Browse Topic: Vehicle to grid (V2G)
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 document will be published as a set of steps. The intent of step 1 was to record as much information on “what we think works” and publish. The intent of step 2 is to provide refinement and missing pieces to step 1, with a an eye to early testing. This version is step 2, with the aim of providing a communication protocol for home chargers.
This SAE Recommended Practice establishes the communication for the variety of potential functions for plug-in electric vehicle (PEV) customers. This includes features for use case items in SAE J2836/3 that may be PEV/customer optional equipment, such as AC vehicle-to-load (V2L) and AC vehicle-to-vehicle systems. These systems conform to SAE J1772 with variations required to identify to the PEV bidirectional onboard charger (OBC) the mode of operation changes and output requirements. SAE has published multiple documents relating to PEV and vehicle-to-grid (V2G) interfaces. The various document series are listed below, with a brief explanation of each. Figure 1 shows the sequencing of these documents and their primary function (e.g., the SAE J2836 and SAE J2847/1 documents start with smart charging, SAE J2836 and SAE J2847/2 then add 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. SAE J3072 then includes the PEV to grid requirements for V2G power and communication to match the SAE J2836/3 use cases.
A home in Silicon Valley goes dark for a moment, then clicks back to life. A GM Energy employee had switched off the house's access to the grid. When it detects a lack of power the GM Energy PowerShift Charger box, inverter, and Silverado EV switch from charging the vehicle or sitting idle to powering the home. Ford's F-150 Lighting and Kia's EV9 also have bi-directional charging boxes that can keep the lights on when the grid fails. Bidirectional charging, or V2H (vehicle to home), is one of the more important features of electric vehicles. It has the potential to keep the lights on during blackouts, save people money on their utility bills and help balance the grid.
It’s common knowledge that a major challenge for solar energy is how to store excess energy produced when conditions are right, like noon-time sun, so that it can be used later. The usual answer is batteries. But renewable energy resources are causing problems for the electricity grid in other ways as well. In a warm, sunny location like California, mid-afternoon had been a time of peak demand for the electric utility, but with solar it’s now a time of peak output.
The benefits of EVs are still being explored and introduced to the world. The latest is GM Energy's new bidirectional charging system. With a host of EVs on the market and more on the way, GM Energy unveiled its Vehicle-to-Home (V2H) bidirectional charging solution. The wall box and companion apps will initially be available on the 2024 Chevrolet Silverado EV First-Edition RST2. Compatibility with other vehicles under the GM umbrella will be supported in the future.
Modern automotive industry field is recently moving to more electrification level, so the presence of Battery Electric Vehicles (BEVs) is constantly increasing, along with charging technology evolution. Typically, BEVs do not use a significant portion of their battery’s capacity in day-to-day travel, which means their most valuable asset, the battery, sits idle during most of its life. Vehicle to Load (V2L) feature enables the transfer of energy from vehicle to the external loads (like utility tools, dryer, camping equipment or any other electrical appliance) which is connected to the power socket present in the Power Panel to perform AC Discharging. V2L technology lets consumers get more energy from a vehicle, even when it is turned off, improving consumer appeal. Bottomline, consumers can use this on-board Power Panel like a normal portable generator. More specifically, this paper will explore a scalable V2L architecture design with on-board Smart Power Panel technology, requested to support multiple vehicle platforms across all segments, spanning from passenger cars up to Light Commercial Vehicles (LCVs), having the following innovative capabilities: Usage of on-board equipment, natively designed with the rest of vehicle electronics design (thus, reaching better functional safety performance) Leverage of existing bi-directional On-board Charger component, thus optimizing total cost No need of dedicated circuit breakers or Ground Fault Circuit Interrupt (GFCI), increasing customer convenience Moreover, this paper will also describe the operational control logic and HMI interface of such a V2L On-board Power Panel system, covering a wide technology scope (BEV, PHEV and REEV propulsion systems).
This SAE Information Report establishes use cases for a plug-in electric vehicle (PEV) communicating with a DER Managing Entity (DME) as a distributed energy resource (DER) which is supported by SAE J2847/3. This document also provides guidance for updates to SAE J2847/2 to allow an inverter in an EVSE to use the PEV battery when operating together as either a DER or as a power source for loads which are not connected in parallel with the utility grid. Beyond these two specific communication objectives, this document is also intended to serve as a broad guide to the topic of reverse power flow (discharging) and vehicle-to-grid (V2G) technology.
This SAE Recommended Practice establishes the communication for the variety of potential functions for plug-in electric vehicle (PEV) customers. This includes features for use case items in SAE J2836/3 that may be PEV/customer optional equipment, such as AC vehicle-to-load (V2L) and AC vehicle-to-vehicle systems. These systems conform to SAE J1772 with variations required to identify to the PEV bidirectional onboard charger (OBC) the mode of operation changes and output requirements. SAE has published multiple documents relating to PEV and vehicle-to-grid (V2G) interfaces. The various document series are listed below, with a brief explanation of each. Figure 1 shows the sequencing of these documents and their primary function (e.g., the SAE J2836 and SAE J2847/1 documents start with smart charging, SAE J2836 and SAE 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. SAE J3072 then includes the PEV to grid requirements for V2G power and communication to match the SAE J2836/3 use cases.
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.
This SAE Recommended Practice SAE J2953/2 establishes the test procedures to ensure the interoperability of Plug-In Vehicles (PEV) and Electric Vehicle Supply Equipment (EVSE) for multiple suppliers.
CASE VP Jay Joseph outlines dramatic cost reductions in fuel-cell systems, the move into stationary power, and new models for mobile and residential energy. Is the long-promised “hydrogen economy” still 15 years away, as it reportedly has been for… more than 15 years? Or is it just around the corner? SAE Media traveled to Honda's U.S. campus in Torrance, California, to see the company's latest progress. This was the introduction of Honda's zero-emission stationary fuel-cell power station, which now is in service as a backup power source for the company's data center. Honda's FCX was the the world's first production fuel-cell vehicle when it debuted in 2002. Since then the company's hydrogen developments have continued. Honda began collaborating on fuel-cell systems in 2013 and the two OEMs share a fuel-cell manufacturing joint venture. The Torrance event also presented the opportunity to speak with Jay Joseph, Honda's VP of Connected, Autonomous, Shared and Electrified (CASE) technologies. Our interview began with a focus on the new fuel-cell power station, which repurposes fuel-cell stacks from Honda Clarity FCVs and has an approximate generating capacity of 500 kW. Highlights of our conversation follow.
Interoperability and ‘smart’ energy management are vital for meeting EV charging demand. The clock is ticking for the automotive industry to meet looming “greener” energy deadlines, which will come into effect at the end of the decade. Achieving widescale adoption of electric vehicles (EVs) and meeting the mandates will require significant changes. One area that needs more attention is how to power the transition to an electric future. With the demand for electricity expected to grow nearly 20% by 2050 due to EVs and other clean tech initiatives, the grid is under immense pressure. With the aging infrastructure already creaking, expecting it to support this growth is not feasible using the established electricity value chain: generation, transmission, distribution, and consumption. Successfully powering the transition requires utilities and the broader ecosystem to collaborate and look at energy capacity in new ways.
Transportation electrification is much needed as it can help to reduce the consumption of petroleum fuels. At the same time importance of the charging system to energize electric vehicles is also growing. Currently AC level 1 charging (120V, <2KW) and AC level 2 Charging (240V, <10KW) are used to charge the electric vehicle in residential and workplaces. The off-board chargers have significance as they can charge the vehicles in less time like gas/petrol stations. These off-board charging stations are comprised of two power conversion stages. One is for the rectification process along with power factor correction to obtain DC output from the input utility grid and DC/DC stage to get the regulated DC voltage from the rectifier output. One can reduce the charging time by increasing the output charging power at the power conversion stage. Hence, the present work deals with a novel DC-DC converter topology for fast charging applications and the novelty lies in the Electric vehicle charging system with a reduced number of switches along with a modified voltage lift switched inductor to get more output power. The proposed converter is tested through the simulation and validated through the hardware prototype. The increase in voltage gain conversion validation recommends the proposed converter to solar PV array driven battery charging applications and is well suitable for Vehicle to Grid (V2G) and Grid to Vehicle (G2V) applications.
The article presents the results of an experimental analysis of the possibility of gaining electricity to external loads from the Hybrid Electric Vehicle powertrain. The tests were carried out on a vehicle with a series-parallel hybrid drive system, where a mode of charging a battery at standstill is possible. The analysis was aimed at determining the feasibility of using a hybrid vehicle as a stationary source of electricity in the Vehicle-to-Load, Vehicle-to-Home, and in emergency applications even as Vehicle-to-Grid application. The tests consisted in loading the High-Voltage battery of the car with an external load of several different values. In the first approach, receivers intended for 230V AC power were used, but also tolerant to DC power supply with a voltage in the range of 200-250V. The operating parameters of the vehicle's hybrid drive system were recorded, as well as the amount of energy supplied to the receivers from the system. Particular attention was paid to the behavior of the cooling system of the vehicle systems. The analysis showed that without interfering with the operation of the vehicle's electronic controllers, it is possible to deliver energy to an external energy receiver. In the analyzed range of load changes, no malfunction of the hybrid system was recorded. As a result of the work carried out, the directions for further work on the system were defined.
This SAE Information Report J2931/6 establishes the requirements for physical and data link layer communications between Plug-in Electric Vehicles (PEV) and the Electric Vehicle Supply Equipment (EVSE).
This paper explores the efficacy and efficiency of a system for the effective location of electric gridlines during daytime and night-time by the onboard and offboard transceivers of UAV through vehicle to infrastructure communication. The usage of electric gridlines in urban areas helps to extend the range of the UAVs by charging the onboard battery using an extended arm. The same arm can also be used for direct propulsion of the motors onboard UAV, thereby minimizing the reliance on battery. UAVs with advanced Image processing algorithms are utilized in the inspection of the electric grid lines themselves in the Power industry. The camera based algorithms are not effective during night-time when the gridlines are near invisible. This can be mitigated by evaluating light in other spectral ranges, but this would add to the load of the UAV. We propose a system which combines multiple information sources and helps locate the gridlines for range extension, specifically for the delivery of packages in the Urban Mobility domain. The system utilizes annotated maps for locating any electric grid lines in the vicinity. The finer control needed for placing the extension arm on live electric wire is done using a set of three radio transceivers installed on an electric pole and a double or triple transceiver configuration onboard UAV which locates the live-wire through deductive analysis of sensor data. The trajectory planning subsystem can utilize this information for establishing an efficient route and make multiple deliveries.
Bi-directional charging is a value-added feature that seems certain to help accelerate EV adoption. Although other automakers have talked about the potential for electric vehicles (EVs) to use their increasingly powerful batteries for purposes beyond propelling the vehicle, it was Ford that brought the capability known as bi-directional charging to prominence when it revealed details of its new F-150 Lightning last May. A subsequent high-visibility marketing campaign dramatically showed the Lightning using its bi-directional charging capability to power a sizeable home during a power outage. Now, just months before the Lightning hits dealer showrooms, the outsized response to the Lightning - Ford has twice doubled the truck's projected annual production volume to a current 150,000 units - and the gee-whiz nature of its Intelligent Backup Power capability may accelerate the industry's march toward bi-directional charging as a standard feature for most EVs. Although there is specific hardware and software required on both sides of the charging cable to derive the benefits of the so-called vehicle-to-grid (V2G) capability, none of it requires a deal-breaking investment for either OEMs or consumers. And fast-moving innovations in onboard power electronics - particularly the vital AC/DC inverters that are at the heart of bi-directional capability - promise to reduce costs and broaden possibilities.
This SAE Information Report SAE J2836/5 establishes the Use Cases for communications between plug-in electric vehicles (PEVs) and their customers. The Use Case Scenarios define the information to be communicated related to customer convenience features for charge on/off control, charge power curtailment, customer preference settings, charging status, EVSE availability/access, and electricity usage. Also addresses customer information resulting from conflicts to customer charging preferences. This document only provides the Use Cases that define the communications requirements to enable customers to interact with the PEV and to optimize their experience with driving a PEV. Specifications such as protocols and physical transfer methods for communicating information are not within the scope of this document.
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 document will be published as a set of steps. The intent of step 1 was to record as much information on “what we think works” and publish. The intent of step 2 is to provide refinement and missing pieces to step 1, with a an eye to early testing. This version is step 2, with the aim of providing a communication protocol for home chargers.
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