Electric Vehicle Charging Infrastructure

Electric Vehicle Charging Infrastructure – The SAE J1772 charging port on the vehicle (on the right side) can be used to charge using Level 1 or 2 chargers. The DC fast charging port (on the left) uses a different type of connector. In this photo it is Chademo.

Consumers and fleets considering electric vehicles (EVs), including fully electric vehicles and plug-in hybrid electric vehicles (PHEVs), need access to charging stations. For most drivers, this starts with charging at home or in the fleet. Charging stations in offices and public places can help increase market acceptance by providing more convenient charging options in frequently visited areas. Community leaders can find more information in the PEV Readiness Plan, including case studies of current successes. An EVI-Pro Lite tool is also available to estimate the size and type of charging infrastructure needed for regional EV adoption in a state or city, as well as how EV charging impacts electricity demand.

Electric Vehicle Charging Infrastructure

Charging the growing number of electric vehicles in use requires a reliable network of charging stations for consumers and fleets. The alternative gas station locator allows users to search for public and private charging stations. Quarterly EV Charging Trends reports show the growth of public and private charging and assess the current state of charging infrastructure in the United States. Specify new charging stations to be included in the list of stations using the “Submit a new station” form. Specify updates to existing charging stations by selecting “Report Change” on the station details page.

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Learn more about state electrification planning and funding, including information about the bipartisan Infrastructure Act. For information on currently available charging infrastructure models, see the Electric Vehicle Association’s GoElectricDrive website and Plug in America’s Get Equipped publication, which includes information on charging networks and service providers.

The charging infrastructure industry follows a common standard called the Open Charge Point Interface (OCPI) protocol, with the following hierarchy of charging stations: location, port, and EVSE equipment socket. The Alternative Fuel Clearinghouse and Station Locator uses the following definitions of charging infrastructure:

Electric vehicle chargers are classified by how quickly they charge the batteries. Charging time will depend on the state of discharge of the battery, its power, the type of battery and the type of charging equipment (for example, charge level, charger output and electrical equipment characteristics). Charging time can vary from less than 20 minutes to 20 hours or more depending on these factors. When selecting devices for a specific application, there are several factors to consider, such as network, payment options, and operation and maintenance.

Level 1 alternating current (AC) devices (often called Tier 1) provide charging through a 120-volt (V) alternating current (AC) plug. Most, if not all, electric vehicles come with a portable Level 1 cord, so no additional charging equipment is required. One end of the cord has a standard NEMA connector (such as NEMA 5-15, which is a typical three-piece household plug), and the other end has a standard SAE J1772 connector (often called J1772, shown in the picture). higher). The J1772 connector connects to the vehicle’s J1772 charging port, and the NEMA connector connects to a standard NEMA wall outlet.

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Level 1 charging is typically used when a 120V outlet is available, such as when charging at home, but can easily provide charging for most driver needs. For example, 8 hours of charging at 120V can offset an electric range of about 40 miles for a midsize EV. By 2021, less than 2% of public EVSE ports in the US will be Level 1.

Tier 2 AC equipment (often called Tier 2) provides charging through a 240V (typical for residential) or 208V (typical for commercial applications) electrical network. Since 240V is available in most homes and Level 2 devices can charge a regular EV battery overnight, EV owners typically install it for charging at home. Level 2 devices are also widely used for charging in public places and workplaces. This charging option can handle up to 80A and 19.2kW. However, most Level 2 household devices operate at less power. Most of these devices operate at 30 A, delivering 7.2 kW of power. These devices require a separate 40 A circuit to meet the requirements of the National Electrical Code in Article 625. By 2021, more than 80% of government EVSE ports in the United States will be Level 2.

Level 2 chargers use the J1772 connector used by Level 1 devices. All electric vehicles commercially available in the US can be charged using Level 1 and Level 2 chargers.

Vehicles with a NACS connector (currently only Tesla vehicles) can use the connector for all charging levels, including Tesla Level 2 chargers and home chargers. All Tesla vehicles come with the J1772 adapter, which allows use of third-party chargers that comply with Level 2.

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DC fast chargers (usually three-phase AC) are installed at stations that provide fast charging in high-traffic corridors. By 2021, more than 15% of publicly available EVSE ports in the US will be DC fast chargers. The development of fast charging centers for medium- and heavy-duty electric vehicles (e.g., commercial trucks, vans, and transit) and transportation network companies (e.g., Uber and Lyft) is expected to increase the volume of DC fast charging. Other applications.

There are three types of DC fast charging systems depending on the type of charging port on the vehicle: SAE Combined Charging System (CCS), CHAdeMO, and North American Charging Standard (NACS).

The CCS connector (also known as SAE J1772 Combo) allows drivers to use a single charging port with AC Level 1, Level 2, and DC fast chargers. The only difference is that the DC fast charging connector has two additional bottom pins. Most electric vehicle models on the market can be charged using the CCS connector.

The CHAdeMO connector is another common type of fast DC connector that is compatible with several electric vehicle models on the market.

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The NACS connector was developed by Tesla and works for all charging levels, including Tesla’s fast charging option called Supercharger. Although Tesla vehicles do not have a CCS or CHAdeMO charging port and do not come with adapters, Tesla sells adapters. Several automakers have announced that they will switch to a NACS connector by 2025, allowing third-party electric vehicles to charge at Tesla stations with a NACS connector.

Infrastructure procurement is needed to increase the number of public and private chargers available. Learn how to successfully plan, purchase and install charging infrastructure.

Once the charging infrastructure is purchased and installed, it must be properly managed and maintained. Learn about operating and maintaining your charging infrastructure.

Another standard (SAE J3068) was developed in 2018 for faster AC charging rates using three-phase power, which is common in U.S. commercial and industrial facilities. Some parts of the standard are adapted from European three-phase charging standards and are specified for North American AC voltages and requirements. In the US, common three-phase voltages are 208/120 V, 480/277 V. The standard specifies power levels from 6 to 130 kW.

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Extreme Fast Chargers (XFC), such as the SAE DC Level 2 standard, have power outputs of 350 kW and above and are being rapidly adopted in the US for heavy-duty vehicles (e.g., route charging). electric buses). Although XFC is currently available from several charger manufacturers in the US. The Department of Energy’s Office of Transportation Technology continues research aimed at addressing technology gaps associated with the implementation of XFC charging networks in the United States. The 2017 report highlights technology gaps at the battery, vehicle and infrastructure levels. In particular, most electric vehicles on the road today can charge at rates above 50 kW. However, vehicle technology is advancing and most new electric vehicle models may cost more, allowing the use of XFC. You can find additional resources on XFC charging and research on advanced charging systems on the National Renewable Energy Laboratory website. For frequently asked questions about the megawatt charging system and SAE J3271, see the Argonne National Laboratory’s Heavy-Duty Electric Truck Charging Fact Sheet.

Inductive chargers, which use an electromagnetic field to wirelessly transfer power to an electric vehicle, have been introduced to the market for installation as an aftermarket add-on. Few currently available wireless charging stations operate at power levels comparable to Power Level 2, but the technology is more common for transportation or other fleet operations at higher power levels comparable to DC. The Ministry of Transport has published a new plan. The nation’s largest electric vehicle charging networks plan to install nearly 50,000 public chargers by 2030. (Staten Island Advance/Eric Bascom)

STATEN ISLAND, New York — Over the next decade, New York City will build one of the nation’s largest electric vehicle charging networks to reduce the city’s greenhouse gas emissions and combat climate change.

On Wednesday, the Ministry of Transport

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