INSTALLATION GUIDE FOR ELECTRIC VEHICLE SUPPLY EQUIPMENT .
INSTALLATION GUIDE FOR ELECTRICVEHICLE SUPPLY EQUIPMENT (EVSE)An Introduction to EVSEPrepared by:The Massachusetts Department of Energy ResourcesJune, 2014Neither DOER nor the other agencies, companies and individuals contributing to or assisting in the preparation ofthis document make any warranty, guarantee or representation (express or implied) with respect to the usefulness oreffectiveness of any information presented in this document, nor assume any liability for damages arising from theuse of this document.This Guide is not intended to be an installation manual or a replacement for approved codes and standards, butrather is intended to create a common knowledge base of EV requirements for stakeholders involved in thedevelopment of EV charging infrastructure. EVs have unique requirements that differ from internal combustionengine (ICE) vehicles, and many stakeholders currently are not familiar with these requirements.
Electric Vehicle Charging Infrastructure Deployment Guide - 2014Table of Contents1. Introduction2. TechnologyA. Electric Vehicle TechnologyBattery Electric Vehicles (BEVs)Plug –in Electric Vehicles (PHEVs)BatteriesBattery TechnologyRelative Battery CapacityBattery Charging TimesB. Electric Vehicle Supply Equipment (EVSE) TechnologyVehicle Charging ComponentsJ1772 CouplerCharging Station LevelsLevel 1Level 2Fast ChargingSAE Standards for Fast Charging3. PlanningA. Determining Equipment NeedsAppropriate Charging LevelSoftware RequirementsB. Site AssessmentPower ProximityPotential TrenchingCord ManagementLightingC. Site SelectionCostVisibilityADA Compliance4. Safe ImplementationA. Installation Codes and U.L. Information for EVSE’sB. National Electric Code 625 InformationC. Diagram5. Acknowledgements6. Resources2
Electric Vehicle Charging Infrastructure Deployment Guide - 2014Charging station (free Juice bar) at the Charles Hotel in Cambridge, MA.1. INTRODUCTIONIn the US alone, there are approximately 270 million vehicles, of all kinds and sizes—thatcirculate on the U.S. transportation system. Of these, 250 million are highway vehicles—approximately one-fifth of the world's passenger vehicles and 40 percent of its trucks andbuses.1 The transportation sector accounts for 70.2 percent of total petroleum consumption inthe United States. It is the second largest consumer of energy, next to the industrial sector andis the single largest sector generating greenhouse gas emissions, accounting for about one-thirdof the U.S. total.2Massachusetts is a leader in promoting the transformation of our transportation system toalternative fuel vehicles that improve our environment and economic stability. TheCommonwealth is committed to a clean environment and EVs will play an important part in ourimplementation of the 2008 Global Warming Solutions Act and the Green Communities Act. Inaddition the State has adopted zero emissions vehicle regulations which requires auto1US Department of Transportation, Bureau of Transportation Statistics, 2012 and Transportation Statistics AnnualReport, p.1-2.2US Department of Transportation, Bureau of Transportation Statistics, 2012 and Transportation Statistics AnnualReport, p.61.3
Electric Vehicle Charging Infrastructure Deployment Guide - 2014manufacturers to sell at least 11 percent of their total vehicle sales “zero emission vehicles”(ZEV), such as electric vehicles with increasing percentages through model year 2018.In the early years of the automobile industry -- around the turn of the century -- batterypowered electric vehicles (EVs) were quite popular. More than 360 electric recharging stationsdotted the landscape in and around Boston alone! Despite the advantages of reduced airpollutants, convenience, and virtually silent driving, electric vehicles fell from favor because oftheir slow acceleration, low speeds, and limited range between battery recharges.This is no longer the case with EVs. A new generation of electric vehicles has come to marketwith the technical sophistication and performance able to serve the needs of many of today’sdrivers. The average US driver travels 36 miles per day across 4 trips. Drivers in rural areasaveraged 11 more miles in vehicle travel per day than their urban counterparts—34 versus 23miles.3 Industry has received over two billion dollars from the federal government and isinvesting in EVs, which meet commuter and driving needs as well as provide jobs for batteryand car production in the U.S.As the EV industry reemerges in the beginning of the 21st century, the development of aninfrastructure for recharging at home, at work, and at public locations is imperative. Generally,EV charging infrastructure consists of three components: (1) electrical service from the localutility, (2) on-site wiring, and (3) charging stations.Because electrical service is available almost everywhere, the widespread development of EVcharging stations is technically feasible. The New England bulk electricity supply system cangenerally meet the demand for power, and the utilities are involved with us in ensuring thatlocal distribution issues are minimized. For installation of EVSE to occur, EV users will need tolearn about the EV equipment and the requirements for proper installation - subjects coveredin this guide. Users of EV charging stations can be assured that EVSE is designed with multiplesafety features, preventing the possibility of electric shock even if the person charging thevehicle is exposed to rain, snow, or inadvertently touches the EVSE connector.In most cases, EV owners seek the economy and convenience of home charging and will have toassume responsibility for installing the EVSE. Despite the residential charging expected tooccurring, further publically accessible, commercial infrastructure is required to allay range fearand enable practical driving patterns.3US Department of Transportation, Bureau of Transportation Statistics, 2012 and Transportation Statistics AnnualReport,p.22 .4
Electric Vehicle Charging Infrastructure Deployment Guide - 2014While the process of installing the EVSE at a home or business is not complicated, importantprocedures must be followed to ensure safe and efficient charging opportunities.We hope this guide will increase understanding of the battery electric cars and how they workwith EVSE, to make planning and installation easier.2. TECHNOLOGYA. Electric Vehicle TechnologyThis section describes the basic EV car and light and medium duty truck technologies that areeither available in the marketplace or coming to market in the near future. The focus of thissection is on street-legal vehicles that incorporate a battery energy storage device that canconnect to the electrical grid for the supply of some or all of its fuel energy requirements.There are two main vehicle configurations and the relative size of their battery packs arediscussed in relationship to recommended charging infrastructure.5
Electric Vehicle Charging Infrastructure Deployment Guide - 2014Battery Electric Vehicles (BEVs)BEVs are powered 100% by the battery energy storage system available on-board the vehicle.The Nissan LEAF is an example of a BEV. A BEV is refueled by connecting it to the electrical gridthrough a connector system that is designed specifically for this purpose. Most advanced BEVshave the ability to recapture some of the energy storage utilized through regenerative braking(in simple terms, the propulsion motor acts as a generator during braking). When regenerativebraking is applied, BEVs can typically recover 5 to 15 percent of the energy used to propel thevehicle to the vehicle speed prior to braking. Sometimes manufacturers install solarphotovoltaic (PV) panels on vehicle roofs. This typically provides a very small amount of energyrelative to the requirements of propelling the vehicle, but integrating PV in the roof typicallycan provide enough power to operate some small accessory loads, such as a radio.A typical BEV is shown in the block diagram below. Since the BEV has no other significantenergy source, a battery must be selected that meets the BEV range and power requirements.BEV batteries are typically an order of magnitude larger than the batteries in hybrid electricvehicles and are generally found in the vehicle’s trunkPlug–in Hybrid Electric Vehicles (PHEVs)PHEVs are powered by two energy sources. The typical PHEV configuration utilizes a batteryand an internal combustion engine (ICE) powered by either gasoline or diesel. Within the PHEVfamily, there are two main design configurations, a Series Hybrid and a Parallel Hybrid.6
Electric Vehicle Charging Infrastructure Deployment Guide - 2014Chevy Volt EngineThe Series Hybrid vehicle is propelled solely by the electric drive system, whereas the ParallelHybrid vehicle is propelled by both the ICE and the electric drive system. As with a BEV, a SeriesHybrid will typically require a larger and more powerful battery than a Parallel Hybrid vehicle inorder to meet the performance requirements of the vehicle solely based on battery power.7
Electric Vehicle Charging Infrastructure Deployment Guide - 2014Manufacturers of PHEVs use different strategies in combining the battery and ICE. For example,the Chevy Volt utilizes the battery only for the first 40 miles, with the ICE generating electricityfor extended range on the vehicle (EREV). Other PHEVs may use the battery power forsustaining motion and the ICE for acceleration or higher-energy demands at highway speeds.Frequently, the vehicles employing the first strategy gain a designation such as “PHEV-20” toindicate that the first 20 miles are battery only. Other terms related to PHEVs may includeRange Extended Electric Vehicle (REEV) or Extended Range Electric Vehicle (EREV).Batteriesa. Battery Technology: Recent advancements in battery technologies will allow EVs tocompete with ICE vehicles in performance, convenience, and cost. Although leadacid technology serves many EV applications like forklifts and airport groundsupport equipment very cost-effectively, the limitations on energy density andrepeated cycles of charging and discharging make its application to on-roadhighway speed EVs less practical. Today, most major car companies utilize nickelmetal-hydride or various lithium-based technologies for their EVs. Lithium providesfour times the energy of lead-acid and two times that of nickel-metal-hydride. Thematerials for lithium-based batteries are generally considered abundant, nonhazardous, and lower cost than nickel-based technologies. The current challengewith lithium-based technologies is increasing battery capacity while maintainingquality and cycle life and lowering production costs. From an infrastructurestandpoint, it is important to consider that as battery costs are driven down overtime; auto manufacturers will increase the size of the lithium-based battery packs,and thus extend the range of electric vehicles.b. Relative Battery Capacity: Battery size, or capacity, is measured in kilowatt hours(kWh). Battery capacity for electric vehicles will range from as little as 3 kWh to aslarge as 40 kWh or more. Typically, PHEVs will have smaller battery packs becausethey have more than one fuel source. BEVs rely completely on the storage fromtheir battery pack for both range and acceleration and therefore require a muchlarger battery pack than a PHEV for the same size vehicle.c. Battery Charging Times: The amount of time to fully charge an EV battery is afunction of the battery size (kWh) and the amount of electric power or kilowatts(kW) that a car can accept and an electrical circuit can deliver to the battery. Largercircuits, as measured by voltage and amperage, will deliver larger draws. Despitewhat can be delivered, it is the EV’s on board charger that will determine theultimate draw in cases where EVSE can dispense at the higher rate.8
Electric Vehicle Charging Infrastructure Deployment Guide - 2014The common US wall outlet, 120 volts AC (VAC), 15 amp circuit will deliver atminimum 1.2 kW to a battery. A 240 VAC, 40 amp circuit (similar to the circuit usedfor household appliances like dryers and ovens) will deliver at minimum 6.5 kW.The classifications of different charging levels is based upon the level at which theequipment can dispense power.Circuit Size and Power in kW Delivered to HEV BusBattery Size(kWh)4816243550120 VAC, 15amp1.2 kW3 h 20 m6 h 40 m13 h 20 m20 h29 h 10 mn/a120 VAC, 20amp1.6 kW2 h 30 m5h10 h15 h21 h 50 mn/a240 VAC, 40amp6.5 kW35 m1 h 15 m2 h 28 m3 h 41 m5 h 23 m7 h 41 m480 DC, 85amp60 kWn/an/a16 m24 m35 m50 mB. Electric Vehicle Supply Equipment TechnologyThis section covers the terminology and general requirements of Electric Vehicle SupplyEquipment (EVSE). EVSE provides for the safe transfer of energy between electric utility powerand an electric vehicle.Vehicle Charging ComponentsPower is delivered to the EV’s onboard battery through the EV inlet to the onboard charger.This charger converts Alternating Current (AC) from the home or site to the Direct Current (DC)required to charge the battery in the vehicle. The onboard charger and EV inlet are consideredpart of the EV.A connector is a device that, by insertion into an EV inlet, establishes an electrical connection tothe EV for the purpose of information exchange and charging. The EV inlet and connectortogether are referred to as the coupler. The EVSE consists of the connector, cord, and interfaceto utility power. The interface between the EVSE and utility power will be directly “hardwired”to a control device or a plug and receptacle.9
Electric Vehicle Charging Infrastructure Deployment Guide - 2014During the 1990’s, there was no consensus on EV inlet and connector design. Both conductiveand inductive types of couplers were designed and in both cases, different designs of each typewere provided by automakers. At the present time, however, the Society of AutomotiveEngineers (SAE) has agreed that all vehicles produced by automakers in the United States willprovide an inlet that conforms to a single, specific connector, known as the J1772 Standard.J1772 ConnectorJ1772 InletJ1772 CouplerThe J1772 Standard EV coupler is designed for 10,000 connections and disconnections withexposure to dust, salt, and water; is able to withstand a vehicle driving over it; and is corrosionresistant. The J1772 Standard and National Electrical Code (NEC) requirements create multiplesafety layers for EV components, including:The EV coupler is engineered to prevent inadvertent disconnection. has a grounded pole that is the first to make contact and the last to break contact. has an interlock device that prevents vehicle startup while connected. is unique to EV charging and cannot be used for other purposes.The EV inlet is de-energized until it is attached to the EVSE. will de-energize prior to removal of the connector.10
Electric Vehicle Charging Infrastructure Deployment Guide - 2014Charging Station LevelsIn 1991, the Infrastructure Working Council (IWC) was formed by the Electric Power ResearchInstitute (EPRI) to establish consensus on several aspects of EV charging. Charging levels weredefined by the IWC, along with the corresponding functionality requirements and safetysystems. EPRI published a document in 1994 that describes the consensus items of the IWC4.Note: For Levels 1 and 2, the conversion of the utility AC power to the DC power required forbattery charging occurs in the vehicle’s on-board charger. In DC Fast Charging, the conversionfrom AC to DC power typically occurs off-board, so that DC power is delivered directly to thevehicle.The build out of charging infrastructure with diverse levels of charging will be necessary to theefficient promotion the widespread adoption of EVs. The levels of charginga. Level 1 – 120 volt AC: The Level 1 method uses a standard 120 volts AC (VAC) branchcircuit, which is the lowest common voltage level found in both residential andcommercial buildings. Typical voltage ratings can be from 110 – 120 volts AC. Typicalamp ratings for these receptacles are 15 or 20 amps. A 15 amp charge takes twice aslong as a 20 amp outlet. –EV suppliers provide a Level 1 Cord Set (120 VAC, 15 or 20 amps) with the vehicle. TheCord Set uses a standard 3-prong plug (NEMA 5-15P/20P) with a charge currentinterrupting device (CCID) located in the power supply cable within 12 inches of the11
Electric Vehicle Charging Infrastructure Deployment Guide - 2014plug. The vehicle connector at the other end of the cord will be the design identified inthe J1772 Standard. This connector mates properly with the vehicle inlet, also approvedby J1772.Because charge times can be very long at Level 1, many EV owners will be moreinterested in Level 2 charging at home and in publicly available locations. Some EVmanufacturers suggest their Level 1 Cord Set should be used only during unusualcircumstances when Level 2 EVSE is not available, such as when parked overnight ata non-owner’s home.Several companies provide kits to convert ICE and hybrid vehicles to plug-in vehicles.Many of these conversions use a standard 3-prong electrical plug and outlet toprovide Level 1 charging to their vehicles. With the standardization of EVs on theJ1772 Standard and the higher level of safety afforded by a J1772-compliantcharging station, existing vehicles will need to be retrofitted to accommodate aJ1772 inlet in order to take advantage of the deployment of EVSE infrastructure.12
Electric Vehicle Charging Infrastructure Deployment Guide - 2014b. Level 2 – 240 volt AC: Level 2 is typically described as the “primary” and “standard”method for the EVSE for both private and publicly available facilities. This methodspecifies a single-phase branch circuit with typical voltage ratings from 220 – 240volts AC. The J1772-approved connector allows current as high as 80 amps AC (100amp rated circuit). However, current levels that high are rare, and a more typicalrating would be 40 amps AC, which allows a maximum current of 32 amps. Thisprovides approximately 7.7 kW with a 240 VAC circuit.The higher voltage of Level 2 allows a much faster battery charge. Because of thehigher voltage, Level 2 has a higher level of safety requirements than Level 1under the NEC, including the requirement that the connector and cord behardwired to the control device and premises wiring.13
Electric Vehicle Charging Infrastructure Deployment Guide - 2014Level 2 Charging a Nissan Leafc. DC Fast Charging: This type of charging connection can raise the rate of charge toapproximately 75% to 80% in as little as 20 to 30 minutes, depending on battery size.This type of EVSE uses an off-board charger that transforms AC power to DC andbypasses the on-board charger. Generally, 208V three-phase or 480V service isrequired for this type of charging and may not be commonly available. In manycases, a new separate service will need to be installed by the local utility.SAE standards for Fast ChargingThe original version of J1772 defined AC Level 1 and AC Level 2 charge levels and specified aconductive charge coupler and electrical interfaces for AC Level 1 and AC Level 2 charging. Thenew revision incorporates DC charging where DC Level 1 and DC Level 2 charge levels charge14
Electric Vehicle Charging Infrastructure Deployment Guide - 2014coupler and electrical interfaces are defined. The standard was developed in cooperation withthe European automotive experts who also adopted and endorsed a combo strategy in theirapproach.Despite this standardization, there are two other Fast Charge couplers being used. Tesla has aproprietary coupler that works only with their cars. They have their stations that uniquely servetheir customers alone and are currently deploying them. Also available, and utilizedinternationally, is CHAdeMO. Certain upgraded Nissan LEAFs are equipped to handle thisconnector. Some stations may have both the J1772 Combo as well as
B. Electric Vehicle Supply Equipment (EVSE) Technology Vehicle Charging Components J1772 Coupler Charging Station Levels Level 1 Level 2 Fast Charging SAE Standards for Fast Charging 3. Planning A. Determining Equipment Needs Appropriate Charging Level Software Requirements B. Site Assessment Power Proximity Potential Trenching Cord Management
Bruksanvisning för bilstereo . Bruksanvisning for bilstereo . Instrukcja obsługi samochodowego odtwarzacza stereo . Operating Instructions for Car Stereo . 610-104 . SV . Bruksanvisning i original
10 tips och tricks för att lyckas med ert sap-projekt 20 SAPSANYTT 2/2015 De flesta projektledare känner säkert till Cobb’s paradox. Martin Cobb verkade som CIO för sekretariatet för Treasury Board of Canada 1995 då han ställde frågan
service i Norge och Finland drivs inom ramen för ett enskilt företag (NRK. 1 och Yleisradio), fin ns det i Sverige tre: Ett för tv (Sveriges Television , SVT ), ett för radio (Sveriges Radio , SR ) och ett för utbildnings program (Sveriges Utbildningsradio, UR, vilket till följd av sin begränsade storlek inte återfinns bland de 25 största
Hotell För hotell anges de tre klasserna A/B, C och D. Det betyder att den "normala" standarden C är acceptabel men att motiven för en högre standard är starka. Ljudklass C motsvarar de tidigare normkraven för hotell, ljudklass A/B motsvarar kraven för moderna hotell med hög standard och ljudklass D kan användas vid
LÄS NOGGRANT FÖLJANDE VILLKOR FÖR APPLE DEVELOPER PROGRAM LICENCE . Apple Developer Program License Agreement Syfte Du vill använda Apple-mjukvara (enligt definitionen nedan) för att utveckla en eller flera Applikationer (enligt definitionen nedan) för Apple-märkta produkter. . Applikationer som utvecklas för iOS-produkter, Apple .
och krav. Maskinerna skriver ut upp till fyra tum breda etiketter med direkt termoteknik och termotransferteknik och är lämpliga för en lång rad användningsområden på vertikala marknader. TD-seriens professionella etikettskrivare för . skrivbordet. Brothers nya avancerade 4-tums etikettskrivare för skrivbordet är effektiva och enkla att
Den kanadensiska språkvetaren Jim Cummins har visat i sin forskning från år 1979 att det kan ta 1 till 3 år för att lära sig ett vardagsspråk och mellan 5 till 7 år för att behärska ett akademiskt språk.4 Han införde två begrepp för att beskriva elevernas språkliga kompetens: BI
**Godkänd av MAN för upp till 120 000 km och Mercedes Benz, Volvo och Renault för upp till 100 000 km i enlighet med deras specifikationer. Faktiskt oljebyte beror på motortyp, körförhållanden, servicehistorik, OBD och bränslekvalitet. Se alltid tillverkarens instruktionsbok. Art.Nr. 159CAC Art.Nr. 159CAA Art.Nr. 159CAB Art.Nr. 217B1B
