3 The German Standardisation Roadmap for Electromobility – Version 3.0 AG 4 – Standardisation and Certification
3
The German Standardisation Roadmap for Electromobility – Version 3.0
AG 4 – Standardisation and Certification
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NatioNalE Plattform ElEktromobilität
4German Standardisation Roadmap for Electromobility – Version 3.0, 2014
Contents1 Executive Summary 6
2 Initial Situation for the German Standardisation Roadmap for Electro mobility 10
2.1 Introduction 11
2.2 Scope of the Roadmap and vehicle classes 13
2.3 Structure of the standardisation landscape 13
2.4 DIN, CEN and ISO 16
2.5 DKE, CENELEC and IEC 16
2.6 Regulation in the fields of automotive engineering and
dangerous goods transport 17
2.7 Regulation in the energy industry and calibration regulations 17
3 National Approach to Standardisation of Electromobility 203.1 Reasons and conditions behind the development of the
German Standardisation Roadmap for Electromobility 21
3.2 Benefits of electromobility and its standardisation 23
3.3 National agreement on electromobility 25
3.3.1 JointactivitiesbytheDKE,DINandNAAutomobil 25
3.3.2 ActivitiesattheDKE 28
3.3.3 ActivitiesofNAAutomobil 28
3.3.4 Standardisationactivitiesondatasecurityanddataprivacy 29
3.3.5 Standardisationactivitiescarriedoutwithinfundedprojects 29
3.4 International agreement on electromobility 31
3.5 CEN/CENELEC eMobility Coordination Group (eM-CG),
EU mandate M/468 32
3.6 Other relevant sources of information 33
4 Overview of the “Electromobility” System 364.1 Electric vehicles and the smart grid 37
4.2 Interfaces, energy flows and communications 39
4.2.1 Energyflows 40
4.2.2 Communication 41
4.2.3 Services 43
4.2.4 Gridintegration 45
4.2.5 Datasecurityanddataprivacy 47
4.2.6 Currentstandardisationactivitiesrelatingtointerfacesand
communications 49
4.2.7 Ergonomicsofinteractionbetweentheconsumerand
thecharginginfrastructure 50
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5German Standardisation Roadmap for Electromobility – Version 3.0, 2014
4.3 Electric vehicles 52
4.3.1 Systemapproachesforthedrive 53
4.3.2 Systemapproachesforthechargingprocess 54
4.3.3 Safety 57
4.3.4 Components 58
4.3.5 Batteries 59
4.3.6 Fuelcells 60
4.3.7 Capacitors 61
4.3.8 Specialuse-casescenarios–breakdownservice 61
4.3.9 Currentelectricvehiclesstandardisationactivities 61
4.4 Types of energy supply for electric vehicles 64
4.4.1 ACcharging 66
4.4.2 DCcharging 67
4.4.3 Inductivecharging 68
4.4.4 Automaticconnectionmethods 68
4.4.5 Overviewofsystemapproaches 69
4.4.6 Chargingplugcomponentsforelectromobility 71
4.4.7 Safetyrequirements 73
4.4.8 Currentchargingstationstandardisationactivities 78
5 Prospects for the Future 84 Annex A: Bibliography for the German Standardisation Roadmap
for Electromobility 86
Annex B: Terms and abbreviations 87
B.1 Termsanddefinitions 87
B.2 Abbreviations 90
Annex C: Benefits of electromobility for various interest groups 93
C.1 Opportunitiesofferedbyelectromobility 93
C.2 Howstandardisationcanbenefitelectromobility 96
Annex D: Overview of standards, specifications and standardisation
bodies relating to electromobility 99
D.1 Standardsandspecifications,August2014 99
D.2 StandardisationbodieswithinDIN,NAAutomobilandtheDKE 108
Annex E: Current status of the implementation of recommendations,
August 2014 110
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1 Executive Summary
ForGermanytoimproveonitscompetitiveleadintheinternationalelec-
tromobilitymarket,andtoensurethatthedevelopmentandaddedvalue
ofthistechnologyremainsinthiscountry,amajorfocusmustbeplaced
onfurtheringandcombiningthesedevelopmentsinatarget-oriented
manner.IfGermanindustryistopositionitselfsuccessfully,itisessential
inthiscontextthatthepositiveeffectsofstandardisationbeincorporated
intothedevelopmentprocessrightfromthestartsothattheycanbefully
exploited.
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7German Standardisation Roadmap for Electromobility – Version 3.0, 2014
1ExecutiveSummary
Standardisationinthefieldofelectromobilityischaracterisedbyseveralfeaturesdis-
tinguishingitfrompreviousstandardisationprocesses.Thespecialchallengeliesin
coordinatingandintegratingdiverseactivitiesindifferentsectorsinordertoeffectively
meetdemands.Electromobilityisabreakthroughinnovationthatrequiresnew,com-
prehensivesystematicthinking.Uptonow,standardsandspecificationsinthedomains
ofelectricalengineering/energytechnologyandautomotivetechnologyhavebeen
viewedseparately.Sofartherehasbeenlittleattempttoviewtheminanintegrated
manner,althoughthiswouldbeanimportantapproach,particularlybecausethese
domainsaremerging,resultinginnewpointsofcontactandinterfaces.
Thepresentversion3.0oftheGermanStandardisationRoadmapforElectromobilityis
acontinuationofthefirstGermanStandardisationRoadmapforElectromobility,which
waspresentedinautumn2010[11].Itaddressesthelatestdevelopmentsinelectromo-
bilityandtheirframeworkconditions,referringtoongoing,necessarystandardisation
activities.TheGermanStandardisationRoadmapforElectromobilityreflectsthegeneral
agreementamongallactorsintheelectromobilitysector.Automobilemanufacturers,
theelectricalindustry,energysuppliers/gridoperatorsandinformationnetworkpro-
viderscontributedandtechnicalassociationsandpublicauthoritieswereinvolvedin
thepreparationofthisdocument.Therefore,theGermanStandardisationRoadmapfor
ElectromobilityrepresentstheGermanstandardisationstrategyforthisarea.
Referencestotherelevantregulationsaregiveninthereportofthe“Vorschriftenent-
wicklung”(regulatorydevelopments)teamofNPE/WorkingGroup4[9].Belowisasum-
maryoftherecommendationsmadeinthispaperforthepromotionofawideruseof
electromobility:
Political action is needed
at a European and interna-
tional level
Theclosenetworkingofresearchanddevelopmentand
ofregulatoryandlegislativeframeworkswithstandardi-
sationisnecessary.Nationalstandardisationandregula-
tioncarriedoutbycertaincountriesmustnotimpede
harmonisationataninternationallevel.
Standardisation must be
timely and international
Atpresent,nationalandinternationalstandardisation
conceptscompetewithoneanother.However,since
roadvehiclemarketsareinternational,effortsmust
aimtowardsdevelopinginternationalstandardsright
fromthestart.Thesameappliestointerfacesbetween
electricvehiclesandtheinfrastructure.Standardisation
aatnationalorEuropeanlevelaloneisconsideredto
beinadequate.Itisessentialthatnationalstandards
proposalsbeprocessedquicklyandthatGermanresults
aretransferredtointernationalstandardisationassoon
aspossible.
Political action is needed
at a European and interna-
tional level
Theclosenetworkingofresearchanddevelopmentand
ofregulatoryandlegislativeframeworkswithstandardi-
sationisnecessary.Nationalstandardisationandregula-
tioncarriedoutbycertaincountriesmustnotimpede
harmonisationataninternationallevel.
Standardisation must be
timely and international
Atpresent,nationalandinternationalstandardisation
conceptscompetewithoneanother.However,since
roadvehiclemarketsareinternational,effortsmust
aimtowardsdevelopinginternationalstandardsright
fromthestart.Thesameappliestointerfacesbetween
electricvehiclesandtheinfrastructure.Standardisation
aatnationalorEuropeanlevelaloneisconsideredto
beinadequate.Itisessentialthatnationalstandards
proposalsbeprocessedquicklyandthatGermanresults
aretransferredtointernationalstandardisationassoon
aspossible.
General
recommendations
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8German Standardisation Roadmap for Electromobility – Version 3.0, 2014
1ExecutiveSummary
Coordination and focus-
sing is absolutely impera-
tive
Electromobilityisshapedbyanumberofactorsandspe-
cialistareas.Thus,aninterdisciplinarycollaborationand
coordinationbytheexistingsteeringcommitteeEMOBIl-
ITY(DKE/NAAutomobil)andtheElectromobilitycommit-
teeatDINisimportanttoavoidduplicationofwork.New
committeesmustnotbefoundedbuttheexistingcommit-
teesinDINandDKEhavetobestrengthened.
Standardisation must be
clear and defi ned
Inordertopromoteinnovation,standardisationmust
relatetofunctionalityandprovisionsregardingtechnical
solutionsmustbeavoided(“performance-basedrather
thandescriptive”).
However,technicalsolutionsmustbedeterminedin
ordertoensuretherequiredinteroperabilityforinter-
facesstandards(e.g.betweenvehicleandgridinfrastruc-
ture
A uniform worldwide
charging infrastructure
is necessary (interoper-
ability)
Itmustbepossibletochargeelectricvehicles“every-
where,atalltimes”:interoperabilityofdifferentmakes
ofvehicleswiththeinfrastructureprovidedbyvarious
operatorsmustbeensured.Thestandardisationof
chargingtechniquesandbilling/paymentsystemsmust
ensurethedevelopmentofacharginginterfacethatis
user-oriented,uniform,safeandeasy-to-operate.User
interestsmusthavepriorityovertheinterestsof
individualcompanies.
Existing standards must
be used and further devel-
oped without delay
Therearealreadyagreatnumberofrelevantstandardsin
the“automotiveengineering”,“informationandcommu-
nicationstechnology”and“electricalengineering”sectors.
Thesemustbeappropriatelyutilisedandmadeknown.
Providinginformationonthesestandardisationactivities
andtheirstatusareavitalpartofthisStandardisation
Roadmap.
Moreover,thenecessaryworkshouldfocuslessoninitiat-
ingnewstandardsprojectsthanonexpanding/adapting
existingstandardsandspecificationstotheneedsofelec-
tromobility.Interdisciplinarycooperationataninterna-
tionallevelisrequiredparticularlyforthestandardisation
ofinterfaces.
Coordination and focus-
sing is absolutely impera-
tive
Electromobilityisshapedbyanumberofactorsandspe-
cialistareas.Thus,aninterdisciplinarycollaborationand
coordinationbytheexistingsteeringcommitteeEMOBIl-
ITY(DKE/NAAutomobil)andtheElectromobilitycommit-
teeatDINisimportanttoavoidduplicationofwork.New
committeesmustnotbefoundedbuttheexistingcommit-
teesinDINandDKEhavetobestrengthened.
Standardisation must be
clear and defi ned
Inordertopromoteinnovation,standardisationmust
relatetofunctionalityandprovisionsregardingtechnical
solutionsmustbeavoided(“performance-basedrather
thandescriptive”).
However,technicalsolutionsmustbedeterminedin
ordertoensuretherequiredinteroperabilityforinter-
facesstandards(e.g.betweenvehicleandgridinfrastruc-
ture
A uniform worldwide
charging infrastructure
is necessary (interoper-
ability)
Itmustbepossibletochargeelectricvehicles“every-
where,atalltimes”:interoperabilityofdifferentmakes
ofvehicleswiththeinfrastructureprovidedbyvarious
operatorsmustbeensured.Thestandardisationof
chargingtechniquesandbilling/paymentsystemsmust
ensurethedevelopmentofacharginginterfacethatis
user-oriented,uniform,safeandeasy-to-operate.User
interestsmusthavepriorityovertheinterestsof
individualcompanies.
Existing standards must
be used and further devel-
oped without delay
Therearealreadyagreatnumberofrelevantstandardsin
the“automotiveengineering”,“informationandcommu-
nicationstechnology”and“electricalengineering”sectors.
Thesemustbeappropriatelyutilisedandmadeknown.
Providinginformationonthesestandardisationactivities
andtheirstatusareavitalpartofthisStandardisation
Roadmap.
Moreover,thenecessaryworkshouldfocuslessoninitiat-
ingnewstandardsprojectsthanonexpanding/adapting
existingstandardsandspecificationstotheneedsofelec-
tromobility.Interdisciplinarycooperationataninterna-
tionallevelisrequiredparticularlyforthestandardisation
ofinterfaces.
General
recommendations
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9German Standardisation Roadmap for Electromobility – Version 3.0, 2014
1ExecutiveSummary
Participation in European
and international stan-
dardisation is essential
Inordertoachieveouraims–andtoensureouractive
influence–agreaterparticipationatanationaland
internationallevelisneeded.ThismeansthatGerman
companiesmustplayagreaterpartinGerman,European
andinternationalstandardswork.Standardsworkistobe
seenasanintegralcomponentofR&Dprojectsandthus
eligibleforfunding.
Figure 1: Schedule for implementation of topics of the standardisation roadmap
Participation in European
and international stan-
dardisation is essential
Inordertoachieveouraims–andtoensureouractive
influence–agreaterparticipationatanationaland
internationallevelisneeded.ThismeansthatGerman
companiesmustplayagreaterpartinGerman,European
andinternationalstandardswork.Standardsworkistobe
seenasanintegralcomponentofR&Dprojectsandthus
eligibleforfunding.
General
recommendations
Massmarket
Internationalcooperation/liaisonwithotherorganisations
Internationalityofstandardisation
Product and operating safety
Charginginterface
Batterysafety
Chargingstations
Communication and energy fl ow
Chargingcommunication
Networkcontrol
Smartgridcompatible
Authentication
Inductivecharging
Energy storage or sources
Celldimensions
Cellconnections
Automotive engineering
HVon-boardnetwork
Batterysystem
Environmentalconditions
Rescueguidelines
Inductivecharging
Charging infrastructure
Chargingstations
EMC
Importanceformarketintroduction
low Medium High
Continuous
Marketintroduction
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Marketpreparation
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Fossilenergysourcesrepresentanimportantaspectforpeople’senergysupply.
Theiravailability,forexampleintheformofpetroleumforcombustionengines,
isdecreasingwhichisresultinginincreasingprices.Additionally,exhaustgases
producedduringcombustionhaveanegativeeffectonourenvironment.
Therefore,inordertobeabletosustainablymeetthemobilitydemandsof
peopleinthefuture,energymustbesuppliedfromenvironmentallyfriendly
sources.Thus,thefutureofenergysupplyliesinsustainableenergysources
thatarepoliticallyreliableandavailableinthelong-term,andwhoseecological
“footprint”isminimal.Ifelectromobilityusesthesesustainableenergysources,
itwillhelptosetthecourseforafutureworthliving.Byestablishingcyclesand
processesthattreatresourceswithcare,progresswillbepromotedeffectively
whilethesamestandardofcomforttheusersareusedtoismaintained.
Thischapterdescribestheareasofapplicationandvehiclesclassesaswellasthe
structureofthespecificationandstandardisationenvironment.Finally,regu-
lationintheareasofautomobiletechnologyandhazardousmaterialstrans-
portationaswellasthepowersupplyindustryandtheStandardWeightsand
Measurementlawwillbeconsidered.
2 Initial Situation for the German Standardisation Roadmap for Electro-mobility
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11German Standardisation Roadmap for Electromobility – Version 3.0, 2014
2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
2.1 Introduction
Thesubjectofalternativemeansofpropulsionandelectromobilityisgainingglobal
importance.Itisoneofthemostessentialandurgentissuesaffectingthefutureof
Germanyasatechnologicalstronghold,forwhichthepublicsectoraswellasstandardi-
sationandspecificationmustprovideframeworkconditions.
Tomakeelectricityfromrenewableenergysourcesreadilyavailableforuseinelec-
tricvehicles,astrategicconceptforshort,mediumandlong-termsolutionstothe
approachingchallengesisneeded.Asregardselectric-drivevehicles,thinkingglobally
isfirstandforemostaquestionofkeytechnicalparameters:chargingperformance,
charginginterfaces,andbatterycapacity.Ultimately,functionality,price,ecological
awarenessandresponsibilityacrossnationalborderswilldeterminethelevelofuser
acceptance.Butaboveall,thereisaneedfor“roundtables”atwhichthevariousactors
canworktogethertomakeprogress,implementingthisprogressinstandardsandspec-
ifications,whichcanbeusedasabasisforfurtherdevelopments.Automobilemanufac-
turers,energysuppliers,gridoperatorsandresearchinstituteshavelongrealisedhow
closelyknittheelectromobilitynetworkreallyis.Theelectricvehicleofthefuturewill
beadecisiveelementofthe“smartgrid”.Manynewinterfacesareemergingwhichwill
provideanopportunitytodevelopedexistinginterfacesfurther.Themainobjectiveis
todefineefficientpaymentsystemsforrechargingproceduresthateveryoneshouldbe
abletofollow,atleastonaEuropeanscale,andpreferablyglobally.
Thelargenumberofnationalandinternationalprojectsmakesasystematicand
transparentstrategyforprovidinginformationnecessary,especiallytopreventsynergy
effectsfromfallingvictimtofalseambitionsinthenameofcompetition.Unilateral
actionisobviouslyjustasineffectiveasanattempttoconjureup,orsimplywaitforsuc-
cessfulsolutions.
Electromobilityisamuch-discussedtopicamongGermanandinternationalexperts.
Duetotheincreasedcomplexitybroughtaboutbythegradualmergingoftheautomo-
tiveandelectricalengineeringsectors,onlyanoverallconceptinwhichtimeframesare
specifiedissuitable.However,itquicklybecomesevidentthatthereisnotalwayssuf-
ficientinteroperabilityamongthevarioustrades.Thiscanonlybeachievedbydefining
standardsandspecifications.
Theaimofthisdocumentistopresent
• thetechnically-orientedstandardisationroadmapfortheGermanelectromobility
vision,
• anoverviewofexistingstandardsandspecificationsinthisfield,currentactivitiesof
theinvolvedstandardisationcommittees,
• standardisationrequirementsandhowtheyareaddressedand
• theimplementationoftheformulatedactivityrecommendations.
Thus,thedocumentservesasanintroductionforinterestedreadersaswellasarefer-
enceforactiveexperts.
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12German Standardisation Roadmap for Electromobility – Version 3.0, 2014
2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
InaccordancewiththeGermanStandardisationStrategy[2][3],adifferentiationis
madeinGermanbetween“Normung”(“standardisation”,“formalstandardisation”,
“consensus-basedstandardisation”)i.e.thedevelopment,onthebasisoffullconsensus,
ofrules,guidelinesandcharacteristicsforactivitiesforgeneralorrepetitiveapplica-
tionbyanapprovedorganisation–and“Standardisierung”(“informalstandardisation”,
“limitedconsensusstandardisation”or“consortialstandardisation”),i.e.theprocess
ofdrawingupnon-consensusbasedspecifications.Thelatterarepublishedasseveral
typesofdocument,forexampleaVDEapplicationguide,DINSPEC(DINSpecification),
PAS(publiclyavailablespecification),ITA(industrytechnicalagreement)orTR(technical
report).
Electromobilityisdealtwithinfederallyfundedprogrammessuchas“ICTforelectro-
mobilityII:SmartCar–SmartGrid–SmartTraffic”(fundedbytheFederalMinistryof
EconomicsandTechnology(BMWi)),“Fraunhofersystemresearchonelectromobility”
(fundedbytheFederalMinistryofEducationandResearch(BMBF))and“Electromobil-
ityinpilotregions”(fundedbytheFederalMinistryofTransport,BuildingandUrban
Development(BMVBS)).Manyexpertgroupsandresearchprojectscoverthistopic
aswell,andseveralhigh-rankingpoliticiansandrepresentativesofcommerceand
industryareinvolvedinthe“NationalPlatformforElectromobility(NPE)”.ThisGerman
StandardisationRoadmapforElectromobilityVersion3.0wasdevelopedonbehalf
ofWorkingGroup4(NPEAG4)“StandardisationandCertification”oftheNPEunder
theleadershipoftheworkinggroupDKE/EMOBIlITY.30inwhichallstakeholdersare
represented,suchasthetechnicalassociationsVDA,VDEandZVEI.OncetheGerman
StandardisationRoadmapforElectromobilityhasbeenreleasedbytheNPEAG4it
shouldbepresentedtotheprofessionalpublic,e.g.atcongressesandsymposia.The
GermanStandardisationRoadmapforElectromobilityisistobeupdatedregularlyon
thebasisofnewfindings,forexamplefromresearchprojects,workinstandardisation
bodies,orworkwithinthesymposia.Thiswillgiveexpertstheopportunitytotakepart
inthisprocessbysubmittingcommentsandparticipatinginstandardisation,evenafter
publicationofthisdocument.
Thefollowingsectionsdescribethecurrentnationalandinternationalstandardisa-
tionlandscape.Subsequently,thereasonsandframeworkconditionswhichhaveled
tothedevelopmentofthisGermanStandardisationRoadmapforElectromobility
arediscussed.Theyincludealistoftheexpectedbenefitsandagreedinternational
proceduresforstandardisingelectromobility.Next,anoverviewoftheoverallsystem
withregardto“electromobility”asexpectedinphase1(onemillionelectricvehiclesby
2020)isprovided,andthecurrentstatusofthestandardisationprocessaswellasan
outlookforthecontinuationoftheGermanStandardisationRoadmapforElectromo-
bilityinphase2aredescribed.Furtherreading,listsofterms,definitionsandabbre-
viationsaswellasanoverviewofthestandards,specificationsandstandardisation
committeesareprovidedinAnnexAtoD.ThegenerallyupdatedAnnexEcomplements
thisdocumentandcontainsthespecificactivityrecommendationsoftheGerman
StandardisationRoadmapforElectromobilitycontainedinthemaintextaswellastheir
evaluatedurgencybasedontheirlevelofimplementation.
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13German Standardisation Roadmap for Electromobility – Version 3.0, 2014
2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
2.2 Scope of the Roadmap and vehicle classes
TheGermanStandardisationRoadmapforElectromobilitycoversthevehiclecatego-
riesM,Nandlaswellaselectricbicycles,i.e.allclassesoftwo-tofour-wheelvehicles,
includingcommercialandutilityvehiclesandbusesinaccordancewiththeEuropean
Directive2007/46/EGaswellastheregulationcriteria(EU)No.168/2913).
2.3 Structure of the standardisation landscape
Standardsandspecificationsaredevelopedatvariouslevels(national,European,inter-
national)inanumberoforganisations.Toprovideabetterunderstanding,anoverview
ofthevariousstandardsorganisationsandtheirinterrelationsisgivenbelow.ISOand
IEC,whichconstitutethemainstandardisationlandscapeforthisGermanStandardisa-
tionRoadmapforElectromobility,andtheircounterpartsataEuropeanandnational
level,aredescribedinmoredetail.Figure2showstherelationshipbetweenthevarious
standardsorganisations,togetherwiththeirregulatorybodies.
National standardisation (Germany) National
legislation
European standardisation
International standardisation
GeneralElectro-
technologyTele-
communications
Standardisation
Regulation
Figure 2: Main elements of the standardisation landscape and relationships with their regulatory bodies
Intermsoffullconsensus-basedstandardisation,ISO,IECandITU-Taretheauthorita-
tivestandardsorganisations.ThecorrespondingstandardsorganisationsataEuropean
andnationallevelareCENandDIN(includingNAAutomobil,theRoadVehicleEngineer-
ingStandardsCommittee),andCENElEC,ETSIandtheDKE.Therespectivenational
standardsorganisationsaremembersofISO,IEC,CENandCENElEC.
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14German Standardisation Roadmap for Electromobility – Version 3.0, 2014
2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
SAEandANSI(AmericanNationalStandardsInstitute)areexamplesofotherorganisa-
tionsoutsideoftheofficialstructuresofISOandIEC.SEAisanorganisationthatis
representedmainlyontheNorthAmericancontinent.Theirstandardsaredeemedas
beingnotfullyconsensus-basedinthesenseofISO/IECstandardsandaretherefore
considered“specifications”.Theymayhaveanessentiallyinternationalorientation,but
areneverthelessmainlyofimportanceforNorthAmerica.Germanautomobilemanu-
facturersandtheirsuppliersmustsometimescomplywithSAEspecificationsinorderto
gainaccesstotheNorthAmericanmarket.
ANSIistheAmericanmemberininternationalorganisationssuchasISOandIEC.How-
ever,ANSIdoesnotdevelopstandardsitself.Itreliesonorganisationsaccreditedby
ANSIsuchase.g.Ul.
Ulisanindependentorganisationforproducttestingandcertificationthatdevelops
specificationswithafocusonsafety.UlisaccreditedbyANSItodevelopnational,full
consensus-basedUSstandards.
InadditiontotheorganisationsshowninFigure2,thereareanumberofotherorgan-
isations,manyofwhichoperateatanationalorregionallevelonly(e.g.theCAR2CAR
CommunicationConsortium)andwhichshouldinteractinnetworksforelectromobility
technology.
TheinternalstructuresofIECandISOandtherespectiveEuropeanandnationalorgan-
isationsaswellastheprincipleofnationalreflectionareshowninFigure3.Thefollow-
ingjointbodiesweresetuptocoordinatetheactivitiesoftheelectricalengineering
andautomotiveindustries:
• Internationallevel:variousJointWorkingGroups(JWG)andJointTechnicalCommit-
tees(JTC)
• Europeanlevel:thejointCEN/CENElECFocusGrouponEuropeanElectromobility
(FG-EV),anadvisorybody
• Nationallevel:thesteeringgrouponEMOBIlITY(jointbodyoftheDKEandNAAuto-
mobil)anditssubordinatebodies(GK,GAK).
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15German Standardisation Roadmap for Electromobility – Version 3.0, 2014
2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
Figure 3: Internal structure of IEC/CENELEC/DKE and ISO/CEN/DIN, and the principle of national reflection
Structure of selected standardisation organisations and principle of national reflection
International standardisation
European standardisation
National standardisation (Germany)
International Organisation for Standardisation
Technical committees
WG10 WG12 WG15
Council TMB
German Institute for Standardisation
Working group
AK1 AK2 AK3
European Committee for Standardisation
Technical committees
WG1 WG2 WG3
International Electrotechnical Commission
Technical committees
Council SMB
SGs
SCs WGs PTs
German Commission for Electrical, Electronic and Information Technology
Technical committees
UK1 AK1 AK2
European Committee for Electrotechnical Standardisation
Technical committees
WG1 WG2 WG3
GK, GAK
eM-CG
JTC, JWG
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16German Standardisation Roadmap for Electromobility – Version 3.0, 2014
2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
2.4 DIN, CEN and ISO
DIN,theGermanInstituteforStandardisation,offersstakeholdersaplatformforthe
developmentofstandardsandspecificationsasaservicetoindustry,thestateand
society.DINisaprivateorganisationwhichisregisteredasanon-profitassociation.Its
membersincludebusinesses,associations,governmentbodies,andotherinstitutions
fromindustry,commerce,tradeandscience.
DIN’sprimarytaskistocooperatewithstakeholders’representativestodevelopcon-
sensus-basedstandardsthatmeetmarketrequirements.ByagreementwiththeGerman
FederalGovernment,DINistheacknowledgednationalstandardsbodythatrepresents
GermaninterestsinEuropeanandinternationalstandardsorganisations.
Currently,almost90%ofthestandardsworkcarriedoutbyDINareEuropeanand/or
internationalinnaturewhiletheDINstaffmemberscoordinatetheentirenon-electro-
technicalstandardisationprocessatanationallevelandensuretheparticipationofthe
relevantnationalbodiesataEuropeanandinternationallevel.DINrepresentsGerma-
ny’sstandardisationinterestsasamemberoftheEuropeanCommitteeforStandardi-
sation(CEN)andtheInternationalOrganisationforStandardisation(ISO).TheDKEisa
jointorganofDINandVDEandrepresentsGermany’sinterestsinthefieldofelectrical
engineeringasamemberoftheEuropeanCommitteeforElectrotechnicalStandardisa-
tion(CENElEC)andtheInternationalElectrotechnicalCommission(IEC).
TheRoadVehicleEngineeringStandardsCommitteeofDIN(NAAutomobil)issupported
bytheGermanAssociationoftheAutomotiveIndustry(VDA)andisresponsibleforstan-
dardisationinallmattersconcerningautomobiles,includingaccessories,partsfrom
suppliersandsystems.NAAutomobilmirrorsinternationalandregionalstandardswork
concerningautomobileswithinISO/TC22andCEN/TC301,andholdsthesecretariatsof
numerousworkinggroups.
2.5 DKE, CENELEC and IEC
TheDKE,GermanAssociationforElectrical,Electronic&InformationTechnologiesin
DINandVDE,representstheinterestsoftheelectrical/electronicengineeringandIT
sectorsininternationalandregionalelectrotechnicalstandardisation,withVDEbeing
responsiblefortheDKE’sdailyoperations.Itisresponsibleforstandardsworkinthe
respectiveinternationalandregionalorganisations(primarilyIEC,CENElECandETSI).It
representsGermaninterestsinboththeEuropeanCommitteeforElectrotechnicalStan-
dardisation(CENElEC)andtheInternationalElectrotechnicalCommission(IEC).TheDKE
isamodern,non-profitserviceorganisationpromotingthesafeandrationalgenera-
tion,distributionanduseofelectricity,servingtheinterestsofthegeneralpublic.
TheDKE’staskistodevelopandpublishstandardsinthefieldsofelectricalengineer-
ing,electronicsandinformationtechnology.TheresultsofDKEworkarepublished
asDINstandards,whichareincludedintheGermanstandardscollection.Wherethey
containsafety-relatedprovisions,theyarealsopublishedasVDEspecificationsandare
includedintheVDESpecificationsCodeofSafetyStandards.
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17German Standardisation Roadmap for Electromobility – Version 3.0, 2014
2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
DKEworkingbodiesareGerman“mirrorcommittees”andareattachedtotherelevant
IEC(orCENElEC)technicalcommittees,insuchawaythatonlyoneGermanbodyis
responsibleforallnational,Europeanandinternationalworkand/orcooperationin
eachspecialistarea.
AtameetingoftheIECStandardisationManagementBoard(SMB)heldin2011,adeci-
sionwasmadetosetuptheIECStrategicGroup6:“ElectrotechnologyforMobility”.
TheaimofthisgroupistosupporttheIECSMBinstrategicissuesconcerningelectro-
mobilityandindoingsotoespeciallyimprovetheinteractionbetweenelectricvehicles
andthepowergridinfrastructure.ThefinalreportofthegroupSG6waspresentedto
theIECSMBfordecision.
2.6 Regulation in the fields of automotive engineering and dangerous goods transport
Safetyandenvironmentalprotectionmattersconcerningautomotivevehiclesandroad
transportationofdangerousgoodsaregovernedmainlybyregulationsdevelopedata
Europeanorinternationallevel.Standardsplayalessimportantrolehereoronlyserve
tosupplementregulationsanddirectives.
InorderforautomotivevehiclestobelicensedandapprovedinGermany,theyhave
tocomplywithEuropeandirectivesandregulations.Infuture,thesedirectivesand
regulationswillincreasinglyrefertoUNregulationsortheGlobalTechnicalRegulations
developedataninternationallevelbythe“WorldForumforHarmonisationofVehicle
Regulations(WP.29)”oftheUnitedNationsEconomicCommissionforEurope(UN/ECE).
Thosevehiclecategorieswhicharenotsubjecttolicensingandapprovalinlinewith
theEuropeandirectivesandregulationshavetocomplywiththeMachineryDirective
(Directive2006/42/EC).
Forsafetyreasonsandtoavoidtheriskoffireandexplosions,thetransportationof
lithiumandlithium-ionbatteriesissubjecttotherequirementsandregulationsof
internationalandEuropeanagreementsandconventionsonthetransportofdangerous
materials,suchconventionsbeingbindingunderinternationallaw.
Furtherdetailsontheseandotherregulationsanddirectivesaredescribedina
separatereportofthe“Vorschriftenentwicklung”(regulatorydevelopments)teamin
NPEAG4[9].
2.7 Regulation in the energy industry and calibration regulations
TheprovisionsoftheGermanEnergyIndustryAct(EnWG)andlawsonweightsand
measureshavetobeobservedwhenelectricenergyissoldatany(AC,DCorinductive)
chargingstation.(Theterms“chargingstation”and“chargingcolumn”usedinthis
documentdonotrepresentconstructivesuggestionsandareusedasestablishedterms
inthefieldofcharginginfrastructure.)Ifthechargingstationisconnecteddirectly
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2InitialSituationfortheGermanStandardisationRoadmapforElectromobility
tothepowergrid,compliancewiththerelevanttechnicalconnectionconditions(the
“TechnischenAnschlussbedingungen(TAB)”)isrequired.Thecorrectmeasurement
ofelectricalenergyisregulatedatanationallevelbytheEnergyIndustryActandby
theWeightsandMeasuresAct(Eichgesetz).Inthiscontext,standardscancontribute
towardscommonsolutionsforimplementingthestatutoryframework.
§§21bto21i,40oftheEnergyIndustryActandafurtherstatutoryinstrumentthatstill
hastobepassedinaccordancewith§21ioftheEnergyIndustryActlaydownminimum
requirementsondatasecurityanddataprivacyaswellasonthetransparencyand
comprehensibilityofthepayment/billingsysteminconnectionwiththesaleofelectric-
ityforelectromobility.Theseprovisionstakeconcreteforminaprotectionprofileas
wellastechnicalregulationsintheGermanFederalOfficeofInformationSecurity’s(BSI)
CommonCriteriaProtectionProfileandTechnicalGuidelinesdefiningrequirements
forthesafetyandinteroperabilityofacommunicationsystemformeteringsystemsin
accordancewiththeEnergyIndustryAct.AccordingtothecurrentdraftoftheMeter-
ingSystemRegulation,thecharginginfrastructureforelectromobilityisexpectedto
beexcludeduntil2020,sincetherequirementsmayconstrictthearchitectureofan
efficientandeconomicalcharginginfrastructure.Intermsofelectromobility,thisregu-
latoryframeworkmustbeseenasanessentialelementinensuringthesafetyofsmart
gridsandasameansoftransposingtheregulationssetdownintheEU’sthirdinternal
marketpackageonenergyintonationallaw.
TheGermanWeightsandMeasuresActstipulatestherequirementsforthemetrologi-
callycorrectmeasurementofelectricitybeingsoldforelectromobilitypurposes.Issues
regardingthesecurityandprivacyofthemeasureddataareaddressedbytheregula-
toryframeworksetdowninthenewEnergyIndustryAct.Regardlessofthis,electric-
itymetersthatdonotcomplywiththeWeightsandMeasuresActmaynotbeusedto
measuretheelectricityenergythathasbeensold.
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3 National Approach to Standardisation of Electromobility
Themarketintroductionofelectromobilityisaparticularchallengeand
opportunityforGermany.Thesectorsofautomobiletechnology,informa-
tionandcommunicationtechnology(ICT)aswellaselectricalengineering/
electricaltechnologywereestablishedatahighlevelofquality,safetyand
availabilityandwillpartlymergeinfuture.Theremainderofthissection
willdescribethemotivationforthepreparationoftheGermanStandardisa-
tionRoadmapforElectromobility,thebenefitsforindividualgroupsinter-
estedinelectromobilityandthenationalandinternationalcoordinationof
electromobility.
ThepresentGermanStandardisationRoadmapforElectromobilityfre-
quentlyusestermswithspecialmeaningforthisfield.Termsandabbrevia-
tionsarelistedinAnnexBinordertocreateacommonfoundationforthe
discussionofelectromobilitystandardisation.
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21German Standardisation Roadmap for Electromobility – Version 3.0, 2014
3NationalApproachtoStandardisationofElectromobility
3.1 Reasons and conditions behind the development of the German Standardisation Roadmap for Electromobility
Standardisationisacentralfactorfordisseminatingelectromobility,inadditiontoroad
vehicleengineering,energysupply,andtheassociatedinformationandcommunication
technologies.
Theautomotiveengineering,electricalengineering/energytechnologyandinformation
andcommunicationtechnology(ICT)domains,whichuptonowhavelargelybeencon-
sideredseparately,needtoconvergeifelectromobilityistobeasuccess.Along-term
strategyhastobedevelopedforthispurposethattakesnationalinterestsintoconsid-
erationwhileatthesametimegivingGermanindustryaccesstotheexpandinginter-
nationalmarket.Inthiscontext,theGermanFederalGovernmentfoundedtheNational
PlatformforElectromobility(NPE)inMay2010,whichactsasaconsultinggroup.The
workinggroup4“Standardisation,specificationandcertification”(AG4)oftheNPEis
responsibleforthestandardisationstrategydevelopedbytheDKE/EMOBIlITY.30group
intheformoftheGermanStandardisationRoadmapforElectromobility.TheGerman
StandardisationRoadmapforElectromobilityembracesimmediatestandardisation
needsatoneendofthescaleandlong-termstandardisationactivitiesattheother,as
wellastheneedforresearch.
Alargernumberofnecessarystandardsalreadyexistsintheestablishedsectorsof
automobiletechnologyandelectrotechnology.Theymustbeutilisedandpublicised
accordingly.Informationaboutthesestandardisationworksandtheirstatusarepartof
theGermanStandardisationRoadmapforElectrotechnology.Furthermore,thefocusof
therequiredworkislessontheinitiationofnewstandardsprojectsbutratheronthe
expansionoradaptationofexistingstandardstotherequirementsofelectromobility.
Aninterdisciplinarycollaborationataninternationallevelisespeciallyimportantfor
interdisciplinarytopics.
Systemcomponents,domainsandsubsectorsrelatingtoelectromobilitystandardisa-
tionareshowninFigure4.Becauseofitsgreatsignificance,batterytechnologyisdealt
withinaseparatechapteroftheGermanStandardisationRoadmapforElectromobility.
Productsafetyandcommunicationarecross-cuttingtopicswhichaffectallsystemcom-
ponents.Standardisationrequirementscanbedividedintothesemainareas.
Alargernumberofnecessarystandardsalreadyexistsintheestablishedsectorsof
automobiletechnologyandelectrotechnology.Theymustbeutilisedandpublicised
accordingly.Informationaboutthesestandardisationworksandtheirstatusarepartof
theGermanStandardisationRoadmapforElectrotechnology.Furthermore,thefocusof
therequiredworkislessontheinitiationofnewstandardsprojectsbutratheronthe
expansionoradaptationofexistingstandardstotherequirementsofelectromobility.
Aninterdisciplinarycollaborationataninternationallevelisespeciallyimportantfor
interdisciplinarytopics.
General
suggestion
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Communications and energy flow
Interfaces
Protocols
Informationsafetyanddatasecurity
Automobile engineering Charging infrastructure
Powerelectronics Energy storage or sources Connectortechnology
Auxiliarycomponents li+batteries Powerelectronics
On-boardwiring Fuelcells Communicationandcontroltechnology
Drive Capacitators
Product and operating safety
Functionalsafety
Electricalsafety
Figure 4: System components and domains relevant for standardisation
Alookatthestakeholdersinvolvedshowsthattheconvergenceofautomotivetech-
nologyandelectricalengineering/energytechnologyhastoppriorityforthemarket
introductionofelectromobility.Therefore,thevariousstakeholderscanbegenerally
assignedeithertothe“vehicle”orthe“charginginfrastructure”domain,asshownin
Figure5.Inthisfigurethebatteryisdepictedasaseparatecomponent,sinceitcanbe
assumedthatthisbranchofindustrywillplayaparticularlysignificantrole,andser-
vicesdealingspecificallywithbatterieswillemerge.
Federal, state, district level / society / citizens
Research / commerce and services / industry and trades
Charging infrastructureEnergysupplierGridoperators
Chargingstationmanu-facturersSuppliers
VehiclesVehiclemanufacturers
Suppliers
Battery manufacturers
User / customer
Figure 5: Electromobility stakeholders
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3NationalApproachtoStandardisationofElectromobility
Intheservicessector,establishedfieldsofactivitywillremainandnewoneswill
emerge.Thissectoriscloselylinkedwiththedevelopmentofnewbusinessmodels
whicharenot,however,themainfocusofphase1ofelectromobilitystandardisation.
Someexamplesofexistingserviceprovidersandnewoneswhichmayemergearelisted
below:
• vehiclesales
• vehicleandbatteryfinancing(rental,leasing)
• inspection,certification
• communicationservices(Internet,mobiletelephony,etc.)
• electricitytraders
• chargingstationoperators
• parkingspacemanagement(parkingandbattery-charging)
• billing/paymentandarbitrationservices(clearing,roaming)
• meterserviceprovidersandmeteroperators.
ThebenefitsoftheGermanStandardisationRoadmapforElectromobilityandthe
reasonsforitsdevelopmentareexplainedinthefollowingchapter.Varioussystem
approachesandthebackgroundforcreatingthisdocumentareexplainedinmore
detailinchapter4.ThegeneralneedforstandardisationfromthepointofviewofGer-
manindustryissetoutintheGermanStandardisationStrategy[2][3].
3.2 Benefits of electromobility and its standardisation
Electromobilitywillbeamajorfieldofinnovationthroughoutthecomingdecades.
Ensuringsustainablemobilityisoneoftheprerequisitesforeconomicgrowth,and
thetransportandautomobileindustriesarestillmajorindustrialsectorsofenormous
relevancetoemploymentinGermany.Wecanexpecttoseetheemergenceofnew
businessrelationshipsandaddedvalueareasaselectromobilityspreads.Variousstake-
holdersstandtobenefitfromelectromobilityanditsstandardisationindifferentways
andtovaryingextents.Thischapterdescribestheoveralladvantagesofstandardisation
forthemarketintroductionofelectromobility.Thebenefitsofelectromobilityandits
standardisationforvariousstakeholdersaredescribedinmoredetailinAnnexC.
Standards and specifications prepare markets
Toensureabroaddisseminationofelectromobility,individualmobilitymustremain
atthelevelenjoyedtoday.Thismeanspeopleshouldbeabletousetheirownvehicles
throughoutEurope,atleast,andmustbeabletopurchaseandoperatevehiclesat
acceptableprices.Furthermore,newelectricvehiclesmustofferthesamelevelof
safetyandreliabilityascomparableconventionalvehicles.
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Standardisationhasapioneeringeffect,particularlywherethefollowingaspectsare
involved:
• Chargingthevehiclerequiressuitableinfrastructure.
• TofacilitateunrestrictedmobilityinEurope,thegoalshouldbetoensurethatthe
charginginfrastructure(includingpayment/billingsystems)anddifferentmakesof
vehiclesarecompatible.
• Thecostofsystemcomponents(vehiclesandcharginginfrastructure)isadecisive
factorforacceptancebyvehiclemanufacturersandconsumers,andthereforefor
marketability.
• Thesecostscanbereducednotonlythroughinnovation,butalsotoalargeextentby
greaterproductionquantities.Thedivisionoflabouramongcomponentmanufactur-
ersassociatedwiththiswillonlybepossibleifinterfacestoindividualcomponents
aredefinedandstandardised.
• Safetyforusers,operatorsandtheinfrastructuremustbeensuredbymeansofgener-
allyacceptedrulesandtestmethods,anditmustbepossibletoproveconformityby
objectivemeans.
Standards and specifi cations support innovation
Thedevelopmentandimplementationofelectromobilityisacontinental-scaleproject
requiringlargeinvestments.Theframeworkconditionsmustbesetdowninstandards
andspecificationstoprovideanacceptablelevelofinvestmentsecurity.
Thedegreeofdetailneedstobedeterminedindividuallyforeachstandardorspecifica-
tion.Theaimistofindanoptimalsolutionsomewherebetweengeneralguidelinesand
specificrequirements.
Inordertopromoteinnovation,standardisationmustrelatetofunctionalityandprovi-
sionsregardingtechnicalsolutionsmustbeavoided(“performance-basedratherthan
descriptive”).Everystandard/specificationshouldbeas“open”aspossible,provid-
ingenoughroomtodescribethegeneralpurpose,whileleavingenoughfreedomfor
innovativesolutionsthatenabledifferentiatedcompetition.Theaimistostriveforthe
greatestpossiblesecurityforthefuture,becausespecificationsthataretoodetailed
makefutureimprovementsdifficultorevenimpossible.However,technicalsolutions
mustbespecifiedforinterfacestandards(e.g.betweenthevehicleandpowergrid)if
reasonableandrequiredtoensureinteroperability.
Totakethisaspectintoaccount,thereareanumberofdifferenttypesofstandards
whichcanprovidethedesiredframework.Theseinclude:
• operatingperformancestandards,
• teststandards,
• interfacestandards/compatibilitystandards,
• terminologystandards,and
• productstandards.
Inordertopromoteinnovation,standardisationmustrelatetofunctionalityandprovi-
sionsregardingtechnicalsolutionsmustbeavoided(“performance-basedratherthan
descriptive”).Everystandard/specificationshouldbeas“open”aspossible,provid-
ingenoughroomtodescribethegeneralpurpose,whileleavingenoughfreedomfor
innovativesolutionsthatenabledifferentiatedcompetition.Theaimistostriveforthe
greatestpossiblesecurityforthefuture,becausespecificationsthataretoodetailed
makefutureimprovementsdifficultorevenimpossible.However,technicalsolutions
mustbespecifiedforinterfacestandards(e.g.betweenthevehicleandpowergrid)if
reasonableandrequiredtoensureinteroperability.
General
suggestion
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3NationalApproachtoStandardisationofElectromobility
Standardisation accelerates development
Inviewoftheconsiderableeffortstillneeded,ageneralframeworkneedstobedefined
asquicklyaspossible.Standardsandspecificationshavingan“enabler”functionmust
bedevelopedrapidly.ThisrequiresstandardisationattheR&Dphase.Specifications
functioningasforerunnerstostandardscanbedrawnupwithinashortamountof
time.Also,the“normativepowerofestablishedfacts”isanotherfactorthathelpsaccel-
erateprocedures.Technicalsolutionswhichassertthemselvesonthemarketsustain-
ablyshouldbedescribedinspecificationsandstandardswithoutdelay.Individualpat-
entrightsshouldbeavoidedinstandardsoratleastbemadeavailableunderFRAND
(“fair,reasonableandnon-discriminatory”)terms.
Reorganisingtheenergysystemtoaccommodateagreateruseofrenewableenergy
sources,whosegenerationcanfluctuatestrongly,requiresintelligentgeneration
systems,gridsandloads,theso-called“smartgrid”,andrequiressufficientcapacities
fortheintermediatestorageofenergygeneratedfromrenewablesources.Thisalso
includesthechargingprocessforelectricvehicles,whichprovidesthetechnicalpoten-
tialforsupportingtheintegrationofrenewableenergysources(whenchargingand,
inthefuture,forV2Gfeedbackintothegrid).Thisrequirestechnicalsolutionsextend-
ingbeyondsimpleconnectionandcharging.Inthesesmall,distributedsystems,itis
difficulttofindasustainabletechnicalandcommercialsolutionwithoutappropriate
standardisation.
3.3 National agreement on electromobility
Aclosecoordinationofresearch&development,regulationandstatutoryframework
conditionswithstandardisationisnecessaryforthenationalagreementonelectromo-
bility.Nationalstandardisationandregulationinindividualcountriesmustnotprevent
internationalharmonisation.Increasedcollaborationatanationalandinternational
levelisrequiredtoactivelyinfluenceandimplementthegoalsofelectromobility.There-
fore,GermancompaniesandR&Dinstitutions(includinguniversities)mustgetmore
involvedinGerman,Europeanandinternationalstandardisationwork.Thelattermust
beregardedasanintegralpartofR&Dprojectsandarethereforeeligibleforfunding.
3.3.1 Joint activities by the DKE, DIN and NAAutomobil
Electromobilityisshapedbymanyactorsandspecialistareas.Therefore,collaboration
acrossgroupsandcoordinationatanationalleveltosteerstandardisationactivities
andtoavoidduplicateworkinthefieldofelectromobility(cf.Figure6).TheEMOBIlITY
steeringgroup(jointbodyoftheDKEandDINNAAutomobil)wassetuptocoordinate
activitiesintheelectricalandautomotiveindustries.Theworkofthisgroupissup-
portedbytheDINElectromobilityOffice.
TheaimoftheEMOBIlITYsteeringgroupistocoordinatevariousstandardisationand
specificationprojectsandtoensureacontinualflowofinformation–todothis,the
steeringgroupneedstohavesufficientpowersofauthority.Otherfocaltasksofthe
steeringgrouparetheinternationalisationofstandardisationinthisareaandtheavoid-
anceofisolatednationalsolutionswhichwouldimpedetheinternationaland,above
Aclosecoordinationofresearch&development,regulationandstatutoryframework
conditionswithstandardisationisnecessaryforthenationalagreementonelectromo-
bility.Nationalstandardisationandregulationinindividualcountriesmustnotprevent
internationalharmonisation.Increasedcollaborationatanationalandinternational
levelisrequiredtoactivelyinfluenceandimplementthegoalsofelectromobility.There-
fore,GermancompaniesandR&Dinstitutions(includinguniversities)mustgetmore
involvedinGerman,Europeanandinternationalstandardisationwork.Thelattermust
beregardedasanintegralpartofR&Dprojectsandarethereforeeligibleforfunding.
General
suggestion
Electromobilityisshapedbymanyactorsandspecialistareas.Therefore,collaboration
acrossgroupsandcoordinationatanationalleveltosteerstandardisationactivities
andtoavoidduplicateworkinthefieldofelectromobility(cf.Figure6).TheEMOBIlITY
steeringgroup(jointbodyoftheDKEandDINNAAutomobil)wassetuptocoordinate
activitiesintheelectricalandautomotiveindustries.Theworkofthisgroupissup-
portedbytheDINElectromobilityOffice.
TheaimoftheEMOBIlITYsteeringgroupistocoordinatevariousstandardisationand
specificationprojectsandtoensureacontinualflowofinformation–todothis,the
steeringgroupneedstohavesufficientpowersofauthority.Otherfocaltasksofthe
steeringgrouparetheinternationalisationofstandardisationinthisareaandtheavoid-
anceofisolatednationalsolutionswhichwouldimpedetheinternationaland,above
General
suggestion
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26German Standardisation Roadmap for Electromobility – Version 3.0, 2014
3NationalApproachtoStandardisationofElectromobility
all,cost-efficientintroductionofelectromobilityandleadtonewtradebarriers.Issues
concerningautomobilesaredealtwithbyDIN/NAAutomobil,whileinfrastructureissues
aredealtwithbytheDKE,withtheEMOBIlITYsteeringgroupservingastheinterface
betweenthetwo.Insteadofcreatingnewbodies,theexistingcommitteeswithinDIN
andtheDKEshouldbestrengthened.
TheEMOBIlITYsteeringgroupismadeupofrepresentativesfromcompaniesand
associationsactiveinthefieldsofelectrical/electroniccomponents,powergeneration
andsupply,aswellasautomobilemanufacturersandsuppliers,andtestinginstitutes.
TheelectricaltradeisrepresentedbytheGermanAssociationofElectricalandITTrades
(ZVEH)asafuturepartnerindevelopingtheinfrastructure.
DINhassetupan“ElectromobilityOffice”tosupporttheworkofNAAutomobil,the
DKE,andtheEMOBIlITYsteeringgroup.Thisbodyservesasacentral,neutralcontact
pointnotonlyforestablishedorganisations,butaboveallforthosewhohavenotbeen
muchinvolvedinstandardisationworkuptonow,forinstancethoseinresearchand
development.Anotherimportanttaskisthecontinualanalysisandcoordinationofrel-
evantactivitiesinstandardisationandspecification,andthecontinuousdevelopment
ofnetworksataEuropeanandinternationallevel.TheElectromobilityOfficeprovides
feedbacktotheDKE,NAAutomobilandthesteeringgrouponrelevanttopics,takingall
approachesanddevelopmentsintoconsiderationasmuchaspossible.
Fornationalstandardisationwork,NAAutomobilandtheDKEhaveestablishedjoint
bodiestodealwithtopicsrelatingtothevehicle-infrastructureinterface(cf.Figure6).
all,cost-efficientintroductionofelectromobilityandleadtonewtradebarriers.Issues
concerningautomobilesaredealtwithbyDIN/NAAutomobil,whileinfrastructureissues
aredealtwithbytheDKE,withtheEMOBIlITYsteeringgroupservingastheinterface
betweenthetwo.Insteadofcreatingnewbodies,theexistingcommitteeswithinDIN
andtheDKEshouldbestrengthened.
General
suggestion
(continued)
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27German Standardisation Roadmap for Electromobility – Version 3.0, 2014
3NationalApproachtoStandardisationofElectromobility
Operative standardisation work
Strategic-political standardisation work
Standards Committee for Automobile Technology
German Commission for Electrical, Electronic and Information Technology
DKE/GAK 353.0.1Inductivechargingof
electricvehicles
DKE/GAK 353.0.2DCchargingofelectricvehicles
DKE/GAK 353.0.4ACchargingofelectricvehicles
DKE/GAK 353.0.9Energysupplyfor
lightelectricvehicles
DKE/GAK 541.3.6Protectivedevicesfor
electromobility
DKE/GAK 542.4.1Connectorsystemsfor
conductiveconnectionofvehiclestothegrid
DKE/GAK 542.4.3DC-Connectorsystemsforconductiveconnectionof
vehiclestothegrid
DKE/GAK 767.13.18EMCforelectromobility(NA052-01-03-03GAK)
DKE/GAK 767.14Radiointerferencesuppressionofvehicles,vehicleequipmentand
internalcombustionengines
Steering group EMOBILITY
(DKE/NAAutomobil)
EMOBILITY.30StandardisationRoadmap
forElectromobility
EMOBILITY.40MirrorcommittteeoftheGerman-Chinese
sub-workinggrouponelectromobility
EMOBILITY.50Focusgrouponbatteries
NA 052-01-03-17 GAKVehicle-to-gridcommunication
interface(V2GCI)
NA 052-01-21-01 GAKElectricalsafetyandgridinterface
NA 052-01-21-03 GAKEnergystorage
AG 4 Standardisation, specification and certification of NPE
DIN Electromobility Office
Figure 6: National coordination of electromobility standardisation and the joint DKE/DIN bodies involved (overview)
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28German Standardisation Roadmap for Electromobility – Version 3.0, 2014
3NationalApproachtoStandardisationofElectromobility
3.3.2 Activities at the DKE InadditiontotheaforementionedEMOBIlITYsteeringgroup,whosepurposeisthe
coordinationofactivitiesbetweenVDE/DKEandVDA/NAAutomobil,therearenumer-
ousotherDKEbodieswhichareinvolvedinelectromobilitystandardisation.Figure7
providesadetailedoverviewofthebodiesactiveineacharea.
DKE/STD1911.5dealswiththestandardisationofintegrationofelectromobilityintothe
smartgrid.Assuchitistheorganisationalinterfacebetweenelectromobilitystandardi-
sationandsmartgridstandardisation.
AcomprehensiveoverviewoftherelevantcommitteesisgiveninAnnexD.2.
CC
CC
Co
MoCCC B
M
M
B Battery / fuel cellCo Communication (PWM; V2G)CC Charger cable
Component Electrical connection
CCC Charger current converter / power electronicsMo MotorRCD Residual current protective device (ground leakage breaker)M Meter
Explanation
K 767IEC/TC 77IEC/CISPR
K 952IEC/TC 57
K 261IEC/TC 8
K 331IEC/TC 22
TAB(FNN)
AK 431.1.7IEC/SC 17D
AK 411.2.8IEC/TC 20
GAK 542.4.1GAK 542.4.3IEC/SC 23H
GAK 535.0.2GAK 535.0.4
IEC/SC 69
K 221IEC/TC 64
AK 542.1.2IEC/SC 23B
K 371IEC/TC 21
K 331IEC/TC 22
K 311IEC/TC 2
AK 221.1.11IEC/TC 64
K 461IEC/TC 13
K 764IEC/TC 106
RCD
AK 541.3.6IEC/SC 23E
K 767IEC/TC 77IEC/CISPR
GAK 353.0.1IEC/TC 69
K 353IEC/TC 69
Figure 7: Overview of relevant bodies active in the fi eld of electromobility
3.3.3 Activities of NAAutomobilNumerousbodiesofNAAutomobildealwiththestandardisationofelectricalandelec-
troniccomponentsandsystems,andwiththespecificationofissuesapplicabletoelec-
tricvehicles.Figure8showsanoverviewofthesebodies.Acomprehensiveoverviewis
giveninAnnexD.2.
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3NationalApproachtoStandardisationofElectromobility
AA-03 “Electrical equipment”
Data communicationNA052-01-03-01AK
EMCNA052-01-03-03GAK
Cables for electric vehiclesNA052-01-03-04AK
FusesNA052-01-03-05AK
Plug connectorsNA052-01-03-06AK
Environmental conditionsNA052-01-03-13AK
Vehicle-to-grid communication
NA052-01-03-17AK
AA-26 “Functional safety”
General requirements for road vehicles
NA052-01-26-01AK
AA-21 “Electric road vehicles”
Electrical safety and grid interface
NA052-01-21-01GAK
Power and consumption measurement
NA052-01-21-02AK
Energy storageNA052-01-21-03GAK
Vehicle systems for electric drive
NA052-01-21-04AK
Wireless chargingNA052-01-21-05AK
Figure 8: Overview of relevant bodies of NAAutomobil dealing with electromobility
3.3.4 Standardisation activities on data security and data privacyDKE/AK952.0.15,whichisresponsibleforITsecurityissues,worksinclosecooperation
withDKE/UK931.1,thebodyresponsibleforITsecurityinprocessautomation,aswell
aswithVDEETG/ITGAGITsecurityandtheresponsibleworkinggroupintheForumNet-
workTechnology/NetworkOperationinVDE(FNN).Itmirrorstheworkcarriedouton
theIEC62351seriesofstandardsbyIEC/TC57/WG15,andhasinitiatedworkonPart8
ofthisseriesdealingwithrole-basedaccesscontrol.Thisbodyalsosupportsallactivi-
tiesaimingtobringITsecuritystandardisationinDKEDivision9undertheauspicesof
onebodyasfaraspossible.DKE/AK952.0.15hassupportedworkwithintheGerman
FederalOfficeofInformationSecurity(BSI)onaCommonCriteriaProtectionProfilefor
smartmetersandthecorrespondinggateways.
Thecross-sectionalgroupDKE/STD1911.11.5wasfoundedin2014.Itdealswithinfor-
mationsecurityanddataprivacyinthesmartgrid,incooperationwiththeappropri-
atebodiesonsmartmeters,withexpertsinITsecurityinnetworkcontroltechnology
withinDINNIA27.
3.3.5 Standardisation activities carried out within funded projects TherearecurrentlyanumberofpilotandmodelprojectsbeingcarriedoutinGermany.
Themainobjectiveoftheseactivitiesistogatherexperienceandgainnewinsightsin
thepracticalimplementationofelectromobility.Anothermajortopicbeingdealtwith
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intheseprojectsandinexchangesofexperienceistheextenttowhichexistingstan-
dards/specificationsaretobetakenintoconsiderationand/orrevisedandwherenew
standardsandspecificationsareneeded.Thefindingsneedtobeanalysedandassessed
fortheirrelevancetostandardisationonthebasisofthetimescheduleforeachproject.
ProjectsincludethosefundedbytheGermanFederalGovernment(i.e.bytheministries
BMBF,BMU,BMVBS,BMWi),andthoseinitiatedbytheGermanfederalstates(e.g.Auto-
Cluster.NRW,EcoFleetHamburg,thefourshowcasesofelectromobility).
Severaloftheseprojectshaveaclearrelationshiptostandardisation.Theseare,for
example:
• Theprogramme“InnovationwithStandards”(INS)initiatedbytheFederalMinistryof
EconomicsandTechnology(BMWi),whichsupportsinnovativestandardisationproj-
ectsofGermanbusinessesinordertobetterupholdtheirinterestsatanationaland
internationallevel.Inadditiontoelectromobility,thisprogrammealsocoversother
areasofthehigh-techstrategyoftheGermanGovernmentandespeciallyaddresses
smallandmedium-sizedbusinesses(projectdurationuntil12/2015).
• Theproject“Electromobility–ImplementationoftheStandardisationRoadmap”
fundedbytheBMWi.Itsmainfocusisthetargetedimplementationofindividual
standardisationtopicsidentifiedbasedontheGermanStandardisationRoadmap
forElectromobilityor,forexample,inongoingresearchanddevelopmentprojects.
TheobjectiveofthisprojectistostrengthenGermany’spioneeringroleinsetting
standards,whichistobeimplementedwithtargetedactivitiesandthesupportof
theGermanindustryandresearchinstitutions,especiallywithrespecttoactivitiesat
Europeanandinternationalstandardisationorganisations.Forthispurpose,inter-
estedgroupsfromtheeconomicandresearchfieldareinvolved.Aspecialfocuslies
onsmallandmedium-sizedbusinesses(KMU)(projectdurationuntil09/2015).
• Thetechnologycompetition“ICTforElectromobilityII:SmartCar–SmartGrid–
SmartTraffic”startedbytheBMWiinspring2011.Thefocusof“ICTforElectromo-
bilityII”liesonpromotingresearch,developmentandpilottestsinordertomore
quicklydevelopconceptsbasedoninformationandcommunicationtechnologyand
makethemavailabletothepublic.Currently,18projectswereselectedforfundingas
partofthetechnologycompetition.Theproject“Systematicintegrationofelectro-
mobility–analysesofpracticalapplicationsanduserstories”isfundedinaddition
tothemodelprojects,whereuserstoriesandusecasesspecifictoelectromobility
aredeveloped.Weexpectfromthisusecasemethod,whichisnowwidelyused,to
systematicallyidentifygapsanddemandsforfurtherdevelopmentandtothenwork
onthem.Thus,innovationbarrierswillbeidentifiedandovercome,andsystematic
approachesandcollaborationispromotedacrossprojects(projectdurationuntil
10/2015).
TheDKEhasbeenamajorplayerinthedevelopmentintheapplicationofusecasesfor
thetechnology-independentdescriptionofprocessesforstandardisationpurposesas
partofitsworkonsmartgrids(DKE/STD1911.0.2).TheworkgroupDKE.AKSTD1113.0.3
“Use-casesfore-mobility”isresponsibleforusescasesspecifictoelectromobility.
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Ausecasedescribesprocessesintermsofthemarketrolesinvolvedandabstracts
technicaldetails.Definingtheactors,allocatingtherespectiveroles,describingthe
activitiesanddelimitingthesystemaresomeoftheimportanttasksthathaveasignifi-
canteffectonthestructureofausecase.Inthiswaytheusecasesmethodshowshow
aprocessislogicallydividedintoitsindividualsteps.Ausecasediagramdescribesthe
user’sneedsforaclearlydelimitedprocessandhelpsdefineinterfaces.
Theworkofthestandardisationbodiesconsistsofdeterminingthetechnicalrequire-
mentsfortheirownareafromtheappropriateusecasesandtransposingtheseinto
standards.Thus,usecasescanrepresentprocessesatanearlystageanddescribeplans
whichstillhavetobeimplementedsystemically.
3.4 International agreement on electromobility
Currently,nationalandinternationalstandardisationconceptsareincompetitionwith
eachother.Electromobilitycanonlybesuccessfuliftherearesufficientinternational
standardsandspecificationsonthistopic.Thisappliesinthesamewaytotheinterface
ofvehicleandinfrastructure.AsingleGermanorEuropeanstandardisationforelectro-
mobilityisseenasinsufficient.Toaccelerateinternationalstandardisation,nationally
developedsuggestionsandresultsobtainedinGermanycouldbeusedforimplementa-
tion.Internationallyharmonisedstandardsensuresuccessandprovideindustrywith
thesameconditionsforallmarkets.
InternationalelectrotechnicalstandardisationiscarriedoutatIEC,whiletheseactivities
intheautomotivesectorarecarriedoutatISO.Beforeelectromobilitycanbeintro-
duced,workwithinthesetwoorganisationsneedstobeharmonised.Thecoordination
ofISOandIECactivitiesisessentialinordertoavoidduplicationofworkandtoensure
theparticipationofallexpertsfromtheeconomicsectorsinvolvedinelectromobil-
ity,forexampleinthedevelopmentofstandardsandspecificationsforvehicle-to-grid
interfaces.InMarch2011,ISOandIECsignedaMemorandumofUnderstanding(MoU)
whichprimarilycoverstheestablishmentofjointworkinggroups(JWGs)undermode5
todealwithallaspectsofthevehicle-to-gridinterface.
TheadoptedMoUneedstobecontinuouslyimplemented.Thesecretariatsandchair-
personsoftherespectivebodiesmustcontinuetoensuretheimplementationinon-
goingreciprocalconsultations,especiallyfornewprojects.
Consortia,especiallySAE,mustberequestedtogetinvolvedinstandardisationwork
atISOandIECinsteadofdevelopingtheirownadditionalspecifications.Itcanbe
assumedthattheSEAstandardsareabindingregulationformanystatesoftheUSA.
IncludingcontentsofSAEstandardsininternational,consensus-basedstandards(ISO,
IEC)isdifficultduetocopyrightissues(e.g.SAEJ2929).However,theobjectivemust
betoharmonisecontentsofSAEstandardswithcontentsofISOandEICstandards.This
istheonlypossibilitytoreducelicensingworkfortheautomobileindustryintheUSA.
Inthemeantime,werecommendthatrepresentativesoftheEuropeanindustrybe
Currently,nationalandinternationalstandardisationconceptsareincompetitionwith
eachother.Electromobilitycanonlybesuccessfuliftherearesufficientinternational
standardsandspecificationsonthistopic.Thisappliesinthesamewaytotheinterface
ofvehicleandinfrastructure.AsingleGermanorEuropeanstandardisationforelectro-
mobilityisseenasinsufficient.Toaccelerateinternationalstandardisation,nationally
developedsuggestionsandresultsobtainedinGermanycouldbeusedforimplementa-
tion.Internationallyharmonisedstandardsensuresuccessandprovideindustrywith
thesameconditionsforallmarkets.
General
suggestion
TheadoptedMoUneedstobecontinuouslyimplemented.Thesecretariatsandchair-
personsoftherespectivebodiesmustcontinuetoensuretheimplementationinon-
goingreciprocalconsultations,especiallyfornewprojects.
Consortia,especiallySAE,mustberequestedtogetinvolvedinstandardisationwork
atISOandIECinsteadofdevelopingtheirownadditionalspecifications.Itcanbe
assumedthattheSEAstandardsareabindingregulationformanystatesoftheUSA.
IncludingcontentsofSAEstandardsininternational,consensus-basedstandards(ISO,
IEC)isdifficultduetocopyrightissues(e.g.SAEJ2929).However,theobjectivemust
betoharmonisecontentsofSAEstandardswithcontentsofISOandEICstandards.This
istheonlypossibilitytoreducelicensingworkfortheautomobileindustryintheUSA.
Inthemeantime,werecommendthatrepresentativesoftheEuropeanindustrybe
General
suggestion
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involvedintheworkofSAEbodiesinordertoavoiddeviatingregulationsandthatpos-
sibilitiesofabilateralcollaborationforthedevelopmentofcommonspecificationsare
usedbeforeISO/IECstandardisation.
Furthermore,itcannotbeexpectedcurrentlythatnationalChinesestandardsfor
electricvehiclescanbecomeinternationalstandards.However,itislikelythatfulfilling
thesestandardsisaconditionformarketaccessinChina.Translationandinterpretation
ofChinesestandardsisoftenproblematic.Germanystronglypromotedanincreased
involvementofChinaininternationalstandardisationintheGerman-ChineseEconomic
Committeeandwithstandardisation.Futuredevelopmentsonthisissueareawaited.
Moreover,thereareanumberofotherorganisationsthatgenerallyinfluencerequire-
mentsforelectricvehiclesandelectromobilityduetotheiractivities.Thus,theyinflu-
encestandardsdirectlyorindirectly.Itmustbereviewedwhetherandhowcoordina-
tionofactivitiesisnecessary,andespeciallytowhichextentactivitiesofotherorganisa-
tionscanbeincludedinISOandIEC.
TheEMOBIlITYsteeringgroupandtheDINelectromobilityofficeshouldcoordinatea
suitableprocedureforliaisingwithotherorganisations.Otherorganisationsmustbe
identifiedearlyandtheestablishingofconflictingrequirementsforelectromobility
mustbeavoidedthroughearlycontactsandinvolvementoftheseorganisations.An
involvementinstandardisationorganisationsotherthanISOandIECmustonlybea
temporaryoption.
3.5 CEN/CENELEC eMobility Coordination Group (eM-CG), EU mandate M/468
TheEuropeanCommissionhasrecognisedthesignificanceofelectromobilityinachiev-
ingclimateprotectiontargetsandasaneconomicfactorforEurope,emphasisingthis
byissuingstandardisationmandateM/468.Itaimsatensuringuniformchargingmeth-
odsforelectricvehiclesthroughouttheEuropeanUnionandavoidingisolatedsolutions
byindividualEuropeanmemberstates.Themandatefocusesontheurgenttopicof
creatingstandardsandspecificationsforuniformcharginginterfacesbetweenthe
vehicleandthepowersupplygrid.Thecontroversialdebatescurrentlytakingplaceata
Europeanlevel,particularlywithreferencetothedesignofthevehicle-to-gridinterface,
clearlyshowsthatagreementisimperative.Themandatenotonlycoverspassenger
cars,butalsoothervehiclecategories,e.g.scooters.
ThestandardisationmandatewashandedovertorepresentativesoftheEuropean
standardsorganisationsCEN,CENElECandETSIinJune2010.CENandCENElEChave
adoptedthemandateandhavealreadysetupthejointCEN/CENElECfocusgroupon
Europeanelectromobility.Thisfocusgroupexaminedtherequirementsandprecondi-
tionswithineachEuropeancountryforauniformchargingstructure,aswellasthe
needforthestandardisationofelectromobilityinEurope.InOctober2011,thereport
“Standardisationforroadvehiclesandassociatedinfrastructure”waspublished.The
CEN/CENElECfocusgrouponEuropeanelectromobilityrecommendsfoundingaCEN/
CENElECeMobilityCoordinationGroup(eM-CG)inordertosupportstandardisation
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activitiesduringtheimportantphaseofpreparingneworupdatingexistingstandards.
TheeMCGensuresthattherelevanttechnicalinstitutionsimplementandmaintainthe
standardsrequiredfortheelectromobilitysectoraccordingly.
Duetothepositiontakenbyafewmanufacturersandusersofcertainplugandsocket
configurations,itwasnotpossibletoissueaconsensus-basedrecommendationfora
uniformpan-Europeanplugandsocketsystem,eventhoughalargemajorityofthe
interestgroupssupportedtheGermanplugtype2proposal.InJanuary2013,theEuro-
peanCommissionpresentedasuggestionforaregulationonalternativefuelsandrec-
ommendedtheuseofplugtype2/combo2forEurope.Thissuggestionwasconfirmed
bytheEUParliamentinApril2014.
TheEUCommissionhasadraftforanewstandardisationmandatetoimplementthis
regulation.Inthiscontext,politicalsupportcontinuestobeimperativeinordertopro-
motetheinterestsforGermanindustry.
3.6 Other relevant sources of information
AnumberofsourceswereconsultedduringthedevelopmentoftheGermanStandardi-
sationRoadmapforElectromobility.Relevantinformationinthesesourceswasanalysed
andintegratedintotheGermanStandardisationRoadmapforElectromobility.Thefol-
lowingstudieswereespeciallyimportant:
• DIN study “Normungsbedarf für alternative Antriebe & Elektromobilität” (Need
for the standardisation for alternative drive and electromobility), carried out
under the leadership of NAAutomobil [4]
ThisDINstudyidentifiesandprovidesanoverviewoftherelevantstandardsinthe
fieldofelectromobility,includingexistingstandardsandstandardswhichwerestill
underdevelopmentatthetimethestudywasconcluded.Inaddition,thestudy
includesanumberofrecommendationswhichshouldbetakenintoaccountinthe
revisionoftheGermanStandardisationRoadmapforElectromobility.
• VDE study on electric vehicles [5]
ThisVDEstudyillustratesthepotentialforbattery-poweredelectricvehiclesand
evaluatesthetechnicalfeasibilityofindividualcomponentswhiledeterminingthe
needforR&Dactivities.Withregardtotheconnectionofvehiclestothesupplygrid,
scenariosfortheintroductionofonemillionelectricvehiclesormorearedescribed.
Theintroductionofonemillionelectricvehiclesandmoreisdescribedinscenarios
fortheconnectionofvehiclestothesupplygrid.Thestudyalsoevaluatestechnical
aspectsofthemaincomponentsofelectricvehiclesundertechnicalconsiderations.
Inadditiontothekeycomponentsofthedrivetrain,italsoexaminesauxiliarypower
supply,chargers,accessoriesandrangeextenders.
• VDE study “E-Mobility 2020: Technologien – Infrastruktur – Märkte” (E-mobility
2020: Technologies – Infrastructure – Markets) [14]
Inthestudy“E-mobility2020:Technologies–Infrastructure–Markets”,member
companiesanduniversitiesassessedGermany’scurrenttechnologicalposition,and
theopportunitiesforandchallengesfacingelectromobilityinGermany.Inaddition,
around1,000consumerswereinterviewed.Theiranswersprovideinformationonthe
generalattitudetowardsandacceptanceofelectromobilityamongthepublic.
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• Livre Vert [12]
TheFrench“livreVertsurlesinfrastructuresderechargeouvertesaupublicpourles
véhicules«décarbonés»”(Greenpaperonpubliccharginginfrastructuresforzero
emissionvehicles)providesaguideforregionalauthoritieswhointendtoimplement
projectsforsettingupapubliccharginginfrastructure.Itwascommissionedbythe
FrenchgovernmentunderthechairmanshipoftheSenatoroftheDépartementAlpes-
Maritimesincooperationwithrepresentativesofpoliticsandtechnologydivisionsin
theregionalauthoritiesof13pilotregions,aswellaswithautomobilemanufacturers,
companiesandassociationsintheenergysupply,transportation,constructionand
infrastructuresectors,alongwithpublicauthorities,institutesandagenciesinvolved
inenergy,industry,environmentandfinance.ThestudywaspublishedinApril2011.
• ANSI EVSP
TheUS-AmericanstandardisationorganisationANSIcoordinatesthedevelopment
oftheStandardisationRoadmapANSIEVSP.Version2oftheANSIStandardisation
RoadmapwaspublishedinMay2013andwasavailableinEnglishinadditiontothe
GermanRoadmap,theCEN/CENElECRoadmapandtheACEArecommendations.
• ACEA position paper [13]
TheACEA(EuropeanAutomobileManufacturersAssociation)hasagreedontheuseof
uniformstandardsforthechargingofelectricvehicles.From2017onwards,thereis
tobeauniformplug(type2)forallelectricvehicles.JapaneseandSouthKoreanauto-
mobilemanufacturersparticipatedinthediscussions.
Intheautomotivesectortherearenumerousorganisationswhoseactivitiesinfluence
therequirementsonelectricvehiclesandwhothereforehaveadirectorindirectinflu-
enceonstandardsandspecifications.Furthermore,standardisationoftheInternet
needstobetakenintoconsideration,sinceitisexpectedthatweb-basedcommunica-
tionswillplayaroleinelectromobility.Inthiscontext,thefollowingaretobemen-
tioned:
• Euro NCAP, US NCAP
Testprotocolsandproceduresforevaluatingtheactiveandpassivesafetyofvehicles
–particularlycategoryM1passengervehicles–arenotstandardsintherealsense.
Nevertheless,theydefineperformancerequirementswhichhaveagreatinfluenceon
vehicledesign.
• ETSI TC ITS / CAR 2 CAR Communication Consortium
UnderEuropeanstandardisationmandateM/453,ETSIisworkinginclosecoopera-
tionwiththeCAR2CARCommunicationConsortiumonstandardisingashort-range
vehicle-vehicleandvehicle-infrastructurecommunicationbasedontheIEEE802.11p
standards.Inthiscontext,thepossibilityofcommunicationwithelectriccharging
stationsisbeingdiscussed.
• World Wide Web Consortium (W3C)
TheWorldWideWebConsortium(W3C)isthebodyforstandardisingtechnologies
concerningtheWorldWideWeb.W3Cisnotaninternationallyrecognisedorganisa-
tionandisthereforenotentitledtolaydownstandards.Nevertheless,W3Cspecifica-
tions,suchasXMl,formthebasisforseveralISOstandards.Specificationslaiddown
byW3Caffectthecommunicationsanddatasecuritysectors.
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4 Overview of the “Electromobility” System
Thissectiondescribeselectromobilitysystemapproacheswhich,according
toexpertsfromGermanindustry,researchandpolitics,willmakeamajor
contributiontowardsachievingthegoalsofphase1(onemillionelectric
vehiclesonGermany’sroadsby2020).Thetechnologiesandstakehold-
ersinvolvedwereidentifiedinsection3.1.Thepresentsectionbeginsby
presentingusecasescenariosforelectricvehiclesandthendescribesthe
energyanddataflowsinvolved.Thisisfollowedbyamoredetaileddiscus-
sionofthevehicle,energystorageandcharginginfrastructuredomains.For
eachdomain,therelevantnationalandinternationalstandardsandspeci-
ficationsarenamedwhichhavebeenidentifiedincurrentstudiescarried
outbymanufacturers,usersandresearchersactiveintheelectromobility
sector.
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4Overviewofthe“Electromobility”System
4.1 Electric vehicles and the smart grid
Electromobilityofferstheuniqueopportunityofcombiningtheadvantagesofenviron-
mentally-friendlymobilitywithanefficient,optimisedutilisationofelectricitysupply
gridresourcesandsustainablygeneratedelectricalenergy.Thisgivesrisetoanumber
ofspecialrequirements,particularlyonthetechnologyusedandonthestandardisation
oftheinterfacebetweenelectricvehiclesandthegrid.
Thedevelopmentofstandardsisafundamentalprerequisitebecausetherearesomany
differentusecasesforthebatterychargingprocess.Thefollowingusecases,inparticu-
lar,canbeidentified:
• Charging_ Charginglocations
_ Private(e.g.garage),semi-private(e.g.companyyard),publicorsemi-public
(e.g.supermarketcarpark)chargingstation_ Incombinationwithparking_ Outdoors,underarooforinanenclosedspace_ Atasingle-phasehouseholdmainsoutlet,atafriend‘sorrelative‘shouse_ Whiletravelling(fastcharging)
_ Chargingfunctions_ NormalchargingasACorDCchargingwithpowerupto22kW(“normal
charging”:inthefollowing“normalcharging”isusedasopposedtofastcharging)_ FastchargingasACorDCchargingwithpowerofmorethan22kW_ cable-boundorinductive_ Withorwithoutcommunicationspathforindividualbilling_ Withorwithoutcommunicationspathfornegotiatingelectricityrates_ Withorwithoutloadmanagement/powergridservices(local,smartgrid)_ Gridfeedbackoption(phase2)_ Metering
_ Vehiclefunctionswhileconnectedtothestationarygrid_ Chargingprocessmonitoring_ Temperaturecontrolofbatteryand/orthevehicleinteriorwhilevehicleisstationary
• Billing/payment_ Withoutseparatebilling(billingaspartofthe“normal”electricitybill)_ Withaseparatecumulativebill(separatemeter)_ Withaseparatedetailedbill(comparabletoa“fuelcard”)_ Withdirectpayment(cash,electronic,possiblyintegratedintoparkingspace
management)_ Directorindirectconnectionofthevehicletothebillingsystem
Thislistprovidessomeideaofthecomplexityoftheissuesinvolvedinthecharging
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4Overviewofthe“Electromobility”System
process.Inadditiontonewstandardsprojectsdealingwiththeseissues,therewillbea
needtoreviewand,wherenecessary,adaptexistingvehiclestandardsinthefieldsof
• electricalsafety
• electromagneticcompliance(EMC)
• therequirementsonvariouselectrical/electronicsystemsandcomponents.
Furthermore,fromtheviewpointofenergysuppliersandgridoperators,thesystem
mustbelinkedtothesmartgrid.Asaresult,otherloadscenariosincludingenergy
feedbackwillevolveinadditiontotheconventional“charging”scenario.Otherforms
areimaginablebetweenthesescenarios,astheexamplesinFigure9show.
Charging Price management Load management V2G feedback
Cu
sto
me
r choosestimeandchargingprofile
choosessuitabletimeforcharging
basedontime-basedtariffschemes
specifiesdesiredusage(howmuchchargeisrequired
bywhen)
specifiesdesiredusage(howmuchchargeisrequired
bywhen)
Ch
arg
ing
in
fra-
stru
ctu
re p
rovi
de
r hasnoinfluenceonorcannotswitchoffwhensmartmeters
areused
hasindirectinfluenceon
chargingbehaviourduetovariablepricingscheme
canactivelyadaptloadtothecurrently
availableenergysupply
canactivelycontrolloadandenergy
feedback
Figure 9: Forms of grid integration of electric vehicles during charging
Thistableshowsanincreasinglycloseintegrationoftheelectricvehicleintothesmart
gridfromlefttorightandwaysofprovidingtherespectivegridservices.Interms
ofsystemstheory,eachofthesevariantsrepresentsacontrolloopforoptimising
consumptionandthefeedbackofenergyintothegrid.Withthe“pricemanagement”
method,thecurrentelectricitypriceisthecontrolparameterforconsumption,whereas
the“loadmanagement”and“feedback”methodsmakeprecisecontrolofthecharging
processpossible.
Otherusecasescenarioswhicharenotdirectlyassociatedwiththechargingprocess
havealsobeendiscussedinconnectionwiththeGermanStandardisationRoadmapfor
Electromobility.Examplesoftheseare:
• stationaryvehicle
• vehicleinmotion
• service(diagnosis,maintenanceandrepairs)
• accidents,recoveryofvehicleafteranaccident
• towing
• decommissioning,recycling
Thesescenarioswillbediscussedastheneedarises.
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4Overviewofthe“Electromobility”System
4.2 Interfaces, energy flows and communications
Theintroductionofelectromobilitywillleadtoaneedformanynewenergyflowand
communicationrelationshipsandprotocols,andwillrequiretheadaptationofexisting
interfaces.Thefollowinginterfacesareconceivableandneedtobetakenintoconsider-
ation:
• vehicle–charginginfrastructure
• vehicle–user
• vehicle–energytrade
• charginginfrastructure–grid
• charginginfrastructure–energytrade
• charginginfrastructure–charginginfrastructureoperators
• charginginfrastructureoperators–billingandpaymentservices
• users–billingandpaymentservices
• users–charginginfrastructure(e.g.reservationofpubliclyavailablechargingstations)
• charginginfrastructureoperators–users
• vehicle–service
• vehicle–billingandpaymentservices
Insomecases,bothdataandenergyaretransmittedviatheseinterfaces.Thevari-
ousabstractionlevelsoftheinterfacescanberepresentedasasimplelayermodel,as
showninFigure10.
Services
Metering
Billing/payment
Diagnosis
loadmanagement
Feedbackmanagement
Communication Energy flows
Communicationmedia Direction
Communicationprotocols Protectionconditions
Signalling
Physical level
Electricalparameters
Mechanicalparameters
Transmissionmedium(conductive,inductive)
Figure 10: Abstraction levels of electromobility interfaces
Thecommunicationslayercanbesubdividedintofundamentalsignalling(requiredto
ensuresafety),morecomplexcommunicationprotocols(e.g.forbillingapplications),
andcommunicationmedia(e.g.powerline).
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4Overviewofthe“Electromobility”System
Thefollowingsectionsidentifytheindividualaspectsofenergyflowsandinterfaces,
thecurrentstateofstandardisation,aswellaswhatremainstobedone.
4.2.1 Energy flows Asignificantnumberofnationalandinternationalstandardisationactivitiesdealwith
definingthecharacteristicparametersofpossibleenergyflows.Thefirsttypeofflow
thatmaybeconsideredisthe(conductive)chargingofavehiclebatteryviaacable
andmainsoutlet.However,otherenergyflowsarealreadybeinglookedatwithinthe
electromobilityframework,asshowninFigure11,suchasinductivecharging,bat-
teryswitchingandchargingbyelectrolyteexchange(“redoxflow”).Otherenergyflow
modesarenotregardedasbeingpracticableatpresentorareirrelevantforstandardi-
sation(e.g.solar-poweredcarsparkedunderastreetlight).
Atpresent,thereisnointernationalapproachtothestandardisationofbatteryswitch-
ingsystems.Researchstillhastobecarriedoutonredox-flowchargingsystemsbefore
themaincharacteristicparameterscanbedefinedinstandards.
IECisdevelopingthestandardcollectionIEC61980-1oninductivecharging.Since
cond