Board Presentation Template

CONFIDENTIAL. FOR INTERNAL USE ONLY. SMUD Smart Charging Pilot Program

EPRI Infrastructure Working Council

March 28, 2012

Dwight MacCurdy

Powering forward. Together. DOE Smart Grid Investment Grant (SGIG) Acknowledgement

• Acknowledgement: “This material is based upon work supported by the Department of Energy under Award Number OE000214.”

• Disclaimer: “This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof.”

2 SACRAMENTO MUNICIPAL UTILITY DISTRICT

• 595,000 accounts

527,000 residential accounts

Peak demand of 3,299 MW in 2006

Service area population 1.4 million

~ 100,000 participants in SMUD’S Air Conditioning Load Management Program

~ 70,000 transformers

3 SMART CHARGING PILOT PROGRAM: RESEARCH DESIGN

• Up to 180 Participants in 3 or 4 treatment groups

• For 2012 -- 2 or 3 new experimental rate offerings

• Whole house EV TOU rate for Level 1 charging (not Level 2)

• Submetered EV TOU rate (not whole house) with demand charge penalty above 2 kW for charging during peak hours on event days (12 days) for Level 1 or Level 2 charging

• BUT, how can participants easily adjust to event-day dynamic pricing? What type of manual or automated control is needed in the car, or the EVSE, to make this effortless?

• Possibly one other submetered rate offering for L1 and L2 4 $60,000,000 Annual System Upgrade Costs for Residential Charging 100% Coincidence Except for Sequential Smart Charging

$50,000,000 8 P.M. (6.6 KW) 12 A.M. (6.6 KW)

2 A.M. (6.6 KW) $40,000,000

$30,000,000

8 P.M. (3.3 KW)

$20,000,000 Annual Annual System Upgrade Costs $10,000,000 12 A.M. (3.3 KW) 8 P.M. (2.0 KW) 2 A.M. (3.3 KW)

12 A.M. (2.0 KW) 2 A.M. (2.0 KW)

$0 MANAGED CHARGING

(500 (500 EV's)

(1,000 (1,000 EV's) (2,000 EV's) (5,000 EV's)

(10,000 (10,000 EV's) (15,000 EV's) (21,000 EV's) (30,000 EV's) (40,000 EV's) (51,000 EV's) (70,000 EV's) (90,000 EV's)

- - -

(115,000 (115,000 EV's) (140,000 EV's) (164,000 EV's) (224,800 EV's) (255,200 EV's) (285,600 EV's) (316,000 EV's)

------

(194,4000 (194,4000 EV's)

------

2011 2011

2012 2012 2013 2014

2015 2015 2016 2017 2018 2019 2020 2021 2022

2023 2023 2024 2025 2027 2028 2029 2030 2026 2026 Year (Cumulative # EV's Installed) SMART CHARGING PILOT PROGRAM: RESEARCH DESIGN

• For 2013 -- Submetered EV TOU rate with “managed” charging during the summer. Communicating EVSE provided at no or low cost for up to 60 participants.

• Shed signal from DRMS to EVSE • Billing systems will be fully interoperable. • Pricing info via gateway to EVSE in 2014

• SMUD DRMS will trigger load shed events for up to 12 days/summer that drops Level 2 EVSE load to 1. 4 kW during peak (Level 1 equivalent, 6A @ 240V)

• Summer peak from 2 pm to 2 am on critical days (12 event days, e.g. > 100 F)

• Summer peak from 2 pm to midnight on non-critical days (non-event days)

6 SMART CHARGING PILOT PROGRAM: RESEARCH DESIGN

A B C

7 • Radio

8 • Radio

9 Communication Paths for EVSE with “Managed Charging”: Dispatched by DRMS

• Radio SMART CHARGING PILOT FUTURE Preferred Zigbee SEP1.1 “Direct To AutoDR through SEP1.1 over Grid” SSN Zigbee Radio 2.0 DRAS Broadband: Protocol in EVSE Wifi Radio Radio in Server To Talks to EV In EVSE for NIC Module EVSE EVSE Submeter Shed Signal in EVSE for with PLC DRAS To Receive through Load Shed Bridge Client Load Shed HAN Commands To with PLC Commands Gateway 1/ with HCM Vehicle to PEV

1/ Must Be SMUD Broadband Head End Software

10 Where Is the Win-Win for the Customer and the Utility ?

• Leverage existing utility AMI infrastructure investment • Encourage off peak charging – lowest cost of service for all • Convey pricing signals – transformer replacement cost • Allow for Customer choice – customer satisfaction

11 Where Is the Win-Win for the Customer and the Utility ?

• To minimize cost/complexity, the EVSE communications path is tied to DRMS communications path – zigbee / SEP2.0 / PLC, open standards, but with backups in mind

• Zigbee communications to EVSE represents the most ubiquitous & flexible solution with AMI

• In the long run how do we simplify metering and maintain revenue grade metrology? 3 meters? Primary meter, EV submeter, PV submeter? Or, single integrated meter with multiple metrology boards/circuits?

• SMUD direction -- PLC from EVSE to EV

12 THANK YOU! Dwight MacCurdy [email protected] IWC – Atlanta, GA

March 28th, 2012 FACTS ABOUT DUKE ENERGY

150+ years of service 4 million customers 5 states: NC, SC, IN, KY, OH Fortune 500 $50 billion in assets Stock dividends for 80+ years Traded on NYSE as DUK Dow Jones Sustainability Index

2 PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. Utility testing through vehicle telematics

• In a lab test with Onstar, we were able to: • Determine the customer preferences loaded in the vehicle • Determine the current state of charge of the vehicle • Determine which program the customer was enrolled in • Reduce the charge of the vehicle to 1.2 kw, to match the output of the solar panels in the lab

3 PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. Utility testing through an “intelligent” EVSE

NOTE: the intelligent EVSE was tested against many more use cases than the testing done with Onstar. These preliminary recommendations should not be interpreted that the vehicle telematics solution is more robust than the intelligent charging station solution. • Use cases: • Start/Stop Commands • Curtailment Commands • Override Capabilities • Conflict Scenarios – Vehicle vs. EVSE • Results: • Overall testing went well. Basic functionality worked as expected • Preliminary Recommendations: • Provide customer override functionality • During a load shed event the EVSE should show an indication of the event. • Ensure that DR functionality works independent of whether the vehicle is tethered at the time the event is called 4 PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. What is the right solution for a Utility and the Customer?

Car “Smarts” EVSE “Smarts”

Fusion

Challenges Challenges

Many car companies to consider Many EVSE companies to consider

OEM desire to answer simple External sub metering is expensive question, “How much does it cost to High cost of equipment, installation charge”? and communications Long term implications of telematics Proprietary / non standard interfaces contracts expiring communications Proprietary / non standard interfaces communications

5 PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. “Focus and simplicity. Simple can be harder than complex” - Steve Jobs

• In the near term, utilities should look for low cost, flexible solutions • Utilities have been managing the load of air conditioners for years with simple, low cost commodity load control devices • As we move to two way communications and AMI, do we need a solution similar to what the USB port was to the PC years ago?

• When possible, avoid a separate meter for PEV rates • Whole house TOU rates that incent PEV owners to charge on off peak hours • Challenge your rates department and PUCs to consider non-traditional metering approaches

• Vehicle and EVSE OEMs should continue to innovate to further evolve the customer experience for PEV drivers • Onstar opening up their API’s to cultivate innovation in mobile applications and customer experience

6 PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. It seems like it was just yesterday…wasn’t it????

• Johnny Carson retires and Jay Leno became host of NBC Tonight Show

• The largest shopping mall in the US was constructed..."Mall of America"

• Sinéad O'Connor rips a photo of Pope John Paul II on Saturday Night Live, causing huge controversy.

• The Bodyguard, starring Kevin Costner and Whitney Houston, debuts in cinemas;

• Governor Bill Clinton became the 42nd President of the United States.

That was 20 years ago!!! We have time!!!!

7 PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. Stay focused and stay engaged…we are making a difference!

8 PEV NPD Project : Duke Energy PROPRIETARY – Use pursuant to Company instructions. PEV PLC Communications (IEC/ISO, SAE Standardization)

Slav Berezin General Motors PEV Communications topology

Else

Grid/ Owner Operators

PEV EVSE HAN/EMS (AC/DC) PEV will be communicating with all! March 28, 2012 Slav Berezin 2 PLC standard

• PLC is standardized as the primary PEV Communications protocol – Utilities specified PLC as the most reliable solution (August 2008) • Association with EUMD/ESI is needed to offer EV services/tariffs – OEMs have agreed to PLC as the international standard (May 2011) • PLC is absolutely required to facilitate communications with DC Off-board charger – HomePlug GP has been selected by ISO/IEC (January 2012) and SAE (March 2012) as a PLC technology of choice.

• IEC/ISO and SAE are harmonizing on a single international PLC solution for PEV Communications – Premise is the same stack support PEV to EVSE/Utility communications and DC Off-board Charging • Minimizes development and integration costs • Provides better economies of scale and ensures interoperability – Provides simple uniformity to the utility industry for integration of PEV with their architectures

March 28, 2012 Slav Berezin 3 ISO/IEC to SAE documents mapping

Layer ISO/IEC 15118 Vehicle to grid communication interface SAE J2836/1, J2836/2 Part 1: General information and Use cases for Communications.. use-case definition 7 Application SAE J2847/1, J2847/2 ISO/IEC 15118 Vehicle to grid Communications Between Plug-in communication interface Vehicles and the Utility Grid, Off- Board DC Charger (Messages)

TBD* 6 Presentation Part 2: Technical protocol (*J2931/1 or J2847/1 and /2) description and Open 5 Session Systems Interconnections (OSI) layer requirements J2931/1 Digital Communications for 4 Transport Plug-in Electric Vehicles (Protocol) 3 Network

2 Data Link ISO/IEC 15118 Vehicle to grid SAE J2931/4 communication interface Broadband PLC Communication Part 3: Wired physical and data 1 Physical for Plug-in Electric Vehicles link layer requirements PEV PLC-based System Setup

PEV-EVSE communications link

Cellular/PLC/Wi-Fi Wi-MAX/ZigBee/… PLC

March 28, 2012 Slav Berezin 5 Next steps

• Power Utilities need to achieve consensus on the PEV PLC link defined by SAE J2931/1, /4 and ISO/IEC 15118-2, -3 in designing their communications architectures – Harmonization of ISO/IEC utility communications with SEP2 needs to be addressed • EVSE Mfgrs will need to complete the communications link by providing the network bridge between the PEV and the Utility Communications Networks • OEMs and Utilities need to collaborate on requirements and timing for pilot, implementation, and roll out of the PEV PLC standard protocol – Utilities and EVSE Mfgrs engagement in the development and implementation process is critical

March 28, 2012 Slav Berezin 6 •EVSE Click to edit Master text styles • CommunicationSecond level • Third level Solutions for • FthFourth lllevel Utilities • Fifth level Dave Packard President March 28, 2012

1 Direct to Grid

ClipperCreek Silver Spring Network Solution Utility Utility Direct integration from Utility DR • ClickBackhaul to edit Master text stylesProgram w / verification Neighboring meter Revenue Grade Metering • Second level Neighboring meter Robust Solution • Third level Takes advantage of Utility SG • FthFourth lllevel

Customer meter• Fifth level EVSE

2 HAN Connection (ZigBee / Wi-Fi)

Direct integration from Utility DR Program w / verification

Utility Utility Revenue grade metering (?) Backhaul “Universal”• Click solution to edit Master text styles In-Home Takes• Secondadvantage of Utilitylevel SG Display • Third level • FthFourth lllevel Customer meter • Fifth levelEVSE

HAN repeater

3 Parallel Proprietary Network

ProprietaryProprietary CloudCloud Utility Proprietary ApplicationApplication Backhaul Cloud Application Utility

In-Home • Click to edit Master Displaytext styles • Second level Neighboring Meter • Third levelEVSE Customer Meter Metering • FthFourth lllevel “Universal” solution

HAN Possible integration of • Fifth level Repeater utility DR w / verification Home Possible tie to public infrastructure Utility not in control

4 Cellular Connection

Cell Utility Service Backhaul Provider Utility • Click to edit Master text styles In-Home • Second level Display

• Third level Neighboring Meter EVSE Customer • FthFourth lllevel Meter Metering Customer Appliance “Universal” solution • Fifth level Utility controlled cloud HAN Possible tie to public Repeater infrastructure Home DR w / verification

5 Pager Network

Utility • Click to edit Master text styles ? • Second level Simple

• Third level EVSE Inexpensive “Universal” solution Customer • FthFourth lllevel Appliance DR w / o verification No metering • Fifth level Home

6 Options

Communication Options Metering Options Control Options 900 mHz Proprietary Revenue Grade Scheduling •Cellular Click to edit Master (?)text styles Rate schedule • Wi-FiSecond level Removable User interface ZigBee (?) Contained within User home portal EVSE •Ethernet Third level Utility Access Other • FthFourth lllevel Submeter • Fifth level

7 Discussion

Develop a solution that has the most options possible, EVSE core unchanged from utility to utility •Communications Click to edit In Master text styles Communications Out • MtMSecondeteri ng level •DR Third level Time of use control • TimeFthFour of useth verificationlllevel •Other Fifth level

8 • Click to edit Master text styles • Second level • Third levelThank You • FthFourth lllevel • Fifth level

9 Wireless Charging of Electric Vehicles Using Strongly‐Coupled Resonance

Morris Kesler WiTricity Corporation

National Electric Transportation Infrastructure Working Council Outline

• Motivations • Introduction to WiTricity’s Technology – Resonance – Coupling and Quality Factor • Application to EV/PHEV Charging – System description – Performance – Issues

IWC 2012 WiTricity Corporation 2 In the Middle of the Night…

IWC 2012 WiTricity Corporation 3 From the Wall Plug to the Device Approaches to Wireless Energy Transfer Radiative techniques Induction

Omni-directional

Directed

IWC 2012 WiTricity Corporation 4 Add Resonance to the Picture

• Resonator: – Stores Energy – Energy oscillates between two modes (spatial, temporal, form, etc.) – Examples: Pendulum, Quartz crystal, LC Circuit • Coupled Resonators: – Coupling mediates energy exchange between resonators – Efficient and selective energy transfer can be achieved – Examples: Coupled pendulums, coupled waveguides (filters, switches)

IWC 2012 WiTricity Corporation 5 Coupled Resonators

• Described using coupled‐mode theory – Parameters: Coupling rate (κ), loss rate (Γ), resonant frequency • Conditions for efficient energy transfer – “Similar” resonant frequencies – Coupling rate greater than loss rate • Figure of Merit for system

– U = κ/sqrt(Γ1Γ2) = k*sqrt(Q1Q2) – Optimum efficiency only a function of U

IWC 2012 WiTricity Corporation 6 Efficiency of Energy Transfer

Optimum efficiency only a 90% at U=20 function of the figure-of-merit U

U 2 η = 2 11++U 2 50% at U=3 ( )

where

κ UkQQ==12 ΓΓ12

Coupling and Q are important factors

Resonators with High Quality factor enable efficient energy transfer over distance.

IWC 2012 WiTricity Corporation 7 Using Magnetic Resonance

• Magnetic resonator Coupled Magnetic Resonators – Simple example is a loop and capacitor

IWC 2012 WiTricity Corporation 8 A Multitude of Applications

Consumer Electronics

Medical Devices Electric Vehicles

Solar Power Robotics Lighting

New applications are limited only by one’s imagination

IWC 2012 WiTricity Corporation 9 Residential Use Case

IWC 2012 WiTricity Corporation 10 Requirements for Wireless Charging of EV • Power levels up to 3.3 kW (initially) Resonators designed for high Q and coupling, • High‐efficiency (90% end‐to‐end) efficient power electronics • Tolerant to parking variations Efficiently operate over a • Tolerant to variations in vehicle range of magnetic coupling ground clearance (vehicle loading, tire pressure, etc.) EM fields below ICNIRP • Safely operate with people in and limits where accessible around vehicle Low radiated EM fields, • Satisfy EMC/EMI requirements Choice of frequency

• Safe, unattended operation Detection of foreign objects, Built-in temperature sensing

IWC 2012 WiTricity Corporation 11 System Components for Wireless EV Charging Device Electronics Device AC/DC Battery Resonator (Rect.)

Source Electronics Mains BMS Power AC/DC RF AMP Source (PFC) (DC‐RF) Resonator

Control

Source Efficiency Wireless Efficiency Rectifier Efficiency > 95% 90 – 98.5% > 99%

AC Mains to Battery Efficiency of greater than 90% possible

IWC 2012 WiTricity Corporation 12 Tolerance to Offsets

Parking Tolerance Air-Gap Variations

Source Direction of Travel Resonator

Δz Device Resonator

Source Resonator

Δy Typical ranges: Device Δx up to +/- 20 cm Δx Resonator Δy up to +/- 10 cm Δz up to +/- 2.5 cm

Systems must operate at high efficiency over this range of offset.

IWC 2012 WiTricity Corporation 13 Magnetic Field Strengths

• Zone 1: Energy Transfer Region – Largest B field – No prolonged human exposure • Zone 2: Under Vehicle Region – B rapidly decreasing – No prolonged human exposure • Zone 3: Exterior Region – B < ICNIRP MPE – Unlimited human exposure • Zone 4: Vehicle Interior – B < ICNIRP MPE – Unlimited human exposure

IWC 2012 WiTricity Corporation 14 Foreign Object Debris

• Magnetic field in energy transfer region (between coils) is large – Maximum field depends on coil design and size – Can cause heating of some metallic objects • Examples of likely debris

IWC 2012 WiTricity Corporation 15 Detection of Foreign Object Debris

• Two Basic Approaches • Passive techniques: – Reduce likelihood of FOD interacting hazardously with high magnetic fields. – Large coils to reduce peak B field – Shaped structures • Active techniques: – Detect and react to the presence of FOD. – Reduce power or interupt charging – Scales to higher power • WiTricity prototype FOD detection system demonstrated – http://www.youtube.com/watch?v=my5fvOh15kg

IWC 2012 WiTricity Corporation 16 WiTricity Prototype System

Standard Capture Resonator

Rectifier

Standard Source Resonator

Integrated Power Supply (Level 2) (1) Standard Resonator Configuration (10-15cm or 15-20cm offset) IWC 2012 WiTricity Corporation 17 WiTricity 3.3 kW Prototype On‐Vehicle Installation , June 2010

IMS Workshop 2011 WiTricity Corporation 18 Electric Smart Car Demonstration

Device Coil mounted on Car

Source Coil on Floor

IMS Workshop 2011 WiTricity Corporation 19 Wireless Charging for EV/PHEV is Coming

• High efficiency ( > 90%) • High power rates (3.3 kW and greater) • Power transfer over several tens of cm • “Robust” to: misalignment, weather, vehicle materials, building materials • Safe operation in residential, commercial, and municipal configurations

Availability of wireless charging will increase adoption rates for EV/PHEV

IMS Workshop 2011 WiTricity Corporation 20 Cliff Fietzek, Manager connected e-mobility, March 26th, 2012

BMW CHARGING STRATEGY. EPRI IWC, ATLANTA 2012. BMW CHARGING STRATEGY. MIGRATION INTO A GLOBAL SOLUTION.

Page 2 BMW CHARGING STRATEGY – COMBINED CHARGING. CHARGING POWER AND CHARGING TIMES.

~6h ~3h ~1h ~35min~30min ~15min ~4 min Charging Time 3,3kW 6,4kW 19kW 35kW 43kW 100kW 300kWCharging Power AC EU 1 Phase AC 1 Phase plus USA (USA / Japan)

AC 1 Phase plus (USA)

AC 3 Phasen (Europa/China)

WW DC-Low DC-High

J1772 J1772 Combo 1 Combo 1

Page 3 BMW-CHARGING STRATEGY – COMBINED CHARGING. SCENARIOS.

~6h ~40min ~15min Charging 3,3kW 30kW 100kW Time ~16mls ~133mls ~400mls Charging AC AC Power 1 1 Phase Phase mls / hour

DC-Low DC-High

At Home Cafe/ „Fuel Station“ Supermarket Low Charging Higher Power Medium Charging About 6h Charging Power Power Less than 30 About 1h min about 60 mls per15min

Page 4 BMW CHARGING STRATEGY. REDUCTION OF COMPLEXITY.

Do you want this?

AC DC There will be different charging modes with different Connectors

Solution: Combined Charging System ( Combo-Charging )

BMW Solution! Only one receptacle in the car for AC and DC. Same PLC link for AC communication and DC control.

For the Customer: supports all chargers Easy to handle

For the OEM: Easy to integrate Cost effective Only one DC charging standard will ensure customerPage 5 if i ! IMPLEMENTATION OF COMBO DC CHARGING

2010 - Combo system standardization

2011 -First running BMW Combo System with type 2connector and PLC (HP GP)communication for DC charge control

2012 - First Combo connectors available - German local DIN Standard finished

- SAE Combo Standards finished - Sample Combo Charger available - Certified Combo Charger expected 2013

- EV’s with Combo System in the market

Years Page 6 SAE TASK FORCE TIMING: COMBINATION CONNECTOR AND COMMUNICATIONS.

2012 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec SAE J1772 UL Combo Testing Task Force Topic Hybrid Committee Ballot Affirmation Ballot / SAE Formatting MVC Ballot Publication

SAE PLC Test Complete (EPRI, ANL, others) SAE Task Force Topic & Survey ‐ DC Charging J2847/2 (DC Charging) J2931/2, 3, 4 (PLC Protocol) Tabulate topic & survey results, review with task force SAE Hybrid Committee Ballot ‐ DC Charging J2847/2 J2931 SAE Formatting J2847/2 J2931 Publish J2931 doc(s) Techical Information Reports (TIR) MVC Ballot ‐ DC Charging (J2847/2 only) J2847/2 Publish J2847/2 Recommended Practice (RP)

SAE schedule yields draft standards by mid-April; usable by Task Force members Yield final published standards by mid-July

Page 7 COMBO PARTNERS Equipment Connector OEMs Suppliers Suppliers Communications

Seite 8 Cliff Fietzek, Manager connected e-mobility, March 26th, 2012

THANK YOU FOR YOUR ATTENTION. EPRI’s Utility Direct DC Fast Charger – Development, Testing, Demonstration

Arindam Maitra IWC Meeting March 28, 2012 Utility Direct “Medium Voltage” Fast Charger

• Conventional DC Fast Charger needs a new three-phase service

– Three-phase transformer – Three primary conductors and associated medium voltage fuses – Three high-current service conductors – 208/480 Vac DC fast charger – Overall efficiency (w xfmr) ~88-91% – Installation costs

• Utility Direct Fast Charger

– Combines service transformer and DC fast charger into one unit – Needs only one primary conductor, no isolation transformer and no secondary conductors – Overall efficiency >95% – Installation costs

2.4 or M-level AFE + 8 kV AC AC-DC & 400-V DC-DC Isolated DC – Charger DC-DC

• HV components are enclosed within the pad-mounted enclosure • AC input can be interrupted with high- voltage vacuum switch • DC voltage can be interrupted with a DC circuit breaker • Charger output is Chademo compatible

Photograph of the case and internal circuits

PC Display Control Console Interface GND DSP 1,7 board d1 2 RDY Vehicle Iref 4 Side Vref PWR+ 5 CMD Battery PWR– Medium 6 Management CAN+ 8 2.4kV Voltage System CAN– DC-DC rms 9 d2 Charger 10

Android Tablet EPRI Server DC • Provides user interface to the charger Charging • Sends DC charging data to the EPRI Server Data

AC Charging Data Bluetooth

CAN Instrumentation Listener CAN Bus Charger 500 VDC 2.4 kV AC

• Medium Voltage IUT DC Fast Charger – Fully functional 1-phase 2.4KV 45KVA IUT DC Fast charger (FC) system with the CHAdeMO communication protocols (CAN)

• Why is it valuable? – Utility owned asset for fast charging – Provide customers with a variety of products and services that go “beyond the meter” – Reduced energy losses versus conventional chargers – Reduced weight versus fast chargers using conventional transformers

• Conventional FC installation

– Option 1: Underground installation (pad-mount)

– Option 2: Overhead installation (pole-mount)

• Medium Voltage FC installation (pad-mount)

The objective is to compare cost of installing a 480 Vac fast charger vs an EPRI MV fast charger

480 Vac Fast Charger Installation – Option 1 480 Vac Fast Charger Installation – Option 2

Medium Voltage Fast Charger Installation

480 Vac FC (Option 1) 480 Vac FC (Option 2) EPRI MVDC FC 3 long primaries (135 ft) 3 short primaries (5 ft) 1 long primary (135ft) 1 three-phase 75 kVA pad- 3 single-phase 25 kVA - mount xfmr (13.8 kV/480 pole-mount xfmrs Vac) (7.32kv/277 Vac) Excavation, foundation, -- concrete pad, MV terminations 4 underground service 4 overhead service 2 underground DC service conductors (10ft) + 2 conductors (110 ft) + 2 conductors (10 ft) underground DC service underground DC service conductors (10 ft) conductors (10 ft) Trenching, conduits Some trenching, conduits Trenching, conduits 480 Vac service panel 480 Vac service panel Primary side metering + Secondary side + Secondary side metering metering

480 Vac FC 480 Vac FC EPRI (Option 1) (Option 2) MVDC FC Primaries $3937 $261 $1399

Transformer(s) $14776 $3638

Service conductor $752 $2284 $378

Service Panel $350 $350

Metering $365 $365 $1500

Foundation Cost $3272 $3272 $3272 for FC Main Box

Total Cost $23452 $10170 $6549

* Approximate costs – these do not include unit price of the fast charger

• Utilities who want to provide fast charging capability directly from their distribution system. This could be especially useful in dense cities where you place fast chargers that aren't hosted by a business

• Businesses could install Intelligent Universal Transformer (IUT) technology, as their building transformer and conveniently add fast charging service (and also integrate their onsite solar, energy storage, and building energy management system). This would help in managing the high peak loads of the DC charger and the impact both on the utility and to a business' own cost of service, specifically by reducing demand charges

• DC fast charging technology has the potential to significantly increase the range and versatility of battery electric vehicles, enhancing their commercial appeal

© 2012 Electric Power Research Institute, Inc. All rights reserved. 14 © 2012 Electric Power Research Institute, Inc. All rights reserved. 15 Charging Power as a Function of Time – iMieV Charging Power (kW)

Time (minute)

SOC State of Charge Battery Capacity (kWh) Battery Capacity

Time (minute)

© 2012 Electric Power Research Institute, Inc. All rights reserved. 19 © 2012 Electric Power Research Institute, Inc. All rights reserved. 20 Charging Power as a Function of Time – Leaf Charging Power (kW)

Time (minute)

kWh

SOC State of Charge Battery Capacity (kWh) Battery Capacity

Time (minute)

March 7th, 2012

© 2012 Electric Power Research Institute, Inc. All rights reserved. 28 © 2012 Electric Power Research Institute, Inc. All rights reserved. 29 Charging Power as a Function of Time – EPRI Leaf Charging Power (kW)

Time (minute)

kWh

SOC State of Charge Battery Capacity (kWh) Battery Capacity

Time (minute)

kWh

SOC State of Charge Battery Capacity (kWh) Battery Capacity

Time (minute)

Joseph Thompson Principal Engineer Zero Emission Technology Planning Nissan Technical Center North America Nissan LEAF Charge Ports

Level 1 & 2

DC Fast Charge Charging Levels

Charging Charger Charging Charger Time Type Power Supply Power Level Location (24kwh Battery)

120VAC Single 12A 1.4kW Level 1 18h Phase

Normal 15A 3.3kW On-board 8h 240VAC Single Level 2 Phase 30A 6.6kW 4h

480VDC Off- Fast 50kW Level 3 30min 3-phase board

Nissan Confidential Charging time and mileage

USA Mileage and Charging time Charging Level

2hr 4hr 6hr 8hr

Level 2 ＋25mile ＋50mile ＋75mile +100mile (240 volts, 16amps)

Level 1 +10mile +20mile +30mile +40mile (120 volts, 12amps)

• DC Quick charging: 80% in about 30 min Charging Pyramid

Allows for Mass Adoption • Relieves “range anxiety” • Level 2 and Fast charging capability PUBLIC

Supports EV Ownership WORKPLACE • Provides charging for those without CHARGING dedicated home charging • Extends daily travel range

Majority of Charging • Owners with single family HOME CHARGING homes will charge overnight at off-peak rates • Business fleets charge overnight at their “home” location Level 1 trickle charge

• A level 1 cordset is included with each vehicle (located in the trunk) • 1.4kw, 12.5 amps Level 2 Residential

• Goal – Simple, one-stop shop for the consumer have charging equipment installed at home

• AeroVironment selected as Nissan’s preferred vendor for residential charging equipment – Includes all US markets

• AeroVironment provides – The charging dock – Manages permitting + installations – Trains contractor network AeroVironment Equipment

SAFETY DESIGN DEPENDABILITY •Automatic short circuit •Technology based on shut off more than 20 years of EV charging •Automatic ground fault shut-off •Americans with Disabilities Act (ADA) •Protection against live compliant power in event of cable breakaway •Standard 3-year warranty •UL listed

•Outdoor rated to SERVICE withstand weather •Nationwide network conditions of certified electrician installers •Surge protection •Rapid response time •15’ or 25’ cord, no- for warranty service cost option and support Nissan’s Role in The EV Project

• Allocating 5,700 Nissan LEAF vehicles to project participants in 5 states

• Integrating the Nissan LEAF retail sales process with Ecotality to ensure a seamless customer experience

• Providing data from the LEAF telematics system to support the Ecotality / Dept. of Energy infrastructure usage study

• Installing a DC Fast Charge Port on each project vehicle

• Providing Nissan LEAF handraiser and reservation data to assist with the infrastructure planning phase of the project Level 2 Public Charging

Strong competition in the market • AeroVironment • ECOtality • Coulomb • Clipper Creek • SemaConnect • Go Smart • Leviton • Shore Power • Better Place • General Electric • Schneider Electric • EV Charge America • Juice Bar • Eaton Sample of Large Infrastructure Projects

Level 2 Program Total Amount Markets DC Fast Public

EV Project (Ecotality) [DOE] $230.0M AZ, CA, OR, TN, TX, WA 5,600 340

ChargePoint America CA, DC, FL, TX, MI, NY, $37.0M 2,600 0 (Coulomb) [DOE] WA

Bay Area AQMD $5M CA 0 30

California AB 118 [CEC] $3.6M CA 635 0

Hawaii (State Grant) $3.0M HI 450 0

City of Chicago $1.9M IL 207 73

Total + $280 M 26 States 12K+ 600+ Public (Planned) Infrastructure

More than 13,000 EV Charge Stations on the way by the end of 2012…

12 Telematics and Station Mapping

LEAF is equipped with Telematics control unit that transmits and receives data that will allow for unprecedented conveniences.

Data Center

Remote vehicle access Automatic charging spot updates • Charging/Climate Control • Charge Status • Plug-in reminder • Access by internet and web- enabled phone

NEW charging spots

13 Residential Installation • Level 2 EVSE – 40amp dedicated circuit • Run conduit and wiring to EVSE box location (Garage, Carport, etc) • Mount and hardwire the EVSE box

Wall- mounted 208- Utility Meter EVSE 240V Electrical Box Supply Panel & Conduit & Wire Circuit Breaker

Ground

Typical Installation Costs: Permit Breaker / Panel Installation & EVSE TOTAL Upgrades Materials Cost $50-$200$50 - $700 $200 - $700 $800 $1k - $2.5k Commercial Installation • Level 2 EVSE – 40amp dedicated circuit • Installation costs can vary greatly depending on: • Existing electrical service capacity and location • Distance from electrical panel to EVSE • Trenching required in some installations 208- Utility Meter 240V Electrical Box Supply Panel & Circuit Breaker Conduit & Wire Pedestal mounted Ground EVSE

Typical Installation Costs: Permit Breaker / Panel Installation & Commercial Grade EVSE TOTAL Upgrades Materials Cost $100-$300$50 - $700 $2000 - $7000 $1k-$3k $3k - $11k DC Fast Charging UL Certifications Directory

http://database.ul.com/cgi- bin/XYV/cgifind.new/LISEXT/1FRAME/srchres.html?collection=/data3/verity_collectio ns/lisext&vdkhome=/data3/verity_sw_rev24/common&SORT_BY=textlines:asc,ccnsh orttitle:asc&query=FFTGCCN+and+not+GUIDEINFO Planned DC Quick Charge Stations

Planned Project Region Funding Notes DC QC

CA – San Diego, Bay Area Blink Network WA - Seattle Installations $230M (DOE – ARRA EV Project 340 OR - Portland begin summer funded) AZ- Phoenix/Tucson 2011 TN – Nash/Knox/Chatta eVgo Network Houston, TX 100 Privately funded 50 in each city NRG Energy Dallas, TX

Also developing 350 Green 110 Various US Cities State grants private-sector partners

State of 3 Baltimore, MD State Maryland

Portland –PGE Various North Carolina - Duke Uni Currently 5 Private/State Projects South Carolina – Plug in operating Carolina Installed DC QC Stations CHAdeMO, publically accessible As of December 1, 2011

Number of Stations: 27 eVgo Freedom Station DFW: 1 operational; 3 under construction; 13 in permitting

https://www.evgonetwork.com/eVgo_Charging_Stations/ HOU: 8 operational; 4 under construction; 3 in permitting

https://www.evgonetwork.com/eVgo_Charging_Stations/ Challenges to Installation

• Some hosts do not have 480V 3P electrical service • For hosts who do have 480V 3P service, they usually do not have 50KW+ extra panel capacity to support the DC charger. • The hosts increasingly have underground service that is difficult or impossible to expand. • This pushes the installation street-side to access the utility service directly with a new service drop • Street-side installations have permitting challenges on equipment heights and setbacks • This results in the installation being mid-parking lot with lots of boring and retail disruption • Parking space code requirements often add an addition dedicated parking space • In some parts of the country, these new service drops can take 6 months • If we are lucky, the utility feeder is over-head and may only require a pole set • If we are not lucky, the utility feeder is underground requiring an expense pad mount transformer • The monthly demand charges run $300-700/mo plus another $50-200/mo meter charge Governor Brown Announces $120 Million Settlement to Fund Electric Car Charging Stations Across California

• NRG will be developing the following in CA:

• 200 Public DC Fast Charging stations

• Wiring for “10,000 plug-in units at 1,000 locations across the state”

• Installations of DC Fast Charging will be in the following locations: San Francisco Bay Area; San Joaquin Valley, the Los Angeles Basin, and San Diego County

• The NRG press release state this will occur over “the next 4 years.” Governor Brown Announces $120 Million Settlement to Fund Electric Car Charging Stations Across California

• The Executive Order issued today by the Governor sets the following targets:

• By 2015, all major cities in California will have adequate infrastructure and be “zero-emission vehicle ready”;

• By 2020, the state will have established adequate infrastructure to support 1 million zero-emission vehicles in California;

• By 2025, there will be 1.5 million zero-emission vehicles on the road in California; and Governor Brown Announces $120 Million Settlement to Fund Electric Car Charging Stations Across California

By 2050, virtually all personal transportation in the State will be based on zero-emission vehicles, and greenhouse gas emissions from the transportation sector will be reduced by 80 percent below 1990 levels.

• AB 32, the 2006 Global Warming Solutions Act, calls for a 30 percent reduction of greenhouse gas emissions by 2020. The goal of 80 percent below 1990 levels by 2050 was set by an executive order signed by former Governor Arnold Schwarzenegger.

• Last year, Governor Brown signed SB X1-2, which directed the California Air Resources Board to adopt regulations setting a 33 percent renewable energy target. DC Quick Charge Installation • DC Quick Charge • Installation costs can vary greatly depending on: • May require separate electrical service • May require transfomer upgrades or additional work

440- Utility Meter 480V Electrical Box Supply (3 Panel and phase) Conduit & Wire Circuit

Breaker DC Quick Ground Charge Unit

Typical Installation Costs: Permit Breaker / Panel Installation & Commercial Grade EVSE TOTAL Upgrades Materials Cost $1,000 $2,000 $10,000 - $30,000 $15k-$50k $28k - $83k

NEC CP-12 Update for EPRI-IWC March 2012 Gery Kissel NEC CP-12 EV Task Group Lead

 ROP meeting held January 18-21  Article 625 had 30 proposals ◦ Including the restructure proposal from the EV Task Group  CP-12 vote summary: ◦ 15 – Reject ◦ 14 – Accept In Principle  Accepting the Proposal in principle but with Code Panel changes in the proposed wording ◦ 1 - Accept

Report On Proposal (ROP) Meeting  SAE Proposal 12-59 Rejected ◦ Proposed length extension of AC cord from 1 foot to 6 foot before Personal Protection System (PPS)  Remove mass of control box from AC receptacle / plug system

Report On Proposal (ROP) Meeting  Technical Correlating Committee (TCC) Meeting ◦ They make sure that changes proposed by one committee correlates with other committee’s text and proposals. ◦ TCC meeting April 23-27  ROP Publication ◦ June 15, 2012  Comments on ROP close October 27  Report on Comments (ROC) meeting November 28 – December 8  2014 code published September 2013

Upcoming NEC Activity PEV/EVSE Communication SAE Task Force Status

IWC Meeting

Rich Scholer - SAE Communication Task 3/28/2012 1 Force Status Outline

• Background • PLC Status • Additional Document Status

Rich Scholer - SAE Communication Task 3/28/2012 2 Force Status Background Major Documents and Functions

1. J2836™ - Use Cases (establishes requirements)  ISO/IEC 15118-1 2. J2847 – Messages, diagrams, etc. (derived from the use case requirements)  ISO/IEC 15118-2 3. J2931 – Communication Requirements  ISO/IEC 15118-3 4. J2953 – Interoperability  ISO/IEC 15118-4

Rich Scholer - SAE Communication Task 3/28/2012 3 Force Status Summation of SAE Communication Standards J2836™ – General info (use cases) J2847– Detailed info (messages)

Dash 1 – Utility programs * Dash 1 – Utility programs * Dash 2 – Off-board charger communications* Dash 2 – Off-board charger communications * Dash 3 – Reverse Energy Flow Dash 3 – Reverse Energy Flow Dash 4 – Diagnostics Dash 4 – Diagnostics Dash 5 – Customer to PEV and HAN/NAN Dash 5 – Customer to PEV and HAN/NAN Dash 6 – Wireless charging/discharging Dash 6 – Wireless charging/discharging J2931– Protocol (Requirements) J2953– Interoperability Dash 1 – General Requirements* Dash 1 – General Requirements Dash 2 – InBand Signaling (control Pilot) Dash 3 – NB OFDM PLC over pilot or mains Dash 2 – Testing and Cert Dash 4 – BB OFDM PLC over pilot or mains Dash 3 – Dash 5 – Telematics Dash 6 – DSRC/RFID (wireless charging) • * Published Dash 7 - Security

Rich Scholer - SAE Communication Task 3/28/2012 4 Force Status Document Interaction

Use Cases Requirements Protocol

Utility Programs J2836/1™ J2847/1 Basis

DC Charging J2836/2™ J2847/2 J2931/1

Reverse Power J2836/3™ J2847/3 Flow J2931/4

Diagnostics J2836/4™ J2847/4 BB OFDM (PLC)

Customer to J2847/5 J2931/5 Telematics PEV and J2836/5™ HAN/NAN Wireless Power J2836/6™ J2847/6 J2931/6 DSRC Flow (& RFID) J2953/1 Interoperability, J2953/2 Test Procedures J2931/7 Security

Rich Scholer - SAE Communication Task 3/28/2012 5 Force Status PLC Development steps

1. Establish Requirements (publish J2931/1) 2. PLC System Diagram (make a picture) 3. Generate Test Plan and Lab Setup (EPRI & ANL) 4. Review Test Report results (SAE Meeting) 5. Establish Timeline

Rich Scholer - SAE Communication Task 3/28/2012 6 Force Status System Architecture (Utility Messages) • Fundamental case – Highest expected usage

EVSE SEP 2.0 SEP 1.x or 2.0 EUMD PEV ESI Com module Com module ZigBee PLC SEP 1.x to CAN PLC PLC ZigBee ZigBee J1772™ SEP 2.0 Control Pilot SEP 1.x to SEP 2.0 Migration Unit (if needed) ESI Dependent

Rich Scholer - SAE Communication Task 3/28/2012 7 Force Status Actual Lab Set-up (ANL)

Rich Scholer - SAE Communication Task 3/28/2012 8 Force Status PLC Test Status • March 21-22, 2012 Task Force Meeting – During this meeting, each of the requirements identified in J2931/1 were voted on for a Pass, Fail or Unknown/Untested position from both attendees and WebEx participants. – We agreed to move forward with HP GP as the single PLC technology for DC Charging and Utility messages between the PEV and EVSE. – A decision was also taken to discontinue any testing of other technologies (G3, FSK). – We are continuing to coordinate effort with the ISO/IEC Project Team 4 testing Rich Scholer - SAE Communication Task 3/28/2012 9 Force Status PLC Test Status (cont) Two requirements need additional testing. • RelComm4 is the effect of consumer network on PEV network, and this showed conflicting results between EPRI and ANL. – We identified differences as updated firmware of PL16 modules, and corset type. – The action item was taken for ANL to retest with the EPRI boards, use the coupling cap variation along with a common cordset. • DCComm.6, the shared network requirement, is the combined effect of both Utility and DC charging messages with the effects of the consumer network. – This solution requires Qualcomm to provide new firmware fixes so that this requirement can be successfully met. It was decided that the testing will be carried out within two-three weeks at ANL and EPRI. Rich Scholer - SAE Communication Task 3/28/2012 10 Force Status Timeline

2012 Jan Feb Mar Apr May Jun Jul Aug SAE PLC Test (EPRI, ANL, PNNL) SAE Task Force Topic - DC Charging J2847/2 (DC Charging) J2931/1 (Stack info) J2931/4 (PLC Protocol) SAE Hybrid Committee Ballot - DC Charging J2847/2 (DC Charging) J2847/2 J2931/1, 4 J2931 SAE Formatting J2847/2 (DC Charging) J2847/2 J2931/1, 4 J2931 Publish J2931 doc(s) Techical Information Reports (TIR) MVC Ballot - DC Charging (J2847/2 only) J2847/2 Publish J2847/2 Recommended Practice (RP)

Rich Scholer - SAE Communication Task 3/28/2012 11 Force Status Additional Document Status

Rich Scholer - SAE Communication Task 3/28/2012 12 Force Status Document Status Utility & DC Charging • Reopened J2847/1 – Utility messages – Dan Mepham is adding SEP2 info • Reopened J2847/2 – DC Charging – Doug Oliver is adding messages to harmonize with IEC – Moving sequence diagrams into J1772™ • Reopened J2931/1 – Protocol Requirements – Slav Berezin is adding Communication Stack sections

Rich Scholer - SAE Communication Task 3/28/2012 13 Force Status Document Status (cont) • J2836/3™ – PEV as Distributed Energy Resource (DER) (formerly known as Reverse Power Flow) – Hank McGlynn – developing use cases for PEV communicating as a DER device – Grid connected operation as a DER (V2G) • PEV connects through EVSE to a live grid (which can be islanded) – current source • On-board or eternal inverter (J2847/2 to be updated to allow for reverse DC flow into external inverter) • Inverter must fully comply with IEEE 1547 - exceptions to be deferred until next version (e.g. IEEE 1547.4 microgrids and IEEE 1547.8) Rich Scholer - SAE Communication Task 3/28/2012 14 Force Status J2836/3™ (cont)

– Off-grid operation of PEV as a power (voltage) source (V2L, V2H, and V2V) • On-board inverter sets and regulates voltage and frequency for loads • Loads plug into a vehicle power panel with NEMA outlets (not via EVSE) • For V2H the connection to the home must be through a UL1008 transfer switch • High level communication not required for PEV as sole source of off-grid power (defer load sharing with other power sources until next version)

Rich Scholer - SAE Communication Task 3/28/2012 15 Force Status Document Status (cont) • J2847/3 will follow J2836/3™ effort and use the J2847/1 SEP2-based approach • SEP2 provides basic DER functionality • SEP2 will need to be updated for IEEE 1547.8 advanced DER modes • J2836/4™ - Diagnostics - J2847/4 to follow – Mike Muller is preparing for EVSE standard functions and diagnostics. • J2836/5™ - Telematics – J2847/5 to follow – Venkatesh Donthy is collecting HAN/NAN use cases for customer to HAN interactions – Consumer and Utility Network expanded cases and synchronizations

Rich Scholer - SAE Communication Task 3/28/2012 16 Force Status Wireless Charging – Use Cases • J2836/6™ - Wireless Charging - Mark Klerer – Coordinating the completion of use cases with the requirements from J2954 (EVSE and alignment) – Created second draft with input from J2954 members • Covers Use Cases – Wireless EV Charger (WEVC) Discovery – Vehicle Alignment – Charging Control: Initiation, Power Transfer, Termination – Monitoring and Diagnostics • Emergency Shutdown – Where possible reuse concepts and procedures from conductive charging applications

Rich Scholer - SAE Communication Task 3/28/2012 17 Force Status Wireless Charging Use Case Diagram

Rich Scholer - SAE Communication Task 3/28/2012 18 Force Status J2847/6 & J2931/6

• J2847/6 Messages for Wireless Charging – Draft to be created to meet requirements from Use Cases in J2836/6: First Draft expected begining May

• J2931/6 Communications Protocol – DSRC to be used as protocol between Base Unit and Vehicle Unit (EVSE) to be worked in cooperation with J2735 (First Draft end of April) – RFID to be used to assist in vehicle alignment. Configuration to be defined by J2954. (Expected by end of May)

Rich Scholer - SAE Communication Task 3/28/2012 19 Force Status Interoperability and Security

• J2953/1 – Cliff Fietzek restarted monthly meetings • J2931/7 – Hina Chaudhry is coordinating input from SGIP CSWG and others • Incorporating NIST 7628 guidelines to map out different domains and defining corresponding threats and risks • Future focus will be on different security policies and controls recommendation to mitigate the threats thus identified

Rich Scholer - SAE Communication Task 3/28/2012 20 Force Status The End

Questions?

Rich Scholer - SAE Communication Task 3/28/2012 21 Force Status SAE J1772™ Update for EPRI-IWC March 2012

Gery Kissel SAE J1772™ Task Force Lead Contents  SAE J1772™ Revision 4 Status  SAE J1772™ Revision 5 Plan  DC Coupler UL2251 Testing DC Coupler Design Status  SAE J1772™ DC Development Team SAE J1772™ Revision 4 Status

 Revision 4 published 2/21 includes: ◦ Normative  Editorial corrections  Technical corrections  EVSE compatibility test (new Appendix) ◦ Informative  Charging configurations and ratings definitions  Illustration of Combo coupler  Reference to PLC communications for DC charge control SAE J1772™ Revision 5 Plan  Revision 5 will re-integrate DC charging ◦ Coupler dimensional information ◦ EVSE DC output interface definitions ◦ System sequence diagrams and data messages ◦ Additional requirements for DC charging  Revision 5 will be formatted into 3 main sections: ◦ General requirements for AC and DC charging ◦ Specific requirements for AC charging ◦ Specific requirements for DC charging SAE J1772™ Revision 5 Plan  PLC related information will located in the appropriate 2836/X, 2847/X and 2931/x documents  As in Revision 4, additional clarifications and corrections will be made as time warrants SAE J1772™ Revision 5 Plan SAE Charging Configurations and Ratings Terminology

AC level 1 *DC Level 1 (SAE J1772™) EVSE includes an off-board PEV includes on-board charger charger 120V, 1.4 kW @ 12 amp 200-500 V DC, up to 40 kW (80 A) 120V, 1.9 kW @ 16 amp Est. charge time (20 kW off-board Est. charge time: charger): PHEV: 7hrs (SOC* - 0% to full) PHEV: 22 min. (SOC* - BEV: 17hrs (SOC – 20% to full) 0% to 80%) BEV: 1.2 hrs. (SOC – 20% to 100%) AC level 2 *DC Level 2 (SAE J1772™) EVSE includes an off-board PEV includes on-board charger (see below for different charger types) 200-500 V DC, up to 100 kW (200 240 V, up to 19.2 kW (80 A) A) Est. charge time for 3.3 kW on-board charger Est. charge time (45 kW off-board PEV: 3 hrs (SOC* - 0% to full) charger): BEV: 7 hrs (SOC – 20% to full) PHEV: 10 min. (SOC* - Est. charge time for 7 kW on-board charger 0% to 80%) PEV: 1.5 hrs (SOC* - 0% to full) BEV: 20 min. (SOC – 20% BEV: 3.5 hrs (SOC – 20% to full) to 80%) Est. charge time for 20 kW on-board charger PEV: 22 min. (SOC* - 0% to full) BEV: 1.2 hrs (SOC – 20% to full)

*In development Voltages are nominal configuration voltages, not coupler ratings Rated Power is at nominal configuration operating voltage and coupler rated current Ideal charge times assume 90% efficient chargers, 150W to 12V loads and no balancing of Traction Battery Pack

Notes: 1) BEV (25 kWh usable pack size) charging always starts at 20% SOC, faster than a 1C rate (total capacity charged in one hour) will also stop at 80% SOC instead of 100% 2) PHEV can start from 0% SOC since the hybrid mode is available. ver. 082911 SAE J1772™ Revision 5 Plan

2012 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec SAE J1772 UL Combo Testing Task Force Topic Hybrid Committee Ballot Affirmation Ballot / SAE Formatting Topic Posted MVC Ballot 3/20 Publication

SAE PLC Test Complete (EPRI, ANL, others) SAE Task Force Topic & Survey - DC Charging J2847/2 (DC Charging) J2931/2, 3, 4 (PLC Protocol) Tabulate topic & survey results, review with task force SAE Hybrid Committee Ballot - DC Charging J2847/2 J2931 SAE Formatting J2847/2 J2931 Publish J2931 doc(s) Techical Information Reports (TIR) MVC Ballot - DC Charging (J2847/2 only) J2847/2 Publish J2847/2 Recommended Practice (RP)

DIN 70121 DC Charging Communications Submitted Expected Approval / Publication DC Coupler UL2251 Testing

 DC coupler will be tested to UL 2251 - Plugs, Receptacles and Couplers for Electric Vehicles ◦ Testing to begin soon and be completed prior to J1772 Hybrid Committee ballot closure  Testing will be limited to only those tests applicable to the interface specified in J1772 ◦ For example, tests related to material properties will not be ran as these are manufacture specific and not specified in J1772 DC Coupler Design Status

 SAE is coordinating efforts to tool DC charge couplers  REMA and Korea Electric Terminal (KET) are the suppliers involved in the effort ◦ REMA  Began shipping couplers week of 2/6 ◦ KET  Have shipped parts since 12/11  Have temporally stopped shipping to correct durability issue of the Proximity terminal in plug  Expect shipping to resume mid April DC Coupler Design Status

 Design revision needed to meet UL finger proof test  Design complies to IEC finger proof test  UL finger proof compliant parts available early/mid March (REMA) DC Coupler Design Status

Contacts for parts: Tim Rose, REMA – [email protected] Seungwoo Lee, KET - [email protected] SAE J1772™ DC Development Team

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