2012 IEEE Vehicle Power and Propulsion Conference, Oct.

9-12,2012, Seoul, Korea

Distributed Energy Resource Management for

Electric Vehicles using IEC 61850 and
ISO/IEC 15118
Jens Schmutzler and Christian Wietfeld Claus Amtrup Andersen
Communication Networks Institute EURISCO Research & Development
TU Dortmund University Odense, Denmark
Dortmund, Germany Email: caa@eurisco.com
Email: {jens.schmutzler.christian.wietfeld}@tu-dortmund.de

Abstract-Research and development in the field of electric EVs. Hence, this work proposes a DER information model
vehicles is evolving quickly based on global efforts reducing for EVs and derives respective integration approaches for var­
C02 footprint and fossil fuel dependency for road vehicles.
ious charging infrastructures. The proposed approach is based
Standardized communication interfaces are a necessity for grid
integration of electric vehicles, interoperability, and therefore
upon the Vehicle-to-Grid Communication Interface (V2G Cl)
mass market acceptance of E-Mobility. In extend to such base currently being developed in ISO/IEC 15118 and adopts grid
level of interoperability, the real opportunity of electric ve­ automation paradigms from IEC 61850.
hicles lies in demand and supply management. Such added Due to the importance of existing standardization efforts
value is provided through means like monitoring and control.
for this work, section II provides a detailed overview and
IEC 61850-7-420 already addresses such means for distributed
energy resources, like photovoltaic and combined heat and
status on today's international standards in ISO and IEC and
power systems. For such systems it defines appropriate object furthermore reviews other existing research on information­
models as well as communication bindings in order to monitor and communication-based integration of EVs in grid infras­
and control a system's status. Based on these principles, this tructures. In section III an overview on electric mobility spe­
paper reviews relevant standards in electric mobility and points
cific requirements for establishing DERs is given. Section IV
out particular requirements for electric vehicles. From that, it
derives an extension to IEC 61850-7-420 in order to introduce a
provides a detailed overview on the proposed DER information
corresponding distributed energy resource information model for model for electric mobility. Section IV-A shows how the DER
electric vehicles. The model is furthermore extended to various model can also be applied to different infrastructure scenarios
charging infrastructure scenarios in order to support aggregation supporting multiple EVs as one DER. Finally, the model is
over numerous electric vehicles. The proposed distributed energy
validated with a proof-of-concept prototype implementation
resource provisioning mechanism for electric vehicles is validated
with a proof-of-concept implementation. Hence, this work also
which is introduced in section IV-B, before concluding this
provides validation of today's standardization efforts for electric work and providing an outlook on future research.
vehicle in terms of grid integration.
II. REL ATED WORK
I. INTRODUCTION
The underlying systems in electric mobility and smart grids
The most important success criteria for Electric Vehicles
are very scalable and heterogeneous in nature. Hence, the role
(EVs) in terms of sustainability will be the capability to charge
of agreed upon standards becomes very crucial since inde­
when needed, which could conflict with current low voltage
pendently developed systems need to interoperate with each
distribution grids particularly at peak hours. Additionally,
other. In case of electric mobility they are moreover a necessity
many studies have shown that today's transport sector is one of
for (mass-)market acceptance (e.g. for interoperability of EVs
the major factors in C02 emissions. EVs could be the solution
with various charge spots) and retain infrastructure invest­
given that electric power from renewables is used for charging.
ments to certain extends, which becomes crucial for involved
A standardized link between EVs and charge spots as well as a
stakeholders. The following two subsections introduce most
harmonized information model between charge spots and grid
important standards for conductive charging of EVs as well
operators could make the difference for both integration issues
as for information provisioning of DERs.
and is discussed in detail in this work.
As part of the IEC 61850 standard series, information
A. Electric Vehicles and the V2G Communication Interface
models and communication bindings for Distributed Energy
Resources (DERs) like photovoltaic and combined heat and l) IEC 62196: IEC 62196 is currently work in progress
power are defined. However, EVs are currently not considered and defines different types of plugs, socket outlets, vehicle
as DERs which breaks the vision of sustainably integrated connectors and vehicle inlets for conductive charging. The

978-1-4673-0954-7/12/$3\.00 ©2012 IEEE

1457
 I OSI Layers Anticipated' ISO/lEG 15118 Document Structure
:
relevance of IEC 62196 with regards to the V2G communi­ (ISOIIEC 7498·1 )
I
cation interface is limited to physical interoperability in terms I I ISO/IEG 15118-1: General information
and use-case definition 1

:@JjjAPPlication
of connector compatibility and signaling pins (control pilot I

: @]I Ijsession
and plug detect). It therefore specifies the conductive physical I
Presentation
medium for energy transport as well as for communication
: 1Lslj
I ISOIlEe 15118·4:
I
ISO/IEG 15118-2: Technical protocol description
between the charge spot and the EY. and Open Systems Interconnections (OSI)
Network and
application protocol

:�j jTransPort
1
I
layer requirements
2) IEC 61851: IEC 61851 standardizes EV conductive conformance test 2

: L3 j e rk
charging systems based on either AC or DC and defines N twO
general EV & EV Supply Equipment (EVSE) requirements I
I L2 UData Link
and different modes for charging. IEC 61851-1 in particular I
I
I
ISOIIEC 15118·5:
ISO/IEG 15118-3: Wired
physical and data link
ISO/IEG 15118-x: Wireless
physical and data link
Physical and

:
data link layer
1
L �lphYSica' layer requirements 1 layer requirements 3
defines a safety-related signalling mechanism for base level I
conformance test 2

interoperability of EVs and charge spots based on an adapted * Status as of July 20th 2012: 1 Draft International Standard (DIS)
2
Pulse-Width Modulation (PWM) signal. The PWM signal is 3
New Work Item Proposal (NVv'lP) - Confirmed
New Work Item Proposal (NVv'lP) - In Preperation

applied to the control pilot pin and provides two parameters:

The positive voltage level of the PWM signal indicates the Fig. l. Anticipated ISO/IEC 15118 document structure mapped to OSI layers
connection state of an EV, whereas the duty cycle of the PWM
signal indicates the max. current the charge spot can deliver.
not require any additional lines.
The duty cycle may also be used to indicate availability of bi­
• Part 4 "Network and application protocol conformance
directional digital communication (refer to ISOIIEC 15118).
test": Work on this part just started recently.
Furthermore, the standard also defines means for identifying
• Part 5 "Physical and data link layer conformance test":
the max. rated power of a cable. For example in case of
Work on this part just started recently.
the type 2 connector the resistance between the plug detect
• Part x "Wireless physical and data link layer require­
signalling pin and earth indicates the max. allowed current
ments": Anticipated future work item of the JWG for
for the cable and overrides the max. current from the charge
support of inductive charging.
spot if the latter is higher. The third edition of IEC 61851-1
The scope of the standard is limited to the use case design as
is currently work in progress.
3) ISO/IEC J5 J J8: The ISOIIEC JWG 15118 for the well as detailed technical specification of the interface between
Vehicle-to-Grid Communication Interface (V2G C!) was the EV Communication Controller (EVCC) and the Supply
formed in 2009 in order to define a complementary inter­ Equipment Communication Controller (SECC). However, cer­
national standard to IEC 61851-1 providing bi-directional tain end-to-end communication paradigms mostly involved in
digital communication based on Internet protocols. Its main security, e.g. authentication or tariff information handling, ask
purpose is to establish a more advanced and autonomously for widening the scope beyond the SECC towards secondary
working charge control mechanism between EVs and charging actors, like service providers or grid operators (see Figure 2).
infrastructures. The standard is currently under development

�
Secondary Actors
and will ultimately provide means for various authentication Service
��
/
�
prOViders ��
��
schemes (e.g. plug & charge vs. external identification means,
" '"
like RFID cards), automatic handling of charging services as /
/
�, �- Grid
/ Operators
/

well as (proprietary) value added services, charge scheduling Charge Spot

and advance planning, etc. It is structured according to the

OSI-model of ISOIIEC 7498-1 as illustrated in Figure l.
• Part 1 "General information and use-case definition":
This part specifies terms, definitions and applicable use
cases of 15118 standard series. The use cases define
functional elements throughout a general course of events
for charging sessions. Ditlerent use cases are described
e.g. varying from immediate charging to delayed charging
Fig. 2. Scope of drafted ISO/TEC 15118 standards
(via schedules) as well as diverse authentication schemes.
• Part 2 "Technical protocol description and Open Systems
Interconnections (OS!) layer requirements": This part B. Standards for Distributed Energy Resources (DERs)
specifies the messages to be exchanged between the com­ Standards for DERs become more important when transi­
munication partners (Application Layer), the associated tioning towards decentralized smart grid infrastructures. To­
data and data types (Presentation Layer) via TCPIIP­ day's most prominent standard for various types of DERs is
based Transport and Network Layer. IEC 61850-7-420. It is embedded into the IEC 61850 standards
• Part 3 " Wired physical and data link layer requirements": series as depicted in Figure 3 (marked in red). A general
This part specifies the Data Link and Physical Layer for introduction to the concepts of IEC 61850 is provided in [1]
which an OFDM-based PLC technology is used that does and [2].

1458
 Introduction
IEC61B50-1 exemplary application scenario. However, the exact modeling
Glossary
IEC61B50-2 approach in IEC 61850 was not detailed. The authors in [5]
I
General requirements System and project management
IEC61B50-3 IEC61B504 and [6] describe modeling principles of IEC 61850-7-420 in
Application guides
IEC61B50-7-5xx general and for microgrid islands but only focus on traditional
I I
Compatible LN and data. Domain specific LN and
object classes
IEC61B50-7-4
data object classes
IEC61B50-74xx
Technical
types of DERs. In [7] the authors describe an approach of
��� ���:
Configuration specification report
d r n

�=����==4·IIIEC61B50-6
Common data classes
modeling schedules in IEC 61850 which is reused in this
structure.
principles and
models
��� � �����;
IEC61B50-7-1 I I
Basic models. a t a and basic types

requirements for
1 _ publication for applying EV charging schedules [8].
devices and
functions
IEC61B50-5
III. REQUIREMENT S OF EV- B A SED DERs
I= = =;L- Implementation oflEDs .nd toots
� The authors consider EVs connected to the grid as tem­
11 1t 11 1t
Conformance testing
IEC61B50-10 porary DERs providing means for energy storage. Charging
as well as in the long run discharging of batteries may be
Fig. 3. Overview and structure of the TEC 61850 standards series performed when needed as long as harmonized between the
user's, EV's and grid's needs. Resulting from this idea the
requirements for establishing DERs based on EVs can be
Figure 4 illustrates the conceptual organization of various
divided into user requirements, technical requirements from
types of DER systems and depicts how they are organized
the EV and grid as well as market requirements. The user
within part IEC 61850-7-420. This part of the standard extends
requirements refer to the mobility needs of an EV user. Since
the generally defined Logical Nodes (LNs) of IEC 61850 for
an EV's primary target application is to allow for convenient
substation automation with DER specific LNs. IEC 61850-7-
individual mobility, those requirements must be adhered at all
420 re-uses existing LNs of IEC 61850-7-4 as often as possible
times with best efforts. Resulting from that and opposed to
and only defines new DER specific LNs when necessary. It
most other typical energy storage type DERs, EVs are not
comprises distributed generating units and storage devices,
permanently connected to the grid and roam between various
including reciprocating engines, fuel cells, micro turbines, PV,
charge spots over time. When connected to a charge spot the
combined heat and power units and energy storage. Wind
DER is activated. However, the battery in the EV is supposed
turbines are considered in the IEC 61400 series, however
to reach a certain charging level until a given point in time
the same modeling paradigm as defined in IEC 61850 was
in order to ensure enough capacity for the next trip, which
adopted. As of today, EVs are not considered as DERs in any
may in turn conflict with efficient use of an EV battery as
IEC standard, even though EVs could act as energy storage
DER. Those user driven requirements are already translated
for volatile energy generators such as wind power plants or
into technical requirements in ISO/IEC 15118 (see section II)
PV plants.
and covered through a two way charge schedule negotiation,
DER Management
see also [8]. For a DER management system it is crucial to

�
DER
DER DER DER
Operating estimate as precisely as possible the availability of connected
&
Control Corporate Operational
Modes
Authoritiy Information Information
Status EVs and their planned charging schedule.
DER Types DER Generation Systems The market requirements on the other hand refer to the

�. � multitude of heterogeneous actors in electric mobility. Each of

the actors has a specific role in the context of a deployment
&
Fuel Cell Reciprocating Photovoltaic Combined DER DER DER Speed DER
Engine System Heat Power Exitation Generation Frequency Inverter scenario. However, in real-life scenarios several actors could
Controller Converter

Auxiliary Systems
be combined into one stakeholder. E.g. the E-mobility Infras­
tructure Owner and Operator could become the same stake­
Battery System

Physical Measurements
holder. In addition to the individual end user requirements,
co, the market terms of electric mobility are rather complex,
Temperature & Heat Emission
compared to traditional DER types. Hence it becomes even
more important that DER information models as defined in
Fig. 4. Overview of DERs defined in lEC 61850-7-420 (2009)
IEC 61850-7-420 shall not dictate any specific market terms
or even architectures. This requirement makes it quite hard to
C. Further Related Work draw a clear line between what needs to be standardized for the
Other previous work already addressed integration of EVs link between the charge spot and upstream stakeholders and
as DERs through means of IEC 61850 standards. The authors to which extend. On the one hand standardization is necessary
in [3] discussed early principles of combining the V2G CI for a common sense with regards to sustainable use of EVs as
being defined in ISO/IEC 15118 with grid automation and DERs but on the other side may lead to constrained market and
communication standards according to IEC 61850. The paper service developments due to overregulated market measures.
concentrates on underlying principles but lacks any details
on the actual modeling principles according to IEC 61850. IV. DER MODEL FOR ELECTRIC VEHICLES

The authors in [4] and [2] introduced alternative communi­ In order to cope with the trade-off situation described in the
cation bindings for IEC 61850 and used electric mobility as previous section, the approach of IEC 61850-7-420 to define

1459
only a common information model for specific types of DERs
for grid operation and automation seems reasonable for EVs
and is described in more detail in this section. It is derived
from relevant standards as described in section II but allows to
be extended in order to provide additional value added services
being asked for from the market.
The first step in the modeling process was the analysis of
information being provisioned according to existing standards
for connected EVs (see section II). As part of these standards a
multitude of control and monitoring information is exchanged
between technical components being involved in the charging
process in order to ensure an automated and safe charging pro­
cess. However, for managing the integration of EVs as DERs
into the grid only a subset of this information is necessary
and must be identified. In order to ensure scalable system
designs it is explicitly required to reduce level of detail in
terms of information provisioning for upstream stakeholders,
e.g. infrastructure operators.
The second step in the modeling process addresses the
operator's view on an interconnected EY. In accordance
with the first step, necessary input and output parameters
for monitoring and control purposes must be identified and
modeled accordingly. The modeling approach taken for this
work adheres to IEC 61850-7-420 guidelines. Thus, complete
models of typical charging setups were derived for existing
standards in electric mobility. Figure 5 provides an overview
which entities are involved in the information provisioning
process, what information originates from which entity and
how this information is finally mapped to the proposed DER
model for EVs.
Config(Constant)
i ---,
._--j ��+--�--4---+
:
,
: Fig. 6.
,
:
i
o
�r
Conf>;:J(Consrnn)
o
���)-+----t----+--+---�e---i TypeConr.Select
�
ectKJn
ion
m charging setup can be modeled as IEC 61850 compliant
�
��---+--�-�--�---.
Fig. 5. Mapping of Information Sources / Sinks for EV Charging Processes
ta DER Information Model
The diamond shaped elements in the diagram differentiate
three different types of information: Config, Setting, and Mea­
surement. Configs (blue) describe persistent information of an
entity mostly depending on hardware installation and therefore
do not change over time. Settings (green) describe dynamic
information of an entity which may change over time and
Measurements (red) are retrieved at the respective entity and
also represent dynamic information. The actual information
being provided by the respective entities is shown in Figure 5
in the common information model column (orange) and is
mapped to three newly defined LNs for electric mobility:
1) DESE: This logical node represents an EVSE which may
house several outlets and contains information related to
monitoring and controlling of the EVSE.
2) DEOL: This logical node represents an individual EVSE
outlet and contains information related to monitoring
and controlling of the outlet.
3) DEEV: This logical node represents a connected EV and
contains information on an EV connected to an EVSE.
If the connection / plug status indicates that no EV is
connected the data in DEEV is to be considered invalid.
The DSCH LNs in Figure 5 are re-used from IEC 61850-
7-420 and cover the two way charge schedule negotiation
handshake of ISOIIEC 15118 (see also [8]). In addition and
as shown in Figure 6, a charging infrastructure operator may
include further LNs known from IEC 61850-7-2, -7-4, -7-
420 or others in order to represent his infrastructure setup
according to his own requirements.
Distributed Energy Resource
61850
Newly defined for E-Mobility other hardware setup dependend logical nodes according to lEG
DESE: E-mobility Supply Equipment MMTR Metering XSWI Circuit Switch DSCH: Schedules
DEOL: OutLet XCBR: Circuit Breaker ZSAR: Surge Arrestor
Example Deployment of Logical Nodes for Charging Infrastructure
The portfolio of LNs in IEC 61850 including the newly
defined LNs allow for flexible physical designs of EV-based
DERs. The selection of LNs on the one hand and adher­
ing to their specification on the other ensures harmonized
information models between involved actors, on top of e.g.
independently developed underlying protocol bindings [4], [2].
Figure 7 summarizes, how an exemplarily chosen physical
Logical Device and Logical Node configuration, resulting in
a DER data representation of a plugged in EY. The LN of
type DSCH shows the model of EV charging schedules in
IEC 61850-7-420 [7] harmonized with ISO/IEC 15118.
A. DER Model mapped to typical Charging Infrastructures
Based upon the previously proposed model it is now pos-
sible to represent connected EVs as DERs in IEC 61850.
1460
 Physical Architecture of EV-based DER < Mappinq ) Froposed lEe 61850 Logical MOdel < Mappinq ) Resulting Data Model

-. . �
!

[
!
Logical Node: DESE
Distribution Charge Spot
Metering
J ! I Attribute type
Data object Common data class Description
System Operator Operator
I Attribute name
name

Operator (DSOt l(DER OperatorL ! ---

II IEC61850 i VSENam DPL EVSE nameplate information
-
.'\ . . . . . . . . . . . . . . . . . . . ., I L ! STRING255__ Name of the EVSE manufacturer

��
vendor
...... ................................. EVSE 10
DER Server

;;:;:; IEC 61850./1. '

1
STRING255
...... 1
' serNum
I(
�
model STRING255 Type of EVSE

-: -:- G�;:ay i -y H
Logical Device
M LVGnd primeOper STRING255 E-mobility Infrastructure Operator ID
EV-based DER
v
f
�
Transformer ChaPwrRtg ASG Rated maximum charging power of the EVSE -

-;
setMag (naloguevalue l�et to value reflecting the maximum power this EVSE
LN: Charge Spo1 (DESE) : can deliver by deSign. The value IS read-o��
_

!r)
Logical Node: DSCH
ECP OataObject
{ Attribute type
Data object Common data class Description
EVSENameplater-

J.�-
I Attribute
name

Data Object
: ChaPwrRtg

r
chdld NG Non-zero identity of the schedule
rNT32 10 of the power schedule in the local reservation profile
Legend: ----u:1� : Meter (MMTR) J
etVal

lThe ID shall be changed whenever the schedule is

updated
•

•
6MS: Battery Mgmt. System
DER: Distributed Energy
U DataObject chdCat
etVal
NG
NT32
Specifies the category of the schedule
Set to 1 :Regular
DmdWh
Charge Spot (EVSE) ;
Fep:
Res
chdTyp NG Specifies the type of schedule
Set to 1 :Energy
• Electric Connection
:SetVal NT3,
Point LN: Outlet DEOl
chdSt INS Indication that this schedule has been activated
10 of the schedule activated
• EVCC: EV Comm. Controller
• EVSE: EV Supply I , Data Object tVal NT32

Equipment (Charge Spot) ;---1 ChaCabRtq

r--"uality
imeStamp
Quality of the value
Timestamp of the value
• HMI: Human Machine

•
Interface
LN: Logical Node
-f LN: EV DEEV)
chdVal
;SetVal
NG
NT32
jWI1atthe values in the schedule represents
et to : Active power

H
• PLC: Powerline Comm chdRelTm OR Schedule values relative to a time offset
Cha r DataObject
• SECC: Supply Equipment - \\<L:::;:)::....
�... ConnTypSal umpts NT 6U Set to number of values in the schedule

o� 0 · '-
;
Comm. Controller al RRAY ..numPts

F lectrjc power --f LN: DER Schedule (DSCH) mpTyp

F FLOAT32
RRAY numPts Set to 1: Fixed
! -r
}-
: F ENUMERATED

H
Rata comm,!ojcati9D RRA ..numPts
........................�I.� �.i �..I'.!"."��.�.Y.�.�i.�I.e........................... Data Object rmOffset Time offset between each value in the schedule (in

�P=ow=e=rg=rid====�� ; SchdSt ralUnits

F UINT24
nit
seconds)
SI unit of the values set to 62:Real power [W] with

_______________________________________________________________________________ l
... _
multi lier3:k

Fig. 7. From Physical Charging Infrastructure (lEC 61851 AC Mode 3 example) to TEC 61850-7-420-based DER Model

However, due to the limited capacity and charging rates of 1) but the SECC still handles all high level communication but
EV batteries it may become more interesting to look into how now for a whole set of EVs being connected to the respective
this model fits to fast charging spots or grouped charge spot EVSEs. The EVCC does not observe any difference compared
installations serving fleets of EVs. to the deployment shown in the left architecture. The basic
Figure 8 shows two potential V2G CI charging architectures concept of the mapping between ISOJIEC 15118 and IEC
integrated into a common IEC 61850 client/server setup. 61850 client / server architectures remains the same. Besides,
For illustration purposes Figure 8 only illustrates architecture now only one central management entity (SECC) coordinates
mappings between ISOJIEC 15118 and IEC 61850 referring a couple of technically trimmed down satellite EVSEs for
to the bottom half of Figure 5 for the mapping between the minimizing costs. This architecture aligns to ISOJIEC 15118-
EV charging process and the DER information model. Ac­ 1 as one SECC may manage multiple EVCCs resulting in
cording to the ISOJIEC 15118-2 V2G communication interface a I:N mapping. In this case the SECC already aggregates
paradigm, the EVCC is always the client whereas the SECC is over multiple EVs by taking into account their individual
always the server. Information provided from the EV is made charging schedules, summing them up and storing the resulting
available through the V2G CI at the ISO/IEC 15118 server aggregated schedule in a new instance of a DSCH Logical
side. All relevant information (see Figure 5) is mapped to the Node. This information is provided to the EIOp in order
proposed IEC 61850 information model and provided to the to represent the respective set of interconnected EVs as one
client-side, in Figure 8 the E-mobility Infrastructure Operator DER. Any combination of the architectures introduced in this
(EIOp). section may be implemented. The underlying model allows for
In case of e.g. fast charging scenarios, one SECC is typically consideration of various mapping granularities. The bottom of
deployed for each outlet within an EVSE. This scenario is Figure 8 also illustrates how the architectures are mapped to
illustrated in the right part of Figure 8. Naturally, this setup respective normative or non-normative communication proto­
comes along with high installation costs since for each outlet col stacks. However, the exact communication binding is out
of an EVSE a separate SECC is deployed (l: 1 mapping of scope of this work, also refer to [3], [4], [2].
between SECC and EVCC). In that case the aggregation over
a set of charge points is performed by the EIOp itself. B. Proof-of-Concept Implementation
The architecture on the right hand side in Figure 8 provides A prototype for managing several plugged in EVs was
a more cost efficient deployment solution particularly for implemented in order to validate the proposed EV-based DER
managed charging, e.g. company-owned parking lots for EV management approach. The prototype reflects the whole chain
fleets. A centralized SECC with optional bridges and routers from the EV over the charge spot to an operators administra­
in the communication path between the EVCC and SECC may tion panel (refer to Figure 5 for the complete list of technical
be deployed in order to manage a set of EVSEs. In this case entities) and adheres to all relevant standards being reviewed as
each EVSE handles safety related functions (e.g. IEC 61851- part of this work. The prototype integrates a Siemens SIPLUS

1461
 Dedicted SECC charging scenario (e.g. fast charging)

(Dedicated)

15118 Client

Application

EV & EVCC

_ Logic IEC 61850 Comm Power Line (Feeder) c:::J Standardized in ISOIIEC 15118-2 c::::J Scope of proposed Inf. Model EVSE EV Supply Equipment EV Communication Controller
- Logic ISOIIEC 15118 Comm ISOIOSI Layer Information Flow c::::J Standardized in ISOIIEC 15118-3 c:::J NOT in scope of this work X Point of Common Coupling EVSE Comm. Controller

Fig. 8. Comparison of dedicated SECC and centralized SECC Deployment Scenarios and their influence on Aggregation of EV-based DERs

ECC2000 CM-230 controller for handling the IEC 61851-1 approaches considering extended use cases, like coupling of
PWM signalling between the charge spot and the EV The DER and EV fleet management.
V2G CI protocol implementation is based on our own Java
ACKNOWLEDGMENT S AND DISCL AIMER
port of openV2G (http://openv2g.sourceforge.net), whereas
The work in this paper was partly funded by the European Com­
the IEC 61850 implementation is based on openlEC61850
mission as part of the 7th Framework Programme with grant agree­
(http://openmuc.org) and uses the Manufacturing Messaging ment number 285586. The authors would like to thank our partners
Specification (MMS) as communication protocol binding be­ in the corresponding EU research project e-Dash (www.edash.eu) as
tween the charge spot and the operator's panel. well as members of WG 17 in TC57 of IEC 61850 for collaboration
in standardization. All references to ISO/IEC 15118 V2G Commu­
V. CONCLUSIONS AND FUTURE WORK nication 1nterface as well as 1EC TR 61850-90-8 Object Model for
Electric Mobility represent current work in progress or the authors
This work introduced an information model for establishing opinion and might change for respective official versions.
and managing DERs based on EVs taking into account today's
REFERENCES
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