About CHAdeMo Protocols…..
CHAdeMO is a DC charging
(6kW to 50kW with 150kW) standard for electric vehicles. It enables seamless
communication between the car and the charger. It is developed by CHAdeMO
Association, which is also tasked with certification, ensuring compatibility
between the car and the charger.
First introduced in 2009
with the Japanese-market Mitsubishi i-Miev, the CHAdeMO standard is capable of
recharging the battery packs of cars like the Nissan LEAF and Kia Soul EV from
empty to 80 percent full in as little as 30 minutes. Used on
everything from electric motorcycles to full-size electric busses, CHAdeMO is
also the world’s most commonly used DC quick charge standard, with what we’d
estimate to be more than 100,000 CHAdeMO-equipped vehicles on the road.
It was defined by the
CHAdeMO Association – Purpose/focus CHAdeMO Association aims to increase
quick-charger installations worldwide and to standardize how to charge the
vehicles. – http://chademo.com.
CHAdeMO was formed by The Tokyo Electric Power Company, Nissan, Mitsubishi and
Fuji Heavy Industries (the manufacturer of Subaru vehicles). Toyota later
joined as its fifth executive member.
CHAdeMO is an
abbreviation of “CHArge de MOve”, equivalent to “charge
for moving”. The name is a pun for “O cha demo ikaga desuka” in
Japanese, translating to English as “How about some tea?”, referring to the
time it would take to charge a car.
CHAdeMO is a form of DC
Fast Charge, for high-voltage (up to 500 VDC) high-current (125 A) automotive
fast charging via a JARI DC fast charge connector. The connector is specified
by the JEVS (Japan Electric Vehicle Standard) G105-1993 from the Japan
Automobile Research Institute (JARI). The connector includes two large
pins for DC power, plus other pins to carry CAN-BUS connections.
Because CHAdeMO ports do
not support AC charging, cars must have two charging ports – one for AC Level
2, the other for CHAdeMO.
CHAdeMO follows Principles
SAFETY - CHAdeMO mandates strict guidelines in designing
chargers to guarantee electrical safety in any operating conditions.
FUTURE-PROOF - CHAdeMO is Smart Grid-ready through its
bi-directional charging capability. It is also compatible with any local or
optional functions beyond charging.
EASE OF APPLICATION - The protocol works with CAN communication,
onboard communication network for all EVs, making its integration with the rest
of the car easy and reliable.
UNIFORMITY - CHAdeMO connector is identical across the globe
and is a stand-alone plug that can be with or without an AC connector. It saves
costs for EV makers and enables cross-continental EV travels.
DC Fast Charging Level
Before we get into the
fast charging standards, let’s do a small review of why this is important and
some terminology.
DC Fast Charging is the
fastest (highest powered) electric car charging system currently available. The
charging station provides a high power DC current, as much as 120 kiloWatts, to
the car’s battery pack bypassing any other charging equipment in the car.
- 6 kiloWatts: 20-25 miles range per hour of charging (typical AC
Level 2)
- 50 kiloWatts: 120ish miles range per hour of charging (CHAdeMO,
CCS)
- 120 kiloWatts: 300ish miles range per hour of charging (Tesla
Supercharger)
CHAdeMO ports do not
support AC charging.
DC Fast charging
standards
There are
four or so DC Fast Charging systems currently being used by electric car
manufacturers.
At the current moment
the leading car for each type is:
·
CHAdeMO
– Nissan Leaf, Mitsubishi and Kia
· CS
(Combined Charging System) – BMW i3, GM, VW, Audi, Mercedes, Ford,
Fiat-Chrysler and Hyundai.
·
Supercharger
– Tesla Model S
· Chinese Charger
SAE Combo Charging
System (CCS)
SAE’s CCS charging
protocol was adopted by all North American and European automakers in 2012. The
vehicle charge port has a smaller footprint than the CHAdeMO protocol by
reusing the same communications wires as those used by the J1772 AC charging
port, thus the name “Combined Charging System”.
Among the reasons the
J1772 committee developed CCS are
- Single charging inlet to
support slow and fast charging (versus two required for CHAdeMO)
- Use smart grid protocols to
control charging
- Same connector serves multiple
purposes
SAE CCS charge couplers,
European version on left, North American version (J1772) on right. The
associated AC-only charge couplers are shown above each CCS variant for
reference.
China’s electric
car fast charging (GB/T 20234)
China’s electric
car fast charging (GB/T 20234)
The charging standard –
GB/T 20234 – is, according to this slide deck on EV Infrastructure and
Standardization in China similar to the IEC 62196 connector from Germany.
The GBT standard supports both level 2 and level 3 AC, may even support
three-phase AC, and supports 250 volt and 400 volt DC. While the pin
layout looks similar to the IEC connector, the functionality is not identical.
One difference is the
Chinese GBT connector uses CAN BUS signaling for control, rather than PLC based
control protocols.
Tesla Supercharger
Tesla began deploying
its own DCFC infrastructure in 2013. Using the same port as for AC charging,
the vehicle is required to reroute electricity past the on-board charger in
order to charge the battery directly with DC power.Since 2013, Tesla has
installed over 400 Supercharger stations worldwide, including 15 in Canada,
with an average of about 6 charging stalls per station. These stations support
charging rates of up to 135kW.
Charger Cost
The following cost estimates are
based on actual project experience, with Powertech having installed numerous
Level 1, Level 2 and DCFC stations, and played a supporting role in many more
projects.
The costs of EV charging
equipment vary greatly depending on charging level. The following table
provides approximate ranges for the three most common currently available types
of charging equipment:
Charging
Level
|
Equipment
Cost (per port)
|
Factors
affecting cost
|
AC Level
1
|
$50-1500
|
Outlet vs EVSE
|
AC Level
2
|
$1500-5000
|
Output power, power management and
networking capabilities, station manufacturer.
|
DC Fast
Charge
|
$15,000-50,000
|
Output power (25kW vs 50kW),
station manufacturer, support for multiple standards
|
Approximate
charge station equipment costs
Usage Fees
Many charging stations
support the collection of usage fees through the use of network member cards
and smart phone applications. These networks typically require a user to sign
up for an account with each individual network, although there have been some efforts
to establish roaming systems that allow networks to share members and allow
universal access to equipment across multiple networks.
Usage fees for charging
stations can be based on:
·
Per usage session
·
Energy (kWh)
·
Time (minute or hour)
The most common type of
fee structure is based on time. A time-based fee can be effective in
incentivizing users to move their vehicle once charging is complete, and can
help ensure the most effective utilization of charging equipment.
Usage fees based on a per-kWh
energy value can be preferable in terms of ensuring all users pay the same
amount for the same service. The speed of charging may depend on a number of
variables (vehicle type, state-of-charge of battery, battery temperature, power
reduction due to load management) and so a usage fee based on the actual energy
delivered may be the most fair.
In selecting a usage
fee, it may be desirable to select a fee that recovers the operating costs of
the station, while still keeping the cost of charging an EV comfortably below
that of fueling a conventional vehicle on a per-km basis. In BC, at $1.40/litre
of gasoline, this equivalency works out to about $0.50 per kWh, or about $1.65
per hour if charging at a rate of 3.3kW. A rate of $1 per hour is common at many
stations in the province of Quebec.
*** All data are gathered form trusted source/websites.
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