Driving Force Electromobility Force Driving Driving Force Electromobility

Jens Eickelmann Driving Force

Jens Eickelmann Jens Electromobility

Business development and growth strategies in the ﬁeld of electromobility Driving Force Electromobility Force Driving Driving Force Electromobility

Business development and growth strategies in the ﬁeld of electromobility

Jens Eickelmann Disclaimer:

The contents of this document have been compiled and veriﬁed care- fully by the author. However, no guarantee of correctness can be given. Phoenix Contact, the author, and the translation (if applicable) shall not be held legally accountable or liable in any way for possibly remaining erroneous information or consequences resulting from such information.

Publisher:

Phoenix Contact E-Mobility GmbH Hainbergstraße 2 32816 Schieder-Schwalenberg Germany

All rights reserved by the author, including the rights of reprinting in part, of reproduction and distribution using special methods like photo-mechanical reprint, photocopy, microcopy, electronic data capture including storage and transfer to other media, as well as the right of translation into other languages.

1st edition 2017 Preface

This book is addressed to anybody who is interested in learning about the wide range of topics in the ﬁeld of electromobility from the viewpoint of Phoenix Contact. Electromobility is more than the mere swapping of a combustion engine for an electric motor in a traditional vehicle. Electric vehicles will be part of a decentralized power grid, in which recuperative energy generation will play a central role. Integration into “smart structures“ will create an intelligent network of new mobility concepts with the existing infrastructure, with the driver and their needs in the focus.

This book describes the newly forming electromobility market with all its key determinant factors and stakeholders. It also includes a description of the development processes behind the new technologies as well as their concrete applications. Explicit application examples of the realization of tasks using products an solutions by Phoenix Contact are provided for market actors in the ﬁeld of loading infrastructure. This book may therefore serve its readers as a guideline for the industry and its development.

All these aspects are interdependent. Accordingly, all the chapters of this book contain references to previous and subsequent contents. All the while, the various topics are treated with a suﬃcient degree of independence to provide a basic understanding of the complex matter of electromobility even when reading only individual sections.

3 As of recently, I have been gathering everyday hands- on experience driving a BMW i3 REx. Even though a certain amount of planning is required, most trips within Germany and its neighboring countries can be done electrically without undue eﬀort.

Jens Eickelmann, Business Development Manager for Electromobility, Phoenix Contact Deutschland GmbH.

email: [email protected] www.twitter.com/zukunfterfahren

Winter 2017

4 Contents

List of Figures 11

List of Tables 17

1 Introduction 19 1.1 Status quo ...... 19 1.2 Market challenges ...... 22 1.3 How to use this book ...... 25

2 Frequently Asked Questions - FAQ 27

3 The company 31 3.1 Phoenix Contact GmbH & Co. KG ...... 31 3.2 Phoenix Contact E-Mobility GmbH ...... 33 3.3 Phoenix Contact Cyber Security AG ...... 34

4 International Market Development 37 4.1 Market development ...... 37 4.2 Directive 2014/94/EU of the European Parliament and the Council on the deployment of alternative fuels infrastructure ...... 40

5 Technologies in electromobility 43 5.1 Types of electromobility ...... 44 5.1.1 Electromobility in passenger cars ...... 44 5.1.2 Electromobility for utility vehicles ...... 45 5.1.3 Electromobility for watercraft ...... 47 5.1.4 Electromobility on two wheels ...... 48 5.1.5 Aviation ...... 49 5.1.6 Interim conclusion ...... 50 5.2 Types and details of electric vehicles ...... 50 5.2.1 Technologies of electric vehicles ...... 50

5 Contents

5.2.2 Trailblazers of their class ‘important electric vehicles ...... 51 5.2.2.1 Mitsubishi EV ...... 52 5.2.2.2 Nissan Leaf ...... 52 5.2.2.3 Opel Ampera ...... 53 5.2.2.4 VW e-up! ...... 53 5.2.2.5 BMW i3 ...... 54 5.2.2.6 Tesla Model S ...... 55 5.2.2.7 Renault Zoe ...... 55 5.2.2.8 Mitsubishi Outlander PHEV .... 56 5.2.3 Limited range - (no) deal breaker for electromobility ...... 58 5.2.4 The cost of electromobility ...... 59 5.2.5 Energy and second-life concepts for lithium-ion batteries ...... 61 5.3 Approaches to charging systems ...... 66 5.3.1 Conductive charging ...... 67 5.3.1.1 AC charging ...... 68 5.3.1.2 DC charging ...... 71 5.3.2 Inductive charging ...... 74 5.3.3 Battery change ...... 78 5.3.4 Excursion: Hydrogen ...... 80 5.3.5 Summary: Approaches to charging systems . 82 5.4 Standardization environment for conductive charging 82 5.4.1 The worldwide standardization process .... 82 5.4.2 Standards for the charging infrastructure . . 83 5.4.3 Characteristics of conductive charging systems for electric vehicles ...... 90 5.4.3.1 Conﬁguration of charging connectors 92 5.4.3.2 Charging modes according to IEC 61851 93 5.4.3.3 The pilot signal acc. to IEC 61851 . 97 5.4.3.4 ISO/IEC 15118 ...... 98 5.4.4 DC charging systems ...... 103 5.4.4.1 CHAdeMO ...... 103 5.4.4.2 CCS ...... 105 5.4.4.3 CHAdeMO and CCS - summary . . 107 5.4.4.4 Temperature monitoring for connector systems ...... 109

6 Contents

5.4.4.5 HPC - High Power Charging .... 111 5.4.4.6 Bidirectional charging ...... 114 5.4.4.7 CharIN ...... 116 5.5 Charging electric vehicles ...... 116 5.5.1 Practical check of charging methods ..... 117 5.5.2 Tesla-amodelforsuccess with a proprietary charging method ...... 120 5.5.3 ZE-Ready ...... 121 5.6 The key topic of energy ...... 122 5.6.1 Energy management ...... 122 5.6.2 Reliable charging energy bill ...... 126 5.6.3 The Calibration Act under revision - new ordinances eﬀective from 2015 ...... 131 5.6.4 Selling energy - not (yet) everybody‘s cup of tea132 5.7 Information and communication technology ICT . . 133 5.7.1 Integration of charging infrastructure into smart structures ...... 134 5.7.1.1 Smart Traﬃc ...... 135 5.7.1.2 Smart grid ...... 136 5.7.1.3 Smart car ...... 136 5.7.1.4 Smart home ...... 137 5.7.1.5 Key topics in ICT ...... 139 5.7.2 Interoperability as a success factor for the mass market ...... 145 5.7.2.1 Charge point operator ...... 146 5.7.2.2 Electromobility providers ...... 148 5.7.2.3 eRoaming platform Hubject .... 150 5.7.2.4 e-roaming platforms ladenetz.de and e-clearing.net ...... 153 5.7.2.5 Comparison of e-roaming platforms 156 5.7.3 Park and charge services ...... 157 5.7.4 PlugFinder and other services ...... 159

6 Charging infrastructure for electromobility 161 6.1 Charging infrastructure designs ...... 163 6.1.1 Charging in private homes (wallbox) ..... 163 6.1.2 Charging in public spaces ...... 169 6.1.3 DC quick charging ...... 174

7 Contents

6.2 Commercial and technical conditions ...... 177 6.2.1 Cost of charging infrastructure ...... 177 6.2.2 Residual current detection in the charging infrastructure ...... 179 6.2.3 Overvoltage protection in electromobility . . 182 6.2.4 The charging station as electrical equipment - installation and testing ...... 183 6.3 Smart charging ...... 183 6.3.1 Control technology by Phoenix Contact . . . 184 6.3.2 Visualization ...... 186 6.3.3 Cybersecurity/data security ...... 188 6.4 Charging/load management ...... 189 6.4.1 Control scenarios ...... 189 6.4.2 Application example of simple load management191 6.4.3 Charging for Phoenix Contact employees . . 193 6.5 The Phoenix Contact Charging Suite ...... 194 6.6 Charging station with Phoenix Contact ...... 195 6.6.1 Concept in high-level language ...... 197 6.7 Connectors for electric mobility ...... 198 6.7.1 Global charging standards ...... 198 6.7.2 Contacts of charging connectors ...... 203

7 Applications and success stories in electromobility 207 7.1 “How much power would you like? “ ...... 207 7.2 “Heldele design charging stations“ ...... 212 7.3 “Quick battery change with connectors by Phoenix Contact“ ...... 215 7.4 “Charging station with a special CO2 footprint“ . . . 217 7.5 “Shaping the mobility turnaround with load management“...... 223 7.6 WAVE Trophy ...... 229

8 Outlook 233 8.1 Interfaces with facility systems ...... 233 8.2 Interfaces with energy equipment ...... 233 8.3 DC supply for low-voltage grid ...... 234 8.4 Autonomous vehicles ...... 234

8 Contents

9 Summary 237

10 Bibliography 243

List of abbreviations 249

A Appendix 255 A.1 Connectivity ...... 255 A.2 Control ...... 258 A.2.1 Device Monitor ...... 258 A.2.2 Modbus commands ...... 258 A.2.3 Easy analog CCR load management ..... 259 A.2.4 EVCC Advanced web-based management . . 260 A.2.5 RCM monitor connection ...... 265 A.2.6 Charging technology kits ...... 268 A.3 Smart charging ...... 270 A.3.1 Application examples ...... 270 A.3.2 Energy measurement/billing ...... 272 A.3.3 Identiﬁcation ...... 274 A.3.4 Communication ...... 276 A.3.5 OCPP excursion ...... 276 A.4 Product key ...... 278

B Notes 291

Index 293

List of Figures

1.1 Energy ﬂow diagram for the Federal Republic of Ger- many in petajoules, 2015 ...... 21 1.2 ‘EM is more than just swapping the drive‘ ...... 23 1.3 Electromobility as part of the energy landscape . . . 24 1.4 Chapter overview ...... 25

3.1 Phoenix Contact in Blomberg ...... 31 3.2 Phoenix Contact E-Mobility GmbH in Schieder . . . 33 3.3 Phoenix Contact Cyber Security AG ...... 34

4.1 Global EV Outlook 2015 ...... 38 4.2 Market share e-vehicles 2015 ...... 39 4.3 EVSE Stock ...... 39 4.4 EV Outlook ...... 40

5.1 ‘EVs are old news‘. 1910 Henry Ford ...... 43 5.2 Types of electromobility ...... 44 5.3 ISOBUS connector ...... 46 5.4 ‘Utility vehicles in closed systems‘ ...... 46 5.5 ‘Utility vehicles: Communicating advantages‘ .... 46 5.6 Street scooter ...... 47 5.7 Energy Bus by Rosenberger ...... 49 5.8 ENERGICA EGO 45 ...... 50 5.9 Technologies of electric vehicles ...... 51 5.10 Frequency distribution, length of trip ...... 57 5.11 Daily distance traveled by industry ...... 57 5.12 Comparison of the TCO of electric vehicles ..... 60 5.13 Fuel cost, BEV and combustion-powered car ..... 60 5.14 Price of Li-Ion battery technology ...... 62 5.15 Second-life concept as a home storage unit ...... 63 5.16 Operating window of a lithium-ion cell ...... 65

11 List of Figures

5.17 Approaches to charging systems ...... 67 5.18 Fields of standardization ...... 69 5.19 Overview of AC charging connectors ...... 70 5.20 AC charging ...... 71 5.21 DC charging connector ...... 72 5.22 DC charging ...... 73 5.23 Diagram of functional principle, inductive charging . 74 5.24 Keyless entry in modern vehicles ...... 76 5.25 Plate for inductive charging, EmiL project ...... 77 5.26 Skyline of Qingdao with e-bus ...... 79 5.27 Battery connector ...... 80 5.28 Global standardization network ...... 83 5.29 Standardization environment for conductive charging 84 5.30 Handshake communication ...... 91 5.31 Designation of charging connectors ...... 92 5.32 Connection cases according to IEC 61851-1 ..... 93 5.33 Charging mode 1 acc. to IEC 61851-1 ...... 94 5.34 Charging mode 2 acc. to IEC 61851-1 ...... 95 5.35 Charging mode 3 acc. to IEC 61851-1 ...... 96 5.36 Charging mode 4 acc. to IEC 61851-1 ...... 96 5.37 The pilot signal acc. to IEC 61851 ...... 99 5.38 High-level communication based on ISO/IEC 15118 . 100 5.39 Charging process according to IEC 15118 ...... 101 5.40 CCS design guide ...... 101 5.41 Electric vehicle with CHAdeMO and type 1 AC interface104 5.42 CHAdeMO topology ...... 106 5.43 Design iterations in the acquisition stage ...... 107 5.44 Combined Charging System type 2 ...... 108 5.45 Combined Charging System functional principle . . . 108 5.46 Triple charging station with AC, CCS and CHAdeMO 109 5.47 Temperature monitoring, example: CCS type 2 . . . 110 5.48 Temperature distribution over connector and cable . 110 5.49 HPC - Charging at 400 kW ...... 111 5.50 Possible temperature curve at 400 kW ...... 112 5.51 Cooling diagram 400 A connector ...... 112 5.52 ‘Storage on four wheels‘ ...... 114 5.53 Bidirectional charging ...... 115 5.54 Overview of charging power for electric vehicles . . . 117

12 List of Figures

5.55 Charging power of selected EVs ...... 118 5.56 Battery capacity of selected EVs ...... 119 5.57 Added range from 1 h of charging for various EVs . . 119 5.58 Charging time of selected EVs for a full charge . . . 120 5.59 ‘Energy management‘ ...... 122 5.60 Load request without EMS ...... 123 5.61 Load request with EMS ...... 123 5.62 EMS with a dynamic power limit ...... 124 5.63 EMS with dynamic inﬂuence infrastructure ..... 125 5.64 Load request with EMS ...... 125 5.65 Electronic domestic supply meter, eDSM ...... 129 5.66 EMpro family ...... 130 5.67 EEM-350-D-MCB MID ...... 131 5.68 ‘We need innovative legal scholars‘ ...... 132 5.69 ‘Electromobility is more than just swapping out the drive‘ ...... 134 5.70 ‘Smart grid instead of stand-alone‘ ...... 135 5.71 ‘Storage on four wheels‘ ...... 136 5.72 Smart home with Phoenix Contact ...... 138 5.73 Charging station with connection to building control systems ...... 140 5.74 Smart home - example of Modbus TCP communication140 5.75 Key topics in ICT...... 141 5.76 Energy management in private homes...... 142 5.77 Energy management for commercial buildings .... 144 5.78 Phoenix Contact Building IoT Controller ...... 144 5.79 ‘European-wide open systems‘ ...... 145 5.80 Means of authentication ...... 147 5.81 Smartphone app by RWE ...... 149 5.82 Nearby charging stations via the app ...... 149 5.83 Intercharge compatibility symbol ...... 151 5.84 Hubject model ...... 152 5.85 Functional principle of e-roaming ...... 154 5.86 e-Clearing.net ...... 155 5.87 Roaming platform structure ...... 157 5.88 ParkHere signal path...... 158

6.1 ’Charging structure’ ...... 161

13 List of Figures

6.2 Structure of an AC charging station...... 162 6.3 Charging stations for private homes ...... 163 6.4 Example of a home charging station...... 164 6.5EVCCBasic...... 165 6.6 EVCC Basic connection diagram ...... 165 6.7 EVCC Basic system architecture...... 166 6.8 Connection diagram, EVCC Basic with RCM .... 167 6.9 Level 2 charging controller with UL certiﬁcate .... 168 6.10 Charging in public spaces...... 169 6.11 EVCC Advanced...... 170 6.12 System architecture, EVCC Advanced with EVCC Basic...... 171 6.13 EVCC Advanced system architecture - energy management ...... 172 6.14 EVCC Advanced RCM ...... 173 6.15 DC quick charging ...... 174 6.16 EVCC Professional...... 175 6.17 DC charging station system structure...... 176 6.18 EVCC Professional software architecture ...... 176 6.19 Net charging cost for charging infrastructure .... 178 6.20 Causation of a DC residual current ...... 180 6.21 Possible residual currents ...... 181 6.22 EV RCM with EVCC-Basic...... 181 6.23 Functional principle, CCID 20 module...... 182 6.24 Development of a solution ...... 184 6.25 Smartphone app ...... 185 6.26 Control technology by Phoenix Contact ...... 186 6.27 Sütron Outdoor HMI...... 188 6.28 Load management ...... 189 6.29 ’Charging management’ ...... 190 6.30 Simple load management with EVCC Basic ..... 192 6.31 Charging for Phoenix Contact employees in Blomberg. 193 6.32 Selecting the charge point...... 194 6.33 Phoenix Contact Charging Suite program schematic 195 6.34 Concept of a charging station with high-level language programming...... 196 6.35 ’Global solution for charging process’ ...... 198 6.36 Charging standards worldwide ...... 199

14 List of Figures

6.37 Overview of connectivity products, spring 2016 . . . 200 6.38 AC charging connector, C-Line and D-Line design . 201 6.39 DC connector according to CCS and GB...... 201 6.40 Charging connector, C-Line design ...... 202 6.41 Interior design, AC charging connector, new design line202 6.42 Oxidized brass contacts after exposure to noxious gases.204 6.43 Silver contacts after 10,000 cycles...... 205 6.44 Brass contacts after 10,000 cycles ...... 205 6.45 Material loss on brass contacts...... 206 6.46 Silver contacts after 10,000 plugging cycles...... 206

7.1 Charge point by Hartmann Elektrotechnik ...... 208 7.2 Charging controller by Phoenix Contact ...... 209 7.3 Outdoor display with RFID and meter ﬁeld ..... 210 7.4 Water drain at the socket outlet ...... 211 7.5 Smart cover ...... 212 7.6 Heldele charging station ...... 214 7.7 Automatic battery change ...... 215 7.8 Battery connector ...... 216 7.9 Charging systems for electric vehicles ...... 218 7.10 Velocity cabinet ...... 220 7.11 Climate protection series by Pion AG ...... 221 7.12 EVCC Basic charging controller ...... 223 7.13 Energy management in the company charging park. 224 7.14 Dr. Fabian Sösemann, Ralf Breckling ...... 226 7.15 Components in the GP Joule cabinet...... 228 7.16 Power management visualization...... 228 7.17 Frank and Frank at the WAVE Trophy 2014 ..... 230 7.19 Teams at the WAVE Trophy 2017 ...... 231 7.18 Frank and Frank with innovative charging technology and victory cup 2014 ...... 231

9.1 Global charging standards ...... 238 9.2 Overview of connectivity products, spring 2016 . . . 239 9.3 DC connector according to CCS and GB...... 240 9.4 Design line C-Line Type 2, GB AC, Type 1 AC . . . 240 9.5 “Just do it“ ...... 241

15 List of Figures

A.1 Socket outlet with easy mount function ...... 255 A.2 Socket outlet for rear panel mounting ...... 256 A.3 Socket outlet for front panel mounting ...... 256 A.4 Type 2 socket outlet with accessories ...... 257 A.5 Housing assembly with hard and soft components, C-Line series ...... 257 A.6 Screenshot of the conﬁguration program for the EVCC Basic...... 258 A.7 Simple load management with EVCC Basic ..... 260 A.8 Screenshot, EVCC Advanced Status ...... 261 A.9 Screenshot, EVCC Advanced Conﬁguration ..... 262 A.10 Screenshot, EVCC Advanced Network ...... 263 A.11 Screenshot, EVCC Advanced Energy ...... 264 A.12 Charge point with residual current monitoring (RCM) 265 A.13 Charge point with dual residual current monitoring . 266 A.14 RCM combined with RCDs ...... 267 A.15 Home charging technology kit with AC cable. .... 268 A.16 HOME charging technology kit with AC infrastructure charging socket...... 268 A.18 TWIN charging technology kit with AC infrastructure sockets...... 269 A.17 TWIN charging technology kit with AC charging cable269 A.19 ’Discrimination-free access’ ...... 275 A.20 Means of authentication ...... 275 A.21 Charging cable type key ...... 279 A.22 Charging socket type key ...... 280 A.23 Charging technology accessories type key ...... 281 A.24 Charging technology test adapter type key ...... 282 A.25 Charging technology sets type key ...... 283 A.26 Inlets type key ...... 284 A.27 EVCC Basic type key ...... 285 A.28 EVCC Advanced type key ...... 286 A.29 EVCC Advanced Plus type key ...... 287 A.30 EVCC Professional type key ...... 288 A.31 Monitoring type key ...... 289

16 List of Tables

5.1 Vehicle stat¯usoverview with resistance values acc. to IEC 61851 ...... 98 5.2 Proximity resistor coding ...... 99

6.1 Software libraries ...... 185 6.2 Contact pairings with diﬀerent materials...... 204

A.1 Parts list for a simple charging process with EVCC Advanced ...... 270 A.2 Parts list for a simple charging process with EVCC Basic ...... 270 A.3 Parts list 1 charge point OCPP 1.5 ...... 271 A.4 HMI/PC parts list ...... 271 A.5 eTan hardware list ...... 273 A.6 eDSM hardware list ...... 273 A.7 RS 485 energy measuring device hardware list .... 273 A.8 Supported RFID systems (not exhaustive) ...... 274 A.9 Ethernet network and communication components . 276

Hmnatvt xrssc rsueo h aua ucin of functions natural the on pressure a such exerts activity “Human Introduction 1 iei eprtr fmr hn2 than more of temperature in rise A h hne nadnmclygoaie cnm hetnteability the threaten economy globalized dynamically a in changes The 7 over to billion 1 than less from increased population global The 70W.Ti eadfreeg slreycvrdfo oslfuels fossil from covered largely is energy for demand This Wh. 4750 ayn yls hn1 than less by varying h urudn cssesaepeae o aia lmt change. climate not radical life for human prepared Neither are comparison. ecosystems by surrounding drastic the been has decades past ain lmt hneCneec nCnú n1 eebr2010, December 11 on Cancún in Conference Change society. Climate and Nations nature for consequences uncontrollable constant, highly been have temperatures years, 2000 past the Over granted.“ future for sustain taken to be ecosystems longer planet‘s no the can of of generations ability board the the that led Earth conclusion: effects following the resulting to the Assessment and Ecosystem Millennium resources, seas, the water and like forests, variables environmental industrial soil, vital for on annually impact capita their per t 10-30 at societies. quantified be can to sevenfold and increased consumption energy capita per dimension. the new and a billion, reached has environment the on humanity of pact quo Status 1.1 msin r epnil o h amn fteErhsatmosphere. Earth‘s the of warming the a for gas as responsible greenhouse life are for Anthropogenic basis emissions existence. stable continued a its providing of continue prerequisite to systems Earth‘s the of 4 3 2 1 f isncatihrBia e udseirn lbl Umweltveränderun- Globale Bundesregierung der Beirat Wissenschaftlicher 33. cf. p. (2011), (2005). Schellnhuber Assessment cf. Ecosystem Millenium 33. - MA p. (2011), Schellnhuber cf. ic h ano nutilzto nte1t etr,teim- the century, 19th the in industrialization of dawn the Since e 20) p.. (2007), gen 1 h infiatcagsmd otesraeo h Earth, the of surface the to made changes significant The ◦ .Ters ntmeauercre vrthe over recorded temperature in rise The C. ◦ ol aeirvril and irreversible have would C 2 4 tteUnited the At 19 3

Chapter 1 1 Introduction the international community agreed on a comprehensive package of measures and oﬃcially recognized the 2 ◦C goal. This was further enhanced as a result of the United Nations Climate Change Con- ference of 2015 in Paris: In consideration of the foreseeable drastic consequences for the world‘s climate, it would be desirable to limit increase in temperature to 1.5 ◦C. Eﬀects of the ongoing warming process, such as the shrinking of glaciers and the melting of polar ice caps are already receiving extensive coverage in the media. Due to the longevity of CO2 in the atmosphere, heating can only be prevented by almost completely 5 eliminating CO2 emissions from fossil sources.

The emission of CO2 can be attributed to various consumers. The Figure 1.1 according to AGEB6 identifies industry, traffic, and households as the main consumers of energy. The traffic sector, which is at the focus of this book, is responsible for just under a quarter of the energy consumption and, at about one fifth, contributes significantly to the emission of greenhouse gases. To exploit the potential for reduction in this sector, the European Union therefore introduced Ordinance 2009/443/EC for a step-by-step reduction of CO2 emissions to 130 g CO2 per kilometer driven, as a fleet average by 2015. Cars with emissions of less than 50g/km are entered into the calculation of a car manufacturer´s fleet average with a factor of 3.5 for 201272013, 2.5 for 2014, and 1.5 for 2015. This is very interesting for electromobility in particular.7 In the context of recuperative power generation and the possibility of mobile energy storage, electromobility will make a long-term contribution to reducing the emissions generated by energy use.8 Furthermore, the finite about of fossil fuels available and the increasing global demand for oil continue to drive the prices in the international markets. The drastic slump in the price of crude oil in 2015 and 2016 to $ 30 per barrel and below is the result of intentional manipulation of OPEC and other

5cf. Schellnhuber (2011), p. 37. 6AG-Energiebilanz e.V. (2015). 7The umbrella term electromobility covers all relevant technologies, e. g. charging infrastructure, products, components, business cases, and energy policy topics. 8cf. acatech (2010), p. 10.

20 iue1.1: Figure nribln e.V. Energiebilanz ( Germany of petajoules Republic Federal in the for diagram ﬂow Energy 10 15 J ,21 ore eie rmAG- from derived Source: 2015 ), . ttsquo Status 1.1 21

Chapter 1 1 Introduction

oil-producing entities. The reasons are geopolitical and strategic in nature and do not reﬂect the economic balance of supply and demand. The OPEC member state Saudi Arabia is experiencing a national deﬁcit for the second time in a row because of this. It cannot be expected that this price level will be sustainable mid-term. To the contrary, a return of the old level of $ 100 per barrel is to be expected.

For this reason, renewable energy sources, like e. g. wind, solar, and water, are a key, clean foundation for electric mobility in the future. These causalities provide suﬃcient motivation for establishing electric vehicles as a new type of mobility in our society. Similar to the existing network of gas stations, a dense network of charging stations needs to be created in order to ensure mobility. The charging infrastructure is necessary because due to battery performance constraints, the range of electric vehicles is considerably less than that of conventionally powered cars.9 Integrating the charging infrastructure into existing electrical networks, the expansion of energy generation from renewable sources, and the creation of cross-border interoperability by means of standardization are key success factors for electromobility. New technologies therefore provide opportunities for growth and employment, while at the same time calling established market leadership concepts into question. In the long run, electric mobility is a potential key factor in the substitution of fossil fuels. For this reason, the government plans to turn Germany into a leading market for electromobility and have 1 million electric vehicles in operation by 2020.10

1.2 Market challenges

section 1.1 Status quo presented some models for the introduction of electromobility. The theory of management views balancing the de- facto unlimited nature of demand with the limited nature of resources as the foundation of all economic activities.11 To optimally balance the needs on the demand side with the processes of the supplier, it

9as of December 2015. 10cf. Nationale Plattform Elektromobilität (2010), p. 5 ﬀ.. 11cf. Wöhe (2008), p. 1f.

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Chapter 1 1 Introduction

Figure 1.3: Electromobility as part of the energy landscape Source: Phoenix Contact

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Chapter 1

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Chapter 2 2 Frequently Asked Questions - FAQ

How can I charge at home? In private homes, electric vehicles can be charged at AC home charging stations known as wallboxes. The power of these charge points ranges from 3.7 kW on a 230 V single-phase grid to 22 kW on a 400 V three-phase grid. As a rule, the higher the AC power, the shorter the charging duration. The simplest way to charge at home is with an IC- CPD (In-Cable Control and Protection Device) and a standard socket outlet.

Can I DC-charge at home? A: Yes, that‘s possible. It requires a DC charging station with a CCS (Combined Charge System) type 2 connector. Because connection in private homes are limited to 22 kW, it needs to be evaluated whether the investment is worth it. A DC charging station is signiﬁcantly more expensive than the standard AC wallbox.

How much does a home charging station cost? There are diﬀer- ences depending on which accessories are needed or preferred. Roughly speaking, a charge point costs about 400 to 1000 euros in materials. This is in addition to the labor cost for the installation by a qualiﬁed technician. For more information see section 6.2.1 Cost of charging infrastructure on page 177.

How do I pay for energy? At home, simply via the utility power bill. On the go there are diﬀerent concepts, from free use, authorized activation with a user card (RFID), or activation by the provider via smartphone, followed by the invoicing of the relevant amounts. The possibilities and concepts will certainly be expanded further in the future.

Where can I charge my electric vehicle? The infrastructure is does not yet cover a wide area, but it is constantly being expanded. Public charge points have already been installed through various projects, e.g. at highway rest stops. Some companies also oﬀer charging in public. Car sellers that oﬀer electric vehicles commonly provide charging as well. In the long run, gas stations will also adapt their concepts to charging electric vehicles. If fueling up takes longer, people spend more time at the shop.

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Chapter 2

eduresaei lmeg emn.TePonxContact Phoenix The Germany. The Blomberg, worldwide. euros in billion are 1.91 of headquarters revenues achieved and globally Blomberg. in Contact Phoenix 3.1: Figure KG Co. & GmbH Contact Phoenix 3.1 company The 3 e onre ihde etclitgain o utsrw,plastic screws, just in Not produces integration. company vertical The deep overseas. 30 with by countries and enhanced ten Europe subsidiary further in 50 is oﬃces as presence branch well worldwide as The Germany companies. in sales companies ten comprises group oain h aiybsns a oeta 400employees 14,000 than more au- has and business electronics, family engineering, The electrical of tomation. ﬁeld the in solutions hei otc sagoa edri opnns ytm,and systems, components, in leader global a is Contact Phoenix ore hei Contact. Phoenix Source: 31

Chapter 3 3 The company and metal parts, but also highly automated assembly machines are produced in-house. The product spectrum includes components and system solutions for power supply including wind and solar, device and machines, and cabinets. A varied portfolio of serial and special terminals, print terminals and connectors, cable connection technologies, and installation accessories provides innovative components. Electronic interfaces and power supplies, Ethernet-based and wireless automation systems, safety solutions for people, machines, and data, overvoltage protection as well as software programs and tools provide comprehensive systems to system installers and operators and equipment manufacturers. The markets of automotive industry, renewable energies, and infrastructure are covered through holistic solution approaches including engineering, service and training services based on speciﬁc requirements. R&D units at locations in Germany, China, and the US create product innovations and solutions to meet individual customer needs. Numerous patents underscore the unique- ness of Phoenix Contact developments. In close collaboration with universities and research facilities, the company explores future technologies like electromobility and green technologies and turns them into marketable products, systems and solutions.

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Chapter 3 3 The company

3.3 Phoenix Contact Cyber Security AG

Figure 3.3: Phoenix Contact Cyber Security AG

The Phoenix Contact Cyber Security AG is a leading supplier of network security equipment for industrial environments. The company is located in Berlin. The strategic business ﬁelds of the Cyber Security AG include security solutions for industrial networks and secure remote maintenance over the Internet. The mGuard solutions are distributed via OEM companies as well as a network of national and international partners.

In the mGuard family of network security products, Phoenix Con- tact Cyber Security is oﬀering routers, ﬁrewalls, VPNs QoS, and intrusion detection functionalities, complemented by highly scalable device management software. The devices are easy to install and maintain and can be integrated into production facilities or installed into existing systems during operation.

With its in-house development team, Phoenix Contact Cyber Secu- rity oﬀers expertise in the core business areas of’industrial Ethernet & security’, embedded hardware and software development, as well as integration of security components. The company facilities are

34 oae nteBri-deso iyo cec,oeo h most the of one Europe. Science, all in of parks City technology Berlin-Adlershof modern the in located . hei otc ye euiyAG Security Cyber Contact Phoenix 3.3 35

Chapter 3

h ehrad olw nscn lc ih96% but %, 9.6 with place second in follows Netherlands The 2015. nentoa Market International 4 ..05 h ubr r,i bouetrs olne ai o,but now, valid longer no terms, absolute in are, numbers The 1.1.2015. eilsi 05 yfr owylastesaitc ihamarket a with statistics the leads Norway far, By 2015: in vehicles 7,0 eils aa n hn ilflo nscn n third and second in follow will China and Japan vehicles. 275,000 hr f2. feeti as e iue4.2 Figure see cars, electric of % 22.8 of share over with vehicles. list electric the 100,000 tops to about and claim with world its place proving the is in US market The car vehicles. largest all the of itself be addition Europe the with comparison, Germany in international loses and In vehicles vehicles. 30,000 24,000 This over around with comparison. France European by registered in followed 40,000 front-runner is over They the with as statement. each vehicles qualitative Netherlands, electric their the and and tendency Norway the show in valid at are as they electromobility of penetration market quantitative the of status to behavior. open daily be in and adaptations engage resulting consciously the and the to technologies in will new role the a as play such systems, also population, incentive factors monetary in sociocultural various varies and to and socio-demographic addition measures In of ways. packages diﬀerent national individual various by development Market 4.1 emn snwrne 0hwt ut07%mre share. market % 0.7 just with 10th ranked now is Germany 13 f nentoa nryAec,O S. O. Agency, Energy International cf. h gr hw a ute xcrae ytenwyregistered newly the by exacerbated further was shown ﬁgure The 4.1 Figure driven essentially is market electromobility the of development The Development lblE ulo 2015 Outlook EV Global hw h lbldevelopment global the shows 13 aktsaee-vehicles share Market 37

Chapter 4 4 International Market Development

Figure 4.1: Global EV Outlook 2015. Source: International Energy 38 Agency. iue42 aktsaeevhce 05 ore ae n CAM. on: based Source: 2015. e-vehicles share Market 4.2: Figure iue43 VESok ore EDIA2017. IEA OECD Source: Stock. EVSE 4.3: Figure . aktdevelopment Market 4.1 39

Chapter 4 4 International Market Development

Figure 4.4: EV Outlook. Source: OECD IEA 2017

Figure 4.3 shows the actual EV deployment of the leading countries in the world.

According to diﬀerent scenarios in Figure 4.4, a massive worldwide expansion of the electric car stock is going to be expected within the next decades.

4.2 Directive 2014/94/EU of the European Parliament and the Council on the deployment of alternative fuels infrastructure

Directive of the European Parliament and of the Council of the European Union on the deplayment of alternative fuels infrastructure 2014/94/EU of 28.10.2014.

Background and Objective: In the framework of the Europe 2020 strategy for smart, sustainable and inclusive growth, the flagship initiatives Resource Efficient Europe and Innovation Union aim to tackle societal challenges such as climate change and energy resource scarcity, strengthen competitiveness and increase energy security through more efficient energy and resource use.14 According to its

14cf. Europäische Kommission 2014/94/EU (2014).

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Chapter 4

ehd aedrc mato h nryeooyaddfiethe define and economy energy the charging on Advanced impact smartphone. direct a have via methods make accessible algorithms mobility synchronization new and mobility this Regulation the on as people. such impact of Issues direct behavior have to energies. multimodality help renewable and and of intermodality turnaround volatility energy the the for can to vehicles compensate contribution electric storage, effective new energy an developing of make for means ground mobile As fertile a technologies. provide sus- like that and industries symbioses effective several tainable form IT/communications from and Players automotive, energy, technologies. and interfaces, century the of and turn subject. Porsche) the the (Lohner as with Porsche early engaged as such Ford As like means: companies any 1900, by has around topic other new the a on 1.1 not turnaround section environmental in the explained of been part as and hand in Technologies 5 iue51 Esaeodnw‘ 90HnyFord. Henry 1910 news‘. old are ‘EVs 5.1: Figure oee,tenwmlenu ffr r uhwdrrneo tools, of range wider much are offers millennium new the However, one on factor economic an as electromobility of significance The electromobility ore D e.V. VDE Source: ttsquo Status oee,eetooiiyis electromobility However, . 43

Chapter 5 5 Technologies in electromobility

Figure 5.2: Types of electromobility. Source: Own image. electrical infrastructure of future buildings. Various types of electromobility are explained in the other sections of this chapter. Electrical connectors will be a ﬁxed component of vehicles on land, in the water, and in the air.

5.1 Types of electromobility

In addition to electric cars and bicycles that have been steadily gaining in popularity for quite some time, there are other types of electromobility. The electrification of piston-driven or hydraulic machines is making progress in the field of utility vehicles as well. Other, very different systemic benefits may also result, as explained in the chapters below. Figure 5.2 provides an overview of the types of electromobility covered in the chapters below.

5.1.1 Electromobility in passenger cars Electriﬁcation of passenger car and truck drivetrains certainly is the most common type of electromobility. Almost all major car manufacturers have at lease one electric vehicle in their portfolio. In addition to passenger cars, light trucks are another focus. Smaller

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Chapter 5 5 Technologies in electromobility

Figure 5.3: ISOBUS connector, source: ERICH JAEGER.

Figure 5.4: ‘Utility vehicles in closed systems‘. Source: VDE e.V.

Figure 5.5: ‘Utility vehicles: Communicating advantages‘. Source: VDE e.V.

46 hr oe s taco scnend al-on upyof supply cable-bound concerned, is anchor at use power Where esl o nadwtrasi eoigicesnl important. increasingly becoming is waterways inland for vessels tl eyo h hae edbteis ehooia epi obe to is leap 5.1.3 details. technological section further a See batteries, sails lead soon. on cheaper expected rely the to on want rely not still do muscles. who own those their all or high-performance for a concept developed drive has electrical Torqeedo company The engines. watercraft for Electromobility 5.1.3 early the in times delivery Silent flexible vehicles. more UPS new, morning. current up for opens kits also recognized retrofitting have mobility of offering companies charge Many are full and one shift. than this and more distribution tour require inner-city per not in energy does electrical driver usually A mile‘ ‘last problem. the the on tackle they ways the 5.6: Figure rffi.Mn aewy olne lo h s fcombustion of use the allow longer no waterways Many traffic. nta io rjcsueEP ocnettebast back-end to boats the connect to ECPP use projects pilot Initial 19 f Torqeedo. cf. lcrmblt a eoea motn atri waterborne in factor important an become has Electromobility otDL. DHL Post Source: scooter street DHL‘s 19 hl plctoso h ae typically water the on applications While . lcrmblt o watercraft for Electromobility . ye felectromobility of Types 5.1 c tetcoe Deutsche / Streetscooter for 47

Chapter 5 5 Technologies in electromobility

systems at the communications level, so that e. g. power can be obtained at the same rates at diﬀerent berthing places.

5.1.4 Electromobility on two wheels The market growth for e-bikes and e-scooters remains strong. According to a study by consulting ﬁrm Navigant published in the ‘Wirtschaftswoche Green ‘, the e-bike market in Western Europe is growing as fast as almost nowhere else in the world.20 According to the study, the growth rate is forecast to be around 9% annually until 2020. In 2013, the sales of e-bikes in Western Europe exceeded 1 million units. This is expected to grow to 2 million by 20202. As early as 2012, the bicycle industry association ZIV reported sales of 380000 pedelecs in Germany alone.21. The trend is rising sharply. There will be a leap in technology to adopt the Li-Ion battery, similar to cars. The intelligent charging process will possibly be implemented with the ‘Energy Bus‘ standard, which is currently in development. Figure 5.7 shows a charging connector version for e-bikes by Rosenberger. The socket and pin contacts are held in place by magnetism. The connector stands out of its high packing density, high current capacity, and lower weight. However, it is not protected against disconnection under load, which is a problem in the range of 60 A DC. Some time ago, news from Harley Davidson caused a stir. The manufacturer of classic twin-cylinder bikes presented the prototype of an electric motorcycle under the name ‘LiveWire‘. The manufacturer did a tour of the US and Europe to gather market feedback. However, it‘s not certain yet whether the prototype will be introduced to the market. However, there is one thing that the initiative shows: Even manufacturers of classic motorcycles, with an image that relies on roaring twin-cylinder engines, are seriously considering silent drives. Electric drives have also reached the world of supersport bikes: The EGO, a motorcycle made by Italian company Energica Motor Company, accelerates from zero to 100 km/h in less than 3 seconds; see Figure 5.8. The machines are charged with AC power like four-wheeled electric vehicles, or with DC power for short periods of time, using the charging procedures outlined in

20cf. Felix Ehrenfried. 21cf. ZIV.

48 0 a eused. be can 109 hc shgl piie o o egtadue decentralized uses and weight low for optimized highly is which oee,eeti oosaeas ucsfla rmr rvsin drives primary as successful fires. also the g. are e. in motors processes, seen uncontrolled electric as in and However, charging result type the may the in this on instability Dreamliner, Depending higher of processes. cycles cost discharging charging the and and at capacity achievable, of be terms may in types. performance several higher into fires. type, divided battery the be various for can media batteries the airplane, based in long-haul was burning The storage, the energy were Dreamliner. 2013 787 in Boeing attention problem the media A on of batteries batteries. lot storage a as generated well that as fiber (FRP), on based plastics construction lightweight reinforced also but drive, primary electric Aviation 5.1.5 page on 5.46 Figure in shown charger triple the like stations charging 5.3 section 5.7: Figure vain h ibsEFni einda w-etrelectric two-seater a as designed is E-Fan Airbus The aviation. 23 22 f iiei Lithium-Ionen-Akkumulator. - Wikipedia cf. Spiegel. cf. h mrlatr eetooiiy oesntjs h s fan of use the just not covers ‘electromobility‘ term umbrella The nryBswt hrigcnetr ore Rosen- Source: connector. charging berger. with Bus Energy prahst hrigsystems charging to Approaches . ye felectromobility of Types 5.1 o hrig public charging, For . 23 eedn on Depending 22 Lithium- 49

Chapter 5 5 Technologies in electromobility

Figure 5.8: ENERGICA EGO 45. Source: Energica Motor Company. aircraft. It is driven by two electric motors with a total power of 60 kW. The ambitious project is scheduled for production start in 2017.24.

5.1.6 Interim conclusion Due to the higher economic relevance, attention is focused on electromobility based on cars in all its diﬀerent aspects. This is the operative and technological focus of Phoenix Contact.

5.2 Types and details of electric vehicles 5.2.1 Technologies of electric vehicles Electric vehicles aren‘t all the same. They can be diﬀerentiated according to the technologies used. Figure 5.9 shows some of them: The main types are • Light Hybrid e. g. Toyota Prius, generations 1 - 3. The primary drive is a combustion engine. The battery cannot be charged externally.

24cf. Wikipedia - E-Fan.

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Chapter 5 5 Technologies in electromobility

manufacturer that has upended the world of electric mobility and is proving that electric vehicles can achieve an acceptable range of up to 500 km (in the premium class). The Model S has been leading the registration rankings in some countries and enjoys great popularity all over the world. Below, we are brieﬂy introducing key electric vehicles that represent important milestones due to their innovativeness.

5.2.2.1 Mitsubishi EV • The ﬁrst mass-produced electric vehicle • Identical to the Citroën C-Zero and Peugeot iOn • Base price (Germany, incl. VAT): approx. 26,300 e • Range (in km): 150 • Top speed (km/h): 130 • Power consumption (kWh/100 km): 13.5 • Battery capacity: 16 kWh • Charging: 50 kW DC CHAdeMO, 3.7 kW AC Type 1

The Mitsubishi i-MieV (Mitsubishi innovated electric Vehicle), based on a Japanese compact car, is the ﬁrst electric car that has been sold in larger quantities and become a pioneer of electromobility in the new millennium. The French PSA corporation has adopted the technological base for its Peugeot iOn and Citroën C-Zero.

5.2.2.2 Nissan Leaf • The best-selling electric car so far • Base price (Germany, incl. VAT): from 23,790 e + Battery rental fee • Range (in km): 200 • Top speed (km/h): 144 • Power consumption (kWh/100km): 12.4

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Chapter 5 5 Technologies in electromobility

• Range (in km): 120-160

• Top speed (km/h): 130

• Power consumption (kWh/100km): 11.7

• Battery capacity: 18.7 kWh

• Charging: 50 kW DC CCS, 3.7 kW AC Type 2

The e-up! is the VW‘s ﬁrst mass-produced electric car. The up! is also available with other engines. Electromobility is only part of the overall concept behind the up!.

5.2.2.5 BMW i3

• The ﬁrst electric vehicle focused on sustainability and lightweight construction

• Base price (Germany, incl. VAT): approx. 35,000 e

• Range (in km): 130-160

• Top speed (km/h): 150 (electronically limited)

• Power consumption (kWh/100 km): 12.9

• Battery capacity: 18.8 kWh

• Charging: 50 kW DC CCS, 3.7 kW AC Type 1 and Type 2

The BMW i3 is the first vehicle designed exclusively as an electric passenger car with a focus on lightweight construction. For the first time, carbon fiber is used a material for a complete car. The interior is appointed with biodegradable materials while still presenting a high-quality look and feel.

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Chapter 5 5 Technologies in electromobility

• Charging: 44 kW AC Type 2 dual mode

The Renault Zoe is based on the Clio. After the Fluence and Twizy, it is the third electric vehicle by Renault. The Zoe stands out for its charging process, which is unique in the market. While most other vehicles require a DC charging station for fast charging, the Zoe can also be charged at home at the 400 VAC home charging station. The battery is not part of the vehicle and can only be leased. For more information on the Zoe’s charging process and its special characteristics, see section 5.5.3 ZE-Ready.

5.2.2.8 Mitsubishi Outlander PHEV

• The ﬁrst plug-in hybrid SUV

• Base price (Germany, incl. VAT): from 39,000 e

• Range (in km): 52 km in electric, 800 km total

• Top speed (km/h): 120 in electric, electronically limited to 170

• Standard consumption (kWh/100 km): Speciﬁcation: 1.8, actually 5.8

• Battery capacity: 12 kWh

• Charging: CHAdeMO 50 kW, AC 3.7 kW Type 1

The Mitsubishi Outlander is the ﬁrst plug-in parallel hybrid SUV in the market. It has an electric motor and a combustion engine that are run in parallel. The four-wheel drive actively distributes the torque to the front and rear axles. At high acceleration or high speed, the combustion engine starts automatically in a way that is almost unnoticeable to the driver. This parallel mode is particularly suitable for driving on highways. In serial mode, two electric motors act on the front or rear axle. The motors can be supported by the combustion engine running in generator mode.

56 iue5.10: Figure iue5.11: Figure Aachen al itnetaee yidsr.Suc:Source: 2013 Source: Trade, of industry. Chamber Hamburg by traveled distance Daily RWTH Source: trip of length distribution, Frequency . ye n eal feeti vehicles electric of details and Types 5.2 57

Chapter 5 5 Technologies in electromobility

5.2.3 Limited range - (no) deal breaker for electromobility Low range and low availability of quick-charging stations are powerful and much-cited arguments against electric vehicles. At gas stations, drivers of combustion-powered cars can add hundreds of kilometers of range within minutes. This option conveys a sense of independence. However, is this really necessary? How often do people go on long trips, planned or unplanned? To what extent is the range limit of electric vehicles a factor in real life? While the results of numerous studies may seem surprising, in reality they only reflect our actual mobility behavior. According to a study by RWTH Aachen, the median distance traveled is 37 km per day; see Figure 5.11 A range of 37 km would cover Figure 5.1090-95% of all trips. An analysis of individual driving habits will confirm this. Cars are generally used for the everyday commute to work. Private mobility for shopping or hobbies is just as plannable and can be accomplished within the available range. What remains are annual vacation trips. Here, the automotive industry is already offering ready-made solutions: VW gives the owners of an e-up! an annual 30-day voucher for a substitute vehicle. BMW is offering special car rental conditions in cooperation with the rental provider Sixt. This way, people are able to do even extended vacation trips with large amounts of luggage without problems. For commercial operations as described in section 5.1.2 Electromobility for utility vehicles, travel distances can be estimated and forecast with much greater accuracy. A study commissioned by the Hamburg Chamber of Trade investigated daily distances traveled by industry. The leader is the passenger transportation industry, with an average daily distance of 95 km. This concerns mainly taxis that are easily able to recharge at the taxi stand during breaks. The largest sample with 121 participants in the area of ‘other services‘ indicates a range of 65 km. There is one common thread for all industries: The daily distance to be covered is always well within the guaranteed range of known electric vehicles.25. Furthermore, the total distance traveled usually does not represent one long trip but instead multiple shorter ones. Recharging would easily be possible. The only prerequisite is the

25cf. section 5.2.2. Trailblazers of their class ‘important electric vehicles.

58 obsinpwrdcar combustion-powered ihacmuto nie opnnslk h rnmsino the or transmission the like Components engine. combustion a with 8.50 are car combustion a with h datg saray1700 already is advantage the irgre.Oe h oreo h nnilcii tteedof end the at crisis financial the of course the Over disregarded. oto prtn h eil ssgicnl oe hnfrcars for than lower significantly is vehicle The the batteries. the operating primarily of vehicle, the cost of cost higher significantly shows cost fuel 5.13 the Figure just to of According comparison picture: direct different A a 5.12. Figure see 0.22 0.19 about is electromobility of cost The 5.2.4 Su- the market. and CO their range and find km range The and 500 but good contradictory its purchase. that range S85, the show the Model make option need the percharger not with actually does Tesla not of therefore does success and behavior. customer limited human a feels for that still homo modem that be suitable clear may a became It always it not millennium, new is the oeconomicus of decade first the covered be will section. This much-cited next cost. and the the in strong is This Another electromobility directly. resources. against profile purpose, and arguments trip that time the for driver into detour the integrated saves a is making process maybe charging station, going the of gas Instead specific also drivers. a This EV to of places. behavior dedicated fueling/charging the in changes infrastructure charging of existence elcmn.Rcprtv rkn infiatyrdcswa nthe or on maintenance wear brakes. require reduces friction not significantly do braking and Recuperative needed replacement. not are system exhaust nttt o ytm n noain eerh h otprkilometer per Fraunhofer cost the the Research, of Innovations study and a Systems to for According Institute electromobility. of favor in not ept l h hoy h osmrs‘u eln‘sol o be not should feeling‘ ‘gut consumer‘s the theory, the all Despite h oa oto wesi TO feeti eilsaecurrently are vehicles electric of (TCO) ownership of cost total The e pt 0.33 to up e o rdtoa obsinegns oprdwith compared engines, combustion traditional for e o eilswt ag nrysoaecapacity; storage energy large with vehicles for h otsvnseeto nE compared EV an of effect savings cost the , . ye n eal feeti vehicles electric of details and Types 5.2 e hseeti eesdb the by reversed is effect This . e e 0 m fe 00km, 2000 After km. 100 per ulcs,BVand BEV cost, Fuel 2 etaiyaenot are neutrality 59

Chapter 5 5 Technologies in electromobility

Figure 5.12: Comparison of the TCO of electric vehicles. Source: Hamburg Chamber of Trade, 2013

Figure 5.13: Fuel cost, BEV and combustion-powered car. Source: Bundesverband Elektromobilität e. V.

60 ilbcm trciea eodr vehicles. secondary as attractive become will aiu opnnslk h atr aaeetsse,sensors, system, management battery the like components various prefer- each for offer suitable a is ‘there battery the with vehicle ein.Teecec ftecretltimintcnlg a be can technology lightweight lithium-ion in the current use is the for of It ideal efficiency it batteries. The makes which of being. designs. Earth, time production the on the for metal expected in lightest not indispensable are is price in Lithium Increases material. raw a models‘ 250 forecast and the DOE) Due 100 Energy from development 5.14. window of The a Figure is battery. in there the accuracy, shown limited of is cost costs total battery the account of of components 25-30% additional about These for housing. and system, cooling would this vehicles, km. common 500,000 of for mileage average charge total an full a With per to cycles. have km correspond charging cells provider. 100 fully Li-ion leasing 5000 of Modern least the range great: at of very of expense not durability is the a below risk at to actual replaced drops the functional simply However, battery a the is of of guarantee it performance a 80%, the have When able and are vehicle storage. They the electric energy on an customer: the depending in for invest rate benefits to monthly significant and a has battery, for This a battery without mileage. the of cars leases cost its customer the sells the listing Renault used by a separately. this of battery replacement to the costly responded the manufacturers range, fear Some also performance, drivers battery. of EV terms Many in price. characteristics and its on impact critical for concepts second-life and Energy 5.2.5 h ihu-i ehooyi xetdt nraeteeeg storage energy the increase to expected instance, is For technology materials. lithium-air other the with combinations through increased entosne ob bevd h rcinbteycnit of consists battery traction The following observed: the be prices, to to battery due need comparing prices lower definitions When in scale. result of will economics numbers production Rising ence. 26 f ichbr eet cutr es 21) .23ff. p. (2016), Hesse Schuster, Regett, Fischhaber, cf. hr scretyn n nsgtfrteaalblt fltimas lithium of availability the for sight in end no currently is There the buy also can model leasing the prefer not do who Customers a has it and vehicle, electric an in component key a is battery The ihu-o batteries lithium-ion e . ye n eal feeti vehicles electric of details and Types 5.2 eiClge.A eut lcrccars electric result, a As Cologne). (ewi e 26 kh(SDepartment (US \kWh 61

Chapter 5 5 Technologies in electromobility

Figure 5.14: Price of Li-ion battery technology. Source: Fischhaber, Regett, Schuster, Hesse.

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Chapter 5 5 Technologies in electromobility

Manufacturers therefore need to be very careful in their selection of lithium-ion cells for battery systems. Damage may be caused either by internal or external factors. Defects due to internal causes, e.g. short circuits or design-related differences in quality, cannot be influenced or contained by external safety circuits Cell damage or fires caused by external factors, e.g. temperature or charge, can be avoided by using battery designs with appropriate operating modes and safety components.28 Lithium-ion cells differ, among other things, in their composition of cathodes and anodes, their construction, additives, electrolytes, and other components. The parameters relevant for safe operation are

• End-of-charge/discharge voltage

• Mechanical changes in the cell

• Functional principle of safety mechanisms, e. g. PTC or CID

• Maximum charge or discharge currents for diﬀerent cell temperatures

The safe operation of lithium-ion cells is defined in an operating window. It is illustrated in Figure 5.16. The illustration shows operating ranges of the cell at various temperatures and voltages. Failure to comply with manufacturer specifications for the operating window with regard to voltage, temperature, and current may result in permanent damage to the cell. Even after a return to the safe operating window, the process of change, and therefore the damage, continues. The various ranges in Figure 5.16 are defined as follows:

1. Operating range, safe working range

2. Dissolution of anode copper

3. a) Li plating when overcharging b) Li plating when charging at low temperature

4. Possible defect of the SEI layer for graphite anodes, gas pressure rises, potential slow thermal runaway

28cf. BSW et al. (12/2014), p. 13ﬀ.

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Chapter 5 5 Technologies in electromobility with reservations. For details, please refer to the study by BSW et. al. directly.

5.3 Approaches to charging systems

The charging process of electric vehicles is an important factor for the market development and acceptance of electromobility. Fueling up a traditional combustion-engine car takes only a few minutes, for a range of up to 1000 km. A critical factor therefore is the amount of time it takes to recharge the battery. This can be accomplished in several ways. Using AC, a charging power of up to 44 kW is possible. A battery with a capacity of 20 kW could theoretically be charged in less than 30 minutes. DC charging technologies allow for even higher charging power. The standardized 59 kW DC charging process enables very short, tolerable charging times. However, here is a brief comparison: Fueling up a 60-liter tank at a gas station is equivalent to adding 60 kWh in only 3 minutes! Adding the same amount of energy electrically would require a charging power of 1.2 MW! This is an immense amount of power and appears to be an unsolvable problem for the grid. Simultaneously charging a dozen electric vehicles on the same block with 22 kW (3-phase at 32 A) ‘not an unrealistic scenario ‘would already overload the energy supply. An expansion of the power resources is therefore necessary, in addition to intelligent charging management that automatically adjusts the charging power of electric vehicles to external factors, e.g. total power demand and availability (of renewable energy). The lower range therefore necessitates a tighter charging infrastructure network. This requires a high degree of interoperability. A trip to the neighbor city, or even a neighboring country, should not be made impossible by incompatible charging connectors. Economics of scale are also required to minimize investment cost ‘and without standardization, signiﬁcant scale eﬀects cannot be achieved.

The interoperability described in the last section requires a standardized charging interface both on the vehicle side and on the charging infrastructure side. At the time of this writing, a number of diﬀerent, sometimes standardized system approaches to charging can

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Chapter 5 5 Technologies in electromobility

safety and robustness required for handling by people with no electrical training. A comprehensive standardization effort is required to reach the desirable state of worldwide interoperability, i.e. a uniform charging connector for all vehicles and all countries. At the same time, it must be ensured that the plug-in connection is guaranteed to never pose a danger to human life and is reliable even in adverse conditions. These requirements can only be achieved by additional efforts at comprehensive standardization. Figure 5.18 shows the various areas of standardization for conductive charging. The charging topology ranges from the charging infrastructure, EVSE, to the electric vehicle, EV. The charging interface describes the requirements for regulating the charging process at the vehicle, the charging connector, and the charging cables. In terms of content, the topics of electrical and functional safety, external interfaces, the interfaces between the vehicle and the charging infrastructure, communication, as well as electromagnetic compatibility are addressed. It should be pointed out that this standardization process involves two standardization organizations that have not had occasion to collaborate in the past. The challenges of this constellation, which originate from the different perspectives of stakeholders on the topic, are discussed in section 5.4.1 The worldwide standardization process.

Despite intensive exchange between all sides, the goal of a uniﬁed charging system for all vehicles on all continents could not be achieved. However, there is signiﬁcant overlap at the continental level so that acceptable interoperability is ensured. However, there are also outliers who develop and market their systems virtually without regard to any standardization activities; see section 5.5 Charging electric vehicles. Two methods of conductive charging, AC and DC, are explained below.

5.3.1.1 AC charging Conductive AC charging is the simplest and most common charging method. Figure 5.19 shows the geometries of the charging connectors used along with their maximum voltage and current capacity deﬁned in the standard. At 500 V and 70 A, the type 2 connector has the widest power range. In the US, the type 1 connector is rated up to

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Chapter 5 5 Technologies in electromobility

Figure 5.19: Overview of AC charging connectors. Source: Own image.

onboard charger requires speciﬁc installation space in the vehicle and electronic protection to prevent EMI caused by the high frequency of the charging current necessitated by the system. The IEC 62196 standard for conduction charging systems diﬀerentiates between type 1 for single-phase networks (Asia, North and South America), type 2 for three-phase networks (Europe), and type 3 for three-phase networks with special mechanical requirements for contact protection (shutter) in Italy and France. Certainly, the circumstances described for onboard chargers are only some of the reasons why a majority of OEMs permits AC charging only at lower power up to 3.7 kW. DC technology is preferred for fast charging at 50 kW and more. This technology is described below. The following points summarize the AC charging process:

• The AC/DC rectiﬁer unit is on board the vehicle

• Relatively simple technology compared with DC charging

• Charging takes a long time

• Lower charging power compared with DC charging

• Cheap

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Chapter 5 5 Technologies in electromobility

Figure 5.21: DC charging connector. Source: Own image.

the diﬀerent development stages and design steps of the CCS system before it reached its current connector pattern.

The following points summarize the DC charging process:

• The AC/DC rectiﬁer unit is in the charging station

• This yields signiﬁcantly greater charging power compared with AC charging

• DC charging technology is more complex and expensive than AC technology

• The responsibility and cost of the rectiﬁer shift from the OEM to the charging infrastructure

There are currently two methods for DC charging: The Combined Charging System (CCS) developed in cooperation between the Ger- man automotive industry and Phoenix Contact for type 1 and type 2 connectors, and the Japanese CHAdeMO system. The diﬀerences between these systems are explained in section 5.4.4 DC charging systems.

As an interim summary for conductive charging, it can be said that the upsides and downsides of AC and DC charging provide

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Chapter 5 5 Technologies in electromobility

Figure 5.23: Diagram of functional principle, inductive charging. Source Phoenix Contact the entire cable needs to be replaced. The technological risks can however be minimized by a suitable deﬁnition and speciﬁcation of the charging systems.34. One aspect that cannot be solved easily is the work required to make the electrical connection itself. Handling a dirty charging cable while wearing good clothes can also be a challenge. Inductive charging is a solution for the challenges listed above. The process is described in the next chapter.

5.3.2 Inductive charging Inductive charging is based on wireless transmission of electrical energy. Making a electrical connection manually by plugging in a charging cable is not required. This technology is already being used in households, e.g. with electrical toothbrushes. Figure 5.23 Diagram of functional principle, inductive charging illustrates the functional principle of inductive charging. The key element are two coils (represented as a primary and a pickup coil here) that transfer electrical energy by means of induction, like a transformer. The primary conductor is permanently installed in the ground, and the pickup is in the vehicle. The energy transfer can start once the vehicle is positioned precisely above the primary conductor. Positioning accuracy and the matching of the two coils are factors inﬂuencing the eﬃciency of the charging process. E.g., circular

34cf. section 6.7.2 Contacts of charging connectors.

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Chapter 5 5 Technologies in electromobility

Figure 5.24: Keyless entry in modern vehicles. Source: Phoenix Contact.

in the long-wave range around 100 kHz. There are already numerous devices in this range that might be affected: Radio, navigation and communication, the time signal for automatic radio clocks (DCF 77), LW, AM broadcast, but also amateur radio. On-board functions of the vehicle may also be affected, e.g. keyless entry and keyless go, tire pressure sensors, wheel speed sensors, and the automatic parking aid. It cannot be tolerated that automatic parking results in a fender bender, or a driver can‘t get into their car, just because an electric car is being charged somewhere nearby.37 This obstacle presents a great challenge for private use. For utility vehicles such as buses, things are looking differently. Here the focus is on functionality and practicality. Part of the ‘Schaufenster Nord‘ technology showcase, the EmiL38 project involves a bus made by the manufacturer Solaris that is charged by induction at two points of its circular route. To avoid the air gap problem described above, the vehicle‘s charging plate is mechanically lowered to the plate installed in the ground. It is retracted before the trip continues. The ground plate is easy to integrate into the cityscape; see Figure 5.25 Plate for inductive charging, EmiL project.

A special advantage of inductive charging is that it can be done while driving. This would e.g. beneﬁt taxis that frequently need to move up the queue at a taxi stand, which makes them less suitable for conductive charging. Signiﬁcant advantages of inductive charging include:

37cf. Figure 5.24 Keyless entry in modern vehicles. 38EmiL = Elektromobilität mittels induktiver Ladung/electromobility by means of inductive charging.

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Chapter 5 5 Technologies in electromobility

system. At bmwblog.com, the manufacturer even promises a faster charging process using induction compared with conductive charging. This seemingly positive news is relativized by the fact that both proprietary charging systems operate on 3.3 kW, or 7 kW in the future, which makes them suitable only for private use overnight.

5.3.3 Battery change The above two sections introduced conductive and inductive charging. Because the speed of the charging process significantly affects the success of electromobility especially on long distances, these processes have certain natural limitations. Implementing charging processes that take only a few moments requires either high effort in terms of infrastructure39 or investigating completely different processes. One solution would be the complete exchange of a discharged battery by a fresh one. This has significant advantages: The waiting time for the driver is only the time it takes to mechanically swap the battery, and it is completely separate from the electrical charging process. The charging happens at the battery station and has to fulfill only the following criteria: Availability for the next swap, and availability of charging energy. E.g., if large amounts of renewable energy are available, then the charging process can be faster and vice versa. This also carries cost benefits for the installation of such a station: The electrical supply power doesn‘t have to be 50 kW or more but can be significantly less.40 This effect becomes clear especially for multiple charging processes in parallel. The number of batteries in stock merely needs to correspond to the utilization of the battery station by drivers.

The utility vehicles industry is ideally suited for the use of battery change technologies. The focus here is on functional and efficient fulfillment of the vehicle‘s application purpose. In public transportation, the goal is to offer people plannable mobility. The expectation of the user is the maximization of the service‘s effectiveness and efficiency. Both are ensured in this area. The distances covered are plannable and repetitive, so that the disadvantage of limited range

39cable cross-section, cable weight, energy supply, cost. 40cf. section 5.3.1.2 DC charging.

78 iue5.26: Figure kln fQndowt -u.Source: e-bus. with Qingdao Contact. of Phoenix Skyline . prahst hrigsystems charging to Approaches 5.3 , 79

Chapter 5 5 Technologies in electromobility

Figure 5.27: Battery connector, source: Phoenix Contact.

does not apply. Emotional or design considerations, which play a key role in personal mobility, are not a primary consideration in public transportation. Standardization of the above connectors and battery sizes is possible. This is already being put into practice in China. The core element is a battery connector developed by Phoenix Contact that creates an electrical contact between the battery inside the vehicle and the charger, which was developed by the Chinese e-bus manufacturer Xuji. In the eastern Chinese city of Qingdao, more than 200 of these buses are being used successfully and have covered a cumulative distance of more than 10 million kilometers. At the end of each tour, the buses enter a depot where the batteries are removed and replaced by an automatic handling system. Figure 5.27 shows the Phoenix Contact battery connector for a bus during a battery change.

5.3.4 Excursion: Hydrogen A hydrogen or fuel-cell powered car does not have a conductive charging interface. Because of the ﬂuctuating public interest in the topic, we are brieﬂy covering it here.

A hydrogen drive uses hydrogen for fuel. The following concepts can be distinguished:

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Chapter 5 5 Technologies in electromobility

Vehicles that operate on LPG or LNG are not covered here. The combustion generates CO2.

5.3.5 Summary: Approaches to charging systems The last three sections covered three different systematic approaches to charging electric vehicles: conductive charging, inductive charging, and battery change. The existing core competencies of Phoenix Contact in the development of connector systems and the widespread presence of conductive charging systems with a high level of standardization define conductive charging as the core technology for Phoenix Contact. In addition, conductive charging is the simplest solution - the smallest common denominator for charging electric vehicles. User acceptance of inductive charging will be high and should not be disregarded. However, the standards and the technology need to be further qualified on an international level first. Chapter section 5.3.2 Inductive charging covers the technology in more detail.

5.4 Standardization environment for conductive charging

The establishment of a new technology in a national or international context depends on the supporting standardization activities. Only a broad consensus among key stakeholders oﬀers the required plannability for investing business entities. This standardization process and the challenges of electromobility will be explained in the following sections.

5.4.1 The worldwide standardization process In terms of standardization, the integration of vehicles into the energy infrastructure is a challenging process. On one hand, there are signiﬁcant tensions and obstacles due to diﬀerent views of the energy and electrical industry on one hand, represented internationally by the DKE and nationally by the DKE, and the vehicle industry on the

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Chapter 5 5 Technologies in electromobility

Figure 5.29: Standardization environment for conductive charging. Source: Phoenix Contact.

84 E 61851-23 IEC 61851-22 IEC 61851-21 IEC 61851-1 IEC • • • • eil hrigsain(E 15-220) emnversions German 61851-22:2001); (IEC station charging vehicle AC/DC an to connection conductive for requirements vehicle rcvhcecnutv hrigsses-Pr :General 1: Part - systems charging conductive vehicle tric oD hrigsain o otgsu o10 DC. V 1500 to up requirements voltages defines for 23 stations part 69/206/- charging 1, DC (IEC part to station to charging addition ‘In vehicle electric CD:2011). DC 23: Part V. contains for 690 22 vehicles to electric part up for connections 1, stations conductive part charging AC to for addition requirements In electric 61851-22:2002.‘ AC EN 22: Part - systems charging conductive vehicle tric inside DC, and areas. for residential AC defined outside emissions, and are and interference Requirements to vehicles. resistance electric systems charging external of for (EMC) requirements compatibility the electromagnetic covers for part This 61851-21:2001).‘ Electric (IEC -1: supply 2 Part - systems charging conductive vehicle tric DC V 1500 and AC V 1000 eternal to to up applies devices part charging ‘This 61851-1:2010). (IEC requirements equipment. charging for specifications key Required external the of safety electrical equipment charging required the of Specification vehicle the to connection the of Specification charging external of equipment conditions operating and Characteristics . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 Eetia qimn feeti odvhce Elec- - vehicles road electric of equipment ‘Electrical odciecagn ytm o lcrcvhce - vehicles electric for systems charging Conductive ‘ Elec- - vehicles road electric of equipment ‘Electrical Elec- - vehicles road electric of equipment ‘Electrical 85

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The EC 62196 series of standards describes the requirements for plug-in connections for electric vehicles in accordance with charging modes 1-4 described in IEC 61851 for charging with AC and DC voltages. IEC 62196-1 ‘Plugs, socket outlets, vehicle couplers and vehicle inlets - Conductive charging of electric vehicles -Part 1: General requirements German version EN 62196-1:2012. ‘Part 1 deals with general requirements and properties such as contact protection, rated values of current and voltage, and the design of signal and control contacts. IEC 62196-2 ‘Plugs, socket outlets, vehicle couplers and vehicle inlets - Conductive charging of electric vehicles -Part 2: Di- mensional compatibility and interchangeability requirements for AC pin and contact-tube accessories; German version EN 62196-2:2012.‘ This part covers plugs, socket outlets, vehicle couples and vehicle inlets with a rated voltage of no more than 500 V AV and a rated current of no more than 63 A AC for three-phase charging or 70 A AC for single-phase charging, IEC 62196-3 ‘Plugs, socket outlets, vehicle couplers and vehicle inlets - Conductive charging of electric vehicles -Part 3: Dimen- sional compatibility and interchangeability requirements for DC and AC/DC pin and contact-tube vehicle couplers (IEC 23H/279/CD:2012). ‘This part of the standard applies to high- power DC interfaces and combined AC/DC universal interfaces. These plug-in connections are intended for circuits deﬁned in EC 61851-1 and IEC 61851-23. The characteristic digital communication for DC charging is described in the following section. IEC 61851-24 ‘Conductive charging systems for electric vehicles - Part 24: Digital communication for the control of DC charging processes between an oﬀ- board DC charger and the electric vehicle.‘ This part describes the communication between the above devices described as charging mode 4 in IEC 61815-1. The vehicle is supplied with DC power requested by the vehicle from the D charging station.

86 50VD.I eea,ti sacmlse hog Econformity, CE through accomplished is this general, In DC. V 1500 h olo hs tnad stehroiaino l general all of harmonization the is standards these of goal The is Below above. specified been have standards standards. applicable system of relevant application The the consideration into takes which eie ocnomt h eea tt fteat h oli to is goal The art. the of state general the to conform to verified ue n eurmnsfrlwvlaesicga n controlgear and switchgear low-voltage for requirements and rules S/E 15118-3 ISO/IEC 15118-2 ISO/IEC eie,as nw sI-P,ta r qipdwt residual a with equipped are that IC-CPD, as known also devices, S/E 15118-1 ISO/IEC sebist civ oprberqieet.Ti loincludes also This requirements. comparable achieve to assemblies the describe assemblies. explicitly controlgear and that switchgear low-voltage standards as those station charging of description brief a and V 75 or AC V 1000 and V 50 for between equipment voltage electrical nominal to a of applies with health It use the equipment. regarding devices and electrical animals, of people, safety of level high a ensure 62752 IEC signal. pilot a and charging device for current outlet socket 61851-1. a IEC and to plug according a 2 via connected mode is system which stationary cable, a charging to the in integrated device protective entosadtsigrqieet ..frtsigha generation, heat testing etc. for e.g. insulation, requirements testing and definitions 42 f eto 5.4.3.2 section cf. nteErpa no,eetial oee eie utbe must devices powered electrically Union, European the In and control a for standard draft a describes below section The eil n hrigsain-Pr :Gnrlifrainand information General 1: Part - station charging and vehicle eil n hrigsain-Pr :Rqieet othe to Requirements 3: Part - station charging and vehicle the to Requirements 2: Part - station charging and vehicle lcrcra eilsitgae ntecnrladprotective and control the (IC-CPDs)‘ in equipment integrated vehicles road electric 15118-3:2015)‘ (ISO interface data and physical 15118-2:2015‘ (ISO protocol application and network 15118-1:2013)‘ (ISO cases application of definition . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 Cnrladpoetv eiefrcagn oe2for 2 mode charging for device protective and ‘Control Ra eils-cmuiainitraebetween interface communication - vehicles ‘Road between interface communication - vehicles ‘Road between interface communication - vehicles ‘Road 42 hsdatapist mobile to applies draft This . 87

Chapter 5 5 Technologies in electromobility

IEC 61439-1 ‘Low-voltage switchgear and controlgear assemblies - Part 1: General deﬁnitions (IEC 61439-1:2011).‘

IEC 61439-7 ‘Low-voltage switchgear and controlgear assemblies - Part 7: Switchgear and controlgear assemblies for commercial facilities, special areas and facilities like marinas, camping sites, marketplaces and similar applications, we well as charging stations for electric vehicles.‘

For correct application of IEC 61439, part 7 with the requirements for switchgear and controlgear assembles for charging stations needs to be applied in addition to part 1.

The requirements for circuits designed to supply electric vehicles for charging purposes are described in IEC 60364-7-722. This draft standard is based on DIN VDE 0100-722, which is already in force in Germany.43

IEC 60364-7-722 ‘Erection of low-voltage systems - Part 7-722: Re- quirements of commercial facilities, special areas and facilities - power supply of electric vehicles.‘

All standardization activities for inductive charging are bundled in the 61980 series of standards.

IEC 61980-1 ‘Wireless power transmission (WPT) systems for electric vehicles - Part 1: General requirements‘ Part 1 applies to systems for wireless power transmission within and outside of electric road vehicles with AC power up to 1000 V or DC power up to 1500 V. Application case 1 describes the charging of a parked electric vehicle. Application case 2, ‘driving and charging‘, describes the long-term goal of supplying vehicles with electrical power while moving.

IEC 61980-2 ‘Communication‘

IEC 61980-3 ‘Wireless power transmission (WPT) systems for electric vehicles - Part 3: Speciﬁc requirements for wireless power

43Date: April 2016.

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Chapter 5 5 Technologies in electromobility may be referred to as ‘de-facto industry standards‘. OCPP describes a communication protocol to the mobility supplier (back end), and OCHP and OICP describe the direct exchange between diﬀerent mobility suppliers.

Open Charge Alliance ‘Open Charge Point Protocol OCPP 1.6.‘

Figure 5.30 shows the basic communication architecture from the charging interface to the mobility supplier. For more information on OCPP see section A.3.5 OCPP excursion. For more information on OICP and OCHP see section 5.7.2.2 Electromobility providers and below.

IEC 63110 ‘Management of Electric Vehicles charging and discharging infrastructures‘

IEC 63110-1 Basic deﬁnitions, use cases and architectures

IEC 63110-2 Technical protocol speciﬁcation and requirements

IEC 63110-3 Requirements for conformance tests

The new series of standards launched in 2017 has the goal of unifying the communication of charging infrastructure with back-end systems. In addition to the requirements for data exchange itself, IT security and the integration into intelligent power grids are also covered. Another objective is to account for expanded use cases and business models that cannot be anticipated at this point.

5.4.3 Characteristics of conductive charging systems for electric vehicles The following sections describe various characteristics of conductive charging interfaces in accordance with IEC 61851-1. To provide a basis for understanding, terms and their correct deﬁnition are described ﬁrst; see Figure 5.31. The ‘socket‘ of the charging station is called ‘infrastructure charging outlet‘ and has female contacts. It connects to the ‘infrastructure charging plug‘, which has male contacts. At the other end of the charging cable, the ‘vehicle charging plug‘ and the ‘vehicle inlet‘ provide the vehicle-side pair of female

90 iue53:Hnsaecmuiain ore hei Contact. Phoenix Source: communication. Handshake 5.30: Figure . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 91

Chapter 5 5 Technologies in electromobility

Figure 5.31: Designation of charging connectors. Source: Phoenix Contact.

and male contacts. A change of the vehicle inlet from male to female contacts at the end of 2012 necessitated a permanent change in the product strategies of all manufacturers. Owners of pre-2012 vehicles are faced with the problem of obtaining charging cables with double- sided female contacts. Due to the low demand and lack of relevance in the standards, Phoenix Contact does not oﬀer this cable.

5.4.3.1 Conﬁguration of charging connectors

For conductive charging, three different cases for the connection of vehicles to the charging infrastructure can be identified. They are illustrated in Figure 5.32. Connection case ‘A‘ covers a charging cable that is permanently attached to the car, e.g. as used by the Renault Twizzy. This is a rare case, because charging is slow and limited to 16 Ampere and 3.7 kW. The most common connection case is ‘B‘: Here the charging cable is designed to be pluggable at both ends. It is usually carried in the vehicle. This has the advantages of reducing the cable‘s vulnerability to theft or vandalism, as well as making handling easier with smaller cross sections. Almost all public charging stations are designed for this case. Case ‘C‘ describes a charging cable permanently connected to the charging station. Application cases for C are DC charging, where design C is required exclusively, and private charging at home. Phoenix Contact is offering products for cases ‘B‘ and ‘C‘.

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Chapter 5 5 Technologies in electromobility

public and not under permanent supervision. It must be ensured that from a certain (critical) charging power level, only one electric vehicle can be connected to the charging infrastructure so that mis- use is prevented. In particular, the correct wiring and function of the protective earth conductor are veriﬁed. This is implemented by means of the pilot signal, which is an integral part of IEC 61851. It is described in detail in section 5.4.3.3 The pilot signal acc. to IEC 61851.

The standards distinguish various charging modes in conjunction with the connection cases described above. They describe the operation of the vehicle at the charging station and directly inﬂuence the charging behavior. Four charging modes are distinguished in total:

Figure 5.33: Charging mode 1 acc. to IEC 61851-1. Source: Phoenix Contact.

Charging mode 1 acc. to Figure 5.33 is the simples mode and strictly requires an GFI in the existing electrical installation. The charging interface is directly under voltage; there are no additional protective measures. It must be ensured that the vehicle, as the current-limiting element, does not trip the protective device of the charging infrastructure. The maximum charging current is limited to 6 A/11 kW. There is no communication with the vehicle. The connector is mechanically locked in the vehicle. This operating mode is not recommended because it cannot be guaranteed that a GFI is present in the building installation.

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Chapter 5 5 Technologies in electromobility

Figure 5.35: Charging mode 3 acc. to IEC 61851-1. Source: Phoenix Contact.

Charging mode 3 is the most common mode and requires a charging station in accordance with IEC 61851-22 that is equipped with GFI protection and a mode 3 charging controller. It can be designed as a charging column or a wallbox46. Connection cases ‘B‘ and ‘C‘ are the most commonly applied47. A cable acc. to IEC 62196-2 must be used for charging. The current capacity of the charging cables is detected.48. The values are communicated to the vehicle via the pilot signal. The connector is locked both on the vehicle side (connector) and on the side of the charging station (plug). Tampering with the charging process is therefore nit possible. Charging is limited to 63 A, three-phase.

Figure 5.36: Charging mode 4 acc. to IEC 61851-1. Source: Phoenix Contact.

Charging mode 4 is reserved for DC charging and requires high- level communication acc. to ISO/IEC 15118. The PWM signal is adjusted to about 6% to signal to the vehicle that an external

46home charging station 47cf. section 5.4.3.1 Conﬁguration of charging connectors. 48The detection of current capacity is via a proximity contact.

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Chapter 5 5 Technologies in electromobility

Resistor CP-PE open 2700 Ω 880 Ω 240 Ω Vehicle status Anove- B vehicle C charg- D charg- hicle con- con- ing ing, venti- nected nected lation required

Table 5.1: Vehicle stat¯usoverview with resistance values acc. to IEC 61851. Source: IEC61851-1 whether the vehicle has identified a charging connector, whether it is ready for charging, or whether additional ventilation is required. The return via the PE conductor verifies the proper connection of this conductor. The pilot signal is particularly important for avoiding overload situations. Because different types of charging cables with different wire cross sections exist54, the cables and the infrastructure upstream of the cable must not be overloaded. The current capacity is detected by evaluating a resistor wired between PP and PE. This technology is used in charging modes two, three, and four. With the EV Charge Control, Phoenix Contact has developed an electronic module that helps achieve the requirements for these charging modes. The different resistance values are shown in Table 5.2 Proximity resistor coding and Table 5.1 Vehicle stat¯usoverview with resistance values acc. to IEC 61851.

The pilot signal is the bases for all signal connections to the vehicle. The ISO/IEC 15118 standard describes high-level communication based on the pilot signal for the transfer of additional data. It is described in the next section.

5.4.3.4 High-level communication based on ISO/IEC 15118 The ISO/IEC 15118 communication standard describes high-level communication from the EVSE to the EV based on the IEC 61851 pilot signal. It is strictly required for DC charging with the combined charging system (CCS). Figure 5.38 describes the various OSI layers for a better understanding of the protocol structure. The two bot-

54the standard speciﬁes cables from 6 A to 63 A.

98 iue5.37: Figure iecross- section Wire current charging Max. PP-PE Resistor al .:Poiiyrsso oig ore E 61851. IEC Source: coding. resistor Proximity 5.2: Table . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 h io inlac oIC681 Source: 61851. IEC to acc. Contact. signal Phoenix pilot The 1 A 13 1500 , 5 mm Ω 2 2 A 20 680 , 5 mm Ω 2 4 A 32 220 mm Ω 2 6 A 63 100 mm Ω 2 99

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Figure 5.38: High-level communication based on ISO/IEC 15118. Source: Phoenix Contact. tom layers, the physical layer and the data link layer, describe the basis of communication in ISO/IEC 15118-3. As mentioned above, a Powerline signal as per HomePlug Green Phy 1.00 is modulated onto the pilot signal. The actual data payload is transported via TCP/IP IPv6 . There is the possibility to feed data generated while driving directly into the WWW at the charging station. The charging station expands into a multimedia terminal that integrates the vehicle into the IT world, because the ‘15118‘ is not just used for DC charging. It oﬀers basic possibility of a fully automated charging process, including authorization, billing, and charging management. Figure 5.39 provides and example of a charging process acc. to EC 15118. After creating the charging connection, all other parameters are ‘negotiated‘ automatically. This may be used to minimize user interaction. A laborious log.in process with RFID chips is avoided. Refer to the CCS Design Guide for an overview of the Combined Charging System.55 The guide was created by CharIn and describes the system architecture, the system process, the communication and safety aspects of the CCS.56 The document is based on the relevant standards and serves as a reference for manufacturers, suppliers, and

55cf. CharIn (2015), p. 1ﬀ. 56cf. section 5.4.4.7 CharIN.

100 iue5.39: Figure iue54:CSdsg ud.Suc:CharIn. Source: guide. design CCS 5.40: Figure . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 hrigpoesacrigt E 51.Source: 15118. IEC innogy. to on Based according process Charging 101

Chapter 5 5 Technologies in electromobility operators. The following clusters are covered in particular:57

• Simplified charging architecture and system activity: Each status is shown in a simplified diagram, and the main relevant components are highlighted. The properties of the EVSE and the connection to the vehicle are covered. The following sequences are defined: – Charging station and vehicle not connected – Charging station and vehicle connected – Initialization – Checking connection/cables – Build up pre-charge – Charge – Ramp down charging power – Charging station and vehicle not connected Figure 5.40 shows the replacement circuit for the charging process58. The vehicle requests charging voltage/current. The charging column provides these accordingly, along with key system parameters. The stat¯usesof the locking system, insulation, voltage, current, and temperature are being checked continuously.

• Explanation of the safety concept to avoid errors when DC charging, and deﬁnition of speciﬁc exit strategies.

• Representation of the PWM communication and high-level communication as a basis for communication between EV and EVSE.

• Relevant standards with hardware and software references

For further details see the document ‘Speciﬁcation of a stand-alone quick-charging station (Ac+DC)‘ (‘Speziﬁkation für eine freistehende

57cf. CharIn (2015), p. 5. 58cf. ibid., p. 18f.

102 eei prto olwd.Mn of Many worldwide. operation in were electric charging DC for methods different two currently are There the with collaboration in Contact Phoenix by developed was which eilso h market. the on vehicles 06 oa f125cagn stations charging 13295 of total a 2016, we h obndCagn ytm(C)adteCHAdeMO the and (CCS) System Charging Combined the tween cnlldsain(C+DC)‘) + (AC Schnellladestation isbsiiiV h isnLa,adteTyt Qhv a primarily have used eQ is Toyota technology manufacturers. the The Asian and by interface. Leaf, charging Nissan CHAdeMO the iMiEV, the Mitsubishi e.g. vehicles, available currently the of end the By were 2009. stations in charging commissioned first The Mov- for ing‘. ‘Charging means MOve roughly and name and CHArge Its words the 2005. combines in Japan in developed CHAdeMO 5.4.4.1 system. systems charging DC 5.4.4 charging two these between rolled differences operate. been the standards. to has explain ready sections and stations two 2005 charging next 13295 in with Japan globally CHAdeMO. in out called developed process was a with CHAdeMO competing is industry, automotive 61 60 59 o onigteCieeG n el‘ rpitr hrigstandard. charging proprietary Tesla‘s and GB Chinese the counting Not 2016 November of As 5.4.4.1 section cf. h HdM hrigsse was system charging CHAdeMO The above. investigated sufficiently been has charging DC for need The System, Charging Combined the with standard charging DC The . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 CHAdeMO 61 hsscinepan h ieecsbe- differences the explains section This n seilyFgr 5.42 Figure especially and 59 HdM topology CHAdeMO 60 The . 103 .

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Figure 5.41: Electric vehicle with CHAdeMO and type 2 AC interface Source: Own image.

Figure 5.41 shows the charging interface of a vehicle with the CHAdeMO standard. Because it can only be used for DC charging, AC charging requires an additional, separate charging interface. This is usually a single-phase type 1 charging connector according to IEC 62196-2. The vehicle manufacturer needs to provide two different charging interfaces with two different charging systems: IEC 62196 or SAE J1772 type 1 requires control pilot communication as per IEC 61851, while CHAdeMO is based on CAN communication. The connector is certified according to IEC 61851-23, IEC 61851- 24, IEC 62196-3, as well as the European CENELEC standard.62 In the EU, the connector is approved for voltages up to 500 V.63 Charging one of the above vehicles is possible with AC via the type 1 connector, generally at 32 A/7.6 kW, with DC via the CHAdeMO connector at up to 50 kW (150 kW in preparation). Vehicles that are equipped with the latest-generation CHAdeMO interface and have a bidirectional charging station are able to feed the energy back from the vehicle into the grid (V2G). Figure 5.42 shows the hardware topology of the charging interface. It consists of two DC power contacts, four control contacts for basic parameters such as enabling the charging process and proximity64 and two contacts for

62cf. section 5.4.2 Standards for the charging infrastructure. 63cf. Figure 5.21 DC charging connector. 64cf. section 5.4.3.3 The pilot signal acc. to IEC 61851.

104 /421,atrasre fieaiesesotie nFgr 5.43. Figure in outlined steps iterative of series a after 1/14/2011, Cae bv.Teeaeue ohnl h omncto with communication the handle to used are These above. area AC a ocet omnitraefrAC for interface common a create to was a anhdi 09 h ai idea basic The 2009. in launched was 0o hs ebr r rmEurope. from are members these of 70 eea hrigitrae r xlctypritd h interests The permitted. explicitly with are stations interfaces Charging charging several barriers. regarding 2014/94/EU Directive nl,i diint EadteC n Psga otcsi the in contacts signal PP and below CP accord- contacts the used DC and are PE The contacts to DC addition inlet. the in charging, vehicle ingly, DC plugged the For simply of 2 unused. is type contacts remain connector 62196-2 AC 2 IEC type the the contains the to of charging inlet face AC the For connection of the part connector. The with top contacts system. The AC entire follows: the the con- as of DC is overview with principle an interface functional provides charging 5.45 2 Figure type on final nector. committees the shows IEC 5.44 the Figure to The submitted concepts. was initial proposal some relevant developed first Contact Volkswagen, by Phoenix BMW, Daimler, founded and Porsche, Initiative‘ Opel, Audi, Interface Carmec, ‘Charging companies The the charging. DC and Com- project The (CCS) System Charging charging. bined DC for own its concept develop to German industry the automotive prompted properties and CCS 5.4.4.2 infrastructure charging activities. manufactur- the several marketing certifying by and standard, used the developing platform the for a by ers is represented It are interface Association. CHAdeMO CHAdeMO the using companies of communication. bus CAN h vehicle. the 67 66 65 f eto 5.4.3.3 section cf. CHAdeMO. cf. 5.4.3.4 section cf. h ecie ehia specifications technical described The website the see please details further For . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 67 hsi hr h obndCagn ytmdiffers System Charging Combined the where is This h io inlac oIC61851 IEC to acc. signal pilot The 15118 ISO/IEC 66 65 tcretyhsaot30worldwide. 350 about has currently It . hr sn oflc ihEuropean with conflict no is There . http:www.chademo.com . 105 .

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Figure 5.42: CHAdeMO topology source: CHAdeMO.

106 CS1 ne n h CS2 ne aeams h aecontours. same the almost have inlet 2‘ ‘CCS the and inlet ‘CCS-1‘ h omncto sprIC681i identical. is 61851 IEC per as communication The eil.Tecti h oycnrmi h ae eas the because same, the remain can body the in cut The vehicle. ... HdM n C summary - CCS and CHAdeMO 5.4.4.3 ntlaino h onr-pcfi eso fteCSilt nthe in the inlets is This CCS required the that‘s of version. version all 1‘ country-specific ‘CCS production, the the of During installation shows and driver. 5.45 grids the Figure single-phase benefits traditional connectors. with regions 1 many type and US the in is rectifier the whereby and 70121), vehicle Spec the controlled. (DIN between 15118 communication an IEC over detailed Powerline to of the ratio via according PWM presence communication signal a high-level the CP with the charging, the vehicle triggers DC This the For to 5%. signaled of charging is 61851. is device IEC charging basis per external The as suite. handled 3 controller are and mode DC) interface and same (AC the methods over charging Both CHAdeMO. from 5.43: Figure h ye2cnetra h CitraeadteCmie Charging Combined the and interface AC the as connector 2 type the iet n ein.TeCmie hrigSse a eused be can System Charging Combined The regions. and tinents 68 f eto 5.4.3.4 section cf. nisDrcie21/4E,Erpa omsinhsdefined has Commission European 2014/94/EU, Directive its In con- other to adapted being is System Charging Combined The . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 68 einieain nteaqiiinsae Source: stage. acquisition the Contact. Phoenix in iterations Design S/E 15118 ISO/IEC . 107

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Figure 5.44: Combined Charging System type 2. Source: Phoenix Contact.

Figure 5.45: Combined Charging System functional principle. Source: Phoenix Contact.

108 eilso uoenrassol o edne cest h public the to access denied be not should roads European on vehicles ... eprtr oioigfrcnetrsystems connector for monitoring Temperature 5.4.4.4 and CCS Germany. 2, Hameln, type in university AC Weserberg- Hochschule a with by land, station operated interface, charging charging a CHAdeMO shows 5.46 CHAdeMO Figure of number discrimination large the from Directive, freedom EU of the spirit possible by still the required is In as standard depending CHAdeMO interfaces, the recommended. point these of charge and of use every one The that least) conﬁguration. (at means on with This equipped interface. be must DC the as System 5.46: Figure h Ccnat fasadr C ye2cnetr nodrt not to order In connector. 2 type to CCS close standard resistor a measuring of a contacts of DC sensors. introduction the temperature the several shows these of 5.47 why one Figure by That‘s monitored cable. are and locations contact critical between and contacts between h odciemtras hseeti raeta h transition the at greatest is eﬀect This materials. conductive the hrigifatutr.Ti sacmlse ihtetil charger: triple the with accomplished is This infrastructure. charging h hi ossdrn hriggnrt neial etin heat undesirable generate charging during losses ohmic The . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 ore ohcuefrdaeudberufsbegleitende und HSW. duale | Studiengänge für CHAdeMO Hochschule and CCS AC, Source: with station charging Triple 109

Chapter 5 5 Technologies in electromobility

Figure 5.47: Temperature monitoring, example: CCS type 2. Source: Phoenix Contact.

Figure 5.48: Temperature distribution over connector and cable, example: 50 kW, 125 A Source: Phoenix Contact.

110 ihu nerpin hra h al nietecrhstm to time has car the inside cable processes the charging whereas multiple interruption, of without exposure continuous the withstand 0khbtey e loscin522 infiatices in increase significant A 5.2.2. section also see battery; kWh 20 hs hsmasta hl h nrycneto trg el will cells storage of content energy the while that means This this. Charging Power High - HPC 5.4.4.5 to down. has cool station charging the at cable charging This The themselves. becomes problem: surfaces car a contact the not of the in is part than installed important even cable an hotter thinner is significantly The wire copper system. ensured. the cooling be the the must current, how devices shows the cooling 5.48 62196, and Figure IEC sections, per cross as sized generation sufficiently heat maximum the exceed ordc h att e iue vnfrsgicnl larger significantly for even minutes planned few is kW a 400 to to wait up the the of increasing power reduce by like a resolved to more with be - Charging only charging power. can for charging problem time This more have opposite. not the will driver the increase, eoyai mrvmnsaoewudb nucett achieve as to capacity, insufficient battery be in would increase alone significant improvements a aerodynamic require would range iue54:HC-Cagn t40k.Suc:PonxContact. Phoenix Source: kW. 400 at Charging - HPC 5.49: Figure naeaeeeti eil a ag faot10k iha with km 150 about of range a has vehicle electric average An . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 111

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Figure 5.50: Possible temperature curve at 400 kW. Source: Phoenix Contact.

Figure 5.51: Cooling diagram 400A connector. Source: Phoenix Contact.

112 eprtr oioigfrcnetrsystems connector for monitoring Temperature D+adD- ol eur rs-eto of cross-section a require would DC-) and (DC+ connector D-RE22--.Te en noeaigtmeaueo 90 of temperature operating an define They 2623-5-3. VDE-AR-E no is connector charging vehicle the handling however, size this At h elyeto P hrigifatutr eisi 07and 2017 in begins infrastructure charging HPC of deployment The and connector, charging vehicle the cable, the of cooling active with standardization the at look closer a power, charging of kind this with 00k erahdte?T nesadtecalne htcome that challenges the understand To then? reached be kW 4000 eil a iet oldw fe hrig h hrigstation charging the charging, after down cool to time has vehicle ae lc nsvrlpoet.Topoet r rsne here presented are ULTRA-E projects Two projects. several briefly: in place takes operation. continuous in used be to needs 120 of temperature system maximum a and suitably 5.51. be Figure to see need components; media heat-critical cooling the the along this, routed achieve curve To temperature contacts. possible the a shows of 5.50 rise Figure temperature charging. maximum permissible during the a evaluating is for curve factor temperature decisive The practical. longer 5.4.4.4 section in an to described order for as In charging 100% during components. of effects active heat load of of the system use counter standardization the a the without is duration for systems indefinite prerequisite electronic The and order. electrical in is processes 5.21 Figure in voltages and currents The batteries. E on Venture Joint OEM estv lmnsaea n ntecagn tto.Wiethe While station. charging the in and at are elements sensitive 69 h e rmwr aaeesaedfie nteapiainrule application the in defined are parameters framework key The f uoenCommission. European cf. G odMtrCmay ui n osh spann the planning is Porsche and Audi, Company, Motor Ford AG, e ytecag on prtr(P)Allego. is (CPO) consortium operator The point way. charge the Vienna the on by to Belgium led Amsterdam through The from leads minutes. corridor also 20 TEN-T and withing the km along 300 is allows for route that charge stations to charging vehicles is 25 electric companies of other construction and the utilities planning energy automakers, of sortium . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 lo aiu hrigpwro 0 W o can How kW. 200 of power charging maximum a allow spr fa Upoet(05E-M06-)acon- a (2015-EU-TM-0367-S) project EU an of part As on etr yteBWGop Daimler Group, BMW the by venture joint A ◦ ohD conductors DC both , .Tetemperature- The C. 120 69 Ccharging DC mm θ =50 2 each. 113 ◦ K C

Chapter 5 5 Technologies in electromobility

Figure 5.52: ‘Storage on four wheels‘ Source: VDE e.V.

construction of a charging network of four hundred 230 kW charging stations along main traﬃc routes, starting in 2017.

5.4.4.6 Bidirectional charging The motivation for bidirectional charging is feeding back the energy stored in the vehicle battery into the power grid. Because this requires extensive inverter systems running in multi-quadrant operation, the DC charging infrastructure is predestined for this applications. As part of a research project supported by the German federal government, ‘INEES‘, the project partners Volkswagen AG, Fraunhofer IWES, SMA Solar Technology AG and Lichtblick AG studied this application case extensively under the aspects of data privacy, IT systems and system services/incentivization, bidirectional charging interface and application in ﬂeet operations. The application case is presented in Figure 5.53 and describes the intelligent introduction of electric vehicle into the energy market. The surplus and scarcity of renewable, volatile energies can be compensated or mitigated by storage in electric vehicles. This is another step in the rebuilding of the energy grid from centralized to decentralized generation.70 The only manufacturers oﬀering a bidirectional charging interface with a feedback system for current production cars are Mitsubishi, with the Mitsubishi EV (a.k.a i-MieV) and Outlander PHEV, as well as Nissan, with its LEAF and e-NV200. The charging interface is

70cf. INEES (2012).

114 51-,2deiin spandfrtena uueb h K5 in AK353 the by future near the for planned is edition, 2nd 15118-2, h ucinlt ftefebc a o e enitgae nthe in integrated been yet not has feedback the of functionality The ytmDV,tecmayeeeg soeigapoutfrbuilding for product a oﬀering micro-grids. is management e8energy energy company bidirectional the DIVA, its system With 1.0. version CHAdeMO S/E 51.A mlmnaino h s aeit 51- and 15118-1 into DKE. case use the of implementation An 15118. ISO/IEC iue55:Bdrcinlcagn.Suc:IES Projektﬂyer. INEES, Source: charging. Bidirectional 5.53: Figure . tnadzto niomn o odciecharging conductive for environment Standardization 5.4 115

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5.4.4.7 CharIN The CharIn, Charging Interface Ini- tiative e. V., is a further development (in terms of content and technology) of the ‘Initiative Ladeschnittstelle‘ described in section 5.4.4.2. It is a registered association formed in 2015 by Audi, BMW, Daimler, Mennekes, Opel, Phoenix Con- tact, Porsche, TÜV SÜD, and Volkswa- gen71. It pursues the following goals:

• Development and establishment of the Combined Charging Sys- tem (CCS) as an international standard for charging electrical vehicles of all kinds.

• Development of requirements for charging standards and provision of a certiﬁcate for safe implementation of CCS in vehicles

• Global advertising campaigns to promote the CCS standard.72

The CharIn organization is unique and comprises extensive technical expertise across industries in an interdisciplinary effort of collaboration. EU Directive 2014/94/EU, which has already been passed, is based on the CCS standard and will become effective in 2017. Membership in the CharIn organization is open: Any company may join the community and work to develop the future together with the other members. The motivation for developing this standard and the technical specification have been explained above. For more information, please see the website http://www.charinev.org.

5.5 Charging electric vehicles

Establishing a new technology like electromobility at a low investment cost and with economic incentives to the buyers requires a global standardization process to create a common status and beneﬁt

71In alphabetical order 72cf. CharIn e. V..

116 hrigsain ae neitn hrigmtosavailable. methods charging of following existing deployment on the The the based in for stations vehicles used. recommendations charging electric give be relevant and to of vehicles market fleet strategy electric European current of charging the offering the show current for diagrams the basis use to the However, sensible as strategy. some be charging provides also applicative 5.3 can an section it on hand. based at indications application key the for suitable most methods charging of check Practical 5.5.1 explain and check concepts. practical charging a notable charg- of especially of example two use the optimal on the infrastructure The on ing market. recommendations the give in sections interfaces following charging different with scale. manufacturers of economics the from vehicles. electric for power charging of Overview 5.54: Figure lcrcvhce faltps tqikybcmscerta hr sa is there that clear becomes quickly It types. all of vehicles electric 73 f eto 5.4.1 section cf. iue55 ie og vriwo h hrigpwro various of power charging the of overview rough a gives 5.55 Figure the is method charging which is often question the practice, In ore w image. Own Source: h olwd tnadzto p standardization worldwide The 73 oee,cretyteeaedifferent are there currently However, . hrigeeti vehicles electric Charging 5.5 rocess . 117

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Figure 5.55: Charging power of selected EVs. Source: Own image. wide range to be covered. At 50 kW, pure electric vehicles require the greatest charging power. At about 300 W, the charging power of pedelecs can be neglected in this comparison. A closer examination of the most common vehicles confirms the insight from section 5.3: DC charging methods provide the greatest charging power. A striking detail is the large difference between general DC charging technology using CCS with the charging technology used by Tesla.74 Battery capacity is a significant factor for charging batteries. A threshold value of 10 C, i.e. 10 times the battery capacity, is assumed as the physical limit: The higher the battery capacity, the higher the charging current can be without damage from excessively high temperatures. Figure 5.56 shows an average value of about 20 kWh, with the Tesla Model S having the highest battery capacity, corresponding to the high battery capacity. The total capacity of batteries is plainly limited by the total weight or a fixed installation space. Depending on the built-in charging interface, there are different

74cf. section 5.5.2

118 iue5.57: Figure iue55:Bteycpct fslce V.Suc:Onimage. Own Source: EVs. selected of capacity Battery 5.56: Figure de ag rm1ho hrigfrvrosEVs. various for charging of h image. Own 1 Source: from range Added . hrigeeti vehicles electric Charging 5.5 119

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range gains per hour of charging; see Figure 5.57. Here it becomes clear that vehicles equipped with a DC charging interface are able to attain the largest range gain. The vehicles Renault Zoe and Smart ED are able to achieve triple-digit range gains (in kilometers) with AC charging.

Figure 5.58: Charging time of selected EVs for a full charge. Source: Own image.

5.5.2 Tesla - a model for success with a proprietary charging method Production of Tesla‘s ﬁrst model, the Tesla Roadster, began on March 17, 2008. On the basis of the Lotus Elise, a sports car was built that is driven by a rear-mounted 292 HP electric motor with 370 Nm of constant torque available from 0 rpm. Acceleration from 0 to 100 km/h takes only 3.7 seconds. The energy storage consists of 6831 oﬀ-the-shelf lithium-ion batteries (type 18650) for laptops. The total energy capacity is 56 kWh. This yields a range of 350 km based on the US cycle. In practice, the range is between 200 km and 500 km depending on the style of driving. The purchase price of 100,000 e was a high barrier that limited the vehicle‘s relevance for the mass market. The production of elec-

120 Nra)psil vnnow. even possible (Norway) 0,0 resatrispeetto nery21,ee huhi will it though even 2016, early in presentation its after orders 300,000 hlegst h nrsrcueta r oee yte‘Z.E.-READY‘ the by covered are that infrastructure the to challenges etfiae h rdcsadsltoso hei otc a be stations. can charging Contact ‘Z.E.-READY‘-compliant Phoenix build of to solutions used and products The certificate. almost at effort much without a station possible charging that is public means kW any This 44 already of process. this power rectification using charging the is for Renault can hardware and mode. existing semiconductors, multi-quadrant usually power in electronics the other These operated for and be rectifier. IGBTs electronics a cascaded power as of used existing consist also to The are approach drive power: different electrical AC a the take to rectifying Renault prompted disadvantages 5.3.1.1 section in technology. special ZE-Ready 5.5.3 electromobility. of operation challenges and of the Deployment among any are 5.4.4. follow infrastructure charging section not of connector. in does 2 described type strategy systems a quick-charging the and DC power AC the using However, stations Cape public North at the charged to proprietary Spain or from network trip extensive a An makes 2017. stations in quick-charging market segment the premium reach the only in A8 Audi 71,000 the from competitor and available a BMW and is Tesla‘s 7-series S of Model the part available for important currently an The is strategy. consumers corporate average for vehicles tric 76 75 f E udsebn Mbltte . o pne u Nordkapp. year. zum and Spanien model Von on V., Depending e. Note: eMobilität Bundesverband BEM cf. h eurmn fa nbadcagrfrA hrigdescribed charging AC for charger on-board an a of with requirement The market the in present manufacturer another is Renault Ccharging AC e 76 h mle,ceprMdl3received 3 Model cheaper smaller, The . 75 oee,teeaeadtoa technical additional are there However, h oe n oe a be can X Model and S Model The n h eutn egtadcost and weight resulting the and . hrigeeti vehicles electric Charging 5.5 121

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Figure 5.59: ‘Energy management‘ Source: VDE e.V.

5.6 The key topic of energy

Energy is the key topic in electromobility Environmentally friendly generation, intelligent distribution, and eﬃcient use of energy are among the tasks for the coming decades. The following chapters cover the topics of intelligent energy distribution, intelligent energy measurement compliant with calibration law, and energy markets.

5.6.1 Energy management Energy management has an important role in electromobility. The required amount of energy may not always be available for the vehicles to be charged. Energy needs to be controlled and maybe rationed according to supply and demand. This can be expanded by a market or grid factor. Charging and load management is a necessary, helpful tool for energy management.

In the context of electromobility, energy management systems (EMS) can help to reduce grid load and optimize the consumption of generation systems. This is interesting especially in these days, as the German Renewable Energy Sources Act rewards one‘s own use of PV- generated power more than feeding it into the grid. The task of the EMS is to control the charging power of electric vehicles depending on other energy consumers and sources in the house, such as PV, cogeneration, or storage units. The timing of energy consumption can be changed according to function to improve the overall eﬃciency of the system.

122 iue56:La eus ihu M.Suc:VDI. Source: EMS. without request Load 5.60: Figure iue56:La eus ihES ore VDI. Source: EMS. with request Load 5.61: Figure . h e oi fenergy of topic key The 5.6 123

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Figure 5.62: EMS with a dynamic power limit.Source: VDI.

Figure 5.60 is a simplified representation of the energy demand of various vehicles in a current-time block in kWh. It can be seen that uncoordinated, simultaneous charging processes may cause significant load peaks. To be able to represent this scenario in energy terms, the system needs to be designed for a simultaneity factor of 1. This is not always useful economically because 100% capacity utilization is not always reached or necessary. A statistical EMS77 may remedy this situation by ‘capping‘ and/or rescheduling the maximum charging load.. Figure 5.61 shows the charging power curve of such an EMS. Prioritizing charging processes is possible but must be controlled explicitly by the EMS. Figure 5.62 shows the charging power curve with a dynamic load limit, e.g. using a photovoltaic (PV) system. For simplicity‘s sake it is assumed that the highest energy input happens around noontime. The charging processes are adjusted to the generation profile if possible.

Figure 5.63 shows the power curve as described before, but with additional energy consumers, such as kitchen appliances around lunchtime. The EMS has to determine the maximum possible charging power depending on these consumers and control the vehicles

77EMS: Energy Management System.

124 h M otosteeeg o nti ewr o etefficiency. best for network this in flow energy the controls EMS The nteftr,i ilb osbet edeeg trdi h vehicles the in stored energy feed to grid. possible the be into will energy. back it release future, or the absorb In to able stor- are battery these the refrigeration, of the configuration or the age on Depending consumers. and infrastructure. influence dynamic with EMS 5.63: Figure accordingly. 78 2:Vhcet Grid. to Vehicle V2G: lcrmblt dsnwiple oeeg aaeetand management energy to impulses new adds Electromobility sources energy with building a of topology the shows 5.64 Figure iue56:La eus ihES ore VDI. Source: EMS. with request Load 5.64: Figure ore VDI. Source: 78 . h e oi fenergy of topic key The 5.6 125

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smart homes. The EV provides an important adjustment tool to smoothen the irregularity of volatile energy carriers and level the road to energy autonomy. For Phoenix Contact, this means in-depth engagement with this topic. Not just the charging process itself is interesting but also its integration into smart structures.

Since early 2017, the DKE workgroup AK 353.0.101 is working on ‘load management when charging electric vehicles in consideration of bidirectional energy flow.‘ In particular, scenarios for the use of energy management systems are defined and potential gaps in the standards identified.

5.6.2 Reliable charging energy bill

The main part of the business case of a charging infrastructure consists of selling energy in the form of electricity. Even if it‘s not proﬁtable at this time, it will be in the long run. There are various approaches for measuring energy: in the vehicle, in the cable, or in the charging station. The most common way is to measure in the charging station. This concept is described below. The descriptions mainly refer to Germany but may apply in other countries as well. This should be veriﬁed with local authorities.

When it comes to German calibration law, the Physikalisch-Technische Bundesanstalt (PTB) in Braunschweig plays an important role.79 Its economic policy goal is to prevent market failure and protect consumers against fraud in business transaction involving measur- able goods and services.80 Its highest priority is to safeguard the consumers‘ trust. The principle is relatively simple. The driver of an electric vehicle purchases power at a charging station and receives an invoice. The invoice amount depends on the amount of energy charged and the modalities of the supply contract. The invoice must be easy to understand for the consumer. Who pays for the losses during the charging process at a charging station? Will the eﬃciency η

79As per 2014; cf. section 5.6.3 The Calibration Act under revision - new ordinances eﬀective from 2015 80cf. PTB, Pysikalisch Technische Bundesanstalt.

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Chapter 5 5 Technologies in electromobility justifiable effort for just one charging station. An electricity meter that is compliant with calibration law and equipped with a publicly visible display also measures the actual energy consumption. An optional communication module creates a connection to a higher-level database for measurement repetition. There is an exception to the calibration requirement if all processes subject to calibration law are performed in the charging station. For the payment function, cash or card vending machines can be installed directly at the charging station to perform the financial transaction. The technical solution for sale via an unmanned machine is characterized by the fact that the customer is dealing with a directly assigned transaction partner or measurement point. However, this fixed seller-measurement point-customer pattern is not typical in electromobility. The desired interoperability in electromobility as explained above requires different technological models: The customer needs to be assigned the selected measurement/charge point for a time that is limited to the duration of his using it. This requires that calibrated and tamper-proof measurements must be provided to the customer at a given time and location. Only then could a customer obtain power at any given charging station, e.g. from their roaming association82, from their supplier with whom they signed a contract. The invoicing happens at a later time. This technology is significantly more complex and requires more communication: The metrological core of the charging column consists of the meter unit and an additional device to obtain the measurement, the tamper-proof electronic protection of the measurement, and the display. In addition to measurement, the charging column and its underlying infrastructure need to perform other, largely automated functions: In a first step, the customer identifies himself to the system. For this purpose, he uses the ID source provided by the charging station. The supplier verifies the contract and sends the permission to deliver to the charging station, e.g. via OCPP. The charging station switches on the power, continuously displaying the measurement and the price to the customer. After finishing the charge, the additional device forms a calibrated dataset consisting of customer ID, station ID, time, measured value and price or tariff and transfers this dataset to a storage that can be at the

82cl. section 5.7.2.2 Electromobility providers.

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Chapter 5 5 Technologies in electromobility

Figure 5.66: EMpro familySource: Phoenix Contact.

use of the meter in charging stations, bidirectional meter integration is possible directly via an optical serial data interface to the ICL. The interface is able to switch the meter into EDL-40 mode to activate the required signature. The meter includes the relevant charging and accounting parameters in a virtual package for invoicing. In the EDL-21 mode, the value shown in the display is binding; in the EDL-40 mode the electronic data package is binding.84 Phoenix Contact is able to integrate this meter into the ILC system via an optical serial interface. A special functional module for both the PCWorx software and C# makes integration into the software project easy. These high requirements to measurement generation and security do not always apply: For simple load/charging management as described in section 5.6.1, where the meter is used primarily for optimizing grid utilization, complex measurement signatures can be omitted. In this case, the EMpro product family by Phoenix Contact is highly suitable; see Figure 5.66. The measuring instrument shown in Figure 5.67 is a suitable MID- compliant direct measuring device.

In summary, it can be stated that for each requirement in the ﬁeld of energy measurement, a suitable product can either be provided

84The acronym EDL is for ‘Energie-Dienstleistung‘ (energy service); the number represents the section in the Energy Industry Act.

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Chapter 5 5 Technologies in electromobility

Figure 5.68: ‘We need innovative legal scholars‘.Source: VDE e.V.

and evaluation of new measuring processes.85 From 2015 on, the regional calibration authorities are in charge of the legally compliant evaluation and acceptance of charging infrastructure. The PTB has only a consulting function. The LMBE (Landesbetrieb für Mess- und Eichwesen) NRW is the authority for North-Rhine Westphalia. The websites of all regional calibration authorities can be reached via www.eichamt.de.

5.6.4 Selling energy - not (yet) everybody‘s cup of tea The previous chapters explained how to build and operate a charging station. However, does any legal entity or person have the right to operate a public charging station? The answer is yes, as long as the person has an electricity trading license or the electricity is free. A private citizen, e.g. one who owns real estate in an attractive location and would like to build and operate charging infrastructure, does not have the right to sell the charged energy with or without a markup, unless they are certiﬁed as an energy trader. Such energy traders are not allowed to trade energy at the energy exchange, but

85The PTB is a scientiﬁcally oriented central authority located in Braunschweig and Berlin. According to the Units and Time Act, it is responsible for the provision, maintenance, and proliferation of international units of measurement as well as the development and provision of national metrological standards. One example is the representation of time by the atomic clocks of the PTB, whose signal is distributed over the Internet and radio transmitters.

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Chapter 5 5 Technologies in electromobility

Figure 5.69: ‘Electromobility is more than just swapping out the drive‘ Source: VDE e.V.

rise to its full strength when it is integrated into the energy grid and the communication landscape.87 Electromobility also generates a whole range of new directly and indirectly related business models. section 5.7.1 Integration of charging infrastructure into smart structures explains the various aspects for the integration of charging infrastructure and electric cars into smart structures. section 5.7.2 Interoperability as a success factor for the mass market describes ensuring interoperability and the rise of new stakeholders and business models in electromobility.

5.7.1 Integration of charging infrastructure into smart structures

The focus areas of ICT are the intelligent car, the intelligent grid, and intelligent traffic systems. The electric car pushes right into the cross-section of all three technologies, permitting the exploitation of synergies. Intelligent communications and the networking of vehicles and drivers are at the center. The route is evaluated for current traffic density, the route profile, and the energy needs required for completion, and the driver is presented with the best alternatives. The electric car in fact moves in a network of meta-information than need to be exploited intelligently; see Figure 5.70. The various approaches are discussed below.

87cf.chapter 5 Technologies in electromobility.

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Chapter 5 5 Technologies in electromobility

Figure 5.71: ‘Storage on four wheels‘ Source: VDE e.V.

5.7.1.2 Smart grid The more electric vehicles there are, the closer their interaction with the power grid needs to be in order to avoid putting network stability at risk while simultaneously exploiting the potential of renewable energy sources. ICT are the backbone of an intelligent power grid (smart grid), which enables this integration of electromobility and energy supply. One key challenge is to time the charging of electric vehicles in a way that avoids overloading the distribution network. Another is to use electric vehicles as mobile energy storage devices that buﬀer the highly volatile supply from renewable energy sources by absorbing excess power that can be fed back into the grid on demand.89 The storage capacity of 5% of all vehicles with a 20 kWh battery and daily availability of 20 h/day alone is 38 GWh. The storage capacity of only 5% of all vehicles exceeds the capacity of currently existing pumped-storage hydroelectic facilities. Because the storage of energy from volatile sources like solar and wind is of critical importance for the energy turnaround (and the desired independence from fossil fuels), electromobility may play an important role here.

5.7.1.3 Smart car ICT account for about one third of the value-added in the automotive industry and are a fundamental component of many vehicles even today. About 90% of innovations in cars are realized through

89cf. IKT für Elektromobilität.

136 nado.I h akrudo srato ra automated in- an through or efficiency energy action living improve user increase and that a safety, run enhance of may comfort, background scenarios the automation various In process, off. and on systems? these merge home Smart 5.7.1.4 and more 5.70. becoming Figure is see Networking important; data. more traffic or telemetry relevant especially is vehicles: architecture electric ICT for innovative useful this reasons, several of For number small software units. a modular needed with processing by is intelligently replaced architecture interconnected largely system and are becoming ICT controllers connections new is wired a functions which why new in is of This integration difficult. the more development and expensive, rising, more are becoming a costs in are caught Repairs getting is trap: connections, architecture complexity plug-in system and ICT evolved cables sensors, traditional, of via the multitude wired a controllers involves and this actuators, Because systems. ICT embedded elgn ewrigo uligisalto opnnsadhome and components installation appliances. building of networking telligent utmr o a -oiiyb nertd n h sal to able is who the and to integrated, benefit be the e-mobility is what can and How word, this customer? behind is what However, 90 f K ü Elektromobilität. für IKT cf. mr oei oeta sn orsathn otr h lights the turn to smartphone your using than more is home Smart systems. home intelligent for term umbrella the is home Smart exchange and other each with communicate to able are Vehicles • • • etfntosese,wihadvlet vehicle. a to value entertain- add or which convenience easier, new functions of ment implementation the makes It complexity. reducing by cost reduces range. It greater more a a in as results well which brake as construction, keeping) emergency lightweight distance automatic (e.g. and prevention assistance accident active enables It . nomto n omncto ehooyICT technology communication and Information 5.7 90 137

Chapter 5 5 Technologies in electromobility

Figure 5.72: Smart home with Phoenix Contact. Source: Phoenix Contact.

E-Mobility - one part of the smart home

In addition to energy and safety, mobility is a central topic of our times. Moving and mobility are basic human needs. Thanks to smartphones and their derivatives, digital mobility is available almost anywhere and has become aﬀordable through the mass market. Only a few years ago, who would have thought to what extent phones can be integrated into daily life - even without keys. With increasing market penetration and new concepts, electric vehicles are also becoming more and more visible in the home environment. If you can imaging fueling up your vehicle at home today, then you are like an early adopter of smartphone technology back then - mocked by some, admired by most.

Both systems, smart home and e-mobility, are already being used separately from each other. To optimize the utility of the two systems to the customer, they should be combined. This is not limited to the convenient operation via the smartphone, but also extends to the intelligent control of charging processes in the background. This takes into account and manages the priorities for energy use, e.g. from the solar panels at home or the public utility grid, as well as the

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Chapter 5 5 Technologies in electromobility

Figure 5.73: Charging station with connection to building control systems. Source: Phoenix Contact.

Figure 5.74: Smart home - example of Modbus TCP communication. Source: Phoenix Contact.

140 iue5.75: Figure e oisi C.Suc:Bsdo C in ICT on Based Source: ICT. in electromobility. topics Key . nomto n omncto ehooyICT technology communication and Information 5.7 141

Chapter 5 5 Technologies in electromobility

Figure 5.76: Energy management in private homes. Source: Phoenix Contact.

ized energy sources for use in electric vehicles and integrating the vehicle into the smart home. The energy generated in private homes (e.g. PV system, cogeneration) needs to be used intelligently and supplied to the electric vehicle.

The revision of the EEG has made feeding energy into the grid unattractive and increased home energy use necessary. This opens up a new field of technology: Stationary buffer storage at home and the possibility of quick charging and grid-compatible feedback are increasingly becoming an application focus. Load control cane be combined with locally generated renewable energy sources in home energy management; see Figure 5.76. An increasing number of vendors of home PV systems are also offering battery storage systems to enable the storage of excess energy for retrieval as needed. The integration of charging infrastructure in smart building architectures

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Chapter 5 5 Technologies in electromobility

Figure 5.77: Energy management for commercial buildings. Source: Phoenix Contact.

Figure 5.78: Phoenix Contact Building IoT Controller. Source: Phoenix Contact.

144 eilscnb esrd oeat n uddeetvl hog in- through effectively guided and forecast, measured, be can vehicles otcss h utmri dnie u o ild-teeeg is energy the - billed not In but processes identified heterogeneous. the is very time, customer are this the stations At cases, most charging 5.80. at Figure can this see identification This make ways; for to prerequisite. several key order in a In done is be contribution. subject financial the energy identifying a obtaining contribution, make by case, process, this exchange the economic an if and in in only electromobility participate possible with that is money This subjects make infrastructure. to charging is of goals operation end software. the and of standards connectors, one global charging e.g. requires hardware, This and for methods, together. systems, function diverse to of organizations ability the means Interoperability the for factor success a as Interoperability 5.7.2 book. traffic. in participant each of time travel the also but use energy ie wyfrfe.Sneti sntaln-embsns model, phone mobile business The long-term considered. a be not to is need this harmonization Since for methods free. for away given eato ihtaccnrlcnes hsntol eue h total the reduces only not This centers. control traffic with teraction 91 f eto 5.4.1 section cf. neoeaiiyi nte e ucs atrfrelectromobility. for factor success key another is Interoperability this in discussed be not will 5.75 Figure in covered aspects Other iue57:‘uoenwd pnsses.Suc:VEe.V. VDE Source: systems‘. open ‘European-wide 5.79: Figure asmarket mass . nomto n omncto ehooyICT technology communication and Information 5.7 h olwd tnadzto p standardization worldwide The rocess . 91 Naturally, 145

Chapter 5 5 Technologies in electromobility

industry is the role model here. A single phone contract is sufficient to make calls anywhere in Europe. The required transaction processes happen in the background, unnoticed by the customer. This has a key benefit for customers: They do not need to worry about access to their service. This scenario is the goal for electromobility as well. Ways to get there, and the required technologies, are covered below: For better understanding, a detailed analysis of the term ‘charging infrastructure‘ is required. Which processes are included already? Who are the players in the market? Basically, the field can be divided into the following clusters:

1. Provision of charging columns and energy (charge point operators, CPO)

2. Provision of services and electricity contracts (electromobility providers, EMP)

These clusters are separate, but the same entities may be active in both. However, separation is what makes the ﬁeld interesting: Operators of charging infrastructure do not necessarily need to handle the contract parameters of a user. They are able to make a capital investment and generate a ROI with their charging columns. The diﬀerent roles are discussed in the sections below.

5.7.2.1 Charge point operator The operator of a charging station92 is a person or organization who builds and operates charging infrastructure. This includes the issues of service intervals, repair, and change of components/systems in the event of advances in technology. The charging station needs to be designed in a way that allows a wide variety of users to beneﬁt from it. The goal of high utilization means that the charging station should have essential authentication features. To keep the cost of technology provision low, not all of the features in Figure 5.80 need to be implemented. The diversity is reduced to the following authorization concepts:

1. Mifare RFID chip reader

92CPO Charge Point Operator.

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5.7.2.2 Electromobility providers While the charge point operator presented in section 5.7.2.1 Charge point operator primarily takes care of the hardware and the energy supply, the electromobility provider is responsible for handling the charging process. This includes the modalities of the contract with the user and accounting. At the time of this writing, there is a wide variety of electromobility providers. Some of them are: • BMW ChargeNow • DKV +Charge • VW Leasing Charge&Fuel Card/App • Mercedes-Benz Charge&Pay • Plugsurﬁng • RWE e-kWh • ladenetz.de • Blue Corner (Belgium) • BeCharged (Belgium) • e-laad (Netherlands) • The New Motion (Netherlands) • and many more Common features oﬀered by all providers are customer access to the cloud, Cloud CRM, Billing, Cloud Monitoring, Smart Monitor- ing, and charge point control. As a rule, the customer interaction during the charging process is either via a smartphone app, see e,g, Figure 5.81 by RWE, or an RFID chip. A data connection is a prerequisite for the charging infrastructure to operate with billing systems, e.g. a GPRS modem for a wireless connection. The interaction between the back end and the charging infrastructure is via the standardized OCPP protocol. Likewise, users can be provided with all necessary information about their charging process or the nearest

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free charging station on their mobile device; see Figure 5.82. This gives the user full control of their transactions. The various electromobility providers described above all operate independently and across regions or European-wide. Platforms like Hubject or e-clearing.net bring these diﬀerent services together. This will be covered in the next section.

5.7.2.3 eRoaming platform Hubject

Charging infrastructure usable in a wide area, attractive vehicle concepts, and profitable business models are all equally prerequisites for the success of electromobility.93 Because electromobility is an interdisciplinary topic relevant to a variety of stakeholders, companies from the automotive industry, the energy industry, and IT development have decided to launch the Hubject GmbH joint venture. Its goal the the development of a pan-European market- place for electromobility services. The business and IT platform of Hubject enables provider-independent charging of electric vehicles, known as e-Roaming, via a product called ‘intercharge‘. The founding companies are RWE, EnBW, Daimler, BMW, Bosch, and Siemens. The supporting research on the ‘ICT for electromobility‘ program achieved an agreement on unified ID number assignment between the above players. Since March 2013, the Bundesverband der Energie- und Wasserwirtschaft (BDEW) offers a national-level operator ID. According to this standard, a station ID is assigned to the charging station, and a charge point ID is assigned to the charge point. This system simplifies accounting at the charging columns and is therefore an important step for the success of electromobility. The ‘intercharge‘ symbol, shown in Figure 5.83, specifies and identifies a charging station in Europe with the ID described above. However, charging columns that are not in the intercharge system and do not have an ID under that system still have a station ID. Holders of an e-mobility roaming contract receive the ID of the charging station via a QR code and can charge at the charging station via their electromobility provider94. An alternative would be access using an RFID chip with a

93cf. www.hubject.com. 94cf. section 5.7.2.2 Electromobility providers.

150 h rvdrcnngtaedrc iaea otat ihcharge with contracts bilateral direct negotiate can provider The hte rvrwnst hrea hrigsaina oeor home at station charging a at charge to wants driver a whether i h p ocekwehrti tto eog oREo another or RWE to belongs station this whether check to app the via (e-clearing.net). protocol OCHP or (Hubject) OICP the via ubro h hrigsain h ubri rnmte oRWE to transmitted is number the device The on unambiguous station. code unique, charging QR the the the obtain of to scans number smartphone user stations watch his The charging to with all need label organization. identiﬁes they Hubject It charge, the to symbol. in place ‘intercharge‘ a the for for looking out is and convenient city a 5.81. another via Figure monitored see and The app; controlled RWE. smartphone provider be vehicle electromobility can electric the an process with of charging contract owner a The signed organization. has Hubject the in process (blue). systems relevant management the point the and charge platform situation, and contract Hubject management valid the customer via a roam- enabled of Hubject is event a process the charging via In participants (green). other contract to ing connect or contract. operators their point via (gray) provider authen- service automatically e-mobility The Users electromobility, their in 5.84. at Figure use ticate in of shown ease is network required matter Hubject the doesn‘t ensures It This contract. abroad. roaming a with drivers by used be can protocol 15118 ISO/IEC the or ID user stored 5.83: Figure lcrmblt rvdr naycs,teue‘ otati checked is contract user‘s the case, any In provider. electromobility ewe tkhleswti h omn tutrsaeimplemented are structures roaming the within stakeholders between 96 95 iue58 npg 5 lutae h ai euneo charging a of sequence basic the illustrates 154 page on 5.85 Figure f eto 5.7.2.2 section cf. 5.4.3.4 section cf. vr hrigsainta sitgae nteHbetnetwork Hubject the in integrated is that station charging Every necag optblt ybl ore Hubject Source: GmbH. symbol. compatibility Intercharge . nomto n omncto ehooyICT technology communication and Information 5.7 lcrmblt providers Electromobility 15118 ISO/IEC . 96 hntedie at og to go to wants driver the When . 95 h communication The . 151

Chapter 5 5 Technologies in electromobility

Figure 5.84: Hubject model. Source: Hubject GmbH.

152 LS) hc nbe nfidacs.ldnt.ei hrfr charg- a therefore is ladenetz.de access. unified enables which (LISY), l oun ftentokaecnetdt nfidI backend IT unified a to connected are network the of columns All www.intercharge.eu. RFID. via authorization for true is same The organization. the within 049/Urqie hta-o hrigwtotapermanent a without charging ad-hoc that requires 2014/94/EU n nrsrcuentok h uiia tlte a c sCPOs as act may utilities municipal The network. infrastructure ing ... -omn ltom aeezd n e-clearing.net and ladenetz.de platforms e-roaming 5.7.2.4 sealdfis.T xadcagn pin niiulinfrastructure individual network options own charging one‘s expand to To Access first. protocol. enabled OCPP is the via LISY back-end EMPs. or stations. charging of network nationwide a build to collaborating Aachen. mbH, Innovationsgesellschaft smartlab the of tives possi- be must payment) (direct provider ble. electricity an with contract other each among the communicate providers to the there di- provider, from own OCPP. in and user‘s 15118, via log IEC provider can via electromobility user station billed connected the charging be Alternatively, the can at scenarios. and rectly service of variety the on a based model using is business providers The electromobility TheNewMotion. of to ‘foreign‘ connected at those pro- charging e.g. between charging allows stations, communication the also standardized yes, therefore The If providers OCPP. electromobility charge. via to started authorized is is cess he whether see to prtr a olbrt ymaso omn platforms. roaming of means by collaborate can operators tto.Frmr nomto laesewwhbetcmand www.hubject.com charging the see of please operator information the infrastruc- more be charging For to of have station. manufacturer necessarily not The does ture models. business new 98 97 f eto ... n eto 5.7.2.2. section and 5.7.2.1 section cf. 5.4.3.4 section cf. aeezd sa lineo uiia tlt opne htare that companies utility municipal of alliance an is ladenetz.de initia- are e-clearing-net and ladenetz.de platforms e-roaming The creates process charging overall the of uncoupling logical The Directive EU per as barriers from freedom 2016, early Since 98 h hrigifatutr omnctswt the with communicates infrastructure charging The . nomto n omncto ehooyICT technology communication and Information 5.7 S/E 15118 ISO/IEC . 97 fti sntthe not is this If 153

Chapter 5 5 Technologies in electromobility

Figure 5.85: Functional principle of e-roaming. Source: Own image.

154 iue5.86: Figure -laignt ore mrlbInnovationsge- Smartlab Source: mbH. sellschaft e-Clearing.net. . nomto n omncto ehooyICT technology communication and Information 5.7 155

Chapter 5 5 Technologies in electromobility

This collaboration happens on the European e-clearing.net platform. It follows a similar approach as Hubject.99 It was founded a little earlier. e-clearing.net maintains numerous international relationships with diﬀerent parties such as EMPs, CPOs and NSPs. Figure 5.86 shows the diﬀerent stakeholders in the network and their mutual contractual relationships. The electromobility providers sign bilateral roaming contracts with one another and decide thereby which other EMPs are able to charge at their charge points. For this to work at the physical/technical level, the EMPs exchange the user contract IDs via e-clearing.net, which makes charging possible (platform contract). The communication with the charging infrastructure and the user (charging contract) is also based on the de-facto industrial standard OCPP. Through cooperation with OEMs, drivers of vehicles made by Mitsubishi, Nissan, or BMW are also able to use ladenetz.de. The portfolio is rounded out by cooperation with mobility service providers. Each user is assigned a unique contract ID by their EMP. Combined with billing data (charged amount of energy in kWh or units of time) and live information about the charging column (e.g. status free/busy and location information), datasets are formed and exchanged between EMPs and CPOs via the e-roaming system. The communication within the e-clearing.net alliance is via the OCHP protocol. For more information please see www.e-clearing.net and www.ladenetz.de.

The following sections brieﬂy compare the e-roaming platforms.

5.7.2.5 Comparison of e-roaming platforms

Platform type A (like Hubject) is characterized by a unified contract framework between the operators connected to the system, thereby allowing unrestricted use of the charging infrastructure of all connected charge point operators across providers. Mobility providers are mutually bound by technical and commercial minimum requirements and offer a general basic price. Depending on the charging station, they are able to differentiate between AC and DC, bilaterally negotiating relevant discounts with other mobility providers. Hubject

99cf. section 5.7.2.3 eRoaming platform Hubject.

156 100 h ltomcnrc ensol iiu eurmnslk data like requirements minimum only defines contract platform The oesi T nelgn akn n hrepitmanagement vehicles. point electric of charge operation and the parking for added-value Intelligent creates IT. in models services charge and Park 5.7.3 able infrastructure. are charging and other‘s other each each use with to bilateral relationships business via have themselves clearing.net among organize to agreements. mandatory able contracting no are Mandatory is Participants there participants. market I.e., the definitions. between role contracting or cycle request quality, players. market the between relationships EMP. business an the include representing not does It data. of exchange pure the to limited is 5.87: Figure tto sbokdb obsincr raohreeti vehicle electric charging another or the car, Either combustion a situation: by following blocked the is with station familiar is tion f P .Frshitbrct(04,p 31. p. (2014), Fortschrittsbericht 4. NPE cf. ltomtp lk aeezd)fntosa aahbwithout hub data a as functions ladenetz.de) (like B type Platform n we fa lcrcvhceloigfrafe hrigsta- charging free a for looking vehicle electric an of owner Any business new for potential business of lot a offers Electromobility 100 omn ltomsrcue ore ae nNE4. NPE on Based Fortschrittsbericht. Source: structure. platform Roaming . nomto n omncto ehooyICT technology communication and Information 5.7 hsde o enta l Mslse ne e- under listed EMPs all that mean not does This 157

Chapter 5 5 Technologies in electromobility

Figure 5.88: ParkHere signal path. Source: ParkHere GmbH.

is charging. Unlike traditional gas stations, it is not to be expected that the charging process will be complete any time soon. That the driver of the electric vehicle should better look for another charging opportunity. Two intelligent systems help to remedy this situation: One of them detects automatically whether a slot is occupied or not, the other is a reservation function that allows drivers to reliably reach their destination. Both systems are brieﬂy described below: The Munich-based company ParkHere uses an energy-independent sensor developed in-house to detect parking space occupation. The sensor is embedded in the blacktop and detects the presence of a vehicle by means of the pressure created by the vehicle‘s weight. A process known as energy harvesting is used to wirelessly report the presence to an interface at the parking area. At the interface, the signal is transmitted via the mobile phone network for further processing in the cloud. Figure 5.88 shows the signal path for reporting the presence of a vehicle to the cloud as developed by ParkHere. Drivers of electric cars may use this information when searching for a charging column and change their destination in time. Detection of charging electric vehicles is already implemented via vehicle status

158 102 101 hnteGSlcto ucino h mrpoei activated, is smartphone the of function location GPS the When h ot uoaial ae nteaalblt fTsasproprietary Tesla‘s of availability calculates Supercharger. the and on system based navigation automatically its route in the already integrated Tesla database a providers. such or has manufacturers from independent results services other and PlugFinder 5.7.4 charging free a for time. looking the is exceeding who driver for a charging penalty station. help next a not the levy does for a this may available However, by operator not vacated The is not remedy, is it process. legal station that charging general so a no occupant if is previous charge, There misdemeanor limit. a time if like reservations their works unnecessary exceeding only making not process not and fairly, this However, acting are is options made. participants other station be all for charging can scanned reservation certain be be a a can can and If area process surrounding charging app. the for the smartphone unavailable, option of a reliable status via a The monitored obtain thereby vehicle. and their time charging certain a for column find km. to 4.5 minutes CO of 10-15 of distance takes kg vehicle 1.3 a releasing average, parking, On space. parking parking a free a CO for of looking generation the energy with and guidance along time Intelligent space, of general: waste in the management minimizes space parking in but C Entrle na nentoa aaaeaddlvr neutral delivers station. and charging database free international nearest the an to on route relies the LEMnet shown is driver the oPrHr,3-0 finrct rffi stknu ytesac for search the by up taken is traffic inner-city of 30-40% ParkHere, to -eil ofidtenaetcagn tto ntersmartphone. their on station charging nearest the find to e-vehicle 101 f w.lgne.eadwww.lemnet.org and www.plugfinder.de cf. 5.1 Table cf. lgidradLMe r w otl hthl h rvro an of driver the help that portals two are LEMnet and PlugFinder charging a pre-book to drivers EV enables system reservation A oee,tesse a t tegh o uti electromobility in just not strengths its has system the However, eil ttu vriwwt eitnevle c.t E 61851 IEC to acc. values resistance with stat¯us overview Vehicle . nomto n omncto ehooyICT technology communication and Information 5.7 2 noteamshr n oeiga covering and atmosphere the into 2 n atceds.According dust. particle and 159 102 .

Chapter 5

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.2: Structure of an AC charging station. Source: Phoenix Contact 162 103 h eini sal eysml n iie oflligteminimum the fulﬁlling to limited and simple very usually is design The h pe rasostecnrle opnns plcto cases Application components. controller the shows area upper The hrigsain’ r h otnmru aeoyo hrigstation. charging of category numerous most the are stations’, charging (wallbox) homes private in Charging 6.1.1 designs infrastructure Charging 6.1 Contact Phoenix below. of explained descriptions are explicit products with contactors. stations and charging fuses for RCDs, of with components seen, the be it, can Above electronics utility. power energy the the for connection the 61 IEC 6.3: Figure tn ntegrg rtecrot rvdn oe3charging 3 mode a providing carport, the or or wall garage a the to in mounted stand usually a are Wallboxes requirements. technical f eto 5.4.3.2 section cf. oecagn tto,as nw swlbxs or’wall-mounted as’wallboxes’ known also station, charging Home 103 iue62sosacagn tto.Telwrae shows area lower The station. charging a shows 6.2 Figure hrigsain o rvt oe.Suc:Phoenix Source: homes. Contact. private for stations Charging hrigmdsacrigt E 61851 IEC to according modes Charging . hrigifatutr designs infrastructure Charging 6.1 . 163

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.4: Example of a home charging station. Source: wallbe GmbH

interface with connection type B or C.104 As a rule, the focus is on keeping the investment cost low. The charging controller EVCC Basic by Phoenix Contact was developed specifically for this purpose; see Figure 6.5. It combines all relevant functionalities for charging electric vehicles according to IEC 61851 mode 3 on one circuit board, aiming for affordable, cost-conscious charging. Figure 6.6 shows the minimum configuration for connection type C with one vehicle charging connector. The enable button and the two indicator lights are optional. This completes a simple charging station acc. to IEC 61851 and IEC 62196. Other devices can be connected for more convenient operation: Four digital inputs and outputs are provided for the connection of encoders or external enable components. The version for the pure connection case C, which has no storage capacitors for emergency unlocking, enables optimal, price-based calculation. An implemented RS-485 interface enables the integration into higher-level controllers or building management systems via RTU. A parameterization tool makes the basic configuration of a device easier and clearly shows all functions; see Figure A.6 in the appendix on page 258.

EVCC Basic is specially designed for operation with the EV-RCM to detect DC residual currents.105 In the event of a DC residual

104cf. Figure 5.32 Connection cases according to IEC 61851-1. 105cf. section 6.2.2 Residual current detection in the charging infrastructure

164 iue6.6: Figure iue65 VCBsc ore hei Contact. Phoenix Source: Basic. EVCC 6.5: Figure VCBsccneto iga.Suc:Phoenix Source: diagram. Contact. connection Basic EVCC . hrigifatutr designs infrastructure Charging 6.1 165

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.7: EVCC Basic system architecture. Source: Phoenix Contact.

current of 6 mA or more, the control circuit of the charging contactor is interrupted, terminating the charging process and sending an error signal to the EVCC Basic. After detecting the vehicle status A,106the error is reset by the EVCC Basic so that the EV-RCM is active again. The application is shown in Figure 6.8. In summary the following deﬁnitive functional characteristics can be seen:

• Mode 3 charging acc. to IEC61851-1

• Integration of all required control functions – CP and PP – Locking and emergency unlocking in the event of voltage failure – Conﬁgurable digital and analog inputs/outputs

106cf. Table 5.1 Vehicle stat¯usoverview with resistance values acc. to IEC 61851

166 108 107 inprocess tion hssadr ecie hrigpoessntb en fcharging of means by not processes charging describes standard This and car a buying when accessories the of part as offered is wallbox ehia rmwr odtoswt h io inldsrbdin described signal pilot shapes. the and with ranges voltage conditions of framework 61851. means technical IEC by of but instead 1-4 used modes is J1772 SAE America, North In used. operation into put buy and to installed is technician. is decision wallbox Renault-certified the the a by if then example, Zoe, For Renault electrician. a an by installed is 6.8: Figure iue69sosacagn otolrfrlvl2cagn pt 0A, 40 to up certification. charging 2 UL level a for is controller there charging addition, a shows In 6.9 same. Figure the are 5.4.3.3 section f eto 5.3 section cf. 5.5.3 section cf. h tnad ecie nscin5.4.1 section in described standards The about is wallboxes entry-level for rate market The • • • • S45itrae obsRUslave. RTU Modbus interface, 485 currents A charging RS 63 of adjustment A, analog 32 or A, digital 20 External A, 16 A, 13 currents V charging 230 Configurable to V 110 range voltage Input oncindarm VCBscwt C.Source: RCM. with Contact. Phoenix Basic EVCC diagram, Connection r plcbewrdie oee,te r o always not are they However, worldwide. applicable are prahst hrigsystems charging to Approaches ZE-Ready . . hrigifatutr designs infrastructure Charging 6.1 107 h olwd standardiza- worldwide The 108 e 0.The 500. l other All 167

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.9: Level 2 charging controller with UL certiﬁcate. Source: Phoenix Contact.

including UL certification and DC residual current measurement according to UL 2231 (CCID-20109) for North America.110 The key features of this compact controller are: • Level 2 AC charging according to SAE J1772 • Integration of all required control functions – CP – Load relay – AC and DC residual current detection • Charging currents configurable from 6 A to 40 A • Input voltage range from 110 V to 230 V • NRTL certification acc. to UL 2594, UL 2231 and others • Charging current monitoring • RS 485 interface, Modbus RTU slave

109cf. section 6.2.2 Residual current detection in the charging infrastructure 110In preparation at the time of this printing.

168 111 a ecniuderir Ccagn stesial ouinhere. solution suitable the trip is the charging at that DC so remain power earlier. vehicles continued charging electric higher be require to can sta- stops long of charging Brief How the means station? question: of the relevant key design another the The is that provided. tion so be automatic, to need usually back- to communication is connection The systems mecha- and’indestructible’. swivel end resilient or be displays must sensitive nisms as such protection. topic: components IP key particular to a In However, regard is with vandalism time. requirements from any special Protection at to anybody subject to are accessible they are and grounds public spaces public in Charging 6.1.2 258. page from A.2 section in found rcmayfclte.Wiete aial r ujc otesame the to businesses of subject front are in basically lots they parking While in facilities. e.g. company installed or are They users. of f eto 6.1.3 section cf. eipbi hrigsain drs iie,cnrlal circle controllable limited, a address stations charging Semi-public on installed are stations charging public suggests, name the As be can Basic EVCC about information further and lists Parts iue61:Cagn npbi spaces. public in Charging 6.10: Figure Cqikcharging quick DC . . hrigifatutr designs infrastructure Charging 6.1 169 111

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.11: EVCC Advanced. Source: Phoenix Contact.

durability requirements with regard to weather and possible vandalism, the focus is not just on the delivery of energy, but also on the provision of specific services. A valid scenario is, for example, that a visit to a supermarket is combined with a charging process, with the accounting being resolved with a voucher at the cash register. Alternatively, the charging process may not be billed at all but provided as an additional incentive that is financed from the marketing budget. In this case, no meter needs to be provided, which reduces the investment cost for the charging station. For private charging stations, such as those installed in the parking lots on company facilities, connection to an IT system is useful for determining the identity of an employee by means of their company ID and recording the charged amount of energy to calculate the tax-relevant value of the benefit. In these cases, additional technological solutions need to be found and realized in addition to the required IEC 61851 and IEC 62196 technologies. The Phoenix Contact product catalog has innovative solutions for almost all requirements. The flexibility of control platforms, combined with the wide range of interface components and automation accessories, is a good basis for the realization

170 fdffrn requirements. different of aea ffc ntecagn rcs.Ti nomto a be can information This wirelessly. or process. cable charging a the also over authorizations coupled on or effect energies an volatile external or have of Other connection amount management. the mains current like by charging influences the prevented active at and be lot energy consumption can parking comprehensive power overloading the with and determining peaks end Load back master/slave higher-level measurement. a a of charging connection to cost-effective real the and structure shows in scalable, 6.13 effective, and Figure an directly infrastructure. is result parameters evaluate, The operating read, time. to charging controller via forward connection charging controller the and peer-to-peer charging allows the direct This and RTU. the unit Modbus measuring is energy feature the Phoenix special between by A controller via networked charging Advanced system Contact. and EVCC a valid the shows a using 6.12 Ethernet is Figure Modbus/TCP scenario. or used commonly TCP/IP Ethernet via connection 6.12: Figure hrigaea follows: as are charging h anfaue fteEC dacdwt eadt public to regard with Advanced EVCC the of features main The data a points, charge several of networking easy to comes it When • ayI nerto tentitraefrmntrn and monitoring for interface Ethernet control - integration IT Easy ore hei Contact. Phoenix Basic. Source: EVCC with Advanced EVCC architecture, System . hrigifatutr designs infrastructure Charging 6.1 171

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.13: EVCC Advanced system architecture - energy management. Source: Phoenix Contact.

• Controllable - monitoring and charging control via Modbus TCP • Sustainable - energy and load management for each charge point • Scalable - network is scalable indeﬁnitely • Flexible - conﬁgurable inputs and outputs

The main technical speciﬁcations are: • Mode 3 charging acc. to IEC61851-1 • integrated functions – CP and PP – Locking and emergency unlocking in the event of voltage failure – Conﬁgurable digital and analog inputs/outputs – Charging current adjustable via Modbus TCP from 6-80 A – Ethernet interface MODBUS TCP

172 obnsalncsayfntoaiyi n device. It one Contact. in Phoenix functionality of necessary Controls all range combines product the within controller lists. parts as such documentation A.2 section appendix, the iue61:EC dacdRM ore hei Contact. Phoenix Source: RCM. Advanced EVCC 6.14: Figure iue61 hw h aetdvlpeto nalitgae charge integrated all an of development latest the shows 6.14 Figure ihihsare: Highlights ofiuaini la n ipevatebiti e evr See server. web built-in the via simple and clear is Configuration • • • • • • oa nefc oeeg ee n FDcr edr(RS485, reader card RFID and RTU) meter Modbus energy to interface Local tentItrae(obsTCP) (Modbus Interface Ethernet 80A to 6 current charge Configurable V 230 V- 110 voltage Supply functions control necessary all Integrates 61851-1 IEC acc. charging 3 Mode – – – – – – ofiual iia IO´s digital Configurable detection current residual release DC lock 6mA and control actuator locking Plug Control Contactor Proximity & Pilot Control oa nefc S45Mdu T o nrymeter. energy for RTU Modbus 485 RS interface Local Control . hrigifatutr designs infrastructure Charging 6.1 .28,freape n other and examples for 258ff, p. , 173

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.15: DC quick charging

6.1.3 DC quick charging DC quick charging certainly is a key aspect in electromobility and critical for developing long-distance electromobility. The EVCC Professional by Phoenix Contact can be used to build charging stations according to the CSS and CHAdeMO standards.112 The necessity of DC charging and of implementing the ISO/IEC 15118 standard in Europe has been discussed extensively in chapter 5 Technologies in electromobility and especially in section 5.4.3.4 ISO/IEC 15118. This functionality is represented in the approach to charge control for electromobility. Like EVCC Basic, the charge controller has the form factor of a circuit board and can be mounted on a rail by means of a UM proﬁle. The scope of functions is extensive. The solution will form the basis for a complete product family that will implement charging with both 15118-AC and 15118-DC. Open interfaces ensure future interoperability with auxiliary devices, e.g. power electronics or meters for billing. As part of a new release of the PC Worx programming environment, high-level language programming in C# will become possible in .Net environments. This makes

112cf. section 5.4.4 DC charging systems, CHAdeMO protocol not yet implemented in the software as of January 2016.

174 osbe iue61 hw oplto falesnilcomponents essential station. all charging of DC compilation a 2.0 a for shows OCPP 6.17 like Figure applications possible. web-based with programming ﬂexible h antcnclseictosare: speciﬁcations technical main The include: Professional EVCC the of features main The • • • • • • • iue61:EC rfsinl ore hei Contact. Phoenix Source: Professional. EVCC 6.16: Figure Interfaces ISO/IEC15118 on based communication 70121 High-level SPEC DIN per as charging DC systems billing and management into Integration integration Grid Smart and V2G charging DC and AC For Worx) (PC controller Programmable – xvhceinterface vehicle 2x . hrigifatutr designs infrastructure Charging 6.1 175

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.17: DC charging station system structure. Source: Phoenix Contact.

Figure 6.18: EVCC Professional software architecture. Source: Phoenix Contact.

176 charging infrastructure a ie o 00 odtrieteivsmn ot(CAPEX), cost investment the determine To 2020. for given was tsol entdta nadto otehrwr,tecs o a for cost the hardware, the to addition in that noted be should it rdcneto,apoa n lnig n ntlainne obe to need installation and planning, and approval connection, grid estimate lower significantly a and pricing, the into factored been have solutions the of 6.1.2 list tion A 6.1.1 station. results section each This in for technologically. presented costs or hardware cost some different for presented, in optimized were been solutions have different which case, of application the on ing infrastructure charging of Cost 6.2.1 infrastruc- charging of design the for required ture. are that explained are conditions technical and Commercial 6.2 iaino h Tsse,vnaimpeet iko unexpected of risk commu- a of presents cost vandalism increase. plannable (OPEX) system, cost the cost IT to running the addition annual or In ROI, nication considered. the be calculating also For must planned. h aiu hrigseaishv endfie bv.Depend- above. defined been have scenarios charging various The aspects technological parameters, commercial useful to addition In • pnCag on rtcl(OCPP). Protocol Point Charge Open – – – – – speetdi iue6.19 Figure in presented is nbadGMmodem GSM On-board ports Ethernet 2 measurement Temperature CAN) 232, RS (RS485, ports Serial IOs Digital hrigi ulcspaces public in Charging ehooia rgesadatcptdsaigeffects scaling anticipated and progress Technological . hrigi rvt oe (wallbox) homes private in Charging . omriladtcnclconditions technical and Commercial 6.2 e hrigcs o charging for cost charging Net n eto 6.1.3 section and Cquick DC sec- , 177

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.19: Net charging cost for charging infrastructure. Source: Based on NPE, AG3.

178 116 115 114 113 h ouei vial nasnl n ulcanlvrinand version dual-channel and single a in available is module The shows 6.21 Figure three-phase. or single is supply power the whether or alternating an when trips RCD type-A A RCD. own its with eil.Ti ol ocr h auatrr.O h charging the On manufacturers. the concern would This vehicle. ffr sr e cnmcavnae nta fa xesv yeB type expensive an of Instead core. advantage: economic toroidal key a a of residual users means offers DC by a detected of are event the portions module in DC a The process offers charging current. process Contact the charging off Phoenix the switches EV-RCM, that and the control With charging affect indirectly. that currents adopted residual be detect the to in measures insulation side, improved infrastructure e.g. include may measures Such sued. be zero a have longer no does current crossing. residual the because pronounced of independent is a current residual of should DC event It a the vehicle. of electric in residual cause the DC health the to high that and unrelated a noted life be of be to may even that the case, risk fault worst in a the second trip presents In longer This no worse. the does current. negatively RCD for be change A can value type RCD trigger a A the type as well a as of function the by system. that impacted the fact such in the If required to are 6.20. due of precautions Figure current suitable see residual other rectifier; DC or the a of drives design fault the a to due occur may circuit own current its residual have pulsing must socket charging Each 0100 RCDs. VDE A DIN type of series used standard with. the complied then be station, must charging 3 mode a charging the in detection current Residual 6.2.2 h urn ah o he-hs hrig h al atr smore is pattern fault the and charging, fault three-phase a For of path. causation current the the for diagrams circuit equivalent simplified h Aaeamnfcue pcfriflecn h rge characteristic. trigger the influencing for spec manufacturer 0100-722. a VDE are DIN mA and 6 7.6 The section 61851-1 IEC cf. 5.4.2 5.4.3.2 section section cf. cf. charging, 2 Mode opeetti,ete yeBRD rohrsial esrscan measures suitable other or RCDs B type either this, prevent To outlet socket standard a to connected is vehicle electric the If infrastructure ≥ AD eiulcurrents. residual DC mA 6 tnad o h hriginfrastructure charging the for Standards ≥ 114 0m cus oee,rsda currents residual However, occurs. mA 30 . omriladtcnclconditions technical and Commercial 6.2 e ato h nrsrcuei the is infrastructure the of part key A ≥ A hnatp RCD B type a then mA, 6 116 ohtetigrtime trigger the Both . ≥ 115 6mA hsis This 113 may 179 or

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.20: Causation of a DC residual current. Source: Phoenix Contact.

180 iue6.22: Figure iue62:Psil eiulcret.Suc:PonxContact. Phoenix Source: currents. residual Possible 6.21: Figure VRMwt VCBsc ore hei Contact. Phoenix Source: EVCC-Basic. with RCM EV . omriladtcnclconditions technical and Commercial 6.2 181

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.23: Functional principle, CCID 20 module. Source: Bender GmbH & Co. KG.

RCD, the RCM module with a cheaper type A RCD can be used. The version shown in Figure 6.22 has a dual price advantage: It can be used to monitor and switch oﬀ two charge points separately. This also increases the availability of the charging station: The source of error for a DC residual current is usually within the vehicle and no longer present after the charging cable has been pulled. The error message in the charging controller is automatically reset in this case. The charging station is ready for a new charging process. In the US, measuring instruments are used that switch oﬀ the charging process when either AC or DC residual currents of 20 mA occur (level 2). They act upon either the circuit breaker directly or the charging controller, as shown in Figure 6.23.

6.2.3 Overvoltage protection in electromobility For the protection of charging infrastructure and the electric vehicles connected to it against overvoltage, eﬀective lighting and overvoltage protection as per EN 62305 (VDE 0185-305) and DIN VDE 0100-443 must be provided. An overview of laws and regulations and a possible assignment of protection levels to building facilities, based on experiences of the insurance industry, can be derived from the VdS directive 2010. For the integration of charging infrastructure into existing buildings where a lighting protection level has already

182 iulzto ytm,adohrsrie:Sfwr iessfrPLC- for licenses Software services: other and systems, visualization na10casmcootolrt ihlvllnug ae applica- based language high-level programs to PLC From microcontroller 100-class architecture. a system on the of scaling seamless ally charging Smart 6.3 with company utility the qualification. of technical registry sufficient installer of the the proof systems (NAV), in such Ordinance entry of Supply an maintenance Voltage require or Low modification the expansion, of installation, 13 Ac- § documentation. to and cording inspection, (optional), electrical inspec- thermography inspection, The testing, visual functional 3. assessment, regulation older risk DGUV The involves by tion replaced person. was qualified regulation electrically A3 an BGV by periodically checked be - equipment electrical as station charging The 6.2.4 then ensured. place, be in must is levels 62305-4 protection column. EN different charging per the the as between at concept coordination directly protection or lightning building, a at the If sub-distribution, into the point overvoltage in entry Unless 2 installation the type for vehicle. a recommended electric is regulations, the disperser applicable and in electronic otherwise unit as specified charging well the as of of bat- infrastructure, parts charging outgassing components conductive the older, between system, for forming building explosion sparks the of dangerous risk to Potential a due to 62305-3. teries, due EN be with be may accordance must hazards to in devices need periodically protection checked standards Overvoltage be other installation. and the with 0100-534 for accordance VDE observed in DIN planned 62305-2, 62305-4. be EN EN to must according protection assessment lightning risk internal a through determined been irre r rvddfrteitgaino iln ees modems, meters, billing of integration customer the The for software provided Contact: Comprehensive are Phoenix case. libraries by application PCs the box determines or application PCs panel on tions h opeesv otoi fcnrltcnlg nbe virtu- a enables technology control of portfolio comprehensive The must and equipment electrical considered is station charging The ntlainadtesting and installation . mr charging Smart 6.3 183

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.24: Development of a solution Source: Phoenix Contact.

based systems are available under part no. 1624092 SD-FLASH- 2GB-EV-EMOB. For PC-based systems, a USB dongle is available with the part number USB-LIC-EV-EMOB. The solution focus of Phoenix Contact is of great importance especially in electromobility. The integration into load management and control systems as well as roaming portals described in the previous chapters requires intelligent networking and interconnection of components.

6.3.1 Control technology by Phoenix Contact The main control systems of Phoenix Contact also have applications in electromobility. I/O systems by Phoenix Contact are the perfect solution for building cabinets as well as for ﬁeld installation. If requirements to the charging infrastructure cannot be realized by the charging solutions presented above, then Inline, Axioline, or IPC technology may oﬀer a solution. From decentralized water supply up to high-complexity painting lines in the automotive industry - the oft-proven performance of these technologies is also ideal for use in charging infrastructure under rough conditions. The main criteria are long service life and, not to be neglected in terms of the business case for charging infrastructure, high reliability. The Inline modular I/O automation system combines sensors and

184 485 / mr grid Smart + 1. V OCPP SQL SMS and E-mail EVCC Control Charge EV 232 RS communication Serial Communication iue62:Sathn p.Suc:PonxContact. Phoenix Source: app. Smartphone 6.25: Figure al .:Sfwr irre.Suc:PonxContact. Phoenix Source: libraries. Software 6.1: Table hreunit charge function E 25 LBinfrastruc- (LIB ture) 62056 IEC EMpro PxC / capture data energy Language) Meter (Smart SML etmanagement ﬂeet management load . mr charging Smart 6.3 185

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.26: Control technology by Phoenix Contact actuators with highly diverse functions. These I/Os can also be used in safety applications and areas with explosive hazards. The Axioline E system is an I/O system for ﬁeld installation using Ethernet. It is characterized by fast response times, robust design, and ease of use. The comprehensive portfolio with plastic or zinc die- cast housings (IP 67) enables use in a wide variety of environments.

6.3.2 Visualization

The group company Phoenix Contact HMI IPC Technology is a manufacturer of inter-industry HMI solutions with a wide variety of diﬀerent key and touch panels, mobile end devices, and application software packages. For extreme outdoor applications, a series was developed that is also highly suitable for e-mobility applications; see

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.27: Outdoor HMI. Source: Phoenix Contact HMI IPC.

PC Worx programming on an ILC or AXC system in conjunction with a serial interface. An increase of the IP and IK protection levels is easy to implement with a front-mounted glass panel. The interaction with the user is via vandalism-proof controls that connect to the controller via digital interfaces.

6.3.3 Cybersecurity/data security A key success factor for the reliable operation of charging infrastructure is the responsiveness and speed of service. A defective charging column is not just an inconvenience to the user, but also does not contribute to the return on investment. In many cases it is suﬃcient if service technicians have remote access to the charging column to immediately initiate a restart or fault diagnostics. Secure cloud access is a key part of the solution for this application. This can be achieved with products from Phoenix Contact Cyber Security AG. A standard web browser is all a service technician needs to connect to the secure cloud website and, after successful authentication, receive all relevant customer information: Locations, operators, service points (charging stations), users and their access rights. A quick overview of all charging stations that are currently online and ready for remote service is also available. The mGuard Secure Cloud public by Phoenix Cyber Security oﬀers operators a highly secure, web-based process for instant remote services for every charge point

188 .. oto scenarios Control 6.4.1 like series. Contact, AXC be Phoenix or can by ILC collection This technology the continuously. the control evaluated at the and with quantities from recorded accomplished output feed be additional and to an input need is point the there system, be If PV can the device. the scenarios of the control on parameters The Different and depending devices. structure applied accordingly. the the reduced and on system be depends controlled so to doing overload needs for an currents load When method delta charging the system. The all the occurs, of of flows. situation value utilization energy actual capacity all the the of describes and sum supply the device maximum measurement records of energy unit The supply situation. the overload at an for case use 5.6.1 section 5.64 in Figure sufficiently explained been have management Charging/load 6.4 remote turnkey hosted, operators. professionally systems a for is ecosystem It service network. customer a in eevdfrtecag on ttemse.Hwvr hnthe when is However, current of master. amount the this then at detected, point is charge cable the A charging for the 32 reserved of a capacity If current the cable. on depending current charging h ipetoto o odmngmn st ttclyreserve statically to is management load for option simplest The management load implementing of necessity and background The odrqetwt EMS with request Load iue62:La management Load 6.28: Figure . hrigla management Charging/load 6.4 npg 2 hw typical a shows 125 page on nrymanagement Energy 189 .

Chapter 6 6 Charging infrastructure for electromobility

Figure 6.29: ’Charging management’ Source: VDE e.V.

charging current drops towards the end of the charging process or if an oversized charging cable is used, then some charging capacity is wasted. An alternative method is the continuous measurement and evaluation of the charging current by a controller. In this case, a closed circuit is formed with a feedback of the charging current. This increased eﬃciency requires a more powerful controller and direct current measurement at all charge points. A purely power-based load management is not suitable for the control process. A pure kWh meter does not deliver the necessary phase-based information about the charging current but only the total power on all three phases. Vehicles like the VW e-up! or the BMW i3 that charge only single-phase at 3.7 kW take a 11 kW connection (3 x 16 A) to its limits even though at 3.7 kW charging power, there appears to be a lot of room before 11 kW is reached.

Different charging scenarios are a key criterion for intelligent control of the charge management. These can be subject to different criteria and should be developed in collaboration with the customer based on customer preferences. There are many different options. The most important ones are briefly listed below. Scenarios can be distinguished based on time, supply/demand, hierarchy and billing.

• Time – The time interval for the charging process is limited, e.g. for short-term parking and high-power charging.

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.30: Simple load management with EVCC Basic. Source: Phoenix Contact.

each charge point needs to be assigned a maximum charging power of 11 kW to avoid overloading the supply. However, if there is only one vehicle at the station that could be charged at 22 kW, the effectiveness drops to 50%. The EVCC Basic offers an intelligent solution: The CON or CHG terminals119 are cross-wired with the CCR of the other charging controller. If CHG or CON carry a HI signal, then the CCR input of the other charging controller is activated; see Figure 6.30. This reduces the charging current from 32 A to 13 A. A corresponding wiring arrangement of the second charging controller with the first controls this path in the other direction. This means that the charging controllers can be adjusted for a maximum possible current of 32 A. The jump from 32 A to 13 A is fixed. If a different charging current is to be reached, e.g. 16 A, then the CCR input must be configured for an analog signal. See section A.2.3 Easy analog CCR load management for details.

119Factory setting: CHG for charging contactor closed and CON for charging connector plugged in.

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.32: Selecting the charge point. Source: Phoenix Contact. on the latest insights and ensures high-quality products.

6.5 The Phoenix Contact Charging Suite

Vehicle charging for employees has resulted in an independent, complex software package: The Phoenix Contact Charging Suite. It is the basis for the operation of charging infrastructure. The software can be used to scalably operate, manage, and control a large number of charge points, e.g. for large parking lots. The functional scope is shown in Figure 6.33. Key characteristics include local user administration for oﬄine operation without a network connection as well as dynamic load management. The scenarios described in 6.4.1 are represented. Dynamic setpoints for the maximum allowable power enable adjustment to external envelopes for the overall charging assembly according to Figure 5.62. Backend systems can be connected according to the OCPP standard, versions 1.5 and 1.6. Interfaces to higher-level control systems, such as the Emalytics Building IoT

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.34: Concept of a charging station with high-level language programming. Source: Phoenix Contact.

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.35: ’Global solution for charging process’. Source: VDE e.V.

4. Communication and systems integration, see section 6.3.3 Cybersecurity/data security and section A.3.5 OCPP excursion.

If no local visualization is required, a Windows IPC is used for control. Else a Windows panel PC is used.

The beneﬁts of this variation are easy scalability of the charge points and highly reduced cost of larger systems, e.g. in parking lots.

6.7 Connectors for electric mobility

Creating electrical connections by means of permanent and discon- nectable plug-in contacts is a core competence of Phoenix Contact. This ﬁeld bundles the capabilities from industrial plug-in connections.122

6.7.1 Global charging standards Conductive charging is the smallest common denominator for charging electric cars. As discussed in section 5.3.1 Conductive charging, there is a variety of charging standards in diﬀerent regions

122cf. section 5.3.1 Conductive charging, section 5.4.3.1 Conﬁguration of charging connectors, section A.1 Connectivity.

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.37: Overview of connectivity products, spring 2016. Source: Phoenix Contact.

of the world. Figure 6.36 Charging standards worldwide shows the main defining types of charging connectors. With the CCS type 1 for the US and Asia, the CCS type 2 for Europe and the GB DC for China, Phoenix Contact is offering all relevant types. A more detailed overview is shown in Figure 6.37 Overview of connectivity products, spring 2016. 123 Figure 6.38 is a juxtaposition of design line D with the pistol grip typical of Phoenix Contact and the new design line C. An important quality characteristic of Phoenix Contact that is relevant for all charging connectors in the use of high-quality cables: The new prEN 50620 cable standard defined for electromobility is applied here. It provides a halogen-free basis for the future IEC 62893. The new design line has been developed according to the LV 124 standard (automotive). It is based on ISO 16750-2 and was developed by representatives of the German automotive industry. It was subjected

123For more information about charging systems, see section 5.3 Approaches to charging systems.

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.40: AC charging connector, C-Line design: type 2, GB, type 1. Source: Phoenix Contact.

Figure 6.41: Interior design, AC charging connector, C-Line design. Source: Phoenix Contact.

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Chapter 6 6 Charging infrastructure for electromobility

Combinations and examples

Hard/hard nickel (600 HV)/nickel (600 HV)

Hard/soft nickel (600 HV)/brass (200 HV)

Soft/soft silver (100 HV)/silver (100 HV)

Table 6.2: Contact pairings with diﬀerent materials. Source: Phoenix Contact.

Figure 6.42: Oxidized brass contacts after exposure to noxious gases. Source: Phoenix Contact.

3. High resistance vs. corrosive environments, such as contami- nated atmospheres in cities and industrial facilities

The base material for every contact is copper. Because copper is a very soft material and not resistant to corrosion, it is usually not used in its pure form. It is either processed into brass by alloying it with zinc to make it more resilient, or it is silver-plated. Currently, there are two main types of socket contacts: pure brass contacts without silver plating and silver-plated contacts. Figure 6.42 and Figure 6.43 show examples with exposure to noxious gases to accelerate the natural aging process. The result is clear: The visible aging process is signiﬁcantly more advanced for brass contacts and also more visible than for silver contacts. For silver contacts, the chemical reactance and the resulting change in contact quality is marginal and hard to see with the naked eye. It is understandable that diﬀerent measures need to be taken to ensure proper electrical transmission with oxidized brass contacts in

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Chapter 6 6 Charging infrastructure for electromobility

Figure 6.45: Material loss on brass contacts. Source: Phoenix Contact.

Figure 6.46: Silver contacts after 10,000 plugging cycles. Source: Phoenix Contact.

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.1: Charge point by Hartmann Elektrotechnik. Source: Phoenix Contact.

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.3: Outdoor display with RFID and meter ﬁeld. Source: Phoenix Contact.

trotechnik also uses a newly developed circuit board solution that is a more aﬀordable addition to the Phoenix Contact portfolio of mode 3 controllers. The circuit board can be installed directly into the wallbox housing, which is why Hartmann Elektrotechnik is able to rely on the core functionality of a mode 3 controller even for simple applications. The same is true for the locking actuators, the emergency unlock mechanism, and a slave Modbus RTU interface. The OCPP communication protocol (Open Charge Point Protocol) for integration into roaming portals and the connection of signable energy meters via SML (Smart Message Language) are essential components of the public charging infrastructure. Both can be implemented using the components and systems of Phoenix Contact.

Easy and barrier-free charging

Easy and barrier-free charging processes are at the focus of all activities. If desired, a high-resolution display shows precise information about the charging process and guides the user through the process using an intuitive visual process. In order to ensure the ﬁnancial viability of (for now) low-frequented charging stations, the operator can also use the display for advertising.

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.5: Smart cover: The charging socket is released only for authorized persons. Source: Phoenix Contact

7.2 “Heldele design charging stations“

Heldele GmbH is a leading provider of electrical and communication services in southern Germany. Headquartered in Salach, the company has about 500 employees and oﬀers products, systems, and services with a focus on electrical engineering, IT, communications, and automation. In addition to industrial and commercial companies, its customers also include government authorities and freelancers. For a long time, energies from renewable sources have been part of the service portfolio of the company that refers to itself as a craft business in typical Swabian understatement. In addition to photovoltaics, for which Heldele founded a competence center together with systems partners, the company also actively engages in electromobility.

Application

While developing a new charging column, the experts at Heldele GmbH quickly realized that the company wanted more than just to oﬀer another charging column. The electrical and communications engineers decided to design the charging station to interactive and equip it with additional convenience and information features for drivers; see Figure 7.5.

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.6: The EV Charge Controller (left) ﬁts perfectly into the slender housing of the CAP columns. Source: Phoenix Contact.

Summary

The EV Charge Controller controls and monitors the charging process in accordance with IEC 61851-1 mode 3. The charging station does not require additional control features because all functions required for charging are integrated in one device.

The EV Charge Controller is configured via DIP switches at the front of the housing. Ten different DIP switches implement the various use cases, from a simple wallbox to complex installations of one or several interconnected charging stations. The maximum current can be adjusted between 5 and 80 A with a rotary switch. Additional digital inputs enable the use in different applications.

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.8: Battery connector. Source: Phoenix Contact. lic transportation in the eastern Chinese port city of Qingdao is gradually being equipped with electrically powered buses to reduce emissions.

To keep the downtimes of buses for battery charging purposes as short as possible, the planners decided to use battery swapping. The concept uses a robotized swapping station to change empty batteries for charged ones in a fully automated process. The complete replacement takes only seven minutes before the bus is ready to operate again. The XJ Group Corporation was looking for a suitable connector for its ﬂeet of electric buses.

Solution

Battery swapping systems require 100 Because the batteries are exposed to extreme stress every day, the charging process must be gentle and quick at the same time. With an integrated data module, temperature can be monitored to prevent overheating in addition to direct management and monitoring of the charging process.

Because the large buses cannot park with millimeter accuracy, the position diﬀerences between vehicles can be compensated by self-centering, spring-loaded guide pins in the plug-in process. These guide pins act as vibration dampers while the vehicle is moving and ensure fault-free connectivity. In terms of dimensions and materials, the plug-in system is designed for currents up to 400 A and voltages

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.9: Charging systems for electric vehicles with concrete housing technology - the photocatalytic eﬀect is for the ﬁl- tering of particle dust from the surrounding air. Source: Phoenix Contact.

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.10: Two diﬀerent series of Phoenix Contact power supplies are used in the cabinets: Uno Power (top left and right) and Quint Power (bottom). Source: Phoenix Contact.

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Chapter 7 7 Applications and success stories in electromobility

ing technology. “We turned to Phoenix Contact when we were looking for a manufacturer with comprehensive know-how in e-mobility“, Edgar Klug, board member of Pion Technology AG, remembers. “Phoenix Contact supports us with control technologies and charging connectors.“

In addition to the holder for e-bikes that was developed specially for Velocity Aachen, the Hanau-based company also provided the mode 3 charging stations for electric vehicles in the same design. These are based on the “EVCC Basic“, a compact mode 3 controller by Phoenix Contact based on the IEC 61851 standard. The controller is located in the base of the charging station to save space. Depending on the design of the charging station - either with the infrastructure charging socket (IEC 61851 connection case B) or with a ﬁxed cable (connection case C) - a circuit board solution is used that is specially optimized for the use case.

The required additional elements are already integrated on the circuit board to save space and wiring eﬀort. All other elements like fuses, RCDs, RCM modules for residual current monitoring are installed in a diﬀerent part of the housing. This allows the operator interface to be optimized in terms of design and functionality. “With our products of the climate protection series, we aim to support the development of charging infrastructure for electromobility,“ says Klug. “However, we also focus on the cost.“

Klug does not give away the composition of the concrete. However, the cost of sand, cement, and water are significantly lower than for similar housing concepts made of metal or plastic. Klug also highlights the self-acclimatizing effect in the floor element. “The low power consumption of the EVCC Basic controller of less than one watt in idle, and only slightly more in operation, optimizes self- acclimatization.“ For the integration of the charging station in cloud- based billing systems, Pion relies on communication components by Phoenix Contact; see Figure 7.12.

222 . Saigtemblt turnaround mobility the “Shaping 7.5 increases that electromobility. concept of overall acceptance materials interesting and the an attractiveness of make the footprint to ecological up the charg- add is as affordable used technologies well and of as scalable infrastructure, combination model, ing feed- business The the sustainable by A far. confirmed critical. so is received this and they’ve concept, back mobility their of success 7.12: Figure flrevhcefleswtotamsieices neitn grid existing in increase massive a without fleets vehicle large of sources. renewable h oiiytraon a aycalne,lk h charging the like challenges, many has turnaround mobility The from energy with fleets e-mobility large of charging Demand-based the about confident feel Klug and Brinckmann partners Project h vrl akg sdecisive is package overall The . Saigtemblt unrudwt odmanagement“ load with turnaround mobility the “Shaping 7.5 ihla management“ load with n oIC681md ,icuigself-acclimatization. including Contact. 3, Phoenix mode Source: 61851 IEC accord- controller to Charging ing base: housing the in Installed 223

Chapter 7 7 Applications and success stories in electromobility

Figure 7.13: Company charging park: When 18 electric vehicles are being charged simultaneously with energies from renewable sources, a custom energy management system is required. Source: Phoenix Contact.

connections. Individual mobility requirements must be balanced with the volatility of energy from renewable sources. The solution - an energy management system connected to an OCPP backend - was successfully implemented by GP Joule with support from North-Tec an Phoenix Contact.

If you are on your way to Reußenköge, the headquarters of JP Joule GmbH in the north of Schleswig-Holstein, you will be passing through a landscape characterized by the use of regenerative energies. Wind, solar, and biogas supply a lot of green energy into the power grid.

Individual e-mobility concepts

GP Joule has specialized in the use of regenerative energies in innovative ways. The company founded in 2009 is a universal, in-

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Chapter 7 7 Applications and success stories in electromobility

Figure 7.14: Dr. Fabian Sösemann (links), head of energy supply and law at GP Joule GmbH, Reußenköge; and Dipl.- Ing. (FH) Ralf Breckling, CEO of North-Tec Maschinen- bau GmbH, collaborated closely with Phoenix Contact Source: Phoenix Contact.

The charging technology is in the central cabinet, from where it controls all important applications and processes: The communication required for the charging process according to IEC 61851, charging mode 3, implemented with EVCC Advanced charging controllers by Phoenix Contact for the charge points. The calibrated energy measurement devices connected directly to the charging controllers with a serial bus deliver the information about actual power values that is essential for load management. The charging controllers and RFID chip readers are connected with an Ethernet-based network that transmits the data to the central controller for further processing. The controller is an Axioline 1050 by Phoenix Contact. It is the heart of the overall system. The central controller is programmed according to IEC 61131 in the PC Worx environment. The controller has two functions: The ﬁrst is to provide a central connection to the GP Joule accounting system via OCPP 1.5 (Open Charge Point Protocol), which has become established as a communication standard for charge points. The second is to execute the intelligent charging algorithm for energy

226 e.“h -akn o fG ol sa h n fagi rnhof branch grid a of end the at is Joule GP of lot e-parking “The Tec. eurd aulitreto slmtdt rge et ftp A type of tests trigger no to also limited is is has intervention personnel fault Manual service the by interrupts after required. intervention RCM resumed Manual the be corrected. fault, will RCD a been Charging universal case process. B in charging type tripped the expensive When more required. RCD significantly not the a is Upgrading to imple- device. A is RCM type currents The Contact from residual here: Phoenix DC role a for important with conductor mented an PE play the RCDs of easier. monitoring system the of nance business.“ grid also accounting station the control in one data the in use signals in to management the us data all enables centralized “Pooling for ex- need controller: Sösemann the “Our the cases,“ out use points increases. these and vehicles to plains, electric transfers of easily number concept can charging the power when charging where viable expected place and be another situation feasible are the economically garages to of Parking similar bottlenecks garages.“ is parking position many This in company. North- utility of local CEO the Breckling, Ralf continuously explains grid use,“ the own energy monitor our of to availability optimize want the and “We im- on the are sources. depending on renewable These and based from vehicle priority Joule. the different of GP control at purpose by the boards set up charging set priorities with today, plemented the employees on 50 founded than based was more processes which has company, con- and The has 2004 Reußenköge, solution. in from charging technology minutes the automation few to and a tributed only plants Bredstedt, biogas in of based control the for cialist aafo ieetsucsadcnuesotmly h pnplat- open The optimally. consumers and sources different from data use. non-private for required regularly are that RCDs e,itlietcmoet nasnl aie ae h mainte- the makes cabinet single a in components intelligent few, management. h otaeo neeg aaeetsse a opoesthe process to has system management energy an of software The a Concentrating benefit: another has concept master/slave The spe- a GmbH, Maschinenbau North-Tec Contact, Phoenix Besides aymitnnetak ocentralization to thanks maintenance Easy . Saigtemblt unrudwt odmanagement“ load with turnaround mobility the “Shaping 7.5 227

Chapter 7 7 Applications and success stories in electromobility

Figure 7.15: The components in the central cabinet are from Phoenix Contact: EEM 250 energy measuring devices and RCM modules (top row) and EVCC Advanced charging controllers (bottom row). Source: Phoenix Contact.

Figure 7.16: Never in doubt: The screen at the central cabinet visual- izes the power management. Source: GP Joule GmbH.

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Chapter 7 7 Applications and success stories in electromobility

master the 1600 km route with aplomb; see Figure 7.17. Innovative charging technology from Phoenix Contact, with a monitoring of the charging process and fault messages made it possible to always have enough energy to complete each leg. Figure 7.18 shows the winning team of Frank Knaﬂa and Frank Schröder during their welcome with Roland Bent, CTO of Phoenix Contact for marketing and development. Another record was set at the start of the Wave: On May 31, 2014, 507 electric vehicles formed the world’s largest parade of electric vehicles in the world.

Figure 7.17: Frank and Frank at the WAVE Trophy 2014. Source: Phoenix Contact

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Chapter 7

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Chapter 8 8 Outlook

technology in medium and high-voltage equipment. In electromobility, it is important when it comes to the supply of energy and power. The future exchange of itineraries with the charging infrastructure to form an envelope for individual charging processes. The network is able to forecast the power to be exchanged or evaluate power requirements. Power characteristics are exchanged at the grid node so that supply is ensured at the medium-voltage level.

8.3 DC supply for low-voltage grid

Many private and commercial consumers use DC power internally. For example, PCs, TVs, modern lamps, but also frequency inverters in drive technology first convert AC to DC before supplying it to the consumer. The efficiency of this conversion usually is 95 percent. PV systems that do not feed directly into medium-voltage grids also deliver DC power primarily. For integration into the network, it first needs to be turned into AC with an inverter. This process also involves losses and can be estimated to have an efficiency of 90-96 percent.126. If storage batteries are used to optimize internal use, then these batteries are charged with DC power, which needs to be changed back into AC power after discharging.

8.4 Autonomous vehicles

Autonomous vehicles are the next milestone in the development of mobility. A multitude of sensors monitor the traffic environment, controlling the vehicle automatically and without driver intervention. Active traffic control systems such as traffic lights are no longer needed. Sensors and communication devices have a key role. Vehicles form networks among themselves, which allows them to virtually see around the corner. Trouble-free integration into the traffic flow requires powerful wireless mobile networks, but also an awareness of the physical environment with regard to redundancy and 360◦

126cf. Michael, Chochole et. al., p. 1.

234 127 ihsml teigadltrlgiig" ese ute challenges further sees He guiding."’ lateral and steering simple with at can Tesla, or BMW from e.g. features, available currently The n ed n anttr hi teto oohrtig uigthe during things alert other to remain attention to driver’s their need the turn trip. Drivers still cannot is and danger. it ready avoid standpoint, and and process legal recognize learning a to a From duty and initiated. traffic processed be collected be to the to needs all need because data intelligence, environmental artificial and of driving field automated the partially in is today seeing systems are driver-assist we and of "‘All driving head BMW: Frickenstein, automated at Elmar fully of driving. department automated developed. the as further described be be to best need technologies the 2020, in roads the on coverage. f D (2016). VDI cf. 127 eoesc ytm ersn infiatmre share market significant a represent systems such Before . uooosvehicles Autonomous 8.4 235

Chapter 8

ihtaiinlcr,tetcnlgcldabcso atre,and batteries, of drawbacks technological the cars, traditional with amn o2 to warming eilsaeeetial oee n hrfr ontgnrt more generate not do therefore and powered electrically are vehicles eec nCnú,priiat endtega flmtn global limiting Con- of Change goal Climate the Nations defined participants United Cancún, the in At ference warming. global to ulcrasb 00 oesr h neoeaiiyta srequired is that for interoperability licensed the vehicles ensure electric To million 2020. 1 by have roads to public is goal The launched Platform). Germany of government mar- federal the leading the globally electromobility, the for as ket Germany develop and position leadership stations. charging with compared coverage purchase lacking the of of cost acceptance wide high the relatively for but the factors stations, are Inhibiting gas electromobility private of network. and network tighter public existing a at caused the in to fuels up“ similar “fueled fossil stations are of charging vehicles become increase Electric and price scarcity. hand inevitable by one on the resources of energy independent the fossil finite of the some conserve if to achieved be only CO can this However, CO the fleets. lower regulations to their EU industry of emissions. automotive gas the greenhouse force the therefore of share significant a emis- the CO causes gas is that greenhouse process population the a world’s of fuels, the sion fossil of burning fuel by demand fossil covered remaining energy largely the rising of The consumption our resources. reduce we unless change Summary 9 hei otc satvl aigpart. which taking in actively initiated is pur- been Contact this have For Phoenix processes standard. standardization technological unified global needs a pose, infrastructure to charging according the built audience, be to wider a by acceptance for ospotteGra nutywt eann t international its retaining with industry German the support To climatic major facing is world the studies, scientific to According 2 ainl ltfr Elektromobilität Plattform Nationale h eurdeeg a eotie rmrnwbesources renewable from obtained be can energy required The . ◦ .A bu n fh h rffi etrcontributes sector traffic the fifth, one about At C. 2 hsgssgicnl contributes significantly gas This . Ntoa Electromobility (National 2 emissions 237

Chapter 9 9 Summary

Figure 9.1: Global charging standards. Source: Phoenix Contact.

238 CadD hrig e iue93adFgr ..D charging DC 9.4. Figure and 9.3 Figure see charging; DC and AC hr r oeaaoist rdtoa en ftasotto:Sim- transportation: of means traditional to analogies some are There i al,o nutvl i nargp eas h standardization the Because gap. air an via inductively or cable, a via as ietlcmto ftowel a engiiggon,not ground, gaining been has wheels two of locomotion Silent cars. fidcincagn ssili t nac,mnfcuescontinue manufacturers infancy, its in still is charging induction conductively current of transmitted the be to can energy Similar the process, typical. filling are gasoline batteries Lithium-ion energy. or main become as established has for becoming drives charger also auxiliary DC are drives a Electric Italian-made with available. the motorcycle or super-sport bikes, its Electrica electrified Harley-Davidson since just 9.2: Figure nefcswrdie e iue91 hr r w ieetmethods, different two are charging There conductive 9.1. of Figure types see Phoenix worldwide; all interfaces interfaces. almost charging implemented conductive has with Contact vehicles their equip to lrt ultn,bteisms eeupe ocryteelectrical the carry to equipped be must batteries tank, fuel a to ilar lcrmblt sagot aktta sntlmtdt electric to limited not is that market growth a is Electromobility vriwo onciiypout,srn 06 Source: 2016. Contact. spring Phoenix products, connectivity of Overview ulctransportation public tlt eils n boats. and vehicles, utility , 239

Chapter 9 9 Summary

Figure 9.3: DC connector according to CCS and GB. Source: Phoenix Contact.

Figure 9.4: Design line C-Line Type 2, GB, Type 1 AC. Source: Phoenix Contact.

240 r en eeoe ohl sals lcrmblt neeya life adoption. everyday for in threshold electromobility the establish lower help energy roaming and to in energy integration developed and the portals being billing is are international New aspect an key systems. on communication Another 4 its and 9.2. mode With Figure to charging minutes. see 2 the 5 scale; mode than addresses it from less Contact makes market which in Phoenix infrastructure kW, range portfolio, 400 of to product km up entire 100 of gain power charging to a possible reach to able is iue95 Js oi“ ore D e.V. VDE Source: it“. do “Just 9.5: Figure 241

Chapter 9

0Bibliography 10 udsezgnu Lieferantenanzeige: Bundesnetzagentur CAM: al.: et BSW edrGb o KG: Co. & GmbH Bender CHAdeMO: E udsebn Mbltte . o Spanien Von V., e. eMobilität Bundesverband BEM GEegeiaze.V.: AG-Energiebilanz CharIn: E giutrlIdsr Foundation: Industry Agricultural AEF acatech: 106 ednkn.aaehbzetPsto,N.6Jna 00 620 36 2010, Januar 6 Nr. Position, bezieht acatech kann. werden iie n1221 121 1.2.2016 on visited weltrekordfahrt-mit-dem-tesla-von-spanien-zum-nordkap/ 40.0639 24.02.2016 .V amqGb,21 ehia eot10 0,102 101, 100, report Technical – 2015 GmbH, Carmeq , V. e. lieferantenanzeige-node.html Institutionen/HandelundVertrieb/Lieferantenanzeige/ Sachgebiete/ElektrizitaetundGas/Unternehmen_ http://www.bundesnetzagentur.de/cln_1421/DE/ 65 64, 12/2014 14.11.2014 teilung u Nordkapp: zum ag-energiebilanzen.de aef-online.org/de/home.html URL: einGiefrCmidsCagn ytm CharIn System. Charging Combindes for Guide Design i etcln u etnitrfrElektromobilität für Leitanbieter zum Deutschland Wie URL: https://www.bender-de.com/de.html ihretlifdnL-oe-aspihr Pressemit- Li-Ionen-Hausspeicher. Sicherheitsleitfaden URL: http://auto-institut.de www.chademo.com 0 21 20, h oe nEetia Safety Electrical in Power The URL: iie n2.221 45 26.02.2014 on visited – iie n3..06133 30.1.2016 on visited – iie n1..06105, 19.4.2016 on visited – http://www.bem-ev.de/ URL: URL: iie on visited – 182 http://www. http://www. URL: 243 c . –

Chapter 10 10 Bibliography

CharIn e. V.: URL: www.charinev.org – visited on 19.4.2016 116 EMH-Metering: eHZ-N Basiszähler. URL: http://www. emh-metering.de/de/produkte/ehz-n-basiszaehler/ – visited on 16.10.2016 129 Energica Motor Company: URL: www.energicamotor.com – visited on 16.6.2016 50 ERICH JAEGER: ISOBUS Stecker von ERICH JAEGER. URL: http://www.erich-jaeger.de/innovationen/ neu-isobus-stecker-von-erich-jaeger – visited on 16.10.2016 46 European Commission: URL: https://ec. europa.eu/inea/en/connecting-europe-facility/ cef-transport/projects-by-country/multi-country/ 2015-eu-tm-0367-s – visited on 16.7.2017 113 Europäische Kommission 2014/94/EU: Richtlinie 2014/94/EU des Europäischen Parlaments und des Rates über den Auf- bau der Infrastruktur für alternative Kraftstoﬀe. institution, Oktober 2014 – Technical report 40, 41 Felix Ehrenfried: URL: http://green.wiwo.de/ studie-e-bikes-knacken-in-europa-demnachst-die/ -millionenmarke/ – visited on 26.02.2014 48 Fischhaber, Regett, Schuster, Hesse: Second-Life-Konzepte für Lithium-Ionen-Batterien aus Elektrofahrzeugen . Belgeit- und Wirkungsforschung Schaufenster Elektromobilität (BuW), Ergebnispapier Nr. 18 2016 61, 62, 63 Grottker: Vertrauenwsürdige Tankstromrechnung - Eichrecht und Elektromobilität. VDE-Kongress 2010 127 HSW: Hochschule für duale und berufsbegleitende Studiengänge | HSW. URL: http://www.hsw-hameln.de – visited on 07.11.2016 109 Hubject GmbH: Hubject, Connecting emobility networks. URL: www.hubject.com – visited on 07.11.2016 151, 152

244 nentoa nryAgency: Energy International K ü Elektromobilität: für IKT P .Fortschrittsbericht: 4. NPE Elektromobilität: Plattform Nationale al.: et. Chochole Michael, Assessment: Ecosystem Millenium - MA SE: innogy Projektﬂyer: INEES, P,AG3: NPE, innogy: ttseih n adugepelne 05 Nationale 2015. Handlungsempfehlungen und Statusbericht - //www.innogy.com/web/cms/de/3117436/fuer-zuhause/ 275 157 report Technical – 2014 115 114, 2012 smartphone-app-e-kwh/ elektromobilitaet-fuer-zuhause/services/ rfhzue u rrnugvnSystemdienstleistungen. von Erbringung zur trofahrzeugen ainlnPatomEetooiiä.Nvme 00 52 2010, November Elektromobilität. Plattform Nationalen ltfr lkrmbltt 05–Tcnclrpr 4,178, 147, report Technical – 2015 Elektromobilität, Plattform Elektromobilität, Plattform Nationale Marktvorbereitung. der 22 Seiten 234 6 19 2005 Board MA York: from New Statement Board. Well-being. the Human and Assets Natural Means. 38 37, 24.02.2016 on ited 101 12/2013 Fachkonferenz 137 136, 135, 06.05.2014 on ited EVI-GlobalEVOutlook2015-v14-landscape.pdf cleanenergyministerial.org/Portals/2/pdfs/ pnugnte uaayirn D,IB 978–3–8007–3641– ISBN VDE, Gleichstromnieder- analysieren. eines zu Umsetzbarkeit spannungsnetzes die und Vorteile die um ar ere nelgne aenrsrku.3 VDI 3. Ladeinfrastruktur. intelligenter Betrieb Jahre 4 aenrsrku ü lkrfhzuei Deutschland in Elektrofahrzeuge für Ladeinfrastruktur mrpoeApe-kWh. App Smartphone nelgneNtabnugvnElek- von Netzanbindung Intelligente mrDGi i Forschungsprojekt, ein - SmartDCGrid URL: 149 otcrtseih 04-Bilanz - 2014 Fortschrittsbericht http://www.ikt-em.de wshneih der Zwischenbericht iigByn Our Beyond Living URL: 0Bibliography 10 URL: http:// vis- – https: vis- – 245

Chapter 10 10 Bibliography

OECD IEA 2017: Global EV Outlook 2017. 2017 39, 40

Open Charge Alliance: URL: www.openchargealliance.org – visited on 2.3.2015 277

ParkHere GmbH: ParkHere, Der erste energieautarke Park- platzsensor. URL: www.park-here.eu 158

PTB, Pysikalisch Technische Bundesanstalt: URL: www.ptb. de – visited on 18.11.2015 126

Rosenberger: Energy Bus Stecker von Fa. Rosenberger. URL: http://www.rosenberger.de/de/index.php – visited on 16.10.2016 49

Schellnhuber, et al.: Welt im Wandel, Gesellschaftsvertrag für eine Große Transformation,Hauptgutachten. WBGU Wis- senschaftlicher Beirat der Bundesregierung, 2011, 448 Seiten, ISBN 978–3–936191–36–3 19, 20

Smartlab Innovationsgesellschaft mbH: e-clearing.net, Charg- ing without detours. URL: http://e-clearing.net – visited on 07.11.2016 155

Spiegel: URL: http://www.spiegel.de/wirtschaft/ unternehmen/batterieprobleme-beim-boeing-787-dreamli/ ner-in-japan-a-943575.html – visited on 03.03.2014 49

c Streetscooter / Deutsche Post DHL :, Modell Streestcooter Work 2016 gelb URL: www.dpdhl.com – visited on 19.4.2016 47

The New Motion: Intelligente Ladelösungen. URL: https:// www.thenewmotion.com/de/ 149

Torqeedo: URL: http://www.torqeedo.com – visited on 26.02.2014 47

VDE e.V.: SKizzen im Rahmen des Innovations(t)raums, Potsdam. VDE e.V., 2014 23, 43, 46, 114, 122, 132, 134, 135, 136, 145, 161, 190, 198, 241, 275

246 VDI: ZIV: Wasserstoffantrieb: - Wikipedia öe Döring: Wöhe, GmbH: wallbe VDI: isncatihrBia e udseirn Globale Bundesregierung der Beirat Wissenschaftlicher iiei Lithium-Ionen-Akkumulator: - Wikipedia iiei E-Fan: - Wikipedia iiei,DefeeEnzyklopädie. freie Die Wikipedia, isncatihrBia e udseirn oiippe 5 Politikpapier Bundesregierung der Beirat Wissenschaftlicher 81.0550 18.11.2015 kuuao iiei,DefeeEnzyklopädie. freie Die Wikipedia, — Akkumulator wikipedia.org/w/index.php?title=Wasserstoffantrieb& 60.0448 26.02.2014 19 2007 125 124, 123, 2015 235 2016 Juli 27/28 Enzyklopädie. lhe 3heiin elgFazVhe üce,20,ISBN 2008, 22 München, Vahlen 978–3–8006–3524–5 Franz Verlag edition. 23th slehre. WBGU nutzen. Doppelpräsidentschaft deutschen der Chancen 49 03.03.2014 on Oktober V., e. Ingenieure Deutscher Verein des Erlaubnis Wiedergegeben mit - 2 Blatt 2166 VDI-Richtlinien Elektromobilität. Umweltveränderungen: oldid=155308731 de php?title=Airbus_E-Fan&oldid=153887962 Lithium-Ionen-Akkumulator&oldid=155310732 URL: lnn lkrshrAlgni eädn-Hnes ü die für Hinweise - Gebäuden in Anlagen elektrischer Planung flctnetfr uooeFhe.VINcrctnNr. Nachrichten VDI Fahren. autonome fürs Pflichtenheft URL: 164 https://de.wikipedia.org/w/index.php?title= http://www.ziv-zweirad.de ifhugi i lgmieBetriebswirtschaft- Allgemeine die in Einführung rvn eMobility. Driving URL: iie n9321 81 9.3.2015 on visited – ibsEFn—Wkpda i freie Die Wikipedia, — E-Fan Airbus https://de.wikipedia.org/w/index. eeIplefrdeKlimapolitik: die für Impulse Neue URL: asrtffnre — Wasserstoffantrieb http://www.wallbe. URL: 0Bibliography 10 iie on visited – Lithium-Ionen- iie on visited – https://de. visited – 247

Chapter 10

BGV Vehicle Electric Battery BEV Vehicle Guided Automated Foundation AGV Electronics Industry Agricultural AEF abbreviations of List hrnCagn nefc ntaiee V. e. Initiative Interface Charging Moving CharIn for Charging Move, de Charge Show CHAdeMO Electronics Consumer CES CEE Reduction Current Charge CCR Developers International For Colleges Community CCID expenditures capital CAPEX Network Area Control CAN BVES BSW Agency) Network (Federal Bundesnetzagentur BNetzA System Management Battery BMS Forschung und Bildung für Bundesministerium BMBF ytmfrCnomt etn n etﬁaino Elec- of Certiﬁcation Components and and Equipment Testing trotechnical Conformity for System energy association) national storage (German Energiespeicher Bundesverband German industry) the solar of (association Solarwirtschaft Bundesverband Regulations) tion Associa- (Professional Vorschriften Berufsgenossenschaftliche 249

Chapter 10 List of abbreviations

CHP Combined heat and power

CID Circuit Interrupt Device

CP Control Pilot as per IEC 61851-1

CPO Charge Point Operator

CSM City smart grid

DGS Deutsche Gesellschaft für Sonnenenergie e.V. (German solar power association (non-proﬁt))

DGUV Deutsche Gesetzliche Unfallversicherung (German Social Ac- cident Insurance)

DIN Deutsche Industrie Norm

DIVA Decentralized. Intelligent. Flexible. Autonomous.

DKE Deutsche Kommission Elektrotechnik Elektronik Informa- tionstechnik (German Commission on Electrical Engineering, Electronics, and Information Technology) eCHS European Clearing House System

EDL Energy Service eDSM Electronic domestic supply meter

EEG Erneuerbare Energien Gesetz (Renewable Energy Sources Act)

EMC Electromagnetic compatibility

EMS Energy Management System

EnWG Energy Industry Act eREV electric Range Extender Vehicle

EV Electric Vehicle

EVCC Electric Vehicle Charge Controller

250 INEES Thyristor Bipolar Gate Insulated technology communication IGBT and Information ICT Device Protection and Control In-cable IC-CPD Vehicle electric innovated Mitsubishi hardness i-MieV Vickers HV Charging Power High HPC Vehicle Electric Hybrid HEV Service Radio Packet General GPRS Vehicle to Grid G2V Operation Technology/Network Network Forum FNN standard industrial draft Final FDIS Equipment Supplying Vehicle Electric EVSE ee 4 ,mx8 ,cmaal oIC681md 3 mode 61851 IEC to comparable 2 A, 80 mode max 61851 V, IEC 240 to comparable 2 A, Level 16 max V, 120 Protection 1 Ingress Level Things of IP Internet IoT Interoperability Intermodality InnoZ oea wr)ad‘ne‘(between). ‘inter‘ and (work) ‘opera‘ eune ..E olwdb e-bike by followed EV e.g. sequence, Change) Societal and Mobility for Centre (Innovation Wan- del gesellschaftlichen und Mobilität services) für Innovationszentrum system provide to vehicles electric of connection grid (intelligent Systemdienstleistungen von bringung nelgneNtabnugvnEetoaregnzrEr- zur Elektrofahrzeugen von Netzanbindung Intelligente s fdﬀrn eeti)maso rnprainin transportation of means (electric) diﬀerent of Use h oditrprblt obnsteLtnwords Latin the combines interoperability word The ito abbreviations of List 251

Chapter 10 List of abbreviations

Level 3 DC up to 400 A, comparable to IE 61851 mode 4

LISY Lademanagement Informations System (Charging Manage- ment Information System)

LMBE Landesbetrieb für Mess- und Eichwesen

LNG Liqueﬁed Natural Gas

LPG Liqueﬁed Petroleum Gas

Metrology Science of measurement and measuring systems

MID European measuring instrument directive

MSG Micro smart grid

Multimodality Use of diﬀerent (electric) means of transportation independently, e.g. EV today, e-bike tomorrow

NAV Niederspannungsanschlussverordnung (Low Voltage Supply Ordinance)

NPE National platform for electromobility

NRTL National Recognized Test Laboratory

NSP Navigation Service Provider

OCA Open Charge Alliance

OCHP Open Clearing House Protocol

OCPP Open Charge Point Protocol

OCV Open Circuit Voltage

OICP Open InterCharge Protocol

OPEC Organization of the Petroleum Exporting Countries

OPEX operational expenditures

Passenger cars

252 PPoiiya e E 61851-1 IEC per as PTB Proximity PP Vehicle Electric Hybrid Plugin Earth PHEV Protective PE VDA Grid to Vehicle Laboratories V2G Underwriters UL Ownership Trucks of Cost Total TCO Vehicle Utility Sport SUV StoREgio Health of State SOH Charge of State SOC Protocol Access Object Simple SOAP Language Message Smart grid Smart SML Engineers Automotive SG of Society SAE Device Current Residual RCD Modulation Width Pulse PWM transportation Public transportation Public D ebn e Elektrotechnik der Verband VDE aino ttoayeeg trg ytm nsatgrids= smart in systems storage appli- energy and stationary management of (energy cation Grids Smart in ichersysteme authority) ogy metrol- national (German Physikalisch-Technische Bundesanstalt ebn e uooiidsre(soito fteAuto- the Industry) of motive (Association Automobilindustrie der Verband nrimngmn n nedn ttoäe Energiespe- stationärer Anwendung und Energiemanagement ito abbreviations of List 253

Chapter 10 List of abbreviations

VdS Vertrauen durch Sicherheit (Trust through Safety)

Wallbox Wall-mounted charging station, home charging station

WAVE World Advanced Vehicle Expedition

WEG Wohnungseigentümergemeinschaften (housing owner commu- nities)

WPT wireless power transfer

ZE Ready Zero Emission Ready ZIV Zweirad-Industrie-Verband ZVEH Zentralverband der Deutschen Elektro- und Informationstech- nischen Handwerke (central association of the German electrical and information technology trades) ZVEI Zentralverband Elektrotechnik- und Elektronikindustrie (Cen- tral Association of the Electrical Engineering and Electronics Industry)

254 Appendix A . Connectivity A.1 iueA1 oktote ihes on function. mount easy with outlet Socket A.1: Figure ore hei Contact. Phoenix Source: 255

Appendix A A Appendix

Figure A.2: Socket outlet for rear panel mounting. Source: Phoenix Contact.

Figure A.3: Socket outlet for front panel mounting. Source: Phoenix Contact.

256 iueA.4: Figure iueA.5: Figure eis ore hei Contact. Phoenix C-Line Source: components, series. soft and hard with assembly Housing Phoenix Source: accessories with Contact. outlet socket 2 Type . Connectivity A.1 257

Appendix A A Appendix

A.2 Control

A.2.1 Device Monitor

The Device Monitor is a free conﬁguration program for the parameterization of the EVCC Basic; see Figure A.6.

Figure A.6: Screenshot of the conﬁguration program for the EVCC Basic. Source: Phoenix Contact.

A.2.2 Modbus commands

The EM-CP-PP-ETH charging controller from Phoenix Contact is easy to connect to higher-level computers by means of its Ethernet interface. Charging processes can be started or stopped, and the charging current can be adjusted, by means of simple commands in the browser’s address line. This can also be done via the Modbus protocol in the’Modpoll’ program. The commands are explained below.

Modbus TCP communication protocol The charging process can be started with (Equation A.1) and stopped with (Equation A.2) in the command line.128

modpoll − mtcp− a180 − t0 − c1 − r400 − 0 − 1 192.168.0.8 1 (A.1)

128This requires the’Modpoll’ program.

258 on ntedwla rao h hei otc website. Contact Phoenix the of area download the in found browser. the from directly process charging A. 20 to it sets command A.4) (Equation the ciain hnteCRcngrto ed ob e oanalog. to set be to needs conﬁguration CCR the then activation, management load CCR analog Easy A.2.3 modpoll modpoll modpoll http http ftela urn st estfel fe h ciaino h CCR the of activation the after freely set be to is current load the If be can These information. more for notes application the See the start/stop A.6) A.5)/(Equation (Equation commands The A, 10 to current charging the sets command A.3) (Equation The h Euto .)cmadi sdt duttecurrent. the adjust to used is command A.7) (Equation The tpcmad/e server commands/web http http : : //192. //192. − − − : mtcp mtcp //192. mtcp 168. 168. − − − 168. 0. 0. a a a 8:80 8:80 180 180 180 0. 8:80 − − − /config.html /config.html t4 t4 t0 − − − /charge.html c c c 1 1 1 − − − r r r 300 300 400 ?remote ?remote − − − 0 0 ?current=10 0 − − − 192. 1 192. 1 192. 1 Charging=0 Charging=1 168. 168. 168. 0. 0. . Control A.2 0. 8 8 8 10 20 0 (A.6) (A.5) (A.7) (A.2) (A.3) (A.4) 259

Appendix A A Appendix

This can be done easily with the Device Monitor software tool; see section A.2.1

Figure A.7: Simple load management with EVCC Basic. Source: Phoenix Contact.

A.2.4 EVCC Advanced web-based management

Figure A.8, Figure A.9, Figure A.10, and Figure A.8 show the conﬁguration options for the EVCC Advanced.

260 iueA.8: Figure cenht VCAvne tts ore Phoenix Source: Contact. Status. Advanced EVCC Screenshot, . Control A.2 261

Appendix A A Appendix

Figure A.9: Screenshot, EVCC Advanced Conﬁguration. Source: Phoenix Contact.

262 iueA.10: Figure cenht VCAvne ewr.Source: Network. Advanced Contact. Phoenix EVCC Screenshot, . Control A.2 263

Appendix A A Appendix

Figure A.11: Screenshot, EVCC Advanced Energy. Source: Phoenix Contact.

264 .. C oio connection monitor RCM A.2.5 iueA.12: Figure ore hei Contact. (RCM). monitoring Phoenix current Source: residual with point Charge . Control A.2 265

Appendix A A Appendix

Figure A.13: Charge point with dual residual current monitoring. Source: Phoenix Contact.

266 iueA.14: Figure C obndwt Cs ore hei Contact. Phoenix Source: RCDs. with combined RCM . Control A.2 267

Appendix A A Appendix

A.2.6 Charging technology kits

Figure A.15: Home charging technology kit with AC cable. No: 1628077. Source: Phoenix Contact.

Figure A.16: HOME charging technology kit with AC infrastructure charging socket. No: 1628080. Source: Phoenix Contact.

268 iueA.18: Figure iueA.17: Figure o 688.Suc:PonxContact. Phoenix cable. Source: charging 1628081. AC with No: kit technology charging TWIN Contact. Phoenix Source: 1628082. infrastructure AC No: with sockets. kit technology charging TWIN . Control A.2 269

Appendix A A Appendix

A.3 Smart charging

A.3.1 Application examples

Qty. part designation 1 2902802 EV Charge Control EM-CP-PP-ETH 1 2903246 lock release module EM-EV-CLR-12V 1 2868538 Step-PS/1AC/12VDC/1 1 1622450 EV RCM 1 1405214 EV-T2M3SE12-3AC32A-0,7M6,0E10 Socket Outlet 1 1405217 hinged cover EV-T2SC 1 load contac- third-party component tor 1 FI third-party component 1 fuses third-party component

Table A.1: Parts list for a simple charging process with EVCC Ad- vanced. Source: Phoenix Contact.

Qty. partl designation 1 1622452 EVCC Basic EV-CC-AC1-M3-CBC- SER-H0 1 1622450 EV-RCM-C1-AC30-DC6 1 1405214 EV-T2M3SE12-3AC32A-0,7M6,0E10 Socket Outlet 1 1405217 hinged cover EV-T2SC 1 load contac- third-party component tor 1 FI third-party component 1 fuses third-party component

Table A.2: Parts list for a simple charging process with EVCC Basic. Source: Phoenix Contact.

270 al A.3: Table 719 nutilP LBC1001 BPC VL - PC industrial designation 2701290 1 partl 1 Qty. 12V vanced 32A/12V 24V hrigcable Charging supply Power 1 1050 AXC 2891003 Memory 1 controller 5TX Mini SFNT SWITCH A FL 1622450 1 tion protec- Device EV-RCM-C1-AC30-DC6 switch 5-port compact RCM EV-T2-SC 1 meter energy 3-phase 2903246 cover Socket actuator outlet Socket EM-EV-CLR-12V supply Power release Ad- Lock EVCC Type al .:HIP at it ore hei Contact. Phoenix Source: list. parts HMI/PC A.4: Table M35/OS35/- P26/R23/- 2400539/ O00/S00 at it1cag on ihOP . ore Phoenix Source: 1.5 OCPP with point Contact. charge 1 list Parts 1AC/24DC/2,5 4,0M6,0ESBK01 EV-T2G3C-3AC32A- EV STEP-PS/ 2GB EMOB FLASH SD 0,7M6,0E10 EV-T2M3SE12-3AC32A- T6TCM1 1641 916604 1 1A M 6-TMC UT 2905849 EEM-350-D-MCB EM-CP-PP-ETH TPP/1C1D/ 883 1 2868538 1AC/12DC/1 STEP-PS/ name M ae PC panel HMI . mr charging Smart A.3 920 1 2902802 451 1 1405217 630 1 1623505 649 1 1624092 1 1405214 885 1 2868651 atqty. part 708 1 2700988 271

Appendix A A Appendix

A.3.2 Energy measurement/billing

The measurement of the charged energy and the accounting is a core element of a business case for operating charging infrastructure. section 5.6.2 Reliable charging energy bill explained what a trust- worthy charging energy bill has to look like according to the PTB. No matter the security level of the billing concept, the transmission of the charged amount of energy usually involves online costs. In addition the modem connection is technologically vulnerable and not always stable. The Stromticket (power ticket) is the ideal solution for connecting charging infrastructure to billing systems.129 The power ticket, also know as the eTan method, was created in the SaxMobility project alliance between municipal companies in Leipzig and Dresden and the ENSO. The goal is to provide a unified access and billing system for charging stations via mobile end devices and the connection of applications from public transportation. The functional principle is as follows: The user registers and creates a user profile. When users arrive at a charging station that supports this process, they can select a certain tariff on an HMI, e.g. time control or kWh control. The controller of the charging station generates a code based on a fixed algorithm. The user enters this code on the mobile device, either via SMS or an app or directly on a website. The vendor checks the code and generates an answer code that the user enters at the charging station. The station verifies the answer code and enables the charging process if the codes match. Synchronization of the systems is a prerequisite for this technology. To achieve this, the controller of the charging station is synchronized with a DCF-77

129www.stromticket.de

272 al . xmlﬁstecmoet eurdfrti evc.New service. this for required components the exempliﬁes A.5 Table al ..Abodprfloo nrymtr a led been already has meters energy of portfolio broad A A.6. Table nertd h adaels vial i ucinlmdlsis modules functional A.7. via Table available in list shown hardware The integrated. 5.6.2 section in presented meters card. ATM touchless an enable using Wallet, My NFC via e.g. input. payments Telekom, digital Deutsche a from via services is module functional DCF-77 a the of with integration function The this represents module. Contact Phoenix clock. al A.7: Table h olwn adaei eurdfripeetn h signable the implementing for required is hardware following The al .:eS adaels.Suc:PonxContact. Phoenix Source: list. hardware eDSM A.6: Table Tnfntoa ouedslyPxC display module functional eTan keyboard or display module 77 DCF board input digital controller 1xx 1 ILC 1 1 1 1 component Number M ucinlmdl ipa PxC display module functional SML EMH g. e. eDSM, interface 232 RS controller 1xx ILC 1 1 1 1 component Number al .:ea adaels.Suc:PonxContact. Phoenix Source: list. hardware eTan A.5: Table S45eeg esrn eiehrwr it Source: list. hardware Contact device Phoenix measuring energy 485 RS adaeP Worx PC yes complete EMpro Hardware eibecagn nrybill energy charging Reliable . mr charging Smart A.3 PxC third-party PxC origin third-party PxC third-party PxC origin see ; 273

Appendix A A Appendix

For communication with billing systems, the payment system of CCV is supported by the ZVT protocol. PC Worx has a functional module for this purpose.

A.3.3 Identiﬁcation

User identiﬁcation or authentication is not limited to one method and can be accomplished in several ways. The most common method is a RFID card reader based on the Myfare standard. The systems shown in Table A.8 already have pre-made functional modules in PC Worx and are easy to implement. Other derivatives, e.g. Legix systems, are also possible. QR codes and NFC communication round out the broad spectrum of possibilities.

RFID systems interfaces features PCWorx ACEPROX RS 232 – yes Promag Ethernet integrated whitelist yes Feig Ethernet expanded temp. yes

Table A.8: Supported RFID systems (not exhaustive). Source: Phoenix Contact.

274 ayo h pin rsne a eue ihPonxContact Phoenix with used be may presented products. options the of Many example an are machines access. vending discrimination-free Coin of discrimination. from free not iueA.20: Figure facnrc ihapoie srqie ohv ces hnacs is access then access, have to required is provider a with contract a If iueA2 rvdsa vriwo l urnl sdmethods. used currently all of overview an provides A.20 Figure future. the for topic important an is discrimination from free Access iueA1:’iciiainfe ces.Suc:VEe.V. VDE Source: access’. ’Discrimination-free A.19: Figure en fatetcto.Suc:Bsdo P,AG3. NPE, on Based Source: authentication. of Means . mr charging Smart A.3 275

Appendix A A Appendix

A.3.4 Communication

Various Phoenix Contact products can be used for communication with control systems or other devices. Data transmission is either via cable or wireless. For cable-bound transmission, the entire Phoenix Contact portfolio for’Ethernet networks’ and’industrial communication technology’ is available. The most commonly used devices are shown in Table A.9:

Part number component 2891003 FL SWITCH SFNT 5 TX 2891005 FL SWITCH SFNT 8 TX 2313106 PSI-GPRS/GSM modem 2313355 Router - PSI modem-GSM/ETH 2702529 TC router 3G 2702528 TC router 4G OCPP FB E-mail FB SMS FB

Table A.9: Ethernet network and communication components. Source: Phoenix Contact.

A.3.5 OCPP excursion The’Open Charge Point Protocol’ was launched in 2009 by E-Laad (Netherlands), Greenlots (North America), and ESB (Ireland). The goal was to keep e-mobility charging networks simple and accessible to anybody. The’Open Charge Alliance’ continues to develop the

276 130 tto rmtebced eso . ilhv iln function, billing a have features. will monitoring 2.0 and Version charging, charging intelligent the backend. unlocking the and from to updates authentication station firmware user to manufacturer up from any monitoring range status from Operators commands stations networks. unified charging The complex is into of 1.5. commands integration version of of the scope charging example allow The the the station. from on control 10 below the operators, shown from 25 15 of and total station a supports It protocol. charging and organi- manufacturers, are capacitor operators. more OCA sector, and the station public countries of the 50 members in in The zations used stations. now charging is 10,000 which than protocol, free and open rtclvaHT n sacneto-retdcommunication connection-oriented a is and HTTP via Protocol f pnCag Alliance. Charge Open cf. prtosIiitdb eta System Central by Initiated Operations Point: Charge by Initiated Operations .MeterValueSampleInterval 5. ConnectionTimeOut 4. HeartBeatInterval 3. Configuration Change 2. Availability Change 1. Transaction Stop 7. Notification Status 6. Transaction Start 5. Values Meter 4. Heartbeat 3. Notification Boot 2. Authorize 1. 130 h CPue h ipeOjc Access Object Simple the uses OCPP The . mr charging Smart A.3 277

Appendix A A Appendix

6. Clear Cache

7. Remote Start Transaction

8. Remote Stop Transaction

9. Reset Based on the version 1.5 shown, version 1.6 oﬀers the following additional features:

1. Load management 2. Use of charging proﬁles 3. Expanded diagnostics

The multiple protocols required for a charging process are shown in Figure 5.30. A distinction is made between the vehicle side and the backend side. The communication with the backend is via the OCCP protocol. The vehicle-side communication is implemented via the standards shown in section 5.4.2 Standards for the charging infrastructure.

A.4 Product key

278 iueA2:Cagn al yekey type cable Charging A.21: Figure . rdc key Product A.4 279

Appendix A A Appendix

280 Figure A.22: Charging socket type key iueA2:Cagn ehooyacsoistp key type accessories technology Charging A.23: Figure . rdc key Product A.4 281

Appendix A A Appendix

282 Figure A.24: Charging technology test adapter type key iueA2:Cagn ehooyst okttp key type socket sets technology Charging A.25: Figure . rdc key Product A.4 283

Appendix A A Appendix

284 Figure A.26: Inlets type key iueA2:EC ai yekey type Basic EVCC A.27: Figure . rdc key Product A.4 285

Appendix A A Appendix

286 Figure A.28: EVCC Advanced type key iueA2:EC dacdPu yekey type Plus Advanced EVCC A.29: Figure . rdc key Product A.4 287

Appendix A A Appendix

288 Figure A.30: EVCC Professional type key iueA3:Mntrn yekey type Monitoring A.31: Figure . rdc key Product A.4 289

Appendix A

Notes B 291

Appendix B

51 otolr 174 controller, 15118 uooy 136 Autonomy, 274 Authorization, 81 h-tron, A7 Audi 89 4100, AR-N 113 89, 2623-5-3, AR-E 187 coating, AR 89 4101, AR 143 electromobility, for Apps prahst hrigsystems, charging to Approaches line,148 Alliander, 45 AEF, 274 ACEPROX, 70 rectiﬁer, AC/DC 68 charging, AC 934,169 2903246, 169 2902802, 276 2891002, 276 2891001, 270 2868538, 276 2314008, 276 2313106, 40 2014/94/EU, 41 2012/27/EU, Apolm 179 problem, mA 6 174 .Net, Index 66 xoiecnrle,186 controller, Axioline 49 Aviation, A,105 CAN, 126 law, Calibration E,51 BEV, 179 Bender, 150 BDEW, rs otcs 203 contacts, Brass 186 PC, Box 148 Bosch, 132 BNetzA, 54 i3, BMW 148 Corner, Blue atr aaeet 50 management, Battery 61 leasing, Battery 215 80, connector, Battery 215 system, change Battery 78 change, Battery 50 system, balancing Battery 233 BACnet, 223 Backend, udsezgnu FdrlNet- (Federal Bundesnetzagentur data, consumption of Billing system, management battery okAec) 132 Agency), work 272 61 293

Appendix B Index

Cancún, 19 Connector, 90 CAPEX, 177 Contact pairings, 203 Carlo Gavazzi, 273 Contract ID, 156 Carmec, 107 Control of the charging pro- CCID 20, 182 cess, 189 CCS, 71, 103 Control pilot, 97 CCV, 276 Cost of charging infrastructure, CHAdeMO, 71, 103 177 Chameleon charger, 69 Cost of electromobility, 59 charge point ID, 150 CPO, 146 Charge point management sys- Customer management systems, tems, 151 151 Charge point operator, 146 Charging energy bill, 126 Daily distance traveled, 58 Charging Interface Initiative, DC blinding, 179 107 DC charging, 71 Charging mode 1, 94 DC supply, 234 Charging mode 2, 94 DCF 77, 272 Charging mode 3, 95 DEK/AK 353.0.101, 126 Charging mode 4, 96 Derating, 109 Charging modes, 93 Design line, 203 Charging process envelope, 233 DHL, 45 Charging scenarios, 190 DIN, 82 Charging Suite, 194 DIN VDE 0100-443, 182 Charging technology kits, 268 Directive Energy eﬃciency, 41 CharIn, 100, 116 Directive of the European Par- Citroën C-Zero, 52 liament, 40 Climate change, 19 Discrimination-free access, 274 Combined Charging System, Displays, 186 103 Distributors, 205 Combined Charging System De- DIVA, 114, 115 sign Guide, 100 DKE, 83, 115 Commodity, 205 DPD, 45 Communication, 276 DREWAG, 272 Conductive charging, 67 Dual-mode charging, 69 Connection cases for charging cables, 92 E-bike, 48 Connectivity, 198 E-FORCE, 118

294 nryIdsr c,132 Act, Industry Energy 158 harvesting, Energy 20 AGEB, ﬂow Energy 233 equipment, Energy 41 eﬃciency, Energy 48 Bus, Energy 136 126, autonomy, Energy 133 consumers, End 147 EnBW, 182 62305-4, EN 203 50620, EN 122 EMS, 131 EMpro, 148 EMP, 76 EmiL, 78 EMC, 194 143, Emalytics, 169 EM-CP-PP-ETH, lcrlss 81 Electrolysis, 132 trading, Electricity Msre yCroGavazzi, Carlo by series EM 120 55, Musk, Elon 148 providers, Electromobility 132, Act, Market Electricity nrytce,272 ticket, Energy 272 126, measurement, Energy 139 122, management, Energy lan,18 276 148, Elaadnl, 233 Ekon, 142 139, EEG, 131 eDSM, 131 EDL, 153 eCHS, 115 e8energy, 48 E-scooter, 174 control, E-mobility 133 273 alyDvdo,48 Davidson, Harley 136 vehicle, to Grid 89 symmetry, Grid 122 suitability, Grid 234 node, Grid 276 Greenlots, 94 charging, Granny 148 GPRS, 223 Joule, GP 139 GIRA, 80 cell, Fuel 147 Fortum, 131 FNN, 274 Feig, 115 Feedback, 27 FAQ, 233 systems, Facility 81 F-Cell, xaddtmeauerange, temperature Expanded VE 67 EVSE, 174 Professional, EVCC 163 Basic, EVCC 169 Advanced, EVCC 179 EV-RCM, 169 Control, Charge EV 67 EV, 143 EUREF, 276 networks, Ethernet 272 method, eTan 276 ESB, 45 Jäger, Erich 51 eREV, 132 EnWG, 272 ENSO, 132 trading, Energy 187 Index 295

Appendix B Index

Heldele, 212 Industrial communication tech- High-level communication, 98 nology, 276 High-level language program- INEES, 114 ming in C#, 174 Inline controller, 186 Home energy management, 139 Innovative legal scholars, 133 Homeplug Green Phy, 98 InnoZ, 139 Homo oeconomicus, 59 intercharge, 150 HPC, 111 Intermodal mobility concepts, HPC Joint Venture, 114 135 http and Modpoll command Intermodality, 43, 135 lines, 258 Internal safety of lithium-ion Hubject, 150, 156 cells, 66 Hybrid Electric Vehicle, 51 Interoperability, 145 Hydrogen, 80 IoT, 143 Hydrogen gas stations, 81 ISO, 82 ISO 16750-2, 203 ISO IEC 15118, 86 IC-CPD, 83 ISO/TS 16949, 33 ICT, 133 ISO/TS 19880-1, 81 Identiﬁcation, 274 ISOBUS, 45 IEC, 82 IEC 61850, 233 John Deere, 47 IEC 61851, 85 IEC 61980, 75 KNX, 233 IEC 62196, 86 IEC 62893, 203 ladenetz.de, 148, 156 IEC 63110, 90 Land-based power supply, 48 IEC 15118, 98 Last mile, 45 IEC 60309, 203 Leaf, 52 IEC 60364-722, 88 Legic, 274 IEC 61439, 87 LEMnet, 159 IEC 61850, 139 Level 2, 182 IEC 61851, 93 Li-air, 61 IEC 62065, 183 Li-ion, 61 IEC 62196, 69 Li-ion price development, 61 IEC 62752, 87 Lightning protection concept, IK impact protection, 188 182 Inductive charging, 74 Lightning protection level, 182

296 omlcnatfre,204 forces, contact Normal 52 Leaf, Nissan 274 NFC, 233 139, myGEKKO, 274 Myfare, 273 Wallet, My 135 43, Multimodality, 120 55, S, Model isbsiiMe,52 i-MieV, Mitsubishi 81 Mirai, 126 MID, 115 Micro-grid, 139 grid, smart Micro 131 126, Metrology, 131 MessEG, 81 F-Cell, B-class Mercedes 81 RX-8, Mazda 227 189, system, Master-slave 122 suitability, Market 156 contracting, Mandatory 89 M/533, 203 124, LV 81 LPG, 87 Directive, Low-voltage 43 Porsche, Lohner isbsiOtadrplug-in Outlander Mitsubishi tightness, water Longitudinal 189, 122, management, Load N,81 LNG, 132 LMBE, 48 LiveWire, 61 Lithium, 153 148, LISY, 203 223 yrd 56 hybrid, lg 90 Plug, 219 Technology, Pion 97 signal, Pilot 52 iOn, Peugeot 48 Pedelec, 174 WORX, PC 44 cars, Passenger 158 ParkHere, 19 Paris, 186 PC, Panel 187 P-CAP, 182 protection, Overvoltage 186 display, Outdoor 187 bonding, Optical 177 OPEX, plApr,53 Ampera, Opel 22 OPEC, 169 capability, update Online 69 charger, Onboard 126 cartridge, Onboard 126 meter, On-ground 150 OICP, 223 backend, 276 OCPP 174, 145, 90, OCPP, 145 OCHP, 148 NTT, 204 force, Normal prtn idw flithium- of windows 276 Operating 90, Alliance, Charge Open hei otc M-P Tech- HMI-IPC Contact Phoenix Secu- Cyber Contact Phoenix charging simple a for list Parts ooyGb,186 GmbH, nology 34 AG, rity 270 process, 66 cells, ion Index 297

Appendix B Index

Plug meter, 126 Service Provider, 148 PlugFinder, 159 Silver contacts, 203 Plugging and pulling forces, 205 Simultaneity factor, 122 Plugin Hybrid Electric Vehicle, SMA, 142 51 Smart car, 136 Powerline, 98 Smart charging, 183 Practical check of charging meth- Smart grid, 136, 143 ods, 117 Smart home, 137 prEN 50620, 203 Smart metering, 131 Promag, 274 Smart Traﬃc, 135 Proximity, 97 SmartDCGrid, 234 PTB, 126, 131 smartlab Innovationsgesellschaft PTB-A 50.7, 127 mbH, 153 Public energy management, 143 SML, 131, 272 PWM signal, 107 SOAP, 276 Socket outlet, 90 QR code, 274 Software dongle, 184 Range anxiety, 58 Stability of mains, 41 Range extender, 51 Stadtwerke Leipzig, 272 RCD type A and type B, 179 Standardization, 82 Rectiﬁer, 70 Standardization environment, Regulation of the charging pro- 82 cess, 189 Standardization mandate M/533, Renault Fluence, 55 89 Renault Twizy, 55 Station ID, 150 Reservation, 157 Street scooter, 47 Residual current device type A Sunny Home Manager, 142 and type B, 179 Supply Equipment Operator, Risk analysis, 182 148 Risk potential, 182 Surface pressure, 204 Roadster, 120 Rosenberger, 48 Telekom, 148 RWTH Aachen, 219 Temperature monitoring, 109 TEN-T, 114 Sütron electric GmbH, 186 Tesla, 120 Schneider Electric, 273 The New Motion, 148 Semi-public charging stations, Torqeedo, 47 169 Toyota Mirai, 81

298 E,131 205 WEG, material, contact of Wear 19 expertise, WBGU 229 Trophy, WAVE 121 function, Wake-up JGopCroain 215 Corporation, Group XJ 81 Hy-Motion, Passat VW 43 Volatility, 136 carriers, energy Volatile 186 Visualization, 203 hardness, Vickers 219 Velocity, 136 grid, to Vehicle 90 inlet, Vehicle 182 2010, directive VdS 82 VDA, 127 repetition, Value 126 V2G, ye3cnetr 69 connector, 3 Type 66 connector, 2 Type 66 connector, 1 Type 44 electromobility, of Types 45 Trucks, 148 Trianel, 143 management, Traﬃc 187 TPE070ZCW, 187 TPE057ZCV, tlt eils 45 vehicles, Utility 45 UPS, ntdNtosCiaeChange Climate Nations United LR-,114 ULTRA-E, 169 2594, UL 169 2231, UL 61 battery, traction ofrne 19 Conference, ui 80 Xuji, V,276 ZVT, 82 ZVEI, 187 resilience, IR ZV 55 Zoe, 49 ZIV, 121 Ready, ZE Index 299

Appendix B

Electromobility is a broad ﬁeld and involves much more

than installing an electric motor in a conventional vehicle. Eickelmann Jens Electric vehicles will be part of a decentralized power grid focusing on regenerative power generation. The integration into „smart structures“ is intended to create the link between new mobility with all its facets, and an existing infrastructure with its various participants. „Driving Force Electromobility“ deals with the complexity of the topic and addresses the following points: • Description of the market and stakeholders • Sales and growth potential • New technologies and their application • Perspectives for action • Applications and solutions This book is a comprehensive portrayal of the subject of electromobility from an infrastructure perspective, and is intended to serve as a guideline for the industry and its further development. Driving Force Electromobility Force Driving

PHOENIX CONTACT E-Mobility GmbH Hainbergstraße 2 32816 Schieder Germany phoenixcontact-emobility.com