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Table of Contents
Introduction ................................................................................................................................................................ 5
Disclaimer ................................................................................................................................................................ 5
Overview - Types of EV Charging Solutions and Infrastructures ........................................................................... 5
Inductive charging solution (a.k.a. wireless power transfer or WPT):................................................................. 7
On board battery charger (OBC): ......................................................................................................................... 7
Off board DC fast charging (DCFC) block diagram: ........................................................................................... 9
Sustainability approaches in e-mobility; ............................................................................................................ 11
Main International Standards Applied to EV Charging ...................................................................................... 12
Generic Standards .................................................................................................................................................. 12
Connector Standards; ............................................................................................................................................. 13
IEC 62196 Review ............................................................................................................................................. 13
SAE J1772 Review ............................................................................................................................................ 14
Supply Station Standards; ...................................................................................................................................... 15
Vehicle Standards; ................................................................................................................................................. 16
ISO 6469 – Electrically propelled road vehicles — Safety specifications......................................................... 16
ISO 17409 - Electrically Propelled Road Vehicles Conductive Charging ......................................................... 16
ISO 18246 – Electric Mopeds and Motorcycles Conductive Charging ............................................................. 16
Communication Standards; .................................................................................................................................... 19
ISO 15118 vs DIN SPEC 70121 Comparison.................................................................................................... 20
AC and DC charging - North America and Japan (Charging Levels):............................................................... 22
Level 1 Charging - AC ........................................................................................................................................... 22
Level 2 Charging - AC ........................................................................................................................................... 22
Level 3 Charging- DC Fast Charging (DC level 1 and DC level 2) ...................................................................... 23
Level 3 – CCS 1 ................................................................................................................................................. 24
Level 3 - CHAdeMO.......................................................................................................................................... 25
Level 3 - Tesla Supercharger ............................................................................................................................. 25
AC and DC Charging – China and Europe ........................................................................................................... 27
AC Charging – China and Europe ......................................................................................................................... 27
DC Fast Charging – China and Europe .................................................................................................................. 27
SAE Combo-CCS2 ............................................................................................................................................ 27
GB/T 20234 DC Fast Charging.......................................................................................................................... 28
Charging Modes in IEC 61851 ................................................................................................................................ 30
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Mode 1 Slow charging from a regular electrical socket (single- or three-phase) .................................................. 30
Mode 2 Slow charging from a regular socket but with some EV specific protection arrangement ....................... 30
Mode 3 Slow or fast charging using a specific EV multi-pin socket with control and protection functions ......... 31
Mode 4 Fast charging using some special charger technology such as CHAdeMO .............................................. 32
Charging Cases in ISO 61851 ................................................................................................................................. 33
Case A .................................................................................................................................................................... 33
Case B .................................................................................................................................................................... 33
Case C .................................................................................................................................................................... 33
Plug types .................................................................................................................................................................. 35
Type 1 (AC Type 1) ............................................................................................................................................... 35
Type 2 (AC Type 2) ............................................................................................................................................... 35
Combined Charging System (CCS1 and CCS2) .................................................................................................... 35
Signaling and Communication Protocols According to IEC 61851 and SAE J1772 ......................................... 36
CCS DC Charging sequence and state transition ............................................................................................... 45
P1901 powerline communication (DC charging and smart AC charging) ........................................................ 47
High Level Communication (HLC) ................................................................................................................... 49
The Signal Level Attenuation Characterization (SLAC) ................................................................................... 49
CHAdeMO (DC) .................................................................................................................................................... 51
Signaling and Communication Protocols in CHAdeMO ................................................................................... 51
GB/T Plug (AC and DC) ........................................................................................................................................ 52
GB/T AC Charging Plug .................................................................................................................................... 52
GB/T DC Charging Plug .................................................................................................................................... 54
Tesla Charging Inlet and Plug ................................................................................................................................ 55
References ................................................................................................................................................................. 56
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Introduction
This technical report describes the most common terms and standards in EV charging domain. It represents a review
on EV charging types, levels/modes, plug types and communication protocols. This can be a useful document for all
EV passionate persons as well as young engineers starting a new career in EV marker!
Disclaimer
The content of this document is just for general knowledge and promoting the trend toward e-mobility. It should not
be considered as regulatory requirement neither a technical standard. The norms and standards in e-mobility field are
prone to frequent modifications and update. Please refer to the latest related norms for your development. Names and
brands of manufacturers shown in figures are neither for advertisement nor promotion purposes.
All rights reserved. While the text, images and graphics, and their arrangement in this technical report are the
intellectual property of the author, they are allowed to be used in other publications, and web pages as long as citing
and referencing to this document have been respected. Note that this technical report may be updated without notice.
Always try to use the latest version of this document online.
Conductive Charging
Battery Swap
►Rear-swapping
Passenger Car
►Bottom-swapping
(a)
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(b)
(c)
(d)
Figure 1 (a) Main conductive charging solutions for BEV
(b)Inductive charging solution (a.k.a. WPT) (c)Conductive charging solutions: AC Charging pole, DC fast charging stations
On-board charging solutions are supplied by the AC grid and the energy conversion is carried out through an on-
board battery charger device (which oftentimes is referred to as OBC), consequently charging rate depends on the
current capability of the AC plug/cable as well as the OBC power rating itself.
DC charging is considered as fast charging solutions. Conventional DC fast charging stations are also supplied by
the AC grid, however, thanks to the off-board nature of the installation (i.e. almost no limitation in size and weight
comparing to OBCs), the charging capability is much higher than OBCs which means less waiting time to get the
vehicle fully charged.
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(a) (b)
Figure 4 (a) Unidirectional OBC architecture (b) Bidirectional OBC architecture
Considering new electricity policy with different energy rates which can encourage the off-peak charging and to
avoid the on-peak charging, V2G communication technology has drawn interest from the government, power utilities
and EV owners due to its benefits. However instead of being an additional electrical load, EV battery can be utilized
as an energy storage. Therefore, V2G technology can extend to bidirectional power flow between the battery of
electric vehicle and the power grid rather than only communication.
V2G enhances interaction between the EV owners and the power utility to enable power injection into the power grid
according to the predefined schedule and power rates so EV owners can earn extra revenues by selling power to the
grid. Interaction of EV and power grid can introduce various benefits to both the power utility and EV owners. This
allows peak load shaving, load leveling, voltage regulation, reactive power support, and improvements of power
system stability.
✓ Dual-stage and single-stage architectures
Another way to classify OBCs is based on stages involved to convert the power from AC to DC as depicted in the
following figure. While most EVs in the market use dual-stage OBC architecture, lately and due to lifetime limitation
of internal DC link capacitors, single stage OBC architecture receives many attentions and it is under evaluations by
many automotive Tier 1 suppliers. Besides single stage OBC architecture could cause cost-down and volume decrease
of the final product.
In a typical dual-stage OBC realization two power electronic converters are cascaded, an active front-end PFC
converter and an isolated DC/DC converter. The first stage actively rectifies the AC current (in a manner to meet the
grid codes on %THD and current harmonics) and control the internal DC link voltage. The second stage converter
provides the galvanic isolation and regulate the power delivered to the vehicle battery.
Nevertheless, a single-stage OBC architecture removes the need for internal DC-link bulk capacitor, so the power
conversion is done within a single stage isolated AC/DC converter. Consequently, it could provide a better power
density, higher lifetime, and reduce the BoM cost.
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DC fast charging stations can be modular (common practice), or unitary in power conversion stage. The galvanic
isolation could be achieved using a high frequency transformer (common practice), or via a grid frequency
transformer (50-60Hz) which could lead to a bulky and heavy solution but less complicated. In the following these
configurations are briefly described from power electronic implementation point of view.
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(a)
(b)
(c)
Figure 9 (a) Conventional DC fast charging station being fed only by the AC grid
(b) DC fast charging stations based on DC microgrid formation (DC common bus) with the connection to sustainable energy resources
(c) DC fast charging stations in synergies of electric urban transport systems and distributed energy resources concept.
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Generic Standards
In the following table, a list of general standards that are commonly referenced in other EV charging standards has
been presented;
Standard Title
IEC 61439-7 Low voltage switchgear and control gear assemblies – part7
IEC 60038 IEC standard voltages
IEC 61000-4-4 Electromagnetic compatibility (EMC) – Part4-4: Testing and measurement techniques- Electrical
fast/burst immunity test
IEC61000-4-5 Electromagnetic compatibility (EMC) – Part4-5: Testing and measurement techniques-Surge immunity
test
IEC 61000-4-6 Electromagnetic compatibility (EMC) – Part4-6: Testing and measurement techniques- Immunity to
conducted disturbances, induced by radio-frequency fields
IEC 61000-4-11 Electromagnetic compatibility (EMC) - Part 4-11: Testing and measurement techniques - Voltage dips,
short interruptions and voltage variations immunity tests for equipment with input current up to 16 A
per phase
IEC 61557-8 Electrical safety in low voltage distribution systems up to 1 000 VAC. and 1 500 VDC - Equipment for
testing, measuring or monitoring of protective measures - Part 8: Insulation monitoring devices for IT
systems
Noise TA Technical instructions for noise protection
IEC 61000-6-1 Electromagnetic compatibility (EMC) - Part 6-1: Generic standards - Immunity standard for residential,
commercial and light-industrial environments
IEC 60529 Degrees of protection provided by enclosures (IP Code)
IEC 60364-7-722 Low-voltage electrical installations - Part 7-722: Requirements for special installations or locations -
Supplies for electric vehicles
North America and Germany
SAE J1766 Recommended Practice for Electric, Fuel Cell and Hybrid Electric Vehicle Crash Integrity Testing
DIN EN 50160 Voltage characteristics of electricity supplied by public distribution electricity networks;
Table 1 General Standards
Other generic norms and standards such as those in Table 2, provide regulatory guidelines for most of products
developed in automotive filed through defining insulation coordination rules, environmental conditions, electrical
testing as well as electromagnetic compatibility (EMC).
Standard Title/Brief
IEC 60664-1 Insulation coordination for equipment within low-voltage supply systems;
Part 1: Principles, requirements and tests
Part 2: Application guide - Explanation of the application of the IEC 60664 series, dimensioning
examples and dielectric testing, Interface considerations - Application guide
Part 3: Use of coating, potting or molding for protection against pollution
Part 4: Consideration of high-frequency voltage stress
Part 5: Comprehensive method for determining clearances and creepage distances equal to or less than
2 mm
ISO 16750 Road vehicles—Environmental conditions and electrical testing for electrical and electronic equipment;
Part 1: General
Part 2: Electrical loads
Part 3: Mechanical loads
Part 4: Climatic loads
Part 5: Chemical loads
UNECE REG10 Vehicle Radiated Emissions & Immunity Testing
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CISPR 12 Vehicles, boats and internal combustion engines - Radio disturbance characteristics - Limits and methods
of measurement for the protection of off-board receivers. CISPR 12 is equivalent to the SAE J 551-2
standard. SAE J551/2 is the north American equivalent standard to CISPR 12.
CISPR 25 Vehicles, boats and internal combustion engines - Radio disturbance characteristics - Limits and methods
of measurement for the protection of on-board receivers. SAE J551/4 and SAE J1113/41 are the north
American equivalent standards to CISPR 25.
ISO 11451 Road vehicles — Vehicle test methods for electrical disturbances from narrowband radiated
electromagnetic energy.
ISO 11452 Road vehicles — Component test methods for electrical disturbances from narrowband radiated
electromagnetic energy.
ISO 7637 Road vehicles — Electrical disturbances from conduction and coupling.
ISO 10605 Road vehicles — Test methods for electrical disturbances from electrostatic discharge.
EN12895 Industrial trucks - Electromagnetic compatibility;
This European Standard is applicable to industrial trucks, regardless of the power source (called only
trucks). It specifies:
- the requirements and the limit values for electromagnetic emission and immunity to external
electromagnetic fields;
- the procedure and criteria for testing trucks and their electrical/electronic systems.
Table 2 Generic norms and standards for electric and electronic product developed for automotive market
Connector Standards;
Standard Title
IEC 62196-1 Plugs, socket-outlets, vehicle connectors and vehicle inlets - Conductive charging of electric
vehicles - Part 1: General requirements
IEC 62196-2 Part 2: Dimensional compatibility and interchangeability requirements for AC pin and contact-tube
accessories
IEC 62196-3 Part 3: Part 3: Dimensional compatibility and interchangeability requirements for DC and AC/DC
pin and contact-tube vehicle couplers
North America
SAE J1772 SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Coupler
Table 3 Connector Standards
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1) In conjunction with ISO/IEC 15118 please note also DIN SPEC 70121
2) Note that IEC 61851-22 as part of IEC 61851 has been withdrawn in 2017.
Figure 10 General Standards for the fast charging stations
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IEC 61851-1 Electric vehicle It applies to EV supply equipment for charging electric road vehicles, with a rated
conductive charging supply voltage up to 1 000 V AC or up to 1 500 V DC and a rated output voltage up
system - Part 1: to 1 000 V AC or up to 1 500 V DC. Electric road vehicles (EV) cover all road
General requirements vehicles, including plug-in hybrid road vehicles (PHEV), that derive all or part of
their energy from on-board rechargeable energy storage systems (RESS). The
aspects covered in this standard include:
- the characteristics and operating conditions of the EV supply equipment;
- the specification of the connection between the EV supply equipment and the EV;
- the requirements for electrical safety for the EV supply equipment.
IEC 61851- Part 21-1 Electric This standard together with IEC 61851-1, gives requirements for conductive
21 vehicle on-board connection of an electric vehicle (EV) to an AC or DC supply. It applies only to on-
charger EMC board charging units either tested on the complete vehicle or tested on the charging
requirements for system component level (ESA - electronic sub assembly).
conductive This document covers the electromagnetic compatibility (EMC) requirements for
connection to AC/DC electrically propelled vehicles in any charging mode while connected to the mains
supply supply. Part 21-2 defines the EMC requirements for any off-board components or
Part 21-2: Electric equipment of such systems used to supply or charge electric vehicles with electric
vehicle requirements power by conductive power transfer (CPT), with a rated input voltage, according to
for conductive IEC 60038:2009, up to 1 000 V AC or 1 500 V DC and an output voltage up to 1
connection to an 000 V AC or 1 500 V DC.
AC/DC supply - EMC This document covers off-board charging equipment for mode 1, mode 2, mode 3
requirements for off and mode 4 charging as defined in IEC 61851-1.
board electric vehicle
charging systems
IEC 61851- Part 23: DC electric It gives the requirements for DC electric vehicle (EV) charging stations, herein also
23 vehicle charging referred to as "DC charger", for conductive connection to the vehicle, with an AC
station or DC input voltage up to 1 000 V AC and up to 1 500 V DC according to IEC
60038. It provides the general requirements for the control communication between
a DC EV charging station and an EV. The requirements for digital communication
between DC EV charging station and electric vehicle for control of DC charging are
defined in IEC 61851-24.
Due to further technical developments in the field of electric vehicles charging, the
requirements in IEC 61851-23 to fulfill the safety objective "protection against
electric shock" under single fault condition by limiting the capacitance energy, may
not cover all possible combinations of charging stations and vehicles. Since the
charging process links the charging infrastructure with the electric vehicle, the
requirements laid down in ISO 17409 are also relevant for the electrical safety of
the charging process. The approach of limiting the capacitance energy will not be
sufficient for the safety objective "protection against electric shock" under single
fault condition in all relevant cases. Therefore, this warning is issued for both
standards. It is as always strongly recommended that users of standards additionally
perform a risk assessment. Specifically, in this case, standards users shall select
proper means to fulfill safety requirements in the system of charging station and
electric vehicle.
Note that temperature monitoring is mandatory, and the connector ambient
temperature shall be -30C to +50C
Table 4 Supply Station Standards
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Vehicle Standards;
Standard Title
ISO 6469-3 Electrically propelled road vehicles — Safety specifications — Part 3: Electrical safety
ISO 6469-4 Electrically propelled road vehicles — Safety specifications — Part 4: Post crash electrical safety
ISO 17409 Electrically propelled road vehicles — Conductive power transfer — Safety requirements
ISO 19363 Electrically propelled road vehicles — Magnetic field wireless power transfer — Safety and
interoperability requirements
ISO 18246 Electric Mopeds and Motorcycles Conductive Charging
Table 5 Vehicle Standards
For charging type B, the RESS is not able to be removed and the charger is able to be removed from the
vehicle. The RESS is electrically not able to be disconnected from the vehicle and the charger is electrically
able to be disconnected from the vehicle.
For charging type C, the charger and the RESS can be removed from the vehicle and they are electrically able
to be disconnected from the vehicle.
Any connections belong to conductive charging systems can be classified into the charging types of the following
figure.
The charging type which would be more interesting for EV application considering on-board battery charger is type
A as following figure.
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Communication Standards;
Standard Title Brief
ISO/IEC 15118-1 Road vehicles — Vehicle It is basis for the other parts of the ISO 15118 series, specifies terms and
to grid communication definitions, general requirements and use cases for conductive and wireless
interface — Part 1: High-Level Communication (HLC) between the EVCC and the SECC. It
General information and is applicable to HLC involved in conductive and wireless power transfer
use-case definition technologies in the context of manual or automatic connection devices. It
is also applicable to energy transfer either from EV supply equipment to
charge the EV battery or from EV battery to EV supply equipment in order
to supply energy to home, to loads or to the grid. It provides a general
overview and a common understanding of aspects influencing
identification, association, charge or discharge control and optimization,
payment, load levelling, cybersecurity and privacy. It offers an
interoperable EV-EV supply equipment interface to all e-mobility actors
beyond SECC.
ISO/IEC 15118-2 Road vehicles — Vehicle It specifies the communication between battery electric vehicles (BEV) or
to grid communication plug-in hybrid electric vehicles (PHEV) and the Electric Vehicle Supply
interface — Part 2: Equipment. The application layer message set defined in ISO 15118-
Network and application 2:2014 is designed to support the energy transfer from an EVSE to an EV.
protocol requirements ISO 15118-1 contains additional use case elements describing the
bidirectional energy transfer. The implementation of these use cases
requires enhancements of the application layer message set defined herein.
The purpose of ISO 15118-2:2014 is to detail the communication between
an EV (BEV or a PHEV) and an EVSE. Aspects are specified to detect a
vehicle in a communication network and enable an Internet Protocol (IP)
based communication between EVCC and SECC. It defines messages, data
model, XML/EXI based data representation format, usage of V2GTP, TLS,
TCP and IPv6. In addition, it describes how data link layer services can be
accessed from a layer 3 perspective. The Data Link Layer and Physical
Layer functionality is described in ISO 15118-3.
ISO/IEC 15118-3 Road vehicles — Vehicle It specifies the requirements of the physical and data link layer for a high-
to grid communication level communication, directly between battery electric vehicles (BEV) or
interface — Part 3: plug-in hybrid electric vehicles (PHEV), termed as EV, based on a wired
Physical and data link communication technology and the fixed electrical charging installation
layer requirements [Electric Vehicle Supply Equipment (EVSE)] used in addition to the basic
signaling.
It covers the overall information exchange between all actors involved in
the electrical energy exchange. ISO 15118 (all parts) is applicable for
manually connected conductive charging.
(Only modes 3 and 4 EVSEs, with a high-level communication module,
are covered by this part of ISO 15118.)
ISO/IEC 15118-4 Road vehicles — Vehicle It specifies conformance tests in the form of an Abstract Test Suite (ATS)
to grid communication for a System Under Test (SUT) implementing an EVCC or SECC
interface — Part 4: according to ISO 15118-2. These conformance tests specify the testing of
Network and application capabilities and behaviors of an SUT as well as checking what is observed
protocol conformance against the conformance requirements specified in ISO 15118-2 and
test against what the supplier states the SUT implementation's capabilities are.
DIN SPEC 70121 Electromobility - Digital It defines requirements for communication between EV and EVSE with
communication between External Identification Means (EIM).
a DC EV charging station
and an electric vehicle for
control of DC charging in
the Combined Charging
System;
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IEC 61851-24 Electric vehicle IEC 61851-24, together with IEC 61851-23, applies to digital
conductive charging communication between a DC EV charging station and an electric road
system - Part 24: Digital vehicle (EV) for control of DC charging, with an AC or DC input voltage
communication between up to 1 000 V AC and up to 1 500 V DC for the conductive charging
a DC EV charging station procedure. The EV charging mode is mode 4, according to IEC 61851-23.
and an electric vehicle for Annexes A, B, and C give descriptions of digital communications for
control of DC charging control of DC charging specific to DC EV charging systems A, B and C as
defined in Part 23.
IEC 61850 Communication This standard is for communication in substations. It enables integration of
networks and systems for all protection, control, measurement and monitoring functions and
power utility automation additionally provides the means for high-speed substation protection
applications. It ensures interoperability between electrical devices from
different vendors and is able to replace all the typical protocols found in
the substation automation domain.
North America
SAE J2847 Communication Between It establishes requirements and specifications for communication between
Plug-In Vehicles and Off- Plug-in Electric Vehicle (PEV) and the DC Off-board charger. Where
Board DC Chargers relevant, this document notes, but does not formally specify, interactions
between the vehicle and vehicle operator. It applies to the off-board DC
charger for conductive charging, which supplies DC current to the
Rechargeable Energy Storage System (RESS) of the electric vehicle
through a SAE J1772™ coupler. Communications will be on the SAE
J1772 Pilot line for PLC communication. The details of PowerLine
Communications (PLC) are found in SAE J2931/4.
SAE J2931 Digital Communications It establishes the requirements for digital communication between Plug-In
for Plug-in Electric Electric Vehicles (PEV), the Electric Vehicle Supply Equipment (EVSE)
Vehicles and the utility or service provider, Energy Services Interface (ESI),
Advanced Metering Infrastructure (AMI) and Home Area Network
(HAN).
Table 6 Communication Standards
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A detailed comparison of ISO 15118 and DIN SPEC 70121 is given in the following table;
DC AC Security Plug Smart Inductive Bidirectional Automated
Charging charging and Charging Charging Power Connection
Charge (WPT) Transfer Device
(V2G) (ACD)
DIN SPEC 70121- Y - - - - - - -
2012
ISO 15118-2014 Y Y Y Y Y - - -
ISO 15118-2018 Y Y Y Y Y Y Y Y
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Figure 14 AC level 1 (left) and AC level 2 (right) system configuration in SAE J1772
DC level 1 50-1000 80
DC level 2 50-1000 400
Table 9 DC levels 1 and 2 charging in J1772
System configuration block diagrams of DC levels 1 and 2 according to J1772 are shown in the following figures;
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Level 3 – CCS 1
The Combined Charging System (CCS) is a standard for charging electric vehicles. It uses the Combo 1 (North
America and Japan) and Combo 2 (Europe) connectors to provide power at up to 350 kilowatts.
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Level 3 - CHAdeMO
Level 3 equipment with CHAdeMO technology, also commonly known as DC fast charging has been introduced and
employed by Japanese automakers.
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Each Supercharger stall has a connector to supply electrical power at up to 250 kW via a direct current connection to
the 400-volt car battery pack.
The original V1 and V2 Tesla supercharging stations charge with up to 150 kW of power distributed between two
cars with a maximum of 150 kW per car, depending on version. They take about 20 minutes to charge to 50%, 40
minutes to charge to 80%, and 75 minutes to 100% on the original 85 kWh Model S.
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SAE Combo-CCS2
CCS Combo 2/CCS 2 is based on the AC Type 2. Europe is the primary CCS2 market, joined by multiple other
market officially (Greenland, Australia, South America, South Africa, Saudi Arabia) and seen in multiple other
countries that not yet decided. Below the CCS2 EV charging station, CCS2 plug and pinout have been shown;
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Communication Protocol:
International China
Physical Layer PLC CAN BUS
Link/Network Layer IP Based CAN
PWM Pilot Control
International China
EVSE Side Voltage Detection Current Detection
Table 11 Communication Protocol Comparison
ISO/IEC China
System IEC 61851 GB/T 18487
GB/T 27930
Charging Interface and Coupler IEC 62196 GB/T 20234
Communication ISO 15118 GB/T 27930
Q/GDW 397
Q/GDW 398
Q/GDW 399
Battery Swap IEC 62840 GB/T 29317
Q/GDW 486
Q/GDW 487
Q/GDW 488
Q/GDW 685
Q/GDW 686
Table 12 Chinese GB/T Equivalent Standards vs international ones
Cable charging standard GB/T 27930 is based on the SAE J1939 network protocol and uses the CAN bus with a
point-to-point connection between the charger and the battery management system (BMS).
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China and Japan are developing a new version of GB/T fast charging standard (Being referred to as Chaoji). The
envisioned spec indicates power output beyond anything we've seen thus far - 900 kW at 1,500 V and 600 A!
Currently, GB/T was offering only 237.5 kW at 950 V and 250 A, so this will be nearly four times more capable in
terms of output. Power will be more than twice as high as the new 400 kW CHAdeMO and 350 kW CCS Combo
specs too.
A comparison between GB/T and new GB/T (Chaoji) with other DC fast charging solutions has been presented in
the following table:
Inlet
✓ ✓ Proposed ✓ ✓ ?
✓ ? ✓
✓ ? ✓
✓ ✓ ✓ ✓ ✓
✓ ✓
Protocol CAN PLC CAN
V2X function YES YES ?
Max 400kW 185kW 900kW 200kW 350kW ?
Power
Market Power 150kW 125kW 50-900kW 150kW 350kW 120kW
Start @ 2009 2013 2020 2014 2013 2012
Table 13 Summary of DC Fast Charging Available Solutions
1
For new Tesla charging couplers and inlets, refer to end of this document; “
It has been expressed that Chaoji will be compatible with Tesla, and with external purchasable adaptors will be
compatible with all others existing protocols too.
The vehicle is connected to the power grid through standard socket-outlets present in residences, which depending
on the country are usually rated at around 10 A. To use mode 1, the electrical installation must comply with the safety
regulations and must have an earthing system, a circuit breaker to protect against overload and an earth leakage
protection. The sockets have blanking devices to prevent accidental contacts.
The first limitation is the available power, to avoid risks of:
• Heating of the socket and cables following intensive use for several hours at or near the maximum power (which
varies from 8 to 16 A depending on the country).
• Fire or electric injury risks if the electrical installation is obsolete or if certain protective devices are absent.
The second limitation is related to the installation's power management.
• As the charging socket shares a feeder from the switchboard with other sockets (no dedicated circuit) if the sum
of consumptions exceeds the protection limit (in general 16 A), the circuit-breaker will trip, stopping the
charging.
All these factors impose a limit on the power in mode 1, for safety and service quality reasons. This limit is currently
being defined, and the value of 10 A appears to be the best compromise.
This is a direct, passive connection of the EV to the AC mains, either 250 V 1-phase or 480 V 3-phase including
earth, at a maximum current of 16 A. The connection does not have extra control pins. For electrical protection, the
EVSE is required to provide earth to the EV (as above) and to have ground fault protection.
In some countries including the USA, mode 1 charging is prohibited. One problem is that the required earthing is not
present in all domestic installations. mode 2 was developed as a workaround for this.
Mode 2 Slow charging from a regular socket but with some EV specific protection
arrangement
The vehicle is connected to the main power grid via household socket-outlets. Charging is done via a single-phase or
three-phase network and installation of an earthing cable. A protection device is built into the cable. This solution is
more expensive than Mode 1 due to the specificity of the cable.
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This is a direct, semi-active connection of the EV to the AC mains, either 250 V 1-phase or 480 V 3-phase including
earth at a maximum current of 32 A. There is a direct, passive connection from the AC mains to the EV supply
equipment (EVSE), which must be part of, or situated within 0.3 meters (1.0 ft) of, the AC mains plug; from the
EVSE to the EV, there is an active connection, with the addition of the control pilot to the passive components. The
EVSE provides protective earth presence detection and monitoring; ground fault, over-current, and over-temperature
protection; and functional switching, depending on vehicle presence and charging power demand. Some protections
must be provided by an SPR-PRCD
conforming to IEC 62335 Circuit breakers - Switched protective earth portable residual current devices for class I
and battery powered vehicle applications. A possible example uses an IEC 60309 connector on the supply end, which
is rated at 32 A. The EVSE, situated incable, interacts with the EV to indicate that 32 A can be drawn.
Mode 3 Slow or fast charging using a specific EV multi-pin socket with control and
protection functions
The vehicle is connected directly to the electrical network via specific socket and plug and a dedicated circuit. A
control and protection function are also installed permanently in the installation (on the wall). This is the only
charging mode that meets the applicable standards regulating electrical installations. It also allows load shedding so
that electrical household appliances can be operated during vehicle charging or on the contrary optimize the electric
vehicle charging time.
This is an active connection of the EV to a fixed EVSE, either 250 V 1-phase or 480 V 3-phase including earth and
control pilot; Either, with a compulsorily captive cable with extra conductors, at a maximum current of 250 A or, in
a manner compatible with mode 2 with an optionally captive cable, at a maximum current of 32 A. The charging
supply is not active by default, and requires proper communication over the control pilot to enable. The
communication wire between car electronics and charging station allows for an integration into smart grids.
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Mode 4 Fast charging using some special charger technology such as CHAdeMO
The electric vehicle is connected to the main power grid through an external charger. Control and protection functions
and the vehicle charging cable are installed permanently in the installation.
This is an active connection of the EV to a fixed EVSE, 600 V DC including earth and control pilot, at a maximum
current of 400 A. The DC charging power is rectified from AC mains power in the EVSE, which is consequently
more expensive than a mode 3 EVSE.
2 1-Ph 32A 250V AC Slow AC Requires control box between vehicle and
3-Ph 32A 480V electrical outlet. Prohibited for public charging
by Italy; restricted in US, Canada, Switzerland,
Denmark, France, and Norway.
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Case A
The cable assembly is part of the vehicle;
Case B
The connection of an EV to a supply network with a cable assembly detachable at both ends;
Case C
The connection of an EV to a supply network utilizing a cable and vehicle connector permanently attached to the
EV charging station;
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A brief comparison of common charging cases vs modes and plugs around the globe is give in the figure below;
Mode 2 – Case B
AC Charging
Mode 3 – Case B
Mode 3 – Case C
Mode 4 – Case C
DC Charging
Figure 30 Summary of Employed Charging Plugs in Different Locations (Modes and Cases)
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Plug types
Type 1 (AC Type 1)
SAE J1772 (IEC 62196 Type 1), also known as a J plug, is a North American standard for electrical connectors
for electric vehicles maintained by the SAE International.
While the connector type 2 is for charging battery electric vehicles at 3–50 kilowatts, with a plug modified by Tesla
capable of outputting 150 kilowatts.
For Combined Charging System (CCS) DC charging, two extra connectors are added at the bottom of Type 1 or Type
2 vehicle inlets and charging plugs to connect high voltage DC charging stations to the battery of the vehicle. These
are commonly known as Combo 1 or Combo 2 connectors too. The choice of Combo 1 or Combo 2 style inlets is
normally standardized based on a country of interest, so that public charging providers do not need to fit cables with
both variants. Generally, North America uses Combo 1 style vehicle inlets, most of the rest of the world uses Combo
2 style vehicle inlets for CCS.
Signaling and Communication Protocols According to IEC 61851 and SAE J1772
Originating with the type 1 connector, SAE J1772 signaling is used in IEC norms too. The signal pins and their
function were defined in SAE J1772-2001, is included in IEC 61851-1. All plug types of IEC 62196-2 have the two
additional signals: the control pilot (CP in short form) and proximity pilot (PP in short form) in addition to normal
charging power pins (L1, L2, L3), neutral (N), and protective earth (PE). The comparison between pin numbers in
SAE 1772 and IEC 61851 is given in the table below;
L1 L2 L3 N PE CP PP
SAE J1772 pin number Type 1 1 -- -- 2 3 4 5
This signaling protocol (which oftentimes referred to as low level communication or LLC) doesn't require integrated
circuits, which would be required for other charging protocols, making it robust and operable through a temperature
range of −40 °C to +85 °C. The signaling protocol has been designed so that:
1. Electric vehicle supply equipment (EVSE) signals presence of AC charging plug (via proximity pilot), then
vehicle detects plug via its proximity detection circuit (thus the vehicle can prevent driving away while
connected).
2. Control pilot functions include;
• Plug-in electric vehicle (PEV) detects the status of EVSE (refer to Figure 36)
• EVSE detects mated plug with PEV
• EVSE indicates to PEV its readiness to supply power
• PEV indicates its readiness to accept charging power
• PEV indicates ventilation requirements (only if it is needed depending on the chemistry of PEV
battery)
• EVSE indicates its current capacity available to PEV (via duty in PWM)
3. Upon EVSE being in state C2 (refer to Figure 36) PEV can kick-off its charging cycle.
4. PEV and EVSE continuously monitor continuity of safety ground
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(a)
(b)
Figure 34 (a)J1772 signaling circuit (only AC charging) (b) CCS1 signaling circuit with PLC over CP (AC and DC charging)
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R4 330 297-363
R5 2700 2430-2970
R6 150 135-165
R7 330 297-363
Table 16 proximity resistance circuitry tolerances in SAE J1772 and IEC 61851-1
Note that the +5V supply in EV side should have maximum of ±5% tolerance but not more.
Proximity pilot (PP) with cable current coding;
In addition, the cable can further indicate its current rating to the EV and EVSE with different resistances on PP. The
EVSE can then communicate this to the EV via the control pilot.
Vehicle connectors and plugs using the proximity contact for simultaneous proximity detection and current capability
coding of the cable assembly shall have a resistor electrically connected between the proximity contact and the
earthing contact according to Figure 35. The values of resistors are given in Table 18 for PP circuit with current
coding capability.
Inside the plug itself, a passive resistance is connected across PP and PE, which the EV then detects. PP does not
connect between EV and EVSE.
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IEC 61851 describes the PP detection circuit with cable current coding capability with resistors Rc and Ra as shown
in Figure 35 (a) and without the 2.7kΩ grounding resistor shown of Figure 34 , however, it is a common practice by
OEMs to ground the PP circuit in vehicle side with a 4700Ω resistor. The reason behind is the fact that IEC standard
considers PP resister being >4500Ω as unmated plug (refer to Table 18), and to have a robust PP detection circuit
align with IEC standard, the suppliers and OEMs, place the 4700Ω resistor as shown in Figure 35 (b).This results in
different voltage values with respect to original circuit of IEC 61851 on PP pin.
For voltages in Table 18 Figure 35 (b) is referenced (i.e. with 4700Ω resistor)
(a)
(b)
Figure 35 (a) IEC61851 equivalent circuit diagram for simultaneous proximity detection and current coding (b)CCS2 OEMs commeon
practice, using a 4700Ω resistor (R7) on PP pin
►Note: This circuit in Figure 35 does not use the auxiliary switch S3 to latch and unlatch.
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*if the circuit of Figure 35 (b) is used and PP is grounded via 4700Ω in EV side.
Control Pilot (CP) Principle of Operation
The control pilot signal is designed to be easily processed by analog electronics, eliding the use of digital electronics,
which can be unreliable in automotive settings. The EVSE starts in state A and applies +12 V to the control pilot.
Once detecting 2.74 kΩ across CP and PE, the EVSE moves to state B, and applies a 1 kHz ±12 V peak-to-peak
square wave pilot signal. The EV can then request charging by changing the resistance across CP and PE to 246 Ω
or 882 Ω (with and without ventilation, respectively); if the EV requests ventilation, the EVSE will only enable
charging if it is in a ventilated area.
The pilot line circuitry example shows that the current loop CP-PE is connected permanently via a 2.74 kΩ resistor
making for a voltage drop to from +12 V to +9 V when a cable is hooked up to the charging station which activates
the wave generator. The charging is activated by the car by adding parallel 1.3 kΩ resistor resulting in a voltage drop
to +6 V or by adding a parallel 270 Ω resistor for a required ventilation resulting in a voltage drop to +3 V. Hence
the charging station can react by only checking the voltage range present on the CP-PE loop. Note that the diode will
only make for a voltage drop in the positive range; any negative voltage on the CP-PE loop will shut off the current
as being considered a fatal error (like touching the pins).
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*
EVSE state Charging Status Equivalent Resistance R2 [Ω] Voltage,
CP-PE [Ω] CP-PE
MIN Typical MAX MIN Typical MAX
State A Standby Open
-- -- -- -- -- +12V
circuit
State B Vehicle Detected 2658 2740 2822 -- -- -- +9±1V
C1 Vehicle Ready-EVSE
State Not Ready
856 882 908 1261 1300 1339 +6±1V
C C2 Vehicle Ready-EVSE
Ready
D1 Vehicle Ready-EVSE
State Not Ready with
D Ventilation
239 246 253 261.9 270 278.1 +3±1V
D2 Vehicle Ready-EVSE
Ready without
Ventilation
State E No Power (Shut-off) -- -- -- -- -- -- 0V
State F Error -- -- -- -- -- -- -12V
Figure 36 State diagram for typical control pilot (from IEC 61851-1 Figure A.3), numbers in brackets refer to the sequence reference in
Table A.6. in IEC 61851-1.
a: Can be state D1 (3V).
b: Can be state D2 (3V PWM).
Note: Not all state changes and sequences described in Table A.6 of IEC 61851-1 are shown in this figure, e.g. a change from any state to
state Ax, state E or state F may take place at any time.
The line wires are not made live until an EV is present, and has requested charging; i.e., state C or D. The EVSE
feeds the control pilot with 12 V through a series 1 kΩ sense resistor, after which it senses the voltage; the CP is
then connected, in the EV, through a diode and relevant resistance to PE. The resistance in the EV can be
manipulated by switching in a resistor in parallel with always connected 2.74 kΩ detection resistor.
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Table 20 Control pilot circuit parameters and values for the EV supply equipment (Table A.2 from IEC 61851-1)
In the following tables, duty cycle information of CP signal in different is are given.
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Table 21 PWM duty cycle provided by EV supply equipment according to IEC 61851-1
The way to interpret CP duty cycle in order calculate the maximum drawable current from EVSE is given in the
table below;
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Figure 38 Supply current rating vs. pilot circuit duty cycle according to J1772-1
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Figure 39 DC charging state transition diagram of charging process (Figure EE1 from IEC 61851-23-2)
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DC charging sequence diagram according to IEC 61851-23-2 has been depicted in Figure 40.
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OCPP stands for Open Charge Point Protocol. It is an open-source communication standard for EV charging stations
and network software companies.
In fact, OCPP is an application protocol for communication between Electric vehicle charging stations and a central
management system, also known as a charging station network, similar to cell phones and cell phone networks. In
the figure below a simple OCPP communication diagram has been shown.
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SLAC is a protocol to measure the attenuation between two Power Line Communication (PLC) modules SLAC is a
protocol to measure the attenuation between two Power Line Communication (PLC) modules. If there are several
EV’s that are connected to charging stations nearby, there can occur crosstalk in between. SLAC requests shall be
responded by an EVSE only, if the EVSE is connected to an EV (state B) and the PLC module of the EVSE is not
EVSE is not already linked to another PLC module (unmatched state)
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CHAdeMO (DC)
While EV AC charging plug in Japan is the same as north America, J1772 type 1, for DC fast charging CHAdeMO
standard has been adopted as the national standard for EV charging.
Fast charge coupler (JEVS G105-1993), CHAdeMO. CHAdeMO is the trade name of a quick charging method for
battery electric vehicles delivering up to 62.5 kW by 500 V, 125 A direct current via a special electrical connector.
A revised CHAdeMO 2.0 specification allows for up to 400 kW by 1000 V, 400 A direct current.
1 Ground
2 Charger start/stop1
3 --
4 Charging enable/disable
5 DC power (-)
6 DC power (+)
7 Connection check
8 CAN - H
9 CAN - L
10 Charger start/stop2
(a) (b)
Figure 47 CHAdeMO fast charge signaling (a)connector interface (b)charging sequence flowchart
CHAdeMO is an abbreviation of "CHArge de MOve", equivalent to "move using charge" or "move by charge" or
"charge 'n' go", a reference to the fact that it's a fast charger. It was proposed in 2010 as a global industry standard
by an association of the same name formed by five major Japanese automakers and included in the IEC61851-23, -
24 (charging system and communication) and the IEC 62196 standard as configuration AA.
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On 24 April 2020, CHAdeMO Association has released the latest CHAdeMO protocol (CHAdeMO 3.0) to its Regular
members, specifying the requirements for designing the next-generation CHAdeMO chargers, using the brand-new,
identical plug with China’s GB/T protocol, allowing for maximum current of 600A.
This latest version of CHAdeMO protocol enables DC charging with the power over 500kW (maximum current
600A), while ensuring the connector to be light and compact with a smaller diameter cable, thanks to the liquid-
cooling technology as well as to the removal of locking mechanism from the connector to the vehicle side. Backward
compatibility of the CHAdeMO 3.0-compliant vehicles with the existing DC fast charging standards (CHAdeMO,
GB/T, and possibly CCS) is ensured; in other words, today’s CHAdeMO chargers can feed power to both the current
EVs as well as the future EVs via an adapter or with a multi-standard charger. Started as a bi-lateral project, ChaoJi
has developed into an international collaboration forum, mobilising expertise and market experience of key players
from Europe, Asia, North America, and Oceania. India is expected to join the team sometime soon, and governments
and companies form South Korea and South-eastern Asian countries have also expressed their strong interests. Japan
and China have agreed to continue working together on the technical development and to promote this next-
generation charging technology through further technical demonstration events and the trial deployment of the new
chargers.
The testing requirements for CHAdeMO 3.0 specification are expected to be issued within a year. The first Chaoji
EVs will be likely commercial vehicles and expected to be launched in the market within 2021, followed by other
types of vehicles including passenger EVs.
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Figure 49 Schematic Diagram of Control Pilot Circuit in Charging Mode 3 and Case A Connection in GB/T 18487
Figure 50 Schematic Diagram of Control Pilot Circuit in Charging Mode 3 and Case B Connection in GB/T 18487
Figure 51 Schematic Diagram of Control Pilot Circuit in Charging Mode 3 and Case C Connection in GB/T 18487
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Figure 54 Tesla Supercharger outlets in Europe/Worldwide (left) and North America only (right).
Images from Tesla confirm that the automaker has developed a redesigned charge port specifically for the Chinese
market! The new charge port location, along with new connectors, meet Chinese charging standards. Without these
changes, Tesla would likely be prohibited from selling in China in the future.
Tesla company has confirmed that Model 3 vehicles sold in the European market will come with a CCS Combo 2
charge port. An adapter for Models S and X is in the works. Fast charging stations are cropping up all over
Europe. And now Tesla drivers can use such third-party networks in addition to Tesla’s own Supercharger network
without the need for expensive adaptors!
Figure 56 New Tesla Model 3 with CCS2 inlet for European market
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References
[1] ISO 18246: Electrically propelled mopeds and motorcycles — Safety requirements for conductive connection to
an external electric power supply
[2] SAE J1772-2017: SAE Electric Vehicle Conductive Charge Coupler
[3] IEC 62196: Plugs, socket-outlets, vehicle connectors and vehicle inlets - Conductive charging of electric vehicles
[4] IEC 61851: Electric vehicle conductive charging system
[5] IEC 61850: Communication Protocols for Intelligent Electronic Devices at Electrical Substations
[6] ISO 6469: Electrically propelled road vehicles — Safety specifications
[7] ISO 15118: Road vehicles - Vehicle to grid communication interface
[8] ISO 17409: Electrically propelled road vehicles — Connection to an external electric power supply — Safety
requirements
[9] A. Bahrami, R. Faranda, H. Hafezi, “Integration of fault current limiting function into a single-phase series
compensator”, 2018 18th International Conference on Harmonics and Quality of Power (ICHQP)
[10] Roberto Faranda, Ali Bahrami, Hossein Hafezi, “Fault Current Limiting Investigation for a Single-Phase
Dynamic Voltage Conditioner”, 2019 IEEE Milan PowerTech.
[11] A. Bahrami, “An integrated control scheme for dynamic voltage restorer to limit downstream fault currents”,
M.Sc. dissertation, Dept. of Energy, Politecnico di Milano, 2017.
[12] Guowei Cai, Duolun Liu, Chuang Liu, Wei Li, and Jiajun Sun, “A High-Frequency Isolation (HFI) Charging
DC Port Combining a Front-End Three-Level Converter with a Back-End LLC Resonant Converter”, Energies 2017
[13] C.F. Calvillo, Alvaro Sanchez-Miralles, JoseVillar “Synergies of Electric Urban Transport Systems and
Distributed Energy Resources in Smart Cities”, IEEE Transactions on Intelligent Transportation Systems, Oct. 2017
[14] CHAdeMO Association, www.chademo.com
[15] Matthias Kübel on behalf of Initiative Charging Interface, “Design Guide for Combined Charging System”,2015
[16] GB/T 20234: Electric vehicle conductive charging plugs and sockets, vehicle couplers and vehicle jack General
requirements
[17] GB/T 18487: Electric vehicle conductive charging system
[18] GB/T 27930: Communication protocols between off-board conductive charger and battery management system
for electric vehicle
[19] Cover photo credit: https://www.omazaki.co.id/
[20] J. Yuan, L. Dorn-gomba, A. D. Callegaro, J. Reimers, A, Emadi “A Review of Bidirectional On-Board Chargers
for Electric Vehicles” IEEE Open Access Journal, March 25, 2021
[21] A. Khaligh, S. Dusmez “Comprehensive Topological Analysis of Conductive and Inductive Charging Solutions
for Plug-In Electric Vehicles”, IEEE transactions on vehicular technology, vol. 61, no. 8, October 2012.
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