NATIONAL ELECTRIC TRANSPORTATION INFRASTRUCTURE WORKING COUNCIL TRANSPORTATION ELECTRIFICATION COMMITTEE The Atheneum Hotel 1000 Brush Ave. Detroit, MI 48226

Wednesday, June 9, 2010 (Hermes) Agenda 8:00 am – 8:30 am: Continental Breakfast 8:30 am – 3:00 pm Meeting Topic Speaker/Leader

1) Welcome and Introductions Mark Duvall/Brian Sisco

2) Review and Approval of Past Minutes and Action Items Brian Sisco

3) Mission Statement Review All

4) IEC TAG 18/IEEE P1713 Update Greg Nieminski/Brian Sisco

5) PORTE Committee Update Andra Rogers

6) TSE Updates TSE Implementers

7) Distribution impact Update Arindam Maitra EPRI

8) IEC Additional Information charging Systems Greg Niemenski

9) PQ Spectrum Analysis of On-board chargers Arindam Maitra EPRI

10) Personal Certification Installation Program for EV Charging Chris Pauly UL Equipment

11) Utility Challenges and Obstacles Barbara Gonzales Pepco (Invited)

12) Discussion: Future direction, priorities, next steps, and All schedule

13) Summary of Action Items/Adjourn Jorge Emmanuel Adjourn

6.09.10 IWC TEC WG 5/19/2010 1:08:02 PM JUNE 9, 2010—TEC MEETING

AGENDA

8:00 am – 8:30 am: Continental Breakfast

8:30 am – 3:00 pm Meeting

Topic Speaker/Leader 1) Welcome and Introductions Mark Duvall/Brian Sisco 2) Review and Approval of Past Minutes and Action Items Brian Sisco 3) Mission Statement Review All 4) IEC TAG 18/IEEE P1713 Update Greg Nieminski/Brian Sisco 5) PORTE Committee Update (canceled) Andra Rogers 6) TSE Updates TSE Implementers 7) Distribution Impact Update Arindam Maitra EPRI 8) IEC Additional Information Charging Systems Greg Nieminski 9) PQ Spectrum Analysis of On-Bard Chargers Arindam Maitra EPRI 10) Personal Certification Installation Program for EV Charging Chris Pauly UL Equipment (canceled) 11) Utility Challenges and Obstacles Barbara Gonzales Pepco (Invited) 12) Discussion: Future direction, priorities, next steps, and ALL schedule 14) Summary of Action Items/Adjourn Jorge Emmanuel

Adjourn The Atheneum Hotel Detroit, MI

Transportation Electrification Committee Meeting Minutes (#10-2)

June 9, 2010 Detroit, MI

Welcome and Introductions Brian Sisco, chair, and Mark Duvall, EPRI, welcomed the participants (see Attachment).

Review and Approval of Past Minutes and Action Items The group approved the minutes (#10-01) of the previous meeting (March 3, 2010) in Orlando, FL. The status of action items from the previous meeting is shown below.

Action Items: March 3, 2010 (Orlando) Meeting # ACTION ITEM STATUS 1 Mark Duvall will invite Navistar to the next meeting. Delete action item

1 2 Gery Kissel will invite Charlie Groeller to discuss truck Ongoing (See note below) connectors at the next meeting. 3 Efrain Ornelas will share with the IWC a spreadsheet Included with the minutes outlining relevant codes and standards as well as EPRI’s response to a CPUC report. 4 Arindam Maitra and will get feedback from AeroVironment and Ongoing Ed Wagner utilities on whether isolation transformers are required for fast chargers and report at the next meeting NOTE #2: Retain action item but find out if Mr. Groeller has been replaced.

Mission Statement Review Participants suggested making reference to meeting customer needs in the mission statement. The revised version shown below will be discussed by the ISC.

Final Revised Mission Statement Transportation Electrification Committee

Support the development of infrastructure to facilitate global electric grid connectivity of transportation systems by: • Assessing infrastructure requirements to minimize the negative impacts on utility and customer systems • Facilitating and actively participating in appropriate codes and standards committees to promote connection standardization, safety, efficiency and functionality of grid-connected transportation systems • Supporting the implementation of electric transportation systems that benefit the consumers and reduce carbon footprint and dependency on oil in accordance with applicable laws and regulations.

ISO TC8/IEC TC 18/IEEE P1713 Update/ IEC Additional Information Charging Systems Greg Nieminski, EPRI Consultant, gave an update on the IEC standards work (see Attachments). Mr. Nieminski began by summarizing the process for standards development under the IEC.

With regards to IEC TC18 MT26 (electrical installation in ships), the committee received an additional 350 comments from the national committees. MT26 committee will meet in Seattle on June 12-16 to resolve the comments and prepare a committee draft for voting.

With regards to IEC SC23H PT HVSC (IEC 62613 series on high voltage plugs, connectors and inlets), committee drafts were issued and comments are expected in June for discussion in Seattle on June 16-17.

With regards to IEC TC69 WG4 (IEC 61851 series on EV conductive charging system), the IEC has been working on different documents. Part 1 (general requirements) has been completed and is awaiting publication. Parts 21 and 22 have been circulated to experts for review. For Part 23 (DC charging), a new work proposal has been accepted and a new project team will meet to develop a working draft in July. Regarding Part 24 (control communication

2 protocol), a new work proposal has been sent out with requests for support from national committees.

With regards to IEC SC23H PT 62196, both Parts 1 and Part 2 have been modified based on comments received and another committee draft will be issued. Several issues have been raised and a survey has been sent out to all national committees. The issues are: • The need for shuttered socket-outlets in some countries. • The need for IEC 60529 degree of protection IPXXD or equivalent protection against electric shock for a vehicle inlet intended for bi-directional energy flow if the connector is withdrawn. • Other additional protection for the EV cord set used for bi-directional energy flow if the plug is pulled out before the connector.

For new 62196 Part 3 (DC Coupler), a new work proposal was issued in March with requests for support from national committees. Results should be known by the end of June.

Discussion focused on reverse power flow in bi-directional energy. With regards to cord sets, bi-directional flow could be prohibited. For hardwired EVSE’s, there has to be communication. This issue may have already been addressed by manufacturers of portable power supplies. While not an immediate concern, the issue needs to be addressed now to avoid the problem of retrofitting equipment later. The Code Task Force should look into this issue for the next code cycle. The group expressed interest in getting an update on IEEE of 1547. Participants also discussed obstacles to V2G including the possible need for real time information and high band width for ancillary services.

Mr. Nieminski requested input for IEC 23H and TC69. The following agreed to provide advice and feedback to Greg Nieminski and the US Technical Advisory Group on IEC 23H and TC69: Sam Girimonte, Manoj Karwa, Gery Kissel, Arindam Maitra, Efrain Ornelas, and Greg Robinson.

ACTION ITEMS: Arindam Maitra and Manoj Karwa will contact mobile appliance manufacturers, especially portable power generators, to find out how they deal with safety issues regarding reverse power flow.

Frank Lambert will provide an update on IEEE 1547 at the next meeting.

TSE Updates Dan Shanahan, CabAire, reported that they recently opened a facility with truck stop electrification in North Carolina and added 28 electrified parking spaces along the Pennsylvania Turnpike. New facilities will open at the Delaware Welcome Center in June and along the New Jersey Turnpike in the Fall.

PQ Spectrum Analysis of On-Bard Chargers/Distribution Impact Update Arindam Maitra, EPRI, gave a presentation on on-board charger characteristics and an update on the impact of plug-in vehicles on the grid (see Attachments). EPRI collected data from 10 different EV chargers and 69 different 230V AC power supplies. The 3rd harmonic was

3 below 13% distortion for all except one charger. In general, total harmonic distortion was less than 15% except for one charger. The next steps include multiple charger evaluation under different scenarios and assessment of the off-board DC charger. During discussion, Mr. Maitra pointed out that the problem is how the different harmonics add up with multiple chargers.

With regards to grid impact Mr. Maitra described the characteristics of two feeders at two different PEV penetration levels and analyzed asset capacity, transformer overload factors, and voltage profiles. They also looked at aggregate power demand from uncontrolled charging. The analysis shows that smart charging helps if done correctly and that distribution load management is critical. There is adequate supply to meet PEV energy needs, but the impacts of PEV clustering are likely and transformer load monitoring and load planning based on detailed distribution models are important. Discussions revolved around PQ issues when the PEV is not charging, as well as measuring the load during charging versus the load during battery pre-conditioning and cabin conditioning in order to determine actual energy efficiency ratios.

Utility Challenges and Obstacles/Discussion: Future direction, priorities, next steps, and schedule Mark Duval, EPRI, pointed out that TEC and PHEV committees are coordinating their agendas such that it would be important for participants to attend both meetings. Barbara Gonzales, Pepco, presented the following utility challenges: the need to share information on different pilot projects, the impact of PJM Interconnection issues related to in-home installation, and the importance of sharing lessons learned. Various participants discussed the links between AMI, Smart Grid, and EV loads, and the efforts by different groups, including Open Smart Grid Users Group, OpenAMI, UtilityAMI, SGIP, the DOE’s Smart Grid Information Clearinghouse, and NIST PAP 11.

Another issue related to the business case and the utility infrastructure component for DC fast charging. Efrain Ornelas, PG&E, reported the first publicly installed DC charging station linked to a 45kW solar installation. Mr. Nieminski reiterated the need to develop a matrix identifying different U.S. experts (EPRI, utility, others) working on DC charging projects within ISO, IEC and related Standards bodies. The matrix will be helpful for distributing documents and information from outside committees to the proper persons or seeking additional expertise to address questions.

Another need is to understand the regulatory implications of standards including smart grid standards, and the requirements and certifications pertaining to standards on chargers, interconnection, and renewable energy. Mike Waters, Progress Energy, expressed interest in the implications of roaming from a billing standpoint, retractable cord sets, and cable management. Jose Salazar, SCE, suggested working with Eric Simmons of NIST, PUCs, and utility representatives on understanding the utility perspective on roaming and developing a roadmap. Mr. Shanahan and Mr. Karwa were interested in cable management systems. Richard Cromie, SCE, was interested in the DOE FreedomCar. Gery Kissel, GM, and Mr. Nieminski suggested that the IWC be involved in the new standard technical panel (STP)

4 working on UL 2251 (plugs, receptacles and couplers for EVs). Several participants expressed interest in working with Doug Oliver, Ford, on ancillary load.

ACTION ITEMS: Barbara Gonzales will work with Silver Spring Networks to make a presentation at the next meeting on a generic AMI approach to EVs.

Efrain Ornelas will present at the next meeting on the DC charging station at Vacaville.

Mike Waters and Jose Salazar will arrange a resource speaker at the next meeting to discuss the utility perspective regarding roaming.

Brian Sisco will follow up on an invitation to Chris Pauly and Joe Bablo of UL.

Arindam Maitra, Randy Horton, and Bryan Coley will work with Doug Oliver to provide input to his team to address the issues related to ancillary load. Next Meeting The next meeting of the IWC is scheduled for September 1-2, 2010 in Detroit, MI Summary of Action Items ACTION ITEM Ongoing action item from a previous meeting: Gery Kissel will invite Charlie Groeller (or his replacement) to discuss truck connectors at the next meeting. New action items: Arindam Maitra will contact mobile appliance manufacturers, especially portable power generators and Manoj Karwa to find out how they deal with safety issues regarding reverse power flow. Frank Lambert will provide and update on IEEE 1547 at the next meeting. Barbara Gonzales will work with Silver Spring Networks to make a presentation at the next meeting on a generic AMI approach to EVs. Efrain Ornelas will present at the next meeting on the DC charging station at Vacaville. Mike Waters and will arrange a resource speaker at the next meeting to discuss the utility Jose Salazar perspective regarding roaming. Brian Sisco will follow up on an invitation to Chris Pauly and Joe Bablo of UL. Arindam Maitra, will work with Doug Oliver to provide input to his team to address the issues Randy Horton, and related to ancillary load. Bryan Coley

Adjournment With no further business, the meeting was adjourned.

5 ATTACHMENTS

TEC Attendance List

First Name Last Name Company Abernathy Doris Electric Power Research Institute Anegawa Takafumi Tokyo Electric Power Co. Aoki Hiroyuki Tokyo Electric Power Co. Asgeirsson Haukur DTE Energy Atkins Lance Nissan Technical Center North America Bartel Martin Northeast Utilities Bellino George General Motors Company Berezin Slav GM Global Technology Engineering Blais Jeff Manitoba Hydro Blake Chad NREL Bohn Ted Argonne / DOE Boroughs Ralph Tennessee Valley Authority (TVA) Bourton Michael Grid2Home Bowermaster Dan Pacific Gas & Electric Co. Briggs Stephen FirstEnergy Service Company Brown Jim Enwin Utililties Ltd.-Windsor Carlson Nicholas Detroit Edison Co. Coley Bryan Southern Company Collins Watson Northeast Utilities Cromie Richard Southern California Edison Co. Crosby Matthew California Public Utilities Commission Culp James Progress Energy Daniels Cedric Alabama Power Co. Duvall Mark Electric Power Research Institute (EPRI) Echols Ben Georgia Power Co. Emmanuel Jorge E&ER Group Faul Les ComEd Fietzek Cliff BMW of North America, LLC Garcia Josephine Electric Power Research Institute Girimonte Sam Chrysler, LLC Gonzalez Barbara Pepco Holdings, Inc. Gulmi Ronald National Grid USA Hall Ed Dominion Resources, Inc. Halliwell John Electric Power Research Institute (EPRI) Hawkins Robert Ultimate Business Solutions Heitmann Paul ETEC Hofen Thomas Mercedes-Benz Research & Development North America Houseman Doug Enernex Irwin Stuart ClipperCreek Karwa Manoj Leviton Manufacturing Co., Inc. Kissel Gery GM Global Technology Engineering Kosowski Mark Electric Power Research Institute

6 Kumita Kunihiko Toyota Motor Corporation Lambert Frank Georgia Tech/NEETRAC Langston John Duke Energy Corp. Lee Eric Chrysler, LLC Lesiw Mark Consumers Energy MacCurdy Dwight Sacramento Municipal Util. Dist. Maitra Arindam Electric Power Research Institue Martinez-Fonts Andrew Silver Spring Networks McCabe Mike NRG Energy, Inc. Medina Ana DTE Energy Melcher Jerry Enernex Momeni Massoud Toyota Motor Engineering & Manufacturing North America Muller Mike SPX Service Solutions Musyj Lawrence EnWin Utilities, Ltd. Nichols Ruben Gulf Power Co. Nieminski Greg DBA Greg Nieminski Oliver Doug Ford Motor Co. Ornelas Efrain Pacific Gas & Electric Co. Pointon Joel San Diego Gas & Electric Co. Robinson Greg Xtensible Solutions Rowand Mike Duke Energy Corp. Roy Bryan New West Technologies Roy Serge CHAdeMo Association Salazar Jose Southern California Edison Co. Schlotzhauer Craig General Motors of Canada Scholer Rich Ford Motor Co. Scripps Sally Consumers Energy Shanahan Daniel CabAire Showers Aaron Robert Bosch Corp. Sisco Brian Eaton Corporation Smith P.E. Karen Salt River Project Snyder David CenterPoint Energy, Inc. Stevenson Tim City of Windsor Thompson Ron Eaton Corporation Tobias Steven National Grid USA Tolios Kostas DTE Energy Tsang Alec BC Hydro Uyeki Robert Honda R&D North America, Inc. Waters Michael Progress Energy, Inc. Windover Paul New West Technologies Wong Frank Aeronvironment Wu Bo Ford Motor Co. Yeider Ted Paceco Corp.

7 Outline of Relevant Codes and Standards From Efrain Ornelas

Document Title Status URL

J1711 Recommended practice Under www.sae.org This SAE Recommended Practice establishes uniform chassis dynamometer test for measuring the Revision Not procedures for hybrid-electric vehicles (HEVs) that are designed to be driven on public roads. The procedure provides instructions for measuring and calculating the exhaust emissions and For Purchase exhaust emissions and fuel economy of HEV's driven on the Urban Dynamometer fuel economy of Hybrid- Driving Schedule (UDDS) and the Highway Fuel Economy Driving Schedule Electric Vehicles (HFEDS), as well as the exhaust emissions of HEVs driven on the US06 Driving Schedule (US06) and the SC03 Driving Schedule (SC03). However, the procedures are structured so that other driving schedules may be substituted, provided that the corresponding preparatory procedures, test lengths, and weighting factors are modified accordingly. Furthermore, this document does not specify which emissions constituents to measure (e.g., HC, CO, NOx, CO2); instead, that decision will depend on the objectives of the tester. For purposes of this test procedure, an HEV is defined as a road vehicle that can draw propulsion energy from both of the following sources of stored energy: 1) a consumable fuel and 2) a rechargeable energy storage system (RESS) that is recharged by an electric motor-generator system, an off-vehicle electric energy source, or both. Consumable fuels that are covered by this document are limited to petroleum- based liquid fuels (e.g., gasoline and Diesel fuel), alcohol-based liquid fuels (e.g., methanol and ethanol), and hydrocarbon-based gaseous fuels (e.g., compressed natural gas). RESSÕs that are covered by this document include batteries, capacitors, and electromechanical flywheels. Single-roll, electric dynamometer test procedures are specified to minimize the test-to-test variations inherent in track testing and to conform with standard industry practice for exhaust emissions and fuel economy measurements. Also, this document does not include test procedures for "recharge-dependent" operating modes (see 3.1.12 for definition).

J1715 Hybrid Electric Vehicle Under www.sae.org This SAE Information Report contains definitions for electric vehicle terminology. It (HEV) and Electric Revision Not is intended that this document be a resource for those writing other electric vehicle documents, specifications, standards, or recommended practices. Hybrid electric Vehicle (EV) For Purchase vehicle terminology will be covered in future revisions of this document or as a Terminology separate document.

J1772™ SAE Electric Vehicle Under www.sae.org This SAE Recommended Practice covers the general physical, electrical, functional Conductive Charge Revision Not and performance requirements to facilitate conductive charging of EV/PHEV vehicles in North America. This document defines a common EV/PHEV and supply Coupler (Dictates For Purchase equipment vehicle conductive charging method including operational requirements EVSE Design and the functional and dimensional requirements for the vehicle inlet and mating Requirements, connector. Charging Levels, AC and DC Power

8 Couplers for conventional and fast chargers)

J1773 SAE Electric Vehicle Issued[2] http://www.sae.org/tec This SAE Recommended Practice establishes the minimum interface compatibility Inductively Coupled hnical/standards/J177 requirements for electric vehicle (EV) inductively coupled charging for North America. This part of the specification is applicable to manually connected Charging 3_200905 inductive charging for Levels 1 and 2 power transfer. Requirements for Level 3 compatibility are contained in Appendix B. Recommended software interface messaging requirements are contained in Appendix A. This type of inductively coupled charging is generally intended for transferring power at frequencies significantly higher than power line frequencies. This part of the specification is not applicable to inductive coupling schemes that employ automatic connection methods or that are intended for transferring power at power line frequencies. in the charge coupler). The charge controller signals the charger to stop charging when it determines that the batteries are completely charged or a fault is detected during the charging process. The following steps correspond with the diagram in Figure 1, and describe the closed-loop charging system. Vehicle charge controller determines desired current into batteries. ** Vehicle charge controller transmits charger output power request to charger via an IR communications interface. ** Charger controls input current from utility based on charger output power request from vehicle charge controller. ** Charger converts 60 Hz utility power to HFAC power. HFAC power is magnetically coupled from the coupler (primary) to the vehicle inlet (secondary). HFAC power is rectified/filtered to DC to charge the vehicle batteries. Process repeats until the vehicle charge controller determines the batteries are fully charged. ** Items with ** indicate control loop. ÑTypical closed- loop charging system

J1797 Recommended Issued http://www.sae.org/tec This SAE Recommended Practice provides for common battery designs through Practice for Packaging hnical/standards/J179 the description of dimensions, termination, retention, venting system, and other features required in an electric vehicle application. The document does not provide of Electric Vehicle 7_200806 for performance standards. Performance will be addressed by SAE J1798. This Battery Modules document does provide for guidelines in proper packaging of battery modules to meet performance criteria detailed in J1766

J1798 Recommended Not for www.sae.org This SAE Recommended Practice provides for common test and verification Practice for Purchase methods to determine Electric Vehicle battery module performance. The document creates the necessary performance standards to determine (a) what the basic Performance Rating of performance of EV battery modules is; and (b) whether battery modules meet Electric Vehicle Battery minimum performance specification established by vehicle manufacturers or other Modules purchasers. Specific values for these minimum performance specifications are not a part of this document

J2288 Life Cycle Testing of Issued http://www.sae.org/tec This SAE Recommended Practice defines a standardized test method to determine Electric Vehicle Battery hnical/standards/J228 the expected service life, in cycles, of electric vehicle battery modules. It is based on a set of nominal or baseline operating conditions in order to characterize the Modules 8_200806 expected degradation in electrical performance as a function of life and to identify relevant failure mechanisms where possible. Accelerated aging is not included in the scope of this procedure, although the time compression resulting from

9 continuous testing may unintentionally accelerate battery degradation unless test conditions are carefully controlled. The process used to define a test matrix of accelerated aging conditions based on failure mechanisms, and to establish statistical confidence levels for the results, is considered beyond the scope of this document. Because the intent is to use standard testing conditions whenever possible, results from the evaluation of different technologies should be comparable. End-of-life is determined based on module capacity and power ratings. This may result in a measured cycle life different than that which would be determined based on actual capacity; however, this approach permits a battery manufacturer to make necessary tradeoffs between power and energy in establishing ratings for a battery module. This approach is considered appropriate for a mature design or production battery. It should be noted that the procedure defined in this document is funtionally identicaly to the USABC Baseline Life Cycle Test Procedure

J2289 Electric-Drive Battery Issued http://www.sae.org/tec This SAE Information Report describes common practices for design of battery Pack System: hnical/standards/J228 systems for vehicles that utilize a rechargeable battery to provide or recover all or some traction energy for an electric drive system. It includes product description, Functional Guidelines 9_200807 physical requirements, electrical requirements, environmental requirements, safety requirements, storage and shipment characteristics, and labeling requirements. It also covers termination, retention, venting system, thermal management, and other features. This document does describe guidelines in proper packaging of the battery to meet the crash performance criteria detailed in SAE J1766. Also described are the normal and abnormal conditions that may be encountered in operation of a battery pack system --Purpose This document provides the guidelines for designing a battery system to package into manufacturerÕs electric drive vehicles. It lays the foundation for electric vehicle battery systems and provides information to assist in developing a robust battery system. --Field of Application This document applies to vehicles using electrically rechargeable storage traction batteries that provides energy and power to an electric drive system for propulsion, namely Electric Vehicles and some Hybrid Electric Vehicles. This document does not fully address all guidelines for mechanically rechargeable battery systems. Users of mechanically recharged batteries should evaluate applicability of individual sections of this document. --Product Classification The battery system is a vehicle subsystem that provides all or some of the traction power and energy for vehicles using electric drive systems. This document does not apply to low voltage non-traction battery supply systems. Product Description A battery system is the complete set of assemblies required to supply traction power and energy to an electric vehicle drive system. A battery pack is a single assembly with batteries that is part of a Battery System. In some cases a single pack may comprise the complete Battery System. Electric Drive vehicles may require an electrically rechargeable secondary battery to provide motive traction power and energy as well as power and energy for incidental loads like power steering, heating and air conditioning, FMVSS mandated exterior lighting, controls, customer convenience features, etc. The battery can also represent a significant physical load to the vehicle in terms of mass, volume, and controls complexity. Consequently, the battery exerts a significant factor in vehicle design

10 J2293 / 1 Energy Transfer Issued http://www.sae.org/tec SAE J2293 establishes requirements for Electric Vehicles (EV) and the off- board System for Electric hnical/standards/J229 Electric Vehicle Supply Equipment (EVSE) used to transfer electrical energy to an EV from an Electric Utility Power System (Utility) in North America. This document Vehicles – Part 1: 3/1_200807 defines, either directly or by reference, all characteristics of the total EV Energy Functional Transfer System (EV-ETS) necessary to insure the functional interoperability of an Requirements and EV and EVSE of the same physical system architecture. The ETS, regardless of System Architectures architecture, is responsible for the conversion of AC electrical energy into DC electrical energy that can be used to charge the Storage Battery of an EV, as shown.

J2293 / 2 Energy Transfer Issued http://www.sae.org/tec SAE J2293 establishes requirements for Electric Vehicles (EV) and the off-board System for Electric hnical/standards/J229 Electric Vehicle Supply Equipment (EVSE) used to transfer electrical energy to an EV from an electric Utility Power System (Utility) in North America. this document Vehicles – Part 2: 3/2_200807 defines, either directly or by reference, all characteristics of the total EV Energy Communication Transfer System (EV-ETS) necessary to insure the functional interoperability of an Requirements and EV and EVSE of the same physical system architecture. The ETS, regardless of Network Architecture architecture, is responsible for the conversion of AC electrical energy into DC electrical energy that can be used to charge the Storage Battery of an EV, as shown in Figure 1. The different physical ETS system architectures are identified by the form of the energy that is transferred etween the EV and the EVSE, as shown in figure 2. It is possible for an EV and EVSE to support more than one architecture. This document does not contain all requirements related to EV energy transfer, as there are many aspects of an EV and EVSE that do not affect their interoperability. specifically, this document does not deal with the characteristics of the interface between the EVSE and the Utility, except to acknowledge the Utility as the source of energy to be transferred to the EV.many aspects of an EV and EVSE that do not affect their interoperability. specifically, this document does not deal with the characteristics of the interface between the EVSE and the Utility, except to acknowledge the Utmany aspects of an EV and EVSE that do not affect their interoperability. specifically, this document does not deal with the characteristics of the interface between the EVSE and the Utility, except to acknowledge the Utility as the source of energy to be transferred to the EV.many aspects of an EV and EVSE that do not affect their interoperability. specifically, this document does not deal with the characteristics of the interface between the EVSE and the Utility, except to acknowledge the Utility as the source of energy to be transferred to the EV.ility as the source of energy to be transferred to the EV

J2344 Guidelines for Electric Issued http://www.sae.org/tec This SAE Information Report identifies and defines the preferred technical Vehicle Safety hnical/standards/J234 guidelines relating to safety for Electric Vehicles (EVs) during normal operation and charging. Guidelines in this document do not necessarily address maintenance, 4_201003 repair, or assembly safety issues.The purpose of this SAE Information Report is to provide introductory safety guidelines information that should be considered when designing electric vehicles for use on public roadways. This document covers electric vehicles having a gross vehicle weight rating of 4536 kg (10 000 lb) or less that are designed for use on public roads

11 J2380 Vibration Testing of Issued http://www.sae.org/tec This SAE Recommended Practice describes the vibration durability testing of a Electric Vehicle hnical/standards/J238 single battery (test unit) consisting of either an electric vehicle battery module or an electric vehicle battery pack. For statistical purposes, multiple samples would Batteries 0_200903 normally be subjected to such testing. Additionally, some test units may be subjected to life cycle testing (either after or during vibration testing) to determine the effects of vibration on battery life. Such life testing is not described in this procedure; SAE J2288 may be used for this purpose as applicable

J2464 Electric Vehicle Battery Issued http://www.sae.org/tec This SAE Recommended Practice is intended as a guide toward standard practice Abuse Testing hnical/standards/J246 and is subject to change to keep pace with experience and technical advances. It describes a body of tests which may be used as needed for abuse testing of 4_200911 electric or hybrid electric vehicle batteries to determine the response of such batteries to conditions or events which are beyond their normal operating range. This document is derived from a similar document originally developed by the U.S. Advanced Battery Consortium. (See 2.2.1.)

J2758 Determination of the Issued http://www.sae.org/tec This document describes a test procedure for rating peak power of the Maximum Available hnical/standards/J275 Rechargeable Energy Storage System (RESS) used in a combusion engine Hybrid Electric Vehicel (HEV). Other types of vehicles with non fossil fuel primary engines, Power from a 8_200704 such as fuel cells, are not intended to use this test procedure Rechargeable Energy Storage System on a Hybrid Electric Vehicle

J2836 / 1 Use Cases for Pending www.sae.org This SAE Information Report J2836 establishes use cases for communication Communication Approval[3] between plug-in electric vehicles and the electric power grid, for energy transfer and other applications. between Plug-In Vehicles and the Utility Grid

J2836 / 2 Use Cases for Pending www.sae.org This SAE Information Report J2836 establishes use cases for communication Communication Approval between plug-in electric vehicles and the electric vehicle supply equipment, for energy transfer and other applications between Plug-In Vehicles and the Supply Equipment (EVSE)

J2836 /3 Use Cases for Under www.sae.org This SAE Recommended Practice J2847/2 establishes the communication Communication Development structure between plug-in electric vehicles and the electric vehicle supply equipment, for energy transfer and other applications Between Plug-In [4] Vehicles and the Utility Grid for Reverse Power Flow

12 J2841 Utility Factor Definitions Not for www.sae.org The total fuel and energy consumption rates of a Plug-In Hybrid Electric Vehicle for Plug-In Hybrid Purchase (PHEV) vary depending upon the distance driven. For PHEVs, the assumption is that operation starts in battery charge-depleting mode and eventually changes to Vehicles Using 2001 battery charge-sustaining mode. Total distance between charge events determines US DOT National how much of the driving is performed in each of the two fundamental modes. An Household Travel equation describing the portion of driving in each mode is defined. Driving statistics Survey Data from the National Highway Transportation Survey are used as inputs to the equation to provide an aggregate "Utility Factor" (UF) applied to the charge- depleting mode results.

J2847 /1 Communication Under www.sae.org This SAE Recommended Practice J2847 establishes requirements and between Plug-In Development specifications for communication between plug-in electric vehicles and the electric power grid, for energy transfer and other applications. Where relevant, this Vehicles and the Utility document notes, but does formally specify, interactions between the vehicle and Grid vehicle operator

J2847 / 2 Communication Under www.sae.org This SAE Information Report J2836/3 establishes use cases for communication between Plug-In Development between plug-in electric vehicles and the electric power grid, for reverse power flow.The use cases described here identify the equipment (system elements) and Vehicles and the interactions to support grid-optimized AC or DC energy transfer for plug-in vehicles Supply Equipment using Reverse Power Flow (EVSE)

J2847 / 3 Communication Under www.sae.org This SAE Recommended Practice J2847/3 establishes the communication between Plug-In Development structure between plug-in electric vehicles and the electric power grid, for reverse power flow. This document identifies the equipment (system elements) and Vehicles and the Utility interactions to support grid-optimized AC or DC energy transfer for plug-in vehicles Grid for Reverse Power using Reverse Power Flow Flow

J2894 / 1 Power Quality Under www.sae.org The intent of this new document is develop a recommended practice based on Requirements for Plug- Development EPRI’s TR-109023 “EV Charging Equipment Operational Recommendations for Power Quality†that will enable vehicle manufacturers, In Vehicle Chargers – charging equipment manufacturers, electric utilities and others to make reasonable Part 1: Requirements design decisions regarding power quality. The three main purposes are as follows: 1.To identify those characteristics of the AC service that may significantly impact the performance of the charging equipment. 2.To identify those parameters of PEV battery charging that must be controlled in order to preserve the quality of the AC service. 3.To recommend target values for power quality, susceptibility and power control parameters which are based on current U.S. and international standards. Furthermore, these recommended values should be technically feasible and cost effective to implement into PEV battery charging equipment

13 J2894 / 2 Power Quality Under www.sae.org —This Recommended Practice is based on EPRI"s TR-109023 - SEV Charging Requirements for Plug- Development Equipment Operational Recommendations for Power Quality. The document will enable vehicle manufacturers, charging equipment manufacturers, electric utilities In Vehicle Chargers – and others to make reasonable design decisions regarding power quality that are Part 2: Test Methods technically feasible and cost effective to implement. —Will address bi-directional energy flow. This Recommended Practice will include guidelines for: —Total Power Factor —Power Conversion Efficiency —Total Harmonic Current Distortion — Current Distortion at Each Harmonic Frequency —Plug in Electric Vehicle Charger Restart After Loss of AC Power Supply —Charger / Electric Vehicle Supply Equipment AC Input Voltage Range —Charger / Electric Vehicle Supply Equipment AC Input Voltage Swell —Charger / Electric Vehicle Supply Equipment AC Input Voltage Surge (Impulse) —Charger / Electric Vehicle Supply Equipment AC Input Voltage Sag —Charger / Electric Vehicle Supply Equipment AC Input Frequency Variations —In-Rush Current —Momentary Outage Ride-Through

J2907 Power rating method Not for www.sae.org Test method and conditions for rating performance of electric propulsion motors as for automotive electric Purchase used in hybrid electric and battery electric vehicles propulsion motor and power electronics sub- system

J2908 Power Rating method Not for www.sae.org Test method and conditions for rating performance of complete hybrid-electric and for hybrid-electric and Purchase battery electric vehicle propulsion systems reflecting thermal and battery capabilities and limitations battery electric vehicle propulsion

J2931 Power Line Carrier Under www.sae.org This SAE Recommended Practice JXXXX establishes the digital communication Communications for Development requirements for the Electric Vehicle Supply Equipment (EVSE) as it interfaces with a Home Area Network (HAN), Energy Management System (EMS) or the Utility Plug-in Electric grid systems. This Recommended Practice provides a knowledge base addressing Vehicles the communication medium functional performance and characteristics, and interoperability to other EVSEs, Plug-In Vehicles (PEVs) and is intended to complement J1772" but address the digital communication requirements associated with smart grid interoperability

UL 50 Standard for Issued http://ulstandardsinfon This standard applies to enclosures for electrical equipment intended to be Enclosures for et.ul.com/scopes/ installed and used in non-hazardous locations in accordance with the Canadian Electrical Code, Part I, CSA C22.1, the provisions of the National Electrical Code, Electrical Equipment NFPA 70, and the provisions of Mexico's Electrical Installations, NOM-001-SEDE, as follows:

UL 1439 Determination of Issued http://ulstandardsinfon Sharpness of Edges on et.ul.com/scopes/ These requirements cover a test procedure to be used to determine the potential Equipment personal injury related to the sharpness of edges that are part of or associated with appliances and equipment

14 UL 2202 EV Charging System Issued http://ulstandardsinfon These requirements cover conductive and inductive charging system equipment Equipment et.ul.com/scopes/ intended to be supplied by a branch circuit of 600 volts or less for recharging the storage batteries in over-the-road electric vehicles (EV). The equipment is located on- or off-board the vehicle. Off-board equipment may be considered for indoor use only. The equipment is intended to be installed in accordance with the National Electrical Code, NFPA 70

UL 2231 Personnel Protection http://ulstandardsinfon These requirements cover devices and systems intended for use in accordance Systems for EV et.ul.com/scopes/ with the National Electrical Code (NEC), ANSI/NFPA 70, Article 625, to reduce the risk of electric shock to the user from accessible parts, in grounded or isolated Charging Circuits circuits for charging electric vehicles. These circuits are external to or on-board the vehicle

UL 2251 Plug, Receptacles and Issued http://ulstandardsinfon These requirements cover plugs, receptacles, vehicle inlets, and connectors, rated Couplers for Electric et.ul.com/scopes/ up to 800 amperes and up to 600 volts ac or dc, intended for conductive connection systems, for use with electric vehicles in accordance with National Vehicles Electrical Code (NEC), ANSI/NFPA-70 for either indoor or outdoor nonhazardous locations

IEC Tele-control Protocols Under http://webstore.iec.ch/ The primary purpose of Telecontrol Application Service Element (TASE.2) is to 60870-6 Compatible with ISO Revision webstore/webstore.nsf transfer data between control systems and to initiate control actions. Data is represented by object instances. This part of IEC 60870 proposes object models and CCITT Standards / from which to define object instances. The object models represent objects for transfer. The local system may not maintain a copy of every attribute of an object instance.

IEC 61334 Distribution automation Under http://webstore.iec.ch/ Describes the structure of distribution networks for both medium and low-voltage using distribution line Revision webstore/webstore.nsf levels and presents the architecture of a distribution automation system using carrier systems / distribution line carrier systems. This publication has the status of a Technical Report - type 3.

IEC 61850 Power System IED Under http://webstore.iec.ch/ IEC 61850-6:2009(E) specifies a file format for describing communication-related Communication and Revision webstore/webstore.nsf IED (Intelligent Electronic Device) configurations and IED parameters, communication system configurations, switch yard (function) structures, and the Associated Data / relations between them. The main purpose of this format is to exchange IED Models capability descriptions, and SA system descriptions between IED engineering tools and the system engineering tool(s) of different manufacturers in a compatible way. The main changes with respect to the previous edition are as follows: - functional extensions added based on changes in other Parts of IEC 61850, especially in IEC 61850-7-2 and IEC 61850-7-3; - functional extensions concerning the engineering process, especially for configuration data exchange between system configuration tools, added; - clarifications and corrections.

15 IEC 61970 Energy Management Under http://webstore.iec.ch/ Provides a set of guidelines and general infrastructure capabilities required for the System Application Revision webstore/webstore.nsf application of the EMS-API interface standards. Describes typical integration scenarios where these standards are to be applied and the types of applications to Program Interface / be integrated. Defines a reference model and provides a framework for the application of the other parts of these EMS-API standards.

IEC 61968 Application integration Under http://webstore.iec.ch/ at electric utilities- Revision webstore/webstore.nsf IEC 61968-9:2009(E) specifies the information content of a set of message types system interfaces for / that can be used to support many of the business functions related to meter distribution reading and control. Typical uses of the message types include meter reading, management (Data meter control, meter events, customer data synchronization and customer switching. Although intended primarily for electrical distribution networks, IEC Models being extended 61968-9 can be used for other metering applications, including non-electrical with SmartEnergy 2.0) metered quantities necessary to support gas and water networks

IEC 62350 Communications Under http://webstore.iec.ch/ This technical report provides an overview of protection availability provided by Systems for Distributed Revision webstore/webstore.nsf residual current-operated protective devices (RCDs) complying with IEC standards for household and similar uses. It highlights the main parameters influencing Energy Resources / protection reliability and provides information on how to install and operate RCDs in relationship to their environmental conditions after installation

IEC 62210 Data and Under http://webstore.iec.ch/ Applies to computerised supervision, control, metering, and protection systems in Communication Revision webstore/webstore.nsf electrical utilities. Deals with security aspects related to communication protocols used within and between such systems, the access to, and use of the systems. Security / Discusses realistic threats to the system and its operation, the vulnerability and the consequences of intrusion, actions and countermeasures to improve the current situation

IEC 62325 Framework for Under http://webstore.iec.ch/ Gives technology independent general guidelines applicable for e-business in Deregulated Electricity Development webstore/webstore.nsf energy markets based on Internet technologies providing: a description of the energy market specific environment; a description of the energy market specify Market / requirements for e business; an example of the energy market structure; an Communications introduction to the modeling methodology; network configuration examples; a general assessment of communication security.

IEC/TR Interoperability within Under http://webstore.iec.ch/ Is a technical report describing all the existing object models, services, and 62357 TC57 in Long Term Revision webstore/webstore.nsf protocols developed in technical committee 57 and showing how they relate to / each other. Presents a strategy showing where common models are needed, and if possible, recommending how to achieve a common model.

IEC 62351 Security for Protocols, Under http://webstore.iec.ch/ Provides an introduction to the remaining parts of the IEC 62351 series, primarily to Parts 1-8 network and system Revision webstore/webstore.nsf introduce the reader to various aspects of information security as applied to power system operations. The scope of the IEC 62351 series is information security for management, role / power system control operations. Its primary objective is to undertake the based access control development of standards for security of the communication protocols defined by IEC TC 57, specifically the IEC 60870-5 series, the IEC 60870-6 series, the IEC

16 61850 series, the IEC 61970 series, and the IEC 61968 series

IEEE 1547 Standard for Issued http://grouper.ieee.org/ Interconnecting groups/scc21/dr_shar This standard establishes criteria and requirements for interconnection of Distributed Resources ed/ distributed resources (DR) with electric power systems (EPS).This document provides a uniform standard for interconnection of distributed resources with with the Electric Power electric power systems. It provides requirements relevant to the performance, System operation, testing, safety considerations, and maintenance of the interconnection.

519 Harmonic Control in Issued http://grouper.ieee.org/ This guide applies to all types of static power converters used in industrial and Electrical Power groups/519/index.html commercial power systems. The problems involved in the harmonic control and reactive compensation of such converters are addressed, and an application guide Systems is provided. Limits of disturbances to the ac power distribution system that affect other equipment and communications are recommended. This guide is not intended to cover the effect of radio frequency interference.

P1901 Standard for Under http://grouper.ieee.org/ The project will develop a standard for high speed (>100 Mbps at the physical Broadband over Power Revision groups/1901/ layer) communication devices via alternating current electric power lines, so called Broadband over Power Line (BPL) devices. The standard will use transmission Line Networks frequencies below 100 MHz. This standard will be usable by all classes of BPL devices, including BPL devices used for the first mile/last-mile connection (<1500 m to the premise) to broadband services as well as BPL devices used in buildings for LANs and other data distribution (<100m between devices). This standard will focus on the balanced and efficient use of the power line communications channel by all classes of BPL devices, defining detailed mechanisms for coexistence and interoperability between different BPL devices, and ensuring that desired bandwidth and quality of service may be delivered. The standard will address the necessary security questions to ensure the privacy of communications between users and allow the use of BPL for security sensitive services. This standard is limited to the physical layer and the medium access sub-layer of the data link layer, as defined by the International Organization for Standardization (ISO) Open Systems Interconnection (OSI) Basic Reference Model. The effort will begin with an architecture investigation, and this will form the basis for detailed scope of task groups that will work within P1901 to develop the components of the final standard

P1901.2 Standard for Low Proposed Frequency Narrow Band Power Line Communications for Smart Grid Applications

NEC Art. Electric Vehicle Issued http://www.nfpa.org/ca 625 Charging System talog/

17 CEC Art. Electric Vehicle Issued http://www.bsc.ca.gov/ 625 Charging System - title_24/default.htm (Adopts & Slightly Alters the NEC, Updated every three years)

CBC Art Ventilation Issued http://www.bsc.ca.gov/ 1202 Requirements for title_24/default.htm Electric Vehicle Charging Sites

CGBC Art Requires CBC Art. Issued http://www.bsc.ca.gov/ A406.1.5. 406.2(Motor Related title_24/default.htm 2.1 Occupancies) to add both a 20A -120V outlet and a 40A-240V outlet / prep. Infrastructure for future vehicle usage. (Please note that table 406.1.5.2 notes how many EV ready parking spots are required per ratio of conventional parking)

CFC California Fire Code http://www.bsc.ca.gov/ title_24/default.htm

18 EPRI’s response to a CPUC report From Efrain Ornelas

Please identify current and pending Society of Automotive Engineers vehicle design and interface technical requirements, the Underwriters Laboratory listed components and systems, and the National Electric Code, California Electric Code, and California Building Code Regulations that govern the installation, operation, and maintenance of charging infrastructure at the residential, commercial, and public charging EVSE.

All PEV charging station installations are subject to national and local building and electrical codes123. These codes ensure the safety, accessibility, and equipment maintenance concerns of PEV equipment users, property managers, utilities, and maintenance workers. These rules and regulations fall into two categories: electrical code requirements and building code requirements. Electrical code requirements cover the safe installation, operation, and long-term maintenance of the electrical equipment at the PEV charging site. Building code requirements govern the physical construction and placement of the PEV charging station(s) and cover such aspects as accessibility of the equipment, stall dimensions, building materials, and placement on the property. The following sections list the existing and current standards in place and/or being developed.

CODES AND REGULATIONS REGARDING PEV CHARGING

Existing Standards

Table 1 Existing Standards Vehicle Design & Interface Certification Regulations Technical Requirements UL Listed Components & National Building Codes (Vehicle Aspects) Systems (Premise Aspects Wiring and (Off-board Equipment) Installations) SAE UL NEC J1772™ - SAE Electric Vehicle UL 2202 – Electric Vehicle (EV) Article 625 – Electric Vehicle and Plug In Hybrid Electric Charging System Equipment Charging System Vehicle Conductive Charge I – General Coupler II – Wiring Methods III – Equipment Construction IV – Control & Protection V – EV Supply Equipment Locations J2293 - Energy Transfer System UL 2231 – Personnel Protection for Electric Vehicles Systems for Electric Vehicle (EV) Part 1: Functional Requirements Supply Circuits and System Architectures Part 1: General Requirements Part 2: Communication Part 2: Particular Requirements Requirements and Network for Protection Devices for Use in

1 “The National Electric Code, Article 625,” NFPA, 2008 2 “Electric Vehicle Infrastructure Installation Guide,” PG&E, March 1999 3 EPRI Report, “Plug-in Electric Vehicle Infrastructure Installation Guidelines,” Vol. 1: Multi-Family Dwelling, EPRI TR 1017682, Sep 2009

19 Architecture Charging Systems SAE J2464 Electric and Hybrid UL 2251 – Plugs, Receptacles Electric Vehicle Rechargeable and Couplers for Electric Energy Storage System (RESS) Vehicles Safety and Abuse Testing

Updates and New Standards The set of standards discussed here can be segmented in 1. Grid Compatibility – These cover the transient and steady-state grid-vehicle interaction requirements that any connected equipment must comply with. SAE J2894 2. Grid Connectivity – These include general and specific charging interface, functional and certification requirements IEC 61851, IEC 62196, SAE 1772, UL943, UL1449, UL2202, UL2231-1&-2, UL2251, UL2594, NEC625, ANSI C12.18, C12.19, C12.20, C12.22 3. Smart Grid Interface – These include general functional and data specifications. Joint ISO/TC22/SC 3 - IEC/TC 69, SAE J2847/J2836, SEP2.0, NIST PAP11, PAP15 4. Future Applications: Included here are functional and qualification requirements for distributed generation (as in vehicle-to-grid power transfer) equipment U1741, IEEE1547

1. SAE • Common EV Supply Equipment / Charging Coupler – SAE J1772™ - Updating connector - Increasing 120V (level 1) and 240V (level 2) power levels - Added diagnosable detection circuit • Energy Transfer System for Electric Vehicles – SAE J2293 - Retained for existing equipment support • Recommended Practice for Communication between Plug-in Vehicles and the Utility Grid – SAE J2847 & SAE 2836™ - J2836™ - TIR - General info including Use Cases - J2847 – RP – Detail information o /1 – Utility programs o /2 – DC Energy Transfer (off-board charger in EVSE - Simplified and replaces J2293) o /3 – Reverse Energy Flow o /4 – Diagnostics o /5 – Vehicle Manufacturer Specific • Electric and Hybrid Electric Vehicle Rechargeable Energy Storage System (RESS) Safety and Abuse Testing – SAE J2464 - A major revision of the 10 year old document is intended to update the recommend practice to: - Improve test descriptions, procedures and data analysis, incorporating lessons learned from conducting testing. - Include other types of electric energy storage devices (e.g., electrochemical capacitors) and new types of electrified vehicular designs. ƒ Previous J2464 title was “Electric Vehicle Battery Abuse Testing” - Make the test results more quantitative

• Charger Power Quality Requirements – SAE J2894 - New standard for on-& off-board chargers • Power Line Carrier Communications for Plug-in Electric Vehicles – SAE J2931

20 - J2931 is where the PLC standard (HP-AV, HP-CC, etc), internet protocol (IPv6), and the SEP2 messages could get defined. Split between the logic of the messages and the implementation of the communication.

2. UL • Electric Vehicle (EV) Charging System Equipment – UL 2202 - Charging station safety - Harmonization with SAE • Software in Programmable components – UL 1998 • Personnel Protection Systems for Electric Vehicle (EV) Supply Circuits – UL 2231 • Plugs, Receptacles, and Couplers for Electric Vehicles – UL 2251 - Updates required to include new connector • Electric Vehicle Supply Equipment – UL 2594 - New standard on cordset • Inverters, converters, controllers and interconnection System Equipment for use with Distributed Energy Resources – UL 1741 • Ground-Fault Circuit-Interrupters – UL 943 • Surge Protective Devices – UL 1449

3. NEC • Electric Vehicle Charging System Equipment – NEC Article 625 Code Revision Task Force • Electrified Truck Parking Spaces – NEC Article 626 Code Revision Task Force

4. IEC • IEC 61851 (IEC TC69/WG4) Electric vehicle conductive charging system, Part 1, 21, 22, 23 • IEC 61851-24 (IEC TC69/WG4) Electric vehicle conductive charging system-Part 24:Communication between vehicle and charging station • IEC 62196 (IEC TC23/SC23H) - Part 1: Plugs, socket-outlets and vehicle couplers - Conductive charging of electricity vehicles • IEC 62196 (IEC TC23/SC23H) - Part 2: Dimensional interchangeability requirements for pin and contact-tube vehicle couplers

5. ISO • ISO 12405-1 (ISO/TC22/SC21) Test specification for Lithium-Ion traction battery systems -- Part 1: High power applications • Joint ISO/TC 22/SC 23 - IEC TC69: Vehicle to grid communication interface • ISO TC22 agreed to establish a joint working group with IEC TC69 to standardize the communication between electric road vehicles and charging stations. ISO TC22 will take the lead in this joint activity with experts from SC3/WG1, SC21 and also IEC/TC69

6. Smart Energy 2.0 Development and Harmonization • Develop and harmonize with SDOs to develop common messaging for PEV Communications • PEV requirements to be included in SE 2.0

7. National Institute of Standards and Technology - In cooperation with DOE, NEMA, IEEE, GWAC, and other SDOs, NIST is responsible for consolidating the standards associated with the smart grid efforts. PEV is identified as a component of the smart grid in NIST Interoperability Roadmap a. Recognize existing consensus standards and develop a roadmap to fill gaps b. Provide recommendations for new standards c. Harmonize SAE & SE 2.0 activities d. Develop testing and certification framework

21

Electric Vehicle Conductive Charge Coupler Standard This SAE Recommended Practice covers the general physical, electrical, and performance requirements for the electric vehicle conductive charge system and coupler for use in North America. This recommended practice redefines AC Level 1 and AC Level 2 charge levels and specifies a new conductive charge coupler and electrical interfaces for those levels. Couplers and interfaces for DC and higher AC charge levels are currently being developed and will be added to this document upon completion.

Table 2 Components of PEV Charging System based on SAE J1772™ US/Japan

IEC 62-196-2 Type I Pins 5 pins (2xpower, 1 xground, 2x signal) Maximum voltage 240V Maximum current 32A (80A in US) Phases 1 Maximum power 7.2 kW (19.2 kW US) Interlock Mechanical latch on connector Control Pilot PWM signal Proximity Resistor in connector (also used to detect latch status) Digital communication PLC

PEV Charging Level Electric vehicle charging is performed at different voltage levels and using different technologies depending on the model of the PEV and the type of charging situation. Level 1 and level 2 PEV charging are the most common while level 3 charging is most often associated with “fast charge” operations in fueling station or commercial fleet environments.

• AC Level 1 Charging* - 120V AC charging from standard 15 or 20 amp NEMA outlet, on-board vehicle charger (~1.9kw) • AC Level 2 Charging* - 208 – 240 AC charging up to 80 amps, on-board vehicle charger (~19kw) • DC Charging (Fast Charging)** - Off-board charger connects directly to vehicle high voltage battery bus

Table 3 Characteristics of Level 1 and Level 2 PEV Charging4 Voltage Amps Power Phase Outlet (kVA) Level 1 120 12 1.44 single NEMA 5-15R Level 2 208/240 12 - 80 6.7/7.7 single SAE J1772

National Electric Code The National Fire Protection Association’s 2008 National Electric Code (NEC) has established standards for the installation of electric vehicle charging stations. Chapter 6, article 625 of NEC provides details for wiring methods, equipment construction, control and protection, and

4 SAE J1772 draft, “Electric Vehicle Conductive Charge Coupler”

22 recommendations for EVSE locations. Section 4 of this report provides more technical requirements for wiring EVSE installations. Below are summaries of key NEC article 625 standards for EVSE installations: Wiring – EVSE other than cord-and-plug, single phase, 15 or 20 amp must be permanently connected to service and fastened in place with no exposed live parts. Plugs must be non-interchangeable with other electrical devices, and the EVSE should have a means to prevent unintentional disconnection.

Equipment Construction – Equipment must be clearly marked with ventilation, voltage, and intended usage labels. Cables and equipment must provide a means for cable de-energization.

Control and Protection – Overcurrent protection provisions for the EVSE are required, as well as a listed system of personnel protection against shock.

EVSE Locations – Outdoor EVSE equipment must be no less the 600 mm (24 in.) or more than 1.2 m (48 in.) from the ground. Additional requirements for indoor and outdoor installations are detailed in the full NEC article 625.

Note that other NEC articles may apply, including standards for grounding, installation of conduit, and ventilation.

State and Local Electric Codes While state and local electrical codes usually adhere to NEC safety recommendations, many have additional requirements which must be met to pass planning, permit, and final inspection stages of the PEV charging facility. City and county offices can provide property managers and contractors with the relevant codes for planning and installing EVSE in facilities to adhere to these local code requirements. Local Building Codes and Ordinances While electric codes are of primary concern in the installation of EVSE, additional building codes may be applicable. For example, some municipalities may require that outdoor EVSE have minimum vehicle space dimensions for charging stalls, wheelstops, etc. Indoor charging stations may have similar space and material requirements. City and/or county offices can provide detailed information on EVSE building codes, if applicable. California Electrical Code (CEC)5 The 1998 California Electrical Code (CEC), administered by the California Building Standards Commission and the state Fire Marshall's office, mirrors the NEC. Variations with the NEC were reconciled in 1998. UL Listing and Equipment Certification All EVSE used at the PEV charging station site should be listed and approved for use in residential multi-unit charging installations by the Underwriters Laboratory (UL). The contractor for the EVSE installation is responsible for certifying that all equipment is UL approved and meets or exceeds all national and local electrical code requirements. Underwriters Laboratory has an online certification verification directory at: http://database.ul.com

Table 4 Codes and Specifications Codes and Specifications for Supply Codes and Specifications for Receptacle Equipment (EVSE) and cord plug NEC Article 625 SAE J1772™

5 “Electric Vehicle Infrastructure Installation Guide,” PG&E, March 1999

23 SAE J1772™ IEC 62196 SAE J2847 & SAE 2836™ UL 2251 UL 1998 UL 2202 UL 2231 IEC 61851

Communication Standards

While until as recently as 2007, the concept of the PEVs’ control and communication system connected to the grid was foreign to the automobile manufacturers, this situation is rapidly evolving and in the span of last few months, a whole host of initiatives have been established to quickly address this gap in automobile’s capabilities to communicate with the grid and control its own energy draw from the grid as needed, as well as provide acknowledgement of having done so. These initiatives range from SDOs such as OpenHAN6 / OpenAMI7 / ZigBee alliance8 releasing their specification for Smart Energy Profile v1.09 to HomePlug10 alliance working on their IEEE P190111 specification to SAE developing requirements for control and communication between plug-in electric vehicles and the electric grid under the aegis of SAE standards J284712 and J283613.

J2847/1 supports AC or DC energy transfer. J2847/2 supports the additional messages for DC energy transfer and replaces J2293. J2847/3 supports Reverse Power Flow (RPF) and this series is based upon requirements jointly developed by vehicle manufacturers, electric utilities, grid operators, technology suppliers, and other stakeholders. These requirements are reflected in SAE Information Report J2836/1, Use Cases for Communication between Plug-in Vehicles and the Utility Grid.

Whereas J2293 focused on communication between the vehicle and local, off-board electric vehicle supply equipment (EVSE) with optional grid interaction, J2847/1, /2 & /3 focuses on communication between the vehicle and grid, with the EVSE playing the role of local intermediary. Additionally, while J2293 included support for J1773-based inductive charging and J1850-based communication, these are obsolete and hence not supported by J2847. In order to maintain information for existing systems, this task force has reaffirmed J2293, preserving that specification at its last revision level. This specification addresses major changes that have occurred since 1997 (when J2293 was published) in the technologies of electric vehicles, the grid, and information processing, including:

(1) support for bi-directional energy transfer between vehicle and grid (FPF and RPF, as defined above); (2) support for new local communications media between vehicle and EVSE (to replace J1850), such as power line communication (PLC) and wireless transports (Zigbee, WiFi, etc.); (3) synchronizing with a major revision of J1772 which includes new connectors and signals between the vehicle and EVSE, and additional AC and DC power levels; (4) support for new vehicle architectures such as plug-in hybrid (PHEV) and plug-in fuel cell (PFCV) vehicles; (5) support for new rechargeable energy storage system (RESS) technologies and packaging methods;

6 http://osgug.ucaiug.org/utilityami/openhan/default.aspx 7 http://osgug.ucaiug.org/utilityami/default.aspx 8 http://www.zigbee.org/en/index.asp 9 www.zigbee.org/imwp/download.asp?ContentID=12484 10 www.homeplug.org 11 http://grouper.ieee.org/groups/1901/ 12 http:// www.sae.org/servlets/works/documentHome.do?comtID=TEVHYB&docID=J2847&inputPage=wI pSdOcDeTaIlS 13 www.sae.org/servlets/works/documentHome.do?comtID=TEVHYB&inputPage=wIpS

24 (6) support for vehicle telematic communication transports; and (7) support for new developments in both utility and customer premises equipment, such as advanced metering infrastructure (AMI) and home-area network (HAN) technologies

The purpose of J2836/1 is to document the set of use cases which must be supported by SAE Recommended Practice J2847/1, Communication between Plug-in Vehicles and the Utility Grid. The purpose is to • To capture requirements associated with PEV infrastructure, core functions and related applications to facilitate successful integration of PEV into the utility enterprise - Develop Functional and Non-Functional requirements and specifications

- Evaluate, Distill, Prioritize, and Publish requirements

• Develop and document the set of use cases which must be supported by SAE Recommended Practice J2847, Communication between Plug-in Vehicles and the Utility Grid. • Requirements should support AMI as well as non-AMI environments • Requirements should be independent of the transport layer • Extract requirements from the usecases which must be supported by SAE Recommended Practice J2847, Communication between Plug-in Vehicles and the Utility Grid

High Level PEV Communications Requirements14

SAE J2847/SAE 2293 and SEP 2.0 will provide the messages and communications application standards for Smart Charging

• Standards-based implementation of ‘application layer’: SAE J1772/J2836 and Smart Energy 2.0 • Supports compatibility and interoperability among alternative message transport protocols – shall not specify the physical layer • Supports Open, interoperable systems • Single interface on automotive side, interoperable with diverse 50-state and Canadian utility smart grid infrastructure • Standards shall apply to AMI and Non AMI communications solutions • Standards address a specific direction toward the long term - Should not divert or interject specifications for short term gap/bridges • Market/Utilities will develop gap or derivative solutions but should be forward compatible with the long term direction provided in the standard - Examples are smart plugs, smart EVSE, and other intermediaries for a Dumb Vehicle - Intermediaries are acceptable but should comply to the standard and be compatible with a Smart Vehicle • Avoid allowing for incompatible alternatives within the standard • Supports secure two-way communication with the Energy Services Communication Interface (i.e., Utility) • Supports time- or price-based charging preferences based on current electric rate/tier • Supports vehicle charging at any voltage • Support vehicle load correlation (end use metering of the PEV) • Support Demand Side Management Integration • Support vehicle charging regardless of utility metering and/or communication availability

14 EPRI Report, “Smart Charging Development for Plug-in Hybrid and Electric Vehicles – Preliminary usecase Development for SAE Recommended Practice J2847/Jj2836,” TR 1015886, Dec 2008

25 • Supports vehicle roaming and unified billing infrastructure • Supports Customer override/opt-outs • PEV-to-Utility communications technology based on open standards

26 How does the timeframe for each code and standard adoption impact current and future vehicle and EVSE products?

Timeline

SAE J1772™ - 1st level ballot September 2009. - Second level ballot start November 6th 2009 and close December 4th 2009 - Release for publishing by end of 2009

SAE J2847

Aug 2009 Jun 11 Level 1 & 2 Connector Ballot DC Connector Ballot J1772TM

10 1 4 7 10 1 4 7 10 1 4 7 10 1 4 7 10 1 4

9/28/2006 6/16/2011 January 28, 2010 Update and refresh

November 8, 2009 September 28, 2010 Initial Ballot Re-Ballot J2836/1TM & 2847/1

9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10

8/29/2008 10/16/2010 April 9, 2010 Ballot J2836/2TM & 2847/2

2 3 4 5 6 7 8 9 10 11 12 1 2 3 4

1/21/2009 4/17/2010 July 11, 2010 J2836/3TM, /4, /5 & Ballot 2847/3, /4, /5

7 8 9 10 11 12 1 2 3 4 5 6 7 6/21/2009 7/16/2010 Figure 1 Timeline for SAE Communication Documents15

15 SAE Communication Task Force J2847 & J2836

27 SE 2.0

Releases SE 1.x OTA 1.x SE SE 2.0

Figure 2 Timeline for SE 2.016 (Source: Smart Energy Council Alliance Workgroup)

16 SmartGrid Update – SAE and SE 2.0 Working Group Meeting June 2009

28 Progress Report - IEC Standards Committees From Greg Nieminski

Minimum Timeline Project Stage Associated Document Name Abbreviation (for comment and/or voting) Proposal stage New Work Item Proposal NP 3 months for voting

Preparatory stage Working draft WD 12 months recommended

Committee stage Committee draft CD 2-4 months for comment

5 months for comment and Enquiry stage Enquiry draft IEC/CDV voting

Approval stage Final Draft International Standard FDIS 2 months for voting

Publication stage International Standard IEC or ISO/IEC 1.5 months minimum

IEC TC18 MT26 ‐ IEC/ISO/IEEE 60092‐510: Electrical installations in ships ‐ Special features ‐ High Voltage Shore Connection Systems (HVSC‐Systems)

• Second CD issued as document 18/1156/CD. Approx. 350 additional comments received from National Committees. When resolved, document will go to voting stage (CDV). MT26 meeting June 12-16, 2010, Seattle, WA to resolve comments, prepare CDV.

IEC SC23H PT HVSC – IEC 62613 series – High‐Voltage Plugs, Socket‐Outlets, Ship Connectors And Ship Inlets For High‐Voltage Shore Connection Systems (HVSC‐Systems)

• Part 1: General Requirements – Constructional and test requirements for both 7.2kV and 12 kV plugs, socket‐outlets (receptacles), connectors and ship inlets.

• Part 2: Interchangeability Requirements For Accessories Used for Shore to Ship Connections for Various Types of Ship. – Contains specific drawings, details, dimensions and tolerances for devices identified by TC 18, MT26 as means for connecting various ship types to shore power. CD’s were issued for both part 1 and 2 (23H/226/CD and 23H/227/CD). Comments requested by June 5, 2010. Meeting scheduled June 16-17, 2010, Seattle, WA to review and respond to comments. When resolved, document will go to voting stage (CDV).

IEC TC69 WG4 – IEC 61851 series ‐ Electric Vehicle Conductive Charging System (Infrastructure)

• Part 1: General Requirements: Completed draft document sent to IEC General Office for release as FDIS (Final Draft International Standard). Awaiting publication of FDIS. Proposed Standard contains definitions, ratings, methods for connection, constructional details and tests for all types of Charging Systems.

29 • Part 21: Electric Vehicle Requirements for Conductive Connection to an A.C./D.C. Supply Contains EV constructional and test requirements for conductive connection to a.c. or d.c. supply, when EV is connected to the supply network. Revision and updating of published standard (2001), working draft circulated to WG4 experts for review and comment. • Part 22: AC Electric Vehicle Charging Station Contains specific constructional and test requirements for AC Charging Stations. Revision and updating of published standard (2001), working draft circulated to WG4 experts for review and comment.

• Part 23: DC Electric Vehicle Charging Station New Work Proposal accepted. New PT (WG4) will meet to develop specific requirements (working draft) for DC Charging Stations. Meeting scheduled July 12-16, 2010, review of working drafts and comments for parts 2-1, 2-2, and 2-3, begin preparation of CDs for each part. • Part 24 IEC 61851‐2‐4: Electric vehicles conductive charging system – Part 2‐4: Control communication protocol between off‐board d.c. charger and electric vehicle New Work Proposal sent out May 7, 2010 to develop specific requirements for DC Charging Stations. Requests support and experts from NCs to work on project, reply by September 3, 2010. If accepted, new Project team (PT) to meet late 2010.

IEC SC23H PT 62196/MT8 – IEC 62196 series ‐ Plugs, Socket‐Outlets, and Vehicle Couplers ‐ Conductive Charging of Electric Vehicles

• Part 1: General Requirements – Constructional and test requirements for EV/PHEV plugs, socket‐outlets (receptacles), vehicle connectors and vehicle inlets. Revision and updating of published standard (2003), being handled by Maintenance Team 8 (MT8). Constructional & test requirements. • Part 2: Dimensional Interchangeability Requirements for Pin and Contact‐Tube Accessories With Rated Operating Voltage Up to 500 V A.C. – Identifies specific types of AC vehicle accessories with detailed drawings and dimensions. Work being done by PT 62196. CD’s were issued for both part 1 and 2 (23H/222/CD and 23H/223/CD). PT 62196 and MT8 met April, 2010, Rome, Italy to respond to comments. Based on comments and issues, both parts modified and 2nd CDs to be issued for further review. Comments anticipated by Sept, 2010. Meeting scheduled Sept. 27 – Oct. 2, 2010, Japan to review and respond to comments. If resolved, documents will go to voting stage (CDV).

Issues: Part 1 – Several countries commented on need for shuttered socket‐outlets based on national regulations. Exception adding this requirement can be added for each country having such requirements. Further questions raised: Q1 ‐ Does requirement for shutters apply to socket‐outlets installed in EVSE to supply male plug on EV cord set? Q2 – For EVs intended for bi‐directional energy transfer, should vehicle inlet be provided with IPXXD (or equivalent) protection if EV connector is withdrawn? Q3 ‐ For EVs using EV cord set and intended for bi‐directional energy transfer, what additional protection should be provided for plug (exposed pins or blades) if it is pulled out from socket outlet first before EV connector?

30 Questionnaire (23H/233/DC) sent to all National Committees raising these issues and asking what is required in their country. The purpose of this document is to give National Committees the opportunity to define any special constructional features or conditions for the use of socket‐outlets in both the buildings, parking areas, and any other special locations dedicated to EV Charging, as well as for socket‐outlets installed within any EV supply equipment (EVSE) used for charging EVs, required by their National rules and regulations.

Part 2 – Physical layout and configuration of EV connector and inlet for construction type 2 (German proposal) changed, new drawings needed.

Part 3 (Future IEC 62196‐3): Plugs, socket‐outlets, and vehicle couplers ‐ conductive charging of electric vehicles – Dimensional interchangeability requirements for pin and contact‐tube coupler with rated operating voltage up to 1 000 V d.c. and rated current up to 400 A for dedicated d.c. charging.

New Work Proposal (23H/229/NP) issued March, 2010, to develop specific requirements for DC Charging Stations. Requests National Committee’s support and experts to work on project. NC’s to respond by June 25, 2010. New “PT EVDC” to meet tentatively in Sept, 2010, in Japan. Scope: This part of IEC 62196 is applicable to vehicle couplers with pins and contact‐tubes of standardized configuration for dedicated d.c. charging of electric vehicles, with rated operating voltage up to 1 000 V d.c. and rated current up to 400 A. Standard ratings of 600 V d.c., 200 A and 1 000 V d.c., 400 A are proposed. This standard applies to a high power d.c. interface of vehicle couplers specified in IEC 62196‐1, and intended for use in conductive charging systems for circuits specified in IEC 61851‐1 and IEC 61851‐23 (under consideration). The vehicle couplers covered by this standard shall be used only in charging mode 4, according to IEC 61851‐1.

31 1 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

Minimum Timeline Project Stage Associated Document Name Abbreviation (for comment and/or voting)

Proposal stage New Work Item Proposal NP 3 months for voting

Preparatory stage Working draft WD 12 months recommended

Committee stage Committee draft CD 2‐4 months for comment

5 months for comment and Enquiry stage Enquiry draft IEC/CDV voting

Approval stage Final Draft International Standard FDIS 2 months for voting

Publication stage International Standard IEC or ISO/IEC 1.5 months minimum

2 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

IEC TC18 MT26 ‐ IEC/ISO/IEEE 60092‐510: Electrical installations in ships ‐ Special features ‐ High Voltage Shore Connection Systems (HVSC‐Systems)

• Second CD issued as document 18/1156/CD. Approx. 350 additional comments received from National Committees. When resolved, document will go to voting stage (CDV). MT26 meeting June 12‐16, 2010, Seattle, WA to resolve comments, prepare CDV. 3 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

IEC SC23H PT HVSC – IEC 62613 series – High‐Voltage Plugs, Socket‐Outlets, Ship Connectors And Ship Inlets For High‐Voltage Shore Connection Systems (HVSC‐Systems)

• Part 1: General Requirements – Constructional and test requirements for both 7.2kV and 12 kV plugs, socket‐outlets (receptacles), connectors and ship inlets.

• Part 2: Interchangeability Requirements For Accessories Used for Shore to Ship Connections for Various Types of Ship. – Contains specific drawings, details, dimensions and tolerances for devices identified by TC 18, MT26 as means for connecting various ship types to shore power. CD’s were issued for both part 1 and 2 (23H/226/CD and 23H/227/CD). Comments requested by June 5, 2010. Meeting scheduled June 16‐17, 2010, Seattle, WA to review and respond to comments. When resolved, document will go to voting stage (CDV). 4 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

IEC TC69 WG4 – IEC 61851 series ‐ Electric Vehicle Conductive Charging System (Infrastructure)

• Part 1: General Requirements: Completed draft document sent to IEC General Office for release as FDIS (Final Draft International Standard). Awaiting publication of FDIS.

Proposed Standard contains definitions, ratings, methods for connection, constructional details and tests for all types of Charging Systems.

• Part 21: Electric Vehicle Requirements for Conductive Connection to an A.C./D.C. Supply Contains EV constructional and test requirements for conductive connection to a.c. or d.c. supply, when EV is connected to the supply network. Revision and updating of published standard (2001), working draft circulated to WG4 experts for review and comment.

• Part 22: AC Electric Vehicle Charging Station Contains specific constructional and test requirements for AC Charging Stations. Revision and updating of published standard (2001), working draft circulated to WG4 experts for review and comment. 5 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

• Part 23: DC Electric Vehicle Charging Station New Work Proposal accepted. New PT (WG4) will meet to develop specific requirements (working draft) for DC Charging Stations.

Meeting scheduled July 12‐16, 2010, review of working drafts and comments for parts 2‐1, 2‐2, and 2‐3, begin preparation of CDs for each part.

• Part 24 IEC 61851‐2‐4: Electric vehicles conductive charging system – Part 2‐4: Control communication protocol between off‐board d.c. charger and electric vehicle New Work Proposal sent out May 7, 2010 to develop specific requirements for DC Charging Stations. Requests support and experts from NCs to work on project, reply by September 3, 2010. If accepted, new Project team (PT) to meet late 2010. 6 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

IEC SC23H PT 62196/MT8 – IEC 62196 series ‐ Plugs, Socket‐Outlets, and Vehicle Couplers ‐ Conductive Charging of Electric Vehicles

• Part 1: General Requirements – Constructional and test requirements for EV/PHEV plugs, socket‐outlets (receptacles), vehicle connectors and vehicle inlets. Revision and updating of published standard (2003), being handled by Maintenance Team 8 (MT8). Constructional & test requirements.

• Part 2: Dimensional Interchangeability Requirements for Pin and Contact‐Tube Accessories With Rated Operating Voltage Up to 500 V A.C. – Identifies specific types of AC vehicle accessories with detailed drawings and dimensions. Work being done by PT 62196. CD’s were issued for both part 1 and 2 (23H/222/CD and 23H/223/CD). PT 62196 and MT8 met April, 2010, Rome, Italy to respond to comments.

Based on comments and issues, both parts modified and 2nd CDs to be issued for further review. Comments anticipated by Sept, 2010. Meeting scheduled Sept. 27 – Oct. 2, 2010, Japan to review and respond to comments. If resolved, documents will go to voting stage (CDV). 7 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

Issues: Part 1 – Several countries commented on need for shuttered socket‐outlets based on national regulations. Exception adding this requirement can be added for each country having such requirements. Further questions raised: Q1 ‐ Does requirement for shutters apply to socket‐outlets installed in EVSE to supply male plug on EV cord set? Q2 – For EVs intended for bi‐directional energy transfer, should vehicle inlet be provided with IPXXD (or equivalent) protection if EV connector is withdrawn? Q3 ‐ For EVs using EV cord set and intended for bi‐directional energy transfer, what additional protection should be provided for plug (exposed pins or blades) if it is pulled out from socket outlet first before EV connector? Questionnaire (23H/233/DC) sent to all National Committees raising these issues and asking what is required in their country. The purpose of this document is to give National Committees the opportunity to define any special constructional features or conditions for the use of socket‐ outlets in both the buildings, parking areas, and any other special locations dedicated to EV Charging, as well as for socket‐outlets installed within any EV supply equipment (EVSE) used for charging EVs, required by their National rules and regulations.

Part 2 – Physical layout and configuration of EV connector and inlet for construction type 2 (German proposal) changed, new drawings needed. 8 Progress Report ‐ IEC Standards Committees EPRI IWC June 9, 2010

Part 3 (Future IEC 62196‐3): Plugs, socket‐outlets, and vehicle couplers ‐ conductive charging of electric vehicles – Dimensional interchangeability requirements for pin and contact‐tube coupler with rated operating voltage up to 1 000 V d.c. and rated current up to 400 A for dedicated d.c. charging.

New Work Proposal (23H/229/NP) issued March, 2010, to develop specific requirements for DC Charging Stations. Requests National Committee’s support and experts to work on project. NC’s to respond by June 25, 2010. New “PT EVDC” to meet tentatively in Sept, 2010, in Japan.

Scope: This part of IEC 62196 is applicable to vehicle couplers with pins and contact‐tubes of standardized configuration for dedicated d.c. charging of electric vehicles, with rated operating voltage up to 1 000 V d.c. and rated current up to 400 A. Standard ratings of 600 V d.c., 200 A and 1 000 V d.c., 400 A are proposed. This standard applies to a high power d.c. interface of vehicle couplers specified in IEC 62196‐1, and intended for use in conductive charging systems for circuits specified in IEC 61851‐1 and IEC 61851‐23 (under consideration). The vehicle couplers covered by this standard shall be used only in charging mode 4, according to IEC 61851‐1. On-Board Charger Characteristics & Assessment

Arindam Maitra Randy Horton Eric Hubbard John Halliwell

June 9, 2010 System Compatibility and Power Quality Assessment – Testing and Modeling

• Verify electrical characteristics of on-board battery charger via measurements • Characterize the vehicle’s behavior when it is subjected to electrical anomalies

Harmonic Spectrum Evaluation

40% PEV Charger 1: 120V - THDI - 5.6% PEV Charger 2 – 120V - THDI - 9.7% PEV Charger 3 – 120V - THDI - 5.7% PEV Charger 4 – 120V-THDI - 14.7% PEV Charger 5 – 120V - THDI - 29% PEV Charger 6 – 240V - THDI - 4.6% PEV Charger 7 – Tesla 240V - THDI - 5.7% 30%

20%

10%

0% H3 H4 H5 H6 H7 H8 H9 H10 H11 H13 H23 H25

© 2010 Electric Power Research Institute, Inc. All rights reserved. 2 Data Collected from the Following Chargers

Primary Voltage (12kV-3Ø) SERVICE XFMR • PEV Charger 1 –120V Secondary Voltage (480V-3Ø) • PEV Charger 2 –120V • PEV Charger 3 –120V

Primary Voltage • PEV Charger 4 –120V (480V-1Ø) STEP-DOWN XFMR Secondary Voltage • PEV Charger 5 –120V (240V-1Ø) • PEV Charger 6 –240V

60A CB • PEV Charger 7 –240V 2-Pole

50A FD 2-Pole POWER QUALITY METER

M

EVSE

© 2010 Electric Power Research Institute, Inc. All rights reserved. 3 Additional Measurements Collected on Additional Chargers

• PEV Charger 8 – Ford Escape 120V • PEV Charger 9 – F550 Trouble Truck 240V • PEV Charger 10 – Tesla Roadster 240V

© 2010 Electric Power Research Institute, Inc. All rights reserved. 4 Spectrum of 230V AC Power Supplies Tested

• 69 different make and models tested

I thd @ 100% Load Histogram THDi (100%Loading) 35

25 30

20 25 15 20 10 15 Frequency 5 10 0 5 3.33 9.66 More 6.495 15.99 22.32

12.825 19.155 25.485 0 Bin 1 4 7 1013161922252831343740434649525558616467

© 2010 Electric Power Research Institute, Inc. All rights reserved. 5 Spectrum Analysis : PEV Charger 1 – 120V

PEV Charger 1 – 120V: I (Amps)

13

11

9

7

5

3

1 0123456789101112131415161718192021222324

PEV Charger 1 – 120V: I (KW)

1.6

1.4

1.2

1

0.8

0.6

0.4

0.2 © 2010 Electric Power Research Institute, Inc. All rights reserved. 01234567891011121314151617181920212223246 Spectrum Analysis : PEV Charger 2 – 120V

PEV Charger 2 – 120V: I (Amps)

12

10

8

6

4

2

0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

PEV Charger 2 – 120V: I (KW)

1.4

1.2

1

0.8

0.6

0.4

0.2

0 © 2010 Electric Power Research Institute, Inc. All rights reserved. 07 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 Spectrum Analysis : PEV Charger 4 –120V

PEV Charger 4 – 120V: I (Amps)

12

10

8

6

4

2

0 0123456789101112131415161718192021222324

PEV Charger 4 – 120V: I (KW)

1.4

1.2

1

0.8

0.6

0.4

0.2

0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 © 2010 Electric Power Research Institute, Inc. All rights reserved. 8 Spectrum Analysis : PEV Charger 5 –120V

PEV Charger 5 – 120V: I (Amps)

10 9 8 7 6 5 4 3 2 1 0 0123456789101112131415161718192021222324

PEV Charger 5 – 120V: I (KW)

1.2

1

0.8

0.6

0.4

0.2

0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 © 2010 Electric Power Research Institute, Inc. All rights reserved. 9 PEV Charger 6 : Rome, Georgia: Ford Escape

• First PHEV tested was a Ford Escape in Rome GA • Connected to the grid via standard 120V connector • Was at 40% charge to begin the testing.

120V Charger Connection

© 2010 Electric Power Research Institute, Inc. All rights reserved. 10 PEV Charger 6 : Rome, Georgia: Vision Data

• The nicolet vision was used to record both 10 minutes of steady state at 36kS/s, but was also used to record the startup • This unit started the charge cycle as soon as the cable was plugged in

© 2010 Electric Power Research Institute, Inc. All rights reserved. 11 PEV Charger 6 : Rome, Georgia: Hioki Data - Power Factor

© 2010 Electric Power Research Institute, Inc. All rights reserved. 12 PEV Charger 6 : Rome, Georgia: Hioki Data - Volts RMS

© 2010 Electric Power Research Institute, Inc. All rights reserved. 13 PEV Charger 6 : Rome, Georgia: Hioki Data - Amps RMS

© 2010 Electric Power Research Institute, Inc. All rights reserved. 14 PEV Charger 6 : Rome, Georgia: Hioki Data - kW

© 2010 Electric Power Research Institute, Inc. All rights reserved. 15 PEV Charger 10 : Columbus GA, Georgia: F550 Trouble Truck

• Second PHEV tested was a Ford F-550 Trouble Truck • Connected to the grid via CS63-65C connector on the wall side. On the vehicle side, it is a 20 amp 250 volt NEMA 6-20 • Voltage was 208 L-L wired phase, phase, ground.

120V Charger Connection

© 2010 Electric Power Research Institute, Inc. All rights reserved. 16 PEV Charger 9 : Columbus GA: Vision Data

• The nicolet vision was used to record both 10 minutes of steady state at 36kS/s, but was also used to record the startup • This unit started the charge cycle after the cable was plugged in, and a black button was pushed

© 2010 Electric Power Research Institute, Inc. All rights reserved. 17 PEV Charger 10 : Columbus GA: Hioki Data - Power Factor

© 2010 Electric Power Research Institute, Inc. All rights reserved. 18 PEV Charger 10 : Columbus GA: Hioki Data - Volts RMS

© 2010 Electric Power Research Institute, Inc. All rights reserved. 19 PEV Charger 10 : Columbus GA: Hioki Data - Amps RMS

© 2010 Electric Power Research Institute, Inc. All rights reserved. 20 PEV Charger 10 : Columbus GA: Hioki Data - kW

© 2010 Electric Power Research Institute, Inc. All rights reserved. 21 PEV Charger 9 : Gulfport MS: Tesla Roadster

• Third PHEV was a Tesla Roadster in Gulfport MS. • Connected to the grid via 240V, 30A cord-set (NEMA 1450R • The unit was wired L-L at 240V.

120V Charger Connection

© 2010 Electric Power Research Institute, Inc. All rights reserved. 22 PEV Charger 10 : Gulfport MS: Vision Data

• The nicolet vision was used to record both 10 minutes of steady state at 36kS/s, but was also used to record the startup • This unit started the charge cycle once the cable was plugged in, and a slider was slid forward.

© 2010 Electric Power Research Institute, Inc. All rights reserved. 23 PEV Charger 9: Gulfport MS: Hioki Data – Power Factor

© 2010 Electric Power Research Institute, Inc. All rights reserved. 24 PEV Charger 9: Gulfport MS: Hioki Data – Volts RMS

© 2010 Electric Power Research Institute, Inc. All rights reserved. 25 PEV Charger 9: Gulfport MS: Hioki Data – Amps RMS

© 2010 Electric Power Research Institute, Inc. All rights reserved. 26 PEV Charger 9: Gulfport MS: Hioki Data - kW

© 2010 Electric Power Research Institute, Inc. All rights reserved. 27 Spectrum Analysis

Harmonic Spectrum Evaluation

40% PEV Charger 1:120V PEV Charger 2:120V PEV Charger 3:120V

PEV Charger 4:120V PEV Charger 5:120V PEV Charger 6:120V 30%

20%

10%

0% H3 H5 H7 H9 H11 H13 H23 H25

© 2010 Electric Power Research Institute, Inc. All rights reserved. 28 Spectrum Analysis

Harmonic Spectrum Evaluation

10% PEV Charger 7:240V PEV Charger 8:240V 9% PEV Charger 9:240V PEV Charger 10:208V 8%

7%

6%

5%

4%

3%

2%

1%

0% H3 H5 H7 H9 H11 H13 H23 H25

© 2010 Electric Power Research Institute, Inc. All rights reserved. 29 Spectrum Analysis

Total Harmonic Distrortion (THDi)

35%

30%

25%

20%

15%

10%

5%

0% PEV Charger 9:240V PEV Charger 8:240V PEV Charger 5:120V PEV Charger 4:120V PEV Charger 3:120V PEV Charger 2:120V PEV Charger 1:120V PEV Charger 7:240V PEV Charger 6:120V PEV Charger 10:208V

© 2010 Electric Power Research Institute, Inc. All rights reserved. 30 Battery Charger Model Development Underway

On-Board Charger Model

PFC BOOST CONVERTER FULL BRIDGE DC-DC CONVERTER

+

+ +

+ +

+ + + 12

+ +

12

• Evaluate impact of single Level 1 charger at the point of connection, e.g. 120V outlet. • Evaluate of multiple chargers and their impact on system • Confirm model with additional measurements

• Draft Document will be provided to SAE J2894 Committee for review © 2010 Electric Power Research Institute, Inc. All rights reserved. 31 Next Steps

• Harmonic contents of the Level 1 & 2 chargers that were analyzed is well within the limits of IEC 61000 3-2

• Additional Laboratory Testing and Model Validation – Multiple Charger Evaluation for PQ Impact • Different scenarios – Garage locations – Multi-family – Single-family – Off-Board DC Charger Evaluation

© 2010 Electric Power Research Institute, Inc. All rights reserved. 32 Plug-In Vehicle Drive Impacts to the Grid

Arindam Maitra Electric Power Research Institute

IWC Meeting June 9, 2010 Detroit Hourly Loading Levels

Feeder #1 Feeder #2

12 12 10 10 10-12 8 10-12 8-10 8 6 8-10 6-8 6 6-8 4 4-6 4 4-6 2-4 2 2-4 0-2 2 Maximum Demand(MW) 0-2 00 (MW) Demand Maximum 00 3 3 6 6 Nov 9 Nov 9 Sep 12 Sep 12 Jul Hour 15 Jul Hour 15 May 18 May Month 18 21 Mar Month 21 Mar Jan Jan

Summer peaking Winter peaking Load Factor: 39.6% Load Factor: 64.8% Peak: 11.4 MW Peak: 8.68 MW

© 2010 Electric Power Research Institute, Inc. All rights reserved. 2 Feeder #1 Transformer / Customer Allocation

Typical Nameplate kVA/Customer values for summer 70 250 peaking loads 60 200 50 kVA Avg

150 Rating (nameplate kVA/Cust) 40 10 2.9 30 100 15 4.8

20 Count Transformer 25 4.5 50 10 37.5 4.9 Number of Potential PHEV Customers Potential of Number 50 6.6 0 0 10 15 25 37.5 50 75 100 75 6.3 Transformer Rating (kVA) 100 6.8

© 2010 Electric Power Research Institute, Inc. All rights reserved. 3 Feeder #2 Transformer / Customer Allocation

~1/3 Nameplate kVA/customer versus Clovis circuit 70 70

60 60 kVA Avg Rating (nameplate kVA/Cust) 50 50 10 8.3 40 40 15 1.5 30 30 25 1.3

20 20 Transformer Count 37.5 1.3 10 10 Number of Potential PHEV Customers Potential of Number 50 2.0 0 0 75 3.3 10 15 25 37.5 50 75 100 Transformer Rating (kVA) 100 3.1

© 2010 Electric Power Research Institute, Inc. All rights reserved. 4 Aggregate Demand at High Penetration (Feeder #2)

Dec Base Nov Oct

Sep 2-3 3-4 Aug 4-5 Month Jul 5-6 6-7 Jun 7-8 May 8-9 Apr 9-10 10-11 Mar 11-12 Feb s Jan 40% penetration 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hour Dec Significant changes 40% Nov Oct to evening hour

Sep 2-3 demands 3-4 Aug 4-5 Month Jul 5-6 6-7 Jun 7-8 May 8-9 Apr 9-10 10-11 Mar 11-12 Feb s Jan 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hour © 2010 Electric Power Research Institute, Inc. All rights reserved. 5 PEV Penetration Levels

Feeder #1 (8%) Feeder #2 (40%) ~ 333 PEV ~ 2200 PEV

Higher projected penetration for Feeder #2

© 2010 Electric Power Research Institute, Inc. All rights reserved. 6 Asset Peak-hour Remaining Capacities

Feeder #1 Feeder #2

1000 1000 Xfmr Xfmr Laterals Laterals Primary 100 100 Primary

10 10

1 1 Remaining Capacity (kVA/Customer) 0.1 0.1

0.01 0.01 1 10 100 1000 10000 1 10 100 1000 10000 Potential PEV Customers Potential PEV Customers

Design differences rooted in serving different load types

© 2010 Electric Power Research Institute, Inc. All rights reserved. 7 Asset Capacity Analysis (Feeder 1)

1000 XfmrXfmr

LateralsLaterals Primary Primary Spatial Diversity 100 P(PHEV/Customer) @ penetration 10

Temporal Diversity 1 30% Coincident @ 8% Penetration peak Max Demand Remaining Capacity (kVA/Customer) (kVA/Customer) Capacity Capacity Remaining Remaining 0.1 Vehicle Type 240V 30A charging 0.01 1 10 100 1000 10000 Potential PEV Customers

© 2010 Electric Power Research Institute, Inc. All rights reserved. 8 Asset Capacity versus Penetration Level (Feeder 1)

1000

Xfmr Laterals 100 Primary

10

1 8% 4%

Remaining Capacity (kVA/Customer) Remaining Capacity 2% 0.1

0.01 1 10 100 1000 10000 Potential PEV Customers

© 2010 Electric Power Research Institute, Inc. All rights reserved. 9 Asset Capacity (240V 15A Charging) (Feeder 1)

1000

Xfmr Laterals

100 Primary

10

1

8% Remaining Capacity (kVA/Customer) Capacity Remaining 0.1 4% 2%

0.01 1 10 100 1000 10000 Potential PEV Customers

© 2010 Electric Power Research Institute, Inc. All rights reserved. 10 Asset Capacity versus Penetration Level (Feeder 2)

1000

Xfmr

Laterals

100 Primary

10

40% 1 25%

10%

4%

Remaining Capacity (kVA/Customer) Capacity Remaining 2% 0.1

0.01 1 10 100 1000 10000 Potential PEV Customers

© 2010 Electric Power Research Institute, Inc. All rights reserved. 11 Asset Capacity (240V 15A Charging) – Feeder 2

1000

Xfmr

Laterals

100 Primary

10

1 40% 25% 10%

Remaining Capacity (kVA/Customer) Capacity Remaining 4% 0.1 2%

0.01 1 10 100 1000 10000 Potential PEV Customers

© 2010 Electric Power Research Institute, Inc. All rights reserved. 12 Transformer Overload Factors (Base Loading in % Emergency)

Low (10%) 100

90 15 kVA 80 25 kVA

70 37.5 kVA

60 50 kVA

50

40

30

20

Percentage Cases of Assetis Overloaded 10

0 • Base load levels has some 0 102030405060708090100

Medium (25%) correlation with the frequency 100 90 assets are overloaded in the 80 70

60 simulations 50 40

30

20

Percentage of AssetPercentage is Overloaded Cases 10

0 0 102030405060708090100

High (40%) 100

90

80

70

60

50

40

30

20

Percentage is Overloaded of Asset Cases 10

0 0 1020304050607080 Base Load (% Emergency Rating)

© 2010 Electric Power Research Institute, Inc. All rights reserved. 13 Transformer Overload Factors (Potential PEV Customers) Low (10%) 100

90 15 kVA 80 25 kVA

70 37.5 kVA • Strong correlation with 60 50 kVA 50 number of customers served 40 30

20

Percentage of Cases Asset is Overloaded is Asset Cases of Percentage 10

0 0 5 10 15 20 25 30 35 40 45 50

Medium (25%) kVA Avg 100 90 Rating (# Cust) 80 70

60 10 1.2 50 40 15 10.2 30 20

Percentage of AssetPercentage is Overloaded Cases 10

25 19.3 0 0 10203040506070 37.5 29.9 High (40%) 100 50 24.6 90 80 75 22.9 70 60

50

100 32.5 40

30

20

Percentage of Cases Asset is Overloaded of Asset Cases Percentage 10

0 0 10203040506070 Potential PEV Customers

© 2010 Electric Power Research Institute, Inc. All rights reserved. 14 Transformer Overload Factors (Capacity per Customer) Low (10%) 100

90 15 kVA 80 25 kVA

70 37.5 kVA • Decrease risk via 60 50 kVA 50

40 – Increased nameplate kVA 30 20

Percentage Cases of Assetis Overloaded 10 – Fewer customers per 0 0 0.5 1 1.5 2 2.5

Medium (25%) transformer 100

90

80

70

60

50

40

30

20

• Planning considerations of AssetPercentage is Overloaded Cases 10 0 – Reliability 00.511.522.5 High (40%) 100

90

–Economics 80

70 – Physical limitations 60 50

40 – Load diversity 30 20

Percentage is Overloaded of Asset Cases 10

0 0 0.5 1 1.5 2 2.5 Remaining Capacity (kVA/Customer)

© 2010 Electric Power Research Institute, Inc. All rights reserved. 15 Transformer Overload Factors (PEV Clustering) Low (10%) 100

90 15 kVA 80 25 kVA

70 37.5 kVA • Cluster: 50 kVA 60

50

40

30

20

Percentage of Cases Asset is Overloaded is Asset Cases of Percentage 10 PEV ⎛ PEV ⎞ 0 > avg⎜ ⎟ 0 0.2 0.4 0.6 0.8 1 1.2 1.4 Medium (25%) 100 Customer ⎝ Customer ⎠ 90 80 PEV / Household

70

60

50 PEV/Household 40 30

20

Percentage of AssetPercentage is Overloaded Cases 10

0 0 0.2 0.4 0.6 0.8 1 1.2 1.4

High (40%) 100

90

• Clustering alone does not 80

70 account for widespread 60 50 system impacts 40 30

20

Percentage of Cases Asset is Overloaded of Asset Cases Percentage 10

0 0 0.2 0.4 0.6 0.8 1 1.2 1.4 Min (PEV / Customer)

© 2010 Electric Power Research Institute, Inc. All rights reserved. 16 Voltage Profiles

Feeder #1 Feeder #2

No existing voltage issues

© 2010 Electric Power Research Institute, Inc. All rights reserved. 17 Secondary Evaluation

4/0, 60ft 1/0, 50ft 1/0, 35ft e) a) 1/0, 165ft

1/0, 100ft 4/0, 60ft 1/0, 50ft

4/0, 150ft 1/0, 50ft

1/0, 50ft b) 4/0, 150ft 350, 125ft 1/0, 50ft

1/0, 50ft f) 1/0, 50ft c) 1/0, 50ft 4/0, 170ft

350, 150ft 1/0, 50ft

1/0, 50ft g) 1/0, 30ft d) 1/0, 50ft

350, 150ft 1/0, 50ft

1/0, 30ft 1/0, 50ft

© 2010 Electric Power Research Institute, Inc. All rights reserved. 18 Feeder Loading Analysis: Aggregate Power Demand for Uncontrolled Charging

1.200

1.000 Escape_1.44kW (kW)

Escape_3.3kW 0.800 Volt_1.44kW vehicle

Volt_3.3kW

per 0.600

Volt_6.6kW power

0.400 EV_3.3kW EV_6.6kW Charge

0.200 EV_15kW

Mixed

0.000 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 12:00 10:00 11:00 12:00 10:00 11:00

Aggregate Level Average on-peak load for a PEV will be about 500-1100 W ¾ If it’s bigger, it will finish sooner ¾ If it’s smaller, they’ll overlap more © 2010 Electric Power Research Institute, Inc. All rights reserved. 19 Diversify Off-Peak Coincident Charging

1) Number of PHEVs Average Daily Load Shape – Loading increases based on Base Load home arrival time 2 PHEV, 0 TOU 2 PHEV, 1 TOU 2) Number of TOU customers 2 PHEV, 1 TOU, delayed offpk – Shifts on-peak load to off-peak – Decrease in On-peak load (A) = increase in Off-peak load (B) B A D 3) Time when On-peak Rates C are enforced – Base load – Delayed Off-peak charge (A+C) = (D) kW OnPk

OffPk OffPk

Hour of Day

© 2010 Electric Power Research Institute, Inc. All rights reserved. 20 Smart Charging Helps – If Done Right

Charge Power Per Vehicle (kW) Charge Power Per Vehicle (kW) 2.5 2.5

2 2

1.5 1.5

1 1

0.5 0.5

0 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Shifts the charge load to nighttime, but Only shifting the time without evening out spreads it out relatively evenly over 6 hours the profile can make the situation worse

© 2010 Electric Power Research Institute, Inc. All rights reserved. 21 Distribution Load Management Critical

High density regions

2% Penetration (67) 5% Penetration (168) 10% Penetration (336) 20% Penetration (672) 30% Penetration (1008)

Smart charging with an integrative Xfmr with view of transformer performance critical available capacity kVA/cust < 7.2

83 transformers

TransformerDistribution Investment/Support upgrades/ planni Requirementsng strategies Driven will by: be driven by consumer demand + Risk•Peak vs. Off Peak Charging + Likelihoods•Types of transformers, loading, customers served (underground, overhead & size) + Factors

© 2010 Electric Power Research Institute, Inc. All rights reserved. 22 Transformer Loss of Insulation Life

• Thermal ratings are the strongest indicator of potentially significant impacts – Existing loading conditions – Additional PEV load “Planned Loading 300 Beyond

Base 1 PHEV 250 Nameplate can account for high 200 peak day aging”

150

100 Peak DayAging Peak (Hours)

50 Normal Life Expectancy Loading

0 70% 80% 90% 100% 110% 120% 130% 140%

Base Load Cycle

© 2010 Electric Power Research Institute, Inc. All rights reserved. 23 Next Step – Load Monitoring

Planning tool using detail electrical model helps but the real solution to predicting localized hotspots is load monitoring

Transformer Load Monitoring –Directly – Using AMI (if integrated with transformer database)

© 2010 Electric Power Research Institute, Inc. All rights reserved. 24 Leveraging Electric Transportation as Distributed Resources

• With potentially hundreds of thousands of plug-in vehicles being deployed in the long term

– Battery to grid for home/PV integration

– V2G for utility services

© 2010 Electric Power Research Institute, Inc. All rights reserved. 25 Near-Term Steady-State Impacts

• Adequate supply to meet PEV energy need

• PEV clustering impacts most likely on assets – Close to the customer – Low capacity per customer

• Anticipating potential PEV overload impact – Load planning based on detail distribution model – Transformer load monitoring (direct or via AMI)

• Potential adjustments to future distribution planning standards – Transformer sizing, customers served off each transformer, transformer thermal ratings

© 2010 Electric Power Research Institute, Inc. All rights reserved. 26