BEAMA - Guide to Electric Vehicle Infrastructure

Guide to Electric Vehicle Infrastructure Best practice guidance: Modes, plugs/socket-outlets and their domestic, public and commercial application This guidance document presents the position of industry today for the best practice use and application of the electrical infrastructure for the charging of electric vehicles. This guide is intended for use by organisations providing advice and guidance to consumers on the day-to-day use of electric vehicle infrastructure. May 2012 The BEAMA Electric Vehicle Infrastructure Project

Cooper Bussmann Melton Road, Burton-on-the-Wolds, Loughborough, Leicestershire, LE12 5TH www.cooperindustries.com Eaton Reddings Lane,Tyseley, Birmingham,West Midlands, B11 3EZ www.eaton.com Honeywell MK The Arnold Centre, Paycocke Road, Basildon, Essex, SS14 3EA www.mkelectric.com Secure Meters Secure House, Moorside Road,Winnall Industrial Estate,Winchester, Hampshire www.securetogether.com Siemens Commercial Centre, Lakeside Plaza,Walkmill Lane, Bridgtown, Cannock, Staffordshire,WS11 0XE www.siemens.com Schneider Electric 120 New Cavendish Street, London W1W 6XX, United Kingdom www.schneider-electric.com Guide to Electric Vehicle Infrastructure BEAMA is the Association for the British Electrotechnical Industry. This guide has been developed, in collaboration with the wider BEAMA membership and industry stakeholders, by the members of the BEAMA Electric Vehicle Infrastructure Project Members of BEVIP during 2011 and 2012 are:

Contents INTRODUCTION i SUMMARY ii BACKGROUND v A. CHARGING SYSTEMS FOR ELECTRIC VEHICLES 1 1. CHARGING MODES 2 1.1. MODE 1: Non-dedicated circuit and socket-outlet 3 1.2. MODE 2: Non-dedicated circuit and socket-outlet, charging with cable-incorporated RCD 3 1.3. MODE 3: Fixed and dedicated chargepoint 4 1.4. MODE 4: Rapid, dedicated chargepoint, DC connection 6 1.5. The use of cable reels, extension leads and adaptors 7 2. PLUGS AND SOCKET-OUTLETS 8 2.1. TYPE 1, IEC 62196-2 (BS EN 62196-1) 8 2.2. TYPE 2, IEC 62196-2 8 2.3. TYPE 3, IEC 62196-2 9 2.4. UK EXISTING PLUG AND SOCKET SYSTEMS 9 2.4.1. BS 1363 domestic plug and socket-outlet 9 2.4.2. BS EN 60309 Industrial plug and socket-outlet 10 3. APPLICATION 11 3.1. HOME CHARGING OF ELECTRIC VEHICLE 11 3.1.1. Summary: Specifications for residential charging infrastructure 13 3.2. PUBLIC CHARGING OF ELECTRIC VEHICLES 14 3.2.1. Summary: Specifications for public charging infrastructure 16 3.3. COMMERCIAL AND FLEET CHARGING INFRASTRUCTURE 18 B. CHARGING SYSTEMS FOR ELECTRIC MOTORCYCLES 19 4. CHARGING MODES FOR ELECTRIC MOTORCYCLES 20 4.1. Home charging of electric motorcycles 20 4.2. Public charging of electric motorcycles 21 4.2.1. Specifications for ePTW public chargepoints 21 C. TECHNOLOGICAL DEVELOPMENT 23 5. STANDARDS 23 5.1. CURRENT STANDARDISATION ACTIVITY 23

Contents 6. INDUCTIVE AND OTHER WIRELESS CHARGING SYSTEMS 25 6.1. IEC61980 “ELECTRIC VEHICLE INDUCTIVE CHARGING SYSTEMS” 25 6.2. SPECIFICATIONS FOR INDUCTIVE CHARGING INFRASTRUCTURE 25 7. CONCLUSION 26 i. GLOSSARY 27 ii. DEFINITIONS 28 PICTURE CREDITS 30 REFERENCES 30 Figure 1: Focus guide 1 Figure 2: Mode 1 charging 3 Figure 3: Mode 2 charging 4 Figure 4: Mode 3 charging 5 Figure 5: Mode 4 rapid charging 7 Figure 6: IEC 62196-2 Type 1 Plug and socket-outlet 8 Figure 7: IEC 62196-2 Type 2 Plug and Socket-outlet 8 Figure 8: IEC 62196-2 Type 3 plug and socket-outlet 9 Figure 9: BS 1363 13A domestic socket-outlet 10 Figure 10: BS EN 60309-2 Industrial plug and socket-outlet 11 Figure 11: Mode 3 wall mounted chargepoint with attached cable 14 Figure 12: Map showing locations of UK Plugged in Places regions 15 Figure 13: Source London, electric vehicle membership scheme 16 Figure 14: Public charging infrastructure 17 Figure 15: Mode 3 public chargepoint. Meter and socket-outlet 18 Figure 16: Mode 4 public chargepoint. Meter and attached cable for DC charge 18 Figure 17: Mode 3, 22kW electric vehicle charger for commercial use 19 Figure 18: Electric motorcycle charging, non-dedicated socket-outlet 22 Figure 19: Public chargepoint for electric motorcycles 21 Table 1: Charging times and related electricity supply 2 Table 2: Mode 2 Pros and Cons 4 Table 3: Mode 3 Pros and Cons 6 Table 4: Mode 4 Pros and Cons 7 Table 5: Relevant standards 24

i Introduction There are many changes within the electrotechnical industry visible today as we work towards targetsfor renewable energy generation, carbon emission reduction and improved energy management. Theexpanding e-mobility market presents great opportunities for manufacturers in the UK to provide aninteroperable infrastructure for a mass market of electric vehicles. With the growth of the electricvehicle market, private and public transport is now providing a new interface with the grid. In responseto this BEAMA is providing a focus for the development of electrical infrastructures for electricvehicles, to ensure this interface is, safe, ‘smart’ and interoperable. The UK Government is projecting tens of thousands of electric vehicles to be in use in the UK by2015 with acceleration in this ownership between 2015 and 2020. Forecasts for market developmentare of course difficult to predict as market acceptance will be dependent on many variables, includingoil prices, electricity prices, infrastructure availability and consumer acceptance. Market figures to end of March 2012 1 . The availability of infrastructure is of course something we are able to influence now, and is the keyfocus of BEAMA’s activity within this sector. With so many electric vehicles potentially on UK roadsit is of utmost importance that consumers are encouraged to charge their vehicles responsibly andsafely, limiting the impact on the local electricity networks while maximising the potential for carbonreduction and energy management. BEAMA has therefore developed this guide in collaboration with a range of organisations to providea view of the current availability and best practice use of charging infrastructure in the UK.We recognize there will be a mix of vehicle technologies moving forward, including plug-in hybridand pure electric vehicles. The scope of this guide currently covers pure electric vehicles and thecharging practice of a standard 24kw battery. It is anticipated that subsequent versions of the guidewill be produced to reflect the development of the infrastructure and vehicle technologies available inthe UK. BEAMA would like to thank all those who have contributed to the guide. Dr Howard Porter Chief Executive British Electrotechnical and Allied Manufacturers’ Association (BEAMA) DISCLAIMER This publication is subject to the copyright of BEAMA Ltd. While the information herein has been compiled in good faith, no warranty is given or should be implied for its use and BEAMA hereby disclaims any liability that may arise from its use to the fullest extent permitted under applicable law. Installed chargepoints 2 Claims made through the Plug-in Car Grant 3,000 1,276 1 Department for Transport, December 2011, http://www.dft.gov.uk/topics/sustainable/olev/plug-in-car-grant 2 This figure includes publically accessible, domestic and private workplace chargepoints. 1,673 delivered through the Plugged-In Places program, of which 60% are publically accessible.The remainder have been installed by private sector organisations and other local authorities.

AC R C D AC Alternating currentelectricity supply Dedicated vehicleinlet and connector BS EN 62196 Charging cable Non-dedicated socket outletBS EN 60309 / BS 1363 In-cable controlbox, incorporatingRCD protection R C D ii Summary This section provides a summary of the BEAMA recommendations for charging modes and plug andsocket types.These are based on technical and safety assessments of the current technologies availableon the UK market. For the background and justification on all issues the main text should always beconsulted. 1. CHARGING MODES FOR HOME AND PUBLIC CHARGING There are a number of options available in the UK for the charging of electric vehicles. A range offactors will influence a consumer’s decision to adopt any of the following modes and types ofinfrastructure, including the vehicle type, desired speed of charge, long-term interoperability and UKwiring regulations. The following set of recommendations is based on the current development ofproducts and standards, and aims to promote safe and energy efficient charging practices. Mode 1 should not be used for the charging of an electric vehicle because RCD protection, which isnecessary for a safe charging system, cannot be guaranteed at all outlets. Mode 2 can be used for the charging of an electric vehicle in locations where there is no dedicatedcharging installation (Mode 3 or 4, see below), and for use by legacy vehicles. Mode 2 cables areprovided with an in-cable control box (including RCD), set and adjusted to a specific charging power,and guarantee the provision of RCD protection during charging. AC AC Alternating currentelectricity supply Dedicated vehicleinlet and connector BS EN 62196 Charging cable Non-dedicated socket outletBS EN 60309 / BS 1363 NOT SUITABLE FOR USE AMode 1 charging:Non-dedicated circuit andsocket-outlet, chargingwithout cable-incorporatedRCD protection BMode 2 charging:Non-dedicated circuit andsocket-outlet, chargingwith cable-incorporatedRCD protection

AC Converted to DC Charging Equipment COM COM DC DC Direct currentelectricity supply Dedicated vehicle Communication inlet and connector BS EN 62196 Charging cable Tethered (attached cable) D Mode 4 charging: Dedicated rapid charging, DC supply iii Mode 3 can be used for the charging of an electric vehicle and this is the preferred solution inthe long term. Mode 3 chargers are defined in 2 configurations, either with a tethered cable or adedicated socket-outlet. Mode 4 is a necessary service function for rapid charging, for use as roadside assistance and servicestation charging on long journeys. AC Charging Equipment COM AC Alternating current electricity supply Dedicated vehicleinlet and connector BS EN 62196 Charging Communication cable COM C Mode 3 charging: Fixed and dedicated socket-outlet

iv 2. PLUGS AND SOCKET-OUTLET SYSTEMS There are a number of different plug and socket-outlets available on the UK market.The followingplug and socket-outlets can be used for the charging of an electric vehicle. For their specificcharacteristics and use cases please consult the main text in this guide. • Type 1 IEC 62196-2 plug and socket-outlet • Type 3 IEC 62196-2 plug and socket-outlet • BS 1363 domestic plug and socket-outlet • Type 2 IEC 62196-2 plug and socket-outlet • BS EN 60309 industrial plug and socket-outlet

v Background BEAMA is the independent expert knowledge base and forum for the electrotechnical industry forthe UK and represents the UK electrical infrastructure industry in Europe. Representing over 200manufacturing companies in the electrotechnical sector, BEAMA has significant influence over UK andinternational political, standardisation and commercial policy. In March 2011 BEAMA formed a new project to work on the development of the electricalinfrastructure for electric vehicles. This was initiated due to the high level of involvement currentBEAMA members have within this sector. It was apparent that work needed to be done to establishan industry association to represent UK infrastructure manufacturers in the development of UK andEuropean policies and technical standards. BEAMA members provide a range of electrical products required to build a national and internationalinfrastructure for electric vehicles. It is of great importance to the manufacturers that their productsare used responsibly by consumers and that consistent guidance is given to users when they decideon the method by which they charge their vehicle.This guide has been developed to ensure that usershandle the power supply required for the charging of an EV in a safe and responsible way. A key objective for BEAMA, and the purpose of this guide, is to develop consistency in the messagesand guidance provided to consumers. It is BEAMA’s priority to ensure charging is made easy, whileencouraging safe product use and confidence in the market through the provision of consistentindustry guidance. BEAMA has developed this first edition of the ‘Guide to Electric Vehicle Infrastructure’. The contentof this document may be used to advise marketing material, consumer guidance and advice servicesfor the electric vehicle market. This guide supports two related industry publications: The IET Code of Practice on Electric VehicleCharging Equipment Installation 3 , published January 2012, and the SMMT Electric Car Guide 2011 4 . The BEAMA guide will be annually reviewed to consider new technologies on the market andadvances in standardisation, informing the development of consumer guidance.The BEAMA Guide toElectric Vehicle Infrastructure also supports the Office for Low Emission Vehicle’s Plug-in VehicleInfrastructure Strategy, ‘Making the Connection’ 5 . 3 IET Code of Practice on Electric Vehicle Charging Equipment Installation http://www.theiet.org/resources/standards/ev-charging-cop.cfm 4 SMMT Electric Car Guide http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/ 5 June 2011, Making the Connection:The Plug-in Vehicle Infrastructure Strategy, Office for Low Emission vehicleshttp://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy

1 The UK electric vehicle sector is growing rapidly inresponse to the need for low carbon solutions forprivate and commercial transport.The low carbonvehicle market is a necessary step in achieving a 50%reduction in greenhouse gas emissions by 2027 andimprovements in urban air pollution levels. 6 This guide focuses on the use of electrical equipment for charging electric vehicles; therefore itdoes not consider types of vehicle inlets and connectors. For further information regarding thevehicles themselves please refer to the SMMT Electric Car Guide 7 . A. Charging Systems for Electric Vehicles 6 Fourth Carbon Budget covering period 2023-2027, 50% on 1990 emission levels http://www.decc.gov.uk/en/content/cms/emissions/carbon_budgets/carbon_budgets.aspx 7 SMMT Electric Car Guide http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/ Vehicle connector Vehicle inlet Socket Outlet Plug Figure 1: Guide focus

2 1. Charging Modes There are 4 key modes (as defined in the standard BS EN 61851-1) for the charging of an electricvehicle, as summarised below: Mode 1 charging: non-dedicated outlet – BS 60309-2 8 and BS 1363 – 3pin 9 Mode 2 charging: non-dedicated outlet – BE EN 60309-2 and BS 1363 – 3pin with ‘in cable’ RCD protection Mode 3 charging: dedicated outlet – Type 2, 3 – IEC 62196-1 (BS EN 62196-1) 10 Mode 4 charging: rapid, DC charging The following section details the technical requirements for each mode of charge in the UK and thecorresponding guidance for the best practice use of each mode. The practical application of thesedifferent modes will be presented in chapter 3, where a scenario based approach has been adopted. The time taken to charge the battery of an electric vehicle is dependent on rated current of the plugand socket-outlet and therefore the power supply and maximum current carried to the battery. Thebattery type and range will also influence the time required for a full charge, therefore the belowinformation provides a general and not exact indication of charging times. 8 BS EN 60309-2: 1999 – Plugs, socket-outlets and couplers for industrial purposes. Dimensional interchangeability requirements for pin and contact tube accessories. 9 BS 1363:1995 – 13A Plugs, socket-outlets, adaptors and connection units. 10 BS EN 62196-2: 2011 – Plugs, socket-outlets, vehicle couplers and vehicle inlets. Conductive charging of electric vehicles. Dimensional interchangeability requirementsfor a.c. pin and contact-tube accessories. 11 Please note this provides a broad assumption on charging times and will be dependent on the individual requirements of a given vehicle model, with regards to batterysize and recommended guidance provided by the vehicle manufacturer.The times indicated are estimated based on the time it would take to charge a car with a typical24kWh battery. Charging time for atypical 24kWh battery Power Supplied Voltage Maximumcurrent Mode Speed 10.4 hours 8.3 hours 6.5 hours 3.2 hours 1.6 hours 1.04 hours 29 minutes 15 minutes 2.3kW 3kW 3.7kW 7.4kW 14.5kW 23kW 50kW 100kW 230 230 230 230 230 230 400-500VDC 400-500VDC 10A 13A 16A 32A 63A 100A 100 – 400A 100 – 400A 2, 3 2, 3 2, 3 3 3 3 4 4 SLOW SLOW SLOW FAST FAST FAST RAPID RAPID Table 1: Charging times and related electricity supply 11 .

3 1.1. MODE 1: Non-dedicated circuit and socket-outlet • The electric vehicle is connected to the main 230V AC supply network (mains) via a fixed,non-dedicated standard BS 1363, 13A, 3-pin socket-outlet or a single phase 16A BS EN 60309-2 socket-outlet located on the power supply side. • The electric vehicle is connected to the main AC supply network (mains), and is supplied with a current not exceeding 13A from a BS1363 domestic socket-outlet, and not exceeding 16A from the BS EN 60309-2 industrial socket-outlet • There is no in-cable control box; therefore it cannot be assumed that RCD protection is provided during charging. Mode 1 should not be used for the charging of an electric vehicle because RCD protection, which isnecessary for a safe charging system, cannot be guaranteed at all outlets. Even if RCD protection canbe guaranteed in the owner’s home, away from the home protection cannot be guaranteed. 1.2. MODE 2: Non-dedicated circuit and socket-outlet, charging with cable-incorporated RCD • The electric vehicle is connected to the main 230V AC supply network (mains) via a fixed,non-dedicated standard BS 1363, 13A 3-pin socket-outlet or a single-phase 16A or 32A BSEN 60309-2 socket-outlet located on the power supply side. • Specific vehicle models will have guidelines, developed by the vehicle manufacturer, which must be followed. These guidelines will recognise the specific needs of that vehicle. Somevehicle manufacturers de-rate the domestic Mode 2 charging system to 10A. In the interestof having one harmonised household charging current across Europe this may beappropriate. • Control and protection functions are permanently installed for personal protection from electric shock within the charging cable. An in-cable control box incorporates built-in RCDprotection and pilot signal functions to provide basic communication.The inline control box is positioned along the charging cable within 0.3m of the plug, and sets and adjusts thespecific charging power. • The safety of the equipment and the user is dependent on the state of the pre-existing electrical network and compliance with the latest standards as outlined in chapters3 and 5. AC AC Alternating currentelectricity supply Dedicated vehicleinlet and connector BS EN 62196 Charging cable Non-dedicated socket outletBS EN 60309 / BS 1363 NOT SUITABLE FOR USE Figure 2: Mode 1 charging

4 Provided vehicles are supplied and operated with only Mode 2 cables, Mode 1 is not required.Mode 2 cables are provided with an in-cable control box (including RCD), set and adjusted to aspecific charging power, guaranteeing the provision of RCD protection during charging. Mode 2 can be used for the charging of an electric vehicle, in locations where there is no dedicatedcharging installation (Mode 3 or 4, see below), and for use by legacy vehicles. The pre-existing electrical installation in the property must be checked by a competent person andshould be compliant with current industry standards and regulations. Specific guidelines developed byvehicle manufacturers for electric vehicle models must also be followed. 1.3. MODE 3: Fixed and dedicated chargepoint • The electric vehicle is typically connected to a 16A or 32A single phase AC supply network(mains) using a dedicated connector and dedicated circuit.The connection can be three phase. • In both cases additional conductors are incorporated into the charging cable to allow communication between the vehicle and the charging equipment. • Communications functions are a major part of the Mode 3 charging system in light of the roll-out of smart meters and the future smart grid in the UK, with the emphasis on providingmeasures for off-peak charging and energy management for the consumer charging at home.The functionality for this is already built into the Mode 3 charger, future-proofing the installation for future ‘smart’ applications. AC R C D AC Alternating currentelectricity supply Dedicated vehicleinlet and connector BS EN 62196 Charging cable Non-dedicated socket outletBS EN 60309 / BS 1363 In-cable controlbox, incorporatingRCD protection R C D Pros Low installation cost Interoperable across UK residential properties RCD protection guaranteed Slow charge of 8-12 hours (depending on the current rating of the charging system, 13A or 10A) No communication / ‘smart’ functions Susceptible to the misuse of extension leads and adaptors not capable of withstanding the current of an EV charge. Cons Figure 3:Mode 2 charging Table 2:Mode 2 Pros and Cons

AC Charging Equipment COM AC Alternating current electricity supply Dedicated vehicleinlet and connector BS EN 62196 Charging Communication cable COM Figure 4: Mode 3 charging 5 • Control and protection functions (load controller, contactor, Surge Protective Device,RCD) are permanently installed within the chargepoint which is permanently connected to the AC supply network (mains). • Mode 3 includes a socket-outlet incorporating a pilot wire which ensures that the conductive parts and connectors connection is well established. Mode 2 has the same function in its cable. However due to the fact that the additional protection is part of thecable system there is no guaranteeing that if the cable is damaged this function will not be affected. • In practice, Mode 3 chargers are designed in two different configurations.They can be foundwith either a tethered cable which is common in, but not limited to, domestic installationsor with the dedicated socket-outlet, most commonly found in UK public charging infrastructure.The public, Mode 3 charger will have the ability to measure energy used,allowing for electricity billing for electric vehicle charging to take place. • Mode 3 public charging equipment can be installed with an energy meter which supports billing/Pay-As-You-Go transactions based on energy consumption when used by a customerto charge an electric vehicle. This is also required for energy management purposes. • Specific vehicle models will have guidelines, developed by the vehicle manufacturer, which must be followed.These guidelines will recognise the specific needs of that vehicle. • The safety of the equipment and the user is dependent on the installation, the connected electrical network and compliance with the latest standards as detailed in chapter 3. Mode 3 can be used for the charging of an electric vehicle.This is the preferred solution in the long-term, recognising industry’s move towards the use of dedicated charging systems 12 allowing for ‘smarter’ charging capabilities, in line with industry’s objectives for improved energy management. The installation must be installed by a competent electrician and should be compliant with currentindustry standards and regulations. 13 Specific guidelines developed by the vehicle manufacturers for electric vehicle models must also be followed. 12 June 2011, Making the Connection:The Plug-In Vehicle Infrastructure Strategy, Office for Low Emission vehicles http://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy 13 IET Code of Practice on Electric Vehicle Charging Equipment Installation http://www.theiet.org/resources/standards/ev-charging-cop.cfm

6 1.4. MODE 4: Rapid, dedicated chargepoint, DC connection • The electric vehicle is indirectly connected to the main AC distribution network through a standard external charger. • AC single phase or three phase current is converted to DC inside the charging equipment usingrectifiers. • They operate at a much higher voltage and current, 500V and 125A, providing a rapid charge tothe battery. • The DC current is supplied to the electric vehicle through a charging cable permanently attached to the dedicated DC Mode 4 chargepoint. • Control and protection functions are permanently installed. • Due to the high current required for rapid charging, Mode 4 chargepoints are not suitable for domestic installations. • Mode 4 public charging equipment can be installed with an energy meter which supports billing/Pay-As-You-Go transactions based on energy consumption when used by a customer to chargean electric vehicle. This is also required for energy management purposes. Table 3:Mode 3 Pros and Cons Pros Fast charge (1 – 4 hours) Communication between the vehicle and the chargepoint Provides the functionality for ‘smart charging’ Compatibility and connection with the Smart Grid Control and protection functions permanently installed Load controller Suitable for domestic and public installations Additional cost of fixed installation If domestic installations provide a tethered charging cable, the vehicle connector will be specific to the owners vehicle and the inlet on the car side Private Mode 3 chargers can only be installed in certain types of buildings. Off-street parking or a garage is required. Cons

7 This is a necessary service function for rapid charging, for use as roadside assistance and servicestation charging on long journeys.The electrical installation must meet current industry standards andregulations and specific guidelines developed by the vehicle manufacturers for electric vehicle modelsmust also be followed. 1.5. The use of cable reels, extension leads and adaptors Under Standard HD 60364-7-722:2012, ‘Requirements for special installations or locations – Supplyof electric vehicle’, the use of ‘portable socket-outlets are not permitted’ for the charging of electricvehicles. 14 Therefore the use of cable reels, extension leads and adaptors is strongly ill advised. Table 4: Mode 4 Pros and Cons AC Converted to DC Charging Equipment COM COM DC DC Direct currentelectricity supply Dedicated vehicle Communication inlet and connector BS EN 62196 Charging cable Tethered (attached cable) Figure 5: Mode 4 rapid charging Pros Rapid charge (20mins approximately) Control and protection functions permanently installed Communication between the vehicle and the chargepoint Not suitable for domestic installations Higher cost of installation Higher load on a local electricity network. Cons 14 Ratified and to be published shortly

8 2. Plugs and Socket-Outlets The following plugs and socket-outlets can be used for the charging of an electric vehicle. Theircharacteristics are documented below and specific use cases outlined.The electrical installation mustbe compliant with current industry standards and regulations. 2.1. TYPE 1, IEC 62196-2 (BS EN 62196-1) • Single phase • Maximum current 32A • Maximum voltage 250V • 5 pins/socket tubes Type 1 plug and socket-outlets can only be used with single phase supplies for the charging ofelectric vehicles. 2.2. TYPE 2, IEC 62196-2 • Single or three phase • Maximum current 70A single phase, 63A three phase • Maximum voltage 500V • 7 pins/socket tubes Figure 6:IEC 62196-2 Type 1 Plug andsocket-outlet Figure 7:IEC 62196-2 Type 2 Plug andsocket-outlet

9 OLEV is committed to funding only Type 2 infrastructure for publicly accessible chargepoints as partof the Plugged-In Places projects. Effective from April 2012. 2.3. TYPE 3, IEC 62196-1 • Single phase or three phase • Maximum current 32A (single and three phase) • Maximum voltage 500V • 5 or 7 pins/socket tubes • Developed by the EV Plug Alliance • With shuttered plug pins and socket-outlet contacts • IP4X and optional IP55 Figure 8: IEC 62196-2 Type 3 Plug and socket-outlet 2.4. UK EXISTING PLUG AND SOCKET SYSTEMS In order to facilitate the market penetration of electric vehicles, the availability of the existingelectrical infrastructure (BS 1363 and BS EN 60309-2) must be ensured.With regards to existing plugand socket-outlet systems such as those complying with BS EN 60309-2 or BS 1363: • Existing systems are safe provided they comply with their standard and are used in accordance with specific guidelines developed by electric vehicle manufacturers. • For electric vehicle charging, both shuttered and un-shuttered socket-outlets are safe in theappropriate circumstances; that is, domestic or public applications. 2.4.1. BS 1363 domestic plug and socket-outlet • The normal domestic AC power plugs and socket-outlets used in the UK • With shuttered socket-outlet contacts and sleeved plug pins • Maximum current 13A

10 2.4.2. BS EN 60309-2 industrial plug and socket-outlet • BS EN 60309-2 socket-outlets normally provide solutions for industrial applications including construction sites, camp sites and marinas, but electric vehicles can also be safely charged from the BS EN 60309-2 socket-outlets using Mode 2 or Mode 3. • The rated voltage of the plug is identified by colour. The most common colour codes are blue and red, with ‘blue’ signifying 200 to 250V and ‘red’ signifying 380V to 480V. Figure 10:BS EN 60309-2 industrialplug and socket-outlets Figure 9BS 1363 13A domesticplug and socket-outlet Household plugs and socket-outlets can be used for the Mode 2 charging of an electric vehicle indomestic properties where there is no available dedicated charging infrastructure (Mode 3 or 4).They can also be found in some public dedicated charging points, for use by legacy vehicles,motorcycles and quadricycles.

11 3. Application 3.1. HOME CHARGING OF ELECTRIC VEHICLES It is anticipated that the majority of electric vehicle charging will take place at home. This is thedesired method of charging providing benefits not only to the consumer but also to the UK energysystem as a whole. By utilising off-peak electricity the consumer can benefit from lower cost energy tariffs, utilising lowercarbon energy, which maximises the environmental benefits of electric vehicle use. The off-peakcharging of electric vehicles minimises demand on the local network, limiting the level of localnetwork reinforcement and additional generating capacity that would be necessary if everyonecharged during peak periods. Such upgrades could be very costly. As the amount of renewable energy feeding into the national grid increases, fluctuations in supply willoccur as the weather conditions determine the level of electricity production. It is through thedevelopment of a ‘smarter’ grid and the installation of smart appliances in the home, includingMode 3 electric vehicle chargers, that we will have the ability to manage these additional peaks andtroughs in energy supply through the intelligent control of electric vehicle charging. This is referredto as ‘dynamic demand response’ and can be maintained through the bi-directional communicationfunctionality which is built into the chargepoint, allowing communication to and from the electricvehicle and the chargepoint. Household appliances rarely exceed 2kW, and therefore consumers are seldom aware of the risksentailed in handling electrical equipment that does. Electric vehicle charging equipment is an exampleof this and can entail risks if electric vehicles are not charged responsibly and through a domesticelectrical system which is in accordance with UK national wiring regulations (BS 7671). Consideringthe range of circumstances presented to consumers for the charging of their electric vehicle anumber of frequently asked questions have been selected, and answered below. Frequently asked questions a. How can I maximise the speed of my electric vehicle charge at home? Table 1, in chapter 1, outlines the approximate charging times for a standard 24kw battery. Chargingin a domestic property can be carried out at 13A, 16A or 32A.The precise level of charging currentwill be dependent upon the installation and type of plug and socket-outlet fitted. To optimise thespeed of an electric vehicle charge a dedicated charging system can be installed, compliant with BSEN 62196, ensuring charging is undertaken in accordance with UK wiring regulations and standards. Circuits supplied through dedicated electric vehicle plug and socket systems complying withBS EN 62196, meet the requirements of safety standards and therefore all necessary safetyrequirements for the handling of power supplies required for the fast charging of an electric vehicle. b. How can I maximise the environmental benefits of owning an electric vehicle, while limiting the cost of home charging? A Mode 3 charging system is accepted as best practice for the provision of future ‘smart’ chargingand energy management capabilities.

12 Some ‘smart’ features are already available, including dedicated electricity tariffs for electric vehicleowners, providing cheaper overnight (off-peak) electricity rates for the charging of an electric vehicle. While long-term objectives for intelligent charging in the home are developed BEAMA support theuse of timers, enabling consumers to charge their vehicles off-peak, overnight, taking advantage oflower cost electricity tariffs. Any timer used for the charging of an electric vehicle must be suitablyrated and meet national standards. As we move to a ‘smarter’ charging system and gridinteroperability the use of timers will not be necessary. c. I am visiting a friend who doesn’t have a dedicated electric vehicle socket-outlet and Mode 3 system. How should I charge my vehicle responsibly from my friend’s residential property?’ In order to facilitate the market penetration of electric vehicles, the availability of the existinginfrastructure (BS 1363 and BS EN 60309-2) for vehicle charging must not be impeded.The long-termobjective is not for this to be the primary means of charging a vehicle, but it must remain as an optionto allow drivers to continue journeys and charge where dedicated infrastructure is not available. The move towards the use of Mode 3 or Mode 4 dedicated charging systems is motivated by thelong-term industry objectives for improved energy management in the home.The objective must beto provide communication between the electric vehicle and the installation to allow ‘smart’ solutionsproviding measures for off-peak charging and energy management for the consumer charging at homeby providing control over charging periods.This level of interoperability requires a Mode 3 chargingsystem. People and equipment safety depends on the state of the pre-existing domestic electrical wiring,which may have deteriorated or not upgraded to the latest standards. Therefore BEAMA onlysupports the use of electric vehicle charging equipment if the electrical installation within a propertyfits within the following criteria. • The household wiring and installation has been checked by a competent electrician ensuring it meets with current standards and regulations.The OLEV Plug-In Vehicle Infrastructure Strategy states that ‘owners who plan to charge their vehicles at home should have their wiring checked to ensure that it is appropriate.’ • If using a Mode 2 system the domestic 3 pin socket-outlet used to connect the vehicle tothe network must fully comply with the standard BS 1363; • The complete charging system must comply fully with UK wiring regulations (BS 7671); • Guidance produced by electric vehicle manufacturers, specific to a vehicle’s particular needs, must be observed when deciding on the method of charging; • Under Standard HD 60364-7-722:2012, Requirements for special installations or locations– Supply of electric vehicle, the use of ‘portable socket-outlets are not permitted’ for the charging of electric vehicles. Therefore the use of cable reels, extension leads and adaptorsis strongly ill advised. If the above criteria cannot be met the vehicle user and the property from which the electric vehicleis being charged may be exposed to risks.

13 3.1.1. Examples of infrastructure used for domestic charging The following modes can be used for the charging of an electric vehicle from a residential property: • Mode 2 • Mode 3 Two examples of dedicated Mode 3 chargepoints for residential use are shown below. For guidanceon the installation of charging infrastructure please refer to the IET Code of Practice for ElectricVehicle Charging Equipment Installation. Figure 11 Mode 3 wall mounted chargepoints with tethered cable.

14 3.2. PUBLIC CHARGING OF ELECTRIC VEHICLES Frequently asked questions a. Where is public charging infrastructure being installed in the UK? While it is foreseen that the majority of charging will take place at home, a significant level of publiclyaccessible charging infrastructure is being installed across the UK in order to ensure electric vehicleusers can top-up their battery charge. The UK Government made available £30 million match-funding for eight pilot projects across the UKto install and trial recharging infrastructure 15 , establishing eight local charging networks. These, Plugged-In Places’ are providing a focus for the development of regional networks of public,residential and commercial infrastructure.The eight Plugged-In Places are: North East Milton Keynes London Northern Ireland Scotland Midlands East of England Greater Manchester Plugged-In Places Electric vehicle infrastructure The Plugged-In Places scheme offers match-funding to support the cost of installing a critical mass of electric vehicle charging infrastructure in lead places across the UK. Projects highlighted on the map above have collectively been awarded Government funding of up to £30m. • London • Milton Keynes • North East • East of England • Greater Manchester • Midlands • Northern Ireland • Scotland Figure 12:Map showing locationsof UK Plugged-InPlaces regions 15 June 2011, Making the Connection:The Plug-In Vehicle Infrastructure Strategy, Office for Low Emission vehicleshttp://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy

15 This initiative has enabled the private sector to enter the market and make significant investments inrecharging infrastructure, meaning the creation of an extensive public charging network, achievedwith less public money spent. For example, by the end of this year, one such private sectororganisation expects to have the UK’s first privately funded large scale network set up in 100 townsand cities, providing 4,000 electric vehicle charging bays, and other organisations are emerging withnational charging ambitions and business models. The public charging infrastructure is being strategically placed, in areas easy to locate and access,identifying where the infrastructure is most needed, for example, in car parks, shopping centres, parkand ride sites and town centres. b. How can I find public charging infrastructure? Various membership programmes and infrastructure providers make individual records ofchargepoint locations available to electric vehicle drivers. However, while some of these membershipprogrammes are now being interlinked, there has been no UK centralised record for the location ofcharging infrastructure. In order to help electric vehicle drivers access chargepoints, the Government is developing a NationalChargepoint Registry (NCR). This is a database of publicly accessible chargepoints across the UK,available on data.gov.uk. It is envisaged that the Registry will be fully developed and tested over thecoming months, allowing businesses to innovate and provide products, such as satnav and mobileapps, for electric vehicle owners to access. c. How can I access charging infrastructure? Electric vehicle charging infrastructure may be provided in a variety of locations including on-street,in a public or private car park, at your place of work or in your home. Normally for home chargingyour installer will inform you how to access the device as will your employer where charging isprovided in the workplace. To use a charger in a public location such as on-street or in a public car park that is not a pay-as-you-go system, you will need to be a member of an electric vehicle scheme.These schemes exist acrossthe UK and as part of the membership package you will be issued with a card. This card can be used with any public chargepoint that is linked to your membership programme.Thecharging points normally carry a logo which identifies which membership cards can be used. Simplypresent the card to the chargepoint and it will be unlocked for you. Some of the membership programmes are now being interlinked so that you can use your card toaccess changing points across the UK. Figure 13: Source London electric vehicle membership scheme. Example of RFID card and the charging points installed in public locations accessible using the Source London membership card.

16 d. What infrastructure is being provided to enable longer journeys? The majority of trips made in a vehicle are well within the range of an electric vehicle battery. 95%of journeys made in Great Britain are less than 25 miles 16 , and the average length of a journey is only 8.4 miles. Mode 4 chargers are available for the rapid charging of electric vehicles, enabling drivers to have theavailable option to extend their journeys beyond the standard range of their battery. Plans are beingdeveloped to install Mode 4 chargers across the UK to provide a network of rapid charging enablinga charge time of approximately 20 minutes. This infrastructure will be installed in particulargeographic areas where it is most needed, for example, installation at motorway service stations willallow for longer journeys across the country. 3.2.1. Examples of infrastructure used for public charging The following modes can be used for the public charging of an electric vehicle: • Mode 3 • Mode 4 (with tethered cable) Examples of the dedicated chargepoints available for installation in public places are shown below. Forguidance on the installation of charging infrastructure please refer to the IET Code of Practice forElectric Vehicle Charging Equipment Installation. Public charging equipment can be installed with an energy meter which supports billing/Pay-As-You-Go transactions based on energy consumption when used by a customer to charge an electricvehicle.This is also required for energy management purposes. 16 National Travel Survey 2010, Average number of trips by trip length and main mod: Great Britain 2009 www2.dft.gov.uk/pgr/statistics/datatablespublications/nts/latest/nts2009-03.pdf AC Charging Equipment COM AC Alternating current electricity supply Dedicated vehicleinlet and connector BS EN 62196 Charging cable Dedicated socket-outletIEC 62196-2 Electricity meter Figure 14:Public charginginfrastructure

17 Figure 15: Mode 3 public chargepoint. Meter and socket-outlet. Figure 16: Mode 4 public chargepoint. Meter and tethered cable for DC charging.

18 3.3. COMMERCIAL AND FLEET CHARGING INFRASTRUCTURE The commercial use of electric vehicles will constitute a large part of the e-mobility market.To datemore than half of all new electric vehicle sales have been for business and fleet use.This is driven bythe cost incentives for businesses in running an electric or hybrid fleet, as well as acknowledging acompany’s corporate social responsibility to reduce carbon emissions and improve the environmentalimpact of commercial activity. With the introduction of the Plug-in Van Grant 17 it is likely that the commercial use of such vehicles will continue to grow. The development of cost effective solutions for infrastructure to support fleets of electric vehiclesis very important. In addition, drivers of electric vehicles are likely to charge during the day at workand this will be a necessary infrastructure base, secondary to charging at home over night. Issues related to energy densities and maximum energy demand for fleets may emerge as thecommercial use of these vehicles becomes more prevalent.The commercial charging of vehicles willbe governed by specific site policies and the electrical responsibilities of the site owner. Companies wishing to adopt an electric vehicle fleet can install Mode 3 chargers, like the one shownbelow, along with specific fleet management services which can ensure charged vehicles are alwaysavailable for use. The specifications for fleet infrastructure are the same as those documented forpublic charging applications, however in this case you may wish to install multiple points, dependingon the number of vehicles being used. For further guidance on the development of an electric vehiclefleet please see Plugged-in Fleets, A Guide to Developing Electric Vehicle Fleets 18 published by The Climate Group in February 2012. 17 http://www.dft.gov.uk/topics/sustainable/olev/plug-in-van-grant/ 18 The Climate Group, 2012, Plugged-in Fleets, A Guide to Developing Electric Vehicle Fleets http://www.theclimategroup.org/_assets/files/EV_report_final_hi-res.pdf Figure 17:Mode 3, 22kW electricvehicle charge-points.

19 The UK electric powered two wheeler (ePTW)sector is expanding rapidly, driven by the need fora greener, low emission transport alternative.Registration figures indicate that in excess of 3,000ePTWs are now on the UK’s roads. The Electric Powered Two Wheeler (ePTW) sector has sought out solutions to the issues of design,manufacture and sales of a new generation of electric powered two wheeled vehicles, creating a routeto market that is designed to meet the demands of a new generation of commuters. ePTWs have a key role to play in any low carbon transport, particularly in the urban commutersector. For solo commuters, the ePTW offers an emission free, congestion proof, time saving andmore efficient transport option. With an average urban commute of 9 miles, and no requirement toexceed 40mph, 75% of the current crop of ePTWs is capable of matching the needs of the today’surban commuter. B. Charging Systems forElectric Motorcycles

20 4. CHARGING MODES FOR ELECTRIC MOTORCYCLES The following section details the technical requirements for the charging of electric motorcycles andthe corresponding guidance on the best practice use of charging equipment for electric motorcycles. 4.1. HOME CHARGING OF ELECTRIC MOTORCYCLES Home charging is being embraced by many new designs with the introduction of removable‘cartridge’ type battery packs which can be removed from the machine and recharged in the homeor office. • The electric motorcycle is connected to the main AC supply network (mains) via a fixed, non-dedicated standard BS 1363, 13Amp, 3-pin socket-outlet. • There is no in-cable control box, or built-in control on the motorcycle side during charging. It is recommended that an in-line RCD is installed in the house/domestic outlet being used to charge the motorcycle. • The safety of the equipment and the user is dependent on the state of the pre-existing domestic electrical wiring and compliance with the latest standards as outlined in chapter 5.The pre-existing electrical installation in the property must be checked by a competent electrician. AC AC Alternating currentelectricity supply Charging cable Non-dedicated socket outletBS EN 60309 / BS 1363 Figure 18:Electric motorcycle charging,non-dedicated socket-outlet

21 Electric motorcycles are charged using a Mode 1 system; therefore there are inherent risks in theabsence of RCD protection. If there is no dedicated charging infrastructure available for use, it isstrongly recommended that RCD protection is installed for the charging of electric motorcycles fromBS 1363 socket-outlets. Provided there is guaranteed provision of RCD protection during charging,the use of BS 1363 meets the required needs for the charging of electric motorcycles. Specific guidelines developed by vehicle manufacturers for electric motorcycle models must also befollowed. 4.2. PUBLIC CHARGING OF ELECTRIC MOTORCYCLES Almost all of the current fleet of ePTWs in the UK carry an on-board charging cable fitted with aBS 1363 3 pin socket-outlet. Electric motorcycles can charge in public areas using existing public infrastructure where a BS 1363socket-outlet is provided. However, in many cities motorcycle parking is free, but only in dedicatedmotorcycle parking bays and currently very few are equipped with dedicated charging infrastructure. 4.2.1. SPECIFICATIONS FOR ePTW PUBLIC CHARGEPOINTS • Able to deliver 13A for up to six hours per charge • Protected from rain and the ingress of other foreign objects • Locked or closed when not in use • Access and power provided only to identified persons • Plug locked in the station during the charging period Below is an example of the type of dedicated charging point available for use by electric motorcyclesin the UK. Figure 19: Public chargepoint for electric motorcycles

23 5. Standards 5.1. CURRENT STANDARDISATION ACTIVITY With the growth of the electro-mobility market internationally and throughout Europe, there arenow requirements for standards and regulatory frameworks to be developed for the industry.Growth in the market will be facilitated by the development of standards which will help to removemarket barriers and improve client acceptance. The European Commission/EFTA issued the mandate M/468 to CEN and CENELEC on EuropeanElectro-mobility standardisation in 2010.This mandate aims to: • Ensure interoperability and connectivity between the electricity supply point and the charger of electric vehicles, including the charger of their removable batteries, so that thischarger can be connected and be interoperable in all EU states. • Ensure interoperability and connectivity between the charger of electric vehicle- if the charger is not on-board, and the electric vehicle and its removable battery, so that a charger can be connected, can be interoperable and charge all types of electric vehicles and their batteries. • Appropriately consider any smart charging issue with respect to the charging of electric vehicles. • Appropriately consider safety risks and electromagnetic compatibility of the charger of electric vehicles in the field Directive 2006/95/EC (LV) and Directive 2004/108/EC (EMC). This concerns all electric vehicles, including mopeds, two-and three-wheel vehicles and quadricycles(category L1-L7) as well as four wheel vehicles (category M1 and M2). The current acceleration in the industrial development of electric vehicles and associatedinfrastructure has now led to acceleration in standardisation work. There are a number of national,European and international standards committees relevant to the development of an interoperableand functional electric vehicle infrastructure network. These include the IEC, ISO, ITU-T, CEN,CENELEC, ETSI and BSI. It is therefore a complex working environment dealing with many cross-sector issues. A recent memorandum of understanding between ISO and IEC will improve the closecoordination of activities, while CEN and CENELEC have agreed to collaborate on thestandardisation subjects to avoid duplication of activity. The communications aspects of electro-mobility standardisation are to be dealt with in other existinggroups, including the CEN, CENELEC and ETSI Smart Grid Co-ordination Group and the similarCEN, CENELEC and ETSI Group for Intelligent Transport Systems. C. Technological Development

24 Several relevant standards are in the process of being finalised in Europe and have already beenpublished by IEC: Requirements for electrical installations.Thenational standard in the UK for low voltageelectrical installations. International standard for plugs and socket-outlets and couplers for industrial purposes. British standard which specifies the mostcommon type of domestic AC power plugsand socket-outlets used in the UK. Plugs, socket-outlets, vehicle couplers andvehicle inlets. Dimensional interchangeabilityrequirements for A.C. pin and contact-tubeaccessories.The present standard allows forthe use of the same socket-outlet format forall applications from single phase to 3 phaseand from 16A to 63A with auxiliarycontacts. International standard for electric vehicleinductive charging systems Requirement for all AC charging installationsto be protected by a residual current device(RCD), which will protect against electricshock in case of failure of the isolation.Published, in 2011, based on IEC 61851-1,specifying the modes of charging. Under preparation and will specifygeneral provisions for the installation whichwill ensure safety for fixed installations ofcharging stations. Ratified and proceeding to publication.‘Requirements for special installations orlocations – Supply of electric vehicle’. BS 7671 BS EN 60309 and IEC 60309 BS 1363 BS EN 62196 and IEC 62196 IEC61980 IEC 60364-7-722 and CENELEC HD 60364-7-722 BS EN 61851 HD 60364-7-722:2012 Standard Definition Table 5:Relevant standards

25 6. Inductive and other Wireless Charging Systems Inductive charging technologies for electric vehicles are not yet commercially available on the UKmarket but are currently being trialled through pilot projects. Standards are currently being developedfor this technology to enable the wireless charging of electric vehicles. The 10-year-old standard IEC 61980, Vehicle Inductive Charging Systems, requires revision andrewriting which is to be done by a Joint Working Group (JWG) of ISO/IEC. JWG ISO/IEC PT61980 of ISO TC22/SC21, Electrically Propelled Road Vehicles and IEC TC69, ElectricRoad Vehicles and Electric Industrial Trucks, are working on standards for the wireless charging ofelectric vehicles, in close cooperation with SAE (J2954; USA) and the relevant European mirrorcommittee CENELEC TC69X. 6.1. IEC61980 “ELECTRIC VEHICLE INDUCTIVE CHARGING SYSTEMS” Introduction Part 1 of this standard covers general requirements for electric vehicle inductive and/or the wirelesstransfer of electric power including general background and definitions.This standard is developed forthe manufacturers’ convenience by providing general and basic requirements for inductive and/orwireless transfer of electric power to the electric vehicle. Scope This standard applies to the equipment for the wireless bidirectional transfer of electric power fromthe supply network to electric vehicles for purposes of supplying electric energy to the RechargeableEnergy Storage System (RESS) and/or other on-board electrical systems in an operational state whenconnected to the supply network, at standard AC supply voltages per IEC 60038 up to 690 V. The aspects covered include the characteristics and operational conditions of the supply equipmentto the vehicle. This standard includes standards for electromagnetic compatibility, electrical safety,operational characteristics functional characteristics and communication. 6.2. SPECIFICATIONS FOR INDUCTIVE CHARGING INFRASTRUCTURE Inductive charging can be used to re-charge an electric vehicle using an electromagnetic field totransfer energy between the vehicle battery and the electricity supply. The advantage for the chargingof an electric vehicle is that there is no need for a cable connection to be made between the vehicleand the chargepoint, therefore making it easy to use and minimising the potential for misuse of acharging system.

26 7. Conclusion With electric vehicles now providing a new interface between the transport system and the grid,within and away from domestic properties, energy management and safety is of key importance.This guide is intended for industry, in particular, consumer-facing organisations to ensure the bestpractice use of electric vehicle charging equipment.The guide will be annually updated to include newtechnologies and industry solutions for interoperability and energy efficiency as they develop ontothe UK market. It is essential consistent messages on the best practice and safe use of charging infrastructure are sentto electric vehicle drivers to ensure they are aware of how to handle high power supply currentsrequired for an electric vehicle charge. Following available industry guidance the charging of anelectric vehicle will remain a safe activity in accordance with UK wiring regulations and standards. The growth of the electric vehicle market also provides an opportunity to support low carbon energygeneration, and, in order to optimise the environmental benefits of e-mobility, off-peak chargingmeasures should be encouraged. While there is less ‘smart charging’ functionality available to theconsumer today, industry is working closely to ensure that this can be achieved as the roll-out ofsmart metering and the future smart grid evolves, ensuring the future proofing of Mode 3 installationsmade today. In the meantime it is important consumers are made aware of electricity tariffs currentlyavailable to encourage off-peak charging.

27 i. Glossary ABI Association of British Insurers ACEA European Automobile Manufacturers Association ACEM The Motorcycle Industry in Europe BEAMA The British Electrotechnical and Allied Manufacturers Association BEVIP BEAMA Electric Vehicle Infrastructure Project BSI British Standards Institution CEN European Committee for Standardisation CENELEC European Committee for Electrotechnical Standardisation CW Central White-list ePTW Electric Powered Two Wheelers EFTA European Free Trade Association eMCIA Electric Motorcycle Industry Association ETSI European Telecommunications Standardisation Institute EVSE Electric Vehicle Supply Equipment (electric vehicle charging equipment) IC-RCD In Cable Residual Current Device IEC The International Electrotechnical Commission IET The Institution for Engineering and Technology ISO The International Organisation for Standardisation ITU-T The International Telecommunication Union JWG Joint Working Group NCR National Chargepoint Registry OLEV Office for Low Emission Vehicles RCD Residual Current Device RESS Rechargeable Energy Storage System SAE Society of Automotive Engineers SMMT Society for Motor Manufacturers and Traders SPD Surge Protective Device

28 Electric vehicle A vehicle powered, in part or in full, by a battery that can be directly plugged into the mains. 17 The term plug-in vehicle may also be used. Public chargepoint This refers to the public accessible infrastructure installed for the charging of electric vehicles. That is, infrastructure available for use by any member of the public. Smart charging ‘Smart’ charging is when the charging cycle of an EV can be altered by external events, including energy price and provision of low carbon energy on the network. This allows for adaptive charging habits and the more efficient management of energy used to charge an EV. Future capabilities for smart charging are likely to include communication functions between the vehicle and a meter and potentially the grid.This will be enabled through Mode 3 charging. ‘Smart’ charging from public infrastructure involves additional functionality, such as the identification of chargepoint locations. Not all ‘smart’ functionality is available today but in order to future proof infrastructure this is a key consideration for electrical installations in the domestic, public and commercial setting. Smart Grid A Smart Grid is an electricity network that can cost-efficiently integrate the behaviour and actions of all users connected to it – generators, consumers and those that do both – in order to ensure an economically efficient, sustainable power system with low losses and high levels of quality and security of supply and safety (The definition is given in the EU Mandate, and adopted by BEAMA Smart Grid Task Force 2011). Overcurrent protection device “Overcurrent protection” is defined as – protection intended to operate when the current is in excess of a predetermined value. So, it follows that the definition of an “overcurrent protection device” is – a device intended to operate when the current is in excess of a predetermined value. Socket-outlet Plug Vehicle inlet Vehicle connector ii Definitions 17 SMMT Electric Car Guide 2011 http://www.smmt.co.uk/2011/06/smmt-publishes-new-2011-electric-car-guide/ Vehicle connector Vehicle inlet Socket Outlet Plug

29 Category M1 Vehicles used for the carriage of passengers and comprising no more than eight seats in addition to the driver’s seat Category M2 Vehicles used for the carriage of passengers and comprising more than eight seats in addition to the driver’s seat, and having a maximum mass not exceeding 5 tonnes (ACEA) IP4X Protection from access to hazardous live parts by a probe of 1mm diameter penetrating the enclosure and protection from the ingress of foreign objects having a diameter of 1mm or more but no protection against the harmful ingress of water is specified (based on the BS EN 60529 requirements). IP55 Protection from access to hazardous live parts by a probe of 1mm diameter penetrating the enclosure and protection from ingress of a harmful deposit of dust ( limited ingress of dust is permitted) and protection against the harmful effects of low pressure jets of water from all directions (limited ingress of water is permitted) (based on BS EN 60529 requirements). Legacy vehicles This refers to the electric vehicles sold in the UK before a dedicated charging infrastructure was developed and that are provided with a charging cable with a BS 1363 plug attached, allowing for Mode 2 charging.

30 Picture Credits Front Cover: EDF Energy Figure 6: IEC 62196-2 Type 1 plug and socket-outlet, SAE International Figure 7: IEC 62196-2 Type 2 plug and socket-outlet, Mennekes Figure 8: IEC62196-2 Type 3 plug and socket-outlet with shuttered outlet pins, Schneider Electric Figure 9: BS 1363 13amp domestic socket-outlet, Honeywell Figure 10: BS EN 60309-2 Industrial socket-outlets, 16 and 32amp, Honeywell Figure 11 Mode 3 wall mounted chargepoints with attached cable, Schneider Electric and Siemens Figure 12: Map showing locations of UK Plugged-In Places regions, Office for Low Emission Vehicles Figure 13: Source London, electric vehicle membership scheme. Example of RFID card use and the chargingpoints installed in public locations accessible using the Source London membership card, Siemens Figure 15: Mode 3 public chargepoint. Meter and socket-outlet, Siemens Figure 16: Mode 4 public chargepoint. Meter and attached cable for DC charging, Siemens Figure 17: Mode 3 22kW electric vehicle chargepoints, Schneider Electric Figure 19: Dedicated chargepoint for electric motorcycles, apt technologies References BS EN 60309-2: 1999 – Plugs, socket-outlets and couplers for industrial purposes BS EN 1363: 1995 – 13A plugs, socket outlets, adaptors and connection units BS EN 62196: 2011 – Plugs, socket-outlets, vehicle couplers and vehicle inlets BS 7671: 2008 – Amendment No 1: 2011 – Requirements for electrical installations. IET Wiring Regulations, Seventh Edition. HD 60364-7-722:2012 Requirements for special installations or locations – Supply of electric vehicle, (ratified and proceeding to publication) SMMT, 2011, Electric Car Guide IET, 2012, Code of Practice on Electric Vehicle Charging Equipment Installation Department for Transport, OLEV, 2011, Making the Connection:The Plug-in Vehicle Infrastructure Strategy National Travel Survey 2010, Average number of trips by trip length and main mode: Great Britain 2009 The Climate Group, 2012, Plugged-in Fleets, A Guide to Developing Electric Vehicle Fleets RCD Handbook, BEAMA Guide to the Selection and Application of Residual Current Devices, 2010, http://www.beama.org.uk/en/publications/guidance-documents.cfm/RCD-handbook-dec-2010

BEAMA Limited Westminster Tower 3 Albert Embankment London SE1 7SL Telephone: +44 (0)20 7793 3000 Fax: +44 (0)20 7793 3003 Email: [email protected] www.beama.org.uk BEAMA Limited is registered in England No. 84313

Published: 12 July 2013 Category: White Papers and technical guides

Topics

Electric Vehicle Infrastructure