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Electric vehicles and smart grid interactions
Published in Rajkumar Viral, Anuradha Tomar, Divya Asija, U. Mohan Rao, Adil Sarwar, Smart Grids for Renewable Energy Systems, Electric Vehicles and Energy Storage Systems, 2023
The level 3 chargers are known as fast charger and capable for charging batteries within 0.2 to 1hr. The vehicles are equipped with charging port so that they can be connected to a charging outlet. The combined charging system (CCS) allows the AC and DC charging through the same charging port while CHArge de MOve (CHAdeMO) (the Japanese conductive charging standard) has a separate port for AC charging. The IEC 1000-3-2, SAE-J2894 and IEEE 1547, and standards presents the allowable harmonics and DC current injection into the grid. These power electronics-based components have power switches; their switching operation generates dv/dt and di/dt and their performance degrades due to electromagnetic disturbance. This is known as electromagnetic interference (EMI). Therefore, these components should be compatible with electromagnetic compatibility (EMC) standards [48]. Among the most commonly used international standards in EVs are those cited in Table 2.4. The electric components used in EVs should be compatible to ingress protection (IP) standards so that there is no accumulation of dust and water. For example, IP6k9k provides protection against the powerful high pressure and high temperature water jets.
Charging
Published in Tom Denton, Electric and Hybrid Vehicles, 2020
Combined charging system (CCS) covers charging electric vehicles using the combo 1 and combo 2 connectors at up to 80 or 350kW. These two connectors are extensions of the type 1 and type 2 connectors, with two additional direct current (DC) contacts to allow high-power DC fast charging. CCS allows AC charging using the type 1 and type 2 connector depending on the geographical region. Since 2014 the EU has required the provision of type 2 or combo 2 within the European electric vehicle network.
A Comprehensive Analysis of Electric Vehicle Charging Infrastructure, Standards, Policies, Aggregators and Challenges for the Indian Market
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2023
A DC system requires significant grid power (around 125 A). This makes its manufacture, installation, and operating expenses relatively expensive, increasing pricing rates. Yet, it is the recommended charging technique for rapid recharging, as it allows for significantly quicker charging (Ahmad et al. 2022). This charge is particularly prevalent along roads, as opposed to businesses or houses. Furthermore, CHArge de MOve (CHAdeMO), Bharat DC-001, and Combined Charging System (CCS) are fast charging connectors. Moreover, the CCS type connectors (available as CCS1 with 5-pin AC connection and 2-pin DC connector and CCS2 with 7-pin AC connector and 2-pin DC connector) are utilized by the majority of U.S., European, and South Korean automotive manufacturers, whereas CHAdeMO type connectors are utilized mostly by Japanese automakers (Rajendran et al. 2021).
Assessment of electric vehicle charging infrastructure and its impact on the electric grid: A review
Published in International Journal of Green Energy, 2021
Muhammad Ashfaq, Osama Butt, Jeyraj Selvaraj, Nasrudin Rahim
In collaboration with SAE, the European Automobile Manufacturers Association has launched another type of connector known as combined charging system (CCS) or combo connector. The key objective behind this idea was to compete with Japanese CHAdemo, which was completely dominant throughout the world at that time for DC charging. The main feature of this connector is that with a single connector, it can support AC charging as well as DC charging. It meets the standards of IEC 62196–1, IEC 62196–2, and IEC 62196–3 set for AC and DC charging of EVs (Aziz and Oda 2018). In the US standard household’s sockets voltage is120 volts while in Europe its 230 V. Due to this difference, the US uses ccs1 or combo1 whereas Europe uses ccs2 or combo 2. EV’s connector of css1 and css2 has retained one ground pin and two communication pins of Type 1 connector and Type 2 connector, respectively. In addition to that, 2 DC pins are included for Dc charging. Whereas for EV’s inlet, the pin configurations of top part for ccs1 and css2 are the same as in type 1 connector and type 2 connector, respectively. While extra two DC pins are included in the lower part. CCS can deliver maximum power of 350 kW, with a voltage and current ratings of 200–1000 V and 350 A, respectively, and it uses power line communication (PLC) protocol for communications between EV and EVSE (Knez, Zevnik, and Obrecht 2019).
Electric vehicles for low-emission urban mobility: current status and policy review for India
Published in International Journal of Sustainable Energy, 2022
Shikha Singh, Jaishree Jindel, Vinay Anand Tikkiwal, Manasvini Verma, Ayushi Gupta, Akanksha Negi, Aarushi Jain
MoP (2019) issued amendments to its guidelines for charging infrastructure set-up, addressing the capital cost of setting up a public charging station (PCS). One of the major ordeals is the lack of adequate charging public points and standardisation of charging protocol versus vehicle charger design, to allow for inter-operability. The latest amendment provides PCS operators the flexibility of choosing the number and model of chargers to install (viz. CCS (Combined Charging System), CHAdeMO (CHArge de MOve), Type- 2 AC, Bharat AC-001) according to market requirements. Also, it permitted private charging (with a charger of choice) at residences/offices.