Approach Paper

on developing
EV Infrastructure Standards
Dt: Feb 26, 2018 by Dept of S&T, GoI
The NITI Aayog has developed strategy to scale up transformative mobility for uptake of zero
emission vehicles and ancillary technologies, and adequate preparatory steps have to be taken to
ensure a smooth transition to e-mobility. It is necessary to publish the Standards on EV Charging
Infrastructure quickly, and at the beginning of the National EV Mission to achieve a durable
infrastructure development, and pre-empt the market fragmentation arising from the use of
incompatible charging systems.
The adoption of EV Infrastructure Standards in the country will ensure the
 interoperability of equipment and components, and lead to reduced costs,
 enable the electric vehicle to charge from any charging station,
 make it possible for the electricity distribution companies to use the electric vehicle as a
controllable load or an energy storage for demand management in the electricity grid and for
vehicle to grid concepts.
This approach paper was prepared in response to request of CEO, NITI Aayog to the
Department for coming up with a quick way of declaring the Indian Standards for EV Charging. The
report selects the specific priority areas for urgent actions, and discusses methods to implement
each of them. A consultations will be held with BIS, DHI/ ARAI, Ministry of Power/ CEA, Automobile
Industry Associations, and other relevant ministries, before submitting the report to the NITI Aayog.
We have examined arrangements internationally, the market trends that influence the development
of standards, technological breakthroughs which have come from Standards efforts itself, the huge
influence of ICT for network management system for value added services for the electricity grid
distribution utilities.
The global regional and national standards bodies together have already established the basic
necessary standards for electric mobility across the world. The basic set of standard should be
adopted directly by India. The BIS committee is sufficiently representative and capable of
“mirroring” the IEC Basic EV Infrastructure Standards.
Within three months, the full set of Basic EV Infrastructure Standards can be issued in India, by
Mirroring the IEC Standards. Thereafter further work can be taken up.
Society for Indian Automobile Manufacturers stated in a White Paper on Electric Mobility that there
are broadly three categories of EV infrastructure required in the country. We agree. The categories
are: light electric vehicles, EVs with medium size battery packs, and heavy commercial vehicles or EV
Buses. The three networks can have a common back-end infrastructure, and serve as effective
distribution net. In fact the “common backend” is a major theme emerging from this analysis.
India must participate in the IEC standards under development. We will gain the competence to
meet the country’s requirements. These efforts in new technology areas must be backed by research
and technology development work. The DST would promote such programs, along with the BIS, the
CEA and the ARAI, to bring newer technologies and new standards to make them work effectively.
This Approach Paper will be finalized in March 1st week, after quick consultations with the major
stakeholders, and will be presented before the high level group to get their decisions, and for BIS to
begin the work in Mid-March 2018.

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Table of Contents

1 Global, Regional & National Standards................................................................3

1.1 EV Infrastructure Standards
1.1 Automotive Regulations & Standards
1.2 European & National Standards Organisations
1.3 Indian Standardization Efforts
1.3.1 Bureau of Indian Standards (BIS)
1.3.2 Automotive Indian Standards (AIS)
1.3.3 Bharat Charger Specifications
1.3.4 Central Electricity Authority (CEA)
1.3.5 White Paper by Society of Indian Automobile Manufacturers, December 2017

2 Basic Standards (IEC 61851 & 62196)................................................................9

2.1 Modes of Charging
2.1.1 AC Charging Infrastructures
2.1.2 DC Charging Infrastructure
2.2 Types of Connectors
2.3 Cases/ Cabling
2.4 Difference between the DC Charging Stations
2.4.1 Power Output
2.4.2 Controller

3 ICT Policy for EV Infrastructure............................................................................13

3.1 EV to EVSE Interface
3.2 Network Management Interface
3.2.1 Current Practice
3.2.2 New IEC Network Standard proposed

4 Standards under development at IEC.................................................................16

4.1 Participation in IEC TC-69
4.2 ICT in Charging Infrastructure
4.3 Charging of Light Electric Vehicle
4.4 Automated Charging Device for Electric Buses
4.5 Wireless/ Inductive Charging
4.6 EV Battery Swap Systems
4.7 Specifications for Lithium Ion Battery Systems

5 Proposed Roadmap..............................................................................................19
5.1 Three specific EV Charging Infrastructure Requirements
5.2 Pathway for Bharat EV Infrastructure Standards
5.2.1 Step-1: Mirror the Basic IEC Standards
5.2.2 Step-2: Engage in the ongoing IEC Standards Development Program:
5.2.3 Step-3: Propose new work programs at IEC, as relevant.

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1 Global, Regional & National Standards

Standards are produced by a technical committee with representation of all concerned entities in the
country to set out a voluntary set of detailed requirements, methods & procedures, &
Regulations are legally binding documents issued by the government.

1.1 EV Infrastructure Standards

The global EV Infrastructure Standards are developed in a manner to allow companies to adhere to
the specific regulatory requirements in different countries, while maintaining compatibility globally.
Global standards development is a collaborative effort by:
 the International Electrotechnical Commission (IEC) founded in 1906 and
 the International Organisation for Standardization (ISO) founded in 1946.
The IEC has the lead role in developing standards on “electrotechnology for road vehicles and
related equipment including electrical & electronics systems and components” and the ISO standards
address other aspects of the EV and its infrastructure. The allocation of work between ISO and IEC
was decided by a directive in 1996, which was converted into an agreement in 2011 known as “ISO /
IEC agreement concerning standardization of electrotechnology for road vehicles and the
cooperation between ISO / TC 22 Road vehicles and IEC technical committees”. A Joint Working
Group (JWG) ensures common standardization activities, technology projects and documentation –
specifically for the two committees (mentioned below) from both organisations.
 ISO / TC 22 : “Electrically Propelled Road Vehicles” deal with the electrical vehicle as a
whole. It has 5 subcommittees.
 IEC TC-69 : “Electric Road Vehicles & Electrical Industrial Trucks” to deal with the work
related to electrical components and Electric Supply infrastructure. It has 41 subcommittees.
In 2011, the IEC and e8 (a global organization of 10 world leading electricity companies) held a
Round Table in New York to accelerate the adoption of the international standards. Participants
were
 major car manufacturers, including BMW, Ford, Mitsubishi, Nissan, Renault and Toyota,
 equipment manufacturers such as Eaton, General Electric, Hubbell and Schneider
 utilities such as AEP, Duke, EDF, Electrobras, Hydro Quebec, Kansai Electric Power, State Grid
Corporation of China and TEPCO.
 EPRI (Electric Power Research Institute)
 ISO (International Organization for Standardization).
They confirmed that the acceptance of IEC’s International Standards for EV charging satisfies their
global needs.

1.1 Automotive Regulations & Standards

In the area of automotive regulations and standards, the World Forum of Harmonization of Vehicle
Regulations (WP.29) and ISO TC 22 (Road vehicles ...) work together, and is coordinated by the UN-
ECE Transport Division. It has originated in 1952 as the working party of experts on technical
requirements of vehicles at the UN ECE, and their primary mandate include the following:
 Pollution & Energy

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  General Safety Requirements
 Brakes & Running Gear
 Lighting & Light Signalling, Noise
 Passive Safety.
There are two multi-lateral agreements for this arrangement.
1958 agreement called “agreement concerning the adoption of uniform technical prescriptions for
wheeled vehicles, equipment and parts which can be fitted and or be used on
wheeled vehicles and the conditions for reciprocal recognition of approval is
granted on the basis of these prescriptions”. It had the provision that a vehicle
which has been typed approved in one country should automatically be allowed
to be manufactured and sold in the other neighbour state. Currently in India and
China vehicles have to be homologated by the local regulatory and testing
facilities before they can be manufactured and sold.
1998 agreement was intended to produce better regulations called Global Technical Regulations for
wheeled vehicles, equipments and parts which can be fitted and or be used on
wheeled vehicles. It did not include administrative procedures for type approval
or mutual recognition of the different countries type approvals. this is called
agreement concerning the establishing of Global Technical regulations
India and China participate in the WP-29 and have signed 1998 agreement but they did not sign the
the 1958 agreement. This mechanism does not appear to address the electrotechnical standards or
regulations, so far.

1.2 European & National Standards Organisations

The European Standards Organizations are closely associated with ISO and IEC, and they regularly
mirror the global standards, and participate in the standards development efforts to influence the
development of the global standards. All new standards development work are planned together by
them through a formal procedure.
CEN is the European counterpart of ISO, and the cooperation is formalized through the Vienna
agreement. CENELEC is the European counterpart of IEC, , and the cooperation is formalized through
the Frankfurt agreement.
Several other standards development agencies work closely with ISO and IEC, including industry
professional associations like the Society of Automotive Engineers (SAE) in the US and the Japanese
Electric Vehicle Association (JEVA).
All National Standards Organizations are also linked to ISO or IEC, like the German standardization
bodies DIN and DKE. The European EV Infrastructure standardization efforts are led by Germany,
and they have published the German Standardization Roadmap For Electric Mobility 2020, which
expects all the relevant EV Infrastructure Standards to be in place by 2020 for a long term
sustainable electric mobility.
In China the electric vehicle charging standards are developed under the National Energy Bureau
which has issued a guidance document titled “Guidelines for the Development of Electric Vehicle
Charging Infrastructure 2015-2020”.

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1.3 Indian Standardization Efforts

1.3.1 Bureau of Indian Standards (BIS)

The Bureau of Indian Standards (BIS) is the national Standards Body of India working under the
aegis of Ministry of Consumer Affairs, Food & Public Distribution, Government of India. It is
established by the Bureau of Indian Standards Act, 1986. This act has been replaced by the Indian
Standards Bill, 2015, to
 Establish the Bureau of Indian standards(BIS) as the National Standards Body of India.
 Extend Standardization to goods, services and systems, besides articles and processes,
 Enable the government to bring under the mandatory certification regime for such articles,
processes or service which it considers necessary from the point of view of health, safety,
environment, prevention of deceptive practices, consumer security etc.
 Allow multiple types of simplified conformity assessment schemes including self-declaration
of conformity (SDOC) against any standard to improve the 'ease of doing business'.
 Etc..
BIS is a founder member of International Organisation for Standardization (ISO). It represents India
in the International Organization for Standardization (ISO), the International Electrotechnical
Commission (IEC) and the World Standards Service Network (WSSN).
The Electrotechnology Division of BIS has set up a subcommittee called the ETD-51 specifically for
developing EV Infrastructure Standards. It has 35 participating agencies from the automotive,
electrical & electronics fields.

1.3.2 Automotive Indian Standards (AIS)

Automotive Regulations in India are governed by the Ministry of Road Transport and Highways
(MoRTH) under the Motor Vehicles Act 1988 (MVA) and the Central Motor Vehicles Rules 1989
(CMVR). Automotive Indian Standards are based on the norms specified by the UN ECE. They are
developed and approved by the CMVR Technical Standing Committee (CMVR TSC) which is assisted
by a committee called as the Automobile India Standards Committee (AISC). The Automotive
Industry Standards are published by the Automotive Research Association of India (ARAI) on behalf
of the AISC.
Under the FAME program of the Department of Heavy Industries, a Technology Advisory Group
(TAG) was established in 2014 with significant automotive industry participation. The TAG’s half
dozen meetings did not yield results, as the automobile companies held divergent views. DHI-TAG
commissioned the ARAI to develop draft standards, which had resulted in the AIS-138 draft
standards. These draft documents took half dozen IEC Standards as a base, and created two new
draft documents:
• AIS-138 Part-1(AC) is based on the IEC 61851-22.
• AIS-138 Part-2 (DC) is based on a family of IEC 61851 standards that relate to the EV and the
Charging Station (21; 23 & 24)

1.3.3 Bharat Charger Specifications

In the three years after FAME was launched (in April 2015) only two car models with low voltage
Lithium battery packs has come out. IEC series for low voltage vehicles IEC 61851-3 (7 standards)
are still under finalization.

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So DHI set up a committee to develop specifications for the Public Chargers for such vehicles – which
was published as the Bharat EV Charger ver.1 for <100V EV.
Benefits from “Bharat Charger-1”
 The Bharat Charger pioneered an EV Infrastructure for low voltage EV Infrastructure, which
is not part of the published standards so far, but is critical for introducing EV in Asian
countries.
 This low cost solution helped the FAME Mission to support the rollout of EV cars. The EESL,
under Ministry of Power utilized it for deployment of large EV car fleet without subsidies.
Charging Equipments Manufacturers were mentored.
Brief description:
 AC Charging Points: Incorporates a simple & rugged Industrial Connector in the EVSE box
fitted with metering, and back-end communication features. There is no EV to EVSE
communications, although there is EVSE to Central Management System (CMS)
communication that would follow OCPP 1.5 protocol.
 DC Charging System: Adopted the lower cost GB/T devices in the EVSE box fitted with
metering, and back-end communication features.. The EV to EVSE communications were
slightly to suit local requirements. The EVSE to Central Management System (CMS) would
follow OCPP 1.5 communications set.

1.3.4 Central Electricity Authority (CEA)

The Central Electricity Authority of India (CEA) was set up under section 3(1) of Electricity Supply
Act 1948/ section 70(1) of the Electricity Act 2003. The CEA advises on policy and plans for the
electricity systems. It prescribes the standards for construction of electrical plants, electric lines and
connectivity to the grid, metering, safety and grid standards. The CEA promotes integrated
operations of regional & national power grids.

CEA is expected to give recommendations on the following topics:

1. Charging Infrastructure and Power Grid Integration
2. Regulation, Standardisation and Certification
3. Information and communication technologies
4. Regulations on Grid Connectivity Standards
5. Draft amendments already proposed in grid connectivity such as power factor, harmonics, dc
injection, flicker, voltage imbalance, etc.

Regarding Public Charging Stations, the CEA is discussing topics like:

• Capacity of sub transmission/distribution network to supply the load of electric vehicles.
◦ Charging treated as Service and not sale of Electricity.
◦ Tariff can be TOD so as to ensure Low charges during off peak hours while high during
peak hours and Ensure integration of Renewables
• Density/ penetration of charging infrastructure
◦ land requirement, capacity/ number of charging stations required,
◦ Phase wise approach to charging station allocations: initially selected locations, followed
by a bidding process for allocations.

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 • Safety Standards for connection to the Grid
◦ CEA Standards for Safety of Supply and regulations on the Charging Devices must be
harmonized.
◦ the ARAI to ensure the Testing of all components of Electric Vehicle to adhere to Grid
Standards.
◦ Charging station to have storage capacity to improve quality of power and limit the
harmonics
• Technological Changes that will impact the charging behaviour
◦ the emergence of solid state battery and novel power electronics semiconductors
(Gallium Nitrate & Silicon Carbide)

1.3.5 White Paper by Society of Indian Automobile Manufacturers, December 2017

The vehicles segment (2W, 3W, PVs, CVs) may require different type of charging, however, the
charging infrastructure at public places, should be common to to reduce the infra cost.
Home (residential and curb-side) and work places can provide AC slow charging while for vehicles
halt for a shorter duration (less than 2 hours) like commercial complex, highways etc., fast charging
would be a more suitable candidate (city taxi will have demand for top-up as compared to a private
use).
Buses will need captive charging at depots which will be mostly fast charging (both AC and DC).
Automotive Industry Standard -AIS138 Part 1 may be notified.
AIS 138 Part 2 can be finalized with provisions for:
 2/3 Wheelers: A new standard unified connector is being considered which could be used
both for AC and DC charging to alleviate the need for two separate slots on the vehicle for AC
and DC charging respectively. IEC 62196-2 Connector (commonly known as Type-2) is one of
the proposals being evaluated.
 For 4-wheelers with system voltage not exceeding ~ 100 V: GB/T connector, as per the specs
given under BEVC DC-001 (Bharat EV Charger DC-001), is suitable.
 For 4-wheelers with system voltage exceeding ~ 100 V deployment of “publicly available or
public” DC fast chargers in the country the recharging points at such charging stations may
be equipped at least with protocol and connector of the combined charging system CCS-2 .
 The charging station / point installed by any private entity or individual for private purpose
or for specified users, DC charging standard Chademo shall also be permissible.
Battery swapping infrastructure for 3-wheelers and buses may considered. Standard for battery
swapping may beformulated to ensure safety and functional requirements.
For city buses, depot & opportunity charging mechanisms need to be carefully evaluated.
Linking public chargers with an IT network for interoperability and proper usage.

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2 Basic Standards (IEC 61851 & 62196)

IEC 61851 is the base standard for wired/ conductive charging of electric vehicle developed by the
IEC TC-69 committee. Some of them are still under development. BIS represents India in IEC TC-69.
IEC 61851-1 General requirements (Published in 2001, updated 2010 & 2017)
It describes the general characteristics of the wired/ conductive charging
system, including
 charging modes and connection configuration are defined as a set of
“types”, “modes” and “cases” so manufacturers can make choices among
them.
 requirements for specific implementations including safety of both
electric vehicle and electric
IEC 61851-21-1 Electric vehicle on-board charger EMC requirements for conductive connection
to AC/DC supply (Published 2001, revision in 2017)
IEC 61851-23 DC electric vehicle charging station. It provides the general requirements for the
control communication between a d.c. EV charging station and an EV. (Published
2014). Three methods are specified:
DC EV charging station of System A (CHAdeMO)
DC EV charging station of System B (GB/T) – this annex is not applicable in
Europe.
DC EV charging station of System C (Combined Charging System)
IEC 61851-24 Digital communication between a d.c. EV charging station and an electric vehicle
for control of d.c. charging (Published 2014).
In this standard, two digital communication architectures are used: (a) based
on Controller Area Network (CAN), using a dedicated data communication
circuit; CAN protocol is ISO 11898-1, and (b) based on Homeplug Green
PHY™1 over the control pilot line.

2.1 Modes of Charging

IEC 61851 (part 1) defined

three modes of AC charging
and a mode of fast DC charging.
The table shows the power
levels considered in 2011,
subsequently the voltages have
significantly increased for the
DC charging systems.

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2.1.1 AC Charging Infrastructures

The EV carries an on-board chargers that adjust the battery voltage to the relevant grid voltages to
enable charging of electric vehicles. The largest installation of AC Charging Supply Equipment are of
two types (explained below) – Type-1 in US & Japan, and Type-2 in Europe & others (except for a
Chinese variant of Type-2). This difference come from the Electricity Grid architecture.
The control pilot wires do the following communication functions:
 Continuous continuity checking of the protective conductor
 Verification that the EV is properly connected to the EV Supply Equipment
 Energization of the power supply to EV
 De-energization of the power supply to the EV
 Maximum allowable current
 The charging station indicates that it is ready to supply energy
 Charging station indicates that it is not ready to close the switching device add request to
stop the vehicle load and open S2 to allow charging station to open the switching device at no
load
 The charging station indicates and it is not available for charging

2.1.2 DC Charging Infrastructure

Direct current fast charging speed up the charging process, and does not require an on-board
charger. The charging station is directly connected to the vehicle battery, and is able to adapt to the
battery‘s voltage level; this leads to efficient power transfer and quick charging of the battery.
Two IEC committee have defined the requirements for DC fast charging standards:
 IEC 61851-23 defines the control and communication connection between the DC fast
charging installation and the electric vehicle. In DC fast charging systems, there are 3
alternatives methods from Japan (CHAdeMo), Europe (Combined Charging System -CCS) and
China (GB/T) which have been specified by the IEC standards.
 IEC 62851-24 details the digital protocols that enable the communication exchange data
between the off board DC charging station and the electric vehicles

There is significant data exchange between the Charger and the Battery Management System, for
parameters like charging state, charging voltage, max. charging current etc. The vehicle controls the
charging process during this communication exchange, while the charging station controls current
and voltage supply.

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2.2 Types of Connectors

IEC 62196 defined the plugs, socket outlet, vehicle couplers and vehicle inlets for conductive
(wired) charging of electric vehicles. It has 3 sections (a) general requirements that apply to all four
modes of EV charging, (b) specific connection systems for AC charging types 1, 2 and 3 & (c) specific
connector systems for DC charging mode 4.
The connectors include control signalling both for EV to EVSE controls and to enable the EV to
participate in a wider electrical vehicle network.
Four connector variants are :
Type 1 single phase vehicle coupler for AC charging system in the United States North
America (called “Yazaki” connector). Type-1 is used for Mode-1 Charging.
Type 2 single and three phase vehicle coupler and mains plug and socket-outlet without
shutters, for AC charging system of Europe has became the most popular globally
(called “Mennekes” connector). Type-2 is used for Mode-2 charging.
Type 3 single and three phase vehicle coupler and mains plug and socket-outlet with
shutters, for example SCAME plug developed by the EV Plug Alliance - this
system which did not find acceptance outside of Italy and France.
Type 4 for DC charging systems, the IEC draft standards had originally considered the
Japanese connector, and later on it added the European and Chinese variants as
well. The final standard accepts all three methods of DC Fast Charging, so there is
a choice of three options for Type-4 connector.

2.3 Cases/ Cabling

The cable system had the option of three cases: (A): where the cable is permanently attached to the
electric vehicle, (B): where the cable is loose and not permanently attached to anything and (C):
where the cable is permanently attached to the charging station

2.4 Difference between the DC Charging Stations

The combined charging system CCS has been selected as the minimum equipment for charging
points in publicly accessible areas under the European Union Directive 2014/ 94/EU. The
Association known as “Charging Interface Initiative eV” (CharIn) is campaigning across the world to
establish the Combined Charging System (CCS) as the main EV Infrastructure Standard. This may tilt
the balance in favor of CCS globally.
 Although CHAdeMO has the largest installed base today, most of that is in Europe. This is
because EV does not sell in Japan, as it has become an HEV market.
 GB/T installations have proliferated greatly, within China, and will continue to do so. But
there has been no acceptance of GB/T outside of China.

2.4.1 Power Output

All three DC Charging options conform to the IEC Standard and require a 3-phase connection (~400V
ac) to convert it into DC supply and provided directly to the vehicle’s battery. Thus there is no
apparent difference in the power supply unit, which is the high value component of the DC Charging
Stations comprising about 90% of the cost. The power output vary slightly based on the
implementation. Currently, CCS & CHAdeMO can provide upto 350kW power whereas GB/T is

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specified as upto 230 kW, but delivers much less in practice. The power output of all DC standards
aim for 1000V in near future.
CCS was upgraded to 1000 V, and charger manufacturers are expected to manufacture flexible
voltage DC chargers (200 V – 1.000 V) that can deliver charging power up to 350 kW and higher
charging speeds. In response the CHAdeMO Association has also upgraded their DC charger to
deliver 350 kW, and currently hold the advantage of using CAN communications which is familar to
automobile companies.

2.4.2 Controller

CHAdeMo :Japan | CCS :Europe | GB/T :China are incompatible as they use different control
mechanism – ie., connection couplers, communication protocols & cabling. However, the value of the
entire control mechanism is <10% cost of the DC Charging Station.
CCS (Combined Charging System) uses PLC for controller
 the use of PLC and the communication standard is ISO 15118 by CCS for both EV to EVSE and
from EVSE to grid backend system may give it advantages in future.
 CCS uses 1 communication wire for both AC & DC, 2 power lines, 1 PE (Shared with AC PE)
ISO/IEC 15118 enables an automated, user friendly charging and billing process, multi-stakeholder
interoperability and the economy of scale.
CHAdeMO and GB/T systems use CAN-Bus controller
◦ But AC charging will use (PWM), so two communication systems are used. Both comply
with Communication interface according IEC 61851-24.
◦ CHAdeMO: uses 6 communication wires C 2 Power lines DC 1 PE
◦ GBT : 3 communication wires DC 2 Power Lines DC 1 PE 2 x 12V auxillary supply

There are two segments of information exchange : EV to EVSE Interface and Network Management
Interface.

2.5 EV to EVSE Interface, to ensure safety

In AC charging, the EV performs the charging control. In DC charging, the charger / EVSE performs
the charging control.
The three DC charging Protocols adhere to different EV to EVSE communication protocols, because of
the network controllers they use. CCS follows the ISO 15118 communication interface and the other
two adhere to the protocol specified in IEC 61851-24.

An example data-exchange between EV to EVSE is shown below:

Hand Shaking Charger Recognition Parameter; Vehicle Recognition Parameter

Battery Charge Parameter, Charger Time Synchronisation, Charging

Charging Parameter
Maximum/ Minimum Output Parameter, Vehicle Charge Ready, Charger
Configuration
Output Ready Ready.

Charging Stage Battery Charge Requirement, Charger Charge Status, Battery Charge
Status 1, Battery Charge Status 2, Battery Cell Voltage, Battery

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 Temperature, Vehicle Stopping Command, Charger Stopping Command.

Charging Ending Stage Vehicle Statistics Data, Charger Statistic Data

Communication Error Vehicle Receiving Error, Charger Receiving Error.

2.6 Network Interface

ISO 15118 specifies the required hardware and the procedure for communication between
the vehicle and the charging infrastructure as well as the communication
protocol for the various different applications in address like load management
issues automated customer authentication and tramp transfer data for invoicing
purposes.
The information flow between Electric Vehicle Communication Controller (EVCC) and the Supply
Equipment Communication Controller (SECC) is according to layered Open Systems Interconnection
(OSI) reference model (ISO 7498).
Basic Signalling: Items such as vehicle states, control pilot handling for safety and initialization of
the charging process are defined
High Level Communication : ISO 15118-1 and ISO 15118-2 specify usage of features like
identification, payment, load levelling and value-added services. Both EV and
EVSE must have a High Level Communication device.

2.7 Grid connection & Network Management Standards

ISO 17409 specifies the requirement that the vehicle must fulfill to be connected to the power grid
for charging and the IEC 6275 to standard describes requirement for the charging cable for charging
including the integrated control and protection device for charging from household and industry
power sockets.
The popular protocol for the communication interface between for charging station and a central
management system is the open charge point protocol (OCPP) defined by the Open Charge Alliance
(OCA). Further development of this EV Infrastructure Network standard will be carried out by IEC,
and the OCA will cease to work on it.

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3 Important standards under development @ IEC

3.1 Participation in IEC TC-69

The priority topics in which Indian Standards Organizations could join the IEC Working Groups are
discussed in this section. It could be a composite team drawn from BIS, CEA and ARAI discussion
groups.

3.2 ICT in Charging Infrastructure

The IEC 63110 will be a global standard for the communication interface that exchange information
between the charger and the grid’s the Central Management System for EV charging infrastructure.
It is based on the widely accepted Open Charge Point Protocol (OCPP) and the effort was initiated in
2016 by utility companies in France Italy and Germany, as a complement to the existing Global
standard IEC 61850 for electricity substation automation called Communication Networks And
Systems For Power Utility Automation.
IEC 63110 will develop a flexible and scalable data model which can handle
 Wired and wireless charging Technologies
 Smart Charging Services and ancillary services such as frequency control
 Support the grid codes that ensure the charging station will adhere to the parameters for safe
and Secure functioning of electrical system
 Support wireless communication, automatic connection devices (pantographs), multiple
identification and payment technologies.
 Address the cyber security issues
There will be three sections: basic definitions use cases and architectures; technical protocol
specifications and requirements; and requirements for conformance testing.

Communication type Exchange data

EV to EVSE Operator
EV to Clearing house
EV to VAS
EVSE to EVSE operator
EVSE to Clearing house
EVSE to E-Mobility Operator
EVSE to Energy provider
Charging control data, contract, EVSE-ID, physical limits (safety
monitoring), meter information, charge plan, safety monitoring data
Charging information, billing information (indirect), tariff
information
Value added service related communication
Contracts, limits, meter information, charge plan
Contracts, limits, meter information, charge plan, billing record
Contract, charge control

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Model:
Primary ‘actors’ Secondary ‘actors’
Electric Vehicle Charging Station
E-Mobility
Supply Equipment Demand Original Equipment
EV Communication Operator
Communication Clearing House Manufacturer
Controller Clearing House
Controller

Electric Energy E-Mobility Distribution System

Charger ECU
Meter
Contactor Fleet Operator
Operator Operator

HMI Paying link HMI Electricity

Meter Operator
Provider

Utility-specific requirements :
Power limiting for grid control or local energy control : The SECC informs the EVCC of the maximum
available power level to optimize local grid energy usage. The EVCC shall also signal the maximum
power level required to the SECC.
Current limiting for EVSE protection: The SECC shall indicate to the EVCC the maximum nominal
current that can be supplied to the EV, and if it is exceeded the EVSE will interrupt the charging
process.
Authorization of charging services: The EVSE identifies itself to the EV and performs authorization to
check if the EV is allowed to be charged.

Relevant IEC committee:

 JWG 11 - Management of Electric Vehicles charging and discharging infrastructures linked to
TC 57
 PT 62831 -User identification in Electric vehicle Service Equipment using a smartcard
 JWG 1 - Vehicle to Grid Communication Interface (V2G CI)

3.3 Charging of Light Electric Vehicle

Electric Vehicles conductive power supply system – “Part 3” of IEC 61851 is a series of independent
documents that describe the supply systems for light electric vehicles (light Evs) 2 & 3 wheeled
vehicles.
Part 3-1, General requirements for light electric vehicles – a.c. and d.c. conductive power
supply systems, which would take input rated supply voltage up to 480 V a.c. or
up to 400 V d.c. and a rated “output” voltage up to 480 V a.c. or up to 120 V d.c
Part 3-2: d.c. conductive power supply equipment
Part 3-3: Battery swap systems
The basic CANopen application profile for energy management systems (EMS)
and communication between light EV supply equipment and light electric road
vehicle (EV) or to a removable RESS or battery system, including general
background and definitions consists of the following parts:
Part 3-4: General definitions for communication
Part 3-5: Pre-defined communication parameters and general application objects
Part 3-6: Voltage converter unit communication
Part 3-7: Battery system communication

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Relevant IEC committee:
 WG 10 - Light electric vehicles conductive power supply systems
 PT 61851-23-2 - Electric vehicle conductive charging system - Part 23-2: DC charging
system for small energy capacity

3.4 Automated Charging Device for Electric Buses

Urban transit buses would carry battery packs in excess of 500 volts, and may up to 1000V battery
packs, and a large population of EV Buses ia expected in India.
The well established Chinese EV Bus industry uses a full range lithium ion battery of 4 tonnes, this
may not be affordable for Indian State Transport Undertakings.
An Automated Charging Devices for Electric buses is under development in Europe (by Daimler,
Iveco, Man, Scania and Volvo), in response to the European Commission mandate M 533 to the
European standards organisations to develop a standard for charging commercial electric vehicles
before the end of 2019.
The automated charging device can quick charge Urban Bus to give a range of 50 km/ charge,
adequate for a full round trip in most cities. It has a pantograph coming down from an overhead
charges mast; contact rails on the roof of the vehicle, Wi-Fi communication between the vehicle and
the Charging Mast.

Relevant IEC committee:

PT 61851-23-1 - Electric vehicle conductive charging system - Part 23-1: DC Charging with
an automatic connection system

3.5 Wireless/ Inductive Charging

Wireless/ Induction Charging Systems can be developed as a Charging Dock for Taxi Fleets.

Relevant IEC committee:

WG 7 - Electric vehicle wireless power transfer (WPT) systems

3.6 EV Battery Swap Systems

The IEC 62840 series describe the battery swap systems for EVs. It has two parts: IEC 62840-1:
General and guidance; – IEC 62840-2: Safety requirements.
Autorickshaw and 2-wheeler Battery Swapping solutions are coming to market, due the ease of
handling the light battery packs. These can be brought into the national standards framework
quickly. An EV battery swapping system has been developed by a Consortium of Companies in
India, that involves replacement of a 600 kilogram battery pack a few times a day using mechanized
means which are partly automated. This battery pack is expected to give a range of 50 kilometres.

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4 Proposed Roadmap

4.1 Purpose: Specify suitable EV Charging Infrastructure

Light EV Infrastructure : below 120V battery packs

Medium EV Infrastructure : below 500V battery packs
Heavy EV (Bus) Infrastructure: upto 1000V battery pack

4.2 Step-1: Mirror the Basic IEC Standards

The mirroring of IEC standards by the by the Bureau of Indian Standards would cover two series of
standards: the IEC standards 61851 and the IEC 62196.
These basic standards incorporate considerable research by the following agencies, and allows for
specific implementation that suit the specific geographic regions, through a choice of Modes, Types
and Use Cases. In India, the consensus is give emphasis for CCS protocol & connector set for public
installations, while the well established alternate method of CHAdeMO could also be used in private
premises.
The key development agencies who assisted IEC are:
Electricity Utilities: EDF of France, State Grid Corporation of China, and the Tokyo Electric Power
Company;
Charging Equipment Manufacturers: ABB, Siemens, CHAdeMo Association and Park & Charge;
Automobile Companies: Nissan, Mitsubishi, Toyota, Daimler, Volkswagen, BMW, General Motors, Ford,
JARI, CATARC.

4.3 Step-2: Engage in the ongoing IEC Standards Development Program:

Since the basic structure for EV Infrastructure Standards have been completed at IEC, their focus has
now shifted to high power charging, wireless charging of electric vehicles, Information and
Communication Technologies including cyber security etc. At a recent bilateral meeting between the
BIS and the German Standards Agencies, they have have expressed interest to collaborate with India
in Cyber Security issues, and have offered to share information on EV Bus automated charging
system.

4.4 Step-3: Propose new work programs at IEC, as relevant.

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