MARCH 2-3, 2011 PEVWG: CODES AND STANDARDS/INFRASTRUCTURE TECHNOLOGY MEETING

Transcription

1 MARCH 2-3, 2011 PEVWG: CODES AND STANDARDS/INFRASTRUCTURE TECHNOLOGY MEETING AGENDA 11:00 am 5:00 pm: March 2, Wednesday Topic (Day 1) Speaker/Leader 1) Welcome and Introductions Mark Duvall/Frank Lambert 2) UL Certification Program for Installers and AHJs Chris Pauly, UL 3) Infrastructure Siting Process Andrew Hoskinson, ECOtality 4) Public Charging Infrastructure Forest Williams, Liberty PlugIns 5) National Electrical Installation Standard for EVSE Rob Colgan, NECA 6) Update on "The EV Project" Kevin Morrow, ECOtality 7) SAE J1772 Update Gery Kissel, GM 8:00am 8:30am: March 3 Continental Breakfast 8:30am 3:00pm: March 3, Thursday 1) Follow-Up on Day 1 Agenda Items Frank Lambert 2) Update on ChargePoint America Michael Jones, Coulomb Technologies 3) EVs Texas Style Lance Spross, Oncor ED 4) AMI Integration with PEVs a) SCE Joshua McDonald b) PG&E Reiko Takemasa 5) SAE J2894 Update Jose Salazar, SCE 6) DC Charger Options and Implications John Halliwell, EPRI 7) SAE J2836/J2847/J2931 Update Rich Scholer, Ford 8) Requirement Development Status Update Rich Scholer, Ford 9) SEP 2.0 Update Wayne Dennison, Xtensible Solutions 10) Communication and Metering for Level 1 Charging Chris Chen, Sempra Utilities 11) Vending Machines Standards Application to Public Glenn Butler, CTO Services Charging? 12) On-Road IEC Update Greg Nieminski 13) On- Road NEC Task Force Greg Nieminski 14) EVSE Hardware Update John Halliwell, EPRI Adjourn SempraUtilities/San Diego Gas & Electric San Diego, CA 1

2 Plug-In Electric Vehicle Codes and Standards/Infrastructure Technology (formerly Plug-In and Hybrid Electric Vehicle Working Group) Meeting Minutes (#11-1) DAY 1: March 2, 2011 San Diego, CA Welcome and Introductions Frank Lambert, chair, and Mark Duvall, EPRI, welcomed the participants (see Attachments). Review and Approval of Past Minutes and Action Items The minutes (#10-4) of the previous meeting (December 7-8, 2010) in Tempe, AZ, were approved. The status of action items from the previous meeting is shown below. Action Items: December 7-8, 2010 (Tempe) Meeting # ACTION ITEM STATUS 1 Rich Scholer will provide the NEC Task Force with use cases as a source of information. 2 All will inform the NEC Task Force of any additional issues or concerns related to onroad PEVs that should be addressed by NEC Rich Scholer will work with Greg Nieminski and Serge Roy to get J2836TM /3, /4 & /5 and J2847 /3, /4 & /5 submitted to the ISO/IEC. 4 All interested in continuing the discussion on billing during the March IWC meeting will contact Watson Collins. Use cases are in J2836/1 which have been published and available to everyone from the SAE site. Ongoing Preliminary forms were sent to Greg Nieminski and will be sent to Serge Roy for comments and additions. Completed, see presentations made during this meeting. UL Certification Program for Installers and AHJs Chris Pauly, UL, gave an overview of Underwriters Laboratories EVI installation programs (see Attachments). The course for installers is online. UL is currently working on a hands-on training program in a classroom setting. The inspector course is being developed for Authorities Having Jurisdiction (AHJ), city inspectors, and other officials. A designer course is being developed for contractors, engineers, property owners, etc. and is designed for public infrastructure and multi-dwelling units. An international training program is also planned. During discussion, Mr. Pauly confirmed that certification is included and that the courses are focused on installation code requirements. The estimated cost for the installer course is about $250 but the inspector course is free. Infrastructure Siting Process Andrew Hoskinson, ECOtality, talked about siting installations and his experience with The EV Project (see Attachments). One of the objectives of The EV Project is to build and study EV infrastructure use in distinct regions. He explained what goes into long-term plans, the importance of involvement of key stakeholders, and gave examples of siting locations. ECOtality coordinates the EV Micro-Climates process. Stakeholders are involved in the 2

3 regional EV infrastructure deployment guidelines, a 10-year long-range plan, and a 2-3 year EV Micro-Climate plan. He described each of these and gave examples for the San Diego area. The process of determining locations of EVSE installations in San Diego involves public sector stakeholders. During discussion, he noted that one of the lessons learned is that stakeholders can make valuable contributions. The EV Project involved policy makers throughout the process and had representatives from different geographical areas, types of communities, local governments, environmental coalitions, businesses, academics, large institutions, utilities, and others. Not all stakeholders share the same perspective so building consensus is essential. One of the key decisions is the public EV:EVSE ratio. He recommended using the best available data plus local knowledge. ECOtality will be collecting a lot of data through 2012 which could provide information on demand factor. Public Charging Infrastructure Forest Williams, Liberty PlugIns, gave a presentation on the parking industry s role in public charging (see Attachments). Mr. Williams stated that charging needs are dictated by destination and distance. Most public charging will be in off street parking lots and structures with pay by phone charging as a preferred billing option. Charging in parking lots at offices, shopping malls, ride share lots, etc. will be the charging locations of choice. Parking Access and Revenue Control (PARC) systems can enable EV charging. For multi-dwelling units, the property owners can install EVSE in selected parking spaces and issue access codes to tenants every month. Public fast charging is needed for emergencies and unplanned route changes. The utilities can play a neutral third party role. A non-network secure access involving delivery of authorization codes by phone or assignment to key personnel is flexible and less complicated. During discussion, Mr. Williams said that 9 out of the 12 top pay station providers are involved in PARC. With regards to V2G ancillary services, Mr. Williams said that they are building for today s needs but are also partnering with charger manufacturers for the future. Mike Coop, ThinkSmartGrid, suggested having utility security experts review their security model. Watson Collins, Northeast Utilities, noted that there are different approaches to different applications and that PARC is meeting a need for a simple, inexpensive approach. National Electrical Installation Standard for EVSE Rob Colgan, NECA, presented on NECA 413 Standard for Installing and Maintaining Electric Vehicle Supply Equipment, which is currently in the ANSI approval process (see Attachments). He reviewed the contents, scope, codes and standards, pre-installation considerations, maintenance, and other topics covered in NECA 413. They are also organizing high-level workshops to explain the nuances of installation and the opportunities for electrical contractors. During discussion, Mr. Colgan explained that the NECA standard goes beyond the minimum requirements of NEC. With regards to the technical content, he suggested contacting Mike Johnston of NECA. He listed advisory partners in their Electric Vehicle Infrastructure Training Program (EVITP) and invited participants to join. Some participants suggested expanding the standard to include electric busses. 3

4 Update on "The EV Project Kevin Morrow, ECOtality, gave a presentation of The EV Project managed by ECOtality North America (see Attachments). Mr. Morrow noted that GM has joined the project and they have a new logo, Blink. The project involves 8,300 EVs and the installation of 15,000 chargers in 18 major cities. He described their SAE J1772 TM compliant Level 2 charger, their DC fast charger, their back office system, and a utility smart grid demonstration. During discussion, Mr. Morrow pointed out that part of the project looks at how this business could be made sustainable. Demand charges are an issue for fast charging. Mark Duvall suggested that ECOtality could work with EPRI to explain the reasons for demand charges and to get their acceptance by regulators. The project is installing a lot of equipment in a short period of time and some of the installation locations may not be ideal. Part of this study is to help understand optimal siting. SAE J1772 TM Update Gery Kissel, GM, gave an update on the SAE J1772 TM document (see Attachments). He reviewed the proposed SAE charging configuration and ratings terminology and pointed out a change in the DC L1 rated power from 19.2kW to 36kW. He showed results of the coupler compatibility fit-up tests completed in February. There were no compatibility issues between REMA and Yazaki components; reports are found at the SAE website. The work group revising J1772 TM will have its final meeting on March 18, Mr. Kissel summarized the DC L2 charge coupler configurations and the work at trying to harmonize the Carmeq EU and J1772 TM coupler to create a universal connector. He also described potential improvements in the combo connector and reviewed the schedule for development. China continues to publish their own AC and DC charging standards and Korea recently published its own standards. A European automotive alliance (ACEA) plans to recommend a single EU charge coupler for 2017 and beyond. During discussion, many utilities expressed concern regarding the new 36kW power rating for the DC L1 charging. Some argued that the societal value is marginal since only a few people will need it and the cost will be significant for residential customers. Rich Scholer, Ford, pointed out that the 36kW is the maximum rating in the matrix, even though most homes would operate at much lower levels. Mr. Collins explained that utilities invest in a lot of infrastructures for different classes of customers and the asset costs are then averaged out to come up with rates. Residential customers are paying lower average rates since low utilization assets are generally charged to commercial customers. Using higher power for short periods could force demand charges onto residential customers, which could undermine EV deployment. DAY 2: March 3, 2011 San Diego, CA Follow-Up on Day 1 Agenda Items Mark Duvall, EPRI, explained the history behind the Level 1 power rating. He remembered that during the IWC meetings around 2007, the utilities agreed to raise the rating from 6.6kW to 19.2kW. This power rating is several times the typical residential load for many utilities. Bryan Coley, Southern Company, offered to develop a write-up on demand charges and a 4

5 description of a typical residential load. Jose Salazar, SCE, will propose to J1772 to change the DC L1 power rating to 19.2kW. ACTION ITEMS: Jorge Emmanuel will give a brief summary of the IWC meetings in which the utilities discussed the Level 1 power rating. (See attachment at the end of the minutes.) Update on ChargePoint America Michael Jones, Coulomb Technologies, gave an overview of ChargePoint America, a DOE funded program involving nine metropolitan areas as well as GM, Ford and Smart (see Attachments). About five thousand public and private Level 2 stations will be deployed by the end of The first station was installed in June of Mr. Jones reported initial observations such as differences in the levels of knowledge regarding EVs in regions of the country. He also showed historic costs for commercial installation and policy needs to enable revenue models for shared stations, incentive pricing and integrated metering, smart grid integration, and streamlining the permitting process. During discussion, he stated that more than half will charge at public non-workplace stations. In California, a majority of EV buyers are opting not to get an L2 charger. In California, they are offering their chargers for free and the California Energy Commission is providing free installation for early adopters. Mr. Jones explained that big commercial garages will have to evaluate the economics of multiple charging stations, which could trigger high demand charges. Mr. Salazar described his experience with electric fork lift trucks, in which the load factor was always below 50%, never the maximum. Utilities have different rate schedules with different thresholds at which demand charges are incurred. Mr. Jones noted that there is an option for the network to be owned by municipalities or other operators. Guidelines on ADA compliance at public charging stations are needed. EVs Texas Style Lance Spross, Oncor Electric Delivery, talked about the EV environment in Texas (see Attachments). He discussed the Texas electric market, wind energy potential, developments in the transmission infrastructure and adoption of advanced metering systems in Texas. He also explained the regions in Texas that are open to retail competition, air quality problems, and the EV friendly environment in Texas, including statewide coordination. He gave as an example the evgo public charging network of NRG in Houston, which would address range anxiety among EV users. AMI Integration with PEVs SCE Joshua McDonald, SCE, presented on EV integration in the SCE territory. Their 10- year forecasts range from 200,000 to over 1 million EVs by 2020, reflecting uncertainty in vehicle penetration. Mr. McDonald presented the PEV charging rates for residential customers and anticipated issues such as separate metering for PEV consumption, billing, outbound communication for demand response, load control and other functions, security to prevent spoofing of the system, and forward compatibility. He presented the dual meter option for today, a manual smart charging option for , automated smart charging for 5

6 , integrated smart charging for , and smart roaming and advance use cases beyond During discussion, he stated that their focus is submetering in the house and demand response. With regards to integrated EVSE meters, they plan to do tests this year and are open to working with providers. At the moment, SCE does not offer incentives for chargers, but may offer incentives for smart EVSEs as they explore demand response programs in the future. Mr. Salazar pointed out that under existing strict guidelines, utilities cannot use data collected by someone else s meter unless the Public Utility Commission allows it in the future. ANSI has to develop the next level of standards for embedded meters. ACTION ITEM: Frank Lambert will arrange presentations by Kevin Morrow, a utility meter expert, and a meter vendor to discus metering issues related to EVSEs at the next meeting. AMI Integration with PEVs PG&E Reiko Takemasa, PG&E, discussed PEV and advanced metering infrastructure in the PG&E territory (see Attachments). She described the large demand response opportunity that the PG&E SmartMeter will tap. They expect to have ten million SmartMeters installed by PG&E is developing a market-based product roadmap. They are working with EPRI on a smart charging pilot project to determine the feasibility of controlling customer load with an AMI/HAN-enabled EVSE and to evaluate the capabilities of PEV batteries. During discussion, she reported that rate developments are happening in parallel to hardware development. SAE J2894 Update Jose Salazar, SCE, presented the background and status of the 8 th revision of SAE J2894, pertaining to Power Quality for EV Chargers (see Attachments). There were no disapprovals in the ballots received, but several comments were made. One comment stated that 90% power conversion efficiency might be difficult to achieve due to losses in the system. The task force proposes to change the formula for power conversion efficiency to exclude losses in the system. Another comment was that inrush current of 120% of nominal may be too low. Their studies showed that inrush current takes place for less than 100µs, which will be reflected in the updated standard. Part 2 of the document will cover testing means for verifying the parameters and will set parameters for energy efficiency. This effort will be led by Gery Kissel and Jordan Smith, SCE. During discussion, Mr. Salazar noted that a new concern now is idling power. DC Charger Options and Implications John Halliwell, EPRI, raised the issue of DC Level 1 charging and its implications to the consumer OEMs and EVSE installers (see Attachments). He asked if vehicles with DC L2 charging will also be able to do DC L1 and if DC L1 will be available in public charging stations. Mr. Scholer explained that the combo connector can do DC L1 and L2; it will be a matter of consumer and OEM choice dictated by economics. For OEMs, DC L1 incurs little added cost. Mr. Nieminski stressed that the universal connector has to be AC or DC but never both. DC L2 will be primarily for public fast charging stations. Ford has done an 6

7 analysis on the differences between J1772 TM connector and the combo connector. Mr. Halliwell expressed the need to educate the consumer of all these options. ACTION ITEMS: Rich Scholer will check on whether he can share his analysis on the difference between increasing charger size versus DC L1/L2. Rich Scholer will provide information on the architectural details of AC L1/L2, DC L1/L2, etc. for attachment with the minutes and for discussion at the next meeting. SAE J2836/J2847/J2931 Update Rich Scholer, Ford, gave a summary of SAE PEV standards and their purposes, namely, safety, defining system and architecture, and enabling communications options (see Attachments). The SAE communication standards involve more than 20 new documents under J2836 TM (use cases), J2847 (messages), J2931 (protocol), and J2953 (interoperability). He gave a status of the standards in relation to the balloting phase. For J2836/5 TM and J2847/5, a kick off meeting is planned in March; the /5 standards relate to customer-to-pev and SmartMeter-to-HAN or -EVSE interactions. Decisions have to be made on conflicts such as customer scheduled changes. He also discussed different devices and media of choice for customers and how to enable options with the standards. In response to the question of whether state of charge will be available to the customer for demand side management, Mr. Scholer noted that they will provide information on the energy needed, not the state of charge. Arindam Maitra, EPRI, added that state of charge is an optional message. Requirement Development Status Update Rich Scholer, Ford, presented an early draft of an EV Communication Requirements Document, including table of contents, scope, assumptions, and general requirements (see Attachments). The document looks at common, higher level requirements for AC and DC, depending on different applications. Mr. Scholer also presented an initial approach for communication testing following the maturity of the Requirements Document (see Attachments). The tests involve EMC and functional tests for association, DC messages, and SEP2 messages. He outlined DC charging and discharging scenarios. Next steps include reviewing the Requirements Document, establishing test criteria and timeline, and leveraging national labs and demonstration projects. SEP 2.0 Update Wayne Dennison, Xtensible Solutions, gave an overview of Smart Energy (SE) 2.0 (see Attachments). He discussed the profile of Smart Energy 2.0, an application protocol built on top of an Internet Protocol Stack. The PEV-related logical components are the energy services interface (ESI), EVSE, meter, and the PEV. He also reviewed high level goals and PEV function set dependencies. He then discussed the ESI, demand response, pricing, messaging, metering, billing, and distributed energy resources. He reviewed other functionalities such as subscription and notification. 7

8 Communication and Metering for Level 1 Charging Chris Chen, Sempra Utilities, and Aaron Martlage, Plug Smart, presented on hardware and communication for Level 1 charging (see Attachments). Juice Technologies has developed technologies under the Plug Smart brand. They described a smart grid-ready cord and smart socket for Level 1 charging. The cord is attached to a J1772 TM connector and GFCI circuitry. It authenticates with their smart socket, which fits over a standard 120V receptacle and meters the electricity consumed by the EV. It has built-in wi-fi and PFC communication and has theft and anti-tamper security mechanisms. An expansion module supports additional communications including Zigbee. They showed illustrations of wi-fi, PLC and AMI communications. During discussion, Mr. Nieminski mentioned the NEC requirement of the personnel protection system being located no more than 12 from the attachment plug. Mr. Martlage noted that they plan to go through UL listing. With regards to PLC, they are now working with a utility on a project to test communications and security. Vending Machines Standards Application to Public Charging? Glenn Butler, CTO Services, gave an overview of the vending industry payment systems and payment standards (see Attachments). He reviewed Vending Machine Controllers, Cash and Cashless Systems, and their advantages and disadvantages. He also explained credit card fees and different credit card readers. He recommended that the EV industry negotiate rates with credit card companies similar to what the vending industry had done. He also proposed that the Multi Drop Bus would be applicable to EV charging stations, since all vending telemetry and credit cards systems support it. He suggested that the EV charging industry develop a standard similar to the Vending Data Interchange Standards. During discussion, he explained that the early standards were developed by the major soft drink manufacturers. He said that the national average for monthly revenues for vending machine is about $600. The vending machine industry has been slow to adopt payment mechanisms by mobile phone. On-Road IEC Update Greg Nieminski, EPRI Consultant, presented the status of IEC standards (see Attachments). The committee drafts for IEC (general requirements) and -2 (dimensional compatibility and interchangeability for AC) have been sent out for comment and vote by national committees. For IEC (dimensional interchangeability for dedicated DC), four couplers have been proposed; two are pure DC and two are of the universal AC/DC types. The first draft of has been sent to experts for review and comment and the first full meeting takes place on April 11-12, 2011, in Troy MI. Committee drafts for IEC (EV requirements for conductive connection to an AC/DC supply), IEC (AC EV charging station), and IEC (DC EV charging station) have been issued for comment. The new work proposal for IEC (control communication protocol) has been accepted. On- Road NEC Task Force Greg Nieminski gave an update on the EPRI NEC Task Force meeting last January in Dallas, TX (see Attachments). For Article 625, the primary interest was to add detail to reflect changes in equipment, removal of details contained in UL product standards, and defining demand factors and loads. 8

9 EVSE Hardware Update John Halliwell, EPRI, gave an EVSE hardware update (see Attachments). Of 36 North American EVSE manufacturers, eleven now have some products listed or recognized by NRTLs. Having a common pedestal bolt pattern for EVSEs was discussed. Mr. Halliwell discussed alternative energy sources for vehicle charging. Both the Chevy Volt and Nissan Leaf owners manuals prohibit the use of electric generators and incompatible charging equipment, but the Angel car in Sweden is experimenting with the use of mobile roadside services for emergency charging of EVs. During discussion, some participants felt it might be possible to come up with a family of common standardized bolt patterns depending on size. ACTION ITEM: Manufacturers of pedestal commercial L2 EVSEs are invited to send John Halliwell their equipment footprints. He will compile the data to look for common footprints. Announcements Jim Francfort, INL, announced an ANSI EV workshop regarding European electro-mobility scheduled for March 25, The agenda can be found at The Plug-In 2011 conference and exposition will take place July 18-21, 2011 at the Raleigh Convention Center in Raleigh, NC. More information is found at Next Meeting The next meetings of the IWC are scheduled for: June 22-23, 2011 in Detroit, MI August 30-31, 2011 in Montreal, Quebec December 13-14, 2011 at The Pera Club, Tempe, AZ. Summary of Action Items ACTION ITEM Carried over from the previous meeting: All New Action Items: Jorge Emmanuel Frank Lambert Rich Scholer Rich Scholer Manufacturers of pedestal commercial L2 EVSEs will inform the NEC Task Force of any additional issues or concerns related to onroad PEVs that should be addressed by NEC will give a brief summary of the IWC meetings in which the utilities discussed the Level 1 power rating. (Completed; see attachment) will arrange presentations by Kevin Morrow, a utility meter expert, and a meter vendor to discus metering issues related to EVSEs at the next meeting. will check on whether he can share his analysis on the difference between increasing charger size versus DC L1/L2. will provide information on the architectural details of AC L1/L2, DC L1/L2, etc. for attachment with the minutes and for discussion at the next meeting. are invited to send John Halliwell their equipment footprints. He will compile the data to look for common footprints. Adjournment With no further business, the meeting was adjourned. 9

10 Attachments PHEVWG Attendance List Last Name First Name Company Abdel-Baset Tarek Chrysler Anthony Tom Oncor Electric Delivery Co. Aoki Hiroyuki Tokyo Electric Power Co. Baxter Dave Coulomb Technologies Bellino George General Motors Company Berezin Slav GM Global Technology Engineering Bianco Jim (via webcast) CabAire/CMI Company Boroughs Ralph Tennessee Valley Authority (TVA) Bourton Michael Grid2Home Bowermaster Dan Pacific Gas & Electric Brown Kenneth Leviton Manufacturing Co. Inc. Briggs Steve (via webcast) FirstEnergy Service Co. Burke Bill National Fire Protection Association Campbell Gavin Intertek Chen Chris Sempra Utilities/SDG&E Childers Craig California Air Resources Board Cochran Lauren Foothill Transit Coley Bryan Southern Company Collins Watson Northeast Utilities Coop Mike ThinkSmartGrid Coutinho Santos Mario EFACEC Creed Stuart Talon Communications Cromie Richard Southern California Edison Crosby Matthew (via webcast) California Public Utilities Commission Culp James (via webcast) Portland General Electric Cun David Honda R&D North America, Inc. Daniels Cedric Alabama Power Co. Duvall Mark Electric Power Research Institute (EPRI) Eckert Ed ITRON, Inc. Eisler George Grid2Home Emmanuel Jorge E&ER Group Engle John CenterPoint Energy, Inc. Fahy John CabAire/CMI Company Fawaz Ayman Siemens Technology to Business Center Fietzek Cliff BMW of North America, LLC Francfort James Idaho National Laboratory Fraser Alan Eugene Water & Electric Board Gabel Dan ComEd Garcia Josephine (via webcast) EPRI Gerber Seth Consumers Energy Giumento Angelo Hydro-Quebec Godfrey Tim EPRI Goldman Joshua Proterra 10

11 Gonzalez Barbara Pepco Holdings, Inc. Greene Tom (via webcast) EnviroDock Gulmi Ronald National Grid USA Hall Edmund Dominion Resources, Inc. Halliwell John Electric Power Research Institute (EPRI) Hawkins Robert Ultimate Business Solutions Heiple King Recharge Power, LLC Heitmann Paul (via webcast) Ecotality North America Hodson Richard Southern California Edison Hoskinson Andrew (via webcast) Ecotality Ivanic Ziga (via webcast) Energetics Inc. Jones Julia CPS Energy Jones Michael Coulomb Technologies Karbowski George Foothill Transit Kenny John Toyota InfoTechnology Center King Kerry-Jane (via webcast) NYPA Kissel Gary GM Global Technology Engineering Klein Stanley OSECS Kumita Kunihiko Toyota Motor Corporation Kuss Michael National Renewable Energy Laboratory Lambert Frank Georgia Tech/NEETRAC Lewis David Tennessee Valley Authority (TVA) Lord Michael Toyota Motor North America, Inc. MacCurdy Dwight Sacramento Municipal Util. Dist. Maitra Arindam Electric Power Research Institute Martlage Aaron Juice/Plug Smart McCabe Mike NRG Energy, Inc. McDonald Joshua Southern California Edison Medina Ana DTE Energy Melcher Jerry EnerNex Corporation Menig Jeffrey General Motors Moriarty Monica Sacramento Municipal Utility District Morrow Kevin Electric Transportation Engineering Corp. Narayanan Vivek PG&E Nichols Ruben Vaughn Gulf Power Company Nieminski Greg DBA Greg Nieminski Ornelas Efrain Pacific Gas & Electric Co. Pauly Chris UL Pointon Joel San Diego Gas & Electric Co. Quigley John Intertek Radziewicz Michael ComEd Richards Roy Honda R&D North America, Inc. Rodine Craig EPRI Rogers Andra Electric Power Research Institute (EPRI) Roy Serge CHAdeMo Association Salazar Jose Southern California Edison Scarlett Jason CPS Energy Schinko Steve Eaton Corporation Schlotzhauer Craig General Motors of Canada Scholer Rich Ford Motor Co. 11

12 Shah Vishant EnerNex Corp. Shanahan Dan CabAire Shimura Yuichiro Mitubishi Research Institute Silver Fred (via webcast) CalStart Simmon Eric National Institute of Standards & Technology (NIST) Sisco Brian Eaton Corporation Smith Jordan Southern California Edison Smith Karen (via webcast) Salt River Project Spross Lance Oncor Stelts Mike Panasonic Standards & Collaboration Center of America Taha Eloi Nissan Technical Center North America Takemasa Reiko Pacific Gas & Electric Takita Tomokazu Tokyo Electric Power Company Thompson Ron Eaton Corporation Tsang Alec BC Hydro Uyeki Robert Honda R&D North America, Inc. Vakili Ali Eaton Wagner Edward RCT Systems Waters Mike Progress Energy Welch Bill Eugene Water & Electric Board Williams Forest Liberty PlugIns Williams Greg Convoy Solutions/IdleAire Wong Frank AeroVironment, In. Yeider Ted PACECO Corp. Yonza Robert (via webcast) Manitoba Hydro 12

13 Summary of meeting minutes relating to L1/L2 ratings April 25, 2007 HEVWG meeting, Palo Alto, CA: Bruce Femmel, Tesla Motors, reported that their advanced conductive EV charging system or ACE is rated up to 70A at 240VAC, 50/60Hz. The ACE can work on 240V or 208V and takes 3.5 hours to top off at 70A or about 7 hours at 40A. Attendees noted that most houses would have to install a dedicated 100A circuit and upgrade the panel. Some customers are getting dual meter adapters that are only rated at 40A. Utilities were concerned with the potential impact of many households charging at 70A during the night thereby not allowing transformers to cool off. Gery Kissel reported on the March 6, 2007 discussion of the SAE J1772 committee. The 32 amp maximum continuous current limit for Level 2 charging was established based on the infrastructure available in a typical home. An increase to 70 amps continuous would require a service upgrade. Mark Duvall agreed to survey IWC-HEVWG members for utility input. The SAE J1772 committee is allowing 50 Hz and level 2 charging up to 70A in response to Tesla s input. August 2, 2007 PHEVWG meeting, Marshall, MI: Rich Scholer presented Gery Kissel s presentation on the SAE J1772 committee, which is working toward a common AC Level 1 and 2 coupler (220V, 32A continuous). During discussion, it was noted that Tesla and Phoenix Cars are interested in the higher power couplers. Greg Nieminski recommended that the SAE committee look closely at NEC Article 625 to determine if revisions are needed. November 7, 2007 PHEVWG meeting, Troy, MI: Gery Kissel reported that the SAE J1772 committee is looking at both 30A and 70A AC connectors. The members agreed to continue coordination between the PHEVWG and the SAE J1772 committee. During the ISC meeting, members suggested looking into DC connectors as well. March 4, 2008 PHEVWG meeting, San Diego, CA: During discussion related to the code, members suggested examining the implications of increasing the current limits for level 2 charging. Gery Kissel presented current and proposed definitions below: Charge Method Nominal Supply Voltage (volts) Maximum Current (amps-continuous) Branch Circuit Breaker Rating (amps) Current definitions AC Level 1 120V AC, 1-phase 12A 15A (minimum) AC Level to 240V AC, 1-32A 40A phase DC Charging 600V DC maximum 400A maximum As required Proposed definitions AC Level 1 120V AC, 1-phase 12A 15A (minimum) AC Level to 240V AC, 1- phase 72A 90A DC Charging 600V DC maximum 400A maximum As required June 5, 2008 IWC meeting, Dearborn, MI: During the PHEVWG meeting, Gery Kissel reported that the SAE J1772 Task Force agreed to update the AC Level 1 definition from 120V AC single phase, 15 amp branch breaker, 12 amp to 120V AC single phase, 15 amp branch breaker, 12 amp; 120V AC single phase, 20 amp branch breaker, 16 amp. Greg Nieminski reported two options regarding the cord set: (1) to limit the cord set to 120V, 15 or 20 A only, and requiring a wall box for higher voltages; or (2) to allow the cord set for higher voltages up to 250V as long as they meet various safety requirements and are listed and suitable for the purpose. During the ISC meeting, Greg Nieminski explained some of the possible difficulties that may arise for EV or PHEV 13

14 charging systems over 40A. At present, there are no standards for 70A or 80A, and even 40A and 50A systems are limited by existing provisions in the code. December 10, 2008 PHEVWG meeting, Palo Alto, CA: Frank Lambert presented past IWC Records of Consensus (ROC) items including the following: Level 1 EV charging employs cord & plug connected portable EV supply equipment (EVSE) that can be transported with an EV. This equipment is used specifically for EV charging, and shall be rated at 120VAC and 15A, and shall be compatible with the most commonly available grounded electrical outlet (NEMA 5-15R). Level 2 EV charging employs permanently wired EVSE that is operated at a fixed location. This equipment is used specifically for EV charging and is rated at 240VAC, 60A, and 14.4 kw. Level 3 EV charging employs permanently wired EVSE that is operated at a fixed location. This equipment is used specifically for EV charging and is rated at > 14.4 kw. September 24, 2009 PHEVWG meeting, Sacramento, CA: John Olsen presented the correspondence between the past IWC ROC items from March 1998 and current activities. The ROC items relating to Levels 1, 2, and 3 are now covered under SAE J1772. December 3, 2009 PHEVWG meeting, Palo Alto, CA: In Rich Scholer s update on SAE J2836 and J2847, he described generalized EV and EVSE statistics and PEV charging scenarios as follows: Level 1: Cordset, 120V, 15A outlet (1.4 kw) or 20A outlet (1.9 kw) Level 2: Premise unit, 240V, up to 80A (19.2 kw) DC charging: Low power (up to 80A - 20 kw) - same connector as Level 1/2?; Medium power (up to 130A?) - 2nd connector required; High power (up to 400A?) - different 2nd connector required 14