MessEV). quired. Various functions of the charging infrastructure, Example: such as authentication, transmission of the charging point status, transmission of meter read- If, for example, the sum of the outputs of ing and billing information or load management, all consumers installed in a single-family require access to a so-called backend, i.e. a house is 25 kW and a simultaneity factor downstream network structure such as a data- of 0.5 is applied, a total power input of at base server on which the information is stored or least 12.5 kW would need to be provided. from which it can be retrieved.

Load management is particularly useful in the case of connections that are not only billed according to the amount of energy delivered, but also according to the maximum power requirement (power and labor price), (mandatory for an purchase > 100 000 kWh/a). This can stop electric vehicles from charging at a time when the other uncontrolled consumers are already causing a power peak. Instead, electric vehicles should charge when the load from the uncontrolled consumers is low. Depending on the For the DC charging infrastructure, the ver- Value-added services such as dynamic load ification authorities have granted a transi- or energy management can be offered as tional period until 31 March 2019 that the additional services. This requires connec- calibration authorities will not take action tions to the corresponding service providers under certain conditions. (charging station operators, metering point operators, electricity distribution, etc.) via At that time, no solutions for a DC charging the backend. For the planner or installer, infrastructure compliant with measurement this results in the need to provide adequate and calibration regulations were available network connections if necessary. on the market and the number of calibration regulation compliant solutions on the market for the AC charging infrastructure was also not sufficient. Therefore, in Janu- ary 2019 a solution for the next steps was 3.3. Installation location agreed upon in order to create a reliable The location shall be selected in such a way that framework. all actions involved in charging are always safe. It shall be possible to connect the vehicle without The users of measuring instruments sub- using extension leads or cable drums. The charg- ject to legal metrological regulations - the ing station shall therefore be installed in the im- operators of the charging infrastructure mediate vicinity of the parking areas to be sup- (CPO) - notify the competent state calibra- plied with power, but shall not pose a hazard to tion authorities that and the extent to which persons or vehicles. Details about installation lo- they do not yet comply with legal metrological requirements. cations in public and semi-public areas should be coordinated with municipal concepts for electro- The state calibration authorities plan to en- mobility and charging infrastructure at an early force the existing law on configurations by stage. This provides an opportunity for suitable issuing an individual decision after a hear- contact persons in the municipal administration to ing. As part of this, they will order the con- be identified; these persons are often part of version on a defined date. The adoption of building, urban planning, transport or environ- such a decision is based on a discretionary mental authorities. The type of the charging sta- decision made by the authority, whereby it tion installation - free-standing as a charging col- is necessary to consider the option of im- umn or wall-mounted as a "wallbox" - should be plementing the legal requirements through determined in advance. Stability of the entire a proportionality assessment. Accordingly, structure shall be ensured. The nature of the the decision is based on the current availa- structures to which the charging station will be at- bility of solutions that are compliant with measurement and calibration regulations, tached shall be taken into account (e.g. wall thick- as well as the individual situation of the ness and material). charging column operator. In certain commercial and industrial areas, BDEW has compiled and published a pro- charging stations are not permitted for fire posal, in agreement with the calibration au- protection reasons. This predominantly ap- thorities, on the design of conversion plans plies to operating facilities that have fire for retrofitting charging infrastructure that is hazards, as per DIN VDE 0100-420, as well not in compliance with calibration law. as explosive areas or areas with explosion hazards. The garage regulations of the respective federal state shall also be observed when installing charging stations. These regulations indicate the rooms in which motor vehicles may not be parked.

The type and dimensions of the charging station while no special precautions need to be taken should be selected to suit the environment. Ade- when operating a washing machine, for example, quate lighting shall be provided at the place of op- the special requirements of the charging process eration. Depending on the installation site and the shall be taken into account when charging an type of use, the charging station shall meet re- electric vehicle. Although the washing machine quirements with regard to environmental factors: also has a high power consumption, it only uses mechanical strength (impact protection, vandal- this potential for a comparatively short period of ism, graffiti), weather resistance (suitable protec- time (to heat up the water). tion type, operating temperature range), UV light With electric vehicles, a very high electrical out- resistance, corrosion resistance, vibrations. put is used for the duration of the charging process - sometimes for several hours. Conse- quently, the charging infrastructure shall be de- 3.4. Electrical installation signed accordingly. Despite the same basic principle, there are important differences between classical electrical Safe recharging over several hours while unat- consumers in the household and supplying an tended shall always be possible, not only in pri- electric vehicle with electrical energy. These dif- vate, but also in publicly accessible areas. ferences very quickly highlight the need for thor- ough planning and generous design: 3.4.1. Grid connection VDE-AR-N 4100 "Technische An- The potential of a domestic connection can be ex- schlussregeln Niederspannung" (Technical hausted if charging several electric vehicles sim- low voltage connection rules) regulates the ultaneously. Therefore, when a charging station is connected, the domestic connection shall be technical connection conditions and deals with the special requirements of electromo- checked to verify it can supply the level of power required for simultaneous charging. It may be necessary to strengthen or expand the domestic For charging infrastructures with outputs of connection to supply power to electric vehicles. over 3.7 kVA and under 12 kVA, the network The network operator receives the necessary in- operator shall be notified. It should be noted formation from the electrician’s commissioning that even with a relatively small number of application. For charging stations with a capacity smaller capacity systems, the total capacity of more than 12 kVA, in particular, the Low Volt- limit for the local power supply of 12 kVA age Connection Ordinance (NAV) and can quickly be exceeded and, in addition to VDE AR N 4100, as well as the Technical Con- the obligation to register, the network opera- nection Conditions (TAB) require approval by the tors shall give their approval. Therefore, in network operator and a data sheet for the charg- order to avoid successive, unnoticed over- ing device, as well as a commissioning notifica- loads, the demand that could arise in the fu- tion. In addition, a control interface (see ture when designing the local installations VDE AR N 4100 chapter 10.6.4) shall be pro- shall be carefully considered. The residential vided from 12 kVA upwards. Charging devices location or the expected clientele, as well as with outputs of less than 12 kVA shall be registered with the network operator. In addition, the urban development of the municipality, VDE AR N 4100 mandates compliance with the can give an indication of this. Generous di- symmetry requirement (asymmetrical mensioning of the corresponding supply load <4.6 kVA) 2. lines, distributors and other components from the outset can avoid high consequen- The requirements of VDE application rule VDE- tial costs of later aftermarket installation or AR-N 4100 shall be taken into account in the low- conversion. voltage grid, both for directly connecting charging stations to the public distribution grid and in residential and commercial areas. Depending on the power input of the charging device to be installed and the planned use, measures shall be taken re- 3.4.2. New installations and aftermarket installation garding the power supply. The registration of the When planning new builds or conversions, it changed grid connection ratio is carried out by the should be kept in mind that a significant increase executing electrically skilled person or the electri- in sales of electric vehicles is expected. Depend- cal company. ing on the location and user group of a property, the demand for charging infrastructures can The following documents are relevant for the grid therefore increase significantly very quickly. connection: DIN18015 -1 is the basis for the planning of electrical installations in residential buildings. It • VDE-AR-N 4100 makes provision for a supply line for a charging • VDE-AR-N 4110 device, designed for a continuous current carry- • TAB ing capacity of 32 A, from the main distribution • NAV board or meter cabinet to the charging station. In • FNN Hinweis Netzintegration Elektromobilität order to avoid considerable follow-up costs, it is (FNN Notes on grid integration electric mobil- advisable to provide at least one appropriate con- ity) duit to accommodate such a line already when planning new buildings. Furthermore, a separate

2 In contrast to the unit of active power Watt (W), volt ampere (VA) is the conduit for a communication line, e.g. a network unit of apparent power, which includes both active and reactive power. line to the charging station, is to be laid in order to connect the charging station to the intelligent As mentioned in Section 3.1.2 "Load manage- house or power grid for future applications. ment", the simultaneity factor of a distribution circuit supplying several charging points can be re- In large properties, it shall also be considered duced if load management is implemented. whether each parking space should have battery charging directly connected to the respective bill- The electrical installation of a house is de- ing measurement. Alternatively, central charging signed for the consumers at the time of stations can be provided, which are set up, oper- construction. For this reason, existing in- ated or billed by service providers. stallations may not be suitable for high- Unlike new installations, existing electrical instal- power charging over longer periods of lations were generally not designed to charge time. It is therefore recommended to have electric vehicles. For this reason, charging using existing installations checked by a regis- untested installations can be dangerous. This ap- tered electrically skilled person in light of plies not only to the charging process from the DIN VDE 0100 722 before connecting charging device, but also to the upstream instal- electric vehicles and, if necessary, to lation. Here, it is important to avoid overloads and have them upgraded accordingly. thus the risk of fire or impairment of the existing residual current devices’ function. It is therefore recommended to have the existing electrical installation checked for compliance with DIN VDE 0100-722 before such use. The standard describes the special requirements for supplying power to electric vehicles. Among other things, a separate final circuit with a separate fuse and residual current device is required for each charging point. A simultaneity factor of 1 shall be assumed for the fuse and residual current device if no load management is available. If no residual current device is installed on the charging infrastructure side, it shall be retrofitted. Please note that it shall be suitable for charging electric vehicles. Even in the case of new installations and exten- industrial socket for charging modes 1 and 2 in an sions of existing systems, skilled personnel existing infrastructure represents an extension of should be informed about the intended use (for the electrical system. When integrating charging charging electric vehicles). stations into existing electrical systems in particular, the installation conditions shall be checked Sockets with earthing contacts are de- in advance by a qualified electrician. For new in- signed in accordance with stallations and extensions, the relevant sections DIN VDE 0620 1 for domestic use and of VDE 0100, especially section 722, shall be ob- similar applications and can only be ener- served. Furthermore, the availability of the power gized with the maximum rated current of input shall be clarified with the network operator. 16 A for limited periods of time and are If charging stations are planned in commercial therefore not suitable for charging electric vehicles. When charging electric and industrial areas or in garages with a floor vehicles for several hours, increased re- space of 100 m² or more, any existing regional sistance in the circuit can occur due to ag- regulations, such as the state building code and ing processes of the contacts, at terminal the information on property protection from the points in the supply line or due to im- "Publication of German insurers on loss preven- proper installation. This results in an in- tion - Charging stations for electric road vehicles" creased fire hazard as a result of imper- (VdS 3471) should be taken into account. This missible heating - this is called "hotspot". shall be coordinated with the fire protection authority, building authority and insurer.

In the LSV published at the time of creating this guideline, a notification to the regulatory authority With switched sockets, please note that the is required for publicly accessible charging sta- switch shall be matched to the rated current of the tions. For the couplers of the charging points, it is socket and the intended power input. recommended to use type 2 AC sockets in accordance with DIN EN 62196-2 and Combo 2 DC It is therefore recommended to install charging vehicle couplings in accordance with DIN EN stations with operating modes 3 or 4. These offer 62196 3, as these plugs and sockets correspond application and investment security and conven- to the LSV. ience.

3.5. Lightning and surge protection 3.4.3. Notes on the setting up the system The charging infrastructure for electromobility is 3.5.1 Surge protection requirements If a charging device (wallbox, charging columns, part of the energy systems or electrical equip- etc.) is permanently installed, DIN VDE 0100 722 ment. Energy installations shall be constructed "Requirements for special installations or loca- and operated in such a way to guarantee tech- tions - Supplies for electric vehicles" applies. This nical safety. Subject to other legal provisions, the includes requirements for surge protection. Sec- generally recognized rules of technology shall be tion 722-443 makes surge protection against observed (cf. Section 49 EnWG). The operation transient overvoltages mandatory for publicly ac- also includes extending, changing and mainte- cessible connection points. nance. It is assumed that these rules have been complied with if the technical rules of the VDE have been observed. This means that compliance with the standards during construction, expansion, modification and maintenance is of particular importance for safety and functionality, but also for legal protection. The installation of a charging station permanently connected to the grid for charging modes 3 and 4 or the installation of a protective contact or The measures for implementing this requirement are contained in DIN VDE 0100 534. A type 2 surge protective device (SPD type 2) is the minimum requirement for protecting the power supply connection. If the charging column is supplied from a building with an installed lightning protection system, a lightning current arrester (SPD Lightning current and surge voltage combi arrester, arrester type 1 type 1) or combined arrester (SPD type 1 and 2 Surge voltage arrester type 2 Power supply with type 1, 2 and 3 protection) shall be used. Information technology system LP: Charging point Publicly accessible charging columns are often In addition to the energy supply protection, the data also directly connected to the network of an en- transmission for the recording the consumption data ergy supplier and fitted with a meter. In these shall be protected. The information technology con- cases, VDE-AR-N 4100 shall also be observed. nection is to be made with SPD Type 1 (D1 and C2) or Here, it makes sense to install the surge protec- SPD Type 2 (D1 and C2) in the same way as to the tion in the main power supply system before the power connection. meter. A lightning current arrester (SPD type 1) or combined arrester (SPD type 1 and 2 with type 1, 2 and 3 protection) shall be installed in this 3.6. Qualifications and right to perform area. The requirements for SPDs are contained As per DIN VDE 1000-10, only electrically skilled in VDE-AR-N 4100. persons may be entrusted with tasks relating to the assessment, planning, construction, expan-

sion, modification and maintenance of charging Lightning current and surge voltage combi arrester, arrester type 1 infrastructure. The specifications of DGUV regu- Surge voltage arrester type 2

Power supply lation 3, which are crucial for accident insurance, Information technology system stipulate that the tradesperson shall have the relevant qualification for this type of work. Additionally, under energy law, Section 13 of the Low Voltage Connection Ordinance (NAV) requires that the installation company be entered in the distribution system operator's register of installers for the construction, expansion, modification and maintenance of certain parts of an electrical system. Under trade law, the owner or man- ager of the business shall be included in the register of craftsmen.

4 Operation

The following chapter specifically looks at the multiple sockets, cable drums, travel adapters concerns and requirements for operating the etc. is generally not recommended when using charging infrastructure. In addition to the aspects the charging infrastructure. mentioned in the previous section, other safety- related aspects after commissioning are dis- To ensure that no easily flammable materi- cussed here. Additionally, in this part of the guide- als are stored near the charging area, it line there is extensive information on using the should be marked with suitable information systems and explanations on billing the charging and markings. cycles and the amount of energy supplied. Regular checks ensure that the operational safety of the system can be maintained and that defects are recognized in good time. 4.1. Safety Even after the charging infrastructure has been commissioned, various specifications shall be observed from a safety point of view. 4.1.3 Inspection It shall be ensured that the safety of publicly ac- 4.1.1 Instructions for using charging cables cessible and commercially used charging sta- Charging cables shall be handled with care and tions is checked regularly. The content of the protected from mechanical damage. In the case tests and the test periods are derived from stand- of permanently installed charging cables, the op- ards, manufacturer and installer instructions and, erator of the charging station shall ensure the depending on the installation location and type of safety of the charging cables as part of their use, also from legal requirements (e.g. occupa- scope of responsibility. The charging cable shall tional safety and health and safety regulations) be checked by the user for visible damage before and the accident prevention regulations of profes- each use. Defective couplers and cables can no sional associations (DGUV regulation 3). longer be used. After using the charging cable and the couplers, these shall be placed in the designated receptacles or stowed in the vehicle. 4.1.4 Data protection / Data security The implementation of measures for data security and the protection of personal data shall be car- 4.1.2 Fire protection ried out in accordance with legal requirements Special fire protection measures may be neces- (including the Federal Data Protection Act BDSG, sary in commercial and industrial areas, as well state data protection laws and the European Data as in garages. No easily flammable materials may Protection Convention). be stored in the immediate vicinity of the charging area. 4.2. Operation Fire extinguishers appropriate for the use case 4.2.1 Ergonomics should be provided at a suitable location. Partic- Questions of ergonomics and use can only be ular attention should be paid to the respective partially answered for the overall system, but not specifications of different extinguishing systems for the individual aspects. for electrical systems and the approval of these systems for specific fire classes. With ABC fire The operating concept and the available status extinguishers in particular, the manufacturer's in- displays for any existing user authentication shall structions regarding the extinguishing distance to be user-friendly and support the user in all steps electrical systems shall be observed. of a charging process. With publicly accessible charging stations, customer-friendly, non-dis- In order to detect a fire early and extinguish it in criminatory access shall be ensured. good time, it is recommended to set up fire alarm systems in commercial and industrial areas. For Certain basic rules apply, some of which shall be safety reasons, the use of extension cables, implemented in the planning phase. Some example aspects that have to be considered from authentication methods currently in use. In the fu- an ergonomic point of view are: ture, Plug & Charge (PnC) is expected to become more widespread, with automatic authentication • Simple and intuitive operation between vehicle and charging station. • Good legibility of any displays • Good lighting and illumination of the charging area and the charging station 4.2.3 Instructions • Operability for left and right-handed people It shall be ensured that suitable instructions for • Good operability and accessibility for people installation, commissioning, operation and with disabilities, such as wheelchair users or maintenance are available. The required instruc- little people tions shall be made available to the respective • Generally understandable, reduced text if groups of persons. necessary • Instructions for use • Easy access to the controls even when the vehicle is parked 4.3. Billing and management Depending on the installation location and type of use, it shall be specified whether the charging station is to be accessible exclusively to a closed 4.2.2 Access user group or to the public. For the operation of a Depending on the accessibility of the charging complex infrastructure, it is recommended that station, there are minimum requirements to be appropriate measures for the monitoring, evalua- met. These are generally specified by Directive tion and billing of charging cycles be provided for 2014/94 / EU dated October 22, 2014 on the de- as early as the planning stage, especially as, velopment of the alternative fuels infrastructure. among other things, the LSV sets specific re- This is implemented in German law by the quirements for publicly accessible charging infra- "Charging Column Ordinance (LSV)". The follow- structures which can have a significant impact on ing applies as per the directive: the construction and design of the infrastructure. “All publicly available charging points shall also The facilities for these measures are called back- enable users of electric vehicles to charge their end systems. Suitable interfaces between the vehicles selectively, without having to enter into a charging stations and the backend are required. contract with the electricity supply company or Billing individual charging processes may be nec- operator in question.” essary for reasons related to the selected busi- Methods that allow ad hoc use shall be used. This ness model (e.g. accounting for electricity sold, means spontaneous and system-wide charging remuneration for electricity used by a photovol- with a medium that provides access and, if nec- taic system) or for reasons related to accounting essary, the corresponding payment option at the and tax law (e.g. allocation of costs to cost cen- charging station itself. ters, taxation of non-cash benefits when electricity is sold to private employee vehicles). Possible authentication methods are: Reliable authentication that is easy for the cus- • Telephone hotline tomer to use is a prerequisite for correct billing of • Cash payments, money cards, debit cards the amount of energy transmitted or the charging • RFID card, NFC device service used. This is an essential aspect for the • Cell phone/SMS acceptance of electric mobility. The implementa- • Smartphone app, internet tion of data security and the protection of per- • Plug & Charge etc. sonal data shall be carried out in accordance with For authentication before charging, displays and legal requirements. controls on the charging point or media such as For customer-friendly use of the charging infra- smartphone apps and SMS can be used. Suc- structure, DIN IEC 63119-1:2018-04; VDE 0122- cessful cases are already in use: Smartphone 19-1:2018-04 - draft stipulates that the providers apps or RFID cards are examples of or operators of such charging infrastructures are to conclude contracts with each other in order to can help to optimize the use of existing and future enable customers to use the infrastructure across charging stations. providers by means of so-called "roaming". The facilities of the charging station should be When recording and billing the amount of energy, protected against unauthorized opening by third the legal, contractual and normative require- parties (e.g. locking cylinders). Within the charg- ments for electricity meters and billing shall be ing station, there should be separate physical ac- met. cess points to the technology for the personnel of the respective distribution system operator and The aforementioned EU Directive 2014 / 94 / EU for the personnel of the charging station operator requires, in terms of price setting, that prices are (e.g. double locking cylinder or locking system). reasonable, simple and clearly comparable, transparent and non-discriminatory. 4.3.1 Capturing information about charging cycles The information to be collected for each charging cycle (e.g. contract ID, charging point ID, meter ID, meter start status, meter end status, energy delivered, charging duration, connection duration) shall be defined. In the event of a power fail- ure, no data, especially that of current charging processes, may be lost. Data protection and data security concerns shall be taken into account. The need to bill for charging cycles often The use of identifiers (ID codes) is necessary for also exists in the private sphere, for exam- the unambiguous identification of the actors in- ple in the use case of reimbursing electricity volved by electronic means (e.g. to implement costs to the employee by the employer if the employee charges his business electric ve- charging current roaming). According to the inter- hicle using their private power connection. national standard ISO 15118, a so-called Opera- In this case, a measurement value shall tor ID and a Provider ID have been introduced for therefore be recorded in order to prevent the identification of charging points, which is used the employee receiving any pecuniary ad- as a basis to ensure the assignment of the Charg- vantage after the current lump-sum taxation ing point ID (known as EVSE ID) to the operator. period has expired. For mobility providers, the Contract ID (known as This use case requires that a communica- EVCO-ID) enables the assignment to the pro- tive charging station be installed in the pri- vider. In Germany, BDEW issues the necessary vate household of the employee. From a le- ID codes for electric mobility providers and infra- gal point of view, however, this is purely a structure operators. tax transaction, meaning that the special requirements of th energy law do not apply to The basic prerequisite for the correct recording the billing of kilowatt hours. The application and billing of charging cycles is an appropriate is therefore less complex to implement. It measuring or metering device. For further infor- should be noted, however, that the provi- mation, please refer to the section "Arrangements sions of the Renewable Energy Sources Act for metering and value-added services" on page (EEG) may require that PV current be deliv- 17. ered to a third party, which entails additional 4.3.2 System monitoring and preventing unauthorized ac- documentation and data collection require- cess ments. Specific tax and technical advice Centralized monitoring is useful for efficient plan- from experts is, in any case, advisable in in- ning of service tasks, especially when operating dividual cases. a large number of charging stations. Evaluations .

5 Use case

This chapter provides concrete recommenda- Essential measures can be addressed and tions and tips for various target groups and appli- worked through step by step. cation examples with regard to the planning, construction and operation of charging infrastructure. 5.1. General information and recommendations A checklist follows some basic explanations and In order to be able to make statements about in- general advice. This focuses on some of the most dividual user groups and special application sce- important application scenarios and provides the narios, the classifications of the conceivable use individual user groups with targeted information cases shall first be defined. for their specific requirements. In addition, the The figure below describes the identified use checklist provides the respective "basic cases according to their most important charac- knowledge" in concise and chronological form. teristics and compares them.

Overview of the locations of the charging infrastructure

Private installation site Publicly accessible installation site

Typical locations for charging infrastructure

Single/double gar- Parking spaces Company parking Car depots, shopping centers, Roadside/ age or parking between spaces Motorway service station Parking garages, public parking spaces space at home underground car parks on private prem- Customer parking spaces of residential com- ises plexes, apartment buildings, apartment blocks Charging technology Charging mode 3 Charging mode 3 or 4 Charging mode 3 or 4 Power supply or 4

Using existing Via existing connection to the system or separate connection to the low Via existing infra- domestic connection or medium voltage network structure or new connection to the low or medium voltage network

Metering

Alternatives: Alternatives: Alternatives: Via electricity 1) Use of ex- 1) Use of existing elec- 1) Use of the property’s existing meters in the isting electric- tricity meters belonging electricity meters charging station ity meters to the owners/tenants of 2) Separate meters for the use of special each individual parking electricity tariffs for charging current only 2) Separate me- space ters for use 2) Separate meters for Special electricity owners/tenants of a re- tariffs spective parking space to allow them to use special electricity tariffs Billing Options: Options: Options: – According to amount of energy delivered – According to Depending on the desired business model, for example: amount of en- – According to charging output ergy delivered – According to amount of energy delivered – According to – Flat rate period of use – Flat rate

As can be seen, a fundamental distinction can be Examples: made between private and publicly accessible • Company car parks for employees or resi- applications. This is important in terms of tech- dents - underground car parks in housing es- nical requirements as well as relevant legislation tates are only accessible to a closed user and funding opportunities. For example, the reg- group of authorized persons, such as com- ulations on minimum technical requirements for pany employees, or after users have acquired the safe and interoperable construction and oper- the appropriate authorization. ation of publicly accessible charging points for  Private, not publicly accessible electric vehicles (Charging Column Ordinance - • Customer parking lots in shopping centers, LSV) discusses publicly accessible charging points as the subject of the regulations. for example, generally allow access for every user. A time restriction, e.g. business hours or maximum parking time, and billable use does not 5.1.1 Publicly accessible change this. A charging point located on private or public  Publicly accessible premises is publicly accessible if the parking space of to the charging point can be used by an undefined group of persons or a group of persons that can be determined according to general cri- 5.1.4 Considerations for property owners and managers If parking spaces are equipped with charging in- teria (e.g. in next to public car parks, business premises or customer car parks). frastructure, they should also be clearly marked and signaled as such and, if necessary, reserved. Good visibility, combined with the provision for exclusive use by electric vehicles, makes the 5.1.2 Private charging station attractive and ensures high ca- If, on the other hand, access to a charging point pacity utilization. is only granted to a group of persons who have been determined or can be determined in ad- The proactive planning and establishment of a vance, there is no publicly accessible charging sufficient number of charging points can prevent point as defined by the LSV. For example, charg- vehicle owners from using extension cables, ca- ing points located on private carports or private ble drums, multiple sockets, travel adapters, etc. garage entrances are not publicly accessible to supply their vehicles with electricity via existing charging points. sockets in living rooms, basements or corridors, 5.1.3 Other example cases, demarcation causing avoidable hazards. An access authorization that has been acquired in advance, which may be necessary in certain circumstances, does not exclude public access to a charging point as long as it can be obtained by anyone. However, if access is only granted to in- dividuals or a special group of people from the outset, there is no public access to the charging point located in the area in question and the use is private. 5.2. Checklist The following checklist offers a good basis for the initial consultation. VDE Mobility also provides the following checklist at this link: https://backbone.vde.com/meine-eigene-ladestation-die-checkliste/ “Checklist: Private charging stations: What shall be considered for installation?” Checklist for the initial consultation Customer Surname, Name: ______Resident of Street, No.: ______

Postal Code, Place: ______Vehicle Manufacturer, Model: ______Capacity: ______kWh ______Charging capacity (max.): kW

Installation of a charging point

Version A Charging capacity up to: ______kW Version B Expected charging time: ____ h:min Charging capacity up to: ____ kW  Possible without tech. changes Expected charging time: ____ h:min  Possible with  Possible without tech. changes  Extension of meter system  Possible with  Replacement of meter system  Extension of meter system  Increase in performance by power supply  Replacement of meter system companies  Increase in performance by power supply  Installation of load shedding companies  ______ Installation of load shedding  ______ ______ ______ ______ ______

Optional  Self-generated electricity can be used  Power generation already available  A power generation system can be installed  Storage batteries can be used  Existing storage batteries can be used  A storage battery can be installed  Power management systems possible  Integration into existing management system possible  A management system can be installed

Consulting E-Mobility Specialist Company Consultant: ______

Date: __

Signature

6 Prospects

Electromobility as a viable alternative to estab- VDE 0122-1:2013-04 for wired charging was lished mobility schemes has been becoming published in the 3rd edition in December 2019. It more and more established and has been reach- takes into account the developments and standing an increasingly broad audience for several ardization projects in electromobility that have years. The medium to long-term demand for new taken place in the meantime. The new edition forms of transport and solutions to future mobility will take into account the separate product challenges is already reflected in the considera- standard IEC 62752 for the charging cable set bly intensified efforts towards development on the for charging mode 2 (IC-CPD) as well as the political and economic side. product standard IEC/TS 61439-7 (VDE V 0660- 600-7), that will have been developed in the This dynamic development affects not only the meantime, which specifies the housing require- technical aspects, but also guidelines and stand- ments (DIN EN 60529) for charging stations, ards. Originally set up to support technological particularly depending on the installation location development, some standards are now being re- and intended use. In addition, the new version vised and updated to reflect new technical will comply with the latest findings on possible knowledge. DC residual currents in electric vehicles, include Thanks to enormous research efforts and political requirements for DC residual current protection movement to promote the technology, significant and thus be synchronous with the requirements progress has been and is being made in the field of DIN VDE 0100-722. of electromobility. This is perceptible even over relatively short periods of time. In some areas, it can already be forecast as to where the journey 6.1.2 DC charging as per DIN EN 61851-23 of further development may take us. An example The DC charging standard IEC 61851-23 Ed.1 of this is the increase in vehicle voltage, which went into immediate revision after its publication enables higher charging capacities. in 2014 to take account of the rapid development in the field of DC charging. An essential objective This outlook is intended to address some inter- of the second edition is charging with currents esting versions of future electromobility technolo- >200 A. In order to reduce the cable cross-sec- gies and illustrate the possible further evolution of tions required for this and to facilitate use, active the charging infrastructure described in this cooling of the charging cable and plug connection guideline. is provided for the first time. Details of this proce- dure are described in the VDE-AR-E 2623-5-3 application rules and will be included in the forth- 6.1. Further development of standards coming edition of IEC 61851-23 Ed.2. The sec- Currently (as of January 2020), some of the rele- ond edition is not expected to be published before vant standards for setting up a charging infra- 2021. The essential points of published draft structure are still under development. Other standard DIN EN 61851-23:2018-03 are out- standards are already being developed in order dated. to take account of the rapid developments in the field of electromobility. This will lead to changes In DIN EN 61851-23, correction 2:2018-10, the in the applicable standards. Product develop- requirements for protection against electric ments and conformity evaluations shall consider shock, especially in the case of capacitive dis- the current versions of the standards. charge, have now been clarified. IEC/TS 61439-7 (VDE V 0660-600-7) defines specific requirements for the design of AC and DC charging devices.

6.1.1 AC charging as per DIN EN 61851-1 6.1.3 Communication between electric vehicle and charg- System standard DIN EN 61851-1:2013-04; ing infrastructure as per ISO 15118 The 2nd edition of the ISO 15118-1 and ISO 15118-2 communication standards will com- over longer periods and the provision of a control- bine wired and wireless communication and ling power range over short periods (seconds and specify messages and parameters for energy re- minutes) may also be able to effectively support covery. In 2018, the test cases for conformity test- the power grid. This is technically feasible and ing (ISO 15118-4 and ISO 15118-5) were pub- has already been successfully implemented in pi- lished as an international standard. lot projects. At present, however, neither the electric vehicles nor the charging stations are designed for grid- 6.2. Intelligent power grids - "Smart grids” connected energy recovery as standard. This use The idea of the intelligent power grid ("smart case has not yet been considered in detail by grid") is based on comprehensive networking be- standards. It is planned that the 3rd edition of tween energy generators, energy storage units IEC 61851-23 will deal with the topic of the CCS and energy consumers. The aim is to achieve the charging process. most efficient operation possible with a secure energy supply, while also being flexible when it comes to the respective demand and supply situ- ations of the smart grid networked components.

6.2.1 Energy recovery into the electrical power network The recovery of electrical energy from the vehicle battery into the electrical power network is being increasingly considered. There are also media re- ports that describe the supply of power to individual electrical consumers from the battery of the connected electric vehicle. An inverter installed in the vehicle or in the charging infrastructure ensures that the direct current stored in the vehicle battery is converted into the alternating current required by the consumer. With this in mind, the first pre-normative activities, which are designed to address the question of how bidirectional charging can be sensibly and safely integrated into a superordinate system, are underway.

6.2.2 Grid usability Electric vehicles can only contribute to grid stability and grid support if the electric vehicle is connected to the electrical grid at a time when energy is in demand. Grid control is most practical in the private sector, as here there are long service lives with high flex- ibility potential in comparison to publicly accessible charging stations. Network expansion can thus be reduced. This then also positively influ- ences later changes in electricity costs. In the future, in addition to the reduction of the charging power during the charging process when there are “bottlenecks”, energy recovery 6.3. Inductive charging charging bay, this position can be used as an ori- Inductive charging uses the principle of electro- entation for the ground coil placement on the bay. magnetic induction to contactlessly transfer elec- Inductive charging makes the everyday use of an trical energy from the charging infrastructure to electric vehicle easier and makes it easy for even the electric vehicle. short stops, for example, to be used to charge the The following image illustrates the principle: vehicle. Principle of inductive charging A conversion to inductive charging is possible: An existing wallbox shall be replaced by an inverter 1 and a cable shall be installed from the inverter to Inverter the charging plate on the floor. As with wired charging, the technical connection conditions shall also be taken into account here 5 Rectifier High-voltage (see 3.4.1 Grid connection). This means that it battery can be charged with single phase at charging ca- Secondary coil 4 pacities of up to 4.6 kVA. When planning higher 3 charging capacities, a 2 Charging plate with primary coil 3-phase connection shall be provided. The power classes currently under discussion as part of the In accordance with VDE 0100, feeding energy standardization process go up to a charging ca- into final circuits is not permitted. In addition to the pacity of 22 kW. connection to the existing electrical installation, The electrical installation for connecting an induc- the charging infrastructure consists of the associ- tive charging station shall comply with the re- ated charging device with an inverter 1 and a sta- quirements of VDE 0100. In addition, the require- tionary charging plate 2. The charging device can ments should be observed in accordance with be designed as a permanently installed charging DIN VDE 0100-722. Existing installations for station or pluggable device. The charging plate wired charging which have been built according contains the primary coil, through which an alter- to these requirements can also be used when nating magnetic field 3 is generated. The electric converting to inductive charging stations. The vehicle contains a secondary coil 4 (pick-up) and manufacturer's instructions for the charging sta- a rectifier 5. An electrical voltage is induced in the tion shall also be observed for the installation. secondary coil by the alternating field. The recti- The charging plate shall be laid in a way suitable fier converts this into the direct current required for the respective design. to charge the vehicle's high-voltage battery. Inductive charging is described in the German ap- The energy is transferred contactlessly via the air plication rule VDE-AR-E 2122-4-2. DIN EN 61980 gap between the charging plate and the vehicle describes the requirements for inductive charging pick-up. The safety system of the charging infra- devices. The specific requirements for the vehicle structure only allows energy to be delivered if the side are described in ISO PAS 19363. Both vehicle is correctly positioned above the primary standardization projects are currently being de- coil. It is therefore beneficial to offer support when veloped and coordinated by the committees re- positioning the vehicle, e.g. via vehicle assis- sponsible. The draft standard DIN EN 61980-1 tance functions, which help to comfortably guide (VDE 0122-10-1):2013-08 was published in the user to the charging position. Currently, the March 2018. The draft pre-standard of required positioning accuracy is assumed to be in DIN IEC TS 61980-2 the centimeter range of upper single-digits or (VDE V 0122-10-2):2017-10 was published in lower double-digits. October 2017 and the draft pre-standard of The secondary coil is located on the bottom of the DIN IEC TS 61980-3 vehicle floor between the front axle and the cen- (VDE V 0122-10-3):2015-09 was published in ter of the vehicle. During the planning of a September 2015. The first editions of these sections of the standard will constitute a specifi- the event of a potential hazard (e.g. heating of cation not a standard. metallic objects in the area of the magnetic field). The electromagnetic compatibility of inductive With inductive charging, communication that con- charging will also be examined in the standards trols the charging process will also be wireless. that are currently being developed. The stand- WiFi that fulfills the requirements of ISO15118-8 ards prescribes field strengths that are kept so will be used for this purpose. The messages are low that none of the currently globally accepted standardized in ISO15118-20. The communica- limit value recommendations are exceeded orthat tion required for charging is standardized in ISO there is no health risk to living organisms. Addi- 15118. tionally, intrinsic safety of the system is required on both the vehicle and the network side so that countermeasures can be initiated immediately in

7 Literature

• DIN 18015-1:2018-09 VDE 0620-1:2019-03 Electrical installations in residential build- Draft - Plugs and socket-outlets for house- ings - Part 1: Planning principles hold and similar purposes - Part 1: Gen- • DIN EN 61851 series for Charging Infra- eral requirements on fixed socket-outlets structure • DIN EN 62752:2017-04; Part 1 E DIN EN 61851-1:2013-04; VDE VDE 0666-10:2017-04 0122-1:2013-04 Electrical equipment of In-cable control and protection device for electric road vehicles - Electric vehicles mode 2 charging of electric road vehicles conductive charging system - Part 1: Gen- (IC-CPD) eral requirements • ISO 15118 Part 23 E DIN EN 61851-23:2018-03; VDE Road vehicles - Vehicle to grid communi- 0122-2-3:2018-03 cation interface Part 1: ISO 15118-1:2019 Electric vehicle conductive charging sys- General information and use-case defini- tem - Part 23: DC electric vehicle charging tion station Part 2 DIN EN ISO 15118-2:2016-08 Net- • DIN EN 62196 series for Connect- work and application protocol require- ors Part 2 DIN EN 62196-2:2017-11; ments VDE 0623-5-2:2017-11Plugs, socket-out- Part 3 DIN EN ISO 15118-3:2016-08 lets, vehicle connectors and vehicle inlets Physical and data link layer requirements - Conductive charging of electric vehicles • VDE-AR-E 2122-4-2:2011-03 - Part 2: Dimensional compatibility and in- Electric equipment of electrical road vehi- terchangeability requirements for a.c. pin cles and contact-tube accessories Electric vehicle inductive charging sys- Part 3 DIN EN 62196-3 tems – Part 4–2: Low power range (VDE 0623-5-3):2015-05 • VDE-AR-N 4100:2019-04 Plugs, socket-outlets, vehicle connectors Technical rules for the connection and op- and vehicle inlets - Conductive charging eration of customer installations to the of electric vehicles low voltage network (TAR Low Voltage) Part 3: Dimensional compatibility and in- • VdS 3471 terchangeability requirements for d.c. and Ladestationen für Elektrostraßenfahr- a.c./d.c. pin and contact-tube vehicle cou- zeuge – Publikation der deutschen Versi- plers cherer zur Schadenverhütung. (Charging • E DIN EN 61439-7:2016-10; stations for electric road vehicles - Publi- VDE 0660-600-7:2016-10 cation of German insurers on loss preven- Low-voltage switchgear and controlgear tion) assemblies - Part 7: Assemblies for specific applications such as marinas, camp- ing sites, market squares, electrical vehicles charging stations • DIN SPEC 70121:2014-12 Electromobility - Digital communication between a d.c. EV charging station and an electric vehicle for control of d.c. charging in the Combined Charging System Replacement with ISO 15118 planned. • DIN VDE 0100-722:2019-06; VDE 0100-722:2019-06 Low-voltage electrical installations - Part 7-722: Requirements for special installations or locations - Supplies for electric vehicles • DIN VDE 0620-1:2016-01; DIN VDE 0620-1:2019-03; • EU Directive 2014 / 94 / EU Deployment of alternative fuels infrastruc-

ture Regulations on minimum technical requirements for the safe and interoperable construction and operation of publicly accessible charging points for electric vehicles (Charging Column Ordinance, LSV) • Technical Connection Conditions for Network Operators (TCC)

• The German Standardisation Roadmap Elec- tric Mobility Version 4.0 • NPM:https://www.plattform-zukunft-mobili- taet.de/ • FNN Hinweis Netzintegration Elektromobilität (FNN Notes on grid integration electric mobility)

• HEA Guidelines “Ladeninfrastruktur in Wohngebäuden” (Charging infrastructure in residential buildings)

List of abbreviations

AC Alternating Current AR Application rule BDEW Bundesverband der Energie- und Wasserwirtschaft e. V. (German Association of Energy and Water Industries)

BEV Battery Electric Vehicle DGUV V3 Berufsgenossenschaftliche Vorschrift Elektrische Anlagen und Betriebsmittel (Employer's Liability Insurance Association Regulations on Electrical Systems and Equipment)

CCS Combined Charging System DC Direct Current DIN Deutsches Institut für Normung e. V. (German Institute for Standardization) DIN SPEC DIN Specification DKE Deutsche Kommission Elektrotechnik Elektronik Informationstechnik in DIN und VDE (Ger- man Commission for Electrical, Electronic & Information Technologies of DIN and VDE)

EnWG Energiewirtschaftsgesetz (Energy Industry Act) FNN Network Technology/Network Operation Forum HEA Fachgemeinschaft für effiziente Energieanwendung e.V (Professional association for efficient energy use)

IC-CPD In-Cable Control and Protection Device IEC International Electrotechnical Commission ISO International Organization for Standardization kVA kilo-voltampere, unit of apparent power kW kilowatt, unit of active power LSV Ladesäulenverordnung (Charging column ordinance) MessEG Mess- und Eichgesetz (Measuring and calibration law) MessEV Mess- und Eichverordnung (Measuring and calibration ordinance) NAV Niederspannungsanschlussverordnung (Low voltage connection ordinance) NFC Near Field Communication NPM National Platform Future of Mobility PAS Publicly Available Specification Pedelec Pedal Electric Cycle PHEV Plug-In Hybrid Electric Vehicle PLC Powerline Communication RCD Residual Current Device RFID Radio-frequency Identification TAR Technical connection rulesZ TAB Technical connection conditions VDE Association for Electrical, Electronic and Information Technologies

ZVEH Zentralverband der Deutschen Elektro- und Informationstechnischen Handwerke (Central Association of German Electronics and Information Technology Crafts)

ZVEI Zentralverband Elektrotechnik- und Elektronikindustrie e. V. (Central Association of the Electrical Engineering and Electronics Industry)

Notes ______Notes ______Notes ______

Author VDE FNN See publisher Forum Netztechnik/Netzbetrieb im VDE Version: January 2020 Bismarckstr. 33 Revision: August 2020 10625 Berlin

Image credits Editing Title image: ©ArGe Medien in ZVEH DKE Deutsche Kommission Elektrotechnik Elektronik Informationstechnik in DIN und VDE

Publisher Stresemannallee 15 60596 Frankfurt am Main www.dke.de BDEW Bundesverband der Energie und Wasserwirtschaft e. V. Contact address for inquiries Reinhardtstr. 32 10117 Berlin [email protected]

DKE Deutsche Kommission Elektrotechnik Elektronik Informationstechnik in DIN und VDE Stresemannallee 15 60596 Frankfurt am Main www.dke.de

ZVEH Zentralverband der Deutschen Elektro- und Informationstechnischen Handwerke Lilienthalallee 4 60487 Frankfurt

ZVEI Zentralverband Elektrotechnik- und Elektronikindustrie e. V. Lyoner Straße 9 60528 Frankfurt am Main