1. SAE International - Government Affairs
SAE International standards work, including communication protocols and connectors, fast charge, batteries
Tim Mellon
Director
SAE International - Government Affairs

2. SAE History Established in 1905 First President – Andrew Riker
1910 Baker Model
V Electric Victoria
1996 EV1 – General Motors
2011 Chevrolet PHEV Volt
Established in 1905
First President – Andrew Riker
First VP – Henry Ford
Initial Membership – 30 Engineers
Today SAE is the largest producer of consensus based ground mobility standards in the world.
Founded in 1905 primarily as an automotive technical society.
Notable SAE members were pioneers in their field including Henry Ford and Charles Kettering from the automotive area and Orville Wright and Glenn Curtiss from the aeronautics area.
1916, SAE merged with several other technical societies such as Tractor Engine, Boat Manufacturer & Gas Engine societies.
In 1960 the SAE president transformed the SAE from a primarily American organization into an international organization with a global reach.

3. SAE International Today
128,000 Members From Over 100 Nations
40 standards referenced in Canadian regulations
111 standards referenced in US regulations
9 standards referenced in Japan’s regulations
Since 1960 the global reach of SAE International has expanded to all regions of the world.
Today, there are over 128,000 members from over 100 countries. SAE standards have been referenced in regulations in countries all over the world including the UNECE, Global Technical Regulations, and ISO standards. As an example of SAE’s global reach, more than 50% of technical committee meetings are held outside the USA.
37 SAE standards referenced in
Australian
standards
78 standards referenced in ISO standards
27 standards referenced in UNECE regulations
25 standards referenced in Global Technical Regulations

4. New era of mobility – connectivity
Vehicle-2-vehicle,
Vehicle-2-infrastructure Vehicle-2-devices
End of the era of stand alone vehicles – vehicles are quickly becoming interconnected with the web, satellites, call centers, phone systems, and the electrical grid.
Vehicle Technology is changing rapidly. Examples of future vehicle connectivity include Intelligent Transportation Systems (ITS) where vehicles communicate to other vehicles and the infrastructure. Opportunity to have significant reduction in vehicle crashes through increased situational awareness (both other vehicles and roadway conditions).
PEV and PHEV Connectivity and Interoperability to the Smart Grid Environment,

5. SAE Standards Development
Volunteer, consensus based standards development process
Total Committees: 580
Total Committee Members: 8,064
Total Standards Published : 10, (Ground Vehicle 2,081)
Active Standards: 8, (Ground Vehicle 1,681)
Standards In Development /Review: 657
Vehicle Electrification
EV, PHEV’s
Batteries
Smart Grid
J1772™ Connector
Leading SDO in NIST Roadmap
for Smart Grid interoperability
This slide shows the involvement by SAE and its members in standards development. What is important to note that even through the tough economic times in the automotive industry, there are still over 8000 volunteers sitting on almost 600 committees creating, or reviewing, 657 standards. This is testament to the commitment and importance our members place on standards development.
24 active committees
774 committee members
33 standards developed or in process

6. Charging Infrastructure
Public charging
Expensive if under utilized
Difficult to fully cover full driving patterns
Workplace
Corporate & Municipal Parking
Residential
Consumer-driven home installation process
Includes single and multiple family homes, apartments and remote charge locations
Current challenge: permits, electricians, inspections, meters, rates
Need market pull to determine public infrastructure build-out – PHEVs are key to help initiate market pull for public infrastructure

7. Formula for success
Policy + f(Infrastructure + Reliability + Affordability)
(Standardization)
= Customer Acceptance + Market Demand
Committed long-term policy environment by industry and government
Infrastructure: recharging infrastructure for electrically chargeable vehicles
Customer acceptance + market demand
Reliable, durable, affordable, vehicles for a variety of customer needs
Standardization: Common interfaces (e. g. vehicle - infrastructure)
New governmental incentives globally are projected to enhance EV adoption and technology development
• US DOE spending $25B over 3 years to promote EV technology
• Energy Independence and Security Act (EISA) of 2007 mandates a 40% increase in fuel economy standards for automobiles and light trucks by 2020
For electric cars to achieve wide-scale deployment in the US, new battery service networks must be competitive with the existing gasoline fueling infrastructure in terms of price, range, and reliability.
EV industry expects 3-5 M vehicles with rechargeable batteries on the road globally by 2020

8. US Roadmap to Smart Grid
September 24, 2009 –
US Commerce Secretary Gary Locke unveils an accelerated plan for developing standards to transform the U.S. power distribution system into a secure, more efficient and environmentally friendly Smart Grid
80 initial standards will support interoperability of all the various pieces of the system—ranging from large utility companies down to individual homes and electronic devices.
Set of 14 “priority action plans” addresses the most important gaps in the initial standard set.
SAE International identified as a leading standards organization identified in the Phase 1 NIST Framework and Roadmap for Smart Grid Interoperability Standards paragraph 5.13 for "Interoperability Standards to Support Plug-In Electric Vehicles."
SAE – V2G communication, physical plug
Zigbee – Home communications
ANSI – Metering
IEEE – Electric vehicle infrastructure
NEMA/UL – Building and product

9. Simply connecting? EV or PHEV require multitude of standards:
Physical connectors
Interfaces
Power levels
Battery standards
Energy exchange protocols
V2G communication protocols (between vehicles and the grid)
J2847, J2836, J2293 – communication & energy transfer V2G/G2V
Smart Energy 2.0
Many organizations are involved in the operation and development of the Smart Grid system and ensuring interoperbility.
Organizations such as NEMA, ANSI and IEEE are involved in the power distribution aspect.
UL, IEC, NFPA provide important standards to ensure safe residential and commercial power usage.
The functionality to the right of the orange line and arrows is the area which SAE International is engaged in:
SAE International has teamed with organizations such as ZigBee Alliance to develop standards for Electric Vehicle Supply Equipment to insure interoperability and communications to the Smart Grid system.
SAE Electric Vehicle coupler standards provide harmonized methodology for the vehicle connection for energy transfer and smart charging communications.
SAE International also provides the on-board vehicle standards for electric vehicle charging systems and battery storage.
Batteries
J1798 Performance
J2929 Safety
J537 Storage
1547 (Distributed energy interconnection)
J1772 Electric Vehicle Coupler, V2G, G2V

10. Vehicle to Grid SAE AC Coupler
SAE J
Title
Scope
Status
SAE J1772™
SAE Electric Vehicle Conductive Charge Coupler
General requirements for the electric vehicle conductive charge system and coupler for use in North America. Define a common electric vehicle conductive charging system architecture including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector.
Published
January, 2010
Two charging levels:
AC Level 1: 120 Volt single phase to 16 Amps
AC Level 2: 240 Volt single phase to 80 Amps
AC Line 2 or Neutral Pin
AC Line 1 Power Pin
The J1772 task Force is now working on higher voltage AC and fast-rate DC charging.
LN1, LN2 – power pins: Provides the path for AC Level 1 and 2 power
CP – Control Pilot Pin
Electrical signal sourced by the EVSE.
Serves as the primary control conductor and performs the following functions:
a. Verifies that the vehicle is present and connected
b. Permits energization/de-energization of the supply
c. Transmits supply equipment current rating to the vehicle
d. Monitors the presence of the equipment ground
e. Establishes vehicle ventilation requirements
PD – Proximity Detection Pin
Provides a means to detect the presence of the connector in the vehicle inlet.
Provide a signal to activate the EV/PHEV charge controller and engage the EV/PHEV drive interlock system.
Provides a signal in the vehicle charge control strategy to reduce electrical arcing of the coupler during disconnect.
GND – Ground Pin
Control Pilot Pin
Proximity Detection Pin
Ground Pin

11. SAE Charging Configurations and Ratings Terminology
AC level 1
(SAE J1772™)
PEV includes on-board charger
*DC Level 1
EVSE includes an off-board charger
120V, amp 120V, amp
V DC, up to 36 kW (80 A)
Est. charge time:
Est. charge time (20 kW off-board charger):
PHEV: 7hrs (SOC* - 0% to full)
PHEV: 22 min. (SOC* - 0% to 80%)
BEV: 17hrs (SOC – 20% to full)
BEV: 1.2 hrs. (SOC – 20% to 100%)
AC level 2
PEV includes on-board charger (see below for different types)
*DC Level 2
240 V, up to 19.2 kW (80 A)
V DC, up to 90 kW (200 A)
Est. charge time for 3.3 kW on-board charger
Est. charge time (45 kW off-board charger):
PEV: 3 hrs (SOC* - 0% to full)
PHEV: 10 min. (SOC* - 0% to 80%)
BEV: 7 hrs (SOC – 20% to full)
BEV: 20 min. (SOC – 20% to 80%)
Est. charge time for 7 kW on-board charger
PEV: 1.5 hrs (SOC* - 0% to full)
*DC Level 3 (TBD )
BEV: 3.5 hrs (SOC – 20% to full)
V DC (proposed) up to 240 kW (400 A)
Est. charge time for 20 kW on-board charger
PEV: 22 min. (SOC* - 0% to full)
BEV (only): <10 min. (SOC* - 0% to 80%)
BEV: 1.2 hrs (SOC – 20% to full)
*AC Level 3 (TBD)
> 20 kW, single phase and 3 phase
*Not finalized
Voltages are nominal configuration voltages, not coupler ratings
Rated Power is at nominal configuration operating voltage and coupler rated current
Ideal charge times assume 90% efficient chargers, 150W to 12V loads and no balancing of Traction Battery Pack
Notes:
1) BEV (25 kWh usable pack size) charging always starts at 20% SOC, faster than a 1C rate (total capacity charged in one hour) will also stop at 80% SOC instead of 100%
2) PHEV can start from 0% SOC since the hybrid mode is available Developed by the SAE Hybrid Committee ver

12. Regional Differences DC coupler
V/50Hz
V/60Hz
V/60Hz
V/50Hz
Not every country has the same electrical system
Charging needs differ for vehicle type (PEV/PHEV)
Charging needs differ for charging locations
US charge power:
AC single phase - low & moderate
DC for high power fast charge
EU charge power:
AC single phase - low
AC 3 phase - moderate and high power fast charge
DC charge strategy - unclear
China charge power:
AC single phase - low & moderate
DC for high power fast charge
Japan charge power:
AC single phase - low to moderate
DC for high power fast charge
Aspects which affect the type of connector and capacity needed:
Differences in the voltages and number of phases
In the US: PHEV and EV home charging AC Level 1 & 2 is desirable
EV public charging AC Level 3, DC Level 1, 2 & 3 is desirable (fast charge)
Three phase AC power is available for charging in several countries in Northern Europe and Scandinavia
DC “fast” charging will be used in other parts of the world
The charging needs of the vehicle such as:
Type of vehicle (i.e. Hybrid or pure EV)
Size of the battery pack
Normal parking location
For PHEVs charged at home, AC level 1 and 2 charging systems will suffice.
For EVs, higher AC and DC rates of charge may be desirable.
In cities, where private parking is limited or unavailable, “fast” charging will be in demand
US connector:
AC J1772™ for Lev1 and Lev2
DC J1772™ (new revision)
EU connector:
AC single phase IEC "Type 1“ (J1772™)
AC single/3 phase IEC "Type 2“
AC single/3 phase IEC "Type 3“
DC - IEC
China connector:
AC - Chinese unique version
DC - Chinese unique version
Korea connector:
AC - J1772™
DC CHaDeMo system with unique DC coupler
Japan connector:
AC J1772™
DC ChaDeMo system and coupler
Not to scale
China AC
China DC

13. Common control signals
Harmonization
Harmonizing
Type 1 core
Adding DC contacts
Type 2 core
Common control signals
Aspects which affect the type of connector and capacity needed:
Differences in the voltages and number of phases
In the US: PHEV and EV home charging AC Level 1 & 2 is desirable
EV public charging AC Level 3, DC Level 1, 2 & 3 is desirable (fast charge)
Three phase AC power is available for charging in several countries in Northern Europe and Scandinavia
DC “fast” charging will be used in other parts of the world
The charging needs of the vehicle such as:
Type of vehicle (i.e. Hybrid or pure EV)
Size of the battery pack
Normal parking location
For PHEVs charged at home, AC level 1 and 2 charging systems will suffice.
For EVs, higher AC and DC rates of charge may be desirable.
In cities, where private parking is limited or unavailable, “fast” charging will be in demand

14. Harmonization – what if we don’t?
Vehicle OEMs will need to package different charge receptacles and have different vehicle controls
Number of vehicle sheet metal openings will be different for different regions
Infrastructure cannot be shared
Vehicle and infrastructure costs will be higher - with no benefit to customers

15. Connector Standards Timing
US– SAE 1772™ AC L1 & L2 ublished January 2010
China – draft published. Final publication unknown.
US– SAE J1772™ AC L1 & L2, DC L1 & L2 publication
1 qtr 2012
IEC Part 1, 2 publication March 2012
IEC DC publication December, 2013
Japan - AC and DC (defacto) available
IEC Part 1 - available
ISO/IEC Part 1,2,3
IEC Part 21, 22
IEC Part 23
IEC Part 24

16. Summary of SAE Communication Standards
J2836™ – General info (use cases)
Dash 1 – Utility programs *
Dash 2 – Off-board charger communications **
Dash 3 – Reverse Energy Flow
Dash 4 – Diagnostics
Dash 5 – Customer and HAN
Dash 6 – Wireless charging/discharging
J2847– Detailed info (messages)
Dash 1 – Utility programs *
Dash 2 – Off-board charger communications **
Dash 3 – Reverse Energy Flow
Dash 4 – Diagnostics
Dash 5 – Customer and HAN
Dash 6 – Wireless charging/discharging
J2931– Protocol (Requirements)
Dash 1 – General Requirements **
Dash 2 – In-Band Signaling (control Pilot) **
Dash 3 – NB OFDM PLC over pilot or mains **
Dash 4 – BB OFDM PLC over pilot or mains **
Dash 6 - RFID
J2953– Interoperability
Dash 1 – General Requirements
Dash 2 – “Gold” standard
Dash 3 – Testing and Certification
As an example of the complexity of the communication protocol in a EV charge connector system, the DC charging connector currently in the development phase will have:
A total of 33 signals / channels
3 categories:
Status
Command Requests
Limit Information
* Two have initial versions published
** Six are expected to ballot 1Q 2011

17. V2G – Critical SAE Standards
SAE J
Title
Scope
Status
SAE J2293/1
Energy Transfer System for Electric Vehicles--Part 1: Functional Requirements and System Architectures
Describes the total EV-ETS (Energy Transfer System) and allocates requirements to the EV or EVSE for the various system architectures.
Published
July, 2008
SAE J2293/2
Energy Transfer System for Electric Vehicles--Part 2: Functional Requirements and System Architectures
Describes the SAE J1850-compliant communication network between the EV and EVSE for this application (ETS Network).
SAE J2758
Determination of the Maximum Available Power from a Rechargeable Energy Storage System on a Hybrid Electric Vehicle
Describes a test procedure for rating peak power of the Rechargeable Energy Storage System (RESS) used in a combustion engine Hybrid Electric Vehicle (HEV).
April, 2007
SAE J1711
Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles
Sets recommended practices for measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-in Hybrid Vehicles.
June, 2010
SAE J2841
Definition of the Utility Factor for Plug-In Hybrid Electric Vehicles Using National Household Travel Survey Data
Describes the equation for calculating the total fuel and energy consumption rates of a Plug-In Hybrid Electric Vehicle (PHEV).
WIP

18. Current work status (as of January 1, 2011)
SAE J
Current revision status
SAE J1772™
2011 Current activity:
Plan to re-ballot 1st Quarter 2012
Include interoperability to multiple suppliers (PEV & EVSE)
Add DC (level 1 – up to 20 kW) back into document
Detection circuit monitored by EVSE and PEV
Require lock controlled by PEV
2012 Next Steps:
Add DC (level 2 – up to 80 kW) connector
Add temp sensor and other safety items
Potential to add Reverse energy flow
J2836/2™
DC Use cases and general info
J2847/2
DC Messages and detail info
Messages and signals mature, finalizing sequence and state diagrams
J2931/1
Digital Communications for Plug-in Electric Vehicles
Communication requirements and protocol (AC & DC)
J2931/2
In-band signaling Communication for Plug-in Electric Vehicles
J2931/3
PLC Communication for Plug-in Electric Vehicles

19. Future work (as of January 1, 2011)
SAE J
Future scope
J2836/5
J2847/5
Customer and HAN (J2836/5™ & J2847/5)
Plan is to build on customer messages pulled from J2847/1 plus Open SG effort.
J2847/4
J2836/4
Diagnostics
Plans to build on effort presented to CARB plus vehicle diagnostics
J2953
J2953/1 Plug-In Electric Vehicle (PEV) Interoperability with Electric Vehicle Supply Equipment (EVSE)
J2847/3
Communication between Plug-in Vehicles and the Utility Grid for Reverse Power Flow
J2836/3™
Use Cases for Communication between Plug-in Vehicles and the Utility Grid for Reverse Power Flow
Reverse Energy Flow (J2836/3™ & J2847/3)
Developing use cases and reviewing architecture for both on-board and off-board conversion.

20. What About Safety?
National Electric Code
Article 625 – Electric Vehicle Charging System
I – General
II – Wiring Methods
III – Equipment Construction
IV – Control & Protection
V – EV Supply Equipment Locations
On Board Battery Charger UL Conductive and inductive charging system equipment for recharging the storage batteries of electric vehicles UL
Personnel Protection Systems for EV Supply Circuits UL
Protection Devices for Use in Charging Systems
UL2594
Outline for Investigation for EV Supply Equipment
J2929 EV and PHEV propulsion Battery System Safety Standard (Safety Performance Criteria)
J1172 contains connector safety standards
J2929 contains EV/PHEV Battery safety Standards
Charging inlet UL Plugs, receptacles, vehicle inlets, and connectors intended for conductive connection systems, for use with electric vehicles
Charging plug
SAE J1772™

21. Wireless Charging of EV’s & PHEV’s
SAE J2954 standard in development
Wireless connection and power transfer
Inductive Charging Technologies
Smart Grid Interoperability / Programmability
Who’s Involved?
Auto and Commercial Vehicle OEM’s (11)
Automotive Suppliers
Organizations (laboratories, government agencies, universities, SDO’s, power companies)
SAE Standard will define:
Performance
Safety
Testing Methodologies
Charge Levels
Location
Communications
Potential Charging Locations:
Residential
Public
On-Road
Static (parking lots, curb side)
Dynamic (embedded in roadway)
OEM’s include: BMW, Ford, GM, Chrysler, Honda, Nissan, Toyota, Mitsubishi, Fisker, Phoenix and Proterra
Tier I Suppliers include: Delphi, Magna, Maxwell and Panasonic
Organizations include: UL, Argonne National laboratory, EPA, EPRI, Univ. of Tennessee, TUV North America
Both light and heavy duty vehicles
Pilot program in Seoul Korea for embedded dynamic charging system in the bus lane
UniServices - The University of Auckland

22. SAE Vehicle Battery Standards Committee
The future of battery electric vehicles depends primarily upon the cost and availability of batteries with high energy densities, power density, and long life. This will help alleviate range anxiety.
Scope
These new technology challenges, along with maintaining the past and present battery technology standards, is the essence of this newly formed Battery Standards Committee.
The focus of much of the battery industry is on producing batteries with high energy and power at a cost most consumers will find compelling.
A range of generic estimates for current battery costs centers on $600 per kWh.
• The long-term goal for most market participants is closer to $200 per kWh.
• The primary drivers of battery cost are high material costs and lack of scale. Reaching economies of scale will be a challenge. Standardization plays an important role in this initiative.
Recent technology breakthroughs now enable more high performance electric vehicles
Next-generation lithium-ion batteries are likely to employ advanced electrodes such as silicon-based nanostructured anodes (instead of graphite), and high capacity manganese-based cathodes, resulting in a significant increase in energy density and reduction in cost.
Market size estimates for electric and hybrid vehicle batteries range widely, from $2.3 billion to $10 billion by the US will have the capacity to produce 20 per cent of the world’s advanced batteries by 2012 and up to 40 percent by 2015 (DOE)

23. SAE Vehicle Battery Standards Committee
SAE Battery Steering Committee
Advanced Battery Concepts
Battery Safety
Battery Packaging
Small Task Oriented Vehicle Batteries
Battery Testing
Battery Materials Testing
Battery Labeling
Battery Terminology
Battery Electronic Fuel Gauging
Battery Transport
Starter Battery
Battery Recycling
Truck and Bus
Batteries
Started – Nov. 2009
Current Membership
216 Representatives
120 companies
OEM’s,
Suppliers,
Government
Academia
Standardization helps drive costs down because it allows multiple battery manufacturers to make products of a similar form factor and rating so that vehicle manufacturers can produce lower-cost product, and that lower cost can be passed on to the consumer.
The standards also will make it easier for automakers to evaluate one supplier‘s batteries against another‘s.
SAE Committee is supporting ISO12405 Battery Safety Standards Development

24. Batteries – Critical SAE Standards
SAE J
Title
Scope
Status
SAE J1798
Recommended Practice for Performance Rating of EV Battery Modules (Revision)
Common test and verification methods to determine Electric Vehicle battery module performance. Document describes performance standards and specifications.
WIP
SAE J537
Storage Batteries (Revision)
Testing procedures of automotive 12 V storage batteries and container hold-down configuration and terminal geometry.
SAE J2936
Vehicle Battery Labeling Guidelines (New)
Labeling guidelines for any energy storage device labeling (such as: including cell, battery and pack level products).
SAE J2929
Electric and Hybrid Vehicle Propulsion Battery System Safety Standard (New)
Safety performance criteria for a battery systems considered for use in a vehicle propulsion application as an energy storage system galvanically connected to a high voltage power train.
Published 02/18/11
SAE J2758
Determination of Max. Power from a HEV Rechargeable Energy Storage System
Describes a test procedure for rating peak power of the Rechargeable Energy Storage System (RESS) used in a combustion engine Hybrid Electric Vehicle (HEV).
SAE J2380
Vibration Testing of Electric Vehicle Batteries
Describes the vibration durability testing of a electric vehicle battery module or an electric vehicle battery pack.
Published
2009
SAE J2464
Electric Vehicle Battery Abuse Testing
Describes a body of tests for abuse testing of electric or hybrid electric vehicle batteries.
Nov., 2009
SAE J2288
Life Cycle Testing of EV Battery Modules
Defines a standardized test method to determine the expected service life, in cycles, of electric vehicle battery modules.
June 2008
SAE J2289
Electric-Drive Battery Pack System: Functional Guidelines
Describes practices for design of battery systems for vehicles that utilize a rechargeable battery to provide or recover traction energy.
July 2008
SAE J551/5
Magnetic and Electric Field Strength from EV’s
Test procedures and performance levels describe the measurement of magnetic and electric field strengths.
Jan., 2004
SAE J1113
Electromagnetic Compatibility—Component Test Procedure
Defines a component-level test procedure to evaluate automotive electrical and electronic components for electromagnetic disturbances.
2006
SAE International is trying to limit the potential for danger by developing standards that cover everything from the design to the recycling of large advanced-technology batteries used in electric vehicles (EVs) and hybrid-electrics of different kinds. Battery standards are useful for several reasons, but safety is paramount.
SAE is also working with other organizations such as the National Fire Protection Association to recognize opportunities for improving EV battery safety knowledge, training, communications and vehicle designs for the First Responder community.
J2929 which addresses Battery Safety Standards has been recently published. The committee is already working on version two which will expand and enhance the standards (Thermal propagation, flammability, toxicity, EMC, impact)

25. SAE Contact Tim Mellon SAE International 1200 G Street, NW
Washington, DC 20005
USA
Tel. +1(202)