Browse Topic: Smart grid
Live-line operation is a critical technique for maintaining the reliability and continuity of power supply in modern distribution networks. Insulating mats serve as essential protective equipment during such operations by providing both electrical insulation and mechanical shielding. In practical service conditions, insulating mats are subjected to repeated mechanical contact and friction against conductors, metallic fittings, and ground surfaces, which progressively deteriorates their surface integrity and compromises operational safety. Current performance standards for insulating mats emphasize dielectric and tensile properties, while tribological durability remains unaddressed. In this study, an EVA – PA6 composite film fabricated via the tape casting method was selected as the representative outer insulating layer of insulating mats. Reciprocating friction tests were conducted using an SDR339 abrasion tester to evaluate the effects of normal load and sliding speed on wear behavior. The results indicate that wear mass increased monotonically with friction cycles at a given speed, whereas the incremental wear rate gradually decreased due to contact area evolution. A pronounced transition from mild surface abrasion to severe material removal was observed when the applied load reached 5 N, accompanied by surface scratching and exposure of the internal fibrous layer. These findings demonstrate that the wear resistance of the EVA – PA6 composite film is insufficient for long-term service under realistic frictional conditions. The results provide experimental evidence supporting the necessity of incorporating standardized wear resistance evaluation into performance criteria for insulating mats used in live-line operations.
This paper explains the method of precooling of electric vehicle from grid connected charger reduce load on HVAC and improve the range. HVAC systems are integral part of a commercial EV bus. With the rise of ambient temperatures during various seasons, the load on HVAC System is increasing. Once an Electric vehicle is released from a depot for service, with an initial soaked up ambient vehicle, the HVAC system demands peak power for cooling the interiors which consumes a lot of battery power thus affecting the range. That cause the additional energy consumption required for precooling, which cannot be estimated as it is highly dependent on ambient temperature and range of the vehicle is also dependent on HVAC consumption during summer and peak loads. This paper is proposing a method that uses a special precooling mode which is activated depending on the selection of the vehicle route based on backend application running on cloud. The Application in the cloud checks if the vehicle is charging and also collects all the information about the SOC. This method will help in reduction in power demand from HVAC unit also helps in increasing the range of the vehicle.
This document describes the details of the Smart Energy Profile 2.0 (SEP2.0) communication used to implement the functionality described in the SAE J2836-1 use cases. Each use case subsection includes a description of the function provided, client device requirements, and sequence diagrams with description of the steps. Implementers are encouraged to consult the SEP2.0 schema and application specification for further details. Where relevant, this document notes, but does formally specify, interactions between the vehicle and vehicle operator.
Tracking of energy consumption has become more difficult as demand and value for energy have increased. In such a case, energy consumption should be monitored regularly, and the power consumption want to be reduced to ensure that the needy receive power promptly. Our objective is to identify the energy consumption of an electric vehicle from battery and track the daily usage of it. We have to send the data to both the user and provider. We have to optimize the power usage by using anomaly detection technique by implementing deep learning algorithms. Here we are going to employ a LSTM auto-encoder algorithm to detect anomalies in this case. Estimating the power requirements of diverse locations and detecting harmful actions are critical in a smart grid. The work of identifying aberrant power consumption data is vital and it is hard to assure the smart meter’s efficiency. The LSTM auto-encoder neural network technique is used here for predicting power consumption and to detect anomalies. Anomaly detection technique is the most important to identify any abnormal events of power consumption in electric vehicle battery. This approach can be validated by comparing the identified anomalous usage with the usual power consumption during the same period, and the results show a considerable increase in power consumption during the unusual times. Real time data of power consumption can be seen by the user and the user can track the daily usage of his/her power consumption using some user interface applications like Blynk. In Real-time a dataset is taken from smart energy meter hardware setup and the data is given as testing data to the already trained LSTM auto-encoder deep learning model and using anomaly detection technique abnormal energy consumption was identified.
Researchers have built a new type of battery that combines the benefits of existing options while eliminating their key shortcomings and saving energy. Most batteries are composed of either solid-state electrodes, such as lithium-ion batteries for portable electronics, or liquid-state electrodes including those for smart grids. The researchers have created a “room-temperature all-liquid-metal battery,” which includes the best of both worlds of liquid-and solid-state batteries.
Moving beyond vehicles, Toyota plans to manufacture a whole city. There's hardly a region on Earth that Toyota doesn't reach. At the 2020 CES conference, the company announced a visionary project of similar scope, saying it intends to build a “prototype town of the future” to prove out new technologies of all kind, not just transportation-related. Toyota's Woven City is envisioned as “home to full-time residents and researchers who will be able to test and develop technologies such as autonomy, robotics, personal mobility, smart homes and artificial intelligence in a real-world environment.” Toyota CEO Akio Toyoda appeared genuinely energized in announcing Woven City, saying “having the opportunity to build an entire city from the ground up - even on a very small scale like this - is in many respects the opportunity of a lifetime.” He said the 175-acre site of a decommissioned Toyota manufacturing plant will be the foundation for Woven City, with groundbreaking beginning in 2021.
Given the increasing globalization and industrialization, the worldwide demand for energy continuously increases. In the context of modern Smart Grids, especially small and distributed power plants are a key factor. The present article essentially focuses on the investigation of different approaches for waste heat recovery (WHR) in small-scale CHP (combined heat and power) applications with an output range of approximately 20 kW. The engine integrated into the CHP system under investigation applies a lean-burn combustion process generally providing comparatively low exhaust gas temperatures, thus requiring a careful design that is crucial for efficient WHR. Therefore, this article presents the development and use of a simulation environment for the design and optimization of WHR in small-scale CHP applications. The MATLAB-based code allows various combinations of specific components (e.g., heat exchangers and pumps, as well as turbines and compressors) in different thermodynamic cycles. The focus of this article essentially lies on the comparison of the Joule-Brayton and the Clausius-Rankine cycle regarding operating characteristics as well as the selection of specific working fluids. For the Brayton cycle, the working fluid’s heat capacity and molar mass mainly define feasible operation ranges. Among the working fluids taken into consideration, ammonia indicates the highest potential adding approximately 10% effective net power and increasing the electrical efficiency by about 2%-pts. The Rankine cycle (RC), however, mainly depends on the working fluid’s evaporation. Here, organic working fluids and refrigerants, respectively, indicate highest potentials adding about 19% net power and increasing electrical efficiency by approximately 3%-pts. For applications mainly requiring additional thermal energy, the RC using, for example, ethanol as working fluid provides heated water at temperature levels covering the potential consumption of single households. The Brayton cycle using, for example, ammonia as working fluid, however, allows the feeding of heated water into a district heating grid.
Lightning strikes on automobiles are usually rare, though they can be fatal to occupants and hazardous to electronic control systems. Vehicles’ metal bodies are normally considered to be an effective shield against lightning. Modern body designs, however, often have wide window openings, and plastic body parts have become popular. Lightning can enter the cabin of vehicles through their radio antennas. In the near future, automobiles may be integrated into the electric power grid, which will cause issues related to the smart grid and the vehicle-to-grid concept. Even today, electric vehicles (EVs) and plug-in hybrid vehicles (PHEVs) are charged at home or in parking lots. Such automobiles are no longer isolated from the power grid and thus are subject to electric surges caused by lightning strikes on the power grid. A charging system connected to an EV or PHEV should absorb the surge, but powerful lightning strikes can overwhelm the surge protection and intrude into the electric and electronic (E/E) systems of the vehicles, as often happens with household electrical equipment. This paper discusses the increasing risks of lightning to automotive occupants and E/E systems. To demonstrate the risk to vehicle systems, artificial lightning was generated by a 3 MV-impulse voltage source and supplied to a test vehicle. Arcing at the vehicle’s metal joints was then observed; the electronic system of the instrument panel was destroyed in the experiment. The induced surge voltage and lightning current in the metal body were both measured to determine the impact on the vehicle’s electronic systems. In order to develop a theoretical model for vehicle lightning, a NiCr metal box was also examined under artificial lightning conditions. In these experiments, neither the vehicle’s metal body nor the NiCr box shielded the lightning well. During lightning strikes, significant voltage differences were observed in the metals, and the vehicle body did not work as a common ground. The voltage difference also suggested the generation of an electromagnetic field in the vehicle cabin that can be harmful to vehicle systems.
In this paper, we present an implementation of smart charging systems for plug-in electric vehicles based on off-the-shelf communication protocols for smart grids including SAE J2836/2847/J2931 standards and SEP 2.0. In this system, the charging schedule is optimized so that it supplies sufficient electricity for the next trip and also minimizes the charging cost under given time-of-use rate structures while it follows demand response events requested by a utility. Also, users can control charging schedule and check the current status of charging through application software of tablet computers. To validate the effectiveness of the developed smart charging system, we conducted experimental demonstration in which a total of 10 customers of Duke Energy regularly used our developed system for approximately one year with simulated time-of-use rate structures and demand response events. We show the users' acceptance for the system usability and demand response events, the cost benefits for users without forcing their patience, and the impact on peak demand shift by the user-friendly system.
This SAE Recommended Practice SAE J2847-2 establishes requirements and specifications for communication between Plug-in Electric Vehicle (PEV) and the DC Off-board charger. Where relevant, this document notes, but does not formally specify, interactions between the vehicle and vehicle operator. This document applies to the off-board DC charger for conductive charging, which supplies DC current to the Rechargable Energy Storage System (RESS) of the electric vehicle through a SAE J1772™ coupler. Communications will be on the SAE J1772 Pilot line for PLC communication. The details of PowerLine Communications (PLC) are found in SAE J2931/4. The specification supports DC energy transfer via Forward Power Flow (FPF) from source to vehicle. SAE has published multiple documents relating to PEV and vehicle-to-grid interfaces. The various document series are listed below, with a brief explanation of each. Figure 1.1 shows the sequencing of these documents and their primary function (e.g., the J2836 and J2847/1 documents start with Smart Charging, J2836 and J2847/2 then adds DC charging, etc.). The intent is to have subsequent slash sheets complement each other as more functions and features are included. The /6 series of documents add wireless charging items not already included in the proceeding slash sheets. These are all then included in Interoperability in SAE J2953 and security in SAE J2931/7. J3072 then includes the PEV to grid requirements for Vehicle to Grid (V2G) power and communication to match J2836/3 Use Cases. The summary of documents for DC Charging is then as follows: SAE J1772™ is the PEV to EVSE systems document and includes the system and timing diagrams for DC Charging SAE J2836/2™ starts with the Use Cases for DC Charging communications SAE J2847/2 then transforms these Use Case requirements into the signals and messages SAE J2931/1 is where the Protocol requirements are placed for all PEV communications SAE J2931/4 is used for the PLC communication requirements for DC Charging since it is only a wired median SAE J2953/1 is the Interoperability requirements SAE J2953/2 is the Interoperability procedure and plan SAE J2931/7 includes the security
This SAE Information Report SAE J2931 establishes the requirements for digital communication between Plug-In Electric Vehicles (PEV), the Electric Vehicle Supply Equipment (EVSE) and the utility or service provider, Energy Services Interface (ESI), Advanced Metering Infrastructure (AMI) and Home Area Network (HAN). This is the third version of this document and completes the effort that specifies the digital communication protocol stack between Plug-in Electric Vehicles (PEV) and the Electric Vehicle Supply Equipment (EVSE). The purpose of the stack outlined in Figure 1 and defined by Layers 3 to 6 of the OSI Reference Model (Figure 1) is to use the functions of Layers 1 and 2 specified in SAE J2931/4 and export the functionalities to Layer 7 as specified in SAE J2847/2 (as of August 1, 2012, revision) and SAE J2847/1 (targeting revision at the end of 2012). Communications between the EVSE and other than PEV entities such as AMI, ESI, HAN, Utility head-end, etc. as shown in Figure 2 are outside of the scope of this document. It is presumed that a bridging device will be required to carry PEV information beyond the EVSE and may be collocated with the latter. The effort continues however, to additional comments and viewpoints, while the task force also continues additional testing and early implementation. Results of this effort will then be incorporated into updates of this document and lead to a republished versions as needed. The SAE J2931 family of documents has been organized into several “slash” subsections: This document, SAE J2931/1, defines architecture and general requirements including association, registration, security, and HAN requirements, as well as mapping to other SAE documents. SAE J2931/2 is under development and is proposed to define a MAC & PHY layer implementation of digital communications using FSK and the SAE J1772™ Pilot wire. SAE J2931/3 is under development and is proposed to define a MAC & PHY layer implementation of digital communications using NB OFDM and either the SAE J1772™ Pilot wire or mains. SAE J2931/4 defines the MAC & PHY layer implementation of digital communications using BB OFDM and either the SAE J1772™ Pilot wire or mains. Testing and validation of the aforementioned physical layer specifications is ongoing, and it is possible that the results of said testing may preclude one or more of the proposed solutions as unable to meet the technical requirements. Reduction of the available options to a single, worldwide standard remains the long-term goal. The document mapping of the PEV communication standards are further defined in section 4.
This SAE Technical Information Report SAE J2931/4 establishes the specifications for physical and data-link layer communications using broadband Power Line Communications (PLC) between the plug-In electric vehicle (PEV) and the electric vehicle supply equipment (EVSE) DC off-board-charger. This document deals with the specific modifications or selection of optional features in HomePlug Green PHY v1.1 (HomePlug GP1.1) necessary to support the automotive charging application over Control Pilot lines as described in SAE J1772™. PLC may also be used to connect directly to the Utility smart meter or home area network (HAN), and may technically be applied to the AC mains, both of which are outside the scope of this document.
Avionics Heat Up, in a Good Way: As was apparent at Farnborough, if there is a single technology theme that today dominates how aircraft are designed, built, and operated, it is the transformational progress being made in aerospace avionics, and the human-machine interface. The common feature shared by recent aviation platforms is the high level of systems integration, and the way in which information is displayed or made accessible, allowing previously unimaginable levels of situational awareness to be available to pilots and ground controllers. This has greatly eased the pilot workload and enhanced flight safety, especially when flying in poor weather or operating in unfamiliar or hazardous terrain. The transition from analog to digital cockpit displays has been comprehensive, but more recently the development of interactive applications and associated technologies has promoted even more rapid progress, notably with the growing adoption of touchscreens, head-up displays (HUDs), and helmet-mounted displays (HMDs). The fusion of synthetic (computer generated) images with real-time inputs from onboard sensors has created a display revolution that is now working its way into a wide variety of avionics products aimed at aircrew and, in the case of commercial passengers, into global interconnectivity.
This paper presents the use of a second life battery pack in a smart grid-tied photovoltaic battery energy system. The system was developed for a single family household integrating a PV array, second life battery pack, grid back feeding, and plug-in hybrid electric vehicle charging station. The battery pack was assembled using retired vehicle traction batteries. The pack is configured with 9 cells in each parallel bank, 15 banks in series featuring 48V nominal and a 12kWh nominal capacity. Limited by the weakest bank in the pack, the second life battery pack has an accessible capacity of 10kWh, or 58% of its original condition. A battery management was developed to handle the bank-to-bank imbalance and ensure the safe operation of the battery pack. An energy management algorithm was established to optimize the energy harvest from PV while minimizing the grid dependence. An information network was constructed to acquire data from the battery, PV, major appliances, and major inverters using Zigbee and wireless qualified devices. The system presented here achieved utilization of used vehicle traction batteries for second round of application, optimization of solar energy harvest and supported electric vehicle charging.
In the coming years electric commercial vehicles market will grow in the world and in Brazil. Electric vehicle (EVs), beyond representing a way to reduce air pollution, could become providers of innovative additional services by an improved interaction between vehicles, communication systems and power grids in a smart grid architecture. Smart grid can enable EV-charging (grid-to-vehicle, or G2V), with load shifting from off-peak periods, flattening the daily load curve and allowing vehicles to grid operations (or V2G), with EVs being used as distributed generation and storage devices. Advanced metering and bi-directional battery chargers, like interface equipment between the grid and the vehicles, are essential components, enabling a two-way flow of information and power. However, there are a number of technical, practical and economic barriers that must be taken into account during product development process. Close and cooperative relationships between the R&D departments of Electricity Suppliers and the Cars, Trucks and Buses manufacturers will be the key for the success. In this paper, Sete Lagoas City of Future project, involving CEMIG, IVECO Latin America, FIAT Automoveis S.A. and Pontifical Catholic University of Minas Gerais - PUC MG is presented and a discussion on some of the project issues is made. Mains targets of this project are to develop and design a pilot plant to enable EVs operations in V2G and G2V mode, and a methodology to analyze the impacts due to EVs connection to the electric distribution grid.
This SAE Recommended Practice J2953/1 establishes requirements and specification by which a specific Plug-In Electric Vehicle (PEV) and Electric Vehicle Supply Equipment (EVSE) pair can be considered interoperable. The test procedures are further described in J2953/2.
This SAE Information Report SAE J2836/6™ establishes use cases for communication between plug-in electric vehicles and the EVSE, for wireless energy transfer as specified in SAE J2954. It addresses the requirements for communications between the on-board charging system and the Wireless EV Supply Equipment (WEVSE) in support of detection of the WEVSE, the charging process, and monitoring of the charging process. Since the communication to the charging infrastructure and the power grid for smart charging will also be communicated by the WEVSE to the EV over the wireless interface, these requirements are also covered. However, the processes and procedures are expected to be identical to those specified for V2G communications specified in SAE J2836/1. Where relevant, the specification notes interactions that may be required between the vehicle and vehicle operator, but does not formally specify them. Similarly communications between the on-board charging sub-system and the on-board vehicle electronics is not formally specified in this document. This is the 1st version of this document and completes step 1 effort that captures the initial objectives of the SAE task force. The intent of step 1 was to record as much information on “what we think works” and publish. The effort continues however, to step 2 that allows public review for additional comments and viewpoints, while the task force also continues additional testing and early implementation. Results of step 2 effort will then be incorporated into updates of this document and lead to a republished version.
Connectivity and systems integration together with weight and production cost reduction are among the main objectives of the automotive industry in electric vehicles development in particular, when concerns with smart grids integration and interoperability increases. At the same time vehicle systems reliability plays an important role as a decisive factor for market acceptance. Conventional automotive electrical systems comprehend a central ECU, with radial wiring harness architecture with power and signal cables. A different architecture is proposed with the aim of vehicle cable mass and cost reduction, simplification and increased reliability of the whole electrical control system. With this architecture there's also the aim to provide computing and communications capability to each electric component in a distributed way, in order to enable its integration with external systems like smart phones, networking services and smart grids. A measurement, actuator and communications system designed to interface electric vehicles with external devices and users was developed and implemented. The system is distributed and composed by modules with local functions associated to specific sensors and actuators. The principle shall be to have only a single power cable and a differential communications pair across the vehicle. The topology of the system is a bus configuration. For communication purposes, every electric component of the vehicle is provided with a CAN controller. In order to interface with devices and users, a central processing unit is used as a gateway. It connects to the vehicle's system through CAN bus and interfaces with users and devices through its HMI and wireless connectivity features. Having the intelligence distributed, wiring harness complexity, mass and size reduces and reliability increases because a failure on one electronic module doesn't affect the performance of the whole system. It also makes parts replacement easier and less expensive.
This SAE Information Report SAE J2931 establishes the requirements for digital communication between Plug-In Vehicles (PEV), the Electric Vehicle Supply Equipment (EVSE) and the utility or service provider, Energy Services Interface (ESI), Advanced Metering Infrastructure (AMI) and Home Area Network (HAN). This is the second version of this document and completes the step 2 effort that specifies the digital communication protocol stack between Plug-in Electric Vehicles (PEV) and the Electric Vehicle Supply Equipment (EVSE). The purpose of the stack outlined in Figure 1 and defined by Layers 3 to 6 of the OSI Reference Model (Figure 1) is to use the functions of Layers 1 and 2 specified in SAE J2931/4 and export the functionalities to Layer 7 as specified in SAE J2847/2 (as of August 1, 2012, revision) and SAE J2847/1 (targeting revision at the end of 2012). Communications between the EVSE and other than PEV entities such as AMI, ESI, HAN, Utility head-end, etc. as shown in Figure 2 are outside of the scope of this document. It is presumed that a bridging device will be required to carry PEV information beyond the EVSE and may be collocated with the latter. The effort continues however, to step 3 that allows public review for additional comments and viewpoints, while the task force also continues additional testing and early implementation. Results of the step 3 effort will then be incorporated into updates of this document and lead to a republished version. The SAE J2931 family of documents has been organized into several “slash” subsections: This document, SAE J2931/1, defines architecture and general requirements including association, registration, security, and HAN requirements, as well as mapping to other SAE documents. SAE J2931/2 is under development and is proposed to define a MAC & PHY layer implementation of digital communications using FSK and the SAE J1772™ Pilot wire. SAE J2931/3 is under development and is proposed to define a MAC & PHY layer implementation of digital communications using NB OFDM and either the SAE J1772™ Pilot wire or mains. SAE J2931/4 defines the MAC & PHY layer implementation of digital communications using BB OFDM and either the SAE J1772™ Pilot wire or mains. Testing and validation of the aforementioned physical layer specifications is ongoing, and it is possible that the results of said testing may preclude one or more of the proposed solutions as unable to meet the technical requirements. Reduction of the available options to a single, worldwide standard remains the long-term goal. The document mapping of the PEV communication standards are further defined in section 4.
This SAE Technical Information Report SAE J2931/4 establishes the specifications for physical and data-link layer communications using broadband Power Line Communications (PLC) between the Plug-In Vehicle (PEV) and the Electric Vehicle Supply Equipment (EVSE) DC off-board-charger. This document deals with the specific modifications or selection of optional features in HomePlug Green PHY v1.1 necessary to support the automotive charging application over Control Pilot lines as described in SAE J1772™. PLC may also be used to connect directly to the Utility smart meter or Home Area Network (HAN), and may technically be applied to the AC mains, both of which are outside the scope of this document.
Insights into sustainability: Environmental, economic, and/or societal goals for a successful, and long-lasting, off-highway industry. - Moving toward sustainable product development with model-based design Sustainability provides an opportunity to affect a fundamental shift in the market-seizing this opportunity can give businesses a significant competitive advantage. To do this, the off-highway industry will need to adopt a systematic product design and development approach that will allow engineers to design efficient products using a development process that integrates sustainability assessment into the innovation processes. The off-highway industry has dealt with increasingly stringent emissions regulations to reduce impact on the environment. This experience offers a blueprint for addressing future sustainability challenges. MathWorks has worked with off-highway leaders as they used model-based design to develop embedded control systems to meet the emissions challenges. These control systems later enabled many improvements in machine productivity.
This SAE Information Report SAE J2931 establishes the requirements for digital communication between Plug-In Vehicles (PEV), the Electric Vehicle Supply Equipment (EVSE) and the utility or service provider, Energy Services Interface (ESI), Advanced Metering Infrastructure (AMI) and Home Area Network (HAN). This is the first version of this document and completes the step 1 effort that captures the initial objectives of the SAE task force. The intent of step 1 was to record as much information on “what we think works” and publish. The effort continues however, to step 2 that allows public review for additional comments and viewpoints, while the task force also continues additional testing and early implementation. Results of the step 2 effort will then be incorporated into updates of this document and lead to a republished version. The SAE J2931 family of documents has been organized into several “slash” subsections: This document, SAE J2931/1, defines architecture and general requirements including association, registration, security, and HAN requirements, as well as mapping to other SAE documents. SAE J2931/2 is under development and is proposed to define a MAC & PHY layer implementation of digital communications using FSK and the SAE J1772™ Pilot wire. SAE J2931/3 is under development and is proposed to define a MAC & PHY layer implementation of digital communications using NB OFDM and either the SAE J1772™ Pilot wire or mains. SAE J2931/4 is under development and is proposed to define a MAC & PHY layer implementation of digital communications using BB OFDM and either the SAE J1772™ Pilot wire or mains. Testing and validation of the aforementioned physical layer specifications is ongoing, and it is possible that the results of said testing may preclude one or more of the proposed solutions as unable to meet the technical requirements. Reduction of the available options to a single, worldwide standard remains the long-term goal. The document mapping of the PEV communication standards are further defined in section 4.
Many standards, technical advances will make it easier to recharge batteries in less time. Shipments of electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) barely make a dent in overall auto sales, but their impact is rippling out in many directions. Standards organizations are working overtime to create specifications that will make it easier for such vehicles to connect to the grid, while companies that make charging stations are also burning the midnight oil as they attempt to gain a foothold in this market. These efforts will play a central role in the acceptance of EVs and PHEVs (the acronym used to identify both vehicle types is PEV, the P standing for plug-in). Standards will form the basis for the infrastructure including electric vehicle supply equipment (EVSE) through which current is delivered to the vehicle.
This SAE Information Report SAE J2836/2™ establishes use cases and general information for communication between plug-in electric vehicles and the DC Off-board charger. Where relevant, this document notes, but does not formally specify, interactions between the vehicle and vehicle operator. This applies to the off-board DC charger for conductive charging, which supplies DC current to the vehicle battery of the electric vehicle through a SAE J1772™ Hybrid coupler or SAE J1772™ AC Level 2 type coupler on DC power lines, using the AC power lines or the pilot line for PLC communication, or dedicated communication lines that is further described in SAE J2847/2. The specification supports DC energy transfer via Forward Power Flow (FPF) from grid-to-vehicle. The relationship of this document to the others that address PEV communications is further explained in section 5. This is the 1st version of this document and completes step 1 effort that captures the initial objectives of the SAE task force. The intent of step 1 was to record as much information on “what we think works” and publish. The effort continues however, to step 2 that allows public review for additional comments and viewpoints, while the task force also continues additional testing and early implementation. Results of step 2 effort will then be incorporated into updates of this document and lead to a republished version.
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