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Electric Vehicle Power Transfer System Using a Three-Phase Capable Coupler
- Ground Vehicle Standard
- J3068_201804
- Issued
Downloadable datasets available
Annotation ability available
Sector:
Issuing Committee:
Language:
English
Scope
This document covers the general physical, electrical, functional, testing, and performance requirements for conductive power transfer to an Electric Vehicle using a Coupler capable of, but not limited to, transferring three-phase AC power. It defines a conductive power transfer method including the digital communication system. It also covers the functional and dimensional requirements for the Electric Vehicle Inlet, Supply Equipment Connector, and mating housings and contacts. Moveable charging equipment such as a service truck with charging facilities are within scope. Charging while moving (or in-route-charging) is not in scope.
Rationale
SAE J3068 is a recommended practice for conductive charging of Electric Vehicles and Supply Equipment that utilize three-phase AC power. Presenting a symmetric three-phase load enhances grid stability, especially at high power levels. SAE J3068 standardizes an AC three-phase capable charging Coupler and digital control protocols, offering sufficient power and reliability for the commercial vehicle market. Existing technology is combined to provide higher power than existing charging solutions from the passenger car sector, with added diagnostics. DC charging on separate contacts with PLC controls is also described, as is limited three-phase AC charging with PWM controls, providing interoperability with J1772 protocols where possible.
SAE J3068 provides for the following:
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1
A higher power version of an existing charge Coupler, for example 133 kW at 480 VAC 160 A three-phase.
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2
Bidirectional digital communication between the Electric Vehicle and the Supply Equipment (EVSE) via single wire baseband signaling for local control, providing low cost, low complexity, and high reliability.
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3
Grid supply voltage is signaled before the EV and Supply Equipment agree to charge. For example, in Canada 600 VAC is more common than 480 VAC but not all Electric Vehicles can utilize 600 VAC.
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4
Independent control of current limits on a phase-by-phase basis. For example, this enables the minimum overall de-rate when only one phase leg has the available current restricted by the utility.
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5
The EV may signal requested current, to enable a power management system to balance loads better. A minimum power requirement communication option supports fixed loads such as refrigeration, which cannot control current draw other than in an on-or-off fashion.
Only symmetric three-phase AC supplies are supported in this first edition (J3068 Edition 1). Asymmetric supplies such as corner-grounded Delta and High-Leg-Delta may be supported in a future edition.
Recommended Content
| Ground Vehicle Standard | Use Cases for Diagnostic Communication for Plug-in Electric Vehicles |
| Aerospace Standard | Electric Baggage/Cargo Tractor |
| Ground Vehicle Standard | SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Coupler |
Topic
Data Sets - Support Documents
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| Table 1 | Coupler classification | |
| Table 2 | SE classification | |
| Table 3 | EV classification | |
| Table 4 | Examples of three-phase AC power (informative) | |
| Table 5 | Examples of single-phase AC power (informative) | |
| Table 6 | Coupler contact functions | |
| Table 7 | SE control pilot circuit parameters (see ) | |
| Table 8 | EV control pilot circuit parameters (see ) | |
| Table 9 | Transceiver parameters (SE and EV) | |
| Table 10 | Definition of CP levels | |
| Table 11 | Recommended CP level detection by the SE | |
| Table 12 | Component values | |
| Table 13 | EV detection of proximity voltages | |
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| Table 14 | Frames | |
| Table 15 | Chain of control: status, task, schedule, frame | |
| Table 16 | Application program timing limits | |
| Table 17 | EvInfoEntries values | |
| Table 18 | SeInfoEntries values | |
| Table 19 | Timing for start of normal control sequence | |
| Table 20 | Timing for normal EV-triggered end of charging | |
| Table 21 | Timing for end of charging triggered by SE (non-emergency) | |
| Table 22 | Frame 0, SeVersionList | |
| Table 23 | Frame 1, EvVersionList | |
| Table 24 | Frame 2, SeStatus | |
| Table 25 | Frames 3 and 4, status and currents | |
| Table 26 | Frames 5 through 8, voltages and currents | |
| Table 27 | Frames 9 through 11, currents and readiness | |
| Table 28 | Frames 12, 13, and 14, warnings and errors | |
| Table 30 | Control logic differences | |
| Table 31 | LIN frames | |
| Table 32 | LIN schedules |
Issuing Committee
Truck and Bus Electrical Systems Committee
The Truck and Bus Electrical Systems Committee is responsible for initiating, drafting, reviewing, and approving review Standards, Recommended Practices, and Information Reports that pertain to the electrical/electronic power distribution systems, wiring, and other electromechanical [mechatronic] components of trucks, tractor-trailer combinations and ubses over 10,000 lbs. (4500 Kg) GVWR primarily designed for on-highway use, but encompassing limited off-highway operation of vocational vehicles. The Committee reports to the Truck and Bus Electrical/Electronic Steering Committee., standards and information reports concerned with the distribution of electrical energy in trucks, buses, and truck-trailers, including the connections required.
Reference
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