SAE J 2836 6-2013 Use Cases for Wireless Charging Communication for Plug-in Electric Vehicles《插电式电动汽车无线充电通信的使用案例》.pdf

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1、_ SAE TechnLFDO6WDQGDUGV%RDUG5XOHVSURYLGHWKDW7KLVUHSRUWLVSXEOLVKHGE6$(WRDGYDQFHWKHVWDWHRIWHFKQLFDODQGHQJLQHHULQJVciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any SDWHQWLQIULQJHPHQWDULVLQJWKHUHIURPLVWKHVROHUHVSRQVLELOLW

2、RIWKHXVHU SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2013 SAE International All rights reserved. No part of this publication may be reproduced, stored

3、in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-4970 (outside USA) Fax: 724-776-0790 Ema

4、il: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J2836/6_201305 SURFACE VEHICLE INFORMATION REPORT J0$. The driver instructs the vehicle to look for the presence of av

5、ailable charging stations. This Use Case applies only to public wireless charging installations. It does not apply to individual home installations. Scenario Description x 7KH:(96(SHULRGLFDOOEURDGFDVWVDEHDFRQVLJQDOWKDWSURYLGHVLWVLGHQWLWDQGWKDWLWis offering Wireless EV Charging services. x The EV det

6、ects that beacon and displays the information to the user. x The user may the have the EV set up a point to point association to obtain more detailed compatibility and service information. This information may include o Technical parameters for energy transfer, e.g. compatibility information, maximu

7、m power available. o Service data, such as payment options, etc. Note: This step is optional as it may be possible to infer that information from the beacon signal. x The user may place a reservation for the charging station or may simply park at the station or abandon his request. In an absence of

8、an explicit indication from the user or a transition to the next stage of charging the point to point connection will time out after TBD Exceptions/Terminating Event x Customer declines to proceed x Non-compatibility of EV and EVSE x Communications failure Open Issues to be DGGUHVVHG x How does this

9、 scale for parking complexes, where a large number of charging station may be available? x Timeslot reservations at charging stations seem useful, given the length of time that may be required for charging at level 1 and 2. This feature should be common across wireless DQGFRQGXFWLYHFKDUJLQJ+RZVKRXOG

10、UHVHUYDWLRQVEHHQIRUFHG“ x How does the user know which parking space is being reserved? Location based information (may be parking lot specific) may need to be included as an option in communication. It may also be possible to reserve a slot within a complex and the user may supply a Reservation ID

11、to get access. Note: This feature should be worked as a common charging infrastructure feature across wireless and conductive charging platforms. The reservation feature may possibly be a candidate for a later release of the standard. SAE J2836/6 Issued MAY2013 Page 13 of 20 A.3 VEHICLE ALIGNMENT Th

12、is section presently considers an approach based on a combined RFID and Magnetic Field detection scheme. NOTE: It is not clear that the preliminary phase of using RFID adds significant benefit for the additional complexity. A low level magnetic field could be turned on via the communications channel

13、 to assist during parking. TABLE A2 - VEHICLE ALIGNMENT USE CASE Vehicle Alignment Triggering Event Primary Actor(s) Pre-Conditions Post-Conditions Vehicle Operator/EV requests Vehicle Operator/EV WEVSE x Open communications channel between the EV and EVSE x Basic compatibility has been confirmed to

14、 the user x Vehicle proceeds to charge; or x Operator abandons process Use Case Description General Overview To efficiently and successfully charge over the wireless interface the EV must be positioned over the WEVSE in an appropriate position. Depending on the respective technologies or coil topolo

15、gies used in the EV and the WEVSE that position may not correspond to the geometric alignment of the centers of the two parts of the charging system. The vehicle alignment process provides the user with feedback on when optimal alignment has been achieved. The process may terminate with an error con

16、dition due to failure to achieve alignment, though the systems are otherwise compatible. Scenario Description 1. When a vehicle enters the parking space, whichever side (vehicle or infrastructure) has the RFID reader installed notifieVWKHRWKHUVLGHWKDW WKHYHKLFOHVSUHVHQFHLQWKHparking space was detect

17、ed. 2. A process begins whereby the vehicle and infrastructure perhaps share coil type information (i.e. circular vs. polarized and hence whether an alignment offset may be required). This exchange of information allows systems that have meet the basic J2954 specification and comply with the communi

18、cations protocol to determine the correct alignment process for different primary charge pad configurations. 3. The RFID Readers provide feedback to the vehicle about the vehicles relative position within the parking space. Note: The use of the RFID method by the EV is optional. 4. When the vehicle

19、is approaching the magnetic pad, the infrastructure (or off-board system) is notified to turn on the sense current. 5. The infrastructure (off-board system) turns on a low level magnetic field and informs the vehicle that a magnetic field is present. 6. The vehicle attempts to detect the low-OHYHODO

20、LJQPHQWILHOGDQGWRGHWHUPLQHDVZHHWVSRWEGHWermining a near optimal peak in the magnetic coupling. (Note: alternatively coupling coefficient estimation can be used which may require additional communication.) 7. The vehicle sub-system will send messages on the internal vehicle communications bus conveyi

21、ng positioning information. SAE J2836/6 Issued MAY2013 Page 14 of 20 a. For manual positioning this information is used to drive the vehicle and/or station display interface to assist the driver in parking the vehicle. b. For automatic parking systems, this information shall be integrated with the i

22、nformation of the parking sub-system, parking subsystem considerations (e.g., detection of a close-by vehicle) shall constrain the selection of the optimal location. 8. Once the optimal vehicle alignment is determined and vehicle is stopped. Exceptions/Terminating Event x Inability to align within d

23、esired performance parameters x Communications failure Open Issues to be DGGUHVVHG x This section needs further work in fleshing out the detection mechanism. x A support mechanism needs to be defined to assure that a vehicle is aligning and communicating with the parking spot in which it is trying t

24、o charge, when more than one parking spot is in close proximity. A.4 CHARGING The charging use case supports the transfer of energy from the EVSE to the EV; it consists of three sub-use cases: x PT_Initialization x Power Transfer x PT_Termination A.4.1 Sub-Use Case: Initiation TABLE A3 - POWER TRANS

25、FER INITIATION SUB-USE CASE Power Transfer Initiation Triggering Event Primary Actor(s) Pre-Conditions Post-Conditions Vehicle Operator/EV request. Vehicle Operator/EV x The EV has successfully completed the alignment procedure and is ready to start charging. x 9HKLFOHLVLQ3DUN x Vehicle and EVSE put

26、 in state where power transfer can commence Use Case Description General Overview Once the vehicle is aligned and the system indicates that it is in a state where a charge can be accepted; the vehicle operator may either issue a command to begin charging with system provided default parameters. Gene

27、rally the user may specify particular parameters to be used IRUWKHFKDUJLQJVHVVLRQWKHSDUDPHWHUVQHJRWLDWHGGXULQJWKLVSKDVHHQDEOHVPDUWFKDUJLQJthat allow the charging infrastructure to optimize energy usage and minimize impact on the grid. Many of these parameters will be passed through from the EVSE to

28、the supporting back-end infrastructure and the processes will follow those specified in SAE J2836/1. Scenario Description 1. The EV provides the EVSE with information about its capability and the desired service parameters, these include: SAE J2836/6 Issued MAY2013 Page 15 of 20 a. VehicleID b. Curr

29、ent SoC and final desired SoC and/or maximum total price. c. Duration over which it wishes to charge d. Maximum power charging rate 2. The EVSE responds by providing the EV with an acknowledgement as to whether it can meet the desired session requirements and the cost for the session (the cost may b

30、e expressed in an average cost per kWh or total cost for the session if carried to completion). Error conditions may occur if the transfer rate available to the EVSE and the duration are not commensurate with the desired final SoC. The user decides whether to proceed charging with the parameters tha

31、t are offered by the EVSE. 3. Based on input from the driver the EV may accept the session. To accept the session the EV will transmit its user identity information and associated billing and security information. An option will allow an indicator in the message that an external charge information c

32、ollection system is in use. This option will support entry via an external credit card reader, NFC reader, cell phone or attendant; if these options are supported b the charging location. These processes are designed to support the commercial use cases defined in J2836/1. 4. The EVSE will clear the

33、billing and security information with the appropriate back-end systems. (Note: the information flow should support various business models, such as charging to a general credit card, an affinity card, home electric bill or flat charge. Similarly the EVSE needs to support alternate means for inputtin

34、g the charging information, such as via NFC enabled devices). Upon receiving a response from the back-end system the EVSE indicates to the EV that it is ready to start the charging process (in case of an affirmative response) or that the credentials have failed (in case of a negative response). 5. U

35、pon receipt of a positive response the EV will send to the EVSE the initial desired charging parameters and the process enters the charging phase. Exceptions/Terminating Event x Credentials check failure x Diagnostic/Monitoring triggered event x Communications failure Open Issues to be DGGUHVVHG SAE

36、 J2836/6 Issued MAY2013 Page 16 of 20 A.4.2 Sub-Use Case: power transfer TABLE A4 - POWER TRANSFER SUB-USE CASE Power Transfer Triggering Event Primary Actor(s) Pre-Conditions Post-Conditions Vehicle Operator/EV request. EVSE Induced transition EV WEVSE x The EV has successfully completed the initia

37、lization phase x Communications channel is maintained. x 9HKLFOHLVLQ3DUN x Vehicle and EVSE put in state where power transfer can commence Use Case Description General Overview Once initiation is successfully completed the EV nad WEVSE enter the power transfer phase. The power transfer phase, under

38、smart charging, my execute a complex program, consisting of periods of actual energy flow and quiescent periods where there is no active flow but the program is still active. During active power transfer the system monitors the power transfer process and controls and adjusts the power flow to meet t

39、he requirements of the grid and the EV BMS. Scenario Description 1. The power transfer process must match the needs of the BMS and the capabilities of the WEVSE. To that purpose messages are exchanged between the WEVSE and on-board sub-system. These secondary load regulation messages may include sec

40、ondary load regulation percentage (for secondary side control), Load Voltage, Load Current and load power (for primary side control). To manage transient conditions the secondary load UHJXODWLRQLQIRUPDWLRQPXVWEHSURYLGHGDVUHDOWLPHFRQWLQXLQJIHHGEDFNWRWKH:(96( 2. The EV may request that the primary (WE

41、VSE) modify its transfer current. 3. Update messages shall be sent at a TBD frequency. 4. During the power transfer phase the charging system shall monitor for the diagnostic consideration described in that use case 5. When the desired SoC determined by the BMS has been reached the power transfer ph

42、ase shall terminate unless terminated earlier by user or grid requirements. Exceptions/Terminating Event x Foreign object detection x Thermal events o Heating of a metallic object to 80 C with an ambient temperature of 40 C (NOTE: There are currently two additional values specified in J2954 in 10.6

43、and 12.5.6.2.2; these need to be reconciled) x Internal system malfunction in EVSE or EV x 9HKLFOHPRYHGRXWRI3DUN x Communications failure Open Issues to be addrHVVHG x Identification of additional parameters that may be controllable under various control schemes SAE J2836/6 Issued MAY2013 Page 17 of

44、 20 A.4.3 Sub-Use Case: termination TABLE A5 - POWER TRANSFER TERMINATION SUB-USE CASE Power Transfer Termination Triggering Event Primary Actor(s) Pre-Conditions Post-Conditions Vehicle Operator/EV request. Terminating conditions of charging program reached Monitor/Diagnostic events EV WEVSE x Acti

45、ve charging program in progress x Communications channel is maintained. x Vehicle and EVSE return to quiescent state Use Case Description General Overview On detection of one of the triggers below 1. The EV has reached the desired SoC, or 2. The requested metered amount has been reached, or 3. User

46、terminates charging process, or 4. Abnormal termination occurs due to a fault or diagnostic condition the system enters the terminating phase. During this phase the WEVSE ramps down and shuts of the track current and the user is notified of the final parameters of the charging session. Scenario Description 1. When the EVSE determines that the power transfer session