Page 1
Guide to Electric
Vehicle Infrastructure
Best practice guidance: Modes, plugs/socket-outlets and
their domestic, public and commercial application
This guidance document presents the position of industry today for the best practice use and application of the electrical
infrastructure for the charging of electric vehicles. This guide is intended for use by organisations providing
advice and guidance to consumers on the day-to-day use of electric vehicle infrastructure.
May 2012
The BEAMA Electric Vehicle Infrastructure Project
Page 2
Cooper Bussmann
Melton Road, Burton-on-the-Wolds,Loughborough, Leicestershire, LE12 5TH
www.cooperindustries.com
Eaton
Reddings Lane,Tyseley, Birmingham,West Midlands, B11 3EZ
www.eaton.com
Honeywell MK
The Arnold Centre, Paycocke Road, Basildon, Essex, SS14 3EA
www.mkelectric.com
Secure Meters
Secure House, Moorside Road,Winnall Industrial Estate,Winchester, Hampshire
www.securetogether.com
Siemens
Commercial Centre, Lakeside Plaza,Walkmill Lane,
Bridgtown, Cannock, Staffordshire,WS11 0XE
www.siemens.com
Schneider Electric
120 New Cavendish Street, London W1W 6XX, United Kingdom
www.schneider-electric.com
Guide to Electric Vehicle Infrastructure
BEAMA is the Association for the British Electrotechnical Industry.
This guide has been developed, in collaboration with the wider BEAMA membership and industry
stakeholders, by the members of the BEAMA Electric Vehicle Infrastructure Project
Members of BEVIP during 2011 and 2012 are:
Page 3
Contents
INTRODUCTION i
SUMMARY ii
BACKGROUND v
A.CHARGING SYSTEMS FOR ELECTRIC VEHICLES 1
1. CHARGING MODES 2
1.1. MODE 1: Non-dedicated circuit and socket-outlet 3
1.2. MODE 2: Non-dedicated circuit and socket-outlet,charging with cable-incorporated RCD 3
1.3. MODE 3: Fixed and dedicated chargepoint 4
1.4. MODE 4: Rapid, dedicated chargepoint, DC connection 6
1.5. The use of cable reels, extension leads and adaptors 7
2. PLUGS AND SOCKET-OUTLETS 8
2.1. TYPE 1, IEC 62196-2 (BS EN 62196-1) 8
2.2. TYPE 2, IEC 62196-2 8
2.3. TYPE 3, IEC 62196-2 9
2.4. UK EXISTING PLUG AND SOCKET SYSTEMS 9
2.4.1. BS 1363 domestic plug and socket-outlet 9
2.4.2. BS EN 60309 Industrial plug and socket-outlet 10
3. APPLICATION 11
3.1. HOME CHARGING OF ELECTRIC VEHICLE 11
3.1.1. Summary: Specifications for residential charging infrastructure 13
3.2. PUBLIC CHARGING OF ELECTRIC VEHICLES 14
3.2.1. Summary: Specifications for public charging infrastructure 16
3.3. COMMERCIAL AND FLEET CHARGING INFRASTRUCTURE 18
B. CHARGING SYSTEMS FOR ELECTRIC MOTORCYCLES 19
4. CHARGING MODES FOR ELECTRIC MOTORCYCLES 20
4.1. Home charging of electric motorcycles 20
4.2. Public charging of electric motorcycles 21
4.2.1. Specifications for ePTW public chargepoints 21
C. TECHNOLOGICAL DEVELOPMENT 23
5. STANDARDS 23
5.1. CURRENT STANDARDISATION ACTIVITY 23
Page 4
Contents
6.
INDUCTIVE AND OTHER WIRELESS CHARGING SYSTEMS 25
6.1.
IEC61980 “ELECTRIC VEHICLE INDUCTIVE CHARGING SYSTEMS” 25
6.2.
SPECIFICATIONS FOR INDUCTIVE CHARGING INFRASTRUCTURE 25
7. CONCLUSION 26
i. GLOSSARY 27
ii. DEFINITIONS 28
PICTURE CREDITS 30
REFERENCES 30
Figure 1: Focus guide 1
Figure 2: Mode 1 charging 3
Figure 3: Mode 2 charging 4
Figure 4: Mode 3 charging 5
Figure 5: Mode 4 rapid charging 7
Figure 6: IEC 62196-2 Type 1 Plug and socket-outlet 8
Figure 7: IEC 62196-2 Type 2 Plug and Socket-outlet 8
Figure 8: IEC 62196-2 Type 3 plug and socket-outlet 9
Figure 9: BS 1363 13A domestic socket-outlet 10
Figure 10: BS EN 60309-2 Industrial plug and socket-outlet 11
Figure 11: Mode 3 wall mounted chargepoint with attached cable 14
Figure 12: Map showing locations of UK Plugged in Places regions 15
Figure 13: Source London, electric vehicle membership scheme 16
Figure 14: Public charging infrastructure 17
Figure 15: Mode 3 public chargepoint. Meter and socket-outlet 18
Figure 16: Mode 4 public chargepoint. Meter and attached cable for DC charge 18
Figure 17: Mode 3, 22kW electric vehicle charger for commercial use 19
Figure 18: Electric motorcycle charging, non-dedicated socket-outlet 22
Figure 19: Public chargepoint for electric motorcycles 21
Table 1: Charging times and related electricity supply 2
Table 2: Mode 2 Pros and Cons 4
Table 3: Mode 3 Pros and Cons 6
Table 4: Mode 4 Pros and Cons 7
Table 5: Relevant standards 24
Page 5
i
Introduction
There are many changes within the electrotechnical industry visible today as we work towards targets
for renewable energy generation, carbon emission reduction and improved energy management.The
expanding e-mobility mark
et presents great opportunities for manufacturers in the UK to provide an
interoperable infrastructure for a mass market of electric vehicles.With the growth of the electric
vehicle market,private and public transport is now providing a new interface with the grid.In response
to this BEAMA is pr
oviding a focus for the development of electrical infrastructures for electric
vehicles, to ensure this interface is,safe, ‘smart’ and interoperable.
The UK Go
vernment is projecting tens of thousands of electric vehicles to be in use in the UK by
2015 with acceleration in this ownership between 2015 and 2020. Forecasts for market development
are of course difficult to predict as market acceptance will be dependent on many variables, including
oil prices, electricity prices, infrastructure availability and consumer acceptance.
Market figures to end of March 2012
1
.
The availability of infrastructure is of course something we are able to influence now, and is the key
focus of BEAMA’s activity within this sector. With so many electric vehicles potentially on UK roads
it is of utmost importance that consumers are encouraged to charge their vehicles responsibly and
safely, limiting the impact on the local electricity networks while maximising the potential for carbon
reduction and energy management.
BEAMA has therefore developed this guide in collaboration with a range of organisations to provide
a view of the current availability and best practice use of charging infrastructure in the UK.
We recognize there will be a mix of vehicle technologies moving forward, including plug-in hybrid
and pure electric vehicles. The scope of this guide currently covers pure electric vehicles and the
charging practice of a standard 24kw battery. It is anticipated that subsequent versions of the guide
will be produced to reflect the development of the infrastructure and vehicle technologies available in
the UK.
BEAMA would like to thank all those who have contributed to the guide.
Dr Howard Porter
Chief Executive
British Electrotechnical and Allied Manufacturers’Association (BEAMA)
DISCLAIMER
This publication is subject to the copyright of BEAMA Ltd. While the information herein has been compiled in good faith, no
warranty is given or should be implied for its use and BEAMA hereby disclaims any liability that may arise from its use to the fullest
extent permitted under applicable law.
Installed chargepoints
2
Claims made through the Plug-in Car Grant
>3,000
1,276
1
Department for Transport, December 2011, http://www.dft.gov.uk/topics/sustainable/olev/plug-in-car-grant
2
This figure includes publically accessible, domestic and private workplace chargepoints. 1,673 delivered through the Plugged-In Places program, of which
60% are publically accessible.The remainder have been installed by private sector organisations and other local authorities.
Page 6
AC
RCD
AC
Alternating current
electricity supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
In-cable con trol
box, incorpo rating
RCD protecti on
RCD
ii
Summary
This section provides a summary of the BEAMA recommendations for charging modes and plug and
socket types.These are based on technical and safety assessments of the current technologies available
on the UK mark
et. For the background and justification on all issues the main text should always be
consulted.
1. CHARGING MODES FOR HOME AND PUBLIC CHARGING
Ther
e are a number of options available in the UK for the charging of electric vehicles. A range of
factors will influence a consumer’
s decision to adopt any of the following modes and types of
infrastructur
e, including the vehicle type, desired speed of charge, long-term interoperability and UK
wiring r
egulations. The following set of recommendations is based on the current development of
pr
oducts and standards, and aims to promote safe and energy efficient charging practices.
Mode 1 should not be used for the charging of an electric vehicle because RCD protection, which is
necessar
y for a safe charging system, cannot be guaranteed at all outlets.
Mode 2 can be used for the charging of an electric v
ehicle in locations where there is no dedicated
charging installation (Mode 3 or 4, see belo
w), and for use by legacy vehicles. Mode 2 cables are
provided with an in-cable control box (including RCD),set and adjusted to a specific charging power,
and guarantee the provision of RCD protection during charging.
AC
AC
Alternating current
electricity supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
NOT
SUITABLE
FOR USE
A
Mode 1 charging:
Non-dedicated circuit and
socket-outlet, charging
without cable-incorporated
RCD protection
B
Mode 2 charging:
Non-dedicated circuit and
socket-outlet, charging
with cable-incorporated
RCD protection
Page 7
AC Converted to DC
Charging
Equipment
COM
COM
DC
DC
Direct current
electricity supply
Dedicated vehicle Communication
inlet and connector
BS EN 62196
Charging
cable
Tethered
(attached cable)
D
Mode 4 charging:
Dedicated rapid
charging, DC supply
iii
Mode 3 can be used f
or the charging of an electric vehicle and this is the preferred solution in
the long term.
Mode 3 chargers are defined in 2 configurations, either with a tethered cable or a
dedicated sock
et-outlet.
Mode 4 is a necessar
y service function for rapid charging, for use as roadside assistance and service
station charging on long journe
ys.
AC
Charging
Equipment
COM
AC
Al
ternating
current electricity
supply
Dedica
ted vehicle
inlet and connector
BS EN 62196
Charging
Communication
cable
COM
C
Mode 3 charging:
Fix
ed and dedicated
socket-outlet
Page 8
iv
2.
PLUGS AND SOCKET-OUTLET SYSTEMS
There are a number of different plug and socket-outlets available on the UK market.The following
plug and socket-outlets can be used for the charging of an electric vehicle. For their specific
characteristics and use cases please consult the main text in this guide.
•
Type 1 IEC 62196-2 plug and socket-outlet
•
Type 3 IEC 62196-2 plug and socket-outlet
•
BS 1363 domestic plug and socket-outlet
•
Type 2 IEC 62196-2 plug and socket-outlet
•
BS EN 60309 industrial plug and socket-outlet
Page 9
v
Background
BEAMA is the independent expert knowledge base and forum for the electrotechnical industry for
the UK and represents the UK electrical infrastructure industry in Europe. Representing over 200
man
ufacturing companies in the electrotechnical sector, BEAMA has significant influence over UK and
international political, standardisation and commercial policy.
In Mar
ch 2011 BEAMA formed a new project to work on the development of the electrical
infrastructure for electric vehicles.This was initiated due to the high level of involvement current
BEAMA members have within this sector. It was apparent that work needed to be done to establish
an industr
y association to represent UK infrastructure manufacturers in the development of UK and
European policies and technical standards.
BEAMA members provide a range of electrical products required to build a national and international
infrastructure for electric vehicles. It is of great importance to the manufacturers that their products
are used responsibly by consumers and that consistent guidance is given to users when they decide
on the method by which they charge their vehicle.This guide has been developed to ensure that users
handle the power supply required for the charging of an EV in a safe and responsible way.
A key objective for BEAMA,and the purpose of this guide, is to develop consistency in the messages
and guidance provided to consumers. It is BEAMA’s priority to ensure charging is made easy, while
encouraging safe product use and confidence in the market through the provision of consistent
industry guidance.
BEAMA has developed this first edition of the ‘Guide to Electric Vehicle Infrastructure’.The content
of this document may be used to advise marketing material, consumer guidance and advice services
for the electric vehicle market.
This guide supports two related industry publications: The IET Code of Practice on Electric Vehicle
Charging Equipment Installation
3
, published January 2012, and the SMMT Electric Car Guide 20114.
The BEAMA guide will be annually reviewed to consider new technologies on the market and
advances in standardisation, informing the development of consumer guidance.The BEAMA Guide to
Electric Vehicle Infrastructure also supports the Office for Low Emission Vehicle’s Plug-in Vehicle
Infrastructure Strategy,‘Making the Connection’
5
.
3
IET Code of Practice on Electric Vehicle Charging Equipment Installation http://www.theiet.org/resources/standards/ev-charging-cop.cfm
4
SMMT Electric Car Guide http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/
5
June 2011, Making the Connection:The Plug-in Vehicle Infrastructure Strategy, Office for Low Emission vehicles
http://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy
Page 10
vi
Page 11
1
The UK electric vehicle sector is growing rapidly in
response to the need for low carbon solutions for
private and commercial transport.The low carbon
vehicle market is a necessary step in achieving a 50%
reduction in greenhouse gas emissions by 2027 and
improvements in urban air pollution levels.
6
This guide f
ocuses on the use of electrical equipment f
or charging electric vehicles; therefore it
does not consider types of v
ehicle inlets and connectors.
For further information regarding the
v
ehicles themselv
es please refer to the SMMT Electric Car Guide
7
.
A. Charging Systems for
Electric Vehicles
6
Fourth Carbon Budget covering period 2023-2027, 50% on 1990 emission levels http://www.decc.gov.uk/en/content/cms/emissions/carbon_budgets/carbon_budgets.aspx
7
SMMT Electric Car Guide http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/
Vehicle
connector
Vehicle inlet
Socket
Outlet
Plug
Figure 1: Guide focus
Page 12
2
1. Charging Modes
Ther
e are 4 key modes (as defined in the standard BS EN 61851-1) for the charging of an electric
v
ehicle, as summarised below:
Mode 1 charging: non-dedicated outlet –
BS 60309-2
8
and BS 1363 – 3pin
9
Mode 2 charging: non-dedicated outlet –
BE EN 60309-2 and BS 1363 – 3pin with ‘in cable’ RCD protection
Mode 3 charging: dedicated outlet –
Type 2, 3 – IEC 62196-1 (BS EN 62196-1)
10
Mode 4 charging: rapid, DC charging
The f
ollowing section details the technical requirements for each mode of charge in the UK and the
cor
responding guidance for the best practice use of each mode. The practical application of these
diff
erent modes will be presented in chapter 3, where a scenario based approach has been adopted.
The time taken to charge the battery of an electric vehicle is dependent on rated current of the plug
and socket-outlet and therefore the power supply and maximum current carried to the battery. The
battery type and range will also influence the time required for a full charge, therefore the below
information provides a general and not exact indication of charging times.
8
BS EN 60309-2: 1999 – Plugs,socket-outlets and couplers for industrial purposes.Dimensional interchangeability requirements for pin and contact tube accessories.
9
BS 1363:1995 – 13A Plugs, socket-outlets, adaptors and connection units.
10
BS EN 62196-2: 2011 – Plugs,socket-outlets, vehicle couplers and vehicle inlets. Conductive charging of electric vehicles. Dimensional interchangeability requirements
for a.c. pin and contact-tube accessories.
11
Please note this provides a broad assumption on charging times and will be dependent on the individual requirements of a given vehicle model, with regards to battery
size and recommended guidance provided by the vehicle manufacturer.The times indicated are estimated based on the time it would take to charge a car with a typical
24kWh battery.
Charging time for a
typical 24kWh battery
Power Supplied Voltage
Maxim
um
cur
rent
Mode
Speed
10.4 hours
8.3 hours
6.5 hours
3.2 hours
1.6 hours
1.04 hours
29 minutes
15 minutes
2.3kW
3kW
3.7kW
7.4kW
14.5kW
23kW
50kW
100kW
230
230
230
230
230
230
400-500VDC
400-500VDC
10A
13A
16A
32A
63A
100A
100 – 400A
100 – 400A
2, 3
2, 3
2, 3
3
3
3
4
4
SLOW
SLOW
SLOW
FAST
FAST
FAST
RAPID
RAPID
Table 1: Charging times and related electricity supply11.
Page 13
3
1.1. MODE 1: Non-dedicated circuit and socket-outlet
•
The electric vehicle is connected to the main 230V AC supply network (mains) via a fixed,
non-dedicated standard BS 1363, 13A, 3-pin socket-outlet or a single phase 16A BS EN
60309-2 sock
et-outlet located on the power supply side.
•
The electric v
ehicle is connected to the main AC supply network (mains), and is supplied
with a current not exceeding 13A from a BS1363 domestic socket-outlet, and not
exceeding 16A from the BS EN 60309-2 industrial socket-outlet
•
There is no in-cable control box; therefore it cannot be assumed that RCD protection is
pr
ovided during charging.
Mode 1 should not be used for the charging of an electric vehicle because RCD protection,which is
necessary for a safe charging system, cannot be guaranteed at all outlets. Even if RCD protection can
be guaranteed in the owner’s home, away from the home protection cannot be guaranteed.
1.2. MODE 2: Non-dedicated circuit and socket-outlet, charging with
cable-incorporated RCD
•
The electric vehicle is connected to the main 230V AC supply network (mains) via a fixed,
non-dedicated standard BS 1363, 13A 3-pin socket-outlet or a single-phase 16A or 32A BS
EN 60309-2 socket-outlet located on the power supply side.
•
Specific vehicle models will have guidelines,developed by the vehicle manufacturer, which
must be followed.These guidelines will recognise the specific needs of that vehicle. Some
vehicle manufacturers de-rate the domestic Mode 2 charging system to 10A.In the interest
of having one harmonised household charging current across Europe this may be
appropriate.
•
Control and protection functions are permanently installed for personal protection from
electric shock within the charging cable. An in-cable control box incorporates built-in RCD
protection and pilot signal functions to provide basic communication.The inline control
box is positioned along the charging cable within 0.3m of the plug, and sets and adjusts the
specific charging power.
•
The safety of the equipment and the user is dependent on the state of the pre-existing
electrical network and compliance with the latest standards as outlined in chapters
3 and 5.
AC
AC
Al
ternating current
electricity supply
Dedicated vehicle
inlet and
connector
BS EN 62196
Cha
rging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
NOT
SUITABLE
FOR USE
Figure 2:
Mode 1 charging
Page 14
4
Provided vehicles are supplied and operated with only Mode 2 cables, Mode 1 is not required.
Mode 2 cables are provided with an in-cable control box (including RCD), set and adjusted to a
specific charging power, guaranteeing the provision of RCD protection during charging.
Mode 2 can be used for the charging of an electric vehicle, in locations where there is no dedicated
charging installation (Mode 3 or 4, see below), and for use by legacy vehicles.
The pre-existing electrical installation in the property must be checked by a competent person and
should be compliant with current industry standards and regulations. Specific guidelines developed by
vehicle manufacturers for electric vehicle models must also be followed.
1.3. MODE 3: Fixed and dedicated chargepoint
•
The electric v
ehicle is typically connected to a 16A or 32A single phase AC supply network
(mains) using a dedicated connector and dedicated cir
cuit.The connection can be three
phase.
•
In both cases additional conductors are incorporated into the charging cable to allow
communication between the vehicle and the charging equipment.
•
Communications functions are a major part of the Mode 3 charging system in light of the
roll-out of smart meters and the future smart grid in the UK,with the emphasis on providing
measures for off-peak charging and energy management for the consumer charging at home.
The functionality for this is already built into the Mode 3 charger, future-proofing the
installation for future ‘smart’ applications.
AC
RCD
AC
Al
ternating current
electricity supply
Dedicated vehicle
inlet and
connector
BS EN 62196
Cha
rging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
In-cable con trol
box, incorpo rating
RCD protecti on
RCD
Pros
Low installation cost
Interoperable across UK residential properties
RCD protection guaranteed
Slow charge of 8-12 hours (depending on the
current rating of the charging system, 13A
or 10A)
No communication / ‘smart’ functions
Susceptible to the misuse of extension leads
and adaptors not capable of withstanding the
current of an EV charge.
Cons
Figure 3:
Mode 2 c
harging
Table 2:
Mode 2 Pros and Cons
Page 15
AC
Charging
Equipment
COM
AC
Alternating
current electricity
supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
Communication
cable
COM
Figure 4:
Mode 3 charging
5
•
Contr
ol and protection functions (load controller, contactor, Surge Protective Device,
RCD) are permanently installed within the chargepoint which is permanently connected
to the AC supply network (mains).
•
Mode 3 includes a sock
et-outlet incorporating a pilot wire which ensures that the
conductive parts and connectors connection is well established. Mode 2 has the same
function in its cable. However due to the fact that the additional protection is part of the
cable system ther
e is no guaranteeing that if the cable is damaged this function will not
be affected.
•
In practice, Mode 3 chargers are designed in two different configurations.They can be found
with either a tethered cable which is common in, but not limited to,domestic installations
or with the dedicated socket-outlet, most commonly found in UK public charging
infrastructure.The public, Mode 3 charger will have the ability to measure energy used,
allowing for electricity billing for electric vehicle charging to take place.
•
Mode 3 public charging equipment can be installed with an energy meter which supports
billing/Pay-As-You-Go transactions based on energy consumption when used by a customer
to charge an electric vehicle. This is also required for energy management purposes.
•
Specific vehicle models will have guidelines,developed by the vehicle manufacturer, which
must be followed.These guidelines will recognise the specific needs of that vehicle.
•
The safety of the equipment and the user is dependent on the installation, the connected
electrical network and compliance with the latest standards as detailed in chapter 3.
Mode 3 can be used for the charging of an electric vehicle.This is the preferred solution in the longterm, recognising industry’s move towards the use of dedicated charging systems
12
allowing for
‘smarter’ charging capabilities, in line with industry’s objectives for improved energy management.
The installation must be installed by a competent electrician and should be compliant with current
industry standards and regulations.
13
Specific guidelines developed by the vehicle manufacturers for
electric vehicle models must also be followed.
12
June 2011, Making the Connection:The Plug-In Vehicle Infrastructure Strategy,Office for Low Emission vehicles
http://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy
13
IET Code of Practice on Electric Vehicle Charging Equipment Installation http://www.theiet.org/resources/standards/ev-charging-cop.cfm
Page 16
6
1.4. MODE 4: Rapid, dedicated chargepoint, DC connection
•
The electric vehicle is indirectly connected to the main AC distribution network through a
standard external charger.
•
AC single phase or three phase current is converted to DC inside the charging equipment using
rectifiers.
•
They operate at a much higher voltage and current,500V and 125A, providing a rapid charge to
the battery.
•
The DC current is supplied to the electric vehicle through a charging cable permanently
attached to the dedicated DC Mode 4 chargepoint.
•
Control and protection functions are permanently installed.
•
Due to the high current required for rapid charging, Mode 4 chargepoints are not suitable for
domestic installations.
•
Mode 4 public charging equipment can be installed with an energy meter which supports billing/
Pay-As-You-Go transactions based on energy consumption when used by a customer to charge
an electric vehicle. This is also required for energy management purposes.
Table 3:
Mode 3 Pr
os and Cons
Pr
os
Fast charge (1 – 4 hours)
Communication between the vehicle and the
chargepoint
Provides the functionality for ‘smart charging’
Compatibility and connection with the
Smart Grid
Control and protection functions permanently
installed
Load controller
Suitable for domestic and public installations
Ad
ditional cost of fixed installation
If domestic installations provide a tethered
charging cable, the vehicle connector will be
specific to the o
wners vehicle and the inlet on
the car side
Private Mode 3 chargers can only be installed
in certain types of buildings. Off-street parking
or a garage is required.
Cons
Page 17
7
This is a necessar
y service function for rapid charging, for use as roadside assistance and service
station charging on long journe
ys.The electrical installation must meet current industry standards and
regulations and specific guidelines developed by the vehicle manufacturers for electric vehicle models
must also be followed.
1.5. The use of cable reels, extension leads and adaptors
Under Standard HD 60364-7-722:2012,‘Requirements for special installations or locations – Supply
of electric vehicle’, the use of ‘portable socket-outlets are not permitted’ for the charging of electric
vehicles.
14
Therefore the use of cable reels,extension leads and adaptors is strongly ill advised.
Table 4:
Mode 4 Pros and Cons
AC Converted to DC
Charging
Equipment
COM
COM
DC
DC
Di
rect current
electricity supply
Dedicated vehicle Communication
inlet and
connector
BS EN 62196
Cha
rging
cable
Tethered
(attached cable)
Figure 5:
Mode 4 rapid charging
Pros
Rapid charge (20mins approximately)
Control and protection functions permanently
installed
Communication between the vehicle and the
chargepoint
Not suitable for domestic installations
Higher cost of installation
Higher load on a local electricity network.
Cons
14
Ratified and to be published shortly
Page 18
8
2. Plugs and Socket-Outlets
The f
ollowing plugs and socket-outlets can be used for the charging of an electric vehicle. Their
characteristics are documented below and specific use cases outlined.The electrical installation must
be compliant with current industry standards and regulations.
2.1. TYPE 1, IEC 62196-2 (BS EN 62196-1)
•
Single phase
•
Maximum current 32A
•
Maximum voltage 250V
•
5 pins/socket tubes
T
ype 1 plug and socket-outlets can only be used with single phase supplies for the charging of
electric v
ehicles.
2.2. TYPE 2, IEC 62196-2
•
Single or thr
ee phase
•
Maxim
um current 70A single phase, 63A three phase
•
Maxim
um voltage 500V
•
7 pins/sock
et tubes
Figure 6:
IEC 62196-2 Type 1 Plug and
socket-outlet
Figure 7:
IEC 62196-2 Type 2 Plug and
socket-outlet
Page 19
9
OLEV is committed to funding only Type 2 infrastructure for publicly accessible chargepoints as part
of the Plugged-In Places projects. Effective from April 2012.
2.3. TYPE 3, IEC 62196-1
•
Single phase or thr
ee phase
•
Maximum current 32A (single and three phase)
•
Maximum voltage 500V
•
5 or 7 pins/socket tubes
•
De
veloped by the EV Plug Alliance
•
With shuttered plug pins and socket-outlet contacts
•
IP4X and optional IP55
Figure 8:
IEC 62196-2 Type 3
Plug and socket-outlet
2.4. UK EXISTING PLUG AND SOCKET SYSTEMS
In order to facilitate the market penetration of electric vehicles, the availability of the existing
electrical infrastructure (BS 1363 and BS EN 60309-2) must be ensured.With regards to existing plug
and socket-outlet systems such as those complying with BS EN 60309-2 or BS 1363:
•
Existing systems are safe provided they comply with their standard and are used in
accordance with specific guidelines developed by electric vehicle manufacturers.
•
For electric vehicle charging,both shuttered and un-shuttered socket-outlets are safe in the
appropriate circumstances; that is, domestic or public applications.
2.4.1. BS 1363 domestic plug and socket-outlet
•
The normal domestic AC power plugs and socket-outlets used in the UK
•
With shuttered socket-outlet contacts and sleeved plug pins
•
Maximum current 13A
Page 20
10
2.4.2. BS EN 60309-2 industrial plug and socket-outlet
•
BS EN 60309-2 socket-outlets normally provide solutions for industrial applications
including construction sites, camp sites and marinas, but electric vehicles can also be
safely charged from the BS EN 60309-2 socket-outlets using Mode 2 or Mode 3.
•
The rated voltage of the plug is identified by colour.
The most common colour codes are blue and red, with ‘blue’ signifying 200 to 250V and
‘red’ signifying 380V to 480V.
Figure 10:
BS EN 60309-2 industrial
plug and socket-outlets
Figur
e 9
BS 1363 13A domestic
plug and socket-outlet
Household plugs and socket-outlets can be used for the Mode 2 charging of an electric vehicle in
domestic properties where there is no available dedicated charging infrastructure (Mode 3 or 4).
They can also be found in some public dedicated charging points, for use by legacy vehicles,
motorcycles and quadricycles.
Page 21
11
3. Application
3.1. HOME CHARGING OF ELECTRIC VEHICLES
It is anticipated that the majority of electric vehicle charging will take place at home. This is the
desired method of charging providing benefits not only to the consumer but also to the UK energy
system as a whole
.
By utilising off-peak electricity the consumer can benefit fr
om lower cost energy tariffs,utilising lower
carbon energy, which maximises the environmental benefits of electric vehicle use. The off-peak
charging of electric vehicles minimises demand on the local network, limiting the level of local
network reinforcement and additional generating capacity that would be necessary if everyone
charged during peak periods. Such upgrades could be very costly.
As the amount of renewable energy feeding into the national grid increases,fluctuations in supply will
occur as the weather conditions determine the level of electricity production. It is through the
development of a ‘smarter’ grid and the installation of smart appliances in the home, including
Mode 3 electric vehicle chargers, that we will have the ability to manage these additional peaks and
troughs in energy supply through the intelligent control of electric vehicle charging. This is referred
to as ‘dynamic demand response’ and can be maintained through the bi-directional communication
functionality which is built into the chargepoint, allowing communication to and from the electric
vehicle and the chargepoint.
Household appliances rarely exceed 2kW, and therefore consumers are seldom aware of the risks
entailed in handling electrical equipment that does.
Electric vehicle charging equipment is an example
of this and can entail risks if electric v
ehicles are not charged responsibly and through a domestic
electrical system which is in accor
dance with UK national wiring regulations (BS 7671). Considering
the range of cir
cumstances presented to consumers for the charging of their electric vehicle a
n
umber of frequently asked questions have been selected, and answered below.
Frequently asked questions
a.
How can I maximise the speed of my electric vehicle charge at home?
T
able 1, in chapter 1, outlines the approximate charging times for a standard 24kw battery. Charging
in a domestic pr
operty can be carried out at 13A, 16A or 32A.The precise level of charging current
will be dependent upon the installation and type of plug and sock
et-outlet fitted. To optimise the
speed of an electric v
ehicle charge a dedicated charging system can be installed, compliant with BS
EN 62196,
ensuring charging is undertaken in accordance with UK wiring regulations and standards.
Cir
cuits supplied through dedicated electric vehicle plug and socket systems complying with
BS EN 62196,
meet the requirements of safety standards and therefore all necessary safety
requirements for the handling of power supplies required for the fast charging of an electric vehicle.
b. How can I maximise the environmental benefits of owning an electric vehicle,
while limiting the cost of home charging?
A Mode 3 charging system is accepted as best practice f
or the provision of future ‘smart’ charging
and energ
y management capabilities.
Page 22
12
Some ‘smart’ features are already available, including dedicated electricity tariffs for electric vehicle
owners,providing cheaper overnight (off-peak) electricity rates for the charging of an electric vehicle.
While long-term objectives for intelligent charging in the home are developed BEAMA support the
use of timers, enabling consumers to charge their vehicles off-peak, overnight, taking advantage of
lower cost electricity tariffs.Any timer used for the charging of an electric vehicle must be suitably
rated and meet national standards. As we move to a ‘smarter’ charging system and grid
interoperability the use of timers will not be necessary.
c. I am visiting a friend who doesn’t have a dedicated electric vehicle socket-outlet
and Mode 3 system. How should I charge my vehicle responsibly from my friend’s
residential property?’
In order to facilitate the market penetration of electric vehicles, the availability of the existing
infrastructure (BS 1363 and BS EN 60309-2) for vehicle charging must not be impeded.The long-term
objective is not for this to be the primary means of charging a vehicle, but it must remain as an option
to allow drivers to continue journeys and charge where dedicated infrastructure is not available.
The move towards the use of Mode 3 or Mode 4 dedicated charging systems is motivated by the
long-term industry objectives for improved energy management in the home.The objective must be
to pr
o
vide communication between the electric vehicle and the installation to allow ‘smart’ solutions
pr
o
viding measures for off-peak charging and energy management for the consumer charging at home
b
y pr
oviding control over charging periods.This level of interoperability requires a Mode 3 charging
system.
P
eople and equipment saf
ety depends on the state of the pre-existing domestic electrical wiring,
which ma
y ha
ve deteriorated or not upgraded to the latest standards. Therefore BEAMA only
suppor
ts the use of electric v
ehicle charging equipment if the electrical installation within a property
fits within the f
ollo
wing criteria.
•
The household wiring and installation has been check
ed b
y a competent electrician
ensuring it meets with cur
r
ent standards and regulations.The OLEV Plug-In Vehicle
Infrastructur
e Strateg
y states that ‘owners who plan to charge their vehicles at home
should ha
v
e their wiring checked to ensure that it is appropriate.’
•
If using a Mode 2 system the domestic 3 pin socket-outlet used to connect the vehicle to
the network must fully comply with the standard BS 1363;
•
The complete charging system must comply fully with UK wiring regulations (BS 7671);
•
Guidance produced by electric vehicle manufacturers, specific to a vehicle’s particular
needs, must be observed when deciding on the method of charging;
•
Under Standard HD 60364-7-722:2012, Requirements for special installations or locations
– Supply of electric vehicle, the use of ‘portable socket-outlets are not permitted’ for the
charging of electric vehicles. Therefore the use of cable reels,extension leads and adaptors
is strongly ill advised.
If the above criteria cannot be met the vehicle user and the property from which the electric vehicle
is being charged may be exposed to risks.
Page 23
13
3.1.1. Examples of infrastructure used for domestic charging
The following modes can be used for the charging of an electric vehicle from a residential property:
•
Mode 2
•
Mode 3
Two examples of dedicated Mode 3 chargepoints for residential use are shown below. For guidance
on the installation of charging infrastructur
e please refer to the IET Code of Practice for Electric
Vehicle Charging Equipment Installation.
Figure 11
Mode 3 wall mounted
chargepoints with
tethered cable.
Page 24
14
3.2.
PUBLIC CHARGING OF ELECTRIC VEHICLES
Frequently asked questions
a. Where is public charging infrastructure being installed in the UK?
While it is foreseen that the majority of charging will take place at home,a significant level of publicly
accessible charging infrastructure is being installed across the UK in order to ensure electric vehicle
users can top-up their battery charge.
The UK Government made available £30 million match-funding for eight pilot projects across the UK
to install and trial recharging infrastructure
15
, establishing eight local charging networks. These,
Plugged-In Places’ ar
e providing a focus for the development of regional networks of public,
residential and commercial infrastructure.The eight Plugged-In Places are:
North East
Milton Keynes
London
Northern Ireland
Scotland
Midlands
East of England
Greater Manchester
Plugged-In Places
Electric vehicle infrastructure
The Plugged-In Places scheme offers match-funding to support the cost of installing
a critical mass of electric vehicle charging infrastructure in lead places across the UK.
Projects highlighted on the map above have collectively been awarded Government
funding of up to £30m.
•
London
•
Milton Keynes
•
North East
•
East of England
•
Greater Manchester
•
Midlands
•
Northern Ireland
•
Scotland
Figure 12:
Map showing locations
of UK Plugged-In
Places regions
15
June 2011, Making the Connection:The Plug-In Vehicle Infrastructure Strategy, Office for Low Emission vehicles
http://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy
Page 25
15
This initiativ
e has enabled the private sector to enter the market and make significant investments in
recharging infrastructure, meaning the creation of an extensive public charging network, achieved
with less public money spent. For example, by the end of this year, one such private sector
organisation expects to ha
ve the UK’s first privately funded large scale network set up in 100 towns
and cities, providing 4,000 electric vehicle charging bays, and other organisations are emerging with
national charging ambitions and business models.
The public charging infrastructure is being strategically placed, in areas easy to locate and access,
identifying where the infrastructure is most needed,for example, in car parks,shopping centres, park
and ride sites and town centres.
b. How can I find public charging infrastructure?
Various membership programmes and infrastructure providers make individual records of
chargepoint locations available to electric vehicle drivers.However, while some of these membership
programmes are now being interlinked, there has been no UK centralised record for the location of
charging infrastructure.
In order to help electric vehicle drivers access chargepoints,the Government is developing a National
Chargepoint Registry (NCR). This is a database of publicly accessible chargepoints across the UK,
a
vailable on data.g
ov.uk. It is envisaged that the Registry will be fully developed and tested over the
coming months,
allo
wing businesses to innovate and provide products, such as satnav and mobile
a
pps,
for electric vehicle owners to access.
c
.
How can I access charging infrastructure?
Electric v
ehicle charging infrastructur
e may be provided in a variety of locations including on-street,
in a public or private car park,
at y
our place of work or in your home. Normally for home charging
y
our installer will inf
orm you how to access the device as will your employer where charging is
pr
o
vided in the workplace.
T
o use a charger in a public location such as on-str
eet or in a public car park that is not a pay-as-yougo system, you will need to be a member of an electric vehicle scheme.These schemes exist across
the UK and as part of the membership package you will be issued with a card.
This card can be used with any public chargepoint that is linked to your membership programme.The
charging points normally carry a logo which identifies which membership cards can be used. Simply
present the card to the chargepoint and it will be unlocked for you.
Some of the membership programmes are now being interlinked so that you can use your card to
access changing points across the UK.
Figure 13:
Source London electric
vehicle membership
scheme. Example of RFID
card and the charging
points installed in public
locations accessible using
the Source London
membership card.
Page 26
16
d. What infrastructure is being provided to enable longer journeys?
The majority of trips made in a vehicle are well within the range of an electric vehicle battery. 95%
of journe
ys made in Great Britain are less than 25 miles
16
,
and the average length of a journey is only
8.4 miles.
Mode 4 chargers are available for the rapid charging of electric vehicles, enabling drivers to have the
available option to extend their journeys beyond the standard range of their battery.Plans are being
de
veloped to install Mode 4 chargers across the UK to provide a network of rapid charging enabling
a charge time of approximately 20 minutes. This infrastructure will be installed in particular
geographic areas where it is most needed,for example, installation at motorway service stations will
allo
w for longer journeys across the country.
3.2.1. Examples of infrastructure used for public charging
The following modes can be used for the public charging of an electric vehicle:
•
Mode 3
•
Mode 4 (with tethered cable)
Examples of the dedicated chargepoints available for installation in public places are shown below.For
guidance on the installation of charging infrastructure please refer to the IET Code of Practice for
Electric Vehicle Charging Equipment Installation.
Public charging equipment can be installed with an energy meter which supports billing/Pay-As-YouGo transactions based on energy consumption when used by a customer to charge an electric
vehicle.This is also required for energy management purposes.
16
National Travel Survey 2010,Average number of trips by trip length and main mod: Great Britain 2009
www2.dft.gov.uk/pgr/statistics/datatablespublications/nts/latest/nts2009-03.pdf
AC
Charging
Equipment
COM
AC
Alternating
current electricity
supply
Dedicated vehicle
inlet and connector
BS EN 62196
Charging
cable
Dedicated socket-outlet
IEC 62196-2
Electricity
meter
Figure 14:
Public charging
infrastructure
Page 27
17
Figure 15:
Mode 3 public c
hargepoint.
Meter and socket-outlet.
Figure 16:
Mode 4 public chargepoint.
Meter and tethered cable for
DC charging.
Page 28
18
3.3.
COMMERCIAL AND FLEET CHARGING INFRASTRUCTURE
The commercial use of electric vehicles will constitute a large part of the e-mobility market.To date
more than half of all new electric vehicle sales have been for business and fleet use.This is driven by
the cost incentives for businesses in running an electric or hybrid fleet, as well as acknowledging a
company’s corporate social responsibility to reduce carbon emissions and improve the environmental
impact of commercial activity. With the introduction of the Plug-in Van Grant
17
it is likely that the
commercial use of such vehicles will continue to grow.
The development of cost effective solutions for infrastructure to support fleets of electric vehicles
is very important. In addition, drivers of electric vehicles are likely to charge during the day at work
and this will be a necessar
y infrastructure base, secondary to charging at home over night.
Issues related to energy densities and maximum energy demand for fleets may emerge as the
commercial use of these vehicles becomes more prevalent.The commercial charging of vehicles will
be governed by specific site policies and the electrical responsibilities of the site owner.
Companies wishing to adopt an electric vehicle fleet can install Mode 3 chargers, like the one shown
below, along with specific fleet management services which can ensure charged vehicles are always
available for use.The specifications for fleet infrastructure are the same as those documented for
public charging applications, however in this case you may wish to install multiple points, depending
on the number of vehicles being used.For further guidance on the development of an electric vehicle
fleet please see Plugged-in Fleets, A Guide to Developing Electric Vehicle Fleets
18
published by The
Climate Group in February 2012.
17
http://www.dft.gov.uk/topics/sustainable/olev/plug-in-van-grant/
18
The Climate Group, 2012, Plugged-in Fleets,A Guide to Developing Electric Vehicle Fleets
http://www.theclimategroup.org/_assets/files/EV_report_final_hi-res.pdf
Figure 17:
Mode 3, 22kW electric
vehicle charge-points.
Page 29
19
The UK electric powered two wheeler (ePTW)
sector is expanding rapidly, driven by the need for
a greener, low emission transport alternative.
Registration figures indicate that in excess of 3,000
ePTWs are now on the UK’s roads.
The Electric P
owered Two Wheeler (ePTW) sector has sought out solutions to the issues of design,
man
ufacture and sales of a new generation of electric powered two wheeled vehicles,creating a route
to mark
et that is designed to meet the demands of a new generation of commuters.
ePTWs ha
ve a key role to play in any low carbon transport, particularly in the urban commuter
sector
. For solo commuters, the ePTW offers an emission free, congestion proof, time saving and
more efficient transport option. With an average urban commute of 9 miles, and no requirement to
exceed 40mph, 75% of the current crop of ePTWs is capable of matching the needs of the today’s
urban commuter.
B. Charging Systems for
Electric Motorcycles
Page 30
20
4. CHARGING MODES FOR ELECTRIC MOTORCYCLES
The following section details the technical requirements for the charging of electric motorcycles and
the corresponding guidance on the best practice use of charging equipment for electric motorcycles.
4.1. HOME CHARGING OF ELECTRIC MOTORCYCLES
Home charging is being embraced by many new designs with the introduction of removable
‘cartridge’ type battery packs which can be removed from the machine and recharged in the home
or office.
•
The electric motorcycle is connected to the main AC supply network (mains) via a
fix
ed, non-dedicated standard BS 1363, 13Amp, 3-pin socket-outlet.
•
There is no in-cable control box, or built-in control on the motorcycle side during
charging. It is recommended that an in-line RCD is installed in the house/domestic outlet
being used to charge the motorcycle.
•
The safety of the equipment and the user is dependent on the state of the pre-existing
domestic electrical wiring and compliance with the latest standards as outlined in
chapter 5.The pre-existing electrical installation in the property must be checked by a
competent electrician.
AC
AC
Alternating current
electricity supply
Charging
cable
Non-dedicated
socket outlet
BS EN 60309 / BS 1363
Figure 18:
Electric motorcycle charging,
non-dedicated socket-outlet
Page 31
21
Electric motor
cycles are charged using a Mode 1 system; therefore there are inherent risks in the
absence of RCD protection. If there is no dedicated charging infrastructure available for use, it is
strongly recommended that RCD protection is installed for the charging of electric motorcycles from
BS 1363 sock
et-outlets. Provided there is guaranteed provision of RCD protection during charging,
the use of BS 1363 meets the required needs for the charging of electric motorcycles.
Specific guidelines developed by vehicle manufacturers for electric motorcycle models must also be
f
ollowed.
4.2. PUBLIC CHARGING OF ELECTRIC MOTORCYCLES
Almost all of the current fleet of ePTWs in the UK carry an on-board charging cable fitted with a
BS 1363 3 pin socket-outlet.
Electric motorcycles can charge in public areas using existing public infrastructure where a BS 1363
socket-outlet is provided. However, in many cities motorcycle parking is free, but only in dedicated
motorcycle parking bays and currently very few are equipped with dedicated charging infrastructure.
4.2.1. SPECIFICATIONS FOR ePTW PUBLIC CHARGEPOINTS
•
Able to deliver 13A for up to six hours per charge
•
Pr
otected fr
om rain and the ingress of other foreign objects
•
Lock
ed or closed when not in use
•
Access and po
w
er provided only to identified persons
•
Plug lock
ed in the station during the charging period
Belo
w is an example of the type of dedicated charging point a
vailable for use by electric motorcycles
in the UK.
Figure 19:
Public chargepoint
for electric motorcycles
Page 32
22
Page 33
23
5. Standards
5.1. CURRENT STANDARDISATION ACTIVITY
With the gr
o
wth of the electro-mobility market internationally and throughout Europe, there are
no
w r
equirements for standards and regulatory frameworks to be developed for the industry.
Gr
o
wth in the market will be facilitated by the development of standards which will help to remove
mark
et bar
riers and improve client acceptance.
The Eur
opean Commission/EFT
A issued the mandate M/468 to CEN and CENELEC on European
Electr
o-mobility standar
disation in 2010.This mandate aims to:
•
Ensur
e inter
operability and connectivity between the electricity supply point and the
charger of electric v
ehicles,
including the charger of their removable batteries, so that this
charger can be connected and be inter
operable in all EU states.
•
Ensur
e inter
operability and connectivity between the charger of electric vehicle- if the
charger is not on-boar
d,
and the electric vehicle and its removable battery, so that a
charger can be connected, can be interoperable and charge all types of electric vehicles
and their batteries.
•
Appropriately consider any smart charging issue with respect to the charging of electric
vehicles.
•
Appropriately consider safety risks and electromagnetic compatibility of the charger of
electric vehicles in the field Directive 2006/95/EC (LV) and Directive 2004/108/EC (EMC).
This concerns all electric vehicles, including mopeds, two-and three-wheel vehicles and quadricycles
(category L1-L7) as well as four wheel vehicles (category M1 and M2).
The current acceleration in the industrial development of electric vehicles and associated
infrastructure has now led to acceleration in standardisation work.There are a number of national,
European and international standards committees relevant to the development of an interoperable
and functional electric vehicle infrastructure network. These include the IEC, ISO, ITU-T, CEN,
CENELEC, ETSI and BSI. It is therefore a complex working environment dealing with many crosssector issues. A recent memorandum of understanding between ISO and IEC will improve the close
coordination of activities, while CEN and CENELEC have agreed to collaborate on the
standardisation subjects to avoid duplication of activity.
The communications aspects of electro-mobility standardisation are to be dealt with in other existing
groups, including the CEN, CENELEC and ETSI Smart Grid Co-ordination Group and the similar
CEN, CENELEC and ETSI Group for Intelligent Transport Systems.
C. Technological Development
Page 34
24
Se
veral relevant standards are in the process of being finalised in Europe and have already been
published by IEC:
Requir
ements for electrical installations.The
national standard in the UK for low voltage
electrical installations.
International standard for plugs and socketoutlets and couplers for industrial purposes.
British standard which specifies the most
common type of domestic AC power plugs
and socket-outlets used in the UK.
Plugs, socket-outlets, vehicle couplers and
vehicle inlets. Dimensional interchangeability
requirements for A.C. pin and contact-tube
accessories.The present standard allows for
the use of the same socket-outlet format for
all applications from single phase to 3 phase
and from 16A to 63A with auxiliary
contacts.
International standard for electric vehicle
inductive charging systems
Requirement for all AC charging installations
to be protected by a residual current device
(RCD), which will protect against electric
shock in case of failure of the isolation.
Published, in 2011, based on IEC 61851-1,
specifying the modes of charging.
Under preparation and will specify
general provisions for the installation which
will ensure safety for fixed installations of
charging stations.
Ratified and proceeding to publication.
‘Requirements for special installations or
locations – Supply of electric vehicle’.
BS 7671
BS EN 60309 and IEC 60309
BS 1363
BS EN 62196 and IEC 62196
IEC61980
IEC 60364-7-722 and
CENELEC HD 60364-7-722
BS EN 61851
HD 60364-7-722:2012
Standard
Definition
Table 5:
Rele
vant standards
Page 35
25
6. Inductive and other Wireless
Charging Systems
Inductive charging technologies for electric vehicles are not yet commercially available on the UK
market but are currently being trialled through pilot projects.Standards are currently being developed
for this technology to enable the wireless charging of electric vehicles.
The 10-y
ear-old standard IEC 61980, Vehicle Inductive Charging Systems, requires revision and
rewriting which is to be done by a Joint Working Group (JWG) of ISO/IEC.
JWG ISO/IEC PT61980 of ISO TC22/SC21, Electrically Propelled Road Vehicles and IEC TC69, Electric
Road Vehicles and Electric Industrial Trucks, are working on standards for the wireless charging of
electric vehicles, in close cooperation with SAE (J2954; USA) and the relevant European mirror
committee CENELEC TC69X.
6.1. IEC61980 “ELECTRIC VEHICLE INDUCTIVE CHARGING SYSTEMS”
Introduction
Part 1 of this standard covers general requirements for electric vehicle inductive and/or the wireless
transfer of electric power including general background and definitions.This standard is developed for
the manufacturers’ convenience by providing general and basic requirements for inductive and/or
wireless transfer of electric power to the electric vehicle.
Scope
This standar
d applies to the equipment for the wireless bidirectional transfer of electric power from
the suppl
y network to electric vehicles for purposes of supplying electric energy to the Rechargeable
Energ
y Storage System (RESS) and/or other on-board electrical systems in an operational state when
connected to the suppl
y network, at standard AC supply voltages per IEC 60038 up to 690 V.
The aspects co
vered include the characteristics and operational conditions of the supply equipment
to the v
ehicle. This standard includes standards for electromagnetic compatibility, electrical safety,
operational characteristics functional characteristics and comm
unication.
6.2.
SPECIFICATIONS FOR INDUCTIVE CHARGING INFRASTRUCTURE
Inductiv
e charging can be used to re-charge an electric vehicle using an electromagnetic field to
transf
er energy between the vehicle battery and the electricity supply. The advantage for the charging
of an electric v
ehicle is that there is no need for a cable connection to be made between the vehicle
and the chargepoint,
therefore making it easy to use and minimising the potential for misuse of a
charging system.
Page 36
26
7. Conclusion
With electric vehicles now providing a new interface between the transport system and the grid,
within and away from domestic properties, energy management and safety is of key importance.
This guide is intended for industry, in particular, consumer-facing organisations to ensure the best
practice use of electric vehicle charging equipment.The guide will be annually updated to include new
technologies and industry solutions for interoperability and energy efficiency as they develop onto
the UK market.
It is essential consistent messages on the best practice and saf
e use of charging infrastructure are sent
to electric vehicle drivers to ensure they are aware of how to handle high power supply currents
required for an electric vehicle charge. Following available industry guidance the charging of an
electric v
ehicle will remain a safe activity in accordance with UK wiring regulations and standards.
The growth of the electric vehicle market also provides an opportunity to support low carbon energy
generation, and, in order to optimise the environmental benefits of e-mobility, off-peak charging
measures should be encouraged. While there is less ‘smart charging’ functionality available to the
consumer today, industry is working closely to ensure that this can be achieved as the roll-out of
smart metering and the future smart grid evolves,ensuring the future proofing of Mode 3 installations
made today.In the meantime it is important consumers are made aware of electricity tariffs currently
available to encourage off-peak charging.
Page 37
27
i. Glossary
ABI Association of British Insur
ers
ACEA European Automobile Manufacturers Association
ACEM The Motorcycle Industry in Europe
BEAMA The British Electrotechnical and Allied Manufacturers Association
BEVIP BEAMA Electric Vehicle Infrastructure Project
BSI British Standards Institution
CEN Eur
opean Committee for Standardisation
CENELEC Eur
opean Committee for Electrotechnical Standardisation
CW Central
White-list
ePTW Electric P
owered Two Wheelers
EFT
A
Eur
opean Free Trade Association
eMCIA Electric Motor
cycle Industry Association
ETSI Eur
opean Telecommunications Standardisation Institute
EVSE Electric
Vehicle Supply Equipment (electric vehicle charging equipment)
IC-RCD In Cable Residual Cur
rent Device
IEC The International Electr
otechnical Commission
IET The Institution f
or Engineering and Technology
ISO The International Organisation f
or Standardisation
ITU-T The International
Telecommunication Union
JWG Joint Working Group
NCR National Chargepoint Registry
OLEV Office for Low Emission Vehicles
RCD Residual Current Device
RESS Rechargeable Energy Storage System
SAE Society of Automotive Engineers
SMMT Society for Motor Manufacturers and Traders
SPD Surge Protective Device
Page 38
28
Electric vehicle A vehicle powered,in part or in full, by a battery that can be directly plugged into the mains.
17
The term plug-in v
ehicle may also be used.
Public chargepoint This refers to the public accessible infrastructure installed for the charging of electric
vehicles. That is, infrastructure available for use by any member of the public.
Smar
t charging
‘Smar
t’ charging is when the charging cycle of an EV can be altered by external events,
including energy price and provision of low carbon energy on the network. This allows for
adaptive charging habits and the more efficient management of energy used to charge an EV.
Future capabilities for smart charging are likely to include communication functions between
the vehicle and a meter and potentially the grid.This will be enabled through Mode 3 charging.
‘Smart’ charging from public infrastructure involves additional functionality, such as the
identification of chargepoint locations.
Not all ‘smart’ functionality is available today but in order to future proof infrastructure this is
a key consideration for electrical installations in the domestic, public and commercial setting.
Smart Grid A Smart Grid is an electricity network that can cost-efficiently integrate the behaviour and
actions of all users connected to it – generators, consumers and those that do both – in
order to ensure an economically efficient, sustainable power system with low losses and high
levels of quality and security of supply and safety (The definition is given in the EU Mandate,and
adopted by BEAMA Smart Grid Task Force 2011).
Overcurrent protection device “Overcurrent protection” is defined as – protection intended to operate when the current
is in excess of a pr
edetermined value. So, it follows that the definition of an
“o
vercurrent
pr
otection device”
is – a de
vice intended to operate when the current is in excess of a
pr
edetermined value.
Sock
et-outlet
Plug
V
ehicle inlet
V
ehicle connector
ii Definitions
17
SMMT Electric Car Guide 2011 http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/
Vehicle
connector
Vehicle inlet
Socket
Outlet
Plug
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Categ
ory M1
V
ehicles used for the carriage of passengers and comprising no more than eight seats in
addition to the driver’s seat
Category M2 Vehicles used for the carriage of passengers and comprising more than eight seats in
addition to the driver’s seat, and having a maximum mass not exceeding 5 tonnes (ACEA)
IP4X Protection from access to hazardous live parts by a probe of 1mm diameter penetrating
the enclosur
e and protection from the ingress of foreign objects having a diameter of
1mm or more but no protection against the harmful ingress of water is specified (based
on the BS EN 60529 requirements).
IP55 Protection from access to hazardous live parts by a probe of 1mm diameter penetrating
the enclosure and protection from ingress of a harmful deposit of dust ( limited ingress of
dust is permitted) and protection against the harmful effects of low pressure jets of water
from all directions (limited ingress of water is permitted) (based on BS EN 60529
requirements).
Legacy vehicles This refers to the electric vehicles sold in the UK before a dedicated charging
infrastructure was developed and that are provided with a charging cable with a BS 1363
plug attached, allowing for Mode 2 charging.
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Picture Credits
Front Cover: EDF Energy
Figure 6: IEC 62196-2 Type 1 plug and socket-outlet, SAE International
Figure 7: IEC 62196-2 Type 2 plug and socket-outlet, Mennekes
Figur
e 8: IEC62196-2 Type 3 plug and socket-outlet with shuttered outlet pins,Schneider Electric
Figure 9: BS 1363 13amp domestic socket-outlet, Honeywell
Figure 10: BS EN 60309-2 Industrial socket-outlets, 16 and 32amp, Honeywell
Figure 11 Mode 3 wall mounted chargepoints with attached cable, Schneider Electric and Siemens
Figure 12: Map showing locations of UK Plugged-In Places regions, Office for Low Emission Vehicles
Figure 13: Source London, electric vehicle membership scheme. Example of RFID card use and the charging
points installed in public locations accessible using the Source London membership card,
Siemens
Figure 15: Mode 3 public chargepoint. Meter and socket-outlet,Siemens
Figure 16: Mode 4 public chargepoint. Meter and attached cable for DC charging, Siemens
Figure 17: Mode 3 22kW electric vehicle chargepoints, Schneider Electric
Figure 19: Dedicated chargepoint for electric motorcycles, apt technologies
References
BS EN 60309-2: 1999 – Plugs, socket-outlets and couplers for industrial purposes
BS EN 1363: 1995 – 13A plugs, socket outlets, adaptors and connection units
BS EN 62196: 2011 – Plugs, socket-outlets, vehicle couplers and vehicle inlets
BS 7671: 2008 – Amendment No 1: 2011 – Requirements for electrical installations. IET Wiring Regulations,
Seventh Edition. HD 60364-7-722:2012 Requirements for special installations or locations – Supply of electric vehicle,
(ratified and proceeding to publication)
SMMT, 2011, Electric Car Guide
IET, 2012, Code of Practice on Electric Vehicle Charging Equipment Installation
Department for Transport, OLEV, 2011,Making the Connection:The Plug-in Vehicle Infrastructure Strategy
National Travel Survey 2010, Average number of trips by trip length and main mode: Great Britain 2009
The Climate Group, 2012, Plugged-in Fleets, A Guide to Developing Electric Vehicle Fleets
RCD Handbook, BEAMA Guide to the Selection and Application of Residual Current Devices, 2010,
http://www.beama.org.uk/en/publications/guidance-documents.cfm/RCD-handbook-dec-2010
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